Powertrain with two clutches

Abstract

A transmission assembly includes: a motor (2) having a rotor (21) rotatable about a rotation axis (X), a housing (22) surrounding the motor (2), and a first clutch (30) adapted to rotate a first transmission mechanism (40), characterized in that the housing (22) of the motor (2) includes a first tubular portion (223) extending along and about the rotation axis (X), the first tubular portion (223) of the housing (22) projecting axially toward the outside of the housing on a first side of the motor, and the first clutch (30) being arranged at least partially around the first tubular portion (223).

Description

Technical Field

[0001] The present invention relates to a powertrain for electric or hybrid vehicles, particularly for electric or hybrid motor vehicles. Background Technology

[0002] This invention is more specifically applied to hybrid and electric vehicles. The electric motor can have a very high speed, for example, greater than or equal to 15,000 revolutions per minute, especially for two-speed electric transmission lines.

[0003] To regulate speed and torque, the use of electric motors typically requires a transmission, which includes a reduction gear and a differential. The reduction gear enables the desired speed and torque output levels at each wheel, while the differential is used to change the speed between two laterally opposed wheels.

[0004] To accommodate different vehicle speeds, clutches are known to be used, which allow selection of a desired reduction ratio on the reduction gear. For example, such a device is disclosed in DE102016202723, which discloses a transmission system that realizes a relatively complex planetary gear system.

[0005] Unpublished application FR1901916 discloses a torque transmission device for a vehicle including at least one electric motor, the torque transmission device comprising:

[0006] - A first clutch, comprising a first input element capable of being driven by a motor and a first output element, wherein torque is transmitted between the first input element and the first output element when the first clutch is engaged.

[0007] - A second clutch, comprising a second input element and a second output element capable of being driven by a motor, wherein torque is transmitted between the second input element and the second output element when the second clutch is engaged.

[0008] -Transmission components

[0009] - A first transmission mechanism, arranged to transmit torque between a first output element and a transmission member according to a first transmission ratio.

[0010] - A second transmission mechanism, arranged to transmit torque between a second output element and a transmission member according to a second transmission ratio different from the first transmission ratio, and

[0011] - A connecting element arranged to allow or interrupt the mutual rotational drive between the first output element of the first clutch and the transmission member by means of a first transmission mechanism.

[0012] Using at least two gear ratios allows for the harmonization of high starting torque and maximum speed, thus reducing the time required for the vehicle to reach high speeds. The choice of two gear ratios implemented with an electric motor offers a good trade-off between transmission complexity, dynamic performance, vehicle fuel consumption, and electric motor size.

[0013] The use of clutches, especially progressive multi-plate clutches, can also ensure user comfort by avoiding sudden gear changes and significant changes in acceleration.

[0014] In addition, when the second clutch is engaged, the connecting element can interrupt the drive of the output element of the first clutch, especially the drive of the output friction disc of the first clutch. This can improve energy efficiency by greatly limiting or even eliminating the drag torque in the first clutch when the second clutch is engaged.

[0015] However, the implementation of two clutches requires the implementation of a large number of different components, which complicates the design and assembly of the powertrain and increases costs. Summary of the Invention

[0016] The present invention aims to overcome the shortcomings of the prior art.

[0017] Therefore, according to a first aspect of the present invention, a transmission assembly is provided, comprising:

[0018] - An electric motor, which has a rotor capable of rotating about a rotation axis (X).

[0019] - The housing of the motor, surrounding the motor.

[0020] - A first clutch suitable for rotating the first transmission mechanism.

[0021] According to the present invention, the housing of the motor includes a first tubular portion extending along and about the rotation axis (X), the first tubular portion of the housing protruding axially toward the outside of the housing on a first side of the motor, and a first clutch being arranged at least partially around the first tubular portion.

[0022] The motor housing can therefore facilitate the actuation and / or installation of the first clutch.

[0023] The transmission assembly may also include one or more of the following features:

[0024] The transmission assembly includes an output member that can be driven by the rotor via a first transmission mechanism or a second transmission mechanism, and a first clutch that can transmit torque between the rotor and the first transmission mechanism in a closed state.

[0025] When the first clutch is disengaged, torque transmission between the rotor and the first transmission mechanism is interrupted; the second clutch is capable of transmitting torque between the rotor and the second transmission mechanism in the closed state, and when the second clutch is disengaged, torque transmission between the rotor and the second transmission mechanism is interrupted.

[0026] The first clutch includes a plurality of friction discs, at least a portion of which is arranged around the first tubular portion.

[0027] The first clutch is a wet clutch, and the first tubular portion includes at least one distribution pipe for distributing coolant, the at least one distribution pipe extending axially and extending radially inside the friction disc of the first clutch.

[0028] The at least one distribution pipe extends axially into the axial section occupied by the friction disc of the first clutch.

[0029] The transmission assembly includes a second clutch adapted to rotate a second transmission mechanism, and the motor housing includes a second tubular portion extending along a rotation axis (X), the second tubular portion protruding axially toward the outside of the housing on a second side of the motor opposite to the first side, and the second clutch being disposed at least partially around the second tubular portion.

[0030] The second clutch includes a plurality of friction discs, at least a portion of which are arranged around the second tubular portion.

[0031] The second clutch is a wet clutch, and the second tubular portion includes at least one distribution pipe for distributing coolant, the at least one distribution pipe extending axially and radially outward inside the friction disc of the second clutch.

