Hybrid module with rotational axis for drive train

Abstract

This invention relates to a hybrid power module with a rotating axis for a drive system, comprising at least the following components: an engine coupling side; a transmission input side; a torsional vibration damper for attenuating torque transmission between the engine coupling side and the transmission input side; a torque limiting unit comprising a friction lamination assembly pressed by means of a first energy storage element supported on an input flange, wherein the torque limiting unit limits torque transmission between the engine coupling side and the transmission input side to a predetermined maximum torque; and an electric actuator arranged between the engine coupling side and the transmission input side for outputting torque, wherein the torque limiting unit is arranged on the transmission input side of the torsional vibration damper in the torque flow between the engine coupling side and the transmission input side. The torque limiting unit is arranged radially outward from the torsional vibration damper.

Description

Technical Field

[0001] The present invention relates to a hybrid power module having a rotating axis for a drive system, a drive system having such a hybrid module, and a motor vehicle having such a drive system. Background Technology

[0002] Hybrid power modules are known as components in drive systems, such as motor vehicles. A hybrid power module includes an electric drive or a torque coupling for the electric drive (e.g., belt-driven) and is arranged axially between an internal combustion engine and a transmission. The electric drive is configured, depending on the application, to recover braking energy during engine-generator operation, assist (turbocharge) the torque output of the internal combustion engine, operate purely electric, and / or (e.g., instead of a separate starter) drag the internal combustion engine's shaft from rest to a predetermined speed (e.g., idling speed or speed determined by the current driving). In one embodiment, the hybrid power module includes a torsional vibration damper configured such that the system-determined, strongly fluctuating torque output of the internal combustion engine's shaft is homogenized in the torque flow as early as possible (i.e., close to the internal combustion engine). To protect the torsional vibration damper from transmission-side torque shocks or excessive torque, torque limiting units are increasingly needed. Torque limiting units are configured to disconnect torque transmission when the applied torque value exceeds a predetermined maximum torque. In many cases, the predetermined maximum torque is very high and requires a huge cost to install the torque limiting unit in the hybrid module or in a pre-designed (small) structural space for the hybrid module.

[0003] The position of the torque limiting unit in the torque flow between the internal combustion engine and consumable parts (such as the drive wheels of a motor vehicle) is important. One scenario is a motor vehicle traveling on a slippery surface (such as ice). Due to loss of traction, the drive system rotates to its maximum speed (drive wheel slippage). After the clutch reaches the slippery surface, the drive wheels suddenly regain traction, and the entire drive mass generates a large impact torque (torque shock) on the weakest component of the drive system (such as a shaft or torsional vibration damper). Depending on where the torque limiting unit is positioned in the torque flow, the mass vibrating relative to the stationary drive wheels in the situation described here changes. Summary of the Invention

[0004] Based on this, the object of the present invention is to at least partially overcome the disadvantages known in the prior art. Features of the invention are derived from the independent claims, and advantageous embodiments thereof are set forth in the dependent claims. The features of the claims can be combined in any technically significant manner, wherein reference may also be made to the description in the following description and the features in the accompanying drawings, which include supplementary embodiments of the invention.

[0005] The present invention relates to a hybrid power module having a rotating axis for a drive system, comprising at least the following components:

[0006] - Engine connection side;

[0007] - Transmission input side;

[0008] - Torsional vibration damper, which is used to dampen torque transmission between the engine coupling side and the transmission input side;

[0009] - A torque limiting unit comprising a friction lamination assembly pressed together by means of a first energy storage element supported on an input flange, wherein the torque limiting unit limits the torque transmission between the engine coupling side and the transmission input side to a predetermined maximum torque; and

[0010] - An electric drive, positioned between the engine coupling side and the transmission input side for output torque.

[0011] The torque limiting unit is arranged on the transmission input side of the torsional vibration damper in the torque flow between the engine connection side and the transmission input side.

[0012] A key feature of the hybrid power module is that the torque limiting unit is arranged radially outside the torsional vibration damper.

[0013] Unless otherwise explicitly stated otherwise, the use of axial, radial, or circumferential directions and corresponding terms refers to the axis of rotation. Unless otherwise explicitly stated otherwise, the ordinal numbers used in the preceding and following description are for clear distinction only and do not indicate the order or sequence of the components. Ordinal numbers greater than 1 do not necessarily imply the existence of another such component.

