Hybrid drive subassembly for a vehicle

Abstract

A hybrid drive sub-assembly (10) for a vehicle, comprising a primary gearwheel (38, 40), a secondary gearwheel (42, 44, 46) couplable to a countershaft (16), an intermediate shaft (26) to which intermediate gearwheels (28, 30, 32, 34, 36) are rigidly connected to rotate therewith, the primary gearwheel (38, 40) and the secondary gearwheel (42, 44, 46) each being permanently meshed with a respective one of the intermediate gearwheels (28, 30, 32, 34, 36). The hybrid sub-assembly (10) is provided with a motorization module (5) comprising a reversible electric machine (56), an interface for connection to the intermediate shaft (26), a reduction gear (62), a power output member (65) and a double clutch mechanism (58) capable of coupling and uncoupling the power output member (65) to and from the reversible electric machine (56) and the intermediate shaft (26).

Description

Technical Field

[0001] This invention relates to a hybrid drive subassembly adapted to be positioned between an engine (e.g., an internal combustion engine) and one or more drive wheels of a vehicle. The invention particularly, but not exclusively, relates to such a subassembly adapted for installation on heavy-duty trucks, i.e., road vehicles weighing over 3.5 tons, particularly road tractors or trucks. The invention also relates to a motorization module that can be incorporated into the hybrid drive subassembly. Background Technology

[0002] WO2011 / 072986A1 describes a hybrid drive subassembly for a vehicle, including a main shaft adapted to be driven by an internal combustion engine of the vehicle, a countershaft adapted to drive one or more drive wheels of the vehicle, and a transmission gearbox. The transmission gearbox includes one or more primary gears rigidly connected to or operable with the main shaft, multiple secondary gears rigidly connected to or operable with the countershaft, and two intermediate shafts rigidly connected to and operable with intermediate gears. The primary and secondary gears each mesh with a corresponding gear in one of the intermediate shafts. The hybrid drive subassembly also includes a reversible motor kinematically connected to the intermediate shafts via an upstream gear reduction stage and a claw-type coupling mechanism. This motor can operate as a current generator to brake the intermediate shafts or as a drive motor for the intermediate shafts. This motor allows for various conceivable operating modes, particularly transient operation to brake or accelerate the intermediate shafts and facilitate synchronization of the transmission gearbox during gear shifts, operation as a motor to assist the drive of the vehicle's main engine outside of gear shifts, and operation as a generator to power vehicle accessories or the battery, especially during vehicle braking. In this hybrid drive sub-assembly, the reversible motor is arranged in a straight line relative to the internal combustion engine, meaning that the motor's rotor is concentric with the output of the internal combustion engine.

[0003] In the device described in WO2011 / 072986A1, the mechanical power take-off (PTO) component can be driven solely by the reversible motor of the hybrid drive sub-assembly. For this purpose, the transmission gearbox is in neutral, in which the clutch connecting the internal combustion engine to the main shaft is also disengaged when the vehicle is stationary. The PTO is used only by the reversible motor, thus limiting its operational capability. Summary of the Invention

[0004] The present invention aims to overcome the shortcomings of the prior art and proposes an improved integration of the motor into the hybrid drive sub-assembly when the motor is connected to the intermediate shaft of the power output component and the transmission gearbox.

[0005] Therefore, a first aspect of the present invention provides a motorized module for driving and braking an intermediate shaft of a hybrid sub-assembly, the sub-assembly including a plurality of primary gears adapted to be driven by a vehicle's main engine, a secondary shaft of an assembly adapted to drive one or more drive wheels of the vehicle, a plurality of secondary gears capable of being coupled to the secondary shaft, and an intermediate gear rigidly connected to the intermediate shaft for rotation therewith, the primary gears and secondary gears each permanently meshing with a corresponding gear in the intermediate gear, the motorized module including at least one reversible motor capable of driving and braking the intermediate shaft, and a connection interface kinematically connected to the intermediate shaft for rotation therewith, characterized in that the motorized module includes a dual-clutch mechanism, the dual-clutch mechanism comprising:

[0006] - Torque transmission housing, which is kinematically connected to the connection interface;

[0007] - A first multi-disc clutch, which is capable of switching from an engaged state for connecting the torque transmission housing to a first connecting member to a disengaged state for disengaging the torque transmission housing from the first connecting member, the first connecting member being kinematically connected to the power output member;

[0008] - A second multi-disc clutch, which is capable of switching from a connected state for connecting the torque transmission housing to the second connecting member to a disengaged state for disengaging the torque transmission housing from the second connecting member, the second connecting member being kinematically connected to the reversible motor.

