DE102021134007B4 - Hybrid module with rotor-integrated damper, drive train comprising the hybrid module and system for constructing the hybrid module - Google Patents

Abstract

A hybrid module (40) comprising a first electric machine (4) having a rotor (16) and a rotor-integrated torsional vibration damper (19), wherein the torsional vibration damper (19) is arranged radially inside the rotor (16), the torsional vibration damper (19) has a primary side (20) and a secondary side (21), wherein the primary side (20) is connected or connectable to an internal combustion engine (2) in a torque-transmitting manner, and the secondary side (21) is connected or connectable to an input shaft (3) of a hybrid transmission (1), wherein the rotor (16) is connected to the primary side (20) of the torsional vibration damper (19) and is at least part of a primary flywheel mass (41) of the torsional vibration damper (19), characterized in that the primary flywheel mass (41) has a slip clutch (23) between the rotor (16) and the torsional vibration damper. (19) and located radially inside the rotor (16).

Description

The present invention relates to a hybrid module comprising a first electric machine, a rotor, and a rotor-integrated torsional vibration damper. The torsional vibration damper is arranged radially within the rotor. Furthermore, the torsional vibration damper has both a primary side and a secondary side, wherein the primary side is connected or connectable to an internal combustion engine in a torque-transmitting manner, and the secondary side is connected or connectable to an input shaft of a hybrid transmission. Furthermore, the invention relates to a hybrid transmission having at least one hybrid module, a first electric machine, a rotor, and a rotor-integrated torsional vibration damper, as well as to a system comprising a plurality of different slip clutches and at least one torsional vibration damper for use in a corresponding hybrid module or hybrid transmission.

From the EP 2 726 353 B1 For example, a hybrid module and a hybrid powertrain with a torsional vibration damper integrated into the rotor of the electric motor are known. The rotor of the electric motor is arranged on the secondary side of the torsional vibration damper.

Similar hybrid modules are also available from DE 100 05 996 A1 known. From the DE 101 54 147 C1 In contrast, a hybrid module is known in which the rotor is arranged on the primary side.

In the republished DE 10 2021 111 350 A1 A hybrid transmission is shown in which an internal combustion engine and two electric motors can be operated in parallel and series modes. The electric motor, which is arranged in series with the internal combustion engine, features a torsional vibration damper located between the internal combustion engine and the rotor of the electric motor. The rotor is thus also located on the secondary side of the torsional vibration damper.

This design has proven to be not advantageous for all transmission designs.

The present invention is therefore based on the object of proposing a generic hybrid module with which disadvantages of the prior art are at least reduced.

This object is achieved according to the invention by a hybrid module according to the features of claim 1, a hybrid transmission according to the features of claim 5 and a system according to the features of claim 7.

According to the invention, the rotor of the first electric machine is connected to the primary side of the torsional vibration damper and is at least part of a primary flywheel mass of the torsional vibration damper. This makes it possible to achieve a significant increase in the primary-side moment of inertia, or to increase the primary mass inertia. It has been found that such an increased primary mass inertia has advantageous effects for some arrangements or hybrid transmissions in the form of vibration damping, vibration cancellation, and/or vibration reduction. In particular, the NVH (noise vibration harshness) behavior can be improved. In this case, in addition to the electromagnetic coupling of the first electric machine, the rotor also serves as a mass inertia to reduce rotational irregularities or torque fluctuations of the internal combustion engine before they are introduced into the torsional vibration damper, so that the latter can be designed with a lower damping capacity.

According to the invention, it is further provided that the primary flywheel further comprises a slip clutch. This slip clutch can be arranged torque-wise between the rotor and the torsional vibration damper and, in particular, can be located radially within the rotor. This creates a series connection of the slip clutch to the rotor of the first electric motor, whereby torque peaks, e.g., from the wheels of a motor vehicle into the first electric motor, are absorbed or mitigated. Peaks from the internal combustion engine can also be absorbed in this way before they even reach the torsional vibration damper. In other words, overload/impact moments, which can originate from both the wheel and the internal combustion engine, can be effectively reduced with the help of the slip clutch in order to protect the torsional vibration damper and the other components of the hybrid transmission from damage.

The primary flywheel may be provided with a flywheel, which can also be used to specifically adjust the primary mass inertia. The flywheel is preferably located between the rotor and the internal combustion engine.

