WO2019233512A1 - Procédé de montage d'un ensemble transmission et chaîne cinématique - Google Patents

Procédé de montage d'un ensemble transmission et chaîne cinématique Download PDF

Info

Publication number
WO2019233512A1
WO2019233512A1 PCT/DE2019/100425 DE2019100425W WO2019233512A1 WO 2019233512 A1 WO2019233512 A1 WO 2019233512A1 DE 2019100425 W DE2019100425 W DE 2019100425W WO 2019233512 A1 WO2019233512 A1 WO 2019233512A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
coupling
component
module
unit
Prior art date
Application number
PCT/DE2019/100425
Other languages
German (de)
English (en)
Inventor
Ivo Agner
Aurelie Keller
Thomas Hurle
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to DE112019002817.0T priority Critical patent/DE112019002817A5/de
Publication of WO2019233512A1 publication Critical patent/WO2019233512A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/02—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for main transmission clutches
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • 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
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • B60K2023/0816—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch for varying front-rear torque distribution with a central differential
    • B60K2023/0833—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch for varying front-rear torque distribution with a central differential for adding torque to the rear wheels
    • 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 invention relates to methods for mounting a transmission unit for a hybrid vehicle, such as a hybrid-powered passenger car, truck, bus or a hybrid-powered other commercial vehicle.
  • a transmission unit for a hybrid vehicle such as a hybrid-powered passenger car, truck, bus or a hybrid-powered other commercial vehicle.
  • the invention also relates to a drive train for a hybrid vehicle with the transmission unit.
  • a method for assembling a transmission unit for a hybrid vehicle wherein a Lagerflanheitheit fixed gearbox fixed and a first module is provided, the first module Lagerflansaku and at least a bearing mounted on the Lagerflanheitheit part of a first coupling component of a separating clutch, and / or for implementing a second module a central input shaft is mounted via a support bearing on a radially inwardly projecting wall of a main housing component and a for actuation of the separating clutch provided
  • Axialkraftaktor is mounted on the Hauptgetudebe-- part and also a second coupling component of the separating clutch is rotatably mounted on the input shaft and / or the provided second module is integrally connected to the first module, so that the Hauptgeophu- sese part is connected to the Lagerflanheitheit, the separating clutch with its two inter-coup
  • the method is implemented as follows: Method for assembling a transmission unit for a hybrid vehicle, wherein in a step a) a bearing flange unit is fixed gearbox-fixed, in a step b) a first module is provided, which first Module has the Lagerflanschö and at least one, mounted on the Lagerflanheitheit part of a first clutch component of a clutch, in a step c) a central input shaft is mounted via a support bearing on a radially inwardly projecting wall of a main housing component, in a step d ) a (first) Axialkraftaktor provided for actuating the separating clutch in the Hauptgeoph is constituent component, in a step e) a second coupling component of the separating clutch on the input shaft is rotatably mounted and in a step f) by the steps c) to e) provided second mod ul is integrally connected to the first module, so that the main housing component is connected to the Lagerflanschschö,
  • step e) in addition a first coupling component of the further coupling is non-rotatably connected to the input shaft. This makes assembly even more efficient.
  • step e) a secondary housing component connected to a part of a second coupling component of the further coupling is fastened to the main housing component, with the further coupling being completely assembled with its two coupling components which can be coupled together and the second one Axial force actuator is brought into operative connection with the other coupling.
  • the individual method steps a) to e) are carried out in chronological succession according to their alphabetical sequence.
  • the assembly work is further reduced if (preferably in step a)) an electric machine is mounted to transmit torque.
  • a rotor of the electric machine is connected via a gear stage to a carrier of the first coupling component.
  • a carrier of the first coupling component is adjusted in its axial play by means of a shim and / or by means of a deliberately predetermined preload, this can be integrated particularly easily in the respective module.
  • a second axial force actuator provided for actuation of a further clutch is mounted in the main housing component.
  • the invention further relates to a drive train for a hybrid vehicle, comprising a gear unit mounted / manufactured by the method according to the invention in accordance with one of the embodiments described above and a differential gear rotatably coupled to the second clutch component of the further clutch. This provides a particularly powerful powertrain.
  • a hybrid transmission (transmission unit) which has an (automatic) transmission and an electric machine which is axially offset therefrom and is arranged at an output of the transmission ,
  • the electric machine may be coupled / decoupled to / from a powertrain using a disconnect clutch.
  • a further (second) clutch can be provided which is designed for coupling / decoupling a drive shaft (output shaft) connected to a differential gear.
  • the electric machine and the at least one clutch or the two clutches together form a module.
  • the assembled system has several subassemblies (modules) to allow adjustment of the subassemblies.
  • FIG. 1 shows a longitudinal sectional view of a drive train unit according to the invention, integrated in a gear unit, according to a first exemplary embodiment, wherein the drive train unit has two different clutches and, for the sake of clarity, the illustration of an electric machine is omitted;
  • FIG. 2 shows a longitudinal section of a drive train unit according to the invention designed for a front drive of a motor vehicle according to a second exemplary embodiment, wherein the drive train unit is provided with only a single separating clutch
  • Fig. 3 is a detailed longitudinal sectional view of the drive train unit of FIG.
  • Fig. 4 is a schematic representation of a peripheral region of the other