[0009] The motorization module includes a speed reducer kinematically arranged between a reversible motor and a second connecting member.

[0010] When the vehicle is moving, the first multi-plate clutch allows the power take-off component to be connected to the intermediate shaft. Unlike a claw mechanism, it is not necessary to synchronize the rotational speeds of two rotating elements, such as the power take-off component and the intermediate shaft.

[0011] Installing a dual-clutch mechanism between the reversible motor, power take-off component, and intermediate shaft enables an axially compact motorization module. This module can be easily mounted onto a conventional transmission gearbox, allowing for a more cost-effective conversion into a hybrid sub-assembly.

[0012] Inserting a dual-clutch mechanism between the reversible motor, the power output component, and the intermediate shaft allows for the envisioning of transitional operation of the motor to brake or accelerate the intermediate shaft during gear shifting and to promote synchronization of the transmission gearbox; operation as a motor outside of gear shifting to assist the drive of the vehicle's main engine; and operation as a generator to power vehicle accessories or the battery, especially during vehicle braking.

[0013] When the motor is no longer needed for operation of the transmission gearbox, the reversible motor can be easily disengaged by actuating the first multi-disc clutch. Another advantage is that disengagement of the motor allows the load to be removed from the guide bearings of the motor rotor, which increases their service life.

[0014] When two multi-disc clutches are engaged simultaneously, the power output component can be used solely through the reversible motor.

[0015] Advantageously, the motorization module may include a third multi-disc clutch capable of switching from an engaged state for connecting the torque transmission housing to the connection interface to a disengaged state for disengaging the torque transmission housing from the connection interface, the third multi-disc clutch being axially arranged adjacent to the dual-clutch mechanism.

[0016] Reversible motors can be permanent magnet synchronous motors, asynchronous motors, variable reluctance motors, or so-called synchronous reluctance variable reluctance synchronous motors.

[0017] The rotation axis of the reversible motor can be parallel to the rotation axis of the connection interface, but preferably separate from the rotation axis of the connection interface.

[0018] The connection interface can be, for example, the splined portion of the shaft or a splined sleeve. It can also be a circular plate with through holes for fastening screws (intermediate shafts include a support surface with threaded holes), or a shaft with a key.

[0019] The speed reducer can advantageously be a planetary gear set, a parallel shaft gear, or a belt gear. Therefore, the speed reducer can adjust the motor speed to meet the requirements of the hybrid power sub-assembly.

[0020] Preferably, the motorization module may include a module housing for accommodating a reducer and a dual-clutch mechanism, with the reversible motor housed in or secured to the housing. The torque transmission housing is rotatable relative to the module housing about the rotational axis of the dual-clutch mechanism.

[0021] Preferably, the first multi-plate clutch and the second multi-plate clutch are concentric.

[0022] The torque transmission housing may include a friction disc receiving surface on which the multi-disc assemblies of the first and second clutches engage via splines.

[0023] According to one variation, the first and second multi-plate clutches are wet. The torque transmission housing may include orifices for the passage of cooling oil. This improves the heat exchange capacity of the multi-plate clutches. According to this variation, the module housing may be arranged to collect cooling oil after it has passed through the multi-plate clutches.

[0024] According to another variant, the first multi-plate clutch and the second multi-plate clutch are dry.

[0025] According to one embodiment, the dual-clutch mechanism can have a radial structure in which the first and second multi-disc clutches are radially arranged above each other, and the torque transmission housing is shared by the first and second multi-disc clutches. This structure has the advantage of axial compactness.

[0026] Preferably, the rotation axis of the dual-clutch mechanism can be concentric with the axis of the power output component and / or with the axis of the reversible motor.

[0027] Advantageously, the shaft of the power output component can pass through the rotor of the reversible motor.

[0028] According to another embodiment, the dual-clutch mechanism may have an axial structure in which the first and second multi-disc clutches are arranged axially adjacent to each other, and the torque transmission housing is shared by the first and second multi-disc clutches.

[0029] Preferably, the gear train can be kinematically arranged between the first connecting member and the power output member, and the rotation axis of the power output member is parallel to the rotation axis of the dual clutch mechanism, or preferably separate from the rotation axis of the dual clutch mechanism.

