drive unit

Abstract

The present invention relates to a drive unit (100), particularly for a hybrid powertrain, the drive unit having an internal combustion engine (101) having a first housing (111) and a crankshaft (107), and the drive unit having a motor (104) having a second housing (110) and a rotor (117), wherein the two housings (110, 111) are securely connected to each other, and the crankshaft (107) and the rotor (117) are rotatably connected to each other. In order to form a suitable interface of the drive unit (100) for access to the components driven therefrom, isolating the torsional vibration of the internal combustion engine, a flywheel (102) is fixedly mounted on the crankshaft (107) in a centered manner, and an input component (112) of a structural unit (103) formed by the motor (104) and a torsional vibration damper (105) is torsionally accommodated.

Description

Technical Field

[0001] The present invention relates to a drive unit, particularly for hybrid powertrains, the drive unit having an internal combustion engine having a first housing and a crankshaft, and the drive unit having an electric motor having a second housing and a rotor, wherein the two housings are rigidly connected to each other, and the crankshaft and the rotor are rotatably connected to each other. Background Technology

[0002] For hybrid powertrains, a drive unit consisting of an internal combustion engine and an electric motor is known, for example, from publication DE100 25 853 A1, where the crankshafts and rotors of the internal combustion engine and the electric motor are coupled to each other. Here, the internal combustion engine and the electric motor can provide driving torque for driving the motor vehicle independently or jointly, the electric motor can start the internal combustion engine, and the electric motor can recover energy during coasting. Summary of the Invention

[0003] The object of this invention is to provide a drive unit having a torsional vibration-isolated interface to a subsequently driven component, such as a component in a hybrid powertrain. In particular, this invention aims to improve the connection between an internal combustion engine and an electric motor.

[0004] The objective is achieved by a drive unit according to the invention. Advantageous embodiments of the invention are described below.

[0005] The proposed drive unit is specifically configured for a hybrid powertrain to provide driving torque. Here, an internal combustion engine and / or an electric motor can provide the corresponding driving torque; the internal combustion engine can be started by the electric motor, and the electric motor can recover the kinetic energy of the vehicle into electrical energy in the coasting mode of the vehicle with the hybrid powertrain, which is stored in a battery or storage device. For this purpose, the internal combustion engine can be stopped, and the coasting torque can be eliminated or reduced, for example, by means of an automatic valve. To decouple the drive unit from the rest of the hybrid powertrain, a clutch, such as a disengageable clutch configured as a friction clutch, and / or a starting clutch can be connected downstream of the drive unit.

[0006] The internal combustion engine includes a first housing and a crankshaft, while the electric motor includes a second housing and a rotor, the second housing securely housing the stator. The two housings are securely connected to each other, for example, by screwing them together and preferably by centering them, such that the crankshaft, stator, and rotor, while adhering to a predetermined air gap, are coaxially arranged within predetermined tolerances. The crankshaft and rotor are rotatably connected to each other, directly or indirectly.

[0007] To establish a rotary-fit connection between the crankshaft and rotor, the drive unit, and the interface for torsional vibration isolation of subsequent components, such as the powertrain of a hybrid powertrain, and to provide a simple engagement process between the internal combustion engine and the drive unit, a flywheel is centrally mounted on the crankshaft, and an input component consisting of a structural unit formed by the motor and a torsional vibration damper is torsionally accommodated. The flywheel, by virtue of its moment of inertia, stabilizes the crankshaft affected by torsional vibration, while the torsional vibration damper provides torsional vibration damping. The rotor's moment of inertia, and possibly active control of the motor, are also used for torsional vibration isolation. The torsional vibration damper can be disposed radially inside the rotor. Furthermore, speed-adaptive torsional vibration dampers, such as centrifugal pendulums connected upstream or downstream of the torsional vibration damper and / or upstream or downstream of the rotor, can be associated with the drive unit and may be disposed radially inside the rotor or axially adjacent to it. Additionally, wet-operated or dry-operated friction clutches can be connected downstream of the drive unit and may be disposed radially inside the rotor or axially spaced from it in the rotor's axial structural space. The torsional vibration damper has a circumferentially effective spring device between its damper input component and its damper output component. The spring device includes at least one damper stage having long, arc-shaped helical compression springs distributed circumferentially and / or short, circumferentially distributed helical compression springs. Alternatively, a spring assembly with multiple nested helical compression springs can be provided.