  • FIG. 3 in which region a leaf spring unit can be seen, which has a certain angle of attack in the closed state of the further coupling, FIG.
  • Fig. 5 is a diagram illustrating a relationship between a
  • Fig. 6 is a schematic view of one used in a motor vehicle
  • FIG. 7 shows a schematic representation of a control system which can be used to actuate the separating clutch
  • FIG. 8 is a schematic representation of a control system which can be used to control the two clutches of the drive train unit according to FIG. 1,
  • FIG. 9 is a perspective longitudinal sectional view of a drive train unit according to the invention according to a further third embodiment in a standing state, wherein the drive train unit is set to run wet and has a coolant conveying device,
  • FIG. 10 is a perspective longitudinal sectional view of the drive train unit of FIG. 9, wherein the input shaft is now moved at a certain speed, so that there is already a certain amount of coolant in the rotating portion of the drive train unit,
  • Fig. 11 is a perspective longitudinal sectional view of the drive train unit of Fig. 9, wherein now a plate for diverting the hydraulic fluid easily is open, so that compared to FIG. 10 increased proportion of coolant is constructed in the rotating part of the drive train unit,
  • FIG. 12 is a perspective longitudinal sectional view of the drive train unit according to FIG. 9 with a completely opened flap, so that in comparison to FIG.
  • Fig. 13 is a perspective view of a longitudinally cut, in the
  • Coolant delivery device of FIGS. 9 to 12 used jet pump, wherein the hydraulic medium has a minimum level
  • FIG. 14 shows a perspective view of the region of the jet pump of FIG. 13 cut in the longitudinal direction, with a maximum water level for conveying the hydraulic medium now being reached,
  • FIG. 16 is a longitudinal sectional view of the drive train unit according to FIG. 15, wherein now a hydraulic medium flow taking place during operation of the further clutch is shown, as well as FIG.
  • FIG. 17 shows a schematic view for illustrating a mounting method of the drive train unit according to FIG. 1.
  • FIG. 1 illustrates a drive-train unit 30 constructed according to a first exemplary embodiment according to the invention.
  • the drive train unit 30 is already operatively connected to a transmission 23, which is merely indicated in FIG. 1 with respect to its position and is further illustrated in FIG.
  • the drive train unit 30 forms a transmission unit 1 with this transmission 23.
  • the transmission 23 is implemented as an automatic transmission.
  • An output 22 (in the form of a transmission output shaft) of the transmission 23 is non-rotatably connected to an input shaft 7 of the drive train unit 30.
  • the output 22 is rotatably connected via a toothing with the input shaft 7.
  • the gear unit 1 is preferably used in a drive train 31 of a hybrid four-wheel motor vehicle, as can be seen in FIG.
  • the transmission 23 is operatively connected to an internal combustion engine 33 on the input side in a typical manner.
  • the drive train unit 30 is inserted between the transmission 23 and a cardan shaft 25, which is further connected to a differential gear 32 on a flinter axle of the motor vehicle.
  • the propeller shaft 25 is rotatably connected to an output shaft 26 of the drive train unit 30.
  • the drive train unit 30 has a coupling device 49 with two clutches 6, 18 and an electric machine 14, which in principle is indicated with regard to its position.
  • the drive train unit 30 has a housing 27, which essentially forms two housing areas 28a, 28b, which are separated from one another by a housing wall 9 / intermediate wall.
  • a first housing portion 28a of the housing 27 is radially outside the centrally arranged input shaft 7, whose axis of rotation / longitudinal axis is provided with the reference numeral 34, a first clutch 6, which is hereinafter referred to as the disconnect clutch 6 housed.
  • the separating clutch 6 is realized as a friction disk clutch.
  • the input shaft 7 is supported on a radial inner side of the housing wall 9 via a support bearing 8 designed here as a double-ball bearing / double-row deep groove ball bearing.
  • the separating clutch 6 is rotationally coupled with its first coupling component 5 with a rotor 15 of the electric machine 14.
  • the first coupling component 5 has a plurality of first friction plates 29, which are typically for training as Reiblamellenkupplung optionally with a plurality of second Friction blades 35 of a second coupling component 12 of the separating clutch 6 are rotatably connected (closed position) or decoupled from these rotationally (open position).
  • the first and second friction plates 29, 35 are arranged alternately to one another in the axial direction.
  • the separating clutch 6 is moved back and forth between its closed position and its opened position by a first actuating unit 42a.
  • Each of the friction plates 29, 35 is to be understood as meaning a unit which has a friction lining on one carrier element either on one side or on both sides.
  • the first actuating unit 42a is, as explained in more detail below, equipped with a (first) Axialkraftaktor 11a, which acts to adjust a first actuating bearing 56a.
  • the first actuating bearing 56a in turn serves for displacement of the first and second friction plates 29, 35.
  • the first Axialkraftaktor 11 a, as well as the below-described second Axialkraftaktor 11 b are respectively implemented in a known manner.
  • the respective axial force actuator 11 a, 11 b which is preferably implemented as a lever actuator, always has an electric motor 58 which, for example, interacts with a ramp member via a spindle drive.
  • the ramp member is axially adjustable by means of a pivot point which can be moved along its radial ramp contour and which is adjustable by the spindle drive. Due to the axial coupling of the ramp member with the actuating bearing 56a, 56b, the respective actuating bearing 56a, 56b shifts and the corresponding clutch is actuated.
  • the respective axial force actuator is alternatively implemented as a hinge actuator.
  • the first axial force actuator is implemented as a first hinge actuator and / or the second axial force actuator is implemented as a second hinge actuator.
  • the first coupling component 5 further has a (first) carrier 4 which is relative to the housing 27, namely to a connected to the housing 27 as well as the housing 27 with forming Lagerflanheitheit 2, hereinafter simply referred to as bearing flange 2, is rotatably mounted.