[0030] According to another aspect of the invention, it relates to a hybrid drive sub-assembly for a vehicle, comprising:

[0031] -Suitable for multiple main gears driven by the vehicle's main engine,

[0032] - A secondary shaft of an assembly suitable for driving one or more drive wheels of a vehicle.

[0033] - Capable of connecting to multiple secondary gears on the secondary shaft.

[0034] - An intermediate shaft, with an intermediate gear rigidly connected to it for rotation, and the primary gear and secondary gear permanently meshing with their respective gears in the intermediate shaft, and

[0035] - At least one motorized module having all or part of the above features, the connection interface of which is rigidly connected to the intermediate shaft to rotate with it.

[0036] Preferably, the hybrid sub-assembly includes a transmission housing defining cavities for receiving a primary gear, a secondary gear, and an intermediate gear, with the reversible motor disposed outside the receiving cavities. Preferably, a dual-clutch mechanism is located outside the receiving cavities. In this case, the motorization module preferably includes a module housing as described above, which is preferably fastened to the transmission housing.

[0037] Advantageously, the rotation axis of the reversible motor is parallel to the rotation axis of the intermediate shaft, and it possesses one or more of the following characteristics:

[0038] - The rotation axis of the reversible motor is separated from the rotation axis of the intermediate shaft;

[0039] - The rotation axis of the reversible motor is separated from the rotation axis of the main gear;

[0040] - The rotation axis of the reversible motor is separated from the rotation axis of the secondary shaft.

[0041] According to another aspect of the invention, it relates to the use of a motorization module having all or some of the aforementioned features, the motorization module comprising a third multi-disc clutch capable of switching from an engaged state for connecting the torque transmission housing to a disengaged state for disengaging the torque transmission housing from the connecting interface, characterized in that the first and second multi-disc clutches are simultaneously engaged, and the third multi-disc clutch is disengaged, such that a reversible motor can drive the power take-off component independently of the intermediate shaft. The use of this motorization module according to the invention enables the use of the power take-off component in environments where the user wishes to avoid pollution emissions from the vehicle's main engine.

[0042] The invention will be better understood with reference to the accompanying drawings and through the following description of specific embodiments thereof, and further objects, details, features and advantages thereof will become clearer. The following description is given by way of non-limiting illustration only. Attached Figure Description

[0043] Further features and advantages of the invention will become apparent from the accompanying drawings and the following description.

[0044] Figure 1 A hybrid drive sub-assembly for a vehicle according to a first embodiment is shown.

[0045] Figure 2 A hybrid drive sub-assembly for a vehicle according to a second embodiment is shown.

[0046] Figure 3 A hybrid drive sub-assembly for a vehicle according to a third embodiment is shown.

[0047] Figure 4 A hybrid drive sub-assembly for a vehicle according to a fourth embodiment is shown.

[0048] Figure 5 A mobility module that can be incorporated into a hybrid drive sub-assembly for a vehicle according to the first embodiment is shown.

[0049] For clarity, the same or similar elements are identified using the same reference numerals in all the accompanying drawings. Detailed Implementation

[0050] Figure 1 A hybrid drive sub-assembly 10 for a vehicle according to a first embodiment of the present invention is shown, including a first shaft 12 adapted to be driven by a main engine 14 (e.g., an internal combustion engine) of the vehicle, a second shaft 16 adapted to drive one or more drive wheels of the vehicle (not shown), and a transmission gearbox 18.

[0051] The connection between the main engine 14 and the main shaft 12 may include any suitable type of clutch 20, such as a slipper clutch. The connection between the secondary shaft 16 and the vehicle wheels may include one or more motor shafts.

[0052] The transmission gearbox 18, housed within cavity 22 of transmission housing 24, includes an intermediate shaft 26 to which intermediate gears 28, 30, 32, 34, and 36 are rigidly connected to rotate together. Two primary gears 38 and 40, coaxial with primary shaft 12, form gear trains with corresponding intermediate gears 28 and 30. The meshing of gear trains 38, 28 and 40, 30 between primary gears 38 and 40 and their corresponding intermediate gears 28 and 30 is permanent. A three-position dual synchronizer 41 allows one or the other of primary gears 38 and 40 to be engaged with primary shaft 12, and provides an intermediate position in which neither primary gear 38 nor 40 is engaged with primary shaft 12.

