WO2019102099A2 - Transmission device for a hybrid vehicle - Google Patents

Transmission device for a hybrid vehicle Download PDF

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Publication number
WO2019102099A2
WO2019102099A2 PCT/FR2018/052793 FR2018052793W WO2019102099A2 WO 2019102099 A2 WO2019102099 A2 WO 2019102099A2 FR 2018052793 W FR2018052793 W FR 2018052793W WO 2019102099 A2 WO2019102099 A2 WO 2019102099A2
Authority
WO
WIPO (PCT)
Prior art keywords
torque
transmission device
torque output
hub
clutch
Prior art date
Application number
PCT/FR2018/052793
Other languages
French (fr)
Other versions
WO2019102099A3 (en
Inventor
Gilles Lebas
Emmanuel Commeine
Gael Poirier
Original Assignee
Valeo Embrayages
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
Priority claimed from FR1761050A external-priority patent/FR3073787A1/en
Priority claimed from FR1761055A external-priority patent/FR3073914A1/en
Application filed by Valeo Embrayages filed Critical Valeo Embrayages
Publication of WO2019102099A2 publication Critical patent/WO2019102099A2/en
Publication of WO2019102099A3 publication Critical patent/WO2019102099A3/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D1/00—Couplings for rigidly connecting two coaxial shafts or other movable machine elements
    • F16D1/12—Couplings for rigidly connecting two coaxial shafts or other movable machine elements allowing adjustment of the parts about the axis
    • 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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B60K6/405—Housings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
    • F16D25/082—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation
    • F16D25/087—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation the clutch being actuated by the fluid-actuated member via a diaphragm spring or an equivalent array of levers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/13121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses characterised by clutch arrangements, e.g. for activation; integrated with clutch members, e.g. pressure member
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/22—Vibration damping
    • 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 the field of transmissions for motor vehicles. It relates in particular to a torque transmission device intended to be arranged in the drive train of a motor vehicle, between an internal combustion engine and a gearbox.
  • It relates more specifically to a torque transmission device for a hybrid type of motor vehicle in which a rotating electrical machine is disposed in the drive chain.
  • Such a rotating electrical machine can be in line with the torque transmission device, that is to say that the rotational speed of the rotor of the rotating electrical machine coincides with the axis of rotation of the torque transmission device.
  • the rotating electrical machine can be offset relative to the torque transmission device, that is to say that the axis of rotation of the rotor of the rotating electrical machine is offset from the axis of rotation of the device. torque transmission.
  • An internal combustion engine has acyclisms due to successive explosions in the cylinders of the internal combustion engine, the frequency of acyclisms varying in particular according to the number of cylinders and the rotational speed of the internal combustion engine.
  • torsion damping dampers In order to filter the vibrations generated by the acyclisms of the internal combustion engine, it is known to integrate torsion damping dampers with elastic members in the torque transmission devices. In the absence of such dampers, vibrations entering the gearbox would cause in operation shock, noise or noise particularly undesirable.
  • dampers are conventionally arranged between the internal combustion engine and the rotary electric machine and form with the clutch the torque transmission device. Such a device is for example disclosed in the document FR3015380.
  • the invention aims to improve the existing design by benefiting from a torque transmission device to reconcile the requirements of axial and radial compactness while ensuring easy access to the fastening means of the torque transmission device on the combustion engine. internal.
  • the invention achieves this through a torque transmission device, in particular for a motor vehicle, comprising:
  • a torque input element capable of being coupled in rotation to a crankshaft of an internal combustion engine by fastening means
  • a torque output element able to be coupled in rotation to at least one input shaft of a gearbox and / or to a rotating electrical machine, the torque input element being able to pivot by report the torque output element about an axis of rotation A,
  • the torque output member comprises a torque output hub removably attached to the torque input member and the torque output member for access to the fastening means.
  • This architecture provides access to the fastening means of the torque transmission device without increasing the size of the device.
  • the present invention also relates to a torque transmission device, in particular for a motor vehicle, comprising: a torque input element capable of being coupled in rotation to a crankshaft of an internal combustion engine by fastening means,
  • a torque output element able to be coupled in rotation to at least one input shaft of a gearbox and / or to a rotating electrical machine, the torque input element being able to pivot by report the torque output element about an axis of rotation A,
  • the torque output member comprises means for compensating for radial and / or axial and / or angular misalignment between the torque input member and the torque output member.
  • This architecture makes it possible to absorb any misalignment between the torque input element attached to the crankshaft of the internal combustion engine and the torque output member fixed to the input shaft of the gearbox.
  • the radial succession is understood in terms of radial distance and the axial succession is understood in terms of axial distance.
  • the elastic return member and the clutch can be stacked radially close to the axis of rotation A.
  • This particular arrangement contributes to the compactness of the torque transmission device.
  • the elastic return member, the clutch and the actuating member may succeed one another radially along the axis R perpendicular to the axis of rotation A. This particular arrangement involves also to the compactness of the torque transmission device.
  • the elastic return member, the clutch and the actuating member can be stacked radially close to the axis of rotation A.
  • Such an arrangement makes it possible to arrange the filtering function of the oscillations and the selective coupling and uncoupling function in the same axial space, which contributes to the compactness of the torque transmission device.
  • the torque input element may be located between the actuating member and the torque output member along the B axis.
  • This arrangement also contributes to the compactness of the torque transmission device in the case where the actuating member is located on the side of the internal combustion engine.
  • the torque input element is adapted to be coupled in rotation to a crankshaft of the internal combustion engine by fixing means.
  • the fixing means are preferably screws.
  • the torque input element may comprise an additional mass of inertia.
  • this additional mass of inertia is located near the elastic return member.
  • the torque output member may comprise a pendulum damping device.
  • pendulum damping may further be composed of a support, at least one pendular body and at least one rolling member.
  • the torque output member may include a torque output hub removably attached to the torque input member and the torque output member. This removable function facilitates access to the fastening means.
  • the torque output hub may be integrated with the torque output member, in which case the torque output hub and the torque output member are in one piece. It is understood by monoblock that they form a single element or they form several sub-elements assembled together, for example by welding.
  • a holding roller may be disposed between the torque output member and the torque input member.
  • This holding bearing makes it possible to take up the radial and / or axial forces transmitted by the input shaft of the gearbox and / or the rotating electrical machine.
  • the bearing bearing is preferably of the double row type of ball.
  • a second holding roll may be disposed between the torque output member and the torque input member.
  • the second support bearing is preferably of single row type of balls.
  • the bearing bearing can be disposed between the torque output hub and the torque input member.
  • the torque output hub may comprise an outer hub and an inner hub.
  • the outer hub may have at least one groove in which at least one ex- growth of the inner hub is provided.
  • the groove of the outer hub may be of complementary shape to the protuberance of the inner hub so that these two elements can nest in one another.
  • the protrusion of the hub internal may have a general shape substantially in "W".
  • the inner hub may comprise between one and ten protrusions.
  • the inner hub preferably has eight protrusions.
  • the protuberances may be located on the outer periphery of the inner hub.
  • the outer hub may have between one and ten grooves.
  • the outer hub preferably has eight grooves.
  • the grooves may be located on the inner periphery of the outer hub.
  • the inner hub is preferably located radially inside the outer hub.
  • the outer hub and the inner hub can be assembled with a radial clearance J.
  • the radial clearance J can be between 0.1 and 1 mm.
  • the radial clearance J is 0.5mm. This clearance makes it possible to compensate for the radial and / or angular misalignment between the torque input element and the torque output element so that the rotation of the crankshaft about the axis of rotation A is transmitted to the engine. input shaft of the gearbox without constraints.
  • the outer hub may be in contact with the torque output member and the bearing bearing.
  • the inner hub can be adapted to receive the input shaft of the gearbox.
  • the torque output member may have at least one notch in which is formed at least one protrusion of the outer hub.
  • the notch of the torque output element may be of complementary shape to the protrusion of the outer hub so that these two elements can interlock with one another without play.
  • the outer hub may have between one and fifty protuberances.
  • the outer hub preferably has twenty-two protuberances.
  • the protuberances may be located on the outer periphery of the outer hub.
  • the torque output member may have between one and fifty notches.
  • the torque output element comprises preferably twenty-two notches.
  • the outer hub is preferably located radially inside the torque output member.
  • the torque output hub may comprise means for compensating for radial and / or axial misalignment and / or angular misalignment between the torque input member and the torque output member.
  • the rotation of the crankshaft about the axis of rotation A is transmitted to the input shaft of the gearbox without constraints.
  • the means of catching the radial and / or axial and / or angular disassembly may comprise a catch-up ring located between the outer hub and the inner hub.
  • the radial clearance J between the outer hub and the inner hub can be carried by the catch ring.
  • the catch ring may have three faces including a convex face, a flat face and a cylindrical face.
  • the convex face may make it possible to compensate for the angular misalignment, the plane face and the cylindrical face being able to compensate for the radial and / or axial disorientation.
  • the convex face of the catch ring can be in contact with the outer hub.
  • the flat face may be in contact with the inner hub.
  • the cylindrical face may have a clearance with the inner hub. This clearance can make it possible to make up the radial and / or angular disallangement via the protuberance of the inner hub and the groove of the outer hub.
  • the convex face of the catch ring may be in contact with the inner hub.
  • the flat face may be in contact with the outer hub.
  • the cylindrical face may comprise a clearance with the outer hub to compensate for radial and / or angular misalignment.
  • the inner hub can be kept in contact with the flat face of the catch-up ring by means of an elastic element.
  • the torque output hub may comprise a damping device disposed between the outer hub and the inner hub.
  • the damping device may comprise a web provided with at least one opening in which is disposed a deformable member of the spring type.
  • the outer hub may be in contact with a first end of the deformable member while the second end of the deformable member may be in contact with the web or directly with the inner hub.
  • the web may be in contact with the inner hub via at least one slot supported by the web and at least one tooth on the inner hub.
  • the slot of the web may be of complementary shape to the tooth of the inner hub so that these two elements can interlock with one another.
  • the at least one groove may be located on the inner periphery of the veil.
  • the at least one tooth may be located on the outer periphery of the inner hub.
  • the inner hub is preferably located radially inside the web.
  • the clutch can comprise:
  • a multi-disk assembly comprising at least one friction disk in solid rotation with one of the input and output disk carriers, at least two plates respectively arranged on either side of the friction disc, integral with one another; rotation of the other of the input and output disk carriers, the clutch defining a disengaged position and an engaged position in which said trays pinch the friction disk so as to transmit a torque between the input disk carrier and the output disk carrier.
  • the gaskets may be fixed on the friction discs, in particular by gluing, in particular by riveting, in particular by overmolding.
  • the fittings are fixed on the trays.
  • Each input or output disk carrier can synchronize in rotation all the trays or the set of friction discs.
  • the trays and the disks can cooperate with the inlet and outlet disk carriers according to one of their radial periphery by complementarity of shape, the trays and the friction disks can for example be fluted.
  • the trays may be integral in rotation with the input disk carrier and the friction disks may be integral with the output disk carrier.
  • the trays may be integral in rotation with the output disk carrier.
  • the disks can be integral in rotation with the input disk carrier.
  • the trays may be radially inside the input or output disk carrier with which they are integral in rotation.
  • the discs may be radially outside the inlet or outlet disc holder with which they are secured in rotation.
  • the trays may be radially outwardly of the input or output disk carrier with which they are integral in rotation.
  • the disks can be radially inside the input or output disk carrier with which they are secured in rotation.
  • the clutch can be wet or dry type.
  • the clutch is preferably wet type to provide lubrication and cooling thereof.
  • the wet-type clutch can be fed by a first fluid channel.
  • the clutch can comprise between two and seven friction discs.
  • the clutch preferably comprises four friction discs.
  • Such a multi-disk clutch can limit the radial height to which it must be arranged and limit its axial extent. This allows to house the clutch in an interior space to the elastic return member.
  • the clutch can be of the "normally closed” type.
  • the clutch can be of the "normally open” type.
  • the actuating member of the clutch may comprise a piston moving along the axis B parallel to the axis of rotation A, an actuating bearing and a transmission member. force to transmit an actuating force from the piston to the clutch.
  • This actuator is also called “CSC” (Concentric Slave Cylinder) type actuator.
  • the actuating member of the clutch can be powered by a second fluid line.
  • the actuating member of the clutch can be supplied with fluid by an external actuator of the electro-hydraulic or electro-hydrostatic type.
  • the piston of the actuating member of the clutch can be supplied with fluid by a hydraulic pressure generator having a pressure generator, a pressure buffer tank and at least one control solenoid valve.
  • the piston of the actuating member of the clutch can be replaced by an electric actuator or a mechanical control, for example an actuating fork.
  • the wet type clutch can be powered by a hydraulic pump. Feeding the clutch fluid allows the cooling of the clutch but also the lubrication of this clutch.
  • the wet type clutch can be fed by a natural lubrication, for example by gravity effect.
  • the piston of the actuating member of the clutch can be controlled by an internal position sensor controlling the clutch or by measuring the hydraulic pressure during the closing the clutch or by measuring the volume of injected fluid or by measuring a displacement quantity in the electric motor or by measuring a magnitude of effort or by a measurement of current consumed in the electric motor.
  • the force transmission member may comprise a thrust bushing and a diaphragm.
  • the actuating bearing may consist of an inner ring in contact with the piston and an outer ring in contact with the thrust bushing.
  • the transmission member can be supported on the input disk carrier via a holding member.
  • the diaphragm may be in contact with the holding member.
  • the actuating bearing can be mounted with a radial clearance to ensure a catch of misalignment between the piston and the diaphragm.
  • the torque transmission device may comprise a protective casing arranged to at least partially enclose the torque input element, the torque output element, elastic return member, the clutch, the intermediate element and the actuating member of the clutch.
  • a first sealing means may be disposed between the torque input member and the protective housing, a second sealing means may be disposed between the torque input and the torque output member and a third sealing means can be disposed between the torque output member and the protective housing.
  • the inside of the protective casing may be "wet", that is to say that the aforementioned wrapped components are in an oil mist or partially immersed in the oil.
  • the guard may be "dry" if the above-mentioned wrapped components are greased for life.
  • the first sealing means, the second sealing means and the third sealing means are lip-type sealing seals.
  • a support bearing can be positioned between the holding member of the force transmission member and the protective casing in order to resume the actuating force of said actuating member.
  • the support bearing may be composed of an inner ring in contact with the protective casing and an outer ring in contact with the holding element of the transmission member.
  • the piston of the actuating member of the clutch can be disposed on the protective casing so as to be guided in axial translation.
  • the piston of the actuating member of the clutch can be fixed in rotation by means of an anti-rotation system.
  • the actuating member of the clutch can be provided with a stop to limit the output of the piston.
  • the protective casing can be composed of a front cover located in front of the internal combustion engine, a rear cover located opposite the gearbox and a central connecting element. the front cover and the back cover. Front cover, center element and rear cover can be attached between them by fastening means, for example of the screw or rivet type. Alternatively, the central element may be integrated at least partially to one of the two front or rear covers.
  • the protective casing can be fixed to the internal combustion engine by means of fixing means, for example of the screw or rivet type.
  • the front cover can be fixed to the internal combustion engine by means of fastening means, for example screw or rivet type.
  • a fourth sealing means may be disposed between the front cover and the central member.
  • a fifth sealing means may be disposed between the rear cover and the central member.
  • the fourth sealing means and the fifth sealing means are O-ring seals or deposited seals or form-attached seals.
  • the piston of the actuating member of the clutch can be disposed on the front cover of the protective housing.
  • the first fluid duct and / or the second fluid duct can pass through both sides of the protective casing.
  • the first fluid channel and / or the second fluid channel can pass through the front cover on both sides.
  • the first fluid channel and / or the second fluid channel can pass through the front cover and the rear cover on both sides.
  • the front cover of the protective casing may have a general shape substantially in "L", the base of the "L” being located on the side of the axis of rotation A.
  • the piston of the actuating member of the clutch can be disposed substantially at the base of the "L" of the front cover of the protective housing.
  • the front cover of the protective casing may have an outer wall located opposite the internal combustion engine and an inner wall located opposite the clutch, the piston of the actuating member.
  • the clutch can be arranged on this inner wall.
  • the inner wall of the protective casing may comprise two annular walls between which is housed the piston of the actuating member of the clutch, the piston and the two annular walls of the protective casing. capable of forming an actuating chamber capable of being supplied with fluid for the axial displacement of the piston.
  • the operating chamber can be sealed and filled with oil.
  • the piston can be moved axially by varying the oil pressure in the actuating chamber.
  • the piston may have a generally "U" shape.
  • the invention also relates to a hybrid transmission module for a motor vehicle, the hybrid transmission module may comprise a torque transmission device according to one of the aforementioned characteristics, the torque output element being suitable. to be connected to the rotating electrical machine so that the axis of rotation of the rotating electrical machine is offset from the axis of rotation A of the torque transmission device.
  • This architecture shifts the source of electrical torque according to the space available in the vehicle's power train.
  • the hybrid transmission module may comprise an electric torque arrival adapted to be coupled to the rotating electrical machine, the arrival of electric torque is connected to the torque output element of the torque transmission device by a first connecting means.
  • the first connecting means may for example be of the belt or chain type or gears.
  • the first link means is a chain.
  • the hybrid transmission module may comprise a connection means adapted to be coupled to an air conditioning compressor, the connection means being engaged with the arrival of electric torque via a second connecting means.
  • the second connecting means may for example be of the belt or chain type or gears.
  • the second connecting means is a chain.
  • the first connecting means can absorb a torque that can be positive or negative depending on the use of the rotating electrical machine.
  • the rotating electrical machine can be fixed to the protective casing or to the internal combustion engine or to the gearbox.
  • the first connecting means can be housed inside the protective casing.
  • the second connecting means can be housed inside the protective casing.
  • the first and the second connecting means can be adjusted in tension by means of tensioning device.
  • the tensioning device may for example be of the eccentric bearing or rolling type on arm / spring or with controlled hydraulic piston system.
  • the first connecting means is adjusted in tension by means of an arm / spring rolling device.
  • the second connecting means is adjusted in tension by means of an eccentric rolling device. The tension adjustment of the first connecting means makes it possible to absorb the changes in the direction of the torque and in particular the moments of torque.
  • the tensioning device is housed inside the protective casing.
  • the hybrid transmission module may comprise a torque transmission device according to one of the above-mentioned characteristics, the torque output element being connected to the rotating electrical machine so that the axis of rotation of the rotating electrical machine is concentric with the axis of rotation A of the torque transmission device.
  • FIG. 1 is a sectional view of the torque transmission device according to the invention
  • FIG. 2 is a sectional view of the torque transmission device according to the invention focused on the clutch in the engaged position
  • FIG. 3 is a sectional view of the torque transmission device according to the invention focused on the clutch in the disengaged position
  • FIG. 4 is a sectional view of the torque transmission device according to the invention focused on the fluid supply of the actuating chamber
  • FIG. 5 is a sectional view of the torque transmission device according to the invention focused on the fluid supply of the clutch
  • FIG. 6 is a sectional view of the torque transmission device according to an alternative embodiment of the fluid supply of the actuating chamber
  • FIG. 7 is a sectional view of the torque transmission device according to an alternative embodiment of the fluid supply of the clutch
  • FIG. 8 is an exploded perspective view of the torque output hub according to the invention.
  • FIG. 9 is a sectional view of the torque transmission device according to the invention focused on the radial and / or axial misalignment and / or angular misalignment means in the radially offset position,
  • FIG. 10 is a sectional view of the torque transmission device according to the invention, focused on the radial and / or axial misalignment and / or angular misalignment means in angularly offset position,
  • FIG. 11 is a view of the connection between the outer hub and the inner hub
  • FIG. 12 is a view in section and in perspective according to an alternative embodiment of the torque output hub
  • FIG. 13 is a perspective view, taken from the internal combustion engine side, of the hybrid transmission module,
  • FIG. 14 is a perspective view, taken from the gearbox side, of the hybrid transmission module, without the rear cover,
  • FIG. 15 is a sectional view of the torque transmission device according to the invention and associated with a double clutch mechanism.