[0008] The flywheel can be formed as a disc-shaped flywheel consisting of an annular component, an annular disk component, or an annular segment distributed around the circumference, wherein the annular segment is located on one or both sides of the thin disk component or the annular disk component.

[0009] The flywheel can be fastened to the crankshaft by means of fastening bolts distributed circumferentially, for example, on a predetermined partial circle, wherein the input component of the structural unit is fastened to the flywheel by means of a central bolt. For example, for this purpose, the flywheel can have an axially extending protrusion centered at a central recess, the protrusion having internal threads, wherein the input component is centered on the central bolt and axially clamped between the flywheel and the central bolt. The transmission of the applied torque can be arranged by means of a form fit or by means of the clamping effect between the flywheel and the input component. Alternatively, the flywheel and the input component can be fastened to the crankshaft by means of a central bolt. Here, the inner circumference of the rotor can be centered at the flywheel.

[0010] Alternatively, the flywheel can be fastened to the crankshaft by means of a central bolt, and the input components can be fastened to the flywheel and centered relative to the flywheel by means of fastening bolts provided on a partial circle.

[0011] The input components of the structural unit, particularly the connecting components fastened to the crankshaft or flywheel and disposed with the rotor, can be axially elastic. For example, a drive plate can be fastened to the crankshaft by means of a central bolt or by means of fastening bolts disposed on a partial circle. A so-called flexible plate, formed by an axially elastic plate component, a plurality of spring plates arranged abutting against each other, or leaf springs or leaf spring groups distributed circumferentially, is connected to or abuts against the drive plate and is radially fastened to the rotor of the motor. The drive plate can, for example, be part of a separately constructed flywheel. Alternatively, the axially elastic input component can be connected directly to the crankshaft or by means of the drive plate, wherein the flywheel is fastened radially to the outer side of the axially elastic region of the input component, for example, radially to the outer side, for example, circumferentially fastened to the flexible plate. The flywheel can, for example, be disposed axially relative to the rotor, for example, intersecting the rotor and / or stator of the motor radially.

[0012] In the first embodiment of the proposed drive unit, a rotor or an axially fixed or axially elastic disc component connected thereto can form the input component of the structural unit, and a torsional vibration damper can be connected downstream of the rotor. Here, the input component, such as the disc component effectively connected to the crankshaft or flywheel rotation, and the damper input component of the torsional vibration damper can be constructed as a single piece or separately connected to each other. The damper output component simultaneously forms the output component of the structural unit and is rotatably connected, for example by means of an output hub, to the shaft or shaft end of a downstream device of the hybrid powertrain, such as a disengaged clutch, transmission, etc.

[0013] In the second embodiment of the proposed drive unit, a torsional vibration damper is connected upstream of the motor rotor, and the damper input component, either integrally or separately, forms the input component of the structural unit together with a disc component connected to the rotor. Here, the damper output component of the torsional vibration damper is rotatably connected to the rotor. For example, the damper output component or the disc component connected to the rotor and the damper output component can have an output hub for rotatably connecting the structural unit to subsequent components of the hybrid powertrain.