[0014] A hybrid power module is proposed herein, by virtue of which torque can be transmitted about a rotational axis within a drive system, or torque can be generated about the rotational axis by its electric drive. The hybrid power module thus has an engine coupling side, which is connected to the drive, such as an internal combustion engine, preferably a piston engine (preferably directly), to transmit torque. On the opposite side in the torque flow is a transmission input side, which can be connected to a transmission input shaft, wherein the transmission includes, for example, a transmission unit and, in many cases, a switching clutch or a disengaging clutch. Preferably, the hybrid power module has a short axial structure, which corresponds, for example, approximately to the structural length of a conventional torsional vibration damper, such as a dual-mass flywheel, a multi-flange damper, etc., and a coaxially arranged electric drive. The electric drive is preferably optimized to maximize torque and thus has a short axial structure compared to a power-optimized electric drive. Furthermore, the hybrid power module includes a torsional vibration damper, which is implemented, for example, as a dual-mass flywheel, a multi-flange damper, a pendulum rocker arm damper, and / or a centrifugal pendulum, and is configured to, on the one hand, homogenize torque fluctuations on the engine-connected side, and on the other hand, protect the engine-connected side from torque fluctuations on the transmission input side during coasting operations of the motor vehicle, such as those based on the drive wheels. Here, the torsional vibration damper described herein does not necessarily have all (optionally) components arranged radially within the torque limiting unit. Rather, at least the components for damping and / or energy storage are arranged within the radius of action of the torque limiting unit, or more precisely, the components of the torque limiting unit that form a frictional connection (friction lamination assembly). In the dual-mass flywheel or multi-flange damper, for example, at least one helical compression spring is arranged radially within the torque limiting unit.

[0015] In a preferred embodiment, the torsional vibration damper is permanently and torque-transmittingly connected to the engine coupling side, preferably directly connected. The hybrid module also includes a torque limiting unit, which limits the torque transmission between the engine coupling side and the transmission input side to a predetermined maximum torque, thereby protecting the engine coupling side from torque shocks exceeding the predetermined maximum torque generated on the transmission side, such as by the coasting drive wheels in a motor vehicle. In one embodiment, the predetermined maximum torque (e.g., with a safety factor) is equal to the maximum output torque of the internal combustion engine coupled to the engine coupling side. The torque limiting unit includes an axially fixed input flange and a friction plate assembly, the friction plate assembly being axially pressable and for this purpose including at least one element capable of axial (restricted) movement, which is pressed by means of a (first) energy storage element, such as a disc spring or a disc spring assembly, so that the predetermined maximum torque can be transmitted frictionally. It should be noted that, depending on the direction of the torque flow between the engine coupling side and the transmission input side, the input flange for the torque limiting unit forms a torque input section and a torque output section.

[0016] Therefore, the friction lamination assembly, or the frictionally connected portion of the friction lamination assembly, forms the output section; that is, it serves as both a torque input and a torque output. The hybrid module also includes an electric drive, which is arranged between the engine coupling side and the transmission input side, at least for torque output and preferably also for torque absorption (e.g., recovery). Depending on the desired configuration of the hybrid module, torque output (or torque absorption) can be performed on both the engine coupling side and the transmission output side. It is proposed that a torque limiting unit be arranged on the transmission input side of the torsional vibration damper in the torque flow between the engine coupling side and the transmission input side. Therefore, torque shocks on the transmission input side are decoupled before the torsional vibration damper by the torque limiting unit limiting the excess torque to a predetermined maximum torque or possibly even lower. This has the advantage of a small mass of torque shocks and the inclusion of a torsional vibration damper sensitive to such torque shocks by means of the torque limiting unit.

[0017] It is proposed here that the torque limiting unit is arranged radially outside the torsional vibration damper. Therefore, the torque limiting unit can be implemented with a large diameter, thus enabling the transmission of large torques due to the large torque lever, even when the friction surface extension is relatively small and / or the axial clamping force is relatively low. Consequently, the required structural space is small, especially in the axial direction, and the support cost is reduced compared to torque limiting units with smaller diameters due to the low axial clamping force.

[0018] In a preferred embodiment, the hybrid power module is implemented as a wet type, wherein at least one of the components of the hybrid power module operates in an oil bath, preferably all the functional components described herein, such as torsional vibration dampers, torque limiting units and electric actuators, operate in an oil bath, particularly preferably in a common bath.

[0019] Furthermore, in an advantageous embodiment of the hybrid power module, the torque limiting unit is arranged radially overlapping the electric drive.

[0020] Here, the torque limiting unit and the electric actuator are arranged radially overlapping, such that the outer diameters of the torque limiting unit and the electric actuator define the required radial structural space. In one embodiment, the torque limiting unit and the electric actuator are arranged axially, preferably directly adjacent to each other.