  • the first carrier 4 has on its radially inner side a bearing pedestal 36 which is supported on the bearing flange 2 via a plurality of roller bearings 37a, 37b, 37c in the axial direction and in the radial direction. From this bearing pedestal 36, the first carrier 4 extends in a substantially disc-shaped manner radially outwardly in relation to the axis of rotation 34. On a radial outer side, the first carrier 4 forms a toothing 46 (outer toothing), which serves for the rotationally fixed coupling with the rotor 15, as described in more detail below.
  • a (first) receiving region 38 projecting in the axial direction is provided on the first carrier 4, which first receiving region 38 serves directly for the rotationally fixed reception of the first friction plates 29.
  • the receiving region 38 is likewise a component of the first coupling component 5.
  • the first friction plates 29 are accommodated on the first receiving region 38 so as to be displaceable relative to one another in the axial direction.
  • the first friction plates 29 are arranged towards a radially inner side of the first receiving region 38, so that the first carrier 4 forms an outer disk carrier of the separating clutch 6.
  • the first carrier 4 extends such that the first friction plates 29 are arranged in a radial direction outside the bearing pedestal 36 and radially inside the toothing 46.
  • the second coupling component 12 is permanently coupled to the input shaft 7 in a manner fixed against rotation.
  • the second coupling component 12 has a (second) carrier 39.
  • the second carrier 39 is non-rotatably connected via a serration 40 with the input shaft 7.
  • the second carrier 39 has a first sleeve region 41 which extends in the axial direction, to the radial outer side of which the second friction plates 35 are arranged in a rotationally fixed manner and are displaceable relative to one another in the axial direction.
  • the second carrier 39 thus forms an inner disk carrier of the separating clutch 6.
  • a rotor shaft 43 (FIG. 6) of the rotor 15 is offset radially, in this case substantially parallel to the axis of rotation 34.
  • a gear stage 10 is provided for coupling the rotor 15 with the first carrier 4.
  • a dashed line in Fig. 1 illustrated gear 45 is permanently with the toothing 46 in Zahnein- handle.
  • the gear 45 is connected directly to the rotor shaft 43 (FIG. 6) in a rotationally fixed manner and thus arranged coaxially with the rotor 15. If the separating clutch 6 is in an open position, it is possible to let the electric machine 14 / the rotor 15 stand still. In a closed position of the separating clutch 6, operation of the electric machine 14 is possible in a typical manner.
  • a coupling of the rotor 15 via an endless traction means, such as belt or chain, is provided with the toothing 46, which is then adapted to the endless traction means.
  • a disk-shaped main body 53 of the bearing flange 2 is further connected to a main housing component 10 of the housing 27 which forms the housing wall 9.
  • the support element 54 is fastened to the base body 53 (in the region of its crown) by a plurality of fastening means 48, in this case screws, distributed in the circumferential direction.
  • a plurality of fastening means 48 for easier attachment of the fastening means 48 axial through holes 47 are introduced in the first carrier 4 at the radial height of the fastening means 48.
  • Each of these through-holes 47 is aligned axially aligned with a fastening means 48 in a starting position / assembly position.
  • the support element 54 is preferably made of a formed steel material.
  • the support element 54 has a bearing area 55 forming a crank.
  • the bearing area 55 represents an axial projection on which the first carrier 4 is supported radially from the outside.
  • the first carrier 4 is mounted on the bearing area 55 via a first roller bearing 37a serving as a radial bearing.
  • a second rolling bearing 37b is arranged between the supporting element 54 and the first carrier 4, forming a thrust bearing.
  • a third roller bearing 37 c which also forms a thrust bearing, is arranged on a side of the first carrier 4 which is axially remote from the main body 53.
  • This third roller bearing 37c is arranged in the axial direction between the first carrier 4 and a compensating disc 17 in the form of a shim disk accommodated axially fixedly on the support element 54.
  • the shim 17 is fixed by means of a retaining ring 44 directly to the storage area 55.
  • the input shaft 7 is mounted radially from the inside on the bearing area 55 via a fourth roller bearing 37d relative to the housing 27.
  • a fourth roller bearing 37d relative to the housing 27.
  • first to fourth roller bearings 37a to 37d it should be noted that although these are realized in this embodiment as a needle bearing, in further preferred embodiments but also in other ways, for example. As a ball bearing, can be performed.
  • the housing wall 9 divides the housing 27 into the first housing area 28a and into the second housing area 28b.
  • the second housing portion 28b is bounded by a bell-forming sub-housing component 21 fixed to the main housing component 10.
  • a further second clutch 18 is arranged in the second housing portion 28b.
  • the second clutch 18, which is simply referred to below as a clutch, is likewise realized as a friction clutch, namely friction disk clutch.
  • this clutch 18 is implemented as a self-energizing clutch 18.
  • a first clutch constituent 19 of the clutch 18 is connected in a rotationally fixed manner to the input shaft 7.
  • a second clutch component 20 of the clutch 18 is rotatably connected to the output shaft 26, which output shaft 26, as already described, further connected to the propeller shaft 25.
  • the first coupling component 19 of the coupling 18 has a first carrier 50a (the coupling 18) and a plurality of axially displaceable relative to each other, rotating on the first carrier 50a recorded first friction plates 51 a (the clutch 18).
  • the first friction plates 51 a alternate with second friction plates 51 b of the second coupling component 20 of the coupling 18 in the axial direction.
  • the second friction plates 51b are in turn rotatable and in the axial direction relative to each other slidably on a second carrier 50b (the coupling 18) arranged.
  • the second carrier 50b is directly connected to the output shaft 26 (here via a weld).
  • a second actuating unit 42b is provided in the second housing portion 28b.
  • the second actuating unit 42b is, as explained in more detail below, equipped with a (second) Axialkraftaktor 1 1 b, which acts as an adjusting bearing on a second actuating bearing 56b.
  • the second actuating bearing 56b in turn serves to displace the first and second friction plates 51a, 51b.