[0014] Based on the sealing and cooling concepts of the internal combustion engine and the structural unit with the electric motor and torsional vibration damper, different seals can be provided between the internal combustion engine housing and the electric motor housing, the crankshaft and the first housing and / or the second housing and the subsequent hybrid powertrain, as well as between the first housing. For example, the sealing concept of the internal combustion engine can be configured independently of the structural unit, and a seal can be provided between the crankshaft and the first housing. Alternatively or additionally, the structural unit can be externally sealed and independently cooled and lubricated or operated in a dry manner. For this purpose, an independent external seal can be omitted. Alternatively, the structural unit can be cooled and lubricated together with the subsequent transmission, possibly with the disengaged clutch connected therein, such that the external seal of the second housing is formed and a connection with the transmission housing is established. Here, the second housing and the transmission housing can be constructed together. Attached Figure Description

[0015] Reference Figures 1 to 13 The embodiments shown illustrate the invention in detail. The accompanying drawings show:

[0016] Figure 1 The upper portion of the drive unit, schematically shown in cross-section, is illustrated and arranged around the axis of rotation.

[0017] Figure 2 The schematic cross-sectional view shows the arrangement of elements relative to the axis of rotation. Figure 1 The upper part of the drive unit is changed.

[0018] Figure 3 The schematic cross-sectional view shows the arrangement of elements relative to the axis of rotation. Figure 1 and Figure 2 The drive unit changes the upper part of the drive unit, the drive unit having an axially elastic input component,

[0019] Figure 4 The schematic cross-sectional view shows the arrangement of elements relative to the axis of rotation. Figures 1 to 3 The drive unit changes the upper part of the drive unit, the drive unit having an axially elastic input component,

[0020] Figure 5 The schematic cross-sectional view shows the arrangement of elements relative to the axis of rotation. Figures 1 to 4 The drive unit changes the upper part of the drive unit, the drive unit having an axially elastic input component,

[0021] Figure 6 The schematic cross-sectional view shows the arrangement of elements relative to the axis of rotation. Figures 1 to 5 The upper part of the drive unit is changed.

[0022] Figure 7The schematic cross-sectional view shows the arrangement of elements relative to the axis of rotation. Figures 1 to 6 The upper part of the drive unit is changed.

[0023] Figure 8 The schematic cross-sectional view shows the arrangement of elements relative to the axis of rotation. Figures 1 to 7 The drive unit modifies the upper part of the drive unit, which has a torsional vibration damper connected upstream of the rotor.

[0024] Figure 9 The schematic cross-sectional view shows the arrangement of elements relative to the axis of rotation. Figures 1 to 8 The drive unit modifies the upper part of the drive unit, which has a torsional vibration damper connected upstream of the rotor.

[0025] Figure 10 The schematic cross-sectional view shows the arrangement of elements relative to the axis of rotation. Figures 1 to 9 The drive unit modifies the upper part of the drive unit, which has a torsional vibration damper connected upstream of the rotor.

[0026] Figure 11 The schematic cross-sectional view shows the arrangement of elements relative to the axis of rotation. Figures 1 to 10 The drive unit modifies the upper part of the drive unit, which has a torsional vibration damper connected upstream of the rotor.

[0027] Figure 12 The schematic cross-sectional view shows the arrangement of elements relative to the axis of rotation. Figures 1 to 11 The drive unit changes the upper part of the drive unit, which has a torsional vibration damper connected upstream of the rotor, and

[0028] Figure 13 The schematic cross-sectional view shows the arrangement of elements relative to the axis of rotation. Figures 1 to 12 The drive unit is modified by the upper part of the drive unit, which has a torsional vibration damper connected upstream of the rotor. Detailed Implementation

[0029] Figure 1 The upper portion of a drive unit 100 arranged around a rotation axis d is shown. The drive unit has an internal combustion engine 101, a flywheel 102, and a structural unit 103 formed by an electric motor 104 and a torsional vibration damper 105.

[0030] The flywheel 102 is configured as a disc-shaped flywheel and is tightened to the crankshaft 107 of the internal combustion engine 101 by means of fastening bolts 106 distributed circumferentially on a predetermined partial circle. The flywheel 102 has an axially extended protrusion 109 that engages in the central opening 108 of the crankshaft 107 and centers the flywheel 102 relative to the crankshaft 107.