[0053] The secondary gears 42, 44, and 46, coaxial with the secondary shaft 16, also form gear trains with their respective intermediate gears 32, 34, and 36, one of which is a reversing gear train and includes an intermediate gear 48 for generating reverse gear. The meshing of the gear trains formed by the secondary gears 42, 44, and 46 and their respective intermediate gears 32, 34, and 36 is permanent. A three-position claw coupling 50 without a synchronizer, positioned between the two secondary gears 44 and 46, allows one or the other of the two associated secondary gears 44 and 46 to be engaged with the secondary shaft 16, or to remain disengaged from the secondary shaft 16 in the intermediate neutral position.

[0054] In this embodiment, the rotation axis 100 of the main shaft 12 is aligned with the rotation axis 200 of the secondary shaft 16, which allows the end main gear 40 to be used as a main gear associated with the main shaft 12 via the synchronizer 41, or as a secondary gear associated with the secondary shaft 16. For this purpose, a three-position claw connector 52 without a synchronizer, located between the end main gear 40 and the secondary gear 42, allows either the end main gear 40 or the secondary gear 42 to be connected to the secondary shaft 16, and also allows the end main gear 40 and the secondary gear 42 to be disengaged from the secondary shaft 16 in an intermediate neutral position.

[0055] Therefore, a transmission gearbox 18 with six forward gears and possibly two reverse gears can be obtained. If applicable, the transmission gearbox 18 can be coupled to a planetary gear set (not shown) at the output of the countershaft 16 to obtain a twelve-speed transmission. However, the number of gears is not limited.

[0056] It is worth noting that the hybrid drive sub-assembly 10 is provided with an automation module 5, which includes a power output member 65 kinematically connected to an intermediate shaft 26 and a reversible motor 56 for driving and braking the intermediate shaft 26, the rotor of which rotates about a rotation axis 300.

[0057] To gradually synchronize the reversible motor 56 with the power output component 65 and the intermediate shaft 26, a dual-clutch mechanism 58 is arranged at the end of the intermediate shaft 26. The dual-clutch mechanism 58 specifically includes:

[0058] - Torque transmission housing 90, which is kinematically connected to connection interface 164 of intermediate shaft 26;

[0059] - A first multi-disc clutch E1, which is capable of switching from an engaged state for connecting the torque transmission housing 90 to the first connecting member 60 to a disengaged state for disengaging the torque transmission housing from the first connecting member, the first connecting member 60 being kinematically connected to the power output member 65, also known as PTO;

[0060] - A second multi-disc clutch E2, which is capable of switching from a connected state for connecting the torque transmission housing 90 to the second connecting member 70 to a disengaged state for disengaging the torque transmission housing from the second connecting member, the second connecting member 70 being kinematically connected to the reversible motor 56.

[0061] High torque can be transmitted and its opening and closing synchronized using a slipper multi-plate clutch, regardless of the vehicle's operating status. When stationary or moving, the vehicle driver can use all the functions of Motorization Module 5.

[0062] The multi-plate clutches E1 and E2 can be either dry or wet.

[0063] The motorization module 5 also includes a reducer 62 kinematically arranged between the reversible motor 56 and the second connecting member 70. In the example of the first embodiment, the reducer 62 is a parallel-shaft reduction gear. At least some components of the motorization module 5 can be housed in the module housing 155, particularly the dual-clutch mechanism 58, the reducer gear train 62, (if applicable) the connecting interface 164, the power output member 65, and the reversible motor 56. Alternatively, as... Figure 5 As shown, the latter can be disposed outside the module housing 155 and, if applicable, fastened to the module housing 155.

[0064] The dual-clutch mechanism 58 has a radial structure in which the first and second multi-disc clutches E1 and E2 are radially arranged above each other. More specifically, the first multi-disc clutch E1 is radially positioned around the second multi-disc clutch E2. The rotation of the torque transmission housing 90 shared by the first and second multi-disc clutches E1 and E2 is guided on the module housing 155 by guide bearings.

[0065] The torque transmission housing 90 is connected upstream to the intermediate shaft 26 via a connection interface 164, which may be, for example, a splined portion of the shaft or a splined sleeve.

[0066] The torque transmission housing 90 includes a surface for receiving a friction disc, on which a multi-disc assembly of the first clutch E1 and the second clutch E2 is splinedly engaged. According to a first embodiment, the torque transmission housing 90 thus includes an outer disc bracket 91 for receiving the friction disc of the first multi-disc assembly and an inner disc bracket 92 for receiving the friction disc of the second multi-disc assembly. The torque transmission housing 90 may have a one-piece structure or comprise multiple components rigidly assembled to each other, enabling them to efficiently transmit torque.