[0032] The at least one distribution pipe extends axially into the axial section occupied by the friction disc of the second clutch.

[0033] The rotor is constrained to rotate together with a common input shaft shared by the first clutch and the second clutch. A first rolling bearing is radially inserted between the motor housing and the common input shaft, and the first rolling bearing is positioned relative to the rotor on the side of the first clutch. A second rolling bearing is radially inserted between the motor housing and the common input shaft, and the second rolling bearing is positioned relative to the rotor on the side of the second clutch. The distribution pipe of the first tubular portion faces the first rolling bearing axially and / or the distribution pipe of the second tubular portion faces the second rolling bearing axially.

[0034] The motor housing includes a first sidewall axially arranged between the rotor and the first clutch and / or the motor housing includes a second sidewall axially arranged between the rotor and the second clutch.

[0035] The first sidewall includes at least one fluid supply pipe that extends radially and communicates with at least one coolant distribution pipe of the first tubular portion, and / or the second sidewall includes at least one fluid supply pipe that extends radially and communicates with at least one coolant distribution pipe of the second tubular portion.

[0036] The first clutch is actuated by a first actuator, the first actuator including a first chamber adapted to contain an actuating fluid and a first movable piston axially sliding in the first chamber, the first chamber being formed in the housing of the motor, and the at least one fluid supply pipe on the first sidewall communicating with the first chamber; and / or the second clutch is actuated by a second actuator, the second actuator including a second chamber adapted to contain an actuating fluid and a second movable piston axially sliding in the second chamber, the second chamber being formed in the housing of the motor, and the at least one fluid supply pipe on the second sidewall communicating with the second chamber.

[0037] The first chamber is arranged radially outside the at least one coolant distribution pipe of the first tubular portion.

[0038] The second chamber is arranged radially outside the at least one coolant distribution pipe of the second tubular portion.

[0039] The common input shaft is hollow, and the second transmission mechanism includes a connecting shaft extending axially and disposed inside the common input shaft, with a rolling element such as a needle roller inserted between the common input shaft and the connecting shaft, the common input shaft including at least one lubrication tube communicating with at least one supply tube of the first sidewall and / or the second sidewall.

[0040] The at least one lubrication tube is a through tube, thus lubricating the rolling elements. The rolling elements inserted between the shafts can therefore be lubricated.

[0041] The first transmission mechanism includes a first reduction gear, and the second transmission mechanism includes a second reduction gear connected to the second clutch via a connecting shaft. The first reduction gear and the second reduction gear are axially located on the same side of the motor.

[0042] The motor housing includes a receiving portion, and one of a first sidewall and a second sidewall is formed on a cover attached to the receiving portion.

[0043] The housing includes a cylindrical section in which the motor is housed.

[0044] The cover is attached to the cylindrical part of the shell.

[0045] The cover is installed securely on the receiving part, especially on its cylindrical portion.

[0046] The other of the first and second sidewalls is integrally formed with the cylindrical portion of the receiving part and forms the bottom of the receiving part.

[0047] A rolling bearing is mounted on a first tubular portion, and a first force-absorbing element is arranged to press axially against the rolling bearing such that it absorbs at least some of the axial forces transmitted from the first actuator to the first clutch.

[0048] The first tubular portion and the first sidewall are integrally formed, especially in the lid.

[0049] The second tubular portion and the second sidewall are integrally formed.

[0050] The present invention also relates to a powertrain comprising the components described above.

[0051] The output components are driven solely by an electric motor. In other words, the powertrain does not include a thermal engine or an internal combustion engine.

[0052] The present invention also relates to an electric shaft comprising the power transmission system described above. Attached Figure Description

[0053] Other features and advantages of the invention will become apparent from the following description taken in conjunction with the accompanying drawings, in which:

[0054] Figure 1 It shows Figure 3 A block diagram of the operating environment of the transmission components.

[0055] Figure 2 yes Figure 1 A perspective view of a modified transmission component.

[0056] Figure 3 This is a cross-sectional view of an embodiment of the present invention.

[0057] For clarity, the same reference numerals are used to identify the same or similar elements in all the accompanying drawings. Detailed Implementation

[0058] The terms “external” and “internal”, and the orientations “axial” and “radial”, will be used in the specification and claims to denote elements of the powertrain according to the definitions given in the specification. By convention, a “radial” orientation is orthogonal to an axial orientation. Depending on the context, an axial orientation refers to one of the axes of rotation of an element of the powertrain, such as the axis of rotation of a rotor. A “circumferential” orientation is orthogonal to both the axial and radial directions. The terms “external” and “internal” are used relative to an axis of rotation to define the relative position of one element to another; elements closer to that axis are therefore described as internal elements, while those radially peripheral are external elements.

[0059] In reality, different components of a powertrain have torque input and torque output sections. From a kinematic point of view, the input section is located on the motor side, while the output section is located on the vehicle wheel side.

[0060] Figure 1 The power transmission system 1 is shown.

[0061] It is a powertrain system for motor vehicles, comprising:

[0062] - Motor 2, which includes a rotor 21 capable of rotating about a rotation axis X,

[0063] - First transmission assembly 3, which includes a first clutch 30 associated with the first transmission mechanism 40.

[0064] - The second transmission assembly 5 includes a second clutch 50 associated with the second transmission mechanism 60.