[0031] The housing 110 of structural unit 103 is connected to the housing 111 of the internal combustion engine radially outside the flywheel 102 by means of bolts (not shown) and is centered at the internal combustion engine housing. The input component 112 of structural unit 103 includes a rigid disc component 114 radially externally connected to the rotor 117 of the motor 104. The disc component 114 is radially internally preloaded relative to the flywheel 102 axially by means of a central bolt 115 and may have a form fit relative to the flywheel. The central bolt 115 is tightened into the internal thread 116 of the flywheel 102.

[0032] In order to comply with the preset air gap 113 between the rotor 117 and the stator 118 connected to the housing 110, the disc component 114 is centered relative to the flywheel 102 by means of the central bolt 115, thereby being centered relative to the stator 118 by the tolerance chain of the flywheel 102 via the crankshaft 107 to the housing 111.

[0033] Input component 112—as shown here—torsively houses damper input component 119, which is connected downstream of motor 104 to torsional vibration damper 105, at disc component 114. Damper output component 120 is connected to output hub 121. A spring device 122 is provided circumferentially between damper input component 119 and damper output component 120, and in a manner loaded thereon. Spring device 122 includes helical compression springs 123 distributed circumferentially, such as arc springs pre-bent on their operating diameter.

[0034] In the illustrated embodiment of the drive unit 100, the internal combustion engine 101 is not sealed relative to the crankshaft 107. Instead, the structural unit 103 is sealed outward on one hand by means of a seal 127 located between the inner circumference of the housing section 125 and the shoulder 126 of the disc component 114, and on the other hand by means of a seal 129 located between the inner circumference of the flange component 128 and the output hub 121, the housing section being axially positioned between the flywheel 102 and the disc component 114. The output hub 121 is rotatably supported at the housing 110 by means of an axially fixed bearing, such as a deep groove ball bearing.

[0035] The structural unit 103 is mounted on the housing 111 by connecting the housings 110 and 111 radially outside the flywheel 102 and by tightening the central bolt 115 to the flywheel 102 pre-mounted on the crankshaft 107. The drive unit 100 is connected to the subsequent components of the hybrid powertrain by meshing between the output hub 121 and the complementary geared components on the shaft or shaft end.

[0036] Figure 2 The schematic cross-sectional view shows the arrangement of elements surrounding the axis of rotation d, and... Figure 1 The drive unit 200 is similar to the upper part of the drive unit 100. Unlike the drive unit 100, the drive unit 200 has an input component 212 formed by the axial flexibility of the structural unit 203, for example, to compensate for axial vibration, oscillating vibration, and / or schirmschwingung of the crankshaft 207 of the internal combustion engine (not shown in detail). For this purpose, the rotor 217 of the motor 204 is connected by means of a drive plate 231, which is centeredly received at the flywheel 202 at its inner circumference by means of a centering flange 232, and is axially preloaded relative to the flywheel 202 by means of a central bolt 215 tightened to the flywheel 202, and may be rotatably connected to the flywheel. The flywheel 202 is tightened to the crankshaft 207 by means of a fastening bolt 206.

[0037] At the drive disc 231, the disc component 214 is securely housed with the axially flexible connecting component 233 by means of fastening bolts 234, and is radially externally connected to the rotor 217. In this way, the rotor 217 is axially elastic and torsionalally coupled to the crankshaft 207. The rotor 217 is supported by a radially inwardly extending flange component 236, which forms the support mechanism 230 for the rotor 217 relative to the housing 210 of the motor 204.

[0038] The damper input component 219 of the torsional vibration damper 205 is connected to the axially fixed area of ​​the disc component 214. Here, the axial vibration input to the torsional vibration damper 205 is compensated between the damper input component 219, the damper output component 220, and the spring device 222.