In a preferred embodiment of the invention, it can be provided that the secondary side of the torsional vibration damper has a secondary flywheel mass. A hub flange of the torsion The hub flange of the torsional vibration damper is encompassed by at least the secondary flywheel. The hub flange itself is non-rotatably connected to the input shaft of the hybrid transmission. Overall, the secondary inertia of the secondary flywheel is lower than the primary inertia of the primary flywheel. Particularly preferably, the secondary inertia is significantly lower than the primary inertia. This allows the mass inertia to be distributed particularly effectively between the input and output sides of the torsional vibration damper, thereby significantly improving the damping and/or NVH behavior in specific drivetrains.

For a particularly simple design of the hybrid module, it can also be provided that the slip clutch comprises a driver plate on the output side, while the torsional vibration damper comprises a driver disk on the input side. The driver plate and disks can then be particularly advantageously coupled to one another in a rotationally fixed manner via a toothing. Such a connection can be particularly easily established, for example, by sliding the toothed side of one part into the toothed side of the other part during an assembly step. This makes it possible, in particular, to create a modular system in which different slip clutches and torsional vibration dampers can be coupled together as required. Only the interface of the components involved must comply with a specified standard.

Furthermore, the object is also achieved by a hybrid transmission in which at least one hybrid module is provided with a first electric machine, which comprises a rotor-integrated torsional vibration damper, and the torsional vibration damper is connected in a rotationally fixed manner to an input shaft of the hybrid transmission. A first subassembly is provided, which comprises at least the torsional vibration damper, which is rotationally fixedly connected to the input shaft. Furthermore, a second subassembly is provided, which comprises at least the rotor of the first electric machine and a crankshaft of an internal combustion engine. The rotor is to be rotationally fixedly connected to the crankshaft within the second subassembly. The first subassembly thus comprises the torsional vibration damper, which is to be arranged radially within the rotor, and can then be pushed into the second subassembly such that the input side of the torsional vibration damper is connected in a rotationally fixed manner to an output side of the rotor. In a corresponding joining step, the hybrid module, consisting at least of the electric machine with the rotor and the torsional vibration damper radially integrated therein, is formed. In the same joining step, the rotationally fixed connection between the hybrid transmission and the combustion engine is also created.

In the embodiment of the hybrid transmission according to the invention, it is provided that a hybrid module is included which is constructed according to a combination of features described above.

In the inventive design of the hybrid transmission, a slip clutch is also provided as a component of the first subassembly. The slip clutch is connected in a rotationally fixed manner to the torsional vibration damper and is also a component of the hybrid module, which is assembled in the described joining step.

A particularly preferred embodiment of the hybrid transmission provides that gear ratios arranged in a wet space of the hybrid transmission are separated from a dry space by a transmission housing, the hybrid module is arranged in the dry space, and the input shaft is mounted in the transmission housing, preferably directly. In particular, it is provided that at least one or more gears of the gear ratios are arranged on the input shaft. By separating the wet and dry spaces in conjunction with the provision of a first and a second subassembly, wherein the joining points of these subassemblies are provided exclusively in the dry space, a compact design can be combined with simple assembly.

The hybrid transmission can, in particular, be a hybrid transmission with at least two electric motors. The first electric motor is connected in series with the internal combustion engine and can be operated as a generator. It can also be used to start the internal combustion engine. The internal combustion engine can therefore be used to generate electricity via the first electric motor and to drive wheels via the additional hybrid transmission. A connection to a differential is provided for this purpose.

The second electric motor is then preferably arranged parallel to the first electric motor or the internal combustion engine in the transmission and can also be used as a drive motor for a motor vehicle or the wheels of a motor vehicle. A corresponding connection to a differential is also provided for this purpose. Both the torque path of the second electric motor machine as well as the internal combustion engine can be transmitted via an intermediate shaft to an output shaft in connection with the differential.

In particular, a first separating clutch can be provided to separate the first partial drive train, comprising the internal combustion engine and the first electric motor, from the rest of the hybrid transmission. In this case, purely electric drive is only possible via the second electric motor. A second separating clutch can be provided to separate the second electric motor from the differential. Drive is then possible at least via the internal combustion engine. Through the series connection with the first electric motor, it can then either generate additional power as a generator or be used as a booster to increase torque.

The object of the invention is further also achieved by a system which consists of a plurality of different slip clutches and at least one torsional vibration damper and can be used to construct a hybrid module or a hybrid transmission as described above.