[0021] In a preferred embodiment, the torque limiting unit is arranged axially overlapping the torsional vibration damper, wherein the required axial structural space, such as the required axial structural length, defining the torsional vibration damper or torque limiting unit has a very large diameter. Therefore, in embodiments with the torque limiting unit directly adjacent to the electric actuator, a very small axial structural space can be achieved while simultaneously maintaining a very large effective range of the torque limiting unit.

[0022] Furthermore, in an advantageous embodiment of the hybrid power module, the torsional vibration damper includes a primary disk, a secondary disk, and at least one second energy storage element, wherein the mass component is connected to the primary disk radially outward and preferably axially overlapping the torque limiting unit.

[0023] In this embodiment, the torsional vibration damper is configured to have a primary disk and a secondary disk, which are supported by at least one (second) energy storage element in a vibratory and mutually damping manner. This energy storage element is, for example, a helical spring, preferably an arc spring, or a helical spring with a straight spring axis. The primary disk, arranged in the torque flow on the engine side, is preferably connected to a mass component, such that the primary disk and the mass component together form a flywheel. The mass component is integrally formed, for example, with the rest of the primary disk. Therefore, the mass component is not defined here as a proprietary component of the torsional vibration damper. Rather, it combines the function of the flywheel (on the engine side) with the torsional vibration damper or is integrated into the torsional vibration damper.

[0024] In one embodiment, a primary disk is connected to a mating disk, wherein the primary and mating disks are arranged axially on both sides of a secondary disk, such that the secondary disk is oscillatingly positioned between the primary and mating disks. In another embodiment, the secondary disk is guided axially on either the primary or mating disk by means of an elastic support, such as at least one disc spring (axially), on both sides of the secondary disk. Here, the mass component is arranged radially outside the torque limiting unit, such that the radius of action of the mass component and the mass inertia acting on the primary disk are large even when the mass of the mass component is relatively small.

[0025] Furthermore, in an advantageous embodiment of the hybrid power module, the friction plate assembly of the torque limiting unit includes at least one friction disc, a pressure plate, and a mating plate, wherein the friction disc is preferably integrally and permanently torque-transmittingly connected to the secondary disc of the torsional vibration damper.

[0026] The friction plate assembly of the torque limiting unit mentioned herein includes a pressure plate and a mating plate, with at least one friction disc arranged between the pressure plate and the mating plate, and for example, an intermediate plate arranged between two friction discs. The pressure plate (and possibly the intermediate plate) is pressed axially toward the mating plate by means of a (first) energy storage element, such that the friction discs are frictionally connected to the plates on both sides in the axial direction. In the configuration presented herein, the friction discs are permanently torque-transmittingly connected to the secondary disc of the torsional vibration damper according to the above embodiment. In a preferred embodiment, the friction discs are integrally formed into the secondary disc of the torsional vibration damper, resulting in a small number of components and joining steps. In embodiments with at least two friction discs, the friction discs are preferably connected to the secondary disc via axial ribs in a torque-transmitting manner, wherein the second friction disc is axially movable relative to the first friction disc. In this embodiment, the pressure plate and the mating plate (and, if necessary, the intermediate plate) are permanently torque-transmittingly connected to the input flange of the torque limiting unit, for example, by means of rivets or spacers. Such spacers function similarly to stepped bolts, wherein the spacers form a plate plane that is parallel to or tangent to the circumferential diameter of the friction plate assembly.

[0027] At least one pin is formed on each of the axial sides, extending axially through the mating plate and the input flange, and the pin is deformed for riveting, for example, by upsetting, such that its radial extension is increased, thus causing the mating plate and the input flange to be specifically spaced apart from each other axially by means of the axial dimension of the spacer. A pressure plate (and / or possibly an intermediate plate) is torque-transmittingly supported between the multiple spacers and / or the axial gaps in the spacers and is axially movable. At least one friction disc is arranged radially within the spacer.

[0028] Furthermore, in an advantageous embodiment of the hybrid power module, at least one friction disc of the friction stack assembly has two friction pads, wherein at least one friction pad is slack along the axial direction and is centered between the mating plate and the input flange by means of an axial connector, wherein the axial connector is preferably formed by a plurality of spacers.

[0029] In this embodiment, at least one friction disc of the friction plate assembly has friction linings on both axial sides, as previously described, allowing for an effective and optimized setting of the coefficient of friction between the plate and the friction disc. In a preferred embodiment, at least one friction lining, preferably all friction linings used, is axially loose and not connected to the friction disc; that is, it is simply inserted without bonding or riveting during installation. Therefore, relative rotation between the friction disc and the associated loose friction lining is possible when a predetermined maximum torque is exceeded. This makes component or material costs, manufacturing costs, and quality and safety more advantageous. The at least one loose friction lining is aligned by means of an axial connector between the mating plate and the input flange, making installation simple and eliminating the need for additional alignment of the components.