[0039] Figure 3 The upper portion of the drive unit 300, arranged around the axis of rotation d, is shown in a schematic cross-sectional view. Figure 2Unlike the drive unit 200, the flywheel 302 of the drive unit 300 is annularly configured and connected downstream of the axially flexible input component 312 of the structural unit 303, and is disposed within the motor 304 or the housing 310 of the structural unit 303. For this purpose, the drive disc 331 is axially pre-tightened to the crankshaft 307 of the internal combustion engine (not shown in detail) by means of a central bolt 315 that may be form-fitted to the crankshaft 307. On the drive disc 331, the disc component 314 is connected to the axially flexible connecting component 333 by means of fastening bolts 334. Radially outside the connecting component 333, the annular flywheel 302 is connected to the rotor 317 of the motor 304 and the disc component 314, for example, by means of rivets 335.

[0040] The damper input component 319 of the torsional vibration damper 305 is connected to the flange component 336, which is connected to the rotor 317, on the side opposite to the connection between the rotor 317 and the disc component 314. The flange component 336 thus rotatably supports the rotor 317 at the housing 310 by means of a support mechanism 330, for example by means of an axial fixed bearing as shown here, so that damping of axial vibrations that may be applied to the crankshaft 307 is achieved within the connecting component 333.

[0041] Figure 4 The upper portion of the drive unit 400, arranged around the axis of rotation d, is shown in a schematic cross-sectional view. Figure 3 Unlike the drive unit 300, the flywheel 402 is disposed outside the housing 410 and is directly connected to the drive disc 431, which is fastened to the crankshaft 407 by means of a central bolt 415, for example by welding as shown herein. The connection of the rotor 417 to the drive disc 431 is achieved by means of an input component 412, which comprises a rigid disc component 414 having an axially resilient connecting component 433. The damper input component 419 corresponds to... Figure 2 The damper input component 219 is connected to the rigid component of the disc component 414.

[0042] Figure 5 The upper portion of the drive unit 500, arranged around the axis of rotation d, is shown in a schematic cross-sectional view. Figure 3 Unlike the drive unit 300 with its outwardly sealed housing 310 having structural unit 303, the internal combustion engine 501 is sealed between the crankshaft 507 and the housing 511 by means of a seal 524, thus eliminating the need for... Figure 3 The housing 510 shown is sealed relative to the drive disk 331, and a seal 529 is provided only between the housing 510 and the shaft 537.

[0043] Figure 6 Showing relative to Figure 1 The drive unit 100 is slightly modified to a drive unit 600, the drive unit having a corresponding Figure 5 The drive unit 500 has a correspondingly modified sealing design. Instead of omitting the seal between the housing 610 and the rotor 617, the drive unit has a seal 624 between the housing 611 of the internal combustion engine 601 and the crankshaft 607, allowing for the elimination of... Figure 1 125 is the shell section.

[0044] Figure 7 Showing relative to Figure 4 The drive unit 400 is slightly modified from the drive unit 700, the drive unit having a corresponding Figure 5 The drive unit 500 has a modified sealing concept. In the case of omitting the seal between the housing 710 and the drive disc 731, the drive unit has a seal 724 between the housing 711 of the internal combustion engine 701 and the crankshaft 707, so that the housing section for sealing the housing 710 relative to the drive disc 731 can also be eliminated, and the flywheel 702 can extend at least radially outward axially toward the structural unit 703.

[0045] Figures 8 to 13 The schematic cross-sectional views show the upper portions of drive units 800, 900, 1000, 1100, 1200, and 1300, which are arranged around the rotation axis d. Figures 1 to 7 Conversely, the drive units 100, 200, 300, 400, 500, 600, and 700, and the torsional vibration dampers 805, 905, 1005, 1105, 1205, and 1305 are connected upstream of the motors 804, 904, 1004, 1104, 1204, and 1304. This means that the damper input components 819, 919, 1019, 1119, 1219, and 1319 form the input components 812, 912, 1012, 1112, 1212, and 1312 of the structural units 803, 903, 1003, 1103, 1203, and 1303.