Depending on requirements, a particularly preferred slip clutch can be selected in this system to be connected to the torsional vibration damper or to a torsional vibration damper selected as particularly preferred. For this purpose, the slip clutches and the torsional vibration damper have the above-described interface in the form of a toothed connection. The requirement may, for example, consist of a limit torque specified for a specific drive train, which must still be transmitted through the slip clutch to the first electric motor (from the wheels) or to the torsional vibration damper (from the internal combustion engine). In particular, slip clutches can be provided that differ in the number of friction plates and/or their radial extension.

• 1: ein Hybridgetriebe mit erfindungsgemäßer Anordnung eines Torsionsschwingungsdämpfers.
• 2: einen Aufbau des Hybridmoduls des Hybridgetriebes nach 1,
• 3: ein alternatives Hybridmodul mit einer alternativen Rutschkupplung,
• 4: einen Ausschnitt des Hybridgetriebes nach 1,
• 5: den Drehmomentenfluss von der Verbrennungskraftmaschine zur Ausgangswelle innerhalb des Hybridgetriebes, und
• 6: den Drehmomentenfluss innerhalb des Hybridmoduls.

An embodiment of the invention, to which the invention is not limited, and from which further inventive features may also arise, is shown in the following figures. They show:

• 1 : a hybrid transmission with an inventive arrangement of a torsional vibration damper.
• 2 : a structure of the hybrid module of the hybrid transmission according to 1 ,
• 3 : an alternative hybrid module with an alternative slip clutch,
• 4 : a section of the hybrid transmission after 1 ,
• 5 : the torque flow from the internal combustion engine to the output shaft within the hybrid transmission, and
• 6 : the torque flow within the hybrid module.

The figures are merely schematic in nature and serve solely to facilitate understanding of the invention. The same elements are provided with the same reference numerals. The features of the individual embodiments can be combined with one another as desired.

1 shows an embodiment of a hybrid transmission 1 according to the invention for a hybrid vehicle. The hybrid transmission 1 has a first partial drive train 60, which has an input shaft 3 connectable to an internal combustion engine 2 and a first electric machine 4 that is connectable or connected to the input shaft 3 in a torque-transmitting manner. The first electric machine 4 is a component of a hybrid module 40, i.e., via the hybrid module 40, torque can be delivered to the hybrid transmission 1 via both the first electric machine 4 and the internal combustion engine 2. The first electric machine 4 and the internal combustion engine 2 are constructed in series here. The hybrid transmission 1 has a second partial drive train 61, which has a second electric machine 5 that is different from the first electric machine 4. The two electric machines 4, 5 are arranged parallel to one another, or the internal combustion engine 2 and the second electric machine 5 are also arranged parallel to one another. The second electric motor 5 is coupled to a rotor shaft 13 via a rotor 12. The rotor shaft 13 is arranged parallel to the input shaft 3 in the hybrid transmission 1. The hybrid module 40 is arranged in a dry chamber 54.

The hybrid transmission 1 has an output shaft 6 which is connectable or connected to the first partial drive train 60 and/or to the second partial drive train 61 in a torque-transmitting manner.

The hybrid transmission 1 has a first separating clutch 7. The first separating clutch 7 connects the first partial drive train 60 in a first switching state/in a closed state in a torque-transmitting/mechanical manner to the output shaft 6 and separates the first partial drive train 60 in a second switching state/in an open state in a torque-transmitting/mechanical manner from the output shaft 6. The first separating clutch 7 is located in the torque flow between the internal combustion engine 2 and the first electric machine 4 on the one hand and the output shaft 6 on the other side. Thus, depending on the switching position of the first separating clutch 7, switching can be carried out between a serial hybrid mode, in which the internal combustion engine 2 and the first electric motor 4 are mechanically decoupled, and a parallel hybrid mode, in which torque is also supplied via the internal combustion engine 2 and/or the first electric motor 4 in parallel with the second electric motor 5. According to the design of the hybrid transmission 1 according to 1 Both the input shaft 3 of the first partial drive train 60 and the rotor shaft 13 of the second partial drive train 61 are connected to the output shaft 6 via an intermediate shaft 10. The first separating clutch 7 is arranged here between the intermediate shaft 10 and the input shaft 3.