  • a torque transmission device 1 comprising a torque input element 2, coupled in rotation to a crankshaft V of an internal combustion engine (not shown), an output element of FIG. torque 3, rotatably coupled to an input shaft of a BV gearbox.
  • the torque input member 2 is rotatably coupled to the crankshaft V of the internal combustion engine by fastening means 30 in the form of a screw. Ten screws are required to attach the torque input member 2 to the crankshaft V of the internal combustion engine.
  • the torque output element 3 is also coupled to a rotating electrical machine via a first connecting means 102 in the form of a chain.
  • the torque output member 3 has a ring gear 50 on its outer periphery.
  • the ring gear 50 is in contact with the chain.
  • the torque input member 2 pivots with respect to the torque output member 3 about an axis of rotation A.
  • An elastic return member 5 acts against the rotation of the output member of torque 3 with respect to the torque input element 2.
  • the elastic return member 5 is a helical spring.
  • a clutch 6 selectively and frictionally couples torque input 2 and torque output elements 3. The operation of the clutch will be described in connection with FIGS. 2 and 3.
  • An intermediate element 7 is arranged between the elastic return member 5 and the clutch 6 to transmit the torque.
  • An actuating member 8 of the clutch 6 moves along an axis B parallel to the axis of rotation A. The operation of this actuating member 8 will be described in relation with FIGS. 2 and 3.
  • the elastic return member 5 and the clutch 6 radially alternate along an axis R perpendicular to the axis of rotation A.
  • the actuating member 8, the torque input member 2 and the torque output member 3 succeeds axially along the axis B.
  • the resilient return member 5 and the clutch 6 are stacked radially close to the axis of rotation A.
  • the axis R is perpendicular to the rotation axis A and cuts both the resilient return member 5 and the clutch 6.
  • the resilient return member 5, the clutch 6 and the actuating member 8 follow one another radially along the axis R.
  • the elastic return member 5, the clutch 6 and the actuating member 8 are stacked radially in a radial direction. approaching the axis of rotation A.
  • the axis R is perpendicular to the axis of rotation A and cuts at the same time the elastic return member 5, the clutch 6 and the actuating member 8.
  • the Torque input member 2 is located between the actuating member 8 and the torque output member 3 along axis B.
  • the torque input member 2 comprises an additional mass of inertia 49. This additional mass of inertia 49 is located near the elastic return member 5.
  • the torque output member 3 includes a torque output hub 4 removably attached to the torque input member 2 and the torque output member 3. This removable function facilitates access. to the fastening means 30.
  • a holding bearing 31 is disposed between the torque output member 3 and the torque input member 2.
  • the holding bearing 31 makes it possible to take up the radial forces transmitted by the drive shaft. BV gearbox input and / or the rotating electrical machine.
  • the bearing bearing 31 is of the double row type of balls. Specifically, the bearing bearing 31 is disposed between the torque output hub 4 and the torque input member 2.
  • the torque output hub 4 comprises an outer hub 32 and an inner hub 33.
  • the bearing Maintaining 31 is composed of an inner ring 62 in contact with the outer hub 32 and an outer ring 63 in contact with the torque entry element 2.
  • the bearing bearing 31 is axially locked by two circlips 64, 65 and two shoulders 66, 67.
  • the inner ring 62 of the retaining bearing is blocked by the circlip 64 and the shoulder 66 of the outer hub 32.
  • the outer ring 63 of the retaining bearing is blocked by the circlip 65 and the shoulder 67 of the torque input member.
  • the torque output hub 4 comprises means 36 for compensating for radial and / or axial and / or angular misalignment between the torque input element 2 and the torque output element 3 so that the rotation the crankshaft around the axis of rotation A is transmitted to the tree of the gearbox BV without constraints.
  • the catching means 36 for radial and / or axial and / or angular misalignment comprises a catching ring 44 located between the outer hub 32 and the inner hub 33. The operation of the catching means 36 of radial and / or axial misalignment and / or or angular will be described in Figures 9 and 10.
  • the inner hub 33 has a fluted orifice for receiving the input shaft of the speed box BV.
  • the torque transmission device 1 comprises a protective casing 22 arranged to at least partially enclose the torque input element 2, the torque output member 3, the elastic return member 5, the clutch 6, the intermediate element 7 and the actuating member of the clutch 8.
  • a first sealing means 39 is disposed between the torque input element 2 and the protective casing 22
  • a second means sealing member 40 is disposed between the torque input member 2 and the torque output member 3
  • a third sealing means 41 is disposed between the torque output member 3 and the protective housing 22.
  • the protective housing 22 is wet, i.e. the above-mentioned wrapped components are in oil mist or partially immersed.
  • the first sealing means 39, the second sealing means 40 and the third sealing means 41 are dynamic sealing seals of lip types.
  • the protective casing 22 is composed of a front cover 25 situated opposite the internal combustion engine, a rear cover 26 located opposite the gearbox BV and a central element 27 connecting the front cover. 25 and the rear cover 26.
  • the front cover 25, the central element 27 and the rear cover 26 are fixed to each other by fixing means, for example of the screw or rivet type visible in FIGS. 13 and 14.
  • the central element 27 can be integrated at least partially with one of the two covers.
  • the protective casing 22 is fixed to the internal combustion engine by means of fixing means, for example of the screw or rivet type.
  • the front cover 25 can be fixed to the internal combustion engine by means of Such a fourth sealing means 42 is disposed between the front cover 25 and the central member 27.
  • a fifth sealing means 43 is disposed between the cover 26 and the central element 27.
  • the fourth sealing means 42 and the fifth sealing means 43 are seals toric types or deposited or reported.
  • the front cover 25 of the protective casing 22 has a generally "L" shape, the base of the “L” is located on the side of the axis of rotation A.
  • the piston 15 of the actuating member 8 of the The clutch is disposed substantially at the base of the "L" of the front cover 25 of the protective housing 22.
  • the clutch 6 comprises an input disk carrier 9 integral in rotation with the intermediate element 7, an output disk carrier 10 integral in rotation with the torque output element 3, a multi-disk assembly 11 comprising at least one friction disk 12 integral in rotation with one of the input and output disk carriers 9, at least two plates 13 respectively arranged on either side of the friction disc 12, integral in rotation of the other of the inlet discs 9 and outlet 10.
  • the friction disc has on each of its sides 14 friction linings.
  • the clutch 6 also comprises a friction disk 12. In FIG. 2, the clutch 6 has an engaged position in which said plates 13 pinch the friction disk and its friction linings 14 so as to transmit a torque between the door input disk 9 and the output disk carrier 10.
  • the clutch 6 has a disengaged position in which said plates 13 do not pinch the friction disc 12 and friction linings 14 so as not to transmitting a torque between the input disk carrier 9 and the output disk carrier 10.
  • the fittings 14 are fixed to the friction discs 12 by gluing, riveting or overmolding.
  • the gaskets 14 are fixed on the plates 13.
  • Each input or output disk carrier 9 can synchronize in rotation all the trays 13 or all of the friction discs 12.
  • the trays 13 and the discs 12 can cooperate with the input and output disc holders 9 according to one of their radial periphery by complementarity of form, the trays 13 and the Friction discs 12 may for example be fluted.
  • the plates 13 may be integral in rotation with the input disk carrier 9 and the friction discs 12 may be integral with the output disk carrier 10.
  • the platens 13 may be integral in rotation with the output disk carrier 10 and the friction discs 12 can be integral in rotation with the input disc holder 9.
  • the trays 13 are radially inside the input disc holder 9 with which they are integral in rotation.
  • the friction discs 12 are radially outside the outlet disc holder 10 with which they are integral in rotation.
  • the clutch comprises between two and seven friction discs 12.
  • the clutch preferably comprises four friction discs.
  • the clutch 6 is of the "normally closed" type.
  • the clutch 6 is wet type and is supplied with fluid. The fluid supply of the clutch 6 will be described with reference to Figures 4 to 7.
  • the clutch 6 is fed by a hydraulic pump (not shown).
  • the actuating member 8 of the clutch 6 comprises a piston 15 moving along the axis B which is parallel to the axis of rotation A, an actuating bearing 16 and a force transmission member 17 for transmitting an actuating force from the piston 15 to the clutch 6.
  • the piston 15 is supplied with fluid.
  • the supply of fluid to the piston 15 will be described with reference to FIGS. 4 to 7.
  • the piston 15 of the actuating member 8 of the clutch 6 is supplied with fluid by an external actuator of the electro-hydraulic or electro-hydraulic type. hydrostatic (not shown).
  • the piston 15 of the actuating member 8 of the clutch 6 is controlled in position by force measurement through the power consumption of the electric motor of the external actuator.
  • the force transmission member 17 comprises a thrust bushing 18 and a diaphragm 19.
  • the actuating bearing 16 is composed of a bushing internal 20 in contact with the piston 15 and an outer ring 21 in contact with the thrust bushing 18.
  • the actuating bearing 16 is supported by a cup attached to the piston 15.
  • the force transmission member 17 can be resting on the input disk carrier 9 by means of a holding element 23.
  • the diaphragm 19 is in contact with the holding element 23.
  • a support bearing 24 can be positioned between the holding element 23 of the force transmission member 17 and the protective housing to resume the actuating force of said actuating member 8.
  • the support bearing 24 is composed of an inner ring 47 in contact with the housing of protection 22 and an outer ring 48 in contact with the holding member 23 of the force transmission member 17.
  • the bearing support 24 is axially locked by a circlip in contact with the inner ring 47.
  • the piston 15 of the actuating member 8 of the clutch 6 is disposed on the protective casing 22.
  • the piston 15 of the actuating member 8 of the clutch 6 is fixed in rotation by means of an anti-rotation device. -rotation (not shown).
  • the actuating member 8 of the clutch 6 is provided with a stop (not shown) for limiting the output of the piston 15.
  • the piston 15 of the actuating member 8 of the clutch 6 is arranged on the front cover 25 of the protective casing 22.
  • the front cover 25 of the protective casing 22 has an outer wall 25a located opposite the internal combustion engine and an inner wall 25b located opposite the clutch 6, the piston 15 of the actuating member 8 of the clutch 6 is disposed on this inner wall 25.
  • the inner wall 25b of the protective housing 22 may comprise two annular walls 28a, 28b between which is housed the piston 15 of the actuating member 8 of the clutch 6.
  • the piston 15 and the two annular walls 28a, 28b of the protective casing 22 form an actuating chamber 29 adapted to be supplied with fluid for the displacement of the piston 15.
  • the actuating chamber 29 is waterproof and filled with oil.
  • the piston 15 comprises two seals to ensure the sealing of the actuating chamber 29.
  • the piston 15 is moved axially by variation of oil pressure in the actuating chamber 29.
  • the piston has a generally "U" shape.
  • FIGS. 4 to 7 are represented the various means for supplying fluid to the actuating member 8 and the clutch 6.
  • the clutch 6 is fed by a first fluid channel 37.
  • actuation 8 is fed by a second fluid line 38.
  • Figures 4 and 5 show a first embodiment of the fluid supply of the actuating member 8 and the clutch 6 in the case where the fluid sources are on the side of the gearbox BV.
  • the first fluid duct 37 and the second fluid duct 38 pass through the protective casing 22 on both sides. More precisely, the first fluid duct 37 and the second fluid duct 38 pass through both sides. other the front cover 25 of the protective housing 22. In an even more precise manner, the first fluid line 37 and the second fluid line 38 pass on both sides of the front cover 25 and the rear cover 26.
  • Figures 6 and 7 show an alternative embodiment of the fluid supply of the actuating member 8 and the clutch 6 in the case where the fluid sources are on the side of the internal combustion engine.
  • a receiver 60 for the first fluid channel 37 is positioned on the internal combustion engine.
  • a second receiver 61 for the second fluid line 38 is positioned on the internal combustion engine.
  • the first fluid line 37 and the second fluid line 38 pass across the front cover 25 of the protective casing 22.
  • the hub of torque output 4 comprises an outer hub 32 and an inner hub 33.
  • the outer hub 32 has at least one groove 51 in which is formed at least one protrusion 52 of the inner hub 33.
  • the groove 51 of the outer hub 32 is of complementary shape to the protrusion 52 of the inner hub 33 so that these two elements fit into one another.
  • the protrusion 52 of the inner hub 33 has a general shape substantially in "W”.
  • the inner hub 33 comprises between one and ten protuberances 52.
  • the inner hub 33 preferably comprises eight protuberances 52.
  • the protuberances 52 are situated on the outer periphery of the inner hub 33.
  • the outer hub comprises between one and ten grooves 51
  • the outer hub 32 preferably has eight grooves 51.
  • the grooves 51 are located on the inner periphery of the outer hub 32.
  • the inner hub 33 is located radially inside the outer hub 32.
  • the outer hub 32 and the inner hub 33 are assembled with a radial clearance J.
  • the radial clearance J is between 0.1 and 1 mm.
  • the radial clearance J is 0.5mm.
  • the outer hub 32 is in contact with the torque output member 3 and the holding bearing 31.
  • the radial clearance J between the outer hub 32 and the inner hub 33 is carried by the catching ring 44.
  • the inner hub 33 is able to receive the input shaft of the gearbox BV.
  • the torque output member 3 has at least one notch 34 in which is provided at least one protrusion 35 of the outer hub 32.
  • the notch 34 of the torque output member 3 is of complementary shape to the protrusion 35 of the outer hub 32 so that these two elements fit into each other without play.
  • the outer hub 32 has between one and fifty protuberances 35.
  • the outer hub 32 preferably has twenty-two protuberances 35.
  • the protuberances 35 are located on the outer periphery of the outer hub 32. Accordingly, the torque output member 3 has between one and fifty notches 34.
  • the torque output member 3 preferably has twenty-two notches 34.
  • the outer hub 32 is located radially inside the torque output element 3.
  • FIG. 9 shows the axis of rotation of the internal hub 33, offset radially with respect to the axis of rotation A, of a difference E identical to the radial clearance J between the outer hub 32 and the inner hub 33.
  • This gap E is between 0.1 mm and 1 mm and corresponds to the value of the radial misalignment between the axis of rotation of the crankshaft and the axis of rotation of the input shaft of the gearbox BV.
  • FIG. 10 shows the axis of the internal hub 33 shifted angularly with respect to the axis of rotation A of an angle ⁇ , this angle is between 0.1 ° and 1 ° and corresponds to the value of the angular misalignment between the axis rotation of the crankshaft and the axis of rotation of the input shaft of the gearbox BV.
  • the catching ring 44 located between the outer hub 32 and the inner hub 33 has three faces including a convex face 45a, a flat face 45b and a cylindrical face 45c.
  • the curved face 45a makes it possible to compensate for the angular misalignment
  • the plane face 45b and the cylindrical face 45c make it possible to compensate for the radial and / or axial misalignment.
  • the convex face 45a of the catching ring 44 is in contact with the outer hub 32.
  • the flat face 45b is in contact with the inner hub 33.
  • the cylindrical face 45c has a clearance J 'with the inner hub 33 making it possible to catch the radial misalignment.
  • the bearing bearing 31 also serves to take up the axial force of the input shaft of the gearbox BV, the force passes from the inner hub 33 to the outer hub 32 through the flat face 45b of the ring 44. The axial force is then transmitted to the bearing bearing by the shoulder 66 of the outer hub 32. The axial force then leaves the holding bearing 31 by the shoulder 67 of the torque input member. 2 and is transmitted to crankshaft V.
  • the inner hub 33 is held in contact with the flat face 45b of the catch ring 44 by means of a resilient element 46 in the form of a spring washer.
  • the spring washer is supported both on the inner hub 33 and a circlip 53 mounted in the outer hub 32.
  • FIG. 11 is shown is a view of the assembly between the outer hub 32 and the inner hub 33 of the torque output hub 4.
  • This Figure 11 shows a groove 51 of the outer hub 32 in which is provided at least an excrescence 52 of the inner hub 33.
  • the radial clearance J which is 0.5mm is around the entire periphery of the substantially W-shaped form of the protrusion 52 of the inner hub 33.
  • This game J makes up for the misalignment radial and / or angular between the torque input member 2 and the torque output member 3 so that the rotation of the crankshaft about the axis of rotation A is transmitted to the input shaft of the BV gearbox without constraints.
  • the clearance J allows the protrusion 52 of the inner hub 33 to move the misalignment value to come into contact with the groove 51 of the outer hub.
  • three equilibrium points are formed.
  • FIG 4 is also visible the assembly between the outer hub 32 and the torque output member 3. This assembly form complementarity is performed without clearance.
  • the torque output hub 4 may comprise a damping device 54 disposed between an outer hub 32 'and an inner hub 33'.
  • the damping device 54 may comprise a web 55 provided with at least one opening 56 in which is disposed a deformable member 57 of the spring type.
  • a cylindrical rivet 68 is disposed between the outer hub 32 'and the web 55.
  • a clearance J " is present between the cylindrical rivet 68 and the web 55 in order to compensate for the radial and / or axial and / or angular misalignment between the element.
  • the outer hub 32 ' may be in contact with a first end of the deformable member 57 while the second end of the deformable member 57 may be in contact with the web 55.
  • the web 55 may be in contact with the inner hub 33 'through at least one slot 58 supported by the web 55 and at least one tooth 59 on the inner hub 33'.
  • the slot 58 of the web 55 is of complementary shape to the tooth 59 of the inner hub 33 'so that these two elements fit into one another.
  • the at least one slot 58 may be located on the inner periphery of the web 55.
  • the at least one tooth 59 may be located on the outer periphery of the inner hub 33 '.
  • the inner hub 33 ' is preferably located radially inside the web 55.
  • the inner hub 33' has a fluted orifice for receiving the input shaft of the gearbox BV.
  • FIGS. 13 and 14 is shown a hybrid transmission module 100 according to the invention.
  • the hybrid transmission module 100 comprises a torque transmission device 1 described above, an electrical torque arrival 101 capable of being coupled to a rotating electrical machine (not shown).
  • the electrical torque arrival 101 is connected to the ring gear 50 of the torque output member 3 of the torque transmission device 1 by a first connecting means 102.
  • the first connecting means 102 is a chain.
  • the rotating electrical machine can be fixed to the protective casing 22 or to the internal combustion engine or to the gearbox BV.
  • the first connecting means 102 can absorb a torque that can be positive or negative depending on the use of the rotating electrical machine.
  • the hybrid transmission module 100 comprises a connection 103 to an air-conditioning compressor (not shown) engaged with the arrival of electric torque 101 via a second connecting means 104.
  • the second connecting means 104 is a chain.
  • the first 102 and second 104 connecting means can be adjusted in tension by means of a tensioning device.
  • the tensioning device may for example be of the eccentric bearing type 105a or bearing on arm / spring 105b.
  • the first connecting means 102 is adjusted in tension by means of an arm / spring rolling device 105b or by a hydraulic system.
  • the second connecting means 104 is adjusted in tension by means of an eccentric bearing device 105a.
  • the adjustment in tension of the first connecting means 102 makes it possible to absorb the changes in the direction of the torque and in particular the moments of torque.
  • FIG. 15 shows the torque transmission device 1 associated with a dual clutch mechanism 200.
  • This double clutch mechanism 200 is located downstream of the torque transmission device 1 in the vehicle power train. In other words, the double clutch mechanism 200 is located between the torque transmission device 1 and the gearbox.
  • the dual clutch mechanism 200 includes a torque input member 205 connected to the torque output hub of the torque transmission device 1. More specifically, the torque input member 205 is fitted into the inner hub. .
  • the dual clutch mechanism 200 includes a first clutch 201 and a second clutch 202. Each clutch 201, 202 is connected to the torque input member 205.
  • a first torque output member 206 is connected to the first clutch. 201 which couples selectively and frictionally the torque input 205 and torque output members 206.
  • a second torque output member 207 is connected to the second clutch 202 which selectively and frictionally couples the input elements of torque 205 and torque output 207.
  • the first torque output member 206 is adapted to receive a first transmission shaft of the gearbox and the second torque output member 207 is adapted to receive a second gear shaft. transmission of the gearbox.