  • a first step a the bearing flange 2 is fixed to the transmission housing, namely screwed to this transmission housing 79. Also, in this first step a), the electric machine 14 is mounted gearbox fixed.
  • a first module 3 is provided.
  • the bearing flange 2 forms the common first module 3 together with the first carrier 4 of the separating clutch 6 mounted thereon.
  • the first carrier 4 is mounted together with the first to third roller bearings 37a, 37b, 37c on the support member 54 fixed to the main body 53.
  • the rotor 15 of the electric machine 14 is connected via the gear stage 16 to the first carrier 4 of the separating clutch 6.
  • the gear stage 16, that is to say the gear 45 together with its mounting, and the electric machine 14 are already pre-assembled in step a).
  • the first carrier 4 of the separating clutch 6 is adjusted in its axial play by means of the shim 17. It should be noted that according to In a particularly preferred further embodiment, first the first module 3 is separately mounted (in accordance with step b)) and then attached (according to step a)) to the transmission housing 79 by fastening the bearing flange 2.
  • a third step c the central input shaft 7 is mounted on the support bearing 8 on the radially inwardly projecting housing wall 9.
  • the support bearing 8 is thus biased between the main housing component 10 and the input shaft 7.
  • the support bearing 8 is thus firmly fixed between the housing 27 and the input shaft 7.
  • the main housing component 10 is still detached / dismantled from the bearing flange 2 and the remaining components of the housing 27.
  • the input shaft 7 is still arranged separately from the separating clutch 6.
  • a first axial force actuator 11 a of the first actuating unit 42 a provided for actuating the separating clutch 6 is mounted in the main housing component 10, namely in the first housing region 28 a.
  • a second axial force actuator 11b which is provided for actuating the second clutch 18, is also preferably mounted in the main housing component 10, namely in the second housing region 28b. This produces an assembly in which the second axial force actuator 11b is mounted on an axial side of the housing wall 9 facing away from the first axial force actuator 11a.
  • the second coupling component 12 of the separating clutch 6 is mounted on the input shaft 7 in a rotationally fixed manner. This creates a second module 13.
  • first coupling component 19 of the second clutch 18 is non-rotatably connected to the input shaft 7. This is preferably also done in step e). Furthermore, a first bulkhead element 68, which is described in more detail below with regard to its function, is mounted in the first housing region 28a.
  • a third module 85 For implementing a third module 85, the secondary housing part 21 connected to a part of the second coupling component 20 of the second coupling 18 is also provided.
  • the third module 85 is finally fastened to the main housing component 10, wherein the second coupling 18 with their two together coupling the clutch components 19, 20 is fully assembled and the second axial force actuator 11 b is brought into operative connection with this second clutch 18.
  • the output shaft 26 With the second coupling component 20 of the second clutch 18, the output shaft 26 is already connected in rotation in this step.
  • a second bulkhead element 70 which is described in detail below with regard to its function, is preferably mounted in the second housing region 28b.
  • a second module 13 provided by steps c) to e) is connected in its entirety to the first module 3 so that the main housing component 10 is connected to the bearing flange 2, the separating coupling 6 with its two coupled coupling components 5, 12 is fully assembled and the first axial force actuator 11 a is brought into operative connection with the separating clutch 6.
  • the drive train unit 30 is mounted on the gear housing 79.
  • the individual method steps a) to f) are preferably carried out in chronological order according to their alphabetical sequence.
  • the third module 85 is then preferably attached to the second module 13.
  • the various modules 3, 13, 85 are independently mountable in any order. It is also possible to provide only two of the three modules 3, 15, 85 and to connect them to one another.
  • the self-reinforcing structure of the second clutch 18 described in detail below is further described.
  • the Fign. 7 and 8 are also illustrated in principle implementable control systems 52, which are designed for driving the drive train unit 30.
  • the control system 52 is shown only on the part of a cooperating with the separating clutch 6 area.
  • the entire control system 52 is also shown with an area which controls the second clutch 18 and the differential gear 32 designed as a rear axle.
  • a further second exemplary embodiment of the drive strange unit 30 is illustrated, this corresponding in structure and function to the first exemplary embodiment.
  • the drive train unit 30 of this second embodiment is realized with respect to the first housing portion 28a and the components received by this first housing portion 28a like the first embodiment.
  • the further optional second clutch 18 is dispensed with in order to provide a hybrid transmission unit 1 preferably purely for a front drive.
  • the drive train unit 30 therefore has in this embodiment only the function of coupling and uncoupling the electric machine 14 of front wheels of the motor vehicle.
  • the assembly takes place in accordance with the method described above, with the sub-steps relating to the second coupling 18 being omitted.
  • both the first clutch 6 and the second clutch 18 have an associated actuating unit 42a, 42b.
  • the first operating unit 42a acting on the first clutch 6 is accommodated together with the first clutch 6 in the first housing area 28a.
  • the first actuating unit 42a and the first clutch 6 are arranged on a first axial side of the central housing wall 9.
  • the second clutch 18 and the second actuating unit 42b acting on it are arranged.
  • the two actuating units 42a, 42b are in principle arranged mirror-invertedly relative to the housing wall 9, but are of essentially identical construction and function in the same way. The function of the two actuating units 42a, 42b is thus described below by way of example with reference to the first actuating unit 42a, this function also being true for the second actuating unit 42b.