The hybrid transmission 1 has a second disconnect clutch 8. The second disconnect clutch 8 connects the second partial drive train 61 to the output shaft 6. In a first switching state/in a closed state, the rotor shaft 13 is connected to the output shaft 6 in a torque-transmitting/mechanical manner. In a second switching state/in an open state, the rotor shaft 13 is separated from the output shaft 6 in a torque-transmitting/mechanical manner. Thus, the second electric machine 5 can be decoupled by the second disconnect clutch 8, particularly in the parallel hybrid mode, i.e., when the first disconnect clutch 7 is closed. By switching the coupling of the second electric machine 5/the second partial drive train 61 via the second disconnect clutch 8, the second electric machine 5 can be quickly recoupled, for example during acceleration. The second disconnect clutch 8 is arranged between the intermediate shaft 10 and the rotor shaft 13, similar to the first disconnect clutch 7.

In principle, the first separating clutch 7 and the second separating clutch 8 can have a common actuating actuator (not shown) for reciprocal actuation. This means that the first separating clutch 7 and the second separating clutch 8 are designed as two separate clutches, preferably as claw clutches, which can be alternately closed via a common actuating element/actuating actuator, such as a shift fork. Thus, one of the two separating clutches 7, 8 is always open and the other of the two separating clutches 7, 8 is closed. In this way, switching is particularly easy between a serial switching state, with the internal combustion engine 2 and the first electric machine coupled to the output shaft 6 (first separating clutch 7 closed), and a parallel switching state, with the second electric machine 5 coupled to the output shaft 6 (second separating clutch 8 closed). In the parallel switching state, the internal combustion engine 2 can be used to drive the first electric machine 4 in a generator-like manner.

It is also possible to use two actuators to separately actuate the two separating clutches 7 and 8. In this case, the second electric machine 5 could transmit torque to the output shaft 6 in addition to the internal combustion engine 2, while, for example, the first electric machine 4 is simultaneously driven by the internal combustion engine 2 as a generator.

As in 1 As shown, the second separating clutch 8 is arranged on the intermediate shaft 10, and the first separating clutch 7 is arranged on the input shaft 3. This means that the two separating clutches 7, 8 are arranged on different shafts, here on axially offset shafts, and are preferably actuated alternately via the common actuating actuator (not shown). This can be achieved in a particularly space-efficient manner, since corresponding angularly offset arrangements of the input shaft 3, intermediate shaft 10, and rotor shaft 13 can be selected. In particular, the three shafts are not located in a common plane.

The second electric machine 5 has a stator 11 and a rotor 12 rotatably mounted within the stator 11. Furthermore, the rotor 12 of the second electric machine 5 is mounted in a rotationally fixed manner on a rotor shaft 13. The rotor shaft 13 is arranged coaxially to the input shaft 3. Alternatively, the rotor shaft 13 can also be arranged axially parallel to the input shaft 3, even if this is not shown. The rotor shaft 13 is connected to the intermediate shaft 10 via a first transmission stage 14 in a torque-transmitting manner. The first transmission stage 14 comprises a first idler gear 55 on the intermediate shaft 10, which can be switched via the second separating clutch 8, i.e. can be synchronized with the intermediate shaft 10. At least the intermediate shaft 10, the first and second separating clutches 7 and 8, and the transmission stages 14, 17 and 18 are arranged in a wet space 52 of the hybrid transmission 1. The input shaft 3 is located at least partially in the wet space 52 and the dry space 54. The wet space 52 is separated from the dry space 54 by a gear housing 53. This is more clearly shown in 4 shown.

The first electric machine 4 has a stator 15 and a rotor 16 rotatably mounted within the stator 15. Furthermore, the rotor 16 of the first electric machine 4 is connected to the input shaft 3 in a rotationally fixed manner via a slip clutch 23 and a torsional vibration damper 19. The input shaft 3 is, when the first Separating clutch 7 is connected to the intermediate shaft 10 via a second gear ratio 17 in a torque-transmitting manner. This connection can be switched by means of the first separating clutch 7. For this purpose, the second gear ratio 17 comprises a second idler gear 56 on the input shaft 3, which can be switched via the first partial clutch 7, i.e., can be synchronized with the input shaft 3.

In addition, the intermediate shaft 10 can be connected to the output shaft 6 or a differential 24 via a third gear stage 18.

In particular, the first gear ratio 14 can have a smaller gear ratio than the second gear ratio 17. This means that the drive power is transmitted to the output shaft 6 via the second partial drive train 61 (with the second electric machine 5) at higher speeds than the first partial drive train 60 (with the internal combustion engine 2 or the first electric machine 4).