  • the two clutches 201, 202 are multi-disk types and wet and preferably normally open. Each clutch 201, 202 can be operated independently by a piston actuation system, commonly called "DCSC" (Double Concentric Slave Cylinder).
  • the dual clutch mechanism 200 also comprises a pendulum damping device 203 comprising a pendulum support and at least one pendular body movable relative to the pendulum support by means of rolling members, in particular two cooperating with at least one running track of the support and at least one running track of the pendulum body, the hanging device being connected to the torque input element 205.
  • a pendulum damping device 203 comprising a pendulum support and at least one pendular body movable relative to the pendulum support by means of rolling members, in particular two cooperating with at least one running track of the support and at least one running track of the pendulum body, the hanging device being connected to the torque input element 205.
  • the torque transmission device 1 associated with a double clutch mechanism 200 makes it possible to obtain an assembly having three clutches 6, 201, 202.
  • the clutch 6 of the torque transmission device 1 is a connection clutch and allows to connect / disconnect the internal combustion engine.
  • the two clutches 201, 202 are used to disassemble the vehicle and shift gears of the gearbox.
  • the addition of the pendular damping device 203 in addition to the elastic return member 5 of the torque transmission device 1 allows better filtration of the acyclisms.
  • the torque transmission device 1 is located on the internal combustion engine side and the double clutch mechanism 200 is located next to the gearbox.

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  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
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  • Physics & Mathematics (AREA)
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  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention relates to a torque transmission device, in particular for a motor vehicle, comprising: - a torque input element (2), - a torque output element (3), capable of being rotatably coupled to at least one input shaft of a gearbox and/or to a rotating electric machine, - at least one elastic return member (5), - a clutch (6) for selectively and frictionally coupling the torque input element (2) and the torque output element (3), - an intermediate element (7) arranged between the elastic return member (5) and the clutch (6) for transmitting the torque, and - an actuating member (8) of the clutch (6), wherein the torque output element comprises a torque output hub which is removably fixed to the torque input element and the torque output element.

Description

Dispositif de transmission pour véhicule hybride  Transmission device for a hybrid vehicle
La présente invention se rapporte au domaine des transmissions pour véhicules automobiles. Elle se rapporte notamment à un dispositif de transmission de couple destiné à être disposé dans la chaîne de traction d’un véhicule automobile, entre un moteur à combustion interne et une boîte de vitesses. The present invention relates to the field of transmissions for motor vehicles. It relates in particular to a torque transmission device intended to be arranged in the drive train of a motor vehicle, between an internal combustion engine and a gearbox.
Elle concerne plus précisément un dispositif de transmission de couple pour un véhicule automobile de type hybride dans lequel une machine électrique tournante est disposée dans la chaîne de traction.  It relates more specifically to a torque transmission device for a hybrid type of motor vehicle in which a rotating electrical machine is disposed in the drive chain.
Dans l’état de la technique, il est connu des véhicules automobiles de type hybride comprenant un dispositif de transmission de couple disposé entre un moteur à combustion interne et une boîte de vitesses, une machine électrique tournante ainsi qu’un embrayage et un organe d’actionnement de cet embrayage permettant d’accoupler ou désaccoupler en rotation un vilebrequin du moteur à combustion interne à un rotor de la machine électrique tournante. Ainsi, il est possible de couper le moteur à combustion interne à chaque arrêt du véhicule et de le redémarrer grâce à la machine électrique tournante. La machine électrique tournante peut également constituer un frein électrique ou apporter un surplus d’énergie au moteur à combustion interne pour l’assister ou éviter que celui-ci ne cale. Lorsque le moteur à combustion interne est en fonctionnement, la machine électrique peut jouer le rôle d’un alternateur. La machine électrique tournante peut également assurer l’entraînement du véhicule indépendamment du moteur à combustion interne.  In the state of the art, it is known hybrid type of motor vehicles comprising a torque transmission device disposed between an internal combustion engine and a gearbox, a rotating electrical machine and a clutch and a gearbox. actuation of this clutch for coupling or uncoupling in rotation a crankshaft of the internal combustion engine to a rotor of the rotating electrical machine. Thus, it is possible to shut down the internal combustion engine at each stop of the vehicle and restart it with the rotating electric machine. The rotating electrical machine can also constitute an electric brake or bring a surplus of energy to the internal combustion engine to assist or prevent it from stalling. When the internal combustion engine is in operation, the electric machine can act as an alternator. The rotating electrical machine can also drive the vehicle independently of the internal combustion engine.
Une telle machine électrique tournante peut être en ligne avec le dispositif de transmission de couple, c'est-à-dire que Taxe de rotation du rotor de la machine électrique tournante est confondu avec l’axe de rotation du dispositif de transmission de couple. En variante, la machine électrique tournante peut être déportée par rapport au dispositif de transmission de couple, c'est-à-dire que l'axe de rotation du rotor de la machine électrique tournante est décalé de l’axe de rotation du dispositif de transmission de couple. Such a rotating electrical machine can be in line with the torque transmission device, that is to say that the rotational speed of the rotor of the rotating electrical machine coincides with the axis of rotation of the torque transmission device. Alternatively, the rotating electrical machine can be offset relative to the torque transmission device, that is to say that the axis of rotation of the rotor of the rotating electrical machine is offset from the axis of rotation of the device. torque transmission.
Un moteur à combustion interne présente des acyclismes du fait des explosions se succédant dans les cylindres du moteur à combustion interne, la fréquence des acyclismes variant notamment en fonction du nombre de cylindres et de la vitesse de rotation du moteur à combustion interne. Afin de filtrer les vibrations engendrées par les acyclismes du moteur à combustion interne, il est connu d’intégrer aux dispositifs de transmission de couple des amortisseurs d’oscillations de torsion à organes élastiques. A défaut de tels amortisseurs, des vibrations pénétrant dans la boîte de vitesses y provoqueraient en fonctionnement des chocs, bruits ou nuisances sonores particulièrement indésirables. De tels amortisseurs sont classiquement disposés entre le moteur à combustion interne et la machine électrique tournante et ils forment avec l’embrayage le dispositif de transmission de couple. Un tel dispositif est par exemple divulgué dans le document FR3015380.  An internal combustion engine has acyclisms due to successive explosions in the cylinders of the internal combustion engine, the frequency of acyclisms varying in particular according to the number of cylinders and the rotational speed of the internal combustion engine. In order to filter the vibrations generated by the acyclisms of the internal combustion engine, it is known to integrate torsion damping dampers with elastic members in the torque transmission devices. In the absence of such dampers, vibrations entering the gearbox would cause in operation shock, noise or noise particularly undesirable. Such dampers are conventionally arranged between the internal combustion engine and the rotary electric machine and form with the clutch the torque transmission device. Such a device is for example disclosed in the document FR3015380.
Dans les développements actuels des véhicules hybrides, il est nécessaire d’implanter la machine électrique tournante au dispositif de transmission de couple sans toutefois que cela n’impacte la compacité axiale. Il est également nécessaire de pouvoir fixer le dispositif de transmission de couple à la fois au vilebrequin mais aussi au moteur à combustion interne. La façon de fixer le dispositif de transmission de couple au moteur à combustion interne est à la base de l’invention.  In the current developments of hybrid vehicles, it is necessary to implement the rotating electrical machine to the torque transmission device without this affecting the axial compactness. It is also necessary to be able to fix the torque transmission device both to the crankshaft but also to the internal combustion engine. The manner of fixing the torque transmission device to the internal combustion engine is the basis of the invention.
Du fait de la présence de moyens de fixation du dispositif de transmission de couple qui sont situés à l’intérieur du dispositif, il a fallu concevoir un dispositif permettant à l’ouvrier sur la chaîne de montage ou bien au garagiste d’avoir un accès à ces moyens de fixation afin de monter ou de démonter le dispositif de transmission de couple. L’invention vise à améliorer la conception existante en bénéficiant d’un dispositif de transmission de couple permettant de concilier les exigences de compacité axiale et radiale tout en garantissant un accès aisé aux moyens de fixation du dispositif de transmission de couple sur le moteur à combustion interne. Due to the presence of fastening means of the torque transmission device which are located inside the device, it was necessary to design a device allowing the worker on the assembly line or the garage to have access to these attachment means for mounting or disassembling the torque transmission device. The invention aims to improve the existing design by benefiting from a torque transmission device to reconcile the requirements of axial and radial compactness while ensuring easy access to the fastening means of the torque transmission device on the combustion engine. internal.
L’invention y parvient, selon l’un de ses aspects, grâce à un dispositif de transmission de couple, notamment pour véhicule automobile, compre- nant :  According to one of its aspects, the invention achieves this through a torque transmission device, in particular for a motor vehicle, comprising:
- un élément d’entrée de couple, apte à être couplé en rotation à un vilebrequin d’un moteur à combustion interne par des moyens de fixation, a torque input element capable of being coupled in rotation to a crankshaft of an internal combustion engine by fastening means,
- un élément de sortie de couple, apte à être couplé en rotation à au moins un arbre d’entrée d’une boîte de vitesses et/ou à une machine électrique tournante, l’élément d’entrée de couple étant apte à pivoter par rapport l’élément de sortie de couple autour d’un axe de rotation A, a torque output element, able to be coupled in rotation to at least one input shaft of a gearbox and / or to a rotating electrical machine, the torque input element being able to pivot by report the torque output element about an axis of rotation A,
- au moins un organe de rappel élastique agissant à l’encontre de la rotation de l’élément de sortie de couple par rapport à l’élément d’entrée de couple,at least one resilient return member acting against the rotation of the torque output member with respect to the torque input element,
- un embrayage, accouplant sélectivement et par friction les éléments d’entrée de couple et de sortie de couple, a clutch selectively and frictionally coupling the torque input and torque output elements,
- un élément intermédiaire agencé entre l’organe de rappel élastique et l’embrayage pour transmettre le couple, et  an intermediate element arranged between the elastic return member and the clutch to transmit the torque, and
- un organe d’actionnement de l’embrayage se déplaçant selon un axe B pa- rallèle à l’axe de rotation A,  an actuating member of the clutch moving along an axis B parallel to the axis of rotation A,
l’élément de sortie de couple comprend un moyeu de sortie de couple fixé de manière amovible à l’élément d’entrée de couple et à l’élément de sortie de couple afin d’avoir accès aux moyens de fixation. the torque output member comprises a torque output hub removably attached to the torque input member and the torque output member for access to the fastening means.
Cette architecture permet d’avoir un accès aux moyens de fixation du dispositif de transmission de couple sans augmenter l’encombrement du dispositif.  This architecture provides access to the fastening means of the torque transmission device without increasing the size of the device.
La présente invention a également pour objet un dispositif de transmission de couple, notamment pour véhicule automobile, comprenant : - un élément d’entrée de couple, apte à être couplé en rotation à un vilebrequin d’un moteur à combustion interne par des moyens de fixation,The present invention also relates to a torque transmission device, in particular for a motor vehicle, comprising: a torque input element capable of being coupled in rotation to a crankshaft of an internal combustion engine by fastening means,
- un élément de sortie de couple, apte à être couplé en rotation à au moins un arbre d’entrée d’une boîte de vitesses et/ou à une machine électrique tournante, l’élément d’entrée de couple étant apte à pivoter par rapport l’élément de sortie de couple autour d’un axe de rotation A, a torque output element, able to be coupled in rotation to at least one input shaft of a gearbox and / or to a rotating electrical machine, the torque input element being able to pivot by report the torque output element about an axis of rotation A,
- au moins un organe de rappel élastique agissant à l’encontre de la rotation de l’élément de sortie de couple par rapport à l’élément d’entrée de couple, at least one resilient return member acting against the rotation of the torque output member with respect to the torque input element,
- un embrayage, accouplant sélectivement et par friction les éléments d’entrée de couple et de sortie de couple, a clutch selectively and frictionally coupling the torque input and torque output elements,
- un élément intermédiaire agencé entre l’organe de rappel élastique et l’embrayage pour transmettre le couple, et  an intermediate element arranged between the elastic return member and the clutch to transmit the torque, and
- un organe d’actionnement de l’embrayage se déplaçant selon un axe B pa- rallèle à l’axe de rotation A,  an actuating member of the clutch moving along an axis B parallel to the axis of rotation A,
l’élément de sortie de couple comprend un moyen de rattrapage du désalignement radial et/ou axial et/ou angulaire entre l’élément d’entrée de couple et l’élément de sortie de couple. the torque output member comprises means for compensating for radial and / or axial and / or angular misalignment between the torque input member and the torque output member.
Cette architecture permet d’absorber l’éventuel désalignement entre l’élément d’entrée de couple fixé au vilebrequin du moteur à combustion interne et l’élément de sortie de couple fixé à l’arbre d’entrée de la boite de vitesses.  This architecture makes it possible to absorb any misalignment between the torque input element attached to the crankshaft of the internal combustion engine and the torque output member fixed to the input shaft of the gearbox.
Au sens de l’invention, la succession radiale se comprend en termes de distance radiale et la succession axiale se comprend en termes de distance axiale.  For the purposes of the invention, the radial succession is understood in terms of radial distance and the axial succession is understood in terms of axial distance.
Selon un aspect de l’invention, l’organe de rappel élastique et l’embrayage peuvent êtres empilés radialement en se rapprochant de l’axe de rotation A. Selon cet aspect, il existe un axe R perpendiculaire à l’axe de rotation A qui coupe à la fois l’organe de rappel élastique et l’embrayage. Cette disposition particulière participe à la compacité du dispositif de transmission de couple. Dans une disposition encore plus particulière, l’organe de rappel élastique, l’embrayage et l’organe d’actionnement peuvent se succéder ra- dialement selon l’axe R perpendiculaire à l’axe de rotation A. Cette disposi- tion particulière participe également à la compacité du dispositif de transmis- sion de couple. According to one aspect of the invention, the elastic return member and the clutch can be stacked radially close to the axis of rotation A. According to this aspect, there is an axis R perpendicular to the axis of rotation A which cuts both the elastic return member and the clutch. This particular arrangement contributes to the compactness of the torque transmission device. In an even more particular arrangement, the elastic return member, the clutch and the actuating member may succeed one another radially along the axis R perpendicular to the axis of rotation A. This particular arrangement involves also to the compactness of the torque transmission device.
Selon une particularité de l’invention, l’organe de rappel élastique, l’embrayage et l’organe d’actionnement peuvent être empilés radialement en se rapprochant de l’axe de rotation A. Selon cet aspect, il existe un axe R perpendiculaire à l’axe de rotation A qui coupe à la fois l’organe de rappel élastique, l’embrayage et l’organe d’actionnement.  According to a feature of the invention, the elastic return member, the clutch and the actuating member can be stacked radially close to the axis of rotation A. According to this aspect, there is a perpendicular axis R to the axis of rotation A which cuts both the elastic return member, the clutch and the actuating member.
Une telle disposition permet de disposer la fonction de filtration des oscillations et la fonction d’accouplement et désaccouplement sélectif dans un même espace axial ce qui participe à la compacité du dispositif de trans- mission de couple.  Such an arrangement makes it possible to arrange the filtering function of the oscillations and the selective coupling and uncoupling function in the same axial space, which contributes to the compactness of the torque transmission device.
Selon encore un autre aspect de l’invention, l’élément d’entrée de couple peut être situé entre l’organe d’actionnement et l’élément de sortie de couple selon l’axe B.  According to yet another aspect of the invention, the torque input element may be located between the actuating member and the torque output member along the B axis.
Cette disposition participe également à la compacité du dispositif de transmission de couple dans le cas où l’organe d’actionnement se situe du coté du moteur à combustion interne.  This arrangement also contributes to the compactness of the torque transmission device in the case where the actuating member is located on the side of the internal combustion engine.
Selon un autre aspect de l’invention, l’élément d’entrée de couple est apte à être couplé en rotation à un vilebrequin du moteur à combustion interne par des moyens de fixation. Les moyens de fixations sont de préférences des vis.  According to another aspect of the invention, the torque input element is adapted to be coupled in rotation to a crankshaft of the internal combustion engine by fixing means. The fixing means are preferably screws.
Selon un aspect de l’invention, l’élément d’entrée de couple peut comprendre une masse d’inertie additionnelle. Avantageusement, cette masse d’inertie additionnelle est située à proximité de l’organe de rappel élastique.  According to one aspect of the invention, the torque input element may comprise an additional mass of inertia. Advantageously, this additional mass of inertia is located near the elastic return member.
Selon un autre aspect de l’invention, l’élément de sortie de couple peut comprendre un dispositif d’amortissement pendulaire. Ce dispositif d’amortissement pendulaire peut en outre être composé d’un support, d’au moins un corps pendulaire et d’au moins un organe de roulement. According to another aspect of the invention, the torque output member may comprise a pendulum damping device. These measures pendulum damping may further be composed of a support, at least one pendular body and at least one rolling member.
Selon un aspect de l’invention, l’élément de sortie de couple peut comprendre un moyeu de sortie de couple fixé de manière amovible à l’élément d’entrée de couple et à l’élément de sortie de couple. Cette fonction amovible permet de faciliter l’accès aux moyens de fixation.  According to one aspect of the invention, the torque output member may include a torque output hub removably attached to the torque input member and the torque output member. This removable function facilitates access to the fastening means.
En variante, le moyeu de sortie de couple peut être intégré à l’élément de sortie de couple, dans ce cas le moyeu de sortie de couple et l’élément de sortie de couple sont monobloc. On comprend par monobloc le fait qu’ils ne forment qu’un seul et même élément ou bien qu’ils forment plusieurs sous-éléments assemblés entre eux, par exemple par soudure.  Alternatively, the torque output hub may be integrated with the torque output member, in which case the torque output hub and the torque output member are in one piece. It is understood by monoblock that they form a single element or they form several sub-elements assembled together, for example by welding.
Selon un aspect de l’invention, un roulement de maintien peut être disposé entre l’élément de sortie de couple et l’élément d’entrée de couple. Ce roulement de maintien permet de reprendre les efforts radiaux et/ou axiaux transmis par l’arbre d’entrée de la boîte de vitesses et/ou la machine électrique tournante. Le roulement de maintien est de préférence de type à double rangée de billes.  According to one aspect of the invention, a holding roller may be disposed between the torque output member and the torque input member. This holding bearing makes it possible to take up the radial and / or axial forces transmitted by the input shaft of the gearbox and / or the rotating electrical machine. The bearing bearing is preferably of the double row type of ball.
De manière optionnelle, un deuxième roulement de maintien peut être disposé entre l’élément de sortie de couple et l’élément d’entrée de couple. Le deuxième roulement de maintien est de préférence de type à simple rangée de billes.  Optionally, a second holding roll may be disposed between the torque output member and the torque input member. The second support bearing is preferably of single row type of balls.
Selon un aspect de l’invention, le roulement de maintien peut être disposé entre le moyeu de sortie de couple et l’élément d’entrée de couple.  According to one aspect of the invention, the bearing bearing can be disposed between the torque output hub and the torque input member.
Selon un autre aspect de l’invention, le moyeu de sortie de couple peut comprendre un moyeu externe et un moyeu interne.  According to another aspect of the invention, the torque output hub may comprise an outer hub and an inner hub.
Selon une caractéristique de l’invention, le moyeu externe peut pos- séder au moins une rainure dans laquelle est ménagée au moins une ex- croissance du moyeu interne. La rainure du moyeu externe peut-être de forme complémentaire à l’excroissance du moyeu interne afin que ces deux éléments puissent s’imbriquer l’un dans l’autre. L’excroissance du moyeu interne peut présenter une forme générale sensiblement en « W ». Selon l’invention, le moyeu interne peut comporter entre une et dix excroissances. Le moyeu interne comporte de préférence huit excroissances. Les excrois- sances peuvent être situées sur le pourtour externe du moyeu interne. En conséquence, le moyeu externe peut comporter entre une et dix rainures. Le moyeu externe comporte de préférence huit rainures. Les rainures peuvent être situées sur le pourtour interne du moyeu externe. Le moyeu interne est de préférence situé radialement à l’intérieur du moyeu externe. According to one characteristic of the invention, the outer hub may have at least one groove in which at least one ex- growth of the inner hub is provided. The groove of the outer hub may be of complementary shape to the protuberance of the inner hub so that these two elements can nest in one another. The protrusion of the hub internal may have a general shape substantially in "W". According to the invention, the inner hub may comprise between one and ten protrusions. The inner hub preferably has eight protrusions. The protuberances may be located on the outer periphery of the inner hub. As a result, the outer hub may have between one and ten grooves. The outer hub preferably has eight grooves. The grooves may be located on the inner periphery of the outer hub. The inner hub is preferably located radially inside the outer hub.
