DE102023201489A1 - Hybrid drive module for a motor vehicle - Google Patents

Abstract

Hybrid drive module (1) for a motor vehicle, wherein the hybrid drive module (1) has an input shaft (9), an electrical machine (2) designed as an external rotor with a rotationally fixed stator (4) and a rotatable rotor (8), and a torque converter (3), the housing (11) of which is rotationally fixedly connected to the rotor (8), wherein the torque converter (3) has a lock-up clutch (19) arranged within the housing (11) of the torque converter (3), which is designed to bridge a hydrodynamic path of the torque converter (3), wherein the torque converter (3) has at least one decoupling unit (14) for reducing torsional vibrations.

Description

The invention relates to a hybrid drive module for a motor vehicle, wherein the hybrid drive module has an input shaft, an electrical machine designed as an external rotor with a rotationally fixed stator and a rotatable rotor, and a torque converter whose housing is rotationally fixedly connected to the rotor, wherein the torque converter has a lock-up clutch arranged within the housing of the torque converter, which is designed to bridge a hydrodynamic path of the torque converter.

Drive trains are known from the state of the art that, in addition to the power of an internal combustion engine, also draw power from other energy sources, for example from an electric motor. Torque converters, which fulfill the task of the starting element in such a hybrid drive train, are also known from the state of the art. The torque converters are particularly in demand due to their robustness. Furthermore, the torque increase of the hydrodynamics provides a possible pre-translation of the input torque. Automatic transmissions with a torque converter as a starting element and an additional electric machine can also be referred to as converter hybrid transmissions, which have hybrid drive modules of the type mentioned above.

Such a hybrid drive module is, for example, from the EN 10 2017 219 962 A1 known. The torque flows from the crankshaft via a torsional vibration damper into an intermediate hub, to which the electric motor is screwed as an internal rotor. The torque converter is also riveted to this intermediate hub. This configuration is generally known as the P1 arrangement. Since the known hybrid drive modules are relatively large due to the way they are manufactured and can only have limited unusual geometries, such a known drive train will also take up a relatively large amount of space, since the individual components have to be arranged axially one behind the other.

The DE 19 954 325 A1 teaches the use of an electric external rotor as an alternative to an internal rotor machine. However, the configuration described is highly susceptible to vibrations from the combustion engine due to the lack of torsional vibration dampers and absorbers. This can not only lead to unpleasant acoustic problems such as gear rattling, but also cause the drive train as a whole to wear out much more quickly.

Based on the above-mentioned prior art, the present invention is based on the object of developing a known electric machine and a drive train with such an electric machine in such a way that the disadvantages described in the prior art are avoided. In particular, a hybrid drive module is to be provided that can be manufactured in a simple and cost-effective manner and integrated into a drive train in an installation space-optimized manner.

The object is achieved by a hybrid drive module having the features of claim 1. Advantageous embodiments are the subject of the subclaims.

As described, the invention relates to a hybrid drive module for a motor vehicle. The hybrid drive module has an input shaft with which the hybrid drive module can be or is coupled to an internal combustion engine. The input shaft is connected, for example, to a crankshaft of the internal combustion engine. The hybrid drive model also has an electric machine that is designed as an external rotor, i.e. its non-rotatable stator is arranged radially inside the rotatable rotor. In addition, the hybrid drive module has a torque converter, wherein a lock-up clutch for locking the torque converter is arranged inside the housing of the torque converter. By means of the lock-up clutch, a direct connection can thus be established between the input side and the output side, so that the torque converter is locked, i.e. a direct mechanical path is used instead of the hydrodynamic path of the torque converter. For example, when the lock-up clutch is closed, the pump side can be directly coupled to the turbine side.

The invention is based on the finding that the torque converter has at least one decoupling unit for reducing torsional vibrations. The torque converter therefore has at least one such decoupling unit. The decoupling unit, for example a vibration damper or a vibration absorber or a combination of both, is arranged in the torque path in such a way that rotational irregularities or vibrations generated on the input side are decoupled so that they cannot be transferred to the output side. The decoupling unit can in particular be attached to the torque converter or in the torque converter in such a way that it causes decoupling both when the lock-up clutch is open and when it is closed.