[0065] - Output component 17, which can be driven by rotor 21 via a first transmission mechanism or a second transmission mechanism.

[0066] The powertrain 1 also includes a differential 8 that can drive two laterally opposed wheels or two sets of driven front and rear wheels of the vehicle.

[0067] Reduction stages 7 and 9 are arranged between output component 17 and differential 8 to reduce the rotational speed between output component 17 and differential 8, and more generally, to reduce the rotational speed between motor 2 and differential 8.

[0068] The first clutch 30 can transmit torque between the rotor 21 and the first transmission mechanism 40 when it is closed, but when the first clutch 30 is open, the torque transmission between the rotor 21 and the first transmission mechanism 40 is interrupted.

[0069] The second clutch 50 can also transmit torque between the rotor 21 and the second transmission mechanism 60 when it is closed, but when the second clutch 50 is open, the torque transmission between the rotor 21 and the second transmission mechanism 60 is interrupted.

[0070] The first transmission mechanism 40 and the second transmission mechanism 60 have different gear ratios. Actuation of the first and / or second clutches allows selection of an appropriate gear ratio. In this case, the second transmission mechanism 60 provides a first gear useful for starting or pulling away from the vehicle, and the first transmission mechanism 40 provides a second gear.

[0071] The first clutch 30 and the second clutch 50 are axially arranged on both sides of the rotor 21. Therefore, similar or even identical clutch structures can be used, which allows for standardization of the design elements of the first and second clutches and reduces the number of reference parts in the powertrain. Additionally, the two clutches 30 and 50 can be arranged near their axis of rotation X.

[0072] Each clutch 30, 50 includes at least one first transmission port 31, 51 and a second transmission port 32, 52, which interact with each other to transmit torque when the clutches 30, 50 are engaged.

[0073] Conversely, when clutches 30 and 50 are disengaged, torque transmission between the first transmission ports 31 and 51 and the second transmission ports 32 and 52 of each clutch 30 and 50 is interrupted.

[0074] The rotor 21, the first and second drive ports 31, 51, and the second drive ports 32, 52 are arranged such that there exists an axis parallel to the axis X, which passes through both the rotor 21 and the first and second drive ports 31, 51 and 32, 52. The rotor and clutch can therefore be positioned at approximately the same distance from the axis of rotation X.

[0075] The radial outer diameter of rotor 21 is larger than the radial outer diameter of the first transmission interface and the second transmission interface 31, 32, 51, 52 of the first clutch 30 and the second clutch 50. Therefore, the radial volume of the motor and the two clutches is compact.

[0076] The powertrain 1 includes a housing 22 surrounding the motor 2, and a first clutch 30 and a second clutch 50 are arranged outside the housing 22 of the motor 2. Before the reduction gear, clutches 30 and 50 are kinematically positioned as close as possible to the motor 2, meaning that these two clutches are placed in the section of the driveline where torque is lowest. This arrangement improves clutch compactness, especially in the case of a progressive friction clutch. Preferably, both the first clutch 30 and the second clutch 50 are progressive friction clutches. Gear shifts can therefore be smooth and gradual, without sudden acceleration. A progressive clutch refers to a clutch whose transmitted torque can be gradually controlled.

[0077] The first clutch 30 and the second clutch 50 are wet multi-plate clutches.

[0078] The first clutch 30 and the second clutch 50 each include friction discs 31e, 32s, 51e, and 52s. First friction interfaces 31 and 51 are formed by input friction discs 31e and 51e, and second friction interfaces 32 and 52 are formed by output friction discs 32s and 52s. The input and output friction discs of each clutch 30 and 50 can press against each other axially to transmit torque.

[0079] The first transmission assembly 3 includes a first input shaft portion 33, which is constrained to rotate together with the rotor 21 and extends axially from the rotor 21 to the first clutch 30.

[0080] The first input shaft portion 33 causes the first transmission interface 31 of the first clutch 30 to rotate.

[0081] In fact, the first input shaft portion 33 is constrained to rotate together with the first input disc bracket 35, and the input friction disc 31e of the first clutch 30 can be mounted on the first input disc bracket, slide axially on it, and is constrained to rotate together with it about the axis X.

[0082] The second transmission assembly 5 includes a second input shaft portion 53, which is constrained to rotate with the rotor 21 and extends axially from the rotor 21 to the second clutch 50.

[0083] The second input shaft portion 53 causes the first transmission interface 51 of the second clutch 50 to rotate.

[0084] In fact, the second input shaft portion 53 is constrained to rotate together with the second input disc support 55, and the input friction disc 51e of the second clutch 50 can be mounted on the second input disc support 55, slide axially on it, and be constrained to rotate together with it about axis X.

[0085] In this configuration, the first input shaft portion 33 and the second input shaft portion 53 are formed on a common input shaft 24 constrained to rotate together with the rotor 21. The common input shaft 24 extends radially inward of the rotor 21 along the axis of rotation X and protrudes axially on both sides of the rotor 21.

[0086] The output friction disc 32s of the first clutch 30 is mounted to constrain it to rotate together with the first output disc support 37 of the first clutch 30 and slide axially thereon.

[0087] Similarly, the output friction disc 52s of the second clutch 50 is also mounted to constrain it to rotate together with the second output disc support 57 of the second clutch 50 and slide axially thereon.