Selon un autre aspect de l’invention, le moyeu externe et le moyeu interne peuvent être assemblés avec un jeu radial J. Le jeu radial J peut être compris entre 0.1 et 1 mm. De préférence, le jeu radial J est de 0.5mm. Ce jeu permet le rattrapage du désalignement radial et/ou angulaire entre l’élément d’entrée de couple et l’élément de sortie de couple de manière à ce que la rotation du vilebrequin autour l’axe de rotation A soit transmise à l’arbre d’entrée de la boîte de vitesses sans contraintes.  According to another aspect of the invention, the outer hub and the inner hub can be assembled with a radial clearance J. The radial clearance J can be between 0.1 and 1 mm. Preferably, the radial clearance J is 0.5mm. This clearance makes it possible to compensate for the radial and / or angular misalignment between the torque input element and the torque output element so that the rotation of the crankshaft about the axis of rotation A is transmitted to the engine. input shaft of the gearbox without constraints.
Selon un autre aspect de l’invention, le moyeu externe peut être en contact avec l’élément de sortie de couple et le roulement de maintien.  According to another aspect of the invention, the outer hub may be in contact with the torque output member and the bearing bearing.
Selon un autre aspect de l’invention, le moyeu interne peut être apte à recevoir l’arbre d’entrée de la boîte de vitesses. According to another aspect of the invention, the inner hub can be adapted to receive the input shaft of the gearbox.
Selon une caractéristique de l’invention et dans le cas d’un moyeu de sortie de couple amovible, l’élément de sortie de couple peut posséder au moins une encoche dans laquelle est ménagée au moins une protubérance du moyeu externe. L’encoche de l’élément de sortie de couple peut-être de forme complémentaire à la protubérance du moyeu externe afin que ces deux éléments puissent s’imbriquer l’un dans l’autre sans jeu. Selon l’invention, le moyeu externe peut comporter entre une et cinquante protubé- rances. Le moyeu externe comporte de préférence vingt-deux protubé- rances. Les protubérances peuvent êtres situées sur le pourtour externe du moyeu externe. En conséquence, l’élément de sortie de couple peut compor- ter entre une et cinquante encoches. L’élément de sortie de couple comporte de préférence vingt-deux encoches. Le moyeu externe est de préférence situé radialement à l’intérieur de l’élément de sortie de couple. According to a feature of the invention and in the case of a removable torque output hub, the torque output member may have at least one notch in which is formed at least one protrusion of the outer hub. The notch of the torque output element may be of complementary shape to the protrusion of the outer hub so that these two elements can interlock with one another without play. According to the invention, the outer hub may have between one and fifty protuberances. The outer hub preferably has twenty-two protuberances. The protuberances may be located on the outer periphery of the outer hub. As a result, the torque output member may have between one and fifty notches. The torque output element comprises preferably twenty-two notches. The outer hub is preferably located radially inside the torque output member.
Selon un aspect de l’invention, le moyeu de sortie de couple peut comprendre un moyen de rattrapage du désalignement radial et/ou axial et/ou angulaire entre l’élément d’entrée de couple et l’élément de sortie de couple de manière à ce que la rotation du vilebrequin autour l’axe de rotation A soit transmise à l’arbre d’entrée de la boîte de vitesses sans contraintes.  According to one aspect of the invention, the torque output hub may comprise means for compensating for radial and / or axial misalignment and / or angular misalignment between the torque input member and the torque output member. the rotation of the crankshaft about the axis of rotation A is transmitted to the input shaft of the gearbox without constraints.
Selon un autre aspect de l’invention, le moyen de rattrapage du dé- salignement radial et/ou axial et/ou angulaire peut comprendre une bague de rattrapage située entre le moyeu externe et le moyeu interne. Le jeu radial J entre le moyeu externe et le moyeu interne peut être porté par la bague de rattrapage.  According to another aspect of the invention, the means of catching the radial and / or axial and / or angular disassembly may comprise a catch-up ring located between the outer hub and the inner hub. The radial clearance J between the outer hub and the inner hub can be carried by the catch ring.
Selon un aspect de l’invention, la bague de rattrapage peut posséder trois faces dont une face bombée, une face plane et une face cylindrique. La face bombée pouvant permettre de compenser le désalignement angulaire, la face plane et la face cylindrique pouvant permettre de compenser le désa- lignement radial et/ou axial.  According to one aspect of the invention, the catch ring may have three faces including a convex face, a flat face and a cylindrical face. The convex face may make it possible to compensate for the angular misalignment, the plane face and the cylindrical face being able to compensate for the radial and / or axial disorientation.
Selon un autre aspect de l’invention, la face bombée de la bague de rattrapage peut être en contact avec le moyeu externe. La face plane peut être en contact avec le moyeu interne. La face cylindrique peut comporter un jeu avec le moyeu interne. Ce jeu pouvant permettre de rattraper le désali gnement radial et/ou angulaire par l’intermédiaire de l’excroissance du moyeu interne et de la rainure du moyeu externe.  According to another aspect of the invention, the convex face of the catch ring can be in contact with the outer hub. The flat face may be in contact with the inner hub. The cylindrical face may have a clearance with the inner hub. This clearance can make it possible to make up the radial and / or angular disallangement via the protuberance of the inner hub and the groove of the outer hub.
En variante, la face bombée de la bague de rattrapage peut être en contact avec le moyeu interne. La face plane peut être en contact avec le moyeu externe. La face cylindrique peut comporter un jeu avec le moyeu externe permettant de rattraper le désalignement radial et/ou angulaire.  Alternatively, the convex face of the catch ring may be in contact with the inner hub. The flat face may be in contact with the outer hub. The cylindrical face may comprise a clearance with the outer hub to compensate for radial and / or angular misalignment.
Selon un autre aspect de l’invention, le moyeu interne peut être maintenu en contact avec la face plane de la bague de rattrapage par l’intermédiaire d’un élément élastique. Selon une variante de réalisation et de manière optionnelle, le moyeu de sortie de couple peut comprendre un dispositif amortisseur disposé entre le moyeu externe et le moyeu interne. Le dispositif amortisseur peut com- prendre un voile munie d’au moins une ouverture dans laquelle est disposé un organe déformable de type ressort. Le moyeu externe peut être en con- tact avec une première extrémité de l’organe déformable tandis que la deu- xième extrémité de l’organe déformable peut être en contact avec le voile ou directement avec le moyeu interne. Le voile peut être en contact avec le moyeu interne par l’intermédiaire d’au moins une fente supportée par le voile et d’au moins une dent sur le moyeu interne. La fente du voile peut-être de forme complémentaire à la dent du moyeu interne afin que ces deux élé- ments puissent s’imbriquer l’un dans l’autre. La au moins une rainure peut être située sur le pourtour interne du voile. La au moins une dent peut être située sur le pourtour externe du moyeu interne. Le moyeu interne est de préférence situé radialement à l’intérieur du voile. According to another aspect of the invention, the inner hub can be kept in contact with the flat face of the catch-up ring by means of an elastic element. According to an alternative embodiment and optionally, the torque output hub may comprise a damping device disposed between the outer hub and the inner hub. The damping device may comprise a web provided with at least one opening in which is disposed a deformable member of the spring type. The outer hub may be in contact with a first end of the deformable member while the second end of the deformable member may be in contact with the web or directly with the inner hub. The web may be in contact with the inner hub via at least one slot supported by the web and at least one tooth on the inner hub. The slot of the web may be of complementary shape to the tooth of the inner hub so that these two elements can interlock with one another. The at least one groove may be located on the inner periphery of the veil. The at least one tooth may be located on the outer periphery of the inner hub. The inner hub is preferably located radially inside the web.
Selon un autre aspect de l’invention, l’embrayage peut comprendre : According to another aspect of the invention, the clutch can comprise:
- un porte disque d’entrée solidaire en rotation de l’élément intermédiaire,an input disk carrier integral in rotation with the intermediate element,
- un porte disque de sortie solidaire en rotation de l’élément de sortie de couple, an output disk carrier integral in rotation with the torque output element,
- un ensemble multidisque comprenant au moins un disque de friction soli- daire en rotation de l’un des porte disques d’entrée et de sortie, au moins deux plateaux respectivement disposés de part et d’autre du disque de fric tion, solidaires en rotation de l’autre des porte disques d’entrée et de sortie, l’embrayage décrivant une position débrayée et une position embrayée dans laquelle lesdits plateaux pincent le disque de friction de manière à trans- mettre un couple entre le porte disque d’entrée et le porte disque de sortie. a multi-disk assembly comprising at least one friction disk in solid rotation with one of the input and output disk carriers, at least two plates respectively arranged on either side of the friction disc, integral with one another; rotation of the other of the input and output disk carriers, the clutch defining a disengaged position and an engaged position in which said trays pinch the friction disk so as to transmit a torque between the input disk carrier and the output disk carrier.
Les garnitures peuvent être fixées sur les disques de friction, notamment par collage, notamment par rivetage, notamment par surmoulage. En variante, les garnitures sont fixées sur les plateaux.  The gaskets may be fixed on the friction discs, in particular by gluing, in particular by riveting, in particular by overmolding. Alternatively, the fittings are fixed on the trays.
Chaque porte-disque d’entrée ou de sortie peut synchroniser en rotation l’ensemble des plateaux ou l’ensemble des disques de friction. Les plateaux et les disques peuvent coopérer avec les portes- disques d’entrée et de sortie selon une de leur périphérie radiale par complémentarité de forme, les plateaux et les disques de friction peuvent par exemple être cannelés. Each input or output disk carrier can synchronize in rotation all the trays or the set of friction discs. The trays and the disks can cooperate with the inlet and outlet disk carriers according to one of their radial periphery by complementarity of shape, the trays and the friction disks can for example be fluted.
Selon un aspect de l’invention, les plateaux peuvent être solidaires en rotation du porte-disque d’entrée et les disques de friction peuvent être solidaires du porte-disque de sortie. En variante, les plateaux peuvent être solidaires en rotation du porte-disque de sortie. Les disques peuvent être solidaires en rotation du porte-disque d’entrée.  According to one aspect of the invention, the trays may be integral in rotation with the input disk carrier and the friction disks may be integral with the output disk carrier. Alternatively, the trays may be integral in rotation with the output disk carrier. The disks can be integral in rotation with the input disk carrier.
Selon un aspect de l’invention, les plateaux peuvent être radialement à l’intérieur du porte-disque d’entrée ou de sortie avec lequel ils sont solidaires en rotation. Les disques peuvent être radialement à l’extérieur du porte-disque d’entrée ou de sortie avec lequel ils sont solidaires en rotation.  According to one aspect of the invention, the trays may be radially inside the input or output disk carrier with which they are integral in rotation. The discs may be radially outside the inlet or outlet disc holder with which they are secured in rotation.
En variante, les plateaux peuvent être radialement à l’extérieur du porte-disque d’entrée ou de sortie avec lequel ils sont solidaires en rotation. Les disques peuvent être radialement à l’intérieur du porte-disque d’entrée ou de sortie avec lequel ils sont solidaires en rotation.  Alternatively, the trays may be radially outwardly of the input or output disk carrier with which they are integral in rotation. The disks can be radially inside the input or output disk carrier with which they are secured in rotation.
L’embrayage peut être de type humide ou sec. L’embrayage est de préférence de type humide afin d’assurer la lubrification et le refroidissement de celui-ci.  The clutch can be wet or dry type. The clutch is preferably wet type to provide lubrication and cooling thereof.
Selon l’invention, l’embrayage de type humide peut être alimenté par une première canalisation de fluide.  According to the invention, the wet-type clutch can be fed by a first fluid channel.
Selon l’invention l’embrayage peut comporter entre deux et sept disques de friction. L’embrayage comporte de préférence quatre disques de friction.  According to the invention the clutch can comprise between two and seven friction discs. The clutch preferably comprises four friction discs.
Un tel embrayage multi-disques permet de limiter la hauteur radiale à laquelle il doit être disposé et de limiter son étendu axiale. Cela permet de loger l’embrayage dans un espace intérieur à l’organe de rappel élastique. L’embrayage peut être de type « normalement fermé ». En variante, l’embrayage peut être de type « normalement ouvert ». Such a multi-disk clutch can limit the radial height to which it must be arranged and limit its axial extent. This allows to house the clutch in an interior space to the elastic return member. The clutch can be of the "normally closed" type. Alternatively, the clutch can be of the "normally open" type.
Selon un autre aspect de l’invention, l’organe d’actionnement de l’embrayage peut comprendre un piston se déplaçant selon l’axe B parallèle à l’axe de rotation A, un roulement d’actionnement et un organe de transmis- sion de force pour transmettre un effort d’actionnement depuis le piston vers l’embrayage. Cet organe d’actionnement est aussi appelé actionneur de type « CSC» (Concentric Slave Cylinder en anglais).  According to another aspect of the invention, the actuating member of the clutch may comprise a piston moving along the axis B parallel to the axis of rotation A, an actuating bearing and a transmission member. force to transmit an actuating force from the piston to the clutch. This actuator is also called "CSC" (Concentric Slave Cylinder) type actuator.
Selon un autre aspect de l’invention, l’organe d’actionnement de l’embrayage peut être alimenté par une deuxième canalisation de fluide.  According to another aspect of the invention, the actuating member of the clutch can be powered by a second fluid line.
Selon un aspect de l’invention, l’organe d’actionnement de l’embrayage peut être alimenté en fluide par un actionneur externe de type électro-hydraulique ou électro-hydrostatique.  According to one aspect of the invention, the actuating member of the clutch can be supplied with fluid by an external actuator of the electro-hydraulic or electro-hydrostatic type.
En variante, le piston de l’organe d’actionnement de l’embrayage peut être alimenté en fluide par un générateur de pression hydraulique ayant un générateur de pression, un réservoir tampon sous pression et au moins une électrovanne de commande.  Alternatively, the piston of the actuating member of the clutch can be supplied with fluid by a hydraulic pressure generator having a pressure generator, a pressure buffer tank and at least one control solenoid valve.
En variante, le piston de l’organe d’actionnement de l’embrayage peut être remplacé par un actionneur électrique ou une commande mécanique, par exemple une fourchette d’actionnement.  Alternatively, the piston of the actuating member of the clutch can be replaced by an electric actuator or a mechanical control, for example an actuating fork.
Selon un aspect de l’invention, l’embrayage de type humide peut être alimenté par une pompe hydraulique. Alimenter l’embrayage en fluide permet le refroidissement de l’embrayage mais aussi la lubrification de cet embrayage.  According to one aspect of the invention, the wet type clutch can be powered by a hydraulic pump. Feeding the clutch fluid allows the cooling of the clutch but also the lubrication of this clutch.
Selon un aspect de l’invention, l’embrayage de type humide peut être alimenté par une lubrification naturelle, par exemple par effet gravitaire.  According to one aspect of the invention, the wet type clutch can be fed by a natural lubrication, for example by gravity effect.
Selon un aspect de l’invention, le piston de l’organe d’actionnement de l’embrayage peut être contrôlé par un capteur interne de position venant contrôler l’embrayage ou par mesure de la pression hydraulique lors de la fermeture de l’embrayage ou par mesure du volume de fluide injecté ou par mesure d’une grandeur de déplacement dans le moteur électrique ou par mesure d’une grandeur d’effort ou par une mesure de courant consommé dans le moteur électrique. According to one aspect of the invention, the piston of the actuating member of the clutch can be controlled by an internal position sensor controlling the clutch or by measuring the hydraulic pressure during the closing the clutch or by measuring the volume of injected fluid or by measuring a displacement quantity in the electric motor or by measuring a magnitude of effort or by a measurement of current consumed in the electric motor.
Selon un autre aspect de l’invention, l’organe de transmission de force peut comprendre une douille de poussée et un diaphragme.  According to another aspect of the invention, the force transmission member may comprise a thrust bushing and a diaphragm.
Selon un autre aspect de l’invention, le roulement d’actionnement peut être composé d’une bague interne en contact avec le piston et d’une bague externe en contact avec la douille de poussée.  According to another aspect of the invention, the actuating bearing may consist of an inner ring in contact with the piston and an outer ring in contact with the thrust bushing.
Selon un autre aspect de l’invention, l’organe de transmission peut être en appui sur le porte disque d’entrée par l’intermédiaire d’un élément de maintien.  According to another aspect of the invention, the transmission member can be supported on the input disk carrier via a holding member.
Selon un autre aspect de l’invention, le diaphragme peut être en contact avec l’élément de maintien.  According to another aspect of the invention, the diaphragm may be in contact with the holding member.
Selon un autre aspect de l’invention, le roulement d’actionnement peut être monté avec un jeu radial permettant d’assurer un rattrapage d’éventuel désalignement entre le piston et le diaphragme.  According to another aspect of the invention, the actuating bearing can be mounted with a radial clearance to ensure a catch of misalignment between the piston and the diaphragm.
Selon une autre caractéristique de l’invention, le dispositif de trans- mission de couple peut comprendre un carter de protection agencé pour en- velopper au moins partiellement l’élément d’entrée de couple, l’élément de sortie de couple, l’organe de rappel élastique, l’embrayage, l’élément inter médiaire et l’organe d’actionnement de l’embrayage.  According to another characteristic of the invention, the torque transmission device may comprise a protective casing arranged to at least partially enclose the torque input element, the torque output element, elastic return member, the clutch, the intermediate element and the actuating member of the clutch.
Selon un autre aspect de l’invention, un premier moyen d’étanchéité peut être disposé entre l’élément d’entrée de couple et le carter de protec- tion, un deuxième moyen d’étanchéité peut être disposé entre l’élément d’entrée de couple et l’élément de sortie de couple et un troisième moyen d’étanchéité peut être disposé entre l’élément de sortie de couple et le carter de protection. Selon un aspect de l’invention, l’intérieur du carter de protection peut être « humide », c'est-à-dire que les composants enveloppés précités sont dans un brouillard d’huile ou partiellement immergés dans l’huile. According to another aspect of the invention, a first sealing means may be disposed between the torque input member and the protective housing, a second sealing means may be disposed between the torque input and the torque output member and a third sealing means can be disposed between the torque output member and the protective housing. According to one aspect of the invention, the inside of the protective casing may be "wet", that is to say that the aforementioned wrapped components are in an oil mist or partially immersed in the oil.
En variante, le carter de protection peut être « sec » si les compo- sants enveloppés précités sont graissés à vie.  Alternatively, the guard may be "dry" if the above-mentioned wrapped components are greased for life.
De manière préférentielle, le premier moyen d’étanchéité, le deu- xième moyen d’étanchéité et le troisième moyen d’étanchéité sont des joints d’étanchéités de types à lèvres.  Preferably, the first sealing means, the second sealing means and the third sealing means are lip-type sealing seals.
Selon un autre aspect de l’invention, un roulement de support peut être positionné entre l’élément de maintien de l’organe de transmission de force et le carter de protection afin de reprendre l’effort d’actionnement dudit organe d’actionnement.  According to another aspect of the invention, a support bearing can be positioned between the holding member of the force transmission member and the protective casing in order to resume the actuating force of said actuating member.
Selon un autre aspect de l’invention, le roulement de support peut être composé d’une bague interne en contact avec le carter de protection et d’une bague externe en contact avec l’élément de maintien de l’organe de transmission.  According to another aspect of the invention, the support bearing may be composed of an inner ring in contact with the protective casing and an outer ring in contact with the holding element of the transmission member.
Selon un autre aspect de l’invention, le piston de l’organe d’actionnement de l’embrayage peut être disposé sur le carter de protection afin d’être guidé en translation axiale.  According to another aspect of the invention, the piston of the actuating member of the clutch can be disposed on the protective casing so as to be guided in axial translation.