For example, the turbine side of the torque converter and also the output side of the lock-up clutch can be connected to an input of the decoupling unit. In particular, when the decoupling unit is arranged within the torque converter, a particularly compact design can be realized which is also capable of dampening vibrations, so that the disadvantages described above can be avoided and a particularly compact design can still be realized.

The decoupling unit described can basically be designed in any way or have any sub-units, so that it is designed for decoupling with respect to vibrations generated on the input side. This means that the decoupling unit at least achieves a reduction in the vibrations, in particular in the context of damping or cancellation. According to one embodiment of the hybrid drive module, the decoupling unit can comprise at least one torsional vibration damper, preferably a turbine torsional damper. As described, the torsional vibration damper can be arranged within the torque converter, so that on the one hand a modular solution is provided in which the torsional vibration damper is designed as a component of the torque converter and on the other hand a particularly compact solution is realized in terms of installation space. In this case, the torsional vibration damper can in particular be connected to the turbine of the torque converter and thus be designed as a turbine torsional damper.

The decoupling unit can also comprise at least one vibration damper, preferably a speed-adaptive damper designed as a pendulum damper, with a damper mass carrier carrying centrifugal masses, inertia masses and a roller for coupling the damper mass carrier to the inertia masses. As described at the beginning, the decoupling unit can basically be used to decouple vibrations, i.e. vibrations generated on the input side are transmitted unchanged to the output side. For this purpose, the at least one damper can be provided in addition to the torsional vibration damper described above or in addition to it. The damper can in particular be designed as a speed-adaptive damper, for example as a pendulum damper. Depending on the design, the damper can have a damper mass carrier that carries the damper masses or centrifugal masses and can be coupled to them with a roller. Particularly in combination with the torsional vibration damper described above, particularly good damping or cancellation of vibrations generated in the drive train is possible. As already described, torsional vibration dampers and absorbers can generally be provided individually or in combination, or the decoupling unit can have several torsional vibration dampers and/or absorbers.

As already described, the lock-up clutch, which can also be referred to as a converter lock-up clutch, is arranged within the housing of the torque converter. According to one design of the hybrid drive module, it can be provided that the actuating piston of the lock-up clutch is an integral part of the turbine. The term "turbine" and the term "pump" can also be referred to or considered as the turbine wheel or turbine side or pump wheel or pump side of the torque converter. By integrating the actuating side or the actuating piston of the lock-up clutch into the turbine of the torque converter, it is ensured that the lock-up clutch is actuated depending on the state. The lock-up clutch can thus be closed in order to bridge the hydrodynamic path in certain driving conditions, so that the efficiency of the operation of the hybrid drive module can be improved. In particular, it is therefore not necessary to provide a separate actuation for the lock-up clutch, but rather this can be integrated into the turbine of the torque converter.

As already described, the rotor of the electric machine is connected to the torque converter. In principle, the rotor can be connected to the housing of the torque converter, for example by connecting a section of the rotor, possibly via an intermediate section or a connecting element, to the housing of the torque converter. A connecting plate, for example, can be used as a connecting element. The rotor is thus connected to the pump side of the torque converter. In particular, a rotor holding element or a rotor support element can be used for the connection, which is connected to the housing of the torque converter. The connection between the rotor and the torque converter can be designed as an oblique screw connection. The previously described connecting plate and the rotor holding element, which is connected to the rotor, can thus be screwed together via the oblique screw connection.

According to a further embodiment of the hybrid drive module, the rotor of the electric machine and the torque converter and the input shaft can be connected to one another, in particular by means of a rotor holding element. This ensures that all three components, namely the rotor, Torque converter and input shaft can be connected directly or indirectly together with the same rotor holding element. The rotor holding element can, for example, extend in a pot shape from the input shaft to the rotor and be connected to a connecting element, for example the previously described connecting plate, which in turn is connected to the housing of the torque converter, in particular by means of welding.

The hybrid drive module described can be further developed in that the rotor of the electric machine is supported in the hybrid drive module by the torque converter. As already described, the rotor of the electric machine or the electric motor is arranged on the housing of the torque converter, i.e. connected to it. According to the described design, the bearing of the rotor, in particular the rotatable bearing so that the rotor can perform the rotary movement, can be taken over by the torque converter. In particular, the rotor can be supported together with the housing of the torque converter by being connected to the housing of the torque converter, so that separate bearing devices on the part of the rotor can be omitted. This makes the hybrid drive module less complex and can be constructed more compactly and assembled more efficiently.