[0030] In a preferred embodiment, the axial connection providing continuous torque transmission between the mating plate and the input flange is formed by a plurality of spacers. The spacers are implemented as described above, thus forming a plurality of contact points for the relaxed friction lining, wherein the plurality of contact points of the spacers are arranged concentrically with the axis of rotation. This facilitates the desired balance of the torque-limiting unit. In an advantageous installation method, some or all of the spacers are first pre-installed with the mating plate or with the input flange. Then, the friction lining and at least one friction disc, as well as the pressure plate (and possibly an intermediate plate), are axially inserted in the desired order, wherein preferably, at least one friction disc is pre-aligned and the pressure plate (and possibly an intermediate plate) is aligned also by means of the spacers. In an alternative embodiment, spacer bolts (also known as stepped bolts) are used instead of spacers. Thus, the friction lining is preferably aligned at least by means of such stepped bolts.

[0031] In one embodiment, only a portion of the axial connector, such as a spacer, is formed for the centering of the friction lining; preferably, only three (separate) components of the axial connector are spaced apart from each other in the circumferential direction at approximately 120°. This is achieved, for example, by having the associated centering components (e.g., the spacer) radially inwardly offset relative to the rest of the axial connector (e.g., the stepped bolt).

[0032] Furthermore, in an advantageous implementation of the hybrid module, the electric drive is connected on the transmission input side before the torque limiting unit.

[0033] In this embodiment, the electric actuator is arranged between the torque limiting unit and the transmission input side, for example, by arranging splined elements. In one embodiment, the rotor or its rotor support is connected to the input flange, for example, by riveting or integral construction. In various embodiments, it has been found that there is no need to protect the rotor from torque shocks, thus enabling efficient utilization of the hybrid power module within the structural space and requiring a configuration with few components.

[0034] Furthermore, in an advantageous embodiment of the hybrid power module, the torque limiting unit and the torsional vibration damper, preferably the torsional vibration damper for wet operation, are packaged by at least one of the following components:

[0035] -Shell, preferably including cover;

[0036] - The sealing plate on the internal combustion engine side; and

[0037] - The engine wall of an internal combustion engine.

[0038] Here, the torque limiting unit and torsional vibration damper are encapsulated, for example, to enable wet operation, particularly preferably in an oil bath, i.e., liquid cooling, thereby keeping the thermal mass and overall mass of this hybrid module very low. To form this housing, a casing is preferably provided, which, for ease of installation, is preferably arranged on the transmission side and connected, for example, to the engine wall of the internal combustion engine, which is torque-transmittingly connected to the torsional vibration damper. In a particularly preferred embodiment, a cover is provided within the casing, through which a fluid, such as transmission fluid, can be introduced, for example, at least during initial installation. The casing is sealed relative to, for example, the transmission input shaft by means of a dynamic sealing ring (e.g., a radial shaft sealing ring). Alternatively, a transmission housing that is environmentally sealed and connected to the transmission input side is communicatively connected to the transmission. In alternative embodiments or additionally, a connection to the wet-operating transmission is formed via a hollow shaft, for example, the transmission input shaft, allowing the use of fluid shared with the transmission.

[0039] In one embodiment, a sealing plate is provided on the internal combustion engine side, which is axially arranged between the engine walls of the internal combustion engine. The sealing plate is preferably connected to a housing, for example, by a helical connection, particularly preferably by a helical connection between the housing and the engine wall. In one embodiment, the housing and the sealing plate can be pre-installed with each other and are preferably installed as structural units in the drive system. A dynamic sealing ring (e.g., a radial shaft sealing ring) allows the sealing plate to fluidly seal relative to, for example, the crankshaft.

[0040] In one embodiment, the encapsulation portion of the torque limiting unit and the torsional vibration damper forms part of the engine wall of the internal combustion engine, which is torque-transmittingly connected to the torsional vibration damper. This eliminates the need for additional components. This is advantageous, for example, for forming a common transmission bell-shaped cover for the transmission and the hybrid module, which are connected to the hybrid module on the transmission side. In a preferred embodiment, the space encapsulated in the hybrid module forms a dynamic seal relative to the space behind the engine wall, for example, by means of a radial shaft sealing ring. Furthermore, this embodiment eliminates additional axial structural space and other components. It should be noted that the cover is an optional component; for example, when a bell-shaped cover is provided, it may be used for other transmission components and cannot be considered part of the hybrid module independently, or it may be manufactured by a different supplier.

[0041] According to another proposal, a drive system is provided, which has at least the following components:

[0042] - At least one drive with a machine shaft;

[0043] - A transmission used to transmit torque from at least one machine shaft to consumable parts; and

[0044] -A hybrid power module according to one embodiment described above.