Selon un autre aspect de l’invention, le piston de l’organe d’actionnement de l’embrayage peut être fixe en rotation grâce à un système anti-rotation.  According to another aspect of the invention, the piston of the actuating member of the clutch can be fixed in rotation by means of an anti-rotation system.
Selon un autre aspect de l’invention, l’organe d’actionnement de l’embrayage peut être muni d’une butée pour limiter la sortie du piston.  According to another aspect of the invention, the actuating member of the clutch can be provided with a stop to limit the output of the piston.
Selon un autre aspect de l’invention, le carter de protection peut être composé d’un couvercle avant situé au regard du moteur à combustion interne, d’un couvercle arrière situé au regard de la boite de vitesse et d’un élément central reliant le couvercle avant et le couvercle arrière. Le couvercle avant, l’élément central et le couvercle arrière peuvent être fixés entre eux par des moyens de fixation, par exemple de type vis ou rivet. En variante, l’élément central peut être intégré au moins partiellement à l’un des deux couvercles avant ou arrière. According to another aspect of the invention, the protective casing can be composed of a front cover located in front of the internal combustion engine, a rear cover located opposite the gearbox and a central connecting element. the front cover and the back cover. Front cover, center element and rear cover can be attached between them by fastening means, for example of the screw or rivet type. Alternatively, the central element may be integrated at least partially to one of the two front or rear covers.
Le carter de protection peut être fixé au moteur à combustion interne par l’intermédiaire de moyens de fixation, par exemple de type vis ou rivet. Avantageusement, le couvercle avant peut-être fixé au moteur à combustion interne par l’intermédiaire de moyens de fixation, par exemple de type vis ou rivet.  The protective casing can be fixed to the internal combustion engine by means of fixing means, for example of the screw or rivet type. Advantageously, the front cover can be fixed to the internal combustion engine by means of fastening means, for example screw or rivet type.
Selon un autre aspect de l’invention, un quatrième moyen d’étanchéité peut être disposé entre le couvercle avant et l’élément central. Un cinquième moyen d’étanchéité peut être disposé entre le couvercle arrière et l’élément central.  According to another aspect of the invention, a fourth sealing means may be disposed between the front cover and the central member. A fifth sealing means may be disposed between the rear cover and the central member.
De manière préférentielle, le quatrième moyen d’étanchéité et le cinquième moyen d’étanchéité sont des joints d’étanchéités de types toriques ou bien des joints déposés ou bien des joints de forme rapportés.  Preferably, the fourth sealing means and the fifth sealing means are O-ring seals or deposited seals or form-attached seals.
Selon un autre aspect de l’invention, le piston de l’organe d’actionnement de l’embrayage peut être disposé sur le couvercle avant du carter de protection.  According to another aspect of the invention, the piston of the actuating member of the clutch can be disposed on the front cover of the protective housing.
Selon un autre aspect de l’invention, la première canalisation de fluide et/ou la deuxième canalisation de fluide peut traverser de part et d’autre le carter de protection.  According to another aspect of the invention, the first fluid duct and / or the second fluid duct can pass through both sides of the protective casing.
Selon un autre aspect de l’invention, la première canalisation de fluide et/ou la deuxième canalisation de fluide peut traverser de part et d’autre le couvercle avant.  According to another aspect of the invention, the first fluid channel and / or the second fluid channel can pass through the front cover on both sides.
Selon un autre aspect de l’invention, la première canalisation de fluide et/ou la deuxième canalisation de fluide peut traverser de part et d’autre le couvercle avant et le couvercle arrière. Selon un autre aspect de l’invention, le couvercle avant du carter de protection peut présenter une forme générale sensiblement en « L », la base du « L » étant située du coté de l’axe de rotation A. According to another aspect of the invention, the first fluid channel and / or the second fluid channel can pass through the front cover and the rear cover on both sides. According to another aspect of the invention, the front cover of the protective casing may have a general shape substantially in "L", the base of the "L" being located on the side of the axis of rotation A.
Selon un autre aspect de l’invention, le piston de l’organe d’actionnement de l’embrayage peut être disposé sensiblement au niveau de la base du « L » du couvercle avant du carter de protection.  According to another aspect of the invention, the piston of the actuating member of the clutch can be disposed substantially at the base of the "L" of the front cover of the protective housing.
Selon un autre aspect de l’invention, le couvercle avant du carter de protection peut posséder une paroi externe située au regard du moteur à combustion interne et une paroi interne située au regard de l’embrayage, le piston de l’organe d’actionnement de l’embrayage pouvant être disposé sur cette paroi interne.  According to another aspect of the invention, the front cover of the protective casing may have an outer wall located opposite the internal combustion engine and an inner wall located opposite the clutch, the piston of the actuating member. the clutch can be arranged on this inner wall.
Selon un autre aspect de l’invention, la paroi interne du carter de protection peut comprendre deux parois annulaires entre lesquelles est logé le piston de l’organe d’actionnement de l’embrayage, le piston et les deux parois annulaires du carter de protection pouvant former une chambre d’actionnement apte à être alimentée en fluide pour le déplacement axial du piston. La chambre d’actionnement peut être étanche et remplie d’huile. Le piston peut être déplacé axialement par variation de pression d’huile dans la chambre d’actionnement.  According to another aspect of the invention, the inner wall of the protective casing may comprise two annular walls between which is housed the piston of the actuating member of the clutch, the piston and the two annular walls of the protective casing. capable of forming an actuating chamber capable of being supplied with fluid for the axial displacement of the piston. The operating chamber can be sealed and filled with oil. The piston can be moved axially by varying the oil pressure in the actuating chamber.
Selon un autre aspect de l’invention, le piston peut avoir une forme générale sensiblement en « U ».  According to another aspect of the invention, the piston may have a generally "U" shape.
L’invention à également pour objet un module de transmission hy- bride pour véhicule automobile, le module de transmission hybride peut comprendre un dispositif de transmission de couple selon l’une des caracté- ristiques précitées, l’élément de sortie de couple étant apte à être relié à la machine électrique tournante de sorte que l’axe de rotation de la machine électrique tournante soit décalé de l’axe de rotation A du dispositif de trans- mission de couple. Cette architecture permet de décaler la source de couple électrique en fonction de l’espace disponible dans la chaîne de traction du véhicule. The invention also relates to a hybrid transmission module for a motor vehicle, the hybrid transmission module may comprise a torque transmission device according to one of the aforementioned characteristics, the torque output element being suitable. to be connected to the rotating electrical machine so that the axis of rotation of the rotating electrical machine is offset from the axis of rotation A of the torque transmission device. This architecture shifts the source of electrical torque according to the space available in the vehicle's power train.
Selon un autre aspect de l’invention, le module de transmission hy- bride peut comprendre une arrivée de couple électrique apte à être couplée à la machine électrique tournante, l’arrivée de couple électrique est reliée à l’élément de sortie de couple du dispositif de transmission de couple par un premier moyen de liaison. Le premier moyen de liaison peut par exemple être du type courroie ou chaîne ou engrenages. De manière préférentielle, le premier moyen de liaison est une chaîne.  According to another aspect of the invention, the hybrid transmission module may comprise an electric torque arrival adapted to be coupled to the rotating electrical machine, the arrival of electric torque is connected to the torque output element of the torque transmission device by a first connecting means. The first connecting means may for example be of the belt or chain type or gears. Preferably, the first link means is a chain.
Selon une autre caractéristique de l’invention, le module de trans- mission hybride peut comprendre un moyen de connexion apte à être couplé à un compresseur de climatisation, le moyen de connexion étant en prise avec l’arrivée de couple électrique par l’intermédiaire d’un deuxième moyen de liaison. Le deuxième moyen de liaison peut par exemple être du type courroie ou chaîne ou engrenages. De manière préférentielle, le deuxième moyen de liaison est une chaîne. According to another characteristic of the invention, the hybrid transmission module may comprise a connection means adapted to be coupled to an air conditioning compressor, the connection means being engaged with the arrival of electric torque via a second connecting means. The second connecting means may for example be of the belt or chain type or gears. Preferably, the second connecting means is a chain.
Selon un autre aspect de l’invention, le premier moyen de liaison peut absorber un couple qui peut être positif ou négatif suivant l’utilisation de la machine électrique tournante.  According to another aspect of the invention, the first connecting means can absorb a torque that can be positive or negative depending on the use of the rotating electrical machine.
Selon un aspect de l’invention, la machine électrique tournante peut être fixée au carter de protection ou au moteur à combustion interne ou à la boite de vitesses.  According to one aspect of the invention, the rotating electrical machine can be fixed to the protective casing or to the internal combustion engine or to the gearbox.
Selon un autre aspect de l’invention, le premier moyen de liaison peut être logé à l’intérieur du carter de protection.  According to another aspect of the invention, the first connecting means can be housed inside the protective casing.
Selon un autre aspect de l’invention, le deuxième moyen de liaison peut être logé à l’intérieur du carter de protection.  According to another aspect of the invention, the second connecting means can be housed inside the protective casing.
Selon l’invention, le premier et le deuxième moyen de liaison peuvent être ajusté en tension par l’intermédiaire de dispositif tendeur. Le dispositif tendeur peut par exemple être du type à roulement excentrique ou à roule- ment sur bras/ressort ou avec système de piston hydraulique commandé. De manière préférentielle, le premier moyen de liaison est ajusté en tension par l’intermédiaire d’un dispositif à roulement sur bras/ressort. De manière préfé- rentielle, le deuxième moyen de liaison est ajusté en tension par l’intermédiaire d’un dispositif à roulement excentrique. L’ajustement en ten- sion du premier moyen de liaison permet d’absorber les changements de sens du couple et en particulier les à coups de couple. According to the invention, the first and the second connecting means can be adjusted in tension by means of tensioning device. The tensioning device may for example be of the eccentric bearing or rolling type on arm / spring or with controlled hydraulic piston system. Of preferentially, the first connecting means is adjusted in tension by means of an arm / spring rolling device. Preferably, the second connecting means is adjusted in tension by means of an eccentric rolling device. The tension adjustment of the first connecting means makes it possible to absorb the changes in the direction of the torque and in particular the moments of torque.
Selon un autre aspect de l’invention, le dispositif tendeur est logé à l’intérieur du carter de protection.  According to another aspect of the invention, the tensioning device is housed inside the protective casing.
En variante, le module de transmission hybride peut comprendre un dispositif de transmission de couple selon l’une des caractéristiques préci- tées, l’élément de sortie de couple étant relié à la machine électrique tour- nante de sorte que l’axe de rotation de la machine électrique tournante soit concentrique à l’axe de rotation A du dispositif de transmission de couple.  In a variant, the hybrid transmission module may comprise a torque transmission device according to one of the above-mentioned characteristics, the torque output element being connected to the rotating electrical machine so that the axis of rotation of the rotating electrical machine is concentric with the axis of rotation A of the torque transmission device.
L’invention sera mieux comprise, et d'autres buts, détails, caractéristiques et avantages de celle-ci apparaîtront plus clairement au cours de la description suivante d’un mode de réalisation particulier de l’invention, donné uniquement à titre illustratif et non limitatif, en référence aux figures annexées.  The invention will be better understood, and other objects, details, features and advantages thereof will appear more clearly in the following description of a particular embodiment of the invention, given solely for illustrative purposes and not limiting, with reference to the appended figures.
- la figure 1 est une vue en coupe du dispositif de transmission de couple selon l’invention, FIG. 1 is a sectional view of the torque transmission device according to the invention,
- la figure 2 est une vue en coupe du dispositif de transmission de couple selon l’invention focalisée sur l’embrayage en position embrayé, - Figure 2 is a sectional view of the torque transmission device according to the invention focused on the clutch in the engaged position,
- la figure 3 est une vue en coupe du dispositif de transmission de couple selon l’invention focalisée sur l’embrayage en position débrayé,  - Figure 3 is a sectional view of the torque transmission device according to the invention focused on the clutch in the disengaged position,
- la figure 4 est une vue en coupe du dispositif de transmission de couple selon l’invention focalisée sur l’alimentation en fluide de la chambre d’actionnement, - la figure 5 est une vue en coupe du dispositif de transmission de couple selon l’invention focalisée sur l’alimentation en fluide de l’embrayage,FIG. 4 is a sectional view of the torque transmission device according to the invention focused on the fluid supply of the actuating chamber, FIG. 5 is a sectional view of the torque transmission device according to the invention focused on the fluid supply of the clutch,
- la figure 6 est une vue en coupe du dispositif de transmission de couple selon une variante de réalisation de l’alimentation en fluide de la chambre d’actionnement, FIG. 6 is a sectional view of the torque transmission device according to an alternative embodiment of the fluid supply of the actuating chamber,
- la figure 7 est une vue en coupe du dispositif de transmission de couple selon une variante de réalisation de l’alimentation en fluide de l’embrayage,  FIG. 7 is a sectional view of the torque transmission device according to an alternative embodiment of the fluid supply of the clutch,
- la figure 8 est une vue éclatée et en perspective du moyeu de sortie de couple selon l’invention,  FIG. 8 is an exploded perspective view of the torque output hub according to the invention,
- la figure 9 est une vue en coupe du dispositif de transmission de couple selon l’invention focalisée sur le moyen de rattrapage du désalignement radial et/ou axial et/ou angulaire en position décalé radialement,  FIG. 9 is a sectional view of the torque transmission device according to the invention focused on the radial and / or axial misalignment and / or angular misalignment means in the radially offset position,
- la figure 10 est une vue en coupe du dispositif de transmission de couple selon l’invention focalisée sur le moyen de rattrapage du désalignement radial et/ou axial et/ou angulaire en position décalé angulairement,  FIG. 10 is a sectional view of the torque transmission device according to the invention, focused on the radial and / or axial misalignment and / or angular misalignment means in angularly offset position,
- la figure 11 est une vue de l’assemblage entre le moyeu externe et le moyeu interne,  FIG. 11 is a view of the connection between the outer hub and the inner hub,
- la figure 12 est une vue en coupe et en perspective selon une variante de réalisation du moyeu de sortie de couple,  FIG. 12 is a view in section and in perspective according to an alternative embodiment of the torque output hub,
- la figure 13 est une vue en perspective, prise du coté moteur à combustion interne, du module de transmission hybride,  FIG. 13 is a perspective view, taken from the internal combustion engine side, of the hybrid transmission module,
- la figure 14 est une vue en perspective, prise du coté boite de vitesses, du module de transmission hybride, sans le couvercle arrière,  FIG. 14 is a perspective view, taken from the gearbox side, of the hybrid transmission module, without the rear cover,
- la figure 15 est une vue en coupe du dispositif de transmission de couple selon l’invention et associé à un mécanisme à double embrayage. En relation avec la figure 1 , on observe un dispositif de transmission de couple 1 comprenant un élément d’entrée de couple 2, couplé en rotation à un vilebrequin V d’un moteur à combustion interne (non représenté), un élément de sortie de couple 3, couplé en rotation à un arbre d’entrée d’une boîte de vitesses BV. L’élément d’entrée de couple 2 est couplé en rotation au vilebrequin V du moteur à combustion interne par des moyens de fixation 30 sous forme de vis. Dix vis sont nécessaires à fixer l’élément d’entrée de couple 2 au vilebrequin V du moteur à combustion interne. L’élément de sor- tie de couple 3 est également couplé à une machine électrique tournante par l’intermédiaire d’un premier moyen de liaison 102 sous forme d’une chaîne. L’élément de sortie de couple 3 présente une couronne dentée 50 sur son pourtour extérieur. La couronne dentée 50 est en contact avec la chaîne. L’élément d’entrée de couple 2 pivote par rapport à l’élément de sortie de couple 3 autour d’un axe de rotation A. Un organe de rappel élastique 5 agit à l’encontre de la rotation de l’élément de sortie de couple 3 par rapport à l’élément d’entrée de couple 2. L’organe de rappel élastique 5 est un ressort hélicoïdal. Un embrayage 6, accouple sélectivement et par friction les élé ments d’entrée de couple 2 et de sortie de couple 3. Le fonctionnement de l’embrayage sera décrit en relation avec les figures 2 et 3. Un élément inter médiaire 7 est agencé entre l’organe de rappel élastique 5 et l’embrayage 6 pour transmettre le couple. Un organe d’actionnement 8 de l’embrayage 6 se déplace selon un axe B parallèle à l’axe de rotation A. Le fonctionnement de cet organe d’actionnement 8 sera décrit en relation avec les figures 2 et 3. - Figure 15 is a sectional view of the torque transmission device according to the invention and associated with a double clutch mechanism. In connection with FIG. 1, a torque transmission device 1 comprising a torque input element 2, coupled in rotation to a crankshaft V of an internal combustion engine (not shown), an output element of FIG. torque 3, rotatably coupled to an input shaft of a BV gearbox. The torque input member 2 is rotatably coupled to the crankshaft V of the internal combustion engine by fastening means 30 in the form of a screw. Ten screws are required to attach the torque input member 2 to the crankshaft V of the internal combustion engine. The torque output element 3 is also coupled to a rotating electrical machine via a first connecting means 102 in the form of a chain. The torque output member 3 has a ring gear 50 on its outer periphery. The ring gear 50 is in contact with the chain. The torque input member 2 pivots with respect to the torque output member 3 about an axis of rotation A. An elastic return member 5 acts against the rotation of the output member of torque 3 with respect to the torque input element 2. The elastic return member 5 is a helical spring. A clutch 6 selectively and frictionally couples torque input 2 and torque output elements 3. The operation of the clutch will be described in connection with FIGS. 2 and 3. An intermediate element 7 is arranged between the elastic return member 5 and the clutch 6 to transmit the torque. An actuating member 8 of the clutch 6 moves along an axis B parallel to the axis of rotation A. The operation of this actuating member 8 will be described in relation with FIGS. 2 and 3.
L’organe de rappel élastique 5 et l’embrayage 6 se succèdent radia- lement selon un axe R perpendiculaire à l’axe de rotation A. L’organe d’actionnement 8, l’élément d’entrée de couple 2 et l’élément de sortie de couple 3 se succèdent axialement selon l’axe B. L’organe de rappel élastique 5 et l’embrayage 6 sont empilés radialement en se rapprochant de l’axe de rotation A. L’axe R est perpendiculaire à l’axe de rotation A et coupe à la fois l’organe de rappel élastique 5 et l’embrayage 6. L’organe de rappel élastique 5, l’embrayage 6 et l’organe d’actionnement 8 se succèdent radialement se- lon l’axe R. L’organe de rappel élastique 5, l’embrayage 6 et l’organe d’actionnement 8 sont empilés radialement en se rapprochant de l’axe de rotation A. L’axe R est perpendiculaire à l’axe de rotation A et coupe à la fois l’organe de rappel élastique 5, l’embrayage 6 et l’organe d’actionnement 8. L’élément d’entrée de couple 2 est situé entre l’organe d’actionnement 8 et l’élément de sortie de couple 3 selon l’axe B. L’élément d’entrée de couple 2 comprend une masse d’inertie additionnelle 49. Cette masse d’inertie addi- tionnelle 49 est située à proximité de l’organe de rappel élastique 5. The elastic return member 5 and the clutch 6 radially alternate along an axis R perpendicular to the axis of rotation A. The actuating member 8, the torque input member 2 and the torque output member 3 succeeds axially along the axis B. The resilient return member 5 and the clutch 6 are stacked radially close to the axis of rotation A. The axis R is perpendicular to the rotation axis A and cuts both the resilient return member 5 and the clutch 6. The resilient return member 5, the clutch 6 and the actuating member 8 follow one another radially along the axis R. The elastic return member 5, the clutch 6 and the actuating member 8 are stacked radially in a radial direction. approaching the axis of rotation A. The axis R is perpendicular to the axis of rotation A and cuts at the same time the elastic return member 5, the clutch 6 and the actuating member 8. The Torque input member 2 is located between the actuating member 8 and the torque output member 3 along axis B. The torque input member 2 comprises an additional mass of inertia 49. This additional mass of inertia 49 is located near the elastic return member 5.