In the hybrid drive module described, an additional separating clutch can also be arranged in the operative flow between the input shaft, in particular the combustion engine, and the torque converter. The separating clutch can also be referred to as a "K0 clutch". The separating clutch is basically designed to decouple the combustion engine or the input shaft from the rest of the hybrid drive module, for example in order to achieve a coupling or decoupling of the combustion engine in different operating states. In particular, the separating clutch establishes a connection between the input shaft and the housing of the torque converter. In the open state, the input shaft, to which the combustion engine can be coupled, is thus separated from the housing of the torque converter and in a closed state of the separating clutch there is a connection between the input shaft and the torque converter.

The separating clutch described can have an actuating piston for actuating the separating clutch, which can be arranged in the hybrid drive module in a hydraulically movable manner, for example. The actuating piston can act directly or indirectly on a disk pack of the separating clutch in order to close it. According to one embodiment of the hybrid drive module, an actuating piston of the separating clutch can be guided on a guide section on the housing of the torque converter. The actuating piston of the separating clutch is mounted or guided on the torque converter itself. The guide section can be on the outer surface of the torque converter.

Furthermore, a guide web can be formed as a guide section, which is connected to the housing of the torque converter. The guide sections for the actuating piston can thus be the outer surface of the housing of the torque converter itself and/or elements separately connected to the housing. By integrating the guide of the actuating piston of the separating clutch in the torque converter or in its housing, the compact design of the hybrid drive module can be further improved. In particular, an actuating fluid, for example oil, can also be fed into an actuating chamber for the separating clutch through the torque converter or from the side of the torque converter.

In addition to the hybrid drive module, the invention relates to a motor vehicle comprising a previously described hybrid drive module. All advantages, details and features described with reference to the hybrid drive module are fully transferable to the motor vehicle.

• 1 ein Hybridantriebsmodul nach einem ersten Ausführungsbeispiel;
• 2 ein Hybridantriebsmodul nach einem zweiten Ausführungsbeispiel; und
• 3 ein Hybridantriebsmodul nach einem dritten Ausführungsbeispiel.

The invention is explained below using embodiments with reference to the figures. The figures are schematic representations and show:

• 1 a hybrid drive module according to a first embodiment;
• 2 a hybrid drive module according to a second embodiment; and
• 3 a hybrid drive module according to a third embodiment.

1 shows a hybrid drive module 1 with an electric machine 2 or an electric motor and a torque converter 3. The stator 4 of the electric machine 2 is connected to a housing-fixed transmission wall 5 of the hybrid drive module 1 and is stationary. The electric machine 2 comprises a rotor arrangement 6. This has, for example, a rotor 8 with a plurality of sheet metal elements lying against one another, which in the example shown carry a plurality of permanent magnets on their inner circumferential side. The rotor arrangement 6 is attached to a rotor support element, for example in the form of a ring or pot. 7 or rotor holding element, for example by means of several screw bolts. The rotor 8 of the rotor arrangement 6 is connected via the rotor support element 7 to an input shaft 9, for example for connection to a crankshaft of an internal combustion engine, and is screwed in particular in this exemplary embodiment.

The electric machine 2 is designed as an external rotor, which means that the rotating rotor 8 of the electric machine 2 is arranged further radially outward than the fixed stator 4. It is clear that the hybrid drive module 1 has a common axis of rotation, which is shown in dashed lines. The rotor 8, the input shaft 9 and the other rotating components of the torque converter 3 rotate around the common axis of rotation.

The rotor 8 is connected to the torque converter 3, for example also via an oblique screw connection. In the embodiment shown, the connection of the input shaft 9 and the connection to the torque converter 3 and the rotor 8 or the rotor arrangement 6 is made via the rotor support element 7. To attach the torque converter 3 to the rotor support element 7, the torque converter 3 is connected, in particular welded, to a connecting element 10, for example a transmission plate. The connection, in particular the oblique screw connection, thus establishes the coupling between the rotor 8 and a housing 11 of the torque converter 3, in particular the connection of the rotor arrangement 6 and the input shaft 9 to the torque converter 3 is made, namely to a pump wheel 12 of the torque converter 3.