The first electric machine 4 can essentially function as a generator. The second electric machine 5 can essentially function as a drive motor. Preferably, the first electric machine 4 serves as a generator for supplying the second electric machine 5 with power. This means that the first electric machine 4 is preferably electrically connected to the second electric machine 5. The first electric machine 4 can also serve as a generator for charging a rechargeable battery/battery (not shown) (for the second electric machine 5). In addition, the first electric machine 4 can serve as a drive motor/traction motor.

As described, the hybrid transmission 1 has a torsional vibration damper 19 in the first partial drive train 60, which is arranged on the input shaft 3. This means that the input shaft 3 is connected to the first electric machine 4 or the internal combustion engine 2 via two sections that can be rotated relative to one another, a primary side 20 and a secondary side 21 of the torsional vibration damper 19. The primary side 20 of the torsional vibration damper 19 is connected to both the internal combustion engine 2 and the first electric machine 4. The torsional vibration damper 19 thus serves to isolate vibrations between the internal combustion engine 2 or the first electric machine 4 and the input shaft 3. The torsional vibration damper 19 is integrated into the rotor 16 of the first electric machine 4. Furthermore, the torsional vibration damper 19 is connected in a rotationally fixed manner to a flywheel 22 of the internal combustion engine 2 via the first electric machine 4 or via the rotor 16.

The flywheel 22 and the rotor 16 of the first electric machine 4 thus serve as the (total) flywheel mass or primary flywheel mass 41 of the internal combustion engine 2, which can be used to generate a large primary mass moment of inertia. The arrangement described here is suitable for effectively keeping oscillations and vibrations away from the vehicle's drivetrain when a secondary mass inertia that is significantly smaller than the primary mass inertia is required. Combining the mass inertias of the flywheel 22 and rotor 16 of the first electric machine 4 to form the primary mass inertia reduces the secondary mass inertia, since the rotor 16 no longer needs to be included. The arrangement essentially corresponds to a drivetrain with the large mass inertia of a single flywheel of an internal combustion engine, a damper, and a smaller mass inertia of the secondary side, as would be the case, for example, with a conventional drivetrain with a clutch disc damper. This results in the additional advantage of the rotor-integrated arrangement of the torsional vibration damper 19, which optimizes installation space, as well as the favorable distribution of mass inertia to reduce oscillations and vibrations. In this respect, it is also justified to refer to the system comprising the first electric motor 4 and the torsional vibration damper 19 as a hybrid module 4, even if no separating clutch is integrated. Due to the arrangement of the rotor 16 on the primary side 20 of the torsional vibration damper 19, the design is similar to a design with a closed separating clutch within the rotor 16 and a clutch disc damper within the friction plates of the separating clutch, and without an additional torsional vibration damper.

The structure of the hybrid module 4 is described in more detail in 2 shown.

As already described, a primary mass inertia is formed here by a primary flywheel 41. The primary flywheel 41 comprises at least the rotor 16 of the first electric machine 4 and the rotor carrier 26 of the rotor 16. Optionally, the primary flywheel 41 can also comprise a flywheel 22 between the rotor 16 and the crankshaft 46 of the internal combustion engine 2, as shown in 1 This flywheel 22 can in principle also be omitted. In 2 It is therefore not shown. Furthermore, the primary flywheel mass 41 can also comprise a slip clutch 23 between the rotor 16 and the torsional vibration damper 19. The slip clutch 23 is assigned to the primary side 20 of the torsional vibration damper 19 and serves as an overload element between the input shaft 3 and the first electric machine 4. It is also accommodated radially within the rotor 16. men. The rotor 16, as a component of the primary flywheel mass 41, serves, in addition to the electromagnetic coupling of the first electric machine 4, as a mass inertia to reduce the rotational irregularities or torque fluctuations of the internal combustion engine 2 before they are introduced into the torsional vibration damper 19, so that the latter can have a low damping capacity.

The slip clutch 23 is received radially outwardly via an internal toothing 30 in the rotor carrier 26 of the rotor 16. In particular, the slip clutch 23 is constructed as a multi-disk clutch with outer disks 31, wherein the outer disks 31 are directly and immediately received in the toothing 30 of the rotor carrier 26, which thus functions as the outer disk carrier of the slip clutch 23. Alternatively, a separate outer disk carrier can also be provided, which then engages the internal toothing of the rotor carrier 26 via a corresponding external toothing.