  • the first actuating unit 42a has the first Axialkraftaktor 11 a partially shown in Fig. 1, preferably designed as a Fleebelaktor. As already mentioned, the first Axialkraftaktor 11 a according to the release system of DE 10 2004 009 832 A1 built up. Furthermore, it can be seen that the first actuation bearing 56a, which is realized here as a ball bearing, continues to act on a first actuation force introduction mechanism 57a, which is further accommodated on the first support 4 of the first clutch 6 and displacing the friction plates 29 , 35 acts. In this way, the entirety of friction plates 29, 35 can be acted upon in the axial direction with an actuating force / axial force and bring the first clutch 6 into its closed position.
  • the first actuating force introduction mechanism 57a is received directly on the first support 4, which is further connected directly to the input shaft 7, such that the actuation force is introduced directly into the input shaft 7 via the first support 4 and from there via the central support bearing 8 is further passed to the housing wall 9 / is supported relative to this.
  • the first Betschistskrafteinleitmechanismus 57 a has a lever member 60, which is designated by the reference numeral 33.
  • the lever element 60 is, for example, realized as a plate spring.
  • the lever member 60 is pivotally received on a pivot bearing 61 which is fixedly connected to the first carrier 4.
  • Radially inside the pivot bearing 61 the lever element 60 acts on an actuator 62 forming a pressure pot, which, in turn, acts directly on the entirety of the friction plates 29, 35 in a displaceable manner.
  • the first actuating force introduction mechanism 57a can also be implemented only with the actuator 62, and consequently the first actuating bearing 56a acts directly on the actuator 62 in an adjusting manner.
  • a counter-support portion 64 On a side facing away from the actuator 62 of the entirety of friction plates 29, 35, a counter-support portion 64 is arranged, which Jacobstweil Scheme 64 is also directly connected to the first carrier 4, to achieve a closed force curve in the first carrier 4 and the actuating force as completely as possible via the first carrier 4 in the input shaft 7 initiate.
  • the second actuating unit 42b is constructed and functioning in accordance with the first actuating unit 42a. Accordingly, the second actuation unit 42b again serves to apply force to the entirety of friction disks 51 a, 51 b of the second clutch 18 by means of a second Betschistskrafteinleitmecha- mechanism 57 b.
  • a first carrier part 75 of the first carrier 50a of the second clutch 18 receiving the second actuating force introduction mechanism 57b has a second carrier part 76 mounted directly on the input shaft 7 via a plurality of leaf spring units 65 consisting of a plurality of leaf springs 78 is coupled.
  • the mating support portion 64 of the second clutch 18 is directly coupled to the second support member 76.
  • FIGS. 9 to 16 Another aspect of the invention is shown in FIGS. 9 to 16 illustrated.
  • FIGS. 9 to 16 With the Fign. 9 to 16, two further embodiments of the drive train unit 30 are illustrated, which embodiments, however, in principle according to the first and second embodiments are constructed and work. For the sake of brevity, therefore, only the differences of these exemplary embodiments will be explained below.
  • the drive train unit 30 according to FIGS. 9 to 14 is constructed substantially in accordance with the second embodiment of FIG.
  • the drive train unit 30 of the third embodiment now additionally has a coolant delivery device 66, which is illustrated in its basic structure.
  • the coolant delivery device 66 is in the fourth embodiment of FIGS. 15 and 16 for each of the two clutches 6, 18 once provided, wherein the coolant conveyors 66 are similar in function.
  • the function and structure of the coolant delivery devices 66 of FIGS. 15 and 16 is thus below by way of example on the coolant delivery device 66 of FIGS. 9 to 14 explained.
  • the coolant conveyor 66 has a in the Fign. 9 to 14 easily recognizable jet pump 73, which is arranged in a hydraulic medium sump, which is located in the installed position in a lower half of the housing 27 to a part.
  • the coolant conveying device 66 is designed overall in such a way that it generates or supports a first coolant circuit 67a by means of the jet pump 73 when the input shaft 7 is rotating in the first housing region 28a.
  • the first housing region 28a accommodating the separating clutch 6 and the first actuating unit 42a is in FIG Operation acted upon by the first coolant circuit 67a.
  • a first bulkhead element 68 projects into the first housing region 28a in such a way that it divides it into two subspaces 69a, 69b.
  • first partition element 68 which is realized as a bulkhead plate, a flow is generated by the hydraulic medium accommodated in a second partial space 69b accommodating the first actuating unit 42a.
  • the first coolant circuit 67a is thus directed towards a first subspace 69a, which receives the separating clutch 6.
  • a valve element 74 is additionally arranged in the coolant conveying device 66, which allows a flow regulation of the coolant in the first coolant circuit 67a when the input shaft 7 rotates.
  • the coolant delivery devices 66 of FIGS. 15 and 16 are designed in such a way that they produce a coolant circuit 67a, 67b with rotating input shaft 7 and thus rotating couplings 6, 18 both in the first housing region 28a and in the second housing region 28b.
  • the jet pump 73 / the jet pumps 73 is / are at least partially integrated with the housing wall 9.
  • the respective coolant delivery device 66 has a schematically illustrated discharge element 86a, 86b.
  • the discharge element 86a, 86b is designed such that it allows a deflection of the coolant flowing in the circumferential direction into a channel in the direction radially inward.
  • the discharge element 86a has, for example, a blade contour.
  • the channel is, for example, realized by a bore and initially extends axially to the housing wall 9 and from there in the radial direction to the input shaft 7 inwards.
  • a first discharge element 86a is accommodated in the first subspace 69a.
  • the second housing portion 28b is divided.
  • a second bulkhead element 70 also designed as a partition plate
  • a fluid flow from a second subspace 71b accommodating the second actuation unit 11b is thereby likewise introduced into one first subspace 71a allows.
  • the second coolant circuit 67 b is formed, which flows around the friction disks 51 a, 51 b of the second clutch 18 in the radial direction and thus cools during operation.
  • Each coupling 6, 18 is a valve element
  • a second discharge element 86b is accommodated in the first subspace 71a.