[0067] The torque transmission housing 90 is rotatable relative to the module housing 155 about the rotation axis of the dual clutch mechanism 58.

[0068] The torque at the output of the first multi-disc clutch E1 is absorbed by the first connecting member 60. The first connecting member 60 is a torque output disc bracket directly connected to the power output member 65, the axis of rotation of which is concentric with the axis of rotation of the dual-clutch mechanism 58. The power output member 65 may be, for example, a driveshaft including an external connection interface, such as a spline adapted to allow connection of one or more vehicle accessories, such as a winch, pump, or tool. The axes of rotation of the power output member 65 and the connection interface 164 are preferably aligned.

[0069] The torque at the output of the second multi-disc clutch E2 is absorbed by the second connecting member 70. The second connecting member 70 is kinematically connected to the torque output disc carrier of the reversible motor 56. When the second multi-disc clutch E2 is engaged, the second connecting member 70 allows the reversible motor 56 to be connected to the intermediate shaft 26.

[0070] For example, a 48-volt power supply can be provided to the reversible motor 56, and the reduction ratio between the output of the motor rotor and the dual-clutch mechanism 58 is between 4 and 6, depending on whether high torque or high speed is preferred.

[0071] According to another configuration, if the vehicle is driven solely by the reversible motor, a high-voltage power supply between 300 and 800 volts can be provided to the reversible motor 56.

[0072] Figure 5An embodiment of a motorization module 5 is shown, which is manufactured as a single module capable of being integrated into a hybrid drive subassembly 10. The motorization module 5 also includes a module housing 155 for accommodating a reduction gear 62 and a dual-clutch mechanism 58. In this example, a reversible motor 56 is fastened to the module housing 155. The axis of rotation of the reversible motor 56 may be parallel to and separate from the axis of rotation of the connection interface 164. The connection interface 164 is a keyed cylindrical shaft.

[0073] The motorization module 5 is preferably located outside the main cavity 22 of the transmission gearbox housing 24, which allows this sub-assembly to be provided as an optional device on conventional transmission gearboxes. The rotation shaft 300 of the reversible motor 56 may be parallel to the rotation axes 100 and 200 of the main shaft 12 and the auxiliary shaft 16.

[0074] Control unit 76 enables control of reversible motor 56 and dual-clutch mechanism 58. Sensors 78, 80 are connected to the control unit to measure the rotational speed of intermediate shaft 26 and the rotational speed characteristics of reversible motor 56, which may be the speed of the output shaft of reversible motor 56 or the rotational speed of components of associated reducer 62. Control unit 76 can be integrated into the robot control of transmission gearbox 18, which, in response to torque or speed setpoints, controls the opening and closing of synchronizer 41, claw mechanisms 50, 52, and (if applicable) main clutch 20.

[0075] The reversible motor 56 allows for the designation of various operating modes.

[0076] The primary application relates to the transition shifting phases of the transmission gearbox 18. During these transition phases, the reversible motor 56 can adjust the rotational speed of the intermediate shaft 26 to accommodate the synchronization requirements of the switching of the claw mechanisms 50, 52 or the synchronizer 41. The motor can function as an electric motor to increase the rotational speed of the intermediate shaft 26, or as an electric brake to reduce that speed. This adjustment of the speed of the intermediate shaft 26 allows for a reduction in engagement or synchronization time without the need for a gearbox brake.

[0077] Outside of the transition phase, when the gear ratio is engaged, the reversible motor 56 can function as a current generator to charge the vehicle's battery, or to regulate the deceleration of the drivetrain when the vehicle's main internal combustion engine 14 enters engine braking mode. Similarly, when the gear ratio is engaged, the reversible motor 56, powered by the vehicle's battery, can function as a motor to provide additional power to propel the vehicle.

[0078] The reversible motor 56 for pure electric propulsion of the vehicle can also be conceived by opening the clutch 20 or synchronizer 41 to disengage the main engine 14 or main shaft 12 while keeping one of the claw mechanisms 50, 52 engaged.

[0079] The dual-clutch mechanism 58 is used to interrupt the connection between the intermediate shaft 26 and the reversible motor 56 when the connection is no longer needed, thereby limiting the drag torque of the motor 56 and reducing fuel consumption. This also allows for multiple operating modes of the power take-off component 65, regardless of whether the vehicle is stationary or in motion.