[0088] The first transmission mechanism 40 includes a first gear train, and the second transmission mechanism 60 includes a second gear train.

[0089] The first gear train includes a first drive gear 41, which is rotatable via the second transmission interface 32 of the first clutch 30 when the first clutch 30 is engaged. The first drive gear 41 is idling mounted on the first input shaft portion 33.

[0090] In fact, the first output disc bracket 37 of the first clutch 30 can be directly fastened to the first drive gear 41.

[0091] The second gear train includes a second drive gear 61, which rotates via the second transmission interface 52 of the second clutch 50 when the second clutch 50 is engaged. The second drive gear 61 is idling mounted on the second input shaft portion 53.

[0092] In fact, the second output disc bracket 57 of the second clutch 50 can be directly fastened to the second drive gear 61.

[0093] The first drive gear 41 and the second drive gear 61 are axially arranged on both sides of the rotor 21.

[0094] The output component 17 is a shaft 17, which is arranged to be driven along an axis Y parallel to the axis of rotation X.

[0095] The first and second gear trains of the first and second transmission mechanisms 40 and 60 are arranged in cascade between axis X and axis Y.

[0096] Shaft 17 holds the first driven gear 42 of the first gear train 40 directly driven by the first drive gear 41 and the second driven gear 62 of the second gear train 60 directly driven by the second drive gear 61.

[0097] The drive gear / driven gear driver can also be indirect, that is, through an intermediate toothed member.

[0098] The powertrain 1 also includes a disconnection device 6 associated with the second transmission mechanism 60 in this case, such that when torque is transmitted from the rotor 21 to the output member 17 via the first transmission mechanism 40, the drive of the second transmission interface 52 of the second clutch 50 is interrupted.

[0099] In other words, the disconnecting device 6 is arranged such that when the second clutch 50 is closed, it allows mutual rotational drive between the second transmission interface 52 of the second clutch 50 and the shaft 17 via the second transmission mechanism 60, and when the second clutch 50 is open and the first clutch 30 is closed, it interrupts mutual rotational drive between the second transmission interface 52 of the second clutch 50 and the shaft 17 via the second transmission mechanism 60.

[0100] By avoiding unnecessary driving of the second transmission mechanism 60, harmful efficiency losses in the second transmission mechanism 60 are avoided, losses that can be particularly related to splash lubrication of the rotating transmission elements. Unnecessary rotation of the output friction disc 52s of the second clutch 50 is also avoided.

[0101] The disconnecting device 6 is a device known to those skilled in the art, and may include, for example, a chuck and / or a synchronizer. It can be hydraulically actuated.

[0102] When the first gear ratio is engaged, the normally open second clutch 50 remains closed by applying a closing command, while the normally open first clutch 30 remains open, and the normally open disconnect device 6 remains closed. Shaft 17 is driven by the second transmission mechanism 60. Then, shaft 17 transmits torque to the differential 8 via a third gear train 7, 9 that reduces rotational speed.

[0103] When the second gear ratio is engaged, the normally open first clutch 30 remains closed by applying a closing command, while the normally open second clutch remains open, and the open disconnect device 6 remains open. Shaft 17 is driven by the first transmission mechanism 40. Shaft 17 again transmits torque to the differential 8 via the third gear train 7, 9.

[0104] A change from the first gear ratio to the second gear ratio is achieved by ceasing the supply of energy to the second clutch 50 to close the first clutch 30 and interrupting the actuation of the disconnecting device. The second clutch 50 and the disconnecting device 6 then return to their stable, open positions, and the first clutch 30 moves to its closed position.

[0105] Therefore, the component consumes very little energy because the second toothed output wheel 62, which is idling on the shaft 17, is not driven by it and does not unnecessarily drive the output friction disc 52s of the first drive gear 41 and the second clutch 50.

[0106] In one variant, the second clutch 50 is normally open, while the first clutch is normally closed. The torque transmission system is then further optimized in second gear because, in this operating mode (which is the most common), no command is supplied with energy.

[0107] In practice, a hydraulic interlock or an electronically controlled interlock can be installed between the second clutch 50 and the disconnecting device 6 to coordinate the opening and closing of the two components.

[0108] According to a variation, it can also be specified that the first driven gear 42 of the first transmission mechanism 40 provides a disconnection device similar to the disconnection device 6.

[0109] As a variation, at least some gear trains can be replaced by belt drives. For greater gear reduction, at least some gear trains can include an intermediate gear between the driving gear and the driven gear.

[0110] The powertrain includes a first actuator 110, which includes a first chamber 112 adapted to contain an actuating fluid and a first movable piston 111 capable of axial sliding within the first chamber 112. The first chamber 112 is formed in the housing of the powertrain 1.

[0111] The powertrain includes a second actuator 120, which includes a second chamber 122 adapted to contain an actuating fluid and a second movable piston 121 capable of axial sliding within the second chamber 122. The second chamber 122 is also formed in the housing of the powertrain 1.

[0112] The actuating force of the first and second clutches 30 and 50 is axially directed towards the motor.

[0113] Figure 2 It shows Figure 1 A variation of the power transmission system. In this variation, the diameters of the drive gears 41 and 61 are smaller than the diameters of the driven gears 42 and 62, respectively, in order to reduce the rotational speed of the shaft 17 relative to the common input shaft 24.

[0114] Figure 3 An embodiment of the present invention is shown.