L’élément de sortie de couple 3 comprend un moyeu de sortie de couple 4 fixé de manière amovible à l’élément d’entrée de couple 2 et à l’élément de sortie de couple 3. Cette fonction amovible permet de faciliter l’accès aux moyens de fixation 30. Un roulement de maintien 31 est disposé entre l’élément de sortie de couple 3 et l’élément d’entrée de couple 2. Le roulement de maintien 31 permet de reprendre les efforts radiaux transmis par l’arbre d’entrée de la boîte de vitesses BV et/ou la machine électrique tournante. Le roulement de maintien 31 est de type à double rangée de billes. Plus précisément, le roulement de maintien 31 est disposé entre le moyeu de sortie de couple 4 et l’élément d’entrée de couple 2. Le moyeu de sortie de couple 4 comprend un moyeu externe 32 et un moyeu interne 33. Le roulement de maintien 31 est composé d’une bague interne 62 en contact avec le moyeu externe 32 et d’une bague externe 63 en contact avec l’élément d’entrée de couple 2. Le roulement de maintien 31 est bloqué axia- lement par deux circlips 64, 65 et deux épaulements 66, 67. La bague interne 62 du roulement de maintien est bloquée par le circlip 64 et l’épaulement 66 du moyeu externe 32. La bague externe 63 du roulement de maintien est bloquée par le circlip 65 et l’épaulement 67 de l’élément d’entrée de couple.  The torque output member 3 includes a torque output hub 4 removably attached to the torque input member 2 and the torque output member 3. This removable function facilitates access. to the fastening means 30. A holding bearing 31 is disposed between the torque output member 3 and the torque input member 2. The holding bearing 31 makes it possible to take up the radial forces transmitted by the drive shaft. BV gearbox input and / or the rotating electrical machine. The bearing bearing 31 is of the double row type of balls. Specifically, the bearing bearing 31 is disposed between the torque output hub 4 and the torque input member 2. The torque output hub 4 comprises an outer hub 32 and an inner hub 33. The bearing Maintaining 31 is composed of an inner ring 62 in contact with the outer hub 32 and an outer ring 63 in contact with the torque entry element 2. The bearing bearing 31 is axially locked by two circlips 64, 65 and two shoulders 66, 67. The inner ring 62 of the retaining bearing is blocked by the circlip 64 and the shoulder 66 of the outer hub 32. The outer ring 63 of the retaining bearing is blocked by the circlip 65 and the shoulder 67 of the torque input member.
Le moyeu de sortie de couple 4 comprend un moyen de rattrapage 36 du désalignement radial et/ou axial et/ou angulaire entre l’élément d’entrée de couple 2 et l’élément de sortie de couple 3 de manière à ce que la rotation du vilebrequin autour l’axe de rotation A soit transmise à l’arbre d’entrée de la boîte de vitesses BV sans contraintes. Le moyen de rattrapage 36 du désalignement radial et/ou axial et/ou angulaire comprend une bague de rattrapage 44 située entre le moyeu externe 32 et le moyeu interne 33. Le fonctionnement du moyen de rattrapage 36 du désalignement radial et/ou axial et/ou angulaire sera décrit aux figures 9 et 10. Le moyeu interne 33 présente un orifice cannelé pour recevoir l’arbre d’entrée de la boîte de vi- tesses BV. The torque output hub 4 comprises means 36 for compensating for radial and / or axial and / or angular misalignment between the torque input element 2 and the torque output element 3 so that the rotation the crankshaft around the axis of rotation A is transmitted to the tree of the gearbox BV without constraints. The catching means 36 for radial and / or axial and / or angular misalignment comprises a catching ring 44 located between the outer hub 32 and the inner hub 33. The operation of the catching means 36 of radial and / or axial misalignment and / or or angular will be described in Figures 9 and 10. The inner hub 33 has a fluted orifice for receiving the input shaft of the speed box BV.
Le dispositif de transmission de couple 1 comprend un carter de pro- tection 22 agencé pour envelopper au moins partiellement l’élément d’entrée de couple 2, l’élément de sortie de couple 3, l’organe de rappel élastique 5, l’embrayage 6, l’élément intermédiaire 7 et l’organe d’actionnement de l’embrayage 8. Un premier moyen d’étanchéité 39 est disposé entre l’élément d’entrée de couple 2 et le carter de protection 22, un deuxième moyen d’étanchéité 40 est disposé entre l’élément d’entrée de couple 2 et l’élément de sortie de couple 3 et un troisième moyen d’étanchéité 41 est disposé entre l’élément de sortie de couple 3 et le carter de protection 22. Le carter de protection 22 est humide, c'est-à-dire que les composants envelop- pés précités sont dans un brouillard d’huile ou partiellement immergés. Le premier moyen d’étanchéité 39, le deuxième moyen d’étanchéité 40 et le troisième moyen d’étanchéité 41 sont des joints d’étanchéités dynamiques de types à lèvres. Le carter de protection 22 est composé d’un couvercle avant 25 situé au regard du moteur à combustion interne, d’un couvercle ar- rière 26 situé au regard de la boite de vitesse BV et d’un élément central 27 reliant le couvercle avant 25 et le couvercle arrière 26. Le couvercle avant 25, l’élément central 27 et le couvercle arrière 26 sont fixés entre eux par des moyens de fixation, par exemple de type vis ou rivet visibles sur les figures 13 et 14. En variante, l’élément central 27 peut être intégré au moins partiel lement à l’un des deux couvercles. Le carter de protection 22 est fixé au mo- teur à combustion interne par l’intermédiaire de moyens de fixation, par exemple de type vis ou rivet. Avantageusement, le couvercle avant 25 peut- être fixé au moteur à combustion interne par l’intermédiaire de moyens de fixation, par exemple de type vis ou rivet visibles sur la figure 13. Un qua- trième moyen d’étanchéité 42 est disposé entre le couvercle avant 25 et l’élément central 27. Un cinquième moyen d’étanchéité 43 est disposé entre le couvercle arrière 26 et l’élément central 27. Le quatrième moyen d’étanchéité 42 et le cinquième moyen d’étanchéité 43 sont des joints d’étanchéités de types toriques ou déposés ou rapportés. Le couvercle avant 25 du carter de protection 22 présente une forme générale sensiblement en « L », la base du « L » est située du coté de l’axe de rotation A. Le piston 15 de l’organe d’actionnement 8 de l’embrayage est disposé sensiblement au niveau de la base du « L » du couvercle avant 25 du carter de protection 22. The torque transmission device 1 comprises a protective casing 22 arranged to at least partially enclose the torque input element 2, the torque output member 3, the elastic return member 5, the clutch 6, the intermediate element 7 and the actuating member of the clutch 8. A first sealing means 39 is disposed between the torque input element 2 and the protective casing 22, a second means sealing member 40 is disposed between the torque input member 2 and the torque output member 3 and a third sealing means 41 is disposed between the torque output member 3 and the protective housing 22. The protective housing 22 is wet, i.e. the above-mentioned wrapped components are in oil mist or partially immersed. The first sealing means 39, the second sealing means 40 and the third sealing means 41 are dynamic sealing seals of lip types. The protective casing 22 is composed of a front cover 25 situated opposite the internal combustion engine, a rear cover 26 located opposite the gearbox BV and a central element 27 connecting the front cover. 25 and the rear cover 26. The front cover 25, the central element 27 and the rear cover 26 are fixed to each other by fixing means, for example of the screw or rivet type visible in FIGS. 13 and 14. In a variant, the central element 27 can be integrated at least partially with one of the two covers. The protective casing 22 is fixed to the internal combustion engine by means of fixing means, for example of the screw or rivet type. Advantageously, the front cover 25 can be fixed to the internal combustion engine by means of Such a fourth sealing means 42 is disposed between the front cover 25 and the central member 27. A fifth sealing means 43 is disposed between the cover 26 and the central element 27. The fourth sealing means 42 and the fifth sealing means 43 are seals toric types or deposited or reported. The front cover 25 of the protective casing 22 has a generally "L" shape, the base of the "L" is located on the side of the axis of rotation A. The piston 15 of the actuating member 8 of the The clutch is disposed substantially at the base of the "L" of the front cover 25 of the protective housing 22.
En référence aux figures 2 et 3, l’embrayage 6 comprend un porte disque d’entrée 9 solidaire en rotation de l’élément intermédiaire 7, un porte disque de sortie 10 solidaire en rotation de l’élément de sortie de couple 3, un ensemble multidisque 11 comprenant au moins un disque de friction 12 solidaire en rotation de l’un des porte disques d’entrée 9 et de sortie 10, au moins deux plateaux 13 respectivement disposés de part et d’autre du disque de friction 12, solidaires en rotation de l’autre des porte disques d’entrée 9 et de sortie 10. Le disque de friction possède sur chacun de ses cotés des garnitures 14 de friction. L’embrayage 6 comporte également un disque de friction 12. Sur la figure 2, l’embrayage 6 présente une position embrayée dans laquelle lesdits plateaux 13 pincent le disque de friction et ses garnitures 14 de friction de manière à transmettre un couple entre le porte disque d’entrée 9 et le porte disque de sortie 10. Sur la figure 3, l’embrayage 6 présente une position débrayée dans laquelle lesdits plateaux 13 ne pincent pas le disque de friction 12 et ses garnitures 14 de friction de manière à ne pas transmettre un couple entre le porte disque d’entrée 9 et le porte disque de sortie 10. Les garnitures 14 sont fixées sur les disques de friction 12 par collage, rivetage ou surmoulage. En variante non représentée, les garnitures 14 sont fixées sur les plateaux 13. Chaque porte-disque d’entrée 9 ou de sortie 10 peut synchroniser en rotation l’ensemble des plateaux 13 ou l’ensemble des disques de friction 12. Les plateaux 13 et les disques 12 peuvent coopérer avec les portes-disques d’entrée 9 et de sortie 10 selon une de leur périphérie radiale par complémentarité de forme, les plateaux 13 et les disques de friction 12 peuvent par exemple être cannelés. Les plateaux 13 peuvent être solidaires en rotation du porte-disque d’entrée 9 et les disques de friction 12 peuvent être solidaires du porte-disque de sortie 10. En variante, les plateaux 13 peuvent être solidaires en rotation du porte-disque de sortie 10 et les disques de friction 12 peuvent être solidaires en rotation du porte-disque d’entrée 9. Les plateaux 13 sont radialement à l’intérieur du porte-disque d’entrée 9 avec lequel ils sont solidaires en rotation. Les disques de friction 12 sont radialement à l’extérieur du porte- disque de sortie 10 avec lequel ils sont solidaires en rotation. L’embrayage comporte entre deux et sept disques de friction 12. L’embrayage comporte de préférence quatre disques de friction. L’embrayage 6 est de type « normalement fermé ». L’embrayage 6 est de type humide et est alimenté en fluide. L’alimentation en fluide de l’embrayage 6 sera décrite en référence aux figures 4 à 7. L’embrayage 6 est alimenté par une pompe hydraulique (non représentée). With reference to FIGS. 2 and 3, the clutch 6 comprises an input disk carrier 9 integral in rotation with the intermediate element 7, an output disk carrier 10 integral in rotation with the torque output element 3, a multi-disk assembly 11 comprising at least one friction disk 12 integral in rotation with one of the input and output disk carriers 9, at least two plates 13 respectively arranged on either side of the friction disc 12, integral in rotation of the other of the inlet discs 9 and outlet 10. The friction disc has on each of its sides 14 friction linings. The clutch 6 also comprises a friction disk 12. In FIG. 2, the clutch 6 has an engaged position in which said plates 13 pinch the friction disk and its friction linings 14 so as to transmit a torque between the door input disk 9 and the output disk carrier 10. In Figure 3, the clutch 6 has a disengaged position in which said plates 13 do not pinch the friction disc 12 and friction linings 14 so as not to transmitting a torque between the input disk carrier 9 and the output disk carrier 10. The fittings 14 are fixed to the friction discs 12 by gluing, riveting or overmolding. In a variant that is not shown, the gaskets 14 are fixed on the plates 13. Each input or output disk carrier 9 can synchronize in rotation all the trays 13 or all of the friction discs 12. The trays 13 and the discs 12 can cooperate with the input and output disc holders 9 according to one of their radial periphery by complementarity of form, the trays 13 and the Friction discs 12 may for example be fluted. The plates 13 may be integral in rotation with the input disk carrier 9 and the friction discs 12 may be integral with the output disk carrier 10. In a variant, the platens 13 may be integral in rotation with the output disk carrier 10 and the friction discs 12 can be integral in rotation with the input disc holder 9. The trays 13 are radially inside the input disc holder 9 with which they are integral in rotation. The friction discs 12 are radially outside the outlet disc holder 10 with which they are integral in rotation. The clutch comprises between two and seven friction discs 12. The clutch preferably comprises four friction discs. The clutch 6 is of the "normally closed" type. The clutch 6 is wet type and is supplied with fluid. The fluid supply of the clutch 6 will be described with reference to Figures 4 to 7. The clutch 6 is fed by a hydraulic pump (not shown).
L’organe d’actionnement 8 de l’embrayage 6 comprend un piston 15 se déplaçant selon l’axe B qui est parallèle à l’axe de rotation A, un roulement d’actionnement 16 et un organe de transmission de force 17 pour transmettre un effort d’actionnement depuis le piston 15 vers l’embrayage 6. Le piston 15 est alimenté en fluide. L’alimentation en fluide du piston 15 sera décrite en référence aux figures 4 à 7. Le piston 15 de l’organe d’actionnement 8 de l’embrayage 6 est alimenté en fluide par un actionneur externe de type électro-hydraulique ou électro-hydrostatique (non représenté). Le piston 15 de l’organe d’actionnement 8 de l’embrayage 6 est contrôlé en position par mesure d’effort au travers de la consommation de courant du moteur électrique de l’actionneur externe. L’organe de transmission de force 17 comprend une douille de poussée 18 et un diaphragme 19. Le roulement d’actionnement 16 est composé d’une bague interne 20 en contact avec le piston 15 et d’une bague externe 21 en contact avec la douille de poussée 18. Le roulement d’actionnement 16 est supporté par une coupelle fixée au piston 15. L’organe de transmission de force 17 peut être en appui sur le porte disque d’entrée 9 par l’intermédiaire d’un élément de maintien 23. Le diaphragme 19 est en contact avec l’élément de maintien 23. Un roulement de support 24 peut être positionné entre l’élément de maintien 23 de l’organe de transmission de force 17 et le carter de protection afin de reprendre l’effort d’actionnement dudit organe d’actionnement 8. Le roulement de support 24 est composé d’une bague interne 47 en contact avec le carter de protection 22 et d’une bague externe 48 en contact avec l’élément de maintien 23 de l’organe de transmission de force 17. Le roulement de support 24 est bloqué axialement par un circlip en contact avec la bague interne 47. The actuating member 8 of the clutch 6 comprises a piston 15 moving along the axis B which is parallel to the axis of rotation A, an actuating bearing 16 and a force transmission member 17 for transmitting an actuating force from the piston 15 to the clutch 6. The piston 15 is supplied with fluid. The supply of fluid to the piston 15 will be described with reference to FIGS. 4 to 7. The piston 15 of the actuating member 8 of the clutch 6 is supplied with fluid by an external actuator of the electro-hydraulic or electro-hydraulic type. hydrostatic (not shown). The piston 15 of the actuating member 8 of the clutch 6 is controlled in position by force measurement through the power consumption of the electric motor of the external actuator. The force transmission member 17 comprises a thrust bushing 18 and a diaphragm 19. The actuating bearing 16 is composed of a bushing internal 20 in contact with the piston 15 and an outer ring 21 in contact with the thrust bushing 18. The actuating bearing 16 is supported by a cup attached to the piston 15. The force transmission member 17 can be resting on the input disk carrier 9 by means of a holding element 23. The diaphragm 19 is in contact with the holding element 23. A support bearing 24 can be positioned between the holding element 23 of the force transmission member 17 and the protective housing to resume the actuating force of said actuating member 8. The support bearing 24 is composed of an inner ring 47 in contact with the housing of protection 22 and an outer ring 48 in contact with the holding member 23 of the force transmission member 17. The bearing support 24 is axially locked by a circlip in contact with the inner ring 47.
Le piston 15 de l’organe d’actionnement 8 de l’embrayage 6 est disposé sur le carter de protection 22. Le piston 15 de l’organe d’actionnement 8 de l’embrayage 6 est fixe en rotation grâce à un système anti-rotation (non représenté). L’organe d’actionnement 8 de l’embrayage 6 est muni d’une butée (non représentée) pour limiter la sortie du piston 15. Le piston 15 de l’organe d’actionnement 8 de l’embrayage 6 est disposé sur le couvercle avant 25 du carter de protection 22. Le couvercle avant 25 du carter de protection 22 possède une paroi externe 25a située au regard du moteur à combustion interne et une paroi interne 25b située au regard de l’embrayage 6, le piston 15 de l’organe d’actionnement 8 de l’embrayage 6 est disposé sur cette paroi interne 25. La paroi interne 25b du carter de protection 22 peut comprendre deux parois annulaires 28a, 28b entre lesquelles est logé le piston 15 de l’organe d’actionnement 8 de l’embrayage 6. Le piston 15 et les deux parois annulaires 28a, 28b du carter de protection 22 forment une chambre d’actionnement 29 apte à être alimentée en fluide pour le déplacement du piston 15. La chambre d’actionnement 29 est étanche et remplie d’huile. Le piston 15 comprend deux joints afin d’assurer l’étanchéité de la chambre d’actionnement 29. Le piston 15 est déplacé axialement par variation de pression d’huile dans la chambre d’actionnement 29. Le piston a une forme générale sensiblement en « U ». The piston 15 of the actuating member 8 of the clutch 6 is disposed on the protective casing 22. The piston 15 of the actuating member 8 of the clutch 6 is fixed in rotation by means of an anti-rotation device. -rotation (not shown). The actuating member 8 of the clutch 6 is provided with a stop (not shown) for limiting the output of the piston 15. The piston 15 of the actuating member 8 of the clutch 6 is arranged on the front cover 25 of the protective casing 22. The front cover 25 of the protective casing 22 has an outer wall 25a located opposite the internal combustion engine and an inner wall 25b located opposite the clutch 6, the piston 15 of the actuating member 8 of the clutch 6 is disposed on this inner wall 25. The inner wall 25b of the protective housing 22 may comprise two annular walls 28a, 28b between which is housed the piston 15 of the actuating member 8 of the clutch 6. The piston 15 and the two annular walls 28a, 28b of the protective casing 22 form an actuating chamber 29 adapted to be supplied with fluid for the displacement of the piston 15. The actuating chamber 29 is waterproof and filled with oil. The piston 15 comprises two seals to ensure the sealing of the actuating chamber 29. The piston 15 is moved axially by variation of oil pressure in the actuating chamber 29. The piston has a generally "U" shape.
En référence aux figures 4 à 7 sont représentés les différents moyens d’alimentation en fluide de l’organe d’actionnement 8 et de l’embrayage 6. L’embrayage 6 est alimenté par une première canalisation de fluide 37. L’organe d’actionnement 8 est alimenté par une deuxième canalisation de fluide 38. With reference to FIGS. 4 to 7 are represented the various means for supplying fluid to the actuating member 8 and the clutch 6. The clutch 6 is fed by a first fluid channel 37. actuation 8 is fed by a second fluid line 38.
Les figures 4 et 5 représentent un premier mode de réalisation de l’alimentation en fluide de l’organe d’actionnement 8 et de l’embrayage 6 dans le cas où les sources de fluide se trouvent du coté de la boite de vitesse BV. La première canalisation de fluide 37 et la deuxième canalisation de fluide 38 traversent de part et d’autre le carter de protection 22. De manière plus précise, la première canalisation de fluide 37 et la deuxième canalisation de fluide 38 traversent de part et d’autre le couvercle avant 25 du carter de protection 22. De manière encore plus précise, la première canalisation de fluide 37 et la deuxième canalisation de fluide 38 traversent de part et d’autre le couvercle avant 25 et le couvercle arrière 26.  Figures 4 and 5 show a first embodiment of the fluid supply of the actuating member 8 and the clutch 6 in the case where the fluid sources are on the side of the gearbox BV. The first fluid duct 37 and the second fluid duct 38 pass through the protective casing 22 on both sides. More precisely, the first fluid duct 37 and the second fluid duct 38 pass through both sides. other the front cover 25 of the protective housing 22. In an even more precise manner, the first fluid line 37 and the second fluid line 38 pass on both sides of the front cover 25 and the rear cover 26.