The outer plates 31, as input elements of the slip clutch 23, absorb the torque of the rotor carrier 26 via a suitable connection, here via the toothing 30, and transmit it to at least two friction linings 32, which in turn transmit it to at least one intermediate element, here inner plates 33. The inner plates 33, together with the torque introduction via a counter plate 34, transfer the torque via a suitable connection, here a toothing 35, to a radially inner and axially extending spacer element 36 and subsequently to the driver plate 43 of the slip clutch 23. The driver plate 43 is connected radially inward to the spacer element 36 and radially outward to an input element of the torsional vibration damper 19. A disc spring 37 arranged axially between the driver plate 43 and the inner plate 33 axially closest to the driver plate 43 serves as an axial energy store in order to apply the required normal force to the friction surfaces of the friction linings 32 and thus to generate the necessary friction torque so that the slip clutch 23 remains in frictional engagement up to a predetermined torque limit value or a limit value of the torque fluctuation and then slips beyond this.

The components of the slip clutch 23 are axially enclosed by the counter plate 34 and the driver plate 43 and held axially in position by the spacer element 36.

Due to the position of the slip clutch 23 within the rotor carrier 26, in the embodiment proposed here, in contrast to the usual number of friction linings 32 (2 pieces) for dry room applications, the number is doubled here (4 friction linings 32) in order to compensate for the loss of friction torque (caused by the reduction of the effective friction radius) by creating additional friction surfaces. An alternative design with only two friction linings 32 is shown in 3 shown.

More than those here in 2 The four friction linings 32 shown are also conceivable, whereby the number of input and intermediate elements also increases accordingly.

In summary, this results in a compact slip clutch 23 with corresponding friction torque capacity, which can be adapted to the respective application via the number of friction surfaces/friction linings 32, the disc spring force of the disc spring 37 and other design criteria.

The connection between the slip clutch 23 and the torsional vibration damper 19 is established via a suitable interface, here the toothing 45. The toothing 45 is formed here between the radially outer end of the drive plate 43 and an axial end region of the drive disc 44 of the torsional vibration damper 19. The drive disc 44 represents the primary-side input of the torsional vibration damper 19. The components of the torsional vibration damper 19 are axially enclosed and held in position by the drive disc 44 on the one hand and by a counter disc 47 on the other. The drive disc 44 and counter disc 47 are spaced from each other by a spacer element 48. Axial Within the torsional vibration damper 19, between the drive plate 44 and the counter plate 47, further damper components, e.g. hub flange 70, compression spring 71, friction rings 72 and disc spring 73, are arranged, whereby the specific number and placement of the components depends on the respective damper type and the insulation requirements, which are not discussed in detail here.

The output element of the torsional vibration damper 19 is the hub 74, which is connected to the input shaft 3 in a torque-locking manner, e.g., via a spline 75, with or without play. The hub 74 has at least one area for receiving a friction sleeve 76 to center the drive plate 44 and/or the counter plate 47 relative to the hub 74 and to hold it in an axial position.

The hub 74 is positioned axially on the input shaft 3 on one side via an axial stop 77 and on the other side via a locking element 78. In the case of a backlash-free design of the The locking element 78 and/or the axial stop 77 can also be omitted for the spline 75, provided that a secure axial fit of the hub 74 on the input shaft 3 is ensured (e.g. by a press fit).

The drive plate 43 of the slip clutch 23 is guided at its radially inner end on the hub 74 of the torsional vibration damper 19 and is axially positioned between the friction sleeve 76 on the drive plate side and a spacer disk 79, and is axially secured by the securing element 80. The securing elements 78 and 80 can be designed as retaining rings, in particular snap rings.

If another axially securing and torque-transmitting connection is used between the driving plate 43 and the driving disc 44 (e.g. riveting, screwing, welding, gluing, etc.), the spacer disc 79 and the locking element 80 can also be omitted.

In the embodiment described here, both the slip clutch 23 and the torsional vibration damper 19 can be assembled separately, i.e. independently of each other, and connected to each other in the final assembly.

However, this solution also offers the possibility of a system solution in which, while maintaining the interfaces between the slip clutch 23 and the torsional vibration damper 19, different versions of the slip clutch 23 and damper type can be combined with each other depending on the application, almost like in a modular system.

In addition to the possibility of standardizing components and assembly processes, this also contributes to the cost advantage of this solution.

3 shows an alternative embodiment of the slip clutch 23, in which only two friction linings 32 are used. Such a solution is conceivable for applications with reduced torque. Conversely, an embodiment with more than four friction linings 32 is also conceivable if the torque to be transmitted is increased.