[0046] The drive units 800, 900, 1000, 1100, 1200, and 1300 differ from each other at least in the features described below.

[0047] Figure 8 The drive unit 800 has a flywheel 802, which is connected to the crankshaft 807 by means of a central bolt 815. The damper input component 819 is securely connected to the flywheel 802, for example, by welding or riveting.

[0048] The damper output component 820 is securely connected to the flange component 836, for example by welding or riveting. The flange component 836 is radially externally connected to the rotor 817, for example by welding, and radially internally connected to the output hub 821, for example by welding.

[0049] and Figure 8 The drive unit is different from the 800. Figure 9 The drive unit 900 has a drive plate 931, which is connected to the crankshaft by means of a central bolt 915. The flywheel 902 is welded to the drive plate 931, and the damper input component 919 is tightened to the drive plate 931 by means of a fastening bolt 934.

[0050] The rotor 917, the flange component 936 connected thereto, and the output hub 921 are axially preloaded relative to the damper input component 919 by means of a spring element 938, so that the seal 929 is axially preloaded between the output hub 921 and the annular edge 939 of the shaft 937.

[0051] based on Figure 1 The drive unit 100, Figure 10 The drive unit 1000 has a flywheel 1002 that is directly fastened to the crankshaft 1007 by means of a fastening bolt 1006, at which an input component 1012 formed by a damper input component 1019 is accommodated by means of a central bolt 1015.

[0052] Figure 11 The drive unit 1100 and Figure 9 The drive unit is similar to the 900, but differs in its sealed design. Corresponding to... Figure 1 and Figure 6 The sealing design differs between drive units 100 and 600. Drive unit 900 does not have a seal between crankshaft 907 and housing of internal combustion engine (not shown), while drive unit 1100 has a seal 1124 between crankshaft 1107 and housing 1111, and can eliminate the seal between drive disc 1131 and housing 1110.

[0053] In the same way, with Figure 10 and Figure 8 In contrast to other similar drive units 1000 and 800, Figure 12 and Figure 13 The drive units 1200 and 1300 have seals 1224 and 1324 between the crankshafts 1207 and 1307 and the housings 1211 and 1311, respectively, which makes it possible to eliminate the corresponding seals between the housings 1210 and 1310 and the damper input component 1219 or the crankshaft 1307, as well as the radially inwardly extending housing sections of the housings 1210 and 1310.