The pump wheel 12 of the torque converter 3, which is firmly connected to the housing 11, can absorb an input torque from the input shaft 9 and/or the rotor 8, i.e. from an internal combustion engine and/or the electric machine 2 connected to the input shaft 9. The rotation of the pump or pump wheel 12 in the housing 11 of the torque converter 3, which is filled with working fluid, in particular oil, creates a flow. This drives an axially adjacent turbine wheel 13 so that a hydrodynamic torque transmission can take place. The turbine wheel 13 is connected to a decoupling unit 14, which in this exemplary embodiment has a torsional vibration damper 15. The decoupling unit 14 could alternatively have further damping devices, for example further torsional vibration dampers or alternatively or additionally at least one absorber.

The torsional vibration damper 15 has a primary-side input element 16 and a secondary-side output element 17 that can be rotated relatively against the effect of spring elements. The output element 17 is connected in a rotationally fixed manner to an output hub 18 of the torque converter 3. A lock-up clutch 19 or converter lock-up clutch is also provided to bridge the hydrodynamic torque transmission. This has an input disk carrier 20 that can be connected to the housing 11 or is a one-piece one and input disks that are connected to it in a torque-locking manner, as well as an output disk carrier 21 that can be connected to the torsional vibration damper 15 or is connected to it and with output disks that are held in a rotationally fixed manner. The lock-up clutch 19 can establish an operative connection between the housing 11 of the torque converter 3 and the torsional vibration damper 15 by means of an axially displaceable oil-operated piston 22 and thus bridge the torque transmission of the hydrodynamics.

2 shows a hybrid drive module 1 according to a second embodiment, which also has an electric machine 2 and a torque converter 3. The same reference numerals are used for the same components. The electric machine 2 corresponds to the design of 1 . The torque converter 3 is in the 2 shown variant is designed to save particularly much installation space. The lock-up clutch 19 is formed by a friction surface in the radially outer area of the turbine or the turbine wheel 13 and a corresponding counter friction surface in the pump housing or on the pump wheel 12. The turbine is connected to the torsional vibration damper 15 for joint rotation. This in turn consists of a primary-side input element 16 and a secondary output element 17 that can be rotated relatively against the effect of spring elements. The output element 17 is rotatably connected to the output hub 18 of the torque converter 3. The input element 16 is rotatably connected to the turbine.

The hybrid drive module 1 in 2 also has a separating clutch 23, which can also be understood as a "K0 clutch". The separating clutch 23 is designed to selectively establish or separate a torque transmission path from the input shaft 9, in particular from the combustion engine, to the torque converter 3, in particular the housing 11. The separating clutch 23 is designed as a wet-running multi-disk clutch. The input disk carrier 24 carrying the input disks is connected to the input shaft 9, for example screwed. The output disk carrier 25 carrying the output disks is non-rotatably attached to the housing 11 of the torque converter 3, for example to a converter cover. attached, for example welded or riveted.

For the selective connection of the input shaft 9 with the torque converter 3, an actuating piston 26 of the separating clutch 23 is moved axially, for example under oil pressure, and thus presses the plate pack of input and output plates of the separating clutch 23 together so that torque can be transmitted from the input plate carrier 24 to the output plate carrier 25. A return spring is provided to reset the actuating piston 26, which can be designed as a disc spring or as a coil spring package. The hybrid drive module 1 is thus in 2 configured in a P2 circuit of the electric machine 2 and in particular designed to connect or disconnect the combustion engine as required. 2 further shows that two guide sections 27, 28 are provided for the actuating piston 26, along which the actuating piston 26 is guided. The guide sections 27, 28 are formed on the torque converter 3 or its housing 11. The guide section 27 forms the outer surface of the housing 11, wherein the guide section 28 is connected to the housing 11 as an additional guide element, for example by welding.

The hybrid drive module 1 in the embodiment according to 3 basically corresponds to the configuration of the hybrid drive module 1 of 2 In order to dampen or cancel the effect of an excitation over a wide, preferably the entire speed range of a drive machine, a speed-adaptive vibration damper 29 is additionally provided in the hybrid drive module 1. The vibration damper 29 cancels torsional vibrations over a larger speed range, ideally over the entire speed range of the drive machine, in that the natural frequency is proportional to the speed.