Furthermore, alternative embodiments are also conceivable in which the slip clutch 23 is arranged within the rotor carrier 26 to the right of the torsional vibration damper 19, i.e., on the internal combustion engine side. This essentially only affects the interface, such as the gearing 30 between the rotor carrier 26 and the slip clutch 23, but can be advantageous for the hybrid transmission 1 as a whole, depending on the installation conditions.

4 shows a section of the hybrid transmission 1 with the dry chamber 54 and a portion of the wet chamber 52. The dry chamber 54 accommodates the hybrid module 40, while the gear ratios 14, 17, and 18 are arranged in the wet chamber 52. The wet chamber 52 is separated from the dry chamber 54 by the transmission housing 53.

The first electric machine 4 is located with stator 15 and stator carrier 25 as well as rotor 16 and rotor carrier 26 in the dry space 54 of the hybrid transmission 1. A sensor wheel 85 of a rotor bearing sensor 86 is arranged axially next to the rotor 16, which is connected to the transmission housing 53, e.g., via a screw connection.

The dry chamber 54 is sealed off from the wet chamber 52 of the hybrid transmission 1 by means of a seal, here a radial shaft seal 87. The input shaft 3 is mounted in the transmission housing 53 axially next to the radial shaft seal 87. A special nut 88 is provided radially inside the radial shaft seal 87, which on the one hand forms the radial contact surface with the radial shaft seal 87 and on the other hand axially fixes the bearing 89 on the input shaft 3. In this way, the input shaft 3 is mounted in the transmission housing 53 via the bearing 89, and the wet chamber 52 of the hybrid transmission 1 is simultaneously separated by the transmission housing 53 from the dry chamber 54 with the hybrid module 40, or the first electric machine 4.

The 5 and 6 show the torque flow 90 from the internal combustion engine 2 to the output shaft 6, or the connected vehicle wheels. 6 The torque flow 90 is shown enlarged within the hybrid module 40. The torque of the internal combustion engine 2 is introduced via the crankshaft 46 into the flywheel 22 and the rotor 16 of the first electric machine 4. The torque is transmitted via the rotor carrier 26 of the first electric machine 4 by means of the internal gearing 30 to the slip clutch 23 and by means of the gearing 45 to the torsional vibration damper 19. The torsional vibration damper 19 is shown in the illustrations as a 2-flange design with a double flange as a hub flange 70 with low-wear compression spring guide in order to achieve a long service life of the drive system. Any other known damper technology according to the state of the art is also conceivable at this point, e.g., dampers with a 1-flange design, series connection with a 3-flange design, pendulum rocker damper, etc.

From the torsional vibration damper 19, the torque is introduced into the input shaft 3 via the spline 75 and from there via the first separating clutch 7 and the second gear ratio 17 to the intermediate shaft 10. From the intermediate shaft 10, the transmission is transferred to the differential 24 and ultimately to the output shaft 6, or the output shafts 6, which are connected to the vehicle drive in the form of vehicle wheels.

The solution presented here of rotor-integrated slip clutch 23 and rotor-integrated torsional vibration damper 19 arranged in the dry space 54 of a hybrid transmission 1 for serial and parallel operation of a hybrid vehicle has advantages with regard to installation space, insulation effect of the torsional vibration damper 19 including arrangement of the primary and secondary mass inertias as well as friction torque capacity of the slip clutch 23.

If arranged in the wet chamber 52 of the hybrid transmission 1, the axial space required, especially for the slip clutch 23, would increase due to the changed friction coefficient ratios and the associated further increase in the number of friction linings 32, which would ultimately lead to a lengthening of the overall transmission. The arrangement of the hybrid module 40 in the dry chamber 54 therefore achieves the shortest possible axial structure of the hybrid transmission 1.