[0045] The torque between at least one drive and consumable component is predetermined to be limited by the hybrid power module and connected in a damped manner to resist torsional vibration.

[0046] The drive system mentioned herein includes a hybrid module according to one embodiment described above, wherein a torque limiting unit included therein limits the torque transmitted from the drive unit or its machine shaft to at least one consumable component, such as the drive wheel in a motor vehicle, to a predetermined maximum torque. Preferably, the torque transmission between the consumable component and the machine shaft can be achieved in two directions, for example, for acceleration (traction) of the motor vehicle in a motor vehicle, and in the opposite direction (coasting) for deceleration and / or recovery of braking energy using engine brakes, for example. The drive unit is, for example, an internal combustion engine and / or an electric drive. In one embodiment, the engine coupling side of the hybrid module is torque-transmittingly connected to the machine shaft (preferably the internal combustion engine shaft) and the transmission input side (at least indirectly, for example, via the transmission) is torque-transmittingly connected to at least one consumable component. The transmission preferably includes a friction clutch and (preferably switchable) a transmission mechanism. The drive system is hybridized, wherein the hybrid module is preferably connected before the transmission mechanism according to a P1 or P2 configuration. In one embodiment, another electric drive unit is provided, for example, in a separate electric drive system and / or connected to the same transmission, for example, at the rear of the transmission.

[0047] The drive system mentioned here, which includes the aforementioned hybrid power module, can prevent the transmission from causing torque shocks from being separated from sensitive components, such as torsional vibration dampers and piston crankshafts, in a small structural space, i.e., with low mass, and at the same time requires very little structural space.

[0048] According to another embodiment, a motor vehicle is proposed, which has at least drive wheels and can drive the drive wheels by means of a drive system according to one of the above embodiments.

[0049] In motor vehicles, the increased number of components results in particularly limited structural space, making it especially advantageous to use a small-sized drivetrain. As the required drivetrain miniaturizes, the intensity of torsional vibrations increases while simultaneously reducing operating speed, and the preload required for the maximum torque increases when increasing torque or shrinking the torque limiting unit. Similar challenges exist in so-called hybrid systems, where electric drives are used more frequently during operation, even becoming the primary torque source, and the smallest possible internal combustion engine is used. However, this necessitates significantly more frequent connection and disconnection from the drivetrain. Therefore, the challenge is to provide sufficient operating force while maintaining low component costs and a small available structural space.

[0050] This problem is even more pronounced in passenger cars classified as small cars according to European standards. While the equipment used in small cars is not significantly smaller than that in larger cars, the available structural space is significantly less.

[0051] The motor vehicle comprising the aforementioned drive system, as proposed herein, protects the internal combustion engine from damage under possible operating conditions, while requiring a small structural space, preferably smaller than that of a conventional (e.g., hybrid) drive system.

[0052] For example, car classes are assigned based on size, price, weight, and power, with the definition constantly changing according to market demand. In the US market, vehicles are classified as small cars and subcompact cars based on the European standard car category, while in the UK market, vehicles correspond to either the subcompact car or city car category. Examples of subcompact cars are the Volkswagen UP or Renault Twingo. Examples of small cars are the Alfa Romeo MiTo, Volkswagen Polo, Ford Ka+, or Renault Clio. Well-known full hybrid vehicles include the BMW 330e or Toyota Yaris Hybrid. Known mild hybrid vehicles include the Audi A650 TFSI e or BMW X2 xDrive25e. Attached Figure Description

[0053] The invention described above is explained in detail below with reference to the accompanying drawings, which illustrate preferred embodiments, within the relevant technical context. The invention is not intended to be limited by the purely schematic drawings, and it should be noted that the drawings are not to scale and no specific size ratio is applicable. The drawings show:

[0054] Figure 1 A cross-sectional view of a hybrid power module with a rotation axis is shown.

[0055] Figure 2 A cross-sectional view of another embodiment of a hybrid power module with a rotation axis is shown;

[0056] Figure 3 A front view of the friction pad is shown; and

[0057] Figure 4 A drive system with a hybrid power module is shown in a motor vehicle. Detailed Implementation