[0054] List of reference numerals

[0055] 100 drive units

[0056] 101 Internal Combustion Engine

[0057] 102 Flywheel

[0058] 103 Structural Units

[0059] 104 motor

[0060] 105 Torsional Vibration Damper

[0061] 106 Fastening Bolts

[0062] 107 crankshaft

[0063] 108 Central opening

[0064] 109 Protrusions

[0065] 110 Casing

[0066] 111 Shell

[0067] 112 Input Component

[0068] 113 Air gap

[0069] 114 disk components

[0070] 115 Central Bolt

[0071] 116 Internal Thread

[0072] 117 Rotor

[0073] 118 stator

[0074] 119 Shock absorber input component

[0075] 120 Shock Absorber Output Components

[0076] 121 Output Hub

[0077] 122 Spring device

[0078] 123 Helical Compression Spring

[0079] 125 Shell Section

[0080] 126 shoulder

[0081] 127 Seals

[0082] 128 Flange components

[0083] 129 Seals

[0084] 130 Support Mechanism

[0085] 200 drive units

[0086] 202 Flywheel

[0087] 203 Structural Units

[0088] 204 motor

[0089] 205 Torsional Vibration Damper

[0090] 206 Fastening Bolt

[0091] 207 crankshaft

[0092] 210 Housing

[0093] 212 Input Component

[0094] 214 disk components

[0095] 215 Central Bolt

[0096] 217 Rotor

[0097] 219 Shock absorber input component

[0098] 220 Shock Absorber Output Components

[0099] 222 Spring device

[0100] 230 Support Mechanism

[0101] 231 Portable Disk

[0102] 232 Centering flange

[0103] 233 Connecting components

[0104] 234 Fastening bolts

[0105] 236 Flange components

[0106] 300 drive units

[0107] 302 flywheel

[0108] 303 Structural Unit

[0109] 304 motor

[0110] 305 Torsional Vibration Damper

[0111] 307 crankshaft

[0112] 310 Housing

[0113] 312 Input Component

[0114] 314 disk components

[0115] 315 Central Bolt

[0116] 317 Rotor

[0117] 319 Shock absorber input component

[0118] 330 Support Mechanism

[0119] 331 Portable Disk

[0120] 333 Connecting components

[0121] 334 Fastening Bolt

[0122] 335 rivets

[0123] 336 Flange Components

[0124] 400 drive units

[0125] 402 flywheel

[0126] 407 crankshaft

[0127] 410 Housing

[0128] 412 Input Component

[0129] 414 disk components

[0130] 415 Central Bolt

[0131] 417 Rotor

[0132] 419 Shock absorber input component

[0133] 431 Portable Disk

[0134] 433 Connecting components

[0135] 500 drive units

[0136] 501 internal combustion engine

[0137] 507 crankshaft

[0138] 510 Housing

[0139] 511 Housing

[0140] 524 Seals

[0141] 529 Seals

[0142] 537 axis

[0143] 600 drive unit

[0144] 601 Internal Combustion Engine

[0145] 607 crankshaft

[0146] 610 housing

[0147] 611 Casing

[0148] 617 Rotor

[0149] 624 Seals

[0150] 700 drive unit

[0151] 701 Internal Combustion Engine

[0152] 702 Flywheel

[0153] 703 Structural Unit

[0154] 707 crankshaft

[0155] 710 housing

[0156] 711 housing

[0157] 724 Seals

[0158] 731 Portable Disk

[0159] 800 drive unit

[0160] 802 flywheel

[0161] 803 Structural Unit

[0162] 804 motor

[0163] 805 Torsional Vibration Damper

[0164] 807 crankshaft

[0165] 812 Input Component

[0166] 815 Central Bolt

[0167] 817 Rotor

[0168] 819 Shock absorber input component

[0169] 820 Shock Absorber Output Components

[0170] 821 Output Hub

[0171] 836 Flange Components

[0172] 900 drive unit

[0173] 902 flywheel

[0174] 903 Structural Unit

[0175] 904 motor

[0176] 905 Torsional Vibration Damper

[0177] 907 crankshaft

[0178] 912 Input Component

[0179] 915 Central Bolt

[0180] 917 Rotor

[0181] 919 Shock Absorber Input Component

[0182] 921 Output Hub

[0183] 929 Seals

[0184] 931 Portable Disk

[0185] 934 Fastening Bolt

[0186] 936 Flange Components

[0187] 937 axis

[0188] 938 Spring Component

[0189] 939 Circular Edge

[0190] 1000 drive units

[0191] 1002 Flywheel

[0192] 1003 structural unit

[0193] 1004 motor

[0194] 1005 Torsional Vibration Damper

[0195] 1006 Fastening Bolt

[0196] 1007 crankshaft

[0197] 1012 Input Component

[0198] 1015 Central Bolt

[0199] 1019 Shock absorber input component

[0200] 1100 drive unit

[0201] 1103 Structural Unit

[0202] 1104 motor

[0203] 1105 Torsional Vibration Damper