[0115] The gear trains of the first transmission mechanism 40 and the second transmission mechanism 60 are axially arranged on the same side of the rotor 21. The first drive gear 41 is the first input pinion, and the second drive gear 61 is the second input pinion. The first input pinion 41 and the second input pinion 61 are axially arranged on the same side of the rotor. In this case, the first clutch 30 is axially arranged between the rotor 21 and the first and second input pinions 41 and 61.

[0116] Therefore, the powertrain is more compact, and the output shaft 17 can be axially arranged on one side of the rotor, which provides greater freedom in constructing the architecture of the powertrain 1.

[0117] The gear trains of the first transmission mechanism 40 and the second transmission mechanism 60 can be coupled in a modular reduction gear axially arranged on one side of the rotor 21, and the module can also be coupled in a first clutch 30.

[0118] The motor 2 is housed in the housing 22. The motor 2 is arranged about axis X and includes a rotor 21 and a stator 25. In this case, the stator refers to the component including the stator body 25a and the windings 25b.

[0119] Shaft 24 introduces torque into transmission components 3 and 5. Therefore, it is referred to as the common input shaft. The common input shaft 24 is rotated about axis X by rotor 21. For example, rotor 21 and shaft 24 can be fixed together by force-fitting.

[0120] The stator body 25a is tubular and extends along axis X. The winding 25b extends axially along the stator body 25a. The winding 25b protrudes axially toward clutches 30 and 50 on either side of the stator body 25a. The winding 25b includes a winding head formed in the portion of the winding 25b that protrudes axially from the stator body 25a.

[0121] The first input shaft portion 33 and the second input shaft portion 53 are arranged axially on both sides of the rotor 21. On each side of the rotor 21, the housing 22 of the motor 2 includes a first portion 221 protruding toward the interior of the housing and a second portion 222 protruding toward the interior of the housing. The first protruding portion 221 includes a first hole in which a first rolling bearing 11 is installed, guiding the rotation of the first input shaft portion 33 about the rotation axis X. The second protruding portion 222 includes a second hole in which a second rolling bearing 12 is installed, guiding the rotation of the second input shaft portion 53 about the rotation axis X.

[0122] Furthermore, on each side of the rotor 21, the housing 22 of the motor 2 includes a first tubular portion 223 protruding toward the outside of the housing 22 and a second tubular portion 224 also protruding toward the outside of the housing 22.

[0123] The first input shaft portion 33 and the second input shaft portion 53 are formed in the hollow common input shaft 24.

[0124] The first input shaft portion 33 is constrained to rotate together with the first input disc support 35 of the first clutch 30. The input friction disc 31e of the first clutch is mounted on the first input disc support 35 such that it is constrained to rotate together with the first input disc support 35 about axis X and is axially movable. The input friction disc forms the first transmission interface 31 of the first clutch 30.

[0125] The first output disc bracket 37 is constrained to rotate together with the first input pinion 41 of the first transmission mechanism 40. In this case, the toothed wheel 91 of the locking device (also known as a parking lock) is welded to the first output disc bracket 37 and constrained to rotate together with the first input pinion 41. In other words, the first input pinion 41 is constrained to rotate together with the first output disc bracket 37 by means of the toothed wheel 91 of the locking device. Therefore, the toothed wheel 91 of the locking device is advantageously associated with a gear train related to the second transmission ratio.

[0126] The power transmission system 1 includes a first actuator 110, which is provided with a first moving element 111 capable of closing a first clutch 30 to transmit torque between the first transmission interface 31 and the second transmission interface 32 of the first clutch 30, i.e., between the input friction disc 31e and the output friction disc 32s of the first clutch 30. The first actuator 110 is axially arranged between the rotor 21 and the first clutch 30.

[0127] The first moving element 111 of the first actuator 110 transmits axial translational motion to the friction discs 31e and 32s of the first clutch 30, causing the friction discs 31e and 32s of the first clutch to axially press against each other against the first reaction element of the first clutch 30. In this case, the first reaction element 113 is formed on a cup-shaped member 114, which is arranged such that it transmits torque between the first output disc support 37 and the toothed wheel 91 of the locking device.

[0128] A first kinematic link 116 and a first push rod 115, rotating about the rotation axis X, are inserted between the first moving element 111 of the first actuator 110 and the friction discs 31e and 32s of the first clutch 30, so as to transmit axial force from the first moving element 111 to the friction discs 31e and 32s of the first clutch 30. Then, the friction discs 31e and 32s of the first clutch 30 are axially pressed against each other between the first push rod 115 and the cup-shaped member 114.

[0129] The first rotary kinematic link 116 is inserted between the first moving element 111 and the first push rod 115, such that the first moving element 111 is fixed in rotation relative to the housing 22 of the motor 2, and the first push rod 115 is able to rotate together with the friction discs 31e and 32s of the first clutch 30 when the first clutch 30 is engaged.

[0130] The first actuator 110 includes a first chamber 112 adapted to contain an actuating fluid, and a first moving element 111 is formed by a first moving piston 111 capable of sliding axially within the first chamber 112.

[0131] The first set of springs 117 is axially arranged between the first output disc support 37 of the first clutch 30 and the first push rod 115 so as to allow the first push rod 115 to return to the rest position when the fluid pressure in the first chamber 112 is lower than a predetermined first threshold.