  • the second clutch 18 realized as a friction clutch, which in other embodiments is also to be regarded as a unit detached from the first clutch 6 and the electric machine 14, is implemented as a self-energizing clutch.
  • This second clutch 18 has the first clutch component 19 equipped with the two-part (first) carrier 50a.
  • the first carrier part 75 of this first carrier 50a is that component which directly the plurality of first friction plates 51 a rotatably and axially relative to each other slidably receives.
  • the first carrier part 75 typically has a sleeve-shaped (second) receiving region 83, to the radial outer side of which the first friction plates 51 a are attached.
  • the 75 also has a pressure plate 63, which can be displaced in the axial direction, and which acts on the end side to adjust the entirety of friction plates 51 a, 51 b of the second clutch 18.
  • the pressure plate 63 is formed by a plate element accommodated separately on the second receiving region 83, but in other embodiments it can, in principle, also be designed as one of the friction plates 51 a, 51 b.
  • the second carrier part 76 is connected to the first carrier part 75, which second carrier part 76 is that part of the first carrier 50a which is plugged directly onto the input shaft 7 (by means of serration).
  • the second carrier part 76 forms a counter support region 64 on an axial side of the entirety of friction plates 51 a, 51 b facing away from the pressure plate 63.
  • the counter-support portion 64 serves for the direct support of the friction plates 51 a, 51 b in a closed position of the second clutch 18 compressive axial force / actuating force.
  • the actuating force is introduced in the closed position in a typical manner via the second Betreli whyskrafteinleitmechanismus 57b on the entirety of the friction plates 51 a, 51 b (via the pressure plate 63).
  • the second Betschistskrafteinleitmechanismus 57 b is fixed to the second support member 76.
  • a plurality of circumferentially distributed studs 80 are used to fix one formed from a separate sheet storage portion 81 of the second Betreliistskrafteinleitmechanismus 57b fixed to the second support member 76 and execute as part of this second support member 76.
  • the lever member 60 is pivotally mounted.
  • the lever element 60 is realized, for example, as a plate spring.
  • a second actuating bearing 56b acts on the lever element 60, and the second axial force actuator 11b of the second actuating unit 42b, which is likewise preferably a lever actuator, acts on this second actuating bearing 56b.
  • each leaf spring unit 65 has a plurality, here exemplarily five leaf springs 78, which are arranged to form a leaf spring package. Accordingly, the leaf springs 78 are formed substantially equal within a leaf spring unit 65 and lie flat on each other.
  • Each leaf spring 78 of the leaf spring unit 65 is provided with a pitch angle a.
  • the angle of attack a is selected so that in the closed position of the second clutch 18, a torque transmitted through the clutch 18 in a drive rotational direction (tension) increases the axial force / actuating force of the second clutch 18 in a self-reinforcing manner. Accordingly, the force F z is additionally applied, to increase the existing axial operating force F. In one of these drive rotational direction opposite direction of rotation (thrust), however, the axial force is lowered by a corresponding amount. As can also be seen in connection with FIG. 5, in principle the amplification factor increases with an increasing angle of incidence a of the respective leaf spring 78.
  • angle of incidence a is preferably between 6 ° and 10 °, particularly preferably between 6, 5 ° and 9.5 ° is selected. This represents a particularly suitable compromise between an increase in the axial force and a stability of the leaf springs 78.
  • two of the leaf spring units 65 can be seen in section, wherein a first leaf spring unit 65 can be seen from its first end fixed to the first carrier part 75 (via a rivet 82) and a second leaf spring unit 65 from the side. res, on the second carrier part 76 (via a rivet 82) fixed second end is to be recognized.
  • the second carrier 50b further has a second sleeve region 77, to the radial inner side of which the plurality of second friction plates 51b are received in a rotationally fixed manner and axially displaceable relative to one another.
  • the system thus consists of a hybridization of the transmission 23, which can realize the classic hybrid functions (electric driving,
  • Both clutches 6, 18 are actuated by a mechanical actuator 11 a, 11 b, which are mounted on a central housing wall 9. The separating clutch 6 is thus actuated from the rear side and the Quattro clutch 18 from the front side. This allows a simple way of modularization.
  • the system 1 is subdivided into subassemblies / modules 3, 13 and allows a separate setting of the subsystems.
  • the left housing wall (bearing flange 2) is bolted to a preferably mounted on a bearing bridge electric motor 14 and the gear housing 79.
  • the gear stage 16 and its mounting is mounted as Vormontageein- unit including axial clearance adjustment.
  • the double-row deep groove ball bearing (support bracket 8) is installed in the intermediate wall 9 and prestressed by a clamping nut on the gear shaft (input shaft 7).
  • the actuating actuators (lever actuators 11 a, 11 b) are screwed on both sides of the intermediate wall 9.
  • the axial positions of the actuation actuators 11a, 11b are measured and adjusted with measured couplings 6, 18 in such a way that the air movement tolerances are reduced.
  • the couplings 6, 18 are placed on the transmission shaft toothings and axially secured with locking ring 44.
  • the complete unit is fastened with the four-wheel bell 21 with a preassembled output shaft 26 and inner disk carrier.
  • the EC motors 58 for the Actuate actuators 11 a, 11 b are now inserted from the outside through the housing 27 and screwed. Thereafter, the complete unit is added to the gear housing 79 of the automatic transmission 23 with preassembled gear stage 16 and fixed.
  • the intermediate gear 45 serves for the radial spacing of the electric motor 14 from the separating and all-wheel module.
  • This gear 45 can be mounted on both sides of the left housing wall 2 and the housing 79 or with a bearing bridge on the housing part 2. Due to the optimal housing separation unit can also without the Quattro module be built (Fig. 2).
  • the mechanical part can also be disassembled in the event of servicing, without having to remove the electric motor 14, including high-voltage cabling, etc., and the gear unit.