[0204] 1107 crankshaft

[0205] 1110 Housing

[0206] 1111 Shell

[0207] 1112 Input Component

[0208] 1119 Shock absorber input component

[0209] 1124 Seals

[0210] 1131 Portable Disk

[0211] 1200 drive unit

[0212] 1203 Structural Unit

[0213] 1204 motor

[0214] 1205 Torsional Vibration Damper

[0215] 1207 crankshaft

[0216] 1210 Housing

[0217] 1211 Casing

[0218] 1212 Input Component

[0219] 1219 Shock absorber input component

[0220] 1224 Seals

[0221] 1300 drive unit

[0222] 1303 structural unit

[0223] 1304 motor

[0224] 1305 Torsional Vibration Damper

[0225] 1307 crankshaft

[0226] 1310 casing

[0227] 1311 Casing

[0228] 1312 Input Component

[0229] 1319 Shock absorber input component

[0230] 1324 Seals

[0231] d. Rotation axis

Claims

1. A drive unit (100, 200, 300, 400, 500, 600, 700, 800, 900, 1000, 1100, 1200, 1300) for a hybrid powertrain, said drive unit having an internal combustion engine (101, 601, 701), said internal combustion engine having a first housing (111, 511, 611, 711, 1111, 12). 11, 1311) and crankshafts (107, 207, 307, 407, 507, 607, 707, 807, 907, 1007, 1107, 1207, 1307), and the drive unit has a motor (104, 204, 304, 804, 904, 1004, 1104, 1204, 1304), the motor having a second housing (110) , 210, 310, 410, 510, 610, 710, 1110, 1210, 1310) and rotors (117, 217, 317, 417, 617, 817, 917), wherein two of the said housings (110, 111, 210, 310, 410, 510, 511, 610, 611, 710, 711, 1110, 1111, , 1210, 1211, 1310, 1311) are securely connected to each other, and the crankshafts (107, 207, 307, 407, 507, 607, 707, 807, 907, 1007, 1107, 1207, 1307) and rotors (117, 217, 317, 417, 617, 817, 917) are rotatably connected to each other, characterized in that, A flywheel (102, 202, 302, 402, 702, 802, 902, 1007) is centeredly fastened to the crankshaft (107, 207, 307, 407, 507, 607, 707, 807, 907, 1007) and torsionalally accommodates a structural unit (103, 203, 305) formed by the motor (104, 204, 304, 804, 904, 1004, 1104, 1204, 1304) and torsional vibration dampers (105, 205, 305, 805, 905, 1005, 1105, 1205, 1305). The input components (112, 212, 312, 412, 812, 912, 1012, 1112, 1312) of the 3, 703, 803, 903, 1003, 1103, 1203, 1303) are fastened to the crankshaft (107, 207, 307, 407, 507, 607, 707, 807, 907, 1007, 1107, 1207, 1307) by means of a central bolt (115, 215, 315, 415, 815, 915, 1015).

2. The driving unit according to claim 1, characterized in that, The flywheel is rotatably connected to the crankshaft by means of fastening bolts distributed around its circumference.

3. The driving unit according to claim 1, characterized in that, The flywheel is fastened to the crankshaft by means of a central bolt.

4. The driving unit according to claim 1, characterized in that, The flywheel is fastened to the crankshaft by means of a central bolt, and the input component is fastened to the flywheel.

5. The driving unit according to claim 1, characterized in that, The input component is axially elastically configured.

6. The driving unit according to claim 5, characterized in that, The axially elastic input component is connected to the crankshaft, and the flywheel is disposed radially outside the axially elastic connecting component of the input component.

7. The drive unit according to any one of claims 1 to 6, characterized in that, The rotor is connected to the input component of the structural unit, and the torsional vibration damper is connected downstream of the rotor.

8. The drive unit according to any one of claims 1 to 6, characterized in that, The torsional vibration damper forms the input component and is connected upstream of the rotor.

9. The drive unit according to any one of claims 1 to 6, characterized in that, The internal combustion engine is sealed between the crankshaft and the first housing.

10. The drive unit according to any one of claims 1 to 6, characterized in that, The structural unit is sealed to the outside.

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