[0132] A rolling bearing 119 is mounted on the first tubular portion 223, and a first force-absorbing element 118 is arranged to axially press against the rolling bearing 119, such that it absorbs at least some of the forces transmitted from the first push rod 115 to the friction discs 31e and 32s of the first clutch 30. A first set of springs 117 also presses against the first force-absorbing element 118 on the side facing the motor 2, while on the side opposite to the motor 2, the first force-absorbing element 118 directly or indirectly presses against the rolling bearing 119 axially.

[0133] In this case, the first force-absorbing element 118 is formed on the radially inner portion of the first output disk support 37.

[0134] On the other side of motor 2, the second input shaft portion 53 is constrained to rotate together with the second input disc support 55 of the second clutch 50. The input friction disc 51e of the second clutch is mounted on the second input disc support 50 such that it is constrained to rotate together with the second input disc support 50 about axis X and is axially movable. The input friction disc 51e forms the first transmission interface 51 of the second clutch 50.

[0135] The second output disc support 57 is constrained to rotate together with the second input pinion 61 of the second transmission mechanism 60.

[0136] The second transmission mechanism 60 includes an axially extending connecting shaft 26. This connecting shaft is radially arranged inside the rotor 21 and radially inside the common input shaft 24, such that a first portion of the connecting shaft 26 is disposed inside the first input shaft portion 33, and a second portion of the connecting shaft 26 is disposed inside the second input shaft portion 53. Rotational guiding elements and / or bearings such as needle rollers can be inserted between the common input shaft 24 and the connecting shaft 26 to facilitate rotational guidance of both shafts.

[0137] Therefore, the connecting shaft 26 is configured to transmit torque between the second transmission interface 52 of the second clutch 50 and the second input pinion 61 of the second transmission mechanism 60.

[0138] In other words, the second input pinion 61 is constrained to rotate together with the second output disc support 57 by means of the connecting shaft 26.

[0139] The power transmission system 1 includes a second actuator 120, which has a second moving element 121 capable of closing the second clutch 50 to transmit torque between the first transmission interface 51 and the second transmission interface 52 of the second clutch 50, i.e., between the input friction disc 51e and the output friction disc 52s of the second clutch 50. The second actuator 120 is axially arranged between the rotor 21 and the second clutch 50.

[0140] The second moving element 121 of the second actuator 120 transmits axial translational motion to the friction discs 51e and 52s of the second clutch 50, causing the friction discs 51e and 52s of the second clutch to axially press against each other against the second reaction element 123 of the second clutch 50. In this case, the second reaction element 123 is formed on a flange 124, which is arranged to transmit torque between the second output disc support 57 and the connecting shaft 26.

[0141] A second kinematic link 126 and a second push rod 125, rotating about the rotation axis X, are inserted between the second moving element 121 of the second actuator 120 and the friction discs 51e and 52s of the second clutch 50, so as to transmit axial force from the second moving element 121 to the friction discs 51e and 52s of the second clutch 50. Then, the friction discs 51e and 52s of the second clutch 50 are axially pressed against each other between the second push rod 125 and the flange 124.

[0142] The second rotary kinematic link 126 is inserted between the second moving element 121 and the second push rod 125, such that the second moving element 121 is rotatably fixed relative to the motor housing 22, and the second push rod 125 can rotate together with the friction discs 51e and 52s of the second clutch 50 when the second clutch 50 is closed.

[0143] The second actuator 120 includes a second chamber 122 adapted to contain an actuating fluid, and the second moving element 121 is formed by a second moving piston 121 capable of axially sliding in the second chamber 122.

[0144] A spring washer 127 is axially arranged between the second output disc support 57 of the second clutch 50 and the second push rod 125 to allow the second push rod 125 to return to the rest position when the fluid pressure in the second chamber 122 is below a predetermined second threshold zero. Alternatively, a second set of helical springs extending axially about the rotation axis X can be provided to replace the spring washer.

[0145] A rolling bearing 129 is mounted on the second tubular portion 224, and a second force-absorbing element 128 is arranged to axially press against the rolling bearing 129, such that it absorbs at least some of the forces transmitted from the second push rod 125 to the friction discs 31e and 32s of the second clutch 50. A spring washer 127127 also presses against the second force-absorbing element 128 on the side of the second force-absorbing element facing the motor 2, while on its side opposite to the motor 2, the second force-absorbing element 128 axially presses against the rolling bearing 129.

[0146] In this case, the second force-absorbing element 128 is formed on the radially inner portion of the second output disk support 57.

[0147] To reduce the manufacturing cost of this powertrain, the first clutch 30 and the second clutch 50 may include similar, i.e., standardized components for both clutches 30 and 50. For example, the first moving piston 111 and the second moving piston 121 are identical. In this case, the input friction disc 31e of the first clutch 30 is also the same as the input disc 51e of the second clutch 50. The output friction disc 32s of the first clutch 30 is also the same as the output disc 52s of the second clutch 50. The push rods 115 and 125, the input disc supports 35 and 55, and the output disc supports 37 and 57 can also be identical.

[0148] The actuating forces of the first clutch 30 and the second clutch 50 are axially directed in the opposite direction to the motor 2.

[0149] The first tubular portion 223 extends along the rotation axis X and protrudes axially from the first side of the motor 2. The first clutch 33 is arranged partially around the first tubular portion 223. In particular, most of the friction discs 31e and 32s of the first clutch 30 are arranged around the first tubular portion 223. The first input disc support 35 and the first output disc support 37 are also arranged partially around the first tubular portion 223 of the housing 22.