Landscapes

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

Abstract

L'invention concerne un procédé de montage d'un ensemble transmission (1) pour un véhicule hybride, un ensemble bride de montage (2) étant fixé de façon à être solidaire au carter de transmission et un premier module (3) étant prévu, ce premier module (3) comprenant l'ensemble bride de montage (2) et au moins une pièce (4) d'un premier élément (5) d'un embrayage de coupure (6) montée sur l'ensemble bride de montage (2), et pour transformer un deuxième module (13), un arbre d'entrée central (7) étant monté, par l'intermédiaire d'un palier de support (8), sur une paroi (9), faisant saillie radialement vers l'intérieur, d'un constituant de carter (10) principal, et un actionneur à force axiale (11a) prévu pour actionner l'embrayage de coupure (6) étant monté sur le constituant de carter principal (10), et un deuxième élément (12) de l'embrayage de coupure (6) étant également monté solidaire en rotation sur l'arbre d'entrée (7) et/ou le deuxième module (13) prévu étant relié dans son ensemble au premier module (3), de sorte que le constituant de carter principal (10) soit relié à l'ensemble bride de montage (2), l'embrayage de coupure (6) étant complètement monté avec ses deux éléments d'embrayage (5, 12) accouplables l'un avec l'autre, et l'actionneur à force axiale (11a) pouvant être amené à coopérer avec l'embrayage de coupure (6) et/ou pour transformer un troisième module (85), un premier élément (19) d'un embrayage supplémentaire (18) étant relié solidaire en rotation à l'arbre d'entrée (7), un constituant de carter secondaire (21) relié à une partie d'un deuxième constituant (20) de l'embrayage supplémentaire (18) étant fixé au constituant de carter principal (10), l'embrayage supplémentaire (18) étant complètement monté avec ses deux éléments d'embrayage (19, 20) accouplables l'un avec l'autre, et un deuxième actionneur à force axiale (11b) pouvant être amené à coopérer avec l'embrayage supplémentaire (18). Cette invention se rapporte en outre à une chaîne cinématique (31).
PCT/DE2019/100425 2018-06-04 2019-05-10 Procédé de montage d'un ensemble transmission et chaîne cinématique WO2019233512A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112019002817.0T DE112019002817A5 (de) 2018-06-04 2019-05-10 Verfahren zur Montage einer Getriebeeinheit sowie Antriebsstrang

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102018113224 2018-06-04
DE102018113224.7 2018-06-04
DE102019109436.4A DE102019109436A1 (de) 2018-06-04 2019-04-10 Verfahren zur Montage einer Getriebeeinheit sowie Antriebsstrang
DE102019109436.4 2019-04-10

Publications (1)