List of reference symbols

1

Hybrid transmission

2

internal combustion engine

3

input shaft

4

first electric machine

5

second electric motor

6

Output shaft

7

first separating clutch

8

second separating clutch

10

intermediate shaft

11

stator

12

rotor

13

rotor shaft

14

first translation level

15

stator

16

rotor

17

second translation stage

18

third translation level

19

Torsional vibration damper

20

Primary page

21

Secondary side

22

flywheel

23

Slip clutch

24

differential

25

Stator carrier

26

rotor carrier

30

Internal gearing

31

Outer slats

32

Friction linings

33

inner slats

34

Counter plate

35

Gearing

36

spacer element

37

Disc spring

40

Hybrid module

41

primary flywheel

42

secondary flywheel

43

Driver plate

44

Drive plate

45

Gearing

46

crankshaft

47

Counter pane

48

spacer element

50

first subassembly

51

second subassembly

52

wet room

53

Gearbox housing

54

Drying room

55

first loose wheel

56

second idler gear

60

first partial drive train

61

second sub-drivetrain

70

Hub flange

71

compression spring

72

Friction rings

73

Disc spring

74

hub

75

spline

76

Friction sleeve

77

Axial stop

78

securing element

79

spacer disc

80

securing element

85

Sensor wheel

86

Rotor bearing sensor

87

Radial shaft seal

88

Special mother

89

warehouse

90

Torque flow

Claims (7)

A hybrid module (40) comprising a first electric machine (4) having a rotor (16) and a rotor-integrated torsional vibration damper (19), wherein the torsional vibration damper (19) is arranged radially inside the rotor (16), the torsional vibration damper (19) has a primary side (20) and a secondary side (21), wherein the primary side (20) is connected or connectable to an internal combustion engine (2) in a torque-transmitting manner, and the secondary side (21) is connected or connectable to an input shaft (3) of a hybrid transmission (1), wherein the rotor (16) is connected to the primary side (20) of the torsional vibration damper (19) and is at least part of a primary flywheel mass (41) of the torsional vibration damper (19), characterized in that the primary flywheel mass (41) has a slip clutch (23) between the rotor (16) and the torsional vibration damper. (19) and located radially inside the rotor (16). Hybrid module (40) according to Claim 1 , characterized in that the primary flywheel (41) comprises a flywheel (22) between the rotor (16) and the internal combustion engine (2). Hybrid module (40) according to one of the preceding claims, characterized in that the secondary side (21) of the torsional vibration damper (19) has a secondary flywheel mass (42), the secondary flywheel mass (42) comprises at least one hub flange (70) which is connected in a rotationally fixed manner to the input shaft (3) of the hybrid transmission (1), and the secondary mass inertia of the secondary flywheel mass (42) is less than the primary mass inertia of the primary flywheel mass (41). Hybrid module (40) according to one of the preceding claims, characterized in that the slip clutch (23) comprises a driver plate (43) on the output side, the torsional vibration damper (19) comprises a driver plate (44) on the input side, and the driver plate (43) and driver plate (44) are coupled to one another in a rotationally fixed manner via a toothing (45). Hybrid transmission (1) comprising at least one hybrid module (40) according to one of the preceding claims with a first electric machine (4), a rotor (16) and a rotor-integrated torsional vibration damper (19), characterized in that the torsional vibration damper (19) is connected in a rotationally fixed manner to an input shaft (3) of the hybrid transmission (3) and the torsional vibration damper (19) and the input shaft (3) are components of a first sub-assembly (50), the rotor (16) is connected in a rotationally fixed manner to a crankshaft (46) of an internal combustion engine (2), the rotor (16) and the crankshaft (46) are components of a second sub-assembly (51), so that in a joining step by pushing the first sub-assembly (50) into the second sub-assembly (51) into one another, the hybrid module (40) is formed and the rotationally fixed connection between the hybrid transmission (1) and the internal combustion engine (2) is established, wherein the hybrid module (40) has a slip clutch (23) connected in a rotationally fixed manner to the torsional vibration damper (19), and the slip clutch (23) is a component of the first subassembly (50). Hybrid transmission (1) after Claim 5 , characterized in that the hybrid transmission (1) comprises gear ratios (14, 17, 18), the gear ratios (14, 17, 18) are arranged in a wet space (52), the hybrid transmission (1) further comprises a transmission housing (53) in which the input shaft (3) is mounted, and the hybrid module (40) is arranged in a dry space (54), wherein the dry space (54) is separated from the wet space (52) by the transmission housing (53). System (60) consisting of a plurality of different slip clutches and at least one torsional vibration damper (19) for use in a hybrid module (40) according to one of the Claims 1 until 4 and/or a hybrid transmission (1) according to one of the Claims 5 and 6 , characterized in that , depending on a predetermined limit torque, which is still to be transmitted via a slip clutch (23) in a first or second direction, the slip clutch (23) is selected from a plurality of different slip clutches for use selected and connected in a rotationally fixed manner to the torsional vibration damper (19).