Les figures 6 et 7 représentent une variante de réalisation de l’alimentation en fluide de l’organe d’actionnement 8 et de l’embrayage 6 dans le cas où les sources de fluide se trouvent du coté du moteur à combustion interne. Un récepteur 60 pour la première canalisation de fluide 37 est positionné sur le moteur à combustion interne. Un deuxième récepteur 61 pour la deuxième canalisation de fluide 38 est positionné sur le moteur à combustion interne. Dans ce mode de réalisation, la première canalisation de fluide 37 et la deuxième canalisation de fluide 38 traversent de part et d’autre le couvercle avant 25 du carter de protection 22.  Figures 6 and 7 show an alternative embodiment of the fluid supply of the actuating member 8 and the clutch 6 in the case where the fluid sources are on the side of the internal combustion engine. A receiver 60 for the first fluid channel 37 is positioned on the internal combustion engine. A second receiver 61 for the second fluid line 38 is positioned on the internal combustion engine. In this embodiment, the first fluid line 37 and the second fluid line 38 pass across the front cover 25 of the protective casing 22.
En référence à la figure 8 est représenté une vue éclatée et en perspective du moyeu de sortie de couple 4 selon l’invention. Le moyeu de sortie de couple 4 comprend un moyeu externe 32 et un moyeu interne 33. Le moyeu externe 32 possède au moins une rainure 51 dans laquelle est ménagée au moins une excroissance 52 du moyeu interne 33. La rainure 51 du moyeu externe 32 est de forme complémentaire à l’excroissance 52 du moyeu interne 33 afin que ces deux éléments s’imbriquent l’un dans l’autre. L’excroissance 52 du moyeu interne 33 présente une forme générale sensiblement en « W ». Le moyeu interne 33 comporte entre une et dix excroissances 52. Le moyeu interne 33 comporte de préférence huit excroissances 52. Les excroissances 52 sont situées sur le pourtour externe du moyeu interne 33. En conséquence, le moyeu externe comporte entre une et dix rainures 51. Le moyeu externe 32 comporte de préférence huit rainures 51. Les rainures 51 sont situées sur le pourtour interne du moyeu externe 32. Le moyeu interne 33 est situé radialement à l’intérieur du moyeu externe 32. Le moyeu externe 32 et le moyeu interne 33 sont assemblés avec un jeu radial J. Le jeu radial J est compris entre 0.1 et 1 mm. De préférence, le jeu radial J est de 0.5mm. Le moyeu externe 32 est en contact avec l’élément de sortie de couple 3 et le roulement de maintien 31. Le jeu radial J entre le moyeu externe 32 et le moyeu interne 33 est porté par la bague de rattrapage 44. Le moyeu interne 33 est apte à recevoir l’arbre d’entrée de la boîte de vitesses BV. L’élément de sortie de couple 3 possède au moins une encoche 34 dans laquelle est ménagée au moins une protubérance 35 du moyeu externe 32. L’encoche 34 de l’élément de sortie de couple 3 est de forme complémentaire à la protubérance 35 du moyeu externe 32 afin que ces deux éléments s’imbriquent l’un dans l’autre sans jeu. Le moyeu externe 32 comporte entre une et cinquante protubérances 35. Le moyeu externe 32 comporte de préférence vingt-deux protubérances 35. Les protubérances 35 sont situées sur le pourtour externe du moyeu externe 32. En conséquence, l’élément de sortie de couple 3 comporte entre une et cinquante encoches 34. L’élément de sortie de couple 3 comporte de préférence vingt-deux encoches 34. Le moyeu externe 32 est situé radialement à l’intérieur de l’élément de sortie de couple 3. En référence aux figures 9 et 10 sont représentés deux vues en coupe du moyen de rattrapage 36 du désalignement radial et/ou axial et/ou angulaire entre l’élément d’entrée de couple 2 et l’élément de sortie de couple 3 de manière à ce que la rotation du vilebrequin autour l’axe de rotation A soit transmise à l’arbre d’entrée de la boîte de vitesses BV sans contraintes. La figure 9 montre l’axe de rotation du moyeu interne 33, décalé radialement par rapport à l’axe de rotation A, d’un écart E identique au jeu radial J entre le moyeu externe 32 et le moyeu interne 33. Cet écart E est compris entre 0.1 mm et 1 mm et correspond à la valeur du désalignement radial entre l’axe de rotation du vilebrequin et l’axe de rotation de l’arbre d’entrée de la boîte de vitesses BV. La figure 10 montre l’axe du moyeu interne 33 décalé angulairement par rapport à l’axe de rotation A d’un angle a, cet angle est compris entre 0.1 ° et 1 ° et correspond à la valeur du désalignement angulaire entre l’axe de rotation du vilebrequin et l’axe de rotation de l’arbre d’entrée de la boîte de vitesses BV. La bague de rattrapage 44 située entre le moyeu externe 32 et le moyeu interne 33 possède trois faces dont une face bombée 45a, une face plane 45b et une face cylindrique 45c. La face bombée 45a permet de compenser le désalignement angulaire, la face plane 45b et la face cylindrique 45c permettent de compenser le désalignement radial et/ou axial. La face bombée 45a de la bague de rattrapage 44 est en contact avec le moyeu externe 32. La face plane 45b est en contact avec le moyeu interne 33. La face cylindrique 45c comporte un jeu J’ avec le moyeu interne 33 permettant de rattraper le désalignement radial. Le roulement de maintien 31 sert également à reprendre l’effort axial de l’arbre d’entrée de la boite de vitesse BV, l’effort transite depuis le moyeu interne 33 vers le moyeu externe 32 grâce à la face plane 45b de la bague de rattrapage 44. L’effort axial est alors transmis au roulement de maintien par l’épaulement 66 du moyeu externe 32. L’effort axial sort ensuite du roulement de maintien 31 par l’épaulement 67 de l’élément d’entrée de couple 2 et est transmis au vilebrequin V. Le moyeu interne 33 est maintenu en contact avec la face plane 45b de la bague de rattrapage 44 par l’intermédiaire d’un élément élastique 46 sous forme de rondelle élastique. La rondelle élastique est en appui à la fois sur le moyeu interne 33 et un circlip 53 monté dans le moyeu externe 32. Referring to Figure 8 is shown an exploded perspective view of the torque output hub 4 according to the invention. The hub of torque output 4 comprises an outer hub 32 and an inner hub 33. The outer hub 32 has at least one groove 51 in which is formed at least one protrusion 52 of the inner hub 33. The groove 51 of the outer hub 32 is of complementary shape to the protrusion 52 of the inner hub 33 so that these two elements fit into one another. The protrusion 52 of the inner hub 33 has a general shape substantially in "W". The inner hub 33 comprises between one and ten protuberances 52. The inner hub 33 preferably comprises eight protuberances 52. The protuberances 52 are situated on the outer periphery of the inner hub 33. Consequently, the outer hub comprises between one and ten grooves 51 The outer hub 32 preferably has eight grooves 51. The grooves 51 are located on the inner periphery of the outer hub 32. The inner hub 33 is located radially inside the outer hub 32. The outer hub 32 and the inner hub 33 are assembled with a radial clearance J. The radial clearance J is between 0.1 and 1 mm. Preferably, the radial clearance J is 0.5mm. The outer hub 32 is in contact with the torque output member 3 and the holding bearing 31. The radial clearance J between the outer hub 32 and the inner hub 33 is carried by the catching ring 44. The inner hub 33 is able to receive the input shaft of the gearbox BV. The torque output member 3 has at least one notch 34 in which is provided at least one protrusion 35 of the outer hub 32. The notch 34 of the torque output member 3 is of complementary shape to the protrusion 35 of the outer hub 32 so that these two elements fit into each other without play. The outer hub 32 has between one and fifty protuberances 35. The outer hub 32 preferably has twenty-two protuberances 35. The protuberances 35 are located on the outer periphery of the outer hub 32. Accordingly, the torque output member 3 has between one and fifty notches 34. The torque output member 3 preferably has twenty-two notches 34. The outer hub 32 is located radially inside the torque output element 3. Referring to Figures 9 and 10 are shown two sectional views of the retraction means 36 of radial and / or axial misalignment and / or angular between the torque input member 2 and the torque output member 3 so the rotation of the crankshaft around the axis of rotation A is transmitted to the input shaft of the gearbox BV without constraints. FIG. 9 shows the axis of rotation of the internal hub 33, offset radially with respect to the axis of rotation A, of a difference E identical to the radial clearance J between the outer hub 32 and the inner hub 33. This gap E is between 0.1 mm and 1 mm and corresponds to the value of the radial misalignment between the axis of rotation of the crankshaft and the axis of rotation of the input shaft of the gearbox BV. FIG. 10 shows the axis of the internal hub 33 shifted angularly with respect to the axis of rotation A of an angle α, this angle is between 0.1 ° and 1 ° and corresponds to the value of the angular misalignment between the axis rotation of the crankshaft and the axis of rotation of the input shaft of the gearbox BV. The catching ring 44 located between the outer hub 32 and the inner hub 33 has three faces including a convex face 45a, a flat face 45b and a cylindrical face 45c. The curved face 45a makes it possible to compensate for the angular misalignment, the plane face 45b and the cylindrical face 45c make it possible to compensate for the radial and / or axial misalignment. The convex face 45a of the catching ring 44 is in contact with the outer hub 32. The flat face 45b is in contact with the inner hub 33. The cylindrical face 45c has a clearance J 'with the inner hub 33 making it possible to catch the radial misalignment. The bearing bearing 31 also serves to take up the axial force of the input shaft of the gearbox BV, the force passes from the inner hub 33 to the outer hub 32 through the flat face 45b of the ring 44. The axial force is then transmitted to the bearing bearing by the shoulder 66 of the outer hub 32. The axial force then leaves the holding bearing 31 by the shoulder 67 of the torque input member. 2 and is transmitted to crankshaft V. The inner hub 33 is held in contact with the flat face 45b of the catch ring 44 by means of a resilient element 46 in the form of a spring washer. The spring washer is supported both on the inner hub 33 and a circlip 53 mounted in the outer hub 32.
En référence à la figure 11 est représentée est une vue de l’assemblage entre le moyeu externe 32 et le moyeu interne 33 du moyeu de sortie de couple 4. Cette figure 11 montre une rainure 51 du moyeu externe 32 dans laquelle est ménagée au moins une excroissance 52 du moyeu interne 33. Le jeu radial J qui est de 0.5mm se trouve sur tout le pourtour de la forme en sensiblement en « W » de l’excroissance 52 du moyeu interne 33. Ce jeu J permet de rattraper le désalignement radial et/ou angulaire entre l’élément d’entrée de couple 2 et l’élément de sortie de couple 3 de manière à ce que la rotation du vilebrequin autour l’axe de rotation A soit transmise à l’arbre d’entrée de la boîte de vitesses BV sans contraintes. Le jeu J permet à l’excroissance 52 du moyeu interne 33 de se déplacer de la valeur du désalignement afin de venir en contact avec la rainure 51 du moyeu externe. Lors du passage de couple, il se forme alors trois points d’équilibre. Sur cette figure 4 est également visible l’assemblage entre le moyeu externe 32 et l’élément de sortie de couple 3. Cet assemblage par complémentarité de forme est effectué sans jeu. Referring to Figure 11 is shown is a view of the assembly between the outer hub 32 and the inner hub 33 of the torque output hub 4. This Figure 11 shows a groove 51 of the outer hub 32 in which is provided at least an excrescence 52 of the inner hub 33. The radial clearance J which is 0.5mm is around the entire periphery of the substantially W-shaped form of the protrusion 52 of the inner hub 33. This game J makes up for the misalignment radial and / or angular between the torque input member 2 and the torque output member 3 so that the rotation of the crankshaft about the axis of rotation A is transmitted to the input shaft of the BV gearbox without constraints. The clearance J allows the protrusion 52 of the inner hub 33 to move the misalignment value to come into contact with the groove 51 of the outer hub. During the passage of torque, three equilibrium points are formed. In this figure 4 is also visible the assembly between the outer hub 32 and the torque output member 3. This assembly form complementarity is performed without clearance.
En référence à la figure 12 est représentée une variante de réalisa- tion d’un moyeu de sortie de couple 4’ apte à être placé radialement à l’intérieur de l’élément de sortie de couple 3, le moyeu de sortie de couple 4’ peut comprendre un dispositif amortisseur 54 disposé entre un moyeu ex- terne 32’ et un moyeu interne 33’. Le dispositif amortisseur 54 peut com- prendre un voile 55 munie d’au moins une ouverture 56 dans laquelle est disposé un organe déformable 57 de type ressort. Un rivet cylindrique 68 est disposé entre le moyeu externe 32’ et le voile 55. Un jeu J” est présent entre le rivet cylindrique 68 et le voile 55 afin d’assurer le rattrapage du désaligne- ment radial et/ou axial et/ou angulaire entre l’élément d’entrée de couple 2 et l’élément de sortie de couple 3 de manière à ce que la rotation du vilebrequin autour l’axe de rotation A soit transmise à l’arbre d’entrée de la boîte de vi- tesses BV sans contraintes. Le moyeu externe 32’ peut être en contact avec une première extrémité de l’organe déformable 57 tandis que la deuxième extrémité de l’organe déformable 57 peut être en contact avec le voile 55. Le voile 55 peut être en contact avec le moyeu interne 33’ par l’intermédiaire d’au moins une fente 58 supportée par le voile 55 et d’au moins une dent 59 sur le moyeu interne 33’. La fente 58 du voile 55 est de forme complémen- taire à la dent 59 du moyeu interne 33’ afin que ces deux éléments s’imbriquent l’un dans l’autre. La au moins une fente 58 peut être située sur le pourtour interne du voile 55. La au moins une dent 59 peut être située sur le pourtour externe du moyeu interne 33’. Le moyeu interne 33’ est de préfé- rence situé radialement à l’intérieur du voile 55. Le moyeu interne 33’ pré- sente un orifice cannelé pour recevoir l’arbre d’entrée de la boîte de vitesses BV. En référence aux figures 13 et 14 est représenté un module de transmission hybride 100 selon l’invention. Le module de transmission hy- bride 100 comprend un dispositif de transmission de couple 1 décrit précé- demment, une arrivée de couple électrique 101 apte à être couplée à une machine électrique tournante (non représentée). L’arrivée de couple élec- trique 101 est reliée à la couronne dentée 50 de l’élément de sortie de couple 3 du dispositif de transmission de couple 1 par un premier moyen de liaison 102. Le premier moyen de liaison 102 est une chaîne. La machine électrique tournante peut être fixée au carter de protection 22 ou au moteur à combus- tion interne ou à la boite de vitesses BV. Le premier moyen de liaison 102 peut absorber un couple qui peut être positif ou négatif suivant l’utilisation de la machine électrique tournante. Le module de transmission hybride 100 comprend une connexion 103 à un compresseur de climatisation (non repré- senté) en prise avec l’arrivée de couple électrique 101 par l’intermédiaire d’un deuxième moyen de liaison 104. Le deuxième moyen de liaison 104 est une chaîne. Le premier 102 et le deuxième 104 moyen de liaison peuvent être ajustés en tension par l’intermédiaire d’un dispositif tendeur. Le dispositif tendeur peut par exemple être du type à roulement excentrique 105a ou à roulement sur bras/ressort 105b. Le premier moyen de liaison 102 est ajusté en tension par l’intermédiaire d’un dispositif à roulement sur bras/ressort 105b ou par un système hydraulique. Le deuxième moyen de liaison 104 est ajusté en tension par l’intermédiaire d’un dispositif à roulement excentrique 105a. L’ajustement en tension du premier moyen de liaison 102 permet d’absorber les changements de sens du couple et en particulier les à coups de couple. With reference to FIG. 12 is shown an alternative embodiment of a torque output hub 4 'capable of being placed radially inside the torque output member 3, the torque output hub 4 may comprise a damping device 54 disposed between an outer hub 32 'and an inner hub 33'. The damping device 54 may comprise a web 55 provided with at least one opening 56 in which is disposed a deformable member 57 of the spring type. A cylindrical rivet 68 is disposed between the outer hub 32 'and the web 55. A clearance J "is present between the cylindrical rivet 68 and the web 55 in order to compensate for the radial and / or axial and / or angular misalignment between the element. torque input element 2 and the torque output element 3 so that rotation of the crankshaft about the axis of rotation A is transmitted to the input shaft of the gearbox BV without constraints. . The outer hub 32 'may be in contact with a first end of the deformable member 57 while the second end of the deformable member 57 may be in contact with the web 55. The web 55 may be in contact with the inner hub 33 'through at least one slot 58 supported by the web 55 and at least one tooth 59 on the inner hub 33'. The slot 58 of the web 55 is of complementary shape to the tooth 59 of the inner hub 33 'so that these two elements fit into one another. The at least one slot 58 may be located on the inner periphery of the web 55. The at least one tooth 59 may be located on the outer periphery of the inner hub 33 '. The inner hub 33 'is preferably located radially inside the web 55. The inner hub 33' has a fluted orifice for receiving the input shaft of the gearbox BV. With reference to FIGS. 13 and 14 is shown a hybrid transmission module 100 according to the invention. The hybrid transmission module 100 comprises a torque transmission device 1 described above, an electrical torque arrival 101 capable of being coupled to a rotating electrical machine (not shown). The electrical torque arrival 101 is connected to the ring gear 50 of the torque output member 3 of the torque transmission device 1 by a first connecting means 102. The first connecting means 102 is a chain. The rotating electrical machine can be fixed to the protective casing 22 or to the internal combustion engine or to the gearbox BV. The first connecting means 102 can absorb a torque that can be positive or negative depending on the use of the rotating electrical machine. The hybrid transmission module 100 comprises a connection 103 to an air-conditioning compressor (not shown) engaged with the arrival of electric torque 101 via a second connecting means 104. The second connecting means 104 is a chain. The first 102 and second 104 connecting means can be adjusted in tension by means of a tensioning device. The tensioning device may for example be of the eccentric bearing type 105a or bearing on arm / spring 105b. The first connecting means 102 is adjusted in tension by means of an arm / spring rolling device 105b or by a hydraulic system. The second connecting means 104 is adjusted in tension by means of an eccentric bearing device 105a. The adjustment in tension of the first connecting means 102 makes it possible to absorb the changes in the direction of the torque and in particular the moments of torque.