[0058] exist Figure 1A cross-sectional view of a hybrid power module 1 with a rotation axis 2 is shown. The hybrid power module 1 includes a torsional vibration damper 6, a torque limiting unit 7, and an electric actuator 11. The torsional vibration damper 6 has a primary disk 12, a secondary disk 13, and a mating disk 34, as well as a second energy storage element 14 constructed between the primary disk 12 and the secondary disk 13 to reduce rotational unevenness. The torsional vibration damper 6 is connected to the internal combustion engine 27 via the primary disk 12 by means of an engine coupling 35 (here, multiple screws) on the engine coupling side 4 (see [reference]). Figure 4 The internal combustion engine shaft 28 at the location is connected in a torque-transmitting manner. Furthermore, the primary disk 12 is permanently connected to the mating disk 34 in a torque-transmitting manner outside the radial direction of the second energy storage element 14 by means of a first rivet 36, such that the primary disk 12 and the mating disk 34 are arranged on opposite axial sides of the vibrating secondary disk 13. Additionally, (optionally) the secondary disk 13 is supported on both sides in the axial direction by means of elastic supports, here supported by a disc spring 37 on the left relative to the primary disk 12 and by a disc spring 38 on the right relative to the mating disk 34. In the illustrated embodiment, the primary disk 12 is permanently connected to the mass member 15 in a torque-transmitting manner, such that the primary disk 12 and the mass member 15 together form a flywheel. The mass member 15 is (optionally) integrally formed with the remainder of the primary disk 12. Also (optionally), the mass member 15 extends radially onto the torque limiting unit 7. Furthermore (optionally), the mass component 15 is arranged axially overlapping with the torque limiting unit 7, where the torque limiting unit 7 even extends fully in the axial direction. The torsional vibration damper 6 is connected to the torque limiting unit 7 in a torque-transmitting manner by means of the secondary disk 13 of the (first) friction disk 16, which is also integrally formed with the torque limiting unit 7 here (optionally).

[0059] The torque limiting unit 7 includes a friction plate assembly 10, which is pressed together by means of a first energy storage element 9 supported on the input flange 8. The friction plate assembly 10 here has a pressure plate 18, an optional intermediate plate 39, a mating plate 19, and (here, two) friction discs 16, 17. The friction plate assembly 10 is permanently connected to the input flange 8 in a torque-transmitting manner by means of an axial connector 21. The axial connector 21 is formed here, for example, by means of a plurality of spacers 22. Between the mating plate 19 and the input flange 8, a force clamp is formed by means of the (first) energy storage element 9, here, two coil springs (coil spring assembly) or diaphragm springs (assemblies) arranged in series. The (first) energy storage element 9, implemented as coil springs or diaphragm springs for pressing the friction plate assembly 10, is (optionally) supported on its inner circumference on the input flange 8. A first friction disk 16 is arranged axially between the mating plate 19 and the intermediate plate 39, and a second friction disk 17 is arranged axially between the intermediate disk 39 and the pressure plate 18. The second friction disk 17 has a flange including an axially extending portion and is axially movably connected to the first friction disk 16, or rather, to the secondary disk 13, in a torque-transmitting manner. Friction pads 20 are arranged axially on both sides of the first friction disk 16 and on both sides of the second friction disk 17 (e.g., according to...). Figure 3 The implementation method described herein enables the effective and optimized setting of the coefficient of friction between plates 18, 19, 39 and friction disks 16, 17.

[0060] The input flange 8 is directly arranged on the transmission input side 5 in the torque flow and is connected to the transmission input shaft 41 via a spline tooth 40 in a torque-transmitting manner. Additionally, the electric actuator 11 is connected to the input flange 8 via its rotor support 29 by a second rivet 42, so that torque can also be output to the transmission input shaft 41 via the electric actuator 11. The rotor 43 is permanently housed in a torque-transmitting manner via the rotor support 29, and the rotor can be driven by a rotationally fixed (auxiliary torque output) stator 44 and / or an eddy current brake can be provided for recovery. The electric actuator 11 is (optionally) arranged on the transmission input side, as shown on the right side, on the torque limiting unit 7, and (optionally) radially overlapping with the torque limiting unit 7.

[0061] Here, the hybrid power module 1 is encapsulated by a housing 23 and a sealing plate 25. The sealing plate 25 is arranged between the engine wall 26 and the torsional vibration damper 6. The encapsulation space of the hybrid power module 1 is fluidly sealed relative to the internal combustion engine shaft 28 by means of a radial shaft sealing ring 45 on the engine coupling side and relative to the transmission input shaft 41 by means of a radial shaft sealing ring 46 on the transmission input side. A liquid, such as transmission fluid, can be introduced, for example, at least during the initial installation, via a cover 24 arranged on the transmission input side. In the illustrated embodiment, the housing 23 and the sealing plate 25 are connected (sealedly) to the engine wall 26 by means of a common helix 47 and are secured in a torque-supported manner.