[0080] By engaging synchronizer 41, claw mechanisms 50, 52, and (if applicable) main clutch 20, a sub-assembly consisting of reversible motor 56 and its reducer gear train 62 allows the power take-off component 65 to be driven by the reversible motor 56, which functions as a motor, independently of the vehicle's transmission gearbox 18 and main engine 14. Only the intermediate shaft 26 is driven by the reversible motor 56. Driving the power take-off component 65 by the reversible motor 56 without using the vehicle's main engine allows for speeds very high above 1000 rpm, for example above 1500 rpm, and up to 5000 rpm, if applicable.

[0081] In this operating mode, the reversible motor 56 can be powered by an energy source supplied by the vehicle's battery, or, if the vehicle is stationary, by an external power source connected to the vehicle. This operating mode is particularly suitable when the main engine 14 is off, for example, because the user wishes to drive the power take-off unit 65 in an environment where they wish to avoid pollution emissions from the vehicle's main engine.

[0082] By disengaging the two multi-disc clutches E1 and E2 of the dual-clutch mechanism 58, the vehicle's main engine 14 can be used together with the reversible motor 56 to drive the power output component 65.

[0083] Figure 2 A second embodiment of the invention is shown, which differs from the previous embodiment in the positioning of the reversible motor 56, which is arranged concentrically with the dual clutch mechanism 58 and the intermediate shaft 26.

[0084] In this second embodiment, the reducer 62 is a planetary gear set reduction gear and includes a planetary shaft connected to a second coupling member 70 of the second multi-disc clutch E2.

[0085] The module housing 155 may include a ring gear on which the planetary gears of the planetary gear set reducer 62 mesh.

[0086] The operation of the hybrid drive sub-assembly 10 is the same as in the first embodiment, but it has the advantage of providing a radially compact motorization module 5. In particular, the shaft of the power output member 65 passes through the rotor of the reversible motor 56.

[0087] According to another similar configuration of the second embodiment, a gear train 63 can be provided, kinematically arranged between the first connecting member 60 and the power output member 65, wherein the axis of rotation of the shaft of the power output member 65 is parallel to but separate from the axis of rotation of the dual-clutch mechanism 58. In this configuration, the second multi-disc clutch E2 is radially positioned around the first multi-disc clutch E1.

[0088] Figure 3 A third embodiment of the invention is shown, which differs from the previous embodiments in that a third multi-disc clutch E3 is positioned axially close to the dual-clutch mechanism 58.

[0089] In this third embodiment, the torque transmission housing 90 is rigidly connected to the outer disc bracket of the third multi-disc clutch E3 to rotate with it. The inner disc bracket of the third multi-disc clutch E3 is directly connected to the connection interface 164.

[0090] The reducer 62 is a planetary gear set reduction gear and includes a planetary shaft connected to the second coupling member 70 of the second multi-disc clutch E2. Due to this structure, the shaft of the power output member 65 passes through the rotor of the reversible motor 56.

[0091] The operation of the hybrid drive sub-assembly 10 according to the third embodiment is similar to that of the first embodiment, but different operating modes can be provided due to the third multi-plate clutch E3.

[0092] Engaging the third multi-plate clutch E3 isolates the sub-assembly consisting of the reversible motor 56, its reduction gear train 62, and the power take-off unit 65 from the intermediate shaft 26. This allows the power take-off unit 65 to be driven independently of the transmission gearbox 18 and the vehicle's main engine 14, via the reversible motor 56 acting as a motor. In this operating mode, the reversible motor 56 can be powered by an energy source supplied by the vehicle's battery, or, if the vehicle is stationary, by an external power source connected to the vehicle. This operating mode is particularly suitable when the main engine 14 is off, for example, because the user wishes to drive the power take-off unit 65 in an environment where they wish to avoid pollution emissions from the vehicle's main engine. This is also applicable when the main engine 14 is running, but the user wishes to drive the power take-off unit at a speed different from that of the intermediate shaft 26, whether the vehicle is stationary or moving. It is also conceivable that the sensor 80 allows not only speed measurement but also relative or absolute rotation angle measurement, thus enabling the driving of the power take-off unit 65 based on an angular displacement or angular position setpoint.

[0093] In a third embodiment of the invention, it is advantageous to provide a high-voltage power supply between 300 and 800 volts to the reversible motor 56 if the power output member 65 is driven only in electric mode and disengaged from the intermediate shaft 26, and if the vehicle is driven only by the reversible motor 56.