La figure 15 montre le dispositif de transmission de couple 1 associé à un mécanisme à double embrayage 200. Ce mécanisme à double em- brayage 200 est situé en aval du dispositif de transmission de couple 1 dans la chaîne de traction du véhicule. En d’autres termes, le mécanisme à double embrayage 200 est situé entre le dispositif de transmission de couple 1 et la boîte de vitesses. Le mécanisme à double embrayage 200 comprend un élément d’entrée de couple 205 relié au moyeu de sortie de couple du dispo- sitif de transmission de couple 1. Plus précisément, l’élément d’entrée de couple 205 est emmanché dans le moyeu interne. Le mécanisme à double embrayage 200 comprend un premier embrayage 201 et un deuxième em- brayage 202. Chaque embrayage 201 , 202 est relié à l’élément d’entrée de couple 205. Un premier élément de sortie de couple 206 est relié au premier embrayage 201 qui accouple sélectivement et par friction les éléments d’entrée de couple 205 et de sortie de couple 206. Un deuxième élément de sortie de couple 207 est relié au deuxième embrayage 202 qui accouple sé- lectivement et par friction les éléments d’entrée de couple 205 et de sortie de couple 207. Le premier élément de sortie de couple 206 est apte à recevoir un premier arbre de transmission de la boîte de vitesses et le deuxième élé- ment de sortie de couple 207 est apte à recevoir un deuxième arbre de transmission de la boîte de vitesses. Les deux embrayages 201 , 202 sont de types multidisque et humides et préférentiellement normalement ouverts. Chaque embrayage 201 , 202 peut-être actionné de manière indépendante par un système d’actionnement à piston, communément appelé « DCSC » (Double Concentric Slave Cylinder en anglais). Le mécanisme à double em- brayage 200 comprend également un dispositif d’amortissement pendulaire 203 comprenant un support de pendule et au moins un corps pendulaire mo- bile par rapport au support de pendule au moyen d’organes de roulement, en particulier deux, coopérant avec au moins une piste de roulement du support et au moins une piste de roulement du corps pendulaire, le dispositif pendu- laire étant relié à l’élément d’entrée de couple 205. Figure 15 shows the torque transmission device 1 associated with a dual clutch mechanism 200. This double clutch mechanism 200 is located downstream of the torque transmission device 1 in the vehicle power train. In other words, the double clutch mechanism 200 is located between the torque transmission device 1 and the gearbox. The dual clutch mechanism 200 includes a torque input member 205 connected to the torque output hub of the torque transmission device 1. More specifically, the torque input member 205 is fitted into the inner hub. . The dual clutch mechanism 200 includes a first clutch 201 and a second clutch 202. Each clutch 201, 202 is connected to the torque input member 205. A first torque output member 206 is connected to the first clutch. 201 which couples selectively and frictionally the torque input 205 and torque output members 206. A second torque output member 207 is connected to the second clutch 202 which selectively and frictionally couples the input elements of torque 205 and torque output 207. The first torque output member 206 is adapted to receive a first transmission shaft of the gearbox and the second torque output member 207 is adapted to receive a second gear shaft. transmission of the gearbox. The two clutches 201, 202 are multi-disk types and wet and preferably normally open. Each clutch 201, 202 can be operated independently by a piston actuation system, commonly called "DCSC" (Double Concentric Slave Cylinder). The dual clutch mechanism 200 also comprises a pendulum damping device 203 comprising a pendulum support and at least one pendular body movable relative to the pendulum support by means of rolling members, in particular two cooperating with at least one running track of the support and at least one running track of the pendulum body, the hanging device being connected to the torque input element 205.
Le dispositif de transmission de couple 1 associé à un mécanisme à double embrayage 200 permet d’obtenir un ensemble ayant trois em- brayages 6, 201 , 202. L’embrayage 6 du dispositif de transmission de couple 1 est un embrayage de connexion et permet de connecter/déconnecter le moteur à combustion interne. Les deux embrayages 201 , 202 servent au dé- collage du véhicule et le passage des rapports de la boîte de vitesses. L’addition du dispositif d’amortissement pendulaire 203 en complément de l’organe de rappel élastique 5 du dispositif de transmission de couple 1 per- met une meilleure filtration des acyclismes. Dans l’architecture du véhicule, le dispositif de transmission de couple 1 est situé coté moteur à combustion interne et le mécanisme à double embrayage 200 est situé coté boîte de vi- tesses.  The torque transmission device 1 associated with a double clutch mechanism 200 makes it possible to obtain an assembly having three clutches 6, 201, 202. The clutch 6 of the torque transmission device 1 is a connection clutch and allows to connect / disconnect the internal combustion engine. The two clutches 201, 202 are used to disassemble the vehicle and shift gears of the gearbox. The addition of the pendular damping device 203 in addition to the elastic return member 5 of the torque transmission device 1 allows better filtration of the acyclisms. In the vehicle architecture, the torque transmission device 1 is located on the internal combustion engine side and the double clutch mechanism 200 is located next to the gearbox.

Claims

REVENDICATIONS
1. Dispositif de transmission de couple (1 ), notamment pour véhicule automobile, comprenant : 1. Torque transmission device (1), in particular for a motor vehicle, comprising:
- un élément d’entrée de couple (2), apte à être couplé en rotation à un vilebrequin (V) d’un moteur à combustion interne par des moyens de fixation (30),  a torque input element (2), able to be coupled in rotation to a crankshaft (V) of an internal combustion engine by fastening means (30),
- un élément de sortie de couple (3), apte à être couplé en rotation à au moins un arbre d’entrée d’une boîte de vitesses (BV) et/ou à une machine électrique tournante, l’élément d’entrée de couple (2) étant apte à pivoter par rapport l’élément de sortie de couple (3) autour d’un axe de rotation A, a torque output element (3), able to be coupled in rotation to at least one input shaft of a gearbox (BV) and / or to a rotating electrical machine, the input element of torque (2) being pivotable relative to the torque output member (3) about an axis of rotation A,
- au moins un organe de rappel élastique (5) agissant à l’encontre de la rota- tion de l’élément de sortie de couple (3) par rapport à l’élément d’entrée de couple (2), at least one resilient return member (5) acting against the rotation of the torque output member (3) with respect to the torque input member (2),
- un embrayage (6), accouplant sélectivement et par friction les éléments d’entrée de couple (2) et de sortie de couple (3),  - a clutch (6), selectively coupling and friction coupling the torque (2) and torque output (3) input elements,
- un élément intermédiaire (7) agencé entre l’organe de rappel élastique (5) et l’embrayage (6) pour transmettre le couple, et  an intermediate element (7) arranged between the elastic return member (5) and the clutch (6) for transmitting the torque, and
- un organe d’actionnement (8) de l’embrayage (6) se déplaçant selon un axe B parallèle à l’axe de rotation A,  an actuating member (8) for the clutch (6) moving along an axis B parallel to the axis of rotation A,
caractérisé en ce que l’élément de sortie de couple (3) comprend un moyeu de sortie de couple (4) fixé de manière amovible à l’élément d’entrée de couple (2) et à l’élément de sortie de couple (3) afin d’avoir accès aux moyens de fixation (30). characterized in that the torque output member (3) comprises a torque output hub (4) removably attached to the torque input member (2) and the torque output member ( 3) to have access to the fastening means (30).
2. Dispositif de transmission de couple (1 ) selon la revendication 1 caractérisé en ce qu’un roulement de maintien (31 ) est disposé entre le moyeu de sortie de couple (4) et l’élément d’entrée de couple (2) afin de reprendre les efforts radiaux et/ou axiaux transmis par l’arbre d’entrée de la boîte de vitesses (BV) et/ou la machine électrique tournante. Torque transmission device (1) according to claim 1, characterized in that a retaining bearing (31) is arranged between the torque output hub (4) and the torque input element (2). to take up the radial and / or axial forces transmitted by the input shaft of the gearbox (BV) and / or the rotating electrical machine.
3. Dispositif de transmission de couple (1 ) selon la revendication 2 caractérisé en ce que le roulement de maintien (31 ) est de type à double rangée de billes. 4. Dispositif de transmission de couple (1 ) selon l’une des revendications précédentes caractérisé en ce que le moyeu de sortie de couple (4) comprend un moyeu externe (32) et un moyeu interne (33), le moyeu externe (32) étant en contact avec l’élément de sortie de couple (3) et le roulement de maintien (31 ), le moyeu interne (33) étant apte à recevoir l’arbre d’entrée de la boîte de vitesses (BV). 3. Torque transmission device (1) according to claim 2 characterized in that the bearing bearing (31) is of the double row type of balls. 4. torque transmission device (1) according to one of the preceding claims characterized in that the torque output hub (4) comprises an outer hub (32) and an inner hub (33), the outer hub (32). ) being in contact with the torque output member (3) and the holding roller (31), the inner hub (33) being adapted to receive the input shaft of the gearbox (BV).
5. Dispositif de transmission de couple (1 ) selon la revendication 4 caractérisé en ce que l’élément de sortie de couple (3) possède au moins une rainure (51 ) dans laquelle est ménagé une excroissance (52) du moyeu externe (32). Torque transmission device (1) according to claim 4, characterized in that the torque output member (3) has at least one groove (51) in which an outgrowth (52) of the outer hub (32) is formed. ).
6. Dispositif de transmission de couple (1 ) selon la revendication 4 ou 5 caractérisé en ce que le moyeu de sortie de couple (4) comprend un moyen de rattrapage (36) du désalignement radial et/ou et/ou axial et/ou angulaire entre l’élément d’entrée de couple (2) et l’élément de sortie de couple (3). Torque transmission device (1) according to claim 4 or 5, characterized in that the torque output hub (4) comprises means (36) for compensating for radial and / or axial and / or axial misalignment and / or angularly between the torque input member (2) and the torque output member (3).
7. Dispositif de transmission de couple (1 ), notamment pour véhicule automobile, comprenant : 7. Torque transmission device (1), in particular for a motor vehicle, comprising:
- un élément d’entrée de couple (2), apte à être couplé en rotation à un vilebrequin (V) d’un moteur à combustion interne par des moyens de fixation - A torque input element (2), adapted to be coupled in rotation to a crankshaft (V) of an internal combustion engine by fixing means
(30), (30),
- un élément de sortie de couple (3), apte à être couplé en rotation à au moins un arbre d’entrée d’une boîte de vitesses (BV) et/ou à une machine électrique tournante, l’élément d’entrée de couple (2) étant apte à pivoter par rapport l’élément de sortie de couple (3) autour d’un axe de rotation A, - au moins un organe de rappel élastique (5) agissant à l’encontre de la rota- tion de l’élément de sortie de couple (3) par rapport à l’élément d’entrée de couple (2), a torque output element (3), able to be coupled in rotation to at least one input shaft of a gearbox (BV) and / or to a rotating electrical machine, the input element of torque (2) being pivotable relative to the torque output member (3) about an axis of rotation A, at least one resilient return member (5) acting against the rotation of the torque output member (3) with respect to the torque input member (2),
- un embrayage (6), accouplant sélectivement et par friction les éléments d’entrée de couple (2) et de sortie de couple (3),  - a clutch (6), selectively coupling and friction coupling the torque (2) and torque output (3) input elements,
- un élément intermédiaire (7) agencé entre l’organe de rappel élastique (5) et l’embrayage (6) pour transmettre le couple, et  an intermediate element (7) arranged between the elastic return member (5) and the clutch (6) for transmitting the torque, and
- un organe d’actionnement (8) de l’embrayage (6) se déplaçant selon un axe B parallèle à l’axe de rotation A,  an actuating member (8) for the clutch (6) moving along an axis B parallel to the axis of rotation A,
caractérisé en ce que l’élément de sortie de couple (3) comprend un moyen de rattrapage (36) du désalignement radial et/ou axial et/ou angulaire entre l’élément d’entrée de couple (2) et l’élément de sortie de couple (3). characterized in that the torque output member (3) comprises catch-up means (36) for radial and / or axial and / or angular misalignment between the torque input member (2) and the torque element. torque output (3).
8. Dispositif de transmission de couple (1 ) selon la revendication 7 caractérisé en ce qu’un roulement de maintien (31 ) est disposé entre l’élément de sortie de couple (3) et l’élément d’entrée de couple (2) afin de reprendre les efforts radiaux et/ou axiaux transmis par l’arbre d’entrée de la boîte de vitesses (BV) et/ou la machine électrique tournante. Torque transmission device (1) according to claim 7, characterized in that a retaining bearing (31) is arranged between the torque output element (3) and the torque input element (2). ) to take up the radial and / or axial forces transmitted by the input shaft of the gearbox (BV) and / or the rotating electrical machine.
9. Dispositif de transmission de couple selon la revendication 8 caractérisé en ce que le roulement de maintien (31 ) est de type à double rangée de billes. 9. torque transmission device according to claim 8 characterized in that the bearing bearing (31) is of the double row type of balls.
10. Dispositif de transmission de couple (1 ) selon l’une des revendications 7 à 9 caractérisé en ce que l’élément de sortie de couple (3) comprend un moyeu de sortie de couple (4) fixé de manière amovible à l’élément d’entrée de couple (2) et à l’élément de sortie de couple (3). Torque transmission device (1) according to one of claims 7 to 9, characterized in that the torque output element (3) comprises a torque output hub (4) removably attached to the torque input member (2) and the torque output member (3).
11. Dispositif de transmission de couple (1 ) selon l’une des revendications 7 à 10 caractérisé en ce que le moyeu de sortie de couple (5) comprend un moyeu externe (32) et un moyeu interne (33), le moyeu externe (32) étant en contact avec l’élément de sortie de couple (3), le moyeu interne (32) étant apte à recevoir l’arbre d’entrée de la boîte de vitesses (BV). 11. torque transmission device (1) according to one of claims 7 to 10 characterized in that the torque output hub (5) comprises an outer hub (32) and an inner hub (33), the outer hub (32) being in contact with the torque output member (3), the inner hub (32) being adapted to receive the input shaft of the gearbox (BV).
12. Dispositif de transmission de couple (1 ) selon la revendication 11 , caractérisé en ce que le moyen de rattrapage (36) du désalignement radial et/ou axial et/ou angulaire comprend une bague de rattrapage (44) située entre le moyeu externe (32) et le moyeu interne (33). 12. Torque transmission device (1) according to claim 11, characterized in that the catching means (36) of the radial and / or axial misalignment and / or angular comprises a catch ring (44) located between the outer hub. (32) and the inner hub (33).
13. Dispositif de transmission de couple (1 ) selon la revendication 12, caractérisé en ce que la bague de rattrapage (44) possède trois faces dont une face bombée (45a), une face plane (45b) et une face cylindrique (45c), la face bombée (45a) permettant de compenser le désalignement angulaire, la face plane (45b) et la face cylindrique (45c) permettant de compenser le désalignement radial et/ou axial. 13. torque transmission device (1) according to claim 12, characterized in that the catching ring (44) has three faces, a convex face (45a), a flat face (45b) and a cylindrical face (45c). , the convex face (45a) for compensating the angular misalignment, the flat face (45b) and the cylindrical face (45c) for compensating for radial and / or axial misalignment.
14. Dispositif de transmission de couple (1 ) selon la revendication précédente caractérisé en ce que la face bombée (45a) de la bague de rattrapage (44) est en contact avec le moyeu externe (32), la face plane (45b) est en contact avec le moyeu interne (33) et la face cylindrique (45c) comporte un jeu (J’) avec le moyeu interne (33). 14. torque transmission device (1) according to the preceding claim characterized in that the convex face (45a) of the catch ring (44) is in contact with the outer hub (32), the flat face (45b) is in contact with the inner hub (33) and the cylindrical face (45c) has a clearance (J ') with the inner hub (33).
15. Dispositif de transmission de couple (1 ) selon l’une des revendications 11 à 14 caractérisé en ce que le moyeu interne (33) est maintenu en contact avec la face plane (45b) de la bague de rattrapage (44) par l’intermédiaire d’un élément élastique (46). 15. torque transmission device (1) according to one of claims 11 to 14 characterized in that the inner hub (33) is maintained in contact with the flat face (45b) of the catch ring (44) by the intermediate of an elastic member (46).
16. Dispositif de transmission de couple (1 ) selon l’une des revendications 11 à 15 caractérisé en ce que le moyeu externe (32) et le moyeu interne (33) sont assemblés avec un jeu radial (J). 16. torque transmission device (1) according to one of claims 11 to 15 characterized in that the outer hub (32) and the inner hub (33) are assembled with a radial clearance (J).
17. Dispositif de transmission de couple (1 ) selon la revendication 16 caractérisé en ce que le jeu radial (J) est compris entre 0.1 et 1 mm. 17. Torque transmission device (1) according to claim 16 characterized in that the radial clearance (J) is between 0.1 and 1 mm.
18. Module de transmission hybride (100) pour véhicule automobile, caracté- risé en ce que le module de transmission hybride (100) comprend un disposi- tif de transmission de couple (1 ) selon l’une des revendications 1 à 6 ou 7 à 17, l’élément de sortie de couple (3) étant apte à être relié à la machine élec- trique tournante de sorte que l’axe de rotation de la machine électrique tour- nante soit décalé de l’axe de rotation A du dispositif de transmission de couple (1 ). Hybrid transmission module (100) for a motor vehicle, characterized in that the hybrid transmission module (100) comprises a torque transmitting device (1) according to one of claims 1 to 6 or 7. to 17, the torque output member (3) being adapted to be connected to the rotating electrical machine so that the rotational axis of the rotating electric machine is offset from the rotational axis A of the torque transmission device (1).
19. Module de transmission hybride (100) pour véhicule automobile, caracté- risé en ce que le module de transmission hybride (100) comprend un disposi- tif de transmission de couple (1 ) selon l’une des revendications 1 à 6 ou 7 à 17, l’élément de sortie de couple (3) étant relié à la machine électrique tour- nante de sorte que l’axe de rotation de la machine électrique tournante soit concentrique à l’axe de rotation A du dispositif de transmission de couple (1 ). 19. Hybrid transmission module (100) for a motor vehicle, characterized in that the hybrid transmission module (100) comprises a torque transmitting device (1) according to one of claims 1 to 6 or 7. to 17, the torque output member (3) being connected to the rotating electrical machine so that the rotational axis of the rotating electrical machine is concentric with the rotation axis A of the torque transmission device (1).
20. Module de transmission hybride (100) selon la revendication 18 ou 19, caractérisé en ce que le module de transmission hybride (100) com- prend une arrivée de couple électrique (101 ) apte à être couplée à la ma- chine électrique tournante, l’arrivée de couple électrique (101 ) est reliée à l’élément de sortie de couple (3) du dispositif de transmission de couple (1 ) par un premier moyen de liaison (102). Hybrid transmission module (100) according to claim 18 or 19, characterized in that the hybrid transmission module (100) comprises an electric torque input (101) adapted to be coupled to the rotating electrical machine. the electric torque input (101) is connected to the torque output member (3) of the torque transmission device (1) by a first connecting means (102).
21. Module de transmission hybride (100) selon la revendication précédente, caractérisé en ce que le module de transmission hybride (100) comprend un moyen de connexion (103) apte à être couplé à un compresseur de climati- sation, le moyen de connexion (103) étant en prise avec l’arrivée de couple électrique (101 ) par l’intermédiaire d’un deuxième moyen de liaison (104). 21. Hybrid transmission module (100) according to the preceding claim, characterized in that the hybrid transmission module (100) comprises a connection means (103) adapted to be coupled to an air conditioning compressor, the connection means (103) being engaged with the arrival of electric torque (101) via a second connecting means (104).
PCT/FR2018/052793 2017-11-22 2018-11-09 Transmission device for a hybrid vehicle WO2019102099A2 (en)

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FR1761050 2017-11-22
FR1761055 2017-11-22
FR1761050A FR3073787A1 (en) 2017-11-22 2017-11-22 TRANSMISSION DEVICE FOR A HYBRID VEHICLE
FR1761055A FR3073914A1 (en) 2017-11-22 2017-11-22 TRANSMISSION DEVICE FOR A HYBRID VEHICLE

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FR3086712A1 (en) * 2018-10-01 2020-04-03 Valeo Embrayages TRANSMISSION DEVICE FOR HYBRID VEHICLE
EP3771584A1 (en) * 2019-08-02 2021-02-03 Valeo Embrayages Torque transmission device

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FR3015380A1 (en) 2013-12-19 2015-06-26 Valeo Embrayages TRANSMISSION ASSEMBLY FOR A HYBRID VEHICLE EQUIPPED WITH A PENDULAR SHOCK ABSORBER

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DE102016220576A1 (en) * 2015-10-22 2017-04-27 Schaeffler Technologies AG & Co. KG Torsional vibration damper and hybrid powertrain
FR3058098B1 (en) * 2016-10-27 2024-01-19 Valeo Embrayages TRANSMISSION DEVICE FOR HYBRID VEHICLE

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FR3015380A1 (en) 2013-12-19 2015-06-26 Valeo Embrayages TRANSMISSION ASSEMBLY FOR A HYBRID VEHICLE EQUIPPED WITH A PENDULAR SHOCK ABSORBER

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3086712A1 (en) * 2018-10-01 2020-04-03 Valeo Embrayages TRANSMISSION DEVICE FOR HYBRID VEHICLE
WO2020070027A1 (en) * 2018-10-01 2020-04-09 Valeo Embrayages Transmission device for a hybrid vehicle
EP3771584A1 (en) * 2019-08-02 2021-02-03 Valeo Embrayages Torque transmission device
FR3099427A1 (en) * 2019-08-02 2021-02-05 Valeo Embrayages Torque transmission device

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