The vibration damper 29 works according to the principle of a circular or centrifugal pendulum in the centrifugal force field. In this case, inertial masses 30 are mounted so as to swing around a rotation axis, which strive to orbit this axis at the greatest possible distance when a rotational movement is initiated. The rotational vibrations lead to a pendulum-like relative movement of the inertial masses 30. Different systems are known in which the inertial masses 30 move purely translationally on a circular movement path relative to the torque introduction axis, or in which the movement path has a radius of curvature that changes at least in sections with increasing deflection of the inertial mass from the middle position.

To reduce torsional vibrations in the drive train, 3 Therefore, in addition to the torsional vibration damper 15, the vibration damper 29 is provided. Here, an absorber mass carrier 31 is connected in a rotationally fixed manner to the input element 16 and also serves as a driver for the turbine. A plurality of pivotable inertia masses 30 are accommodated on the absorber mass carrier 31. The inertia masses 30 are coupled to the absorber mass carrier 31 by means of a roller and can thus reduce the vibrations that are introduced into the torque converter 3 from the input side.

The advantages, details and features shown in the individual embodiments can be combined with one another as desired, are interchangeable and can be transferred to one another. In particular, separating clutches 23, torsional vibration dampers 15 and vibration absorbers 29 can be optionally provided or omitted in all embodiments. The design of the lock-up clutch 19 is also interchangeable in all embodiments.

Reference symbol

1

Hybrid drive module

2

electric machine

3

Torque converter

4

stator

5

Gearbox wall

6

Rotor arrangement

7

Rotor support element

8

rotor

9

Input shaft

10

Connecting element

11

Housing

12

Impeller

13

Turbine wheel

14

Decoupling unit

15

Torsional vibration damper

16

Input element

17

Output element

18

Output hub

19

Lock-up clutch

20

Input slat carrier

21

Output plate carrier

22

Pistons

23

Separating clutch

24

Input slat carrier

25

Output plate carrier

26

Actuating piston

27, 28

Guide section

29

Vibration damper

30

Inertial mass

31

Damper mass carrier

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• DE 102017219962 A1 [0003]
• DE 19954325 A1 [0004]

Claims (10)

Hybrid drive module (1) for a motor vehicle, wherein the hybrid drive module (1) has an input shaft (9), an electrical machine (2) designed as an external rotor with a rotationally fixed stator (4) and a rotatable rotor (8), and a torque converter (3), the housing (11) of which is rotationally fixedly connected to the rotor (8), wherein the torque converter (3) has a lock-up clutch (19) arranged within the housing (11) of the torque converter (3), which is designed to bridge a hydrodynamic path of the torque converter (3), characterized in that the torque converter (3) has at least one decoupling unit (14) for reducing torsional vibrations. Hybrid drive module (1) according to Claim 1 , characterized in that the decoupling unit (14) comprises at least one torsional vibration damper (15), preferably a turbine torsional damper. Hybrid drive module (1) according to Claim 1 , characterized in that the decoupling unit (14) comprises at least one vibration damper (29), preferably a speed-adaptive damper designed as a pendulum damper, with a centrifugal mass-bearing damper mass carrier (31), inertial masses (30) and a roller for coupling the damper mass carrier (31) to the inertial masses (30). Hybrid drive module (1) according to one of the preceding claims, characterized in that an actuating piston of the lock-up clutch (19) is an integral part of the turbine of the torque converter (3). Hybrid drive module (1) according to one of the preceding claims, characterized in that the rotor (8) is connected to the torque converter (3) via an oblique screw connection. Hybrid drive module (1) according to one of the preceding claims, characterized in that the rotor (8) of the electric machine (2) and the torque converter (3) and the input shaft (9) are connected to one another, in particular by means of a rotor support element (7). Hybrid drive module (1) according to one of the preceding claims, characterized in that the rotor (8) of the electric machine (2) is mounted in the hybrid drive module (1) by the torque converter (3). Hybrid drive module (1) according to one of the preceding claims, characterized in that an additional separating clutch (23) is arranged in the operative flow between the input shaft (9), in particular the internal combustion engine, and the torque converter (3). Hybrid drive module (1) according to Claim 8 , characterized in that an actuating piston (26) of the separating clutch (23) is guided on at least one guide section (27, 28) on the housing (11) of the torque converter (3). Motor vehicle comprising a hybrid drive module (1) according to one of the preceding claims.