[0094] Figure 4 The fourth embodiment of the invention is shown, which differs from the second embodiment in that it uses a dual-clutch mechanism 58 with an axial structure, wherein the first and second multi-disc clutches E1 and E2 are arranged axially adjacent to each other.

[0095] In this fourth embodiment, the torque transmission housing 90 is shared with the first and second multi-disc clutches E1 and E2, and includes a surface for receiving the friction discs, the multi-disc assemblies of the first clutch E1 and the second clutch E2 being splined onto the friction discs.

[0096] The torque transmission housing 90 includes an outer disc bracket 91 for receiving the friction disc of a first multi-disc assembly and an inner disc bracket 92 for receiving the friction disc of a second multi-disc assembly. The torque transmission housing 90 may have a one-piece structure or include multiple components rigidly assembled to each other, enabling them to effectively transmit torque.

[0097] The torque at the output of the first multi-disc clutch E1 is absorbed by the first connecting member 60. The first connecting member 60 is a torque output disc bracket directly connected to the gear train 63, which is kinematically arranged between the first connecting member 60 and the power output member 65. Therefore, the axis of rotation of the shaft of the power output member 65 is parallel to the axis of rotation of the dual-clutch mechanism 58, but not perpendicular to it. The power output member 65 may, for example, be a drive shaft including an external connection interface, such as a spline adapted to allow connection of one or more vehicle accessories, such as a winch, pump, or tool.

[0098] The torque at the output of the second multi-disc clutch E2 is absorbed by the second connecting member 70. When the second multi-disc clutch E2 is engaged, the second connecting member 70 allows the reversible motor 56 to be connected to the intermediate shaft 26. A planetary gear reducer 62 is inserted between the reversible motor 56 and the second connecting member 70.

[0099] In this fourth embodiment, the reducer 62 includes a planetary shaft that is directly connected to the second coupling member 70 of the second multi-disc clutch E2.

[0100] Of course, the examples shown in the figures and described above are provided only as non-limiting illustrations. Various illustrated embodiments to be combined are explicitly specified in order to provide further embodiments.

[0101] For example, a second reversible motor associated with the reducer can be installed in all embodiments. The reducer 62 can be replaced by any other reduction mechanism, particularly a planetary gear set, or a belt or chain reduction mechanism. The input and output components of the reduction mechanism can be coaxial, parallel, or oriented in another direction. The rotation axis of the rotor of the first motor can be coaxial with, parallel to, and separate from the rotation axis of the intermediate shaft, or oriented in another direction. The reversible motor is preferably located outside the housing 24 of the transmission gearbox, but the reduction gear train can be arranged inside or outside the main cavity 22 of the housing 24.

[0102] The description of the transmission gearbox 18 given herein is for illustrative purposes and is not intended to limit the scope of the teachings of this application, which can be applied to other configurations having more or fewer gears, claw couplings, or synchronizer couplings. The transmission gearbox may, for example, include a second intermediate shaft.

Claims

1. A motorization module (5) for driving and braking a hybrid sub-assembly of an intermediate shaft, the sub-assembly comprising a plurality of primary gears (38, 40) adapted to be driven by a main engine (14) of a vehicle, a secondary shaft (16) adapted to drive one or more drive wheels of the vehicle, a plurality of secondary gears (42, 44, 46) capable of being coupled to the secondary shaft (16), and intermediate gears (28, 30, 32, 34, 36) rigidly connected to the intermediate shaft (26) for rotation therewith, the primary gears (38, 40) and the secondary gears (42, 44, 46) each permanently meshing with a corresponding gear among the intermediate gears (28, 30, 32, 34, 36), the motorization module comprising at least one reversible motor (56) capable of driving and braking the intermediate shaft (26), and a connection interface (164) kinematically connected to the intermediate shaft (26) for rotation therewith, characterized in that, The motorization module includes a dual-clutch mechanism (58), which includes: - Torque transmission housing (90), which is kinematically connected to the connection interface (164). - A first multi-plate clutch (E1) is capable of switching from a connected state for connecting the torque transmission housing to the first connecting member (60) to a disengaged state for disengaging the torque transmission housing from the first connecting member (60), the first connecting member (60) being kinematically connected to the power output member (65). - A second multi-plate clutch (E2) is capable of switching from a connected state for connecting the torque transmission housing to the second connecting member (70) to a disengaged state for disengaging the torque transmission housing from the second connecting member (70), which is kinematically connected to the reversible motor (56). The motorization module includes a reducer (62) kinematically arranged between the reversible motor (56) and the second connecting member (70). The dual-clutch mechanism (58) has a radial structure, wherein the first and second multi-disc clutches (E1, E2) are arranged radially above each other, and the torque transmission housing (90) is shared by the first and second multi-disc clutches.