[0150] The first tubular portion 223 includes a plurality of coolant distribution pipes 252 that extend axially and radially outward inside the friction discs 31e and 32s and enter axially into the axial section occupied by the friction discs.

[0151] The housing 22 of the motor 2 includes a first sidewall 225 disposed on a first side of the motor 2. The first sidewall 225 is axially disposed between the rotor 21 and the first clutch 30. A first tubular portion 223 extends axially from the first sidewall 225.

[0152] The first sidewall 225 includes a plurality of fluid supply pipes 251. These supply pipes 251 extend radially and communicate with the coolant distribution pipes 252 of the first tubular portion 223. The first sidewall 225 extends generally radially outward from the first tubular portion 223.

[0153] The fluid supply pipe 251, the first chamber 112 and / or the second chamber 122 may be arranged radially inside the winding head in an overlapping manner, at least partially.

[0154] A first chamber 112 is formed in the housing 22 of the motor 2, and more specifically in the first sidewall 225. The first sidewall 225 includes a radially inward base 226 from which a first tubular portion 223 extends axially on the side of the first clutch 30. A first protrusion 221, having a hole for mounting the first rolling bearing 11, extends on the other side of the radially inward base 226 of the first sidewall 225.

[0155] A first chamber 112 is formed in the radially inner base 226 of the first wall 225. For this purpose, the radially inner base 226 of the first wall 225 is thicker than the rest of the first wall 225. The first chamber 112 is arranged radially outer of the distribution pipe 252. The first chamber 112 also communicates with the fluid supply pipe 251.

[0156] The coolant distribution pipe 252 also extends into the first protrusion 221 radially inside the hole for mounting the first rolling bearing 11. The distribution pipe 252 of the first tubular portion 223 faces axially toward the first rolling bearing 11, thereby allowing lubrication thereon.

[0157] The second tubular portion 224 extends along the axis of rotation X and protrudes axially from a second side opposite to the first side of the motor 2. The second clutch 50 is arranged partially around the second tubular portion 224. Specifically, most of the friction discs 51e and 52s of the second clutch 50 are arranged around the second tubular portion 224. The second input disc support 55 and the second output disc support 57 are also arranged partially around the second tubular portion 224 of the housing 22.

[0158] The second tubular portion 224 includes a plurality of coolant distribution pipes 252, which extend axially and radially outward inside the friction discs 51e and 52s and enter axially into the axial section occupied by the friction discs 51e and 52s.

[0159] Oil can circulate in a network formed by supply pipe 251 and distribution pipe 252.

[0160] The housing 22 of the motor 2 includes a second sidewall 227 disposed on a second side of the motor 2. The second sidewall 227 is axially disposed between the rotor 21 and the second clutch 50. A second tubular portion 224 extends axially from the second sidewall 227.

[0161] The second sidewall 227 includes a plurality of fluid supply pipes 251. These supply pipes 251 extend radially and communicate with coolant distribution pipes 252 of the second tubular portion 224. The second sidewall 227 extends generally radially outward from the second tubular portion 224.

[0162] A second chamber 122 is also formed in the housing 22 of the motor 2, more specifically in the second sidewall 227. The second sidewall 227 includes a radially inner base 228 from which a second tubular portion 224 extends axially on the side of the second clutch 50. A second protrusion 222, having a hole for mounting the second rolling bearing 12, extends on the other side of the radially inner base 228 of the second sidewall 227.

[0163] The second chamber 122 is formed in the radially inner base 228 of the second wall 227. For this purpose, the radially inner base 228 of the second wall 227 is thicker than the rest of the second wall 227. The second chamber 122 is arranged radially outside the distribution pipe 252 of the second tubular portion 224. The second chamber 122 also communicates with the fluid supply pipe 251 of the second sidewall 227.

[0164] The coolant distribution pipe 252 of the second tubular portion 224 also extends into the second protrusion 222 radially inside the hole for mounting the second rolling bearing 12. The distribution pipe 252 of the second tubular portion 224 faces the second rolling bearing 12 axially, thereby allowing lubrication.

[0165] Needle rollers are inserted between the input shaft 24 and the connecting shaft 26 shared by the two clutches 30 and 50. The shared input shaft 24 includes a plurality of lubrication tubes 241 extending radially inward and outward. These lubrication tubes 241 communicate with one of the supply tubes 251 of the first sidewall 225 and the second sidewall 227. The needle rollers inserted between the shafts can thus be lubricated.

[0166] The housing 22 of the motor 2 includes a receiving portion 28. A first sidewall 225 is formed on a cover 229 attached to the receiving portion 28. The receiving portion 28 includes a cylindrical portion in which the motor 2 is housed. The cover 229 is attached to the cylindrical portion in a sealing manner. A first tubular portion 223 and the first sidewall 225 are integrally formed in the cover 229.

[0167] The second sidewall 227 is integrally formed with the cylindrical portion of the receiving portion and forms the bottom of the receiving portion 28. Similarly, the second tubular portion 224 and the second sidewall 227 are integrally formed in the receiving portion 28.

[0168] exist Figure 2 The gear trains of the transmission mechanisms 40 and 60, which are not fully shown in the diagram, may have the same characteristics as... Figure 1 They share the same characteristics. They can drive the vehicle differential, as referenced. Figure 1 The solution described in [the document / article] is as follows.