[0062] exist Figure 2 A cross-sectional view of another embodiment of the hybrid power module 1 with a rotation axis 2 is shown. This embodiment is similar to that according to [the previous embodiment]... Figure 1 The implementation methods are not limited to the general case and only differences are shown herein. It should be noted that at least all the differences shown are independent of each other and Figure 1 and Figure 2 The embodiments shown herein illustrate only the minimum number of substitutions emphasized herein.

[0063] Unlike according to Figure 1 In this embodiment, the engine coupling 35 of the primary disk 12 is formed by a central helical portion. To ensure torque transmission, a spur gear 48 is provided between the primary disk 12 and the internal combustion engine shaft 28.

[0064] The axial connector 21 from the primary disk 12 to the mating disk 34 is arranged radially within the second energy storage element 14 by means of a first rivet 36. Figure 1 (Outside the radial direction of the second energy storage element 4).

[0065] The secondary disk 13 is freely, i.e. without axial preload, arranged between the primary disk 12 and the mating disk 34.

[0066] Here, the friction plate assembly 10 of the torque limiting unit 7 has a unique first friction disc 16 and no intermediate plate 39.

[0067] Unlike the previously shown implementation, the torque limiting unit 7 is preloaded axially by means of a (first) energy storage element 9 comprising a single disc spring.

[0068] The (first) energy storage element 9, which is implemented as a disc spring or diaphragm spring for pressing the friction stack 10, is supported on the input flange 8 on its outer circumference.

[0069] The housing of the hybrid module 1 is implemented without a separate sealing plate 25. A radial shaft sealing ring 45 on the engine coupling side is arranged between the engine wall 26 and the internal combustion engine shaft 28.

[0070] The input flange 8 is implemented here with axial misalignment, which, for example, provides space for an axially wider electric actuator 11 and / or the electric actuator 11 can be arranged axially closer to the torque limiting unit 7.

[0071] exist Figure 3 The front view of the friction lining 20 is schematically shown in the figure. The friction lining 20 forms an axial connector 21 by means of multiple (eight in this case) connectors (see Figure 1). Figure 1 and Figure 2 The spacer plate 22 is centered relative to the axis of rotation 2. The friction lining 20 is preferably only installed, i.e., loosely installed. At this time, the friction lining 20 is neither axially connected to the corresponding friction discs 16, 17 nor axially connected to the corresponding plates 18, 19, 39. Torque transmission to the corresponding friction discs 16, 17 and the corresponding plates 18, 19, 39 provides a single frictional connection. In one embodiment, only a portion of the spacer plate 22 is used for centering the friction lining 20, preferably only three spacer plates 22 spaced apart from each other in the circumferential direction at approximately 120°, for example, the spacer plate 22 involved in centering is radially offset inward relative to the other spacer plates 22.

[0072] exist Figure 4 The diagram schematically shows a top view of a drive system 3 in a motor vehicle with a hybrid power module 1, wherein a first drive 27, such as an internal combustion engine 27 and its internal combustion engine shaft 28, and a second drive 11, such as an electric drive, with a rotor support 29, are arranged in the transverse front assembly along the rotation axis 2 and transverse to the longitudinal axis 49 and in front of the driver's cab 50 of the motor vehicle 33. This principle is referred to, for example, as a hybrid electric vehicle. The electric drive 11 is arranged coaxially with the torsional vibration damper 6 and the torque limiting unit 7, and preferably together with them as a structural unit, as in the so-called, for example, according to Figure 1 and Figure 2 The hybrid module 1 of the embodiment. The drive system 3 is used to propel the vehicle 33 by means of the torque output of at least one of the drives 27, 11, driving the left drive wheel 31 and the right drive wheel 32 (optionally the front axle of the vehicle 33). The torque output of the internal combustion engine shaft 28 of the internal combustion engine 27 is made as early as possible (i.e., close to the internal combustion engine 27) uniform in the torque flow by means of the torsional vibration damper 6. The torque limiting unit 7 is used to limit the torque transmission between the internal combustion engine shaft 28 and the transmission input shaft 41 to a predetermined maximum torque. This protects the torsional vibration damper 6 and the internal combustion engine 27 from torque shocks or excessive torque on the transmission side. The rotor bracket 29 is permanently connected to the transmission input shaft 41 of the transmission 30, for example. The transmission 30 is not shown in detail here. The transmission includes, for example, a continuously variable transmission.

[0073] The hybrid module mentioned here is compact and the sensitive components of the drive system are effectively protected against excessive torque.