2. The motorization module (5) according to claim 1, characterized in that, The reducer (62) is a planetary gear set reducer, a parallel shaft reducer, or a belt reducer.

3. The motorization module (5) according to any one of claims 1 and 2, characterized in that, It includes a module housing (155) for accommodating the reducer (62) and the dual clutch mechanism (58), in which the reversible motor (56) is housed or fastened.

4. The motorization module (5) according to any one of claims 1 and 2, characterized in that, The rotation axis of the dual clutch mechanism (58) is concentric with the axis of the power output component (65) and / or with the axis of the reversible motor (56).

5. The motorization module (5) according to any one of claims 1 and 2, characterized in that, The dual-clutch mechanism (58) has an axial structure, wherein the first and second multi-disc clutches (E1, E2) are arranged axially adjacent to each other, and the torque transmission housing (90) is shared by the first and second multi-disc clutches.

6. The motorization module (5) according to any one of claims 1 and 2, characterized in that, The shaft of the power output component (65) passes through the rotor of the reversible motor (56).

7. The motorization module (5) according to any one of claims 1 and 2, characterized in that, The gear train (63) is kinematically arranged between the first connecting member (60) and the power output member (65), the axis of rotation of the power output member (65) being parallel to the axis of rotation of the dual clutch mechanism (58).

8. The motorization module (5) according to any one of claims 1 and 2, characterized in that, It includes a third multi-disc clutch (E3) which is capable of switching from an engaged state for connecting the torque transmission housing (90) to the connection interface (164) to a disengaged state for disengaging the torque transmission housing (90) from the connection interface (164), and the third multi-disc clutch (E3) is arranged axially adjacent to the dual clutch mechanism (58).

9. The motorization module (5) according to any one of claims 1 and 2, characterized in that, The first multi-plate clutch (E1) and the second multi-plate clutch (E2) are wet, and the torque transmission housing (90) includes holes for the passage of cooling oil.

10. The motorization module (5) according to claim 7, characterized in that, The rotation axis of the power output component (65) is separate from the rotation axis of the dual clutch mechanism (58).

11. A hybrid drive sub-assembly (10) for a vehicle, comprising: - Suitable for multiple main gears (38, 40) driven by the vehicle's main engine (14), - A secondary shaft (16) of an assembly suitable for driving one or more drive wheels of a vehicle. - Multiple secondary gears (42, 44, 46) that can be connected to the secondary shaft (16). - An intermediate shaft (26) is rigidly connected to which intermediate gears (28, 30, 32, 34, 36) rotate together. The primary gears (38, 40) and secondary gears (42, 44, 46) are permanently meshed with corresponding gears in the intermediate gears (28, 30, 32, 34, 36). The feature is that it further includes at least one motorization module (5) according to any one of the preceding claims, wherein the connection interface (164) of the motorization module (5) is rigidly connected to the intermediate shaft (26) to rotate therewith.

12. The hybrid drive sub-assembly (10) according to the preceding claim, characterized in that, The rotation axis of the reversible motor (56) is parallel to the rotation axis of the intermediate shaft (26), and it has one or more of the following characteristics: - The rotation axis of the reversible motor (56) is separated from the rotation axis of the intermediate shaft (26); - The rotation axis of the reversible motor (56) is separated from the rotation axis of the main gear (38, 40); - The rotation axis of the reversible motor (56) is separated from the rotation axis of the secondary shaft (16).

13. The hybrid drive sub-assembly (10) according to any one of claims 11 and 12, characterized in that, It includes a transmission housing (24) that defines a cavity (22) for receiving a primary gear (38, 40), a secondary gear (42, 44, 46) and an intermediate gear (28, 30, 32, 34, 36), and the reversible motor (56) is arranged outside the receiving cavity (22).

14. The use of the motorization module (5) according to claim 8, characterized in that, The first and second multi-plate clutches (E1, E2) are simultaneously engaged, and the third multi-plate clutch (E3) is disengaged, so that the reversible motor (56) can drive the power output component (65) independently of the intermediate shaft (26).

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