Claims

1. A transmission assembly, comprising: The motor (2) is equipped with a rotor (21) that is capable of rotating about the rotation axis (X). The housing (22) of the motor surrounds the motor (2). A first clutch (30) suitable for rotating the first transmission mechanism (40). The characteristic feature is that the housing (22) of the motor (2) includes a first tubular portion (223) extending along and around the rotation axis (X), the first tubular portion (223) of the housing (22) projecting axially toward the outside of the housing on a first side of the motor, and the first clutch (30) is arranged at least partially around the first tubular portion (223); The first clutch (30) includes a plurality of friction discs (31e, 32s), at least a portion of which is arranged around the first tubular portion (223). The first clutch (30) is a wet clutch, and the first tubular portion (223) includes at least one distribution pipe (252) for distributing coolant, which extends axially and radially inside the friction discs (31e, 32s) of the first clutch.

2. The transmission assembly according to claim 1, wherein, The at least one distribution pipe (252) extends axially into the axial section occupied by the friction discs (31e, 32s) of the first clutch (30).

3. The transmission assembly according to claim 1 or 2, wherein, The transmission assembly includes a second clutch (50) adapted to rotate the second transmission mechanism (60), and the housing (22) of the motor (2) includes a second tubular portion (224) extending along the axis of rotation (X), the second tubular portion (224) axially projecting outward toward the housing (22) on a second side of the motor (2) axially opposite to the first side, the second clutch (50) being disposed at least partially around the second tubular portion (224).

4. The transmission assembly according to claim 3, wherein, The second clutch (50) includes a plurality of friction discs (51e, 52s), at least a portion of which is arranged around the second tubular portion (224); the second clutch (50) is a wet clutch, and the second tubular portion includes at least one coolant distribution pipe (252) which extends axially and radially outward inside the friction discs (51e, 52s) of the second clutch (50), and the at least one distribution pipe (252) extends axially into the axial section occupied by the friction discs (51e, 52s) of the second clutch (50).

5. The transmission assembly according to claim 4, wherein, The rotor (21) is constrained to rotate together with a common input shaft (24) shared by the first clutch (30) and the second clutch (50). A first rolling bearing (11) is radially inserted between the motor housing (22) and the common input shaft (24). The first rolling bearing (11) is positioned relative to the rotor (21) on the side of the first clutch (30). A second rolling bearing is radially inserted between the motor housing (22) and the common input shaft (24). The second rolling bearing (12) is positioned relative to the rotor (21) on the side of the second clutch (50). The distribution pipe (252) of the first tubular portion (223) extends axially toward the first rolling bearing (11) and / or the distribution pipe of the second tubular portion (224) extends axially toward the second rolling bearing (12).

6. The transmission assembly according to claim 3, wherein, The housing (22) of the motor (2) includes a first sidewall (225) axially arranged between the rotor (21) and the first clutch (30), and the housing (22) of the motor (2) includes a second sidewall (227) axially arranged between the rotor (21) and the second clutch (50); wherein the first sidewall (225) includes at least one fluid supply pipe (251) extending radially and communicating with the at least one coolant distribution pipe (252) of the first tubular portion (223), and / or the second sidewall (227) includes at least one fluid supply pipe (251) extending radially and communicating with the at least one coolant distribution pipe (252) of the second tubular portion (224).

7. The transmission assembly according to claim 6, wherein, The first clutch (30) is actuated by a first actuator (110), the first actuator including a first chamber (112) adapted to contain an actuating fluid and a first movable piston (111) axially sliding in the first chamber (112), the first chamber (112) being formed in the housing (22) of the motor (2), and the at least one fluid supply pipe (251) of the first sidewall (225) communicating with the first chamber; and / or the second clutch (50) is actuated by a second actuator (120), the second actuator including a second chamber (122) adapted to contain an actuating fluid and a second movable piston (121) axially sliding in the second chamber (122), the second chamber (122) being formed in the housing (22) of the motor (2), and the at least one fluid supply pipe (251) of the second sidewall (227) communicating with the second chamber (122).

8. The transmission assembly according to claim 5, wherein, The common input shaft (24) is hollow, and the second transmission mechanism (60) includes a connecting shaft (26) extending axially inside the common input shaft (24), with a rolling element inserted between the common input shaft (24) and the connecting shaft (26). The common input shaft (24) includes at least one lubrication pipe (241) communicating with at least one fluid supply pipe (251) of the first sidewall (225) and / or the second sidewall (227). The at least one lubrication pipe (241) is a through pipe that lubricates the rolling element.

9. The transmission assembly according to claim 8, wherein, The first transmission mechanism (40) includes a first reduction device, and the second transmission mechanism (60) includes a second reduction device connected to the second clutch (50) via the connecting shaft (26). The first reduction device and the second reduction device are axially located on the same side of the motor (2).

10. The transmission assembly according to claim 6, wherein, The housing (22) of the motor (2) includes a receiving portion (28), and one of the first sidewall (225) and the second sidewall (227) is formed on a cover (229) attached to the receiving portion (28).

11. The transmission assembly according to claim 10, wherein, The first tubular portion (223) and the first sidewall (225) are integrally formed.

12. The transmission assembly according to claim 11, wherein, The first tubular portion and the first sidewall (225) are integrally formed in the cover (229).

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