[0074] List of reference numerals

[0075] 1 Hybrid power module

[0076] 2. Rotation axis

[0077] 3. Drive System

[0078] 4. Engine connection side

[0079] 5. Transmission input side

[0080] 6 Torsional vibration damper

[0081] 7 Torque Limiting Unit

[0082] 8. Input flange

[0083] 9 First energy storage element

[0084] 10 Friction Laminate Assembly

[0085] 11 Electric drive

[0086] 12 Beginner Level

[0087] 13 Secondary disks

[0088] 14 Second energy storage element

[0089] 15 Mass Components

[0090] 16 First Friction Disc

[0091] 17 Second Friction Disc

[0092] 18 pressure plates

[0093] 19 Matching Board

[0094] 20 Friction Liners

[0095] 21 Axial connectors

[0096] 22 partition plates

[0097] 23. Shell

[0098] 24 Cover

[0099] 25 Sealing plate

[0100] 26 Engine Wall

[0101] 27 Internal Combustion Engine

[0102] 28 Internal Combustion Engine Shaft

[0103] 29 Rotor support

[0104] 30 transmission

[0105] 31. Left drive wheel

[0106] 32. Right-side drive wheel

[0107] 33 Motor vehicles

[0108] 34 Pairing Plates

[0109] 35 Engine connecting parts

[0110] 36 First Rivet

[0111] 37. The coil spring on the left side

[0112] 38. The coil spring on the right side

[0113] 39. Intermediate Plate

[0114] 40 Spline teeth

[0115] 41. Gearbox input shaft

[0116] 42 Second rivet

[0117] 43 Rotors

[0118] 44 Stator

[0119] 45 Radial shaft seal ring on the engine connection side

[0120] 46. ​​Radial shaft seal ring on the input side of the transmission

[0121] 47 Spiral section

[0122] 48 Spur Gear

[0123] 49. Vertical axis

[0124] 50 driver's cab

Claims

1. A hybrid power module (1) having a rotation axis (2) for a drive system (3), the hybrid power module having at least the following components: - Engine connection side (4); - Transmission input side (5); - Torsional vibration damper (6), the torsional vibration damper is used to attenuate torque transmission between the engine coupling side (4) and the transmission input side (5); - A torque limiting unit (7), which includes a friction plate assembly (10) pressed together by means of a first energy storage element (9) supported on an input flange (8), wherein, The torque transmission between the engine connection side (4) and the transmission input side (5) is limited to a predetermined maximum torque by means of the torque limiting unit (7); as well as - An electric actuator (11), which is arranged between the engine coupling side (4) and the transmission input side (5) for outputting torque. The torque limiting unit (7) is arranged in the torque flow between the engine connection side (4) and the transmission input side (5) on the transmission input side of the torsional vibration damper (6). Its features are, The torque limiting unit (7) is arranged radially outside the torsional vibration damper (6), and the friction plate assembly (10) of the torque limiting unit (7) includes at least one friction disc, a pressure plate (18) and a mating plate (19). The first friction disc (16) is permanently and torque-transmittingly connected to the secondary disc (13) of the torsional vibration damper (6), and at least one friction disc of the friction plate assembly (10) has two friction pads (20). At least one friction lining (20) is axially loose and centered between the mating plate (19) and the input flange (8) by means of an axial connector (21). The axial connector (21) is formed by multiple spacers (22), and the input flange (8) is arranged directly on the input side (5) of the transmission in the torque flow and is connected to the transmission input shaft (41) by means of spline teeth (40) in a torque-transmitting manner.

2. The hybrid module (1) according to claim 1, wherein The torque limiting unit (7) is arranged radially overlapping the electric actuator (11).

3. The hybrid power module (1) according to claim 1, wherein, The torsional vibration damper (6) includes a primary disk (12), a secondary disk (13), and at least one second energy storage element (14). The mass component (15) is connected to the primary disk (12) in an axially overlapping manner outside the radial direction of the torque limiting unit (7).

4. The hybrid power module (1) according to claim 1, wherein, The electric drive (11) is connected on the input side of the transmission before the torque limiting unit (7).

5. The hybrid power module (1) according to any one of claims 1-4, wherein, The torque limiting unit (7) and the torsional vibration damper (6) are packaged for wet-operation torsional vibration dampers by means of at least one of the following components: - Casing (23); -The sealing plate (25) on the internal combustion engine side; and - Engine wall of internal combustion engine (26).

6. A drive system, said drive system having at least the following components: - At least one drive (27, 11) with a machine axis. - A transmission (30) for transmitting torque from at least one machine shaft to the drive wheels (31, 32); and - Hybrid power module (1) according to any one of claims 1-5 wherein The torque between the first drive (27) and the drive wheels (31, 32) is predetermined to be limited by the hybrid power module (1) and connected in a damped manner to resist torsional vibration.

7. Motor vehicle (33), said motor vehicle has At least one drive wheel (31, 32) is capable of being driven by the drive system (3) according to claim 6.

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