Publication Number Publication Date
WO2019233512A1 true WO2019233512A1 (fr) 2019-12-12

Family

ID=68576377

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2019/100425 WO2019233512A1 (fr) 2018-06-04 2019-05-10 Procédé de montage d'un ensemble transmission et chaîne cinématique

Country Status (2)

Country Link
DE (2) DE102019109436A1 (fr)
WO (1) WO2019233512A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004009832A1 (de) 2003-03-03 2004-09-16 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Ausrücksysteme
JP2006137406A (ja) * 2004-10-15 2006-06-01 Aisin Seiki Co Ltd 複数の駆動源を備えた車両用駆動装置
US20070108857A1 (en) * 2004-04-28 2007-05-17 Shinichi Nomura Driving apparatus for hybrid vehicle
DE102012211487A1 (de) 2012-07-03 2014-01-09 Schaeffler Technologies AG & Co. KG Hebelsystem
DE102013019901A1 (de) * 2013-11-28 2015-05-28 Audi Ag Antriebsvorrichtung für ein hybridgetriebenes Kraftfahrzeug
US20160244053A1 (en) * 2010-09-10 2016-08-25 Allison Transmission, Inc. Hybrid system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004009832A1 (de) 2003-03-03 2004-09-16 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Ausrücksysteme
US20070108857A1 (en) * 2004-04-28 2007-05-17 Shinichi Nomura Driving apparatus for hybrid vehicle
JP2006137406A (ja) * 2004-10-15 2006-06-01 Aisin Seiki Co Ltd 複数の駆動源を備えた車両用駆動装置
US20160244053A1 (en) * 2010-09-10 2016-08-25 Allison Transmission, Inc. Hybrid system
DE102012211487A1 (de) 2012-07-03 2014-01-09 Schaeffler Technologies AG & Co. KG Hebelsystem
DE102013019901A1 (de) * 2013-11-28 2015-05-28 Audi Ag Antriebsvorrichtung für ein hybridgetriebenes Kraftfahrzeug

Also Published As

Publication number Publication date
DE112019002817A5 (de) 2021-04-22
DE102019109436A1 (de) 2019-12-05

Similar Documents

Publication Publication Date Title
EP3448706B1 (fr) Module hybride et système d'entraînement pour un véhicule à moteur
DE112009003882B4 (de) Hybridmodul für einen Antriebsstrang eines Fahrzeuges
EP2655113B1 (fr) Module hybride pour un groupe motopropulseur d'un véhicule
EP3568606B1 (fr) Module hybride pour un véhicule à moteur et chaîne cinématique dotée d'un module hybride
DE112011103372B4 (de) Doppelkupplung
WO2018054414A1 (fr) Système d'embrayage multiple et module hybride pour véhicule automobile
WO2003016734A1 (fr) Procede pour monter un systeme d'embrayage
WO2007124712A1 (fr) Convertisseur de couple pourvu d'un embrayage unidirectionnel pour la turbine
WO2007112722A1 (fr) chambre radiale d'écoulement pour accouplements dans un module d'accouplement
WO2019233513A1 (fr) Embrayage à friction pour une chaîne cinématique de véhicule à moteur, unité chaîne cinématique, unité transmission et chaîne cinématique
DE102008020684A1 (de) Drehmomentwandler mit Anordnung gegen Rattern und Kühlströmungsanordnung
WO2017202413A1 (fr) Module d'entraînement hybride à transmission intégrée dans un agencement axial
DE60104972T2 (de) Anordnung und Verfahren eine elektromagnetische Kupplung zu unterstützen
WO2012149924A1 (fr) Module hybride pour une chaîne cinématique d'un véhicule
DE102018009252A1 (de) Dreifachkupplungseinrichtung und Antriebsstrang mit einer solchen Dreifachkupplungseinrichtung
EP3803146B1 (fr) Ensemble embrayage conçu pour une chaîne cinématique de véhicule automobile, ensemble transmission et chaîne cinématique
WO2019233514A1 (fr) Unité chaîne cinématique pour un véhicule hybride et chaîne cinématique
WO2019233511A1 (fr) Ensemble chaîne cinématique conçu pour un véhicule hybride, ensemble transmission et chaîne cinématique
WO2019233512A1 (fr) Procédé de montage d'un ensemble transmission et chaîne cinématique
EP3592592A1 (fr) Embrayage comprenant un élément d'entrée de couple en appui sur un élément de transmission de couple
DE102017129267A1 (de) Hybridmodul mit E-Maschinensteuerung
EP3826873B1 (fr) Module hybride doté d'un arbre d'entrée à passage tournant et dispositif d'actionnement pour un embrayage parmi plusieurs embrayages et chaîne cinématique
DE102011116143A1 (de) Verteilergetriebe
DE102017005244B4 (de) Drehmomentübertragungsvorrichtung und Antriebsstrang mit einer solchen Drehmomentübertragungsvorrichtung
DE102017129262A1 (de) Achsparalleles Hybridsystem mit einteiligem oder mehrteiligem Lamellenträger

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 19726896

Country of ref document: EP

Kind code of ref document: A1

REG Reference to national code

Ref country code: DE

Ref legal event code: R225

Ref document number: 112019002817

Country of ref document: DE

122 Ep: pct application non-entry in european phase

Ref document number: 19726896

Country of ref document: EP

Kind code of ref document: A1