Powertrain with two subassemblies and auxiliary machine group

Abstract

The invention relates to a powertrain (1) of a motor vehicle comprising two subassemblies (25, 26), the first subassembly (25) comprising an auxiliary aggregate (4), wherein the auxiliary aggregate (4) is coupled in a torque-transmitting manner to a torque path of the powertrain (1) by means of a chain drive (9), wherein the chain drive (9) is arranged at the first subassembly (25) before the two subassemblies (25, 26) are joined together and is supported on one side of the second subassembly (26) and coupled in a torque-transmitting manner therewith in the joined-together state of the two subassemblies (25, 26).

Description

Technical Field

[0001] The present invention relates to a powertrain for a motor vehicle, comprising two sub-assemblies. The first sub-assembly includes an auxiliary unit, wherein the auxiliary unit is coupled to the torque path of the powertrain by means of a chain drive to transmit torque. Background Technology

[0002] Auxiliary units exist in powertrains with internal combustion engines, particularly the air conditioning compressor in the belt-driven (FEAD) system of the internal combustion engine.

[0003] The belt drive is eliminated in the hybrid powertrain. The auxiliary unit is electrically driven or additionally mechanically driven by an internal combustion engine.

[0004] As is known, for example, from WO 2021 / 0009S4 A1, the air conditioning compressor is coupled to the internal combustion engine via a switching device. Torque transmission is here via a gear set. Alternatively or additionally, WO 2021 / 0009S4 A1 further proposes that a direct connection can also be provided between the air conditioning compressor and the electric motor. The compressor and the electric motor connected thereto are here arranged in parallel with another electric motor, which is essentially responsible for driving the wheels.

[0005] It is also known from DE 10 2018 104 097 A1 that the electric motor and the air conditioning compressor are coupled to different gear sets of the transmission. Depending on the switching, the air conditioning compressor can then be selectively driven via the internal combustion engine or the electric motor via different gear ratios.

[0006] Existing technologies typically rely on a gearbox assembly where the electric motor and air conditioning compressor are attached to the transmission. Consequently, the radial or axial configuration of the powertrain increases, and the configuration cannot be composed of simple sub-units. Summary of the Invention

[0007] The present invention is therefore based on the objective of at least reducing the difficulties described in the prior art.

[0008] The objective is achieved according to the invention by a powertrain having the features of the invention.

[0009] By placing the chain drive only at the first sub-assembly before the two sub-assemblies are joined together, the auxiliary unit and the interface between the auxiliary unit and the torque transmission path can be implemented as separate components. Here, the chain drive is preferably located on the side of the first sub-assembly facing the second sub-assembly. Furthermore, it is proposed that, in the joined state of the two sub-assemblies, the chain drive is supported on the side of the second sub-assembly and coupled to it in a manner that transmits torque. That is, it is proposed that the sub-assemblies are first fixedly connected by supporting the chain drive and the second sub-assembly through joining together. This allows for simple assembly between sub-assemblies including the auxiliary unit, which can be arranged particularly space-efficiently in the radial edge region of the housing. The auxiliary unit can be, for example, an air conditioning compressor, which is located in the transmission housing in the dry zone. The transmission housing itself preferably includes one or more pulleys that can represent different gear ratios. The chain drive can then be located on the axial end side of the transmission housing. Thus, the chain drive can establish a connection between the transmission in the wet zone and the auxiliary unit in the dry zone in the assembled state.

[0010] Advantageously, the chain drive includes a drive wheel supported on the side of the second sub-assembly during powertrain assembly, thus coupling it to the second sub-assembly for torque transmission. Here, the drive wheel is pre-installed in a first position at the first sub-assembly before the two sub-assemblies are engaged, allowing the drive wheel to change position from the first position to the second position during engagement. This advantageously allows the chain of the chain drive to be tensioned via the engagement step, and then torque transmission from the second sub-assembly to the auxiliary unit to be achieved in the second position.

[0011] In one improved embodiment, the second sub-assembly includes a clutch device having outer and inner friction plates for coupling the input side of the clutch device to the transmission input shaft in a torque-transmitting manner, and the input side is torsionally connected to the output side of the second sub-assembly for torque-transmitting coupling to the drive wheel. Specifically, the input side of this clutch device can be connected to or via the outer friction plate or its carrier. The output side, thus connected, is then located radially outside the transmission input shaft. The engagement step of the output side with the drive wheel of the chain drive can then be performed more simply. Furthermore, a parallel torque path from the drive unit via the second sub-assembly to the auxiliary unit can be achieved in a simple manner. "Parallel" here means a torque path parallel to the wheels used to drive the motor vehicle.

[0012] Furthermore, it can be proposed that the drive wheel in the second position is torsionally coupled to the output side of the second sub-assembly. The drive wheel includes a rotation axis that extends parallel to and axially offset, preferably toward the auxiliary unit, from the rotation axis of the transmission shaft in the first position of the drive wheel. Then, in the engaged / assembled state of the two sub-assemblies, the rotation axis of the drive wheel extends coaxially with the rotation axis of the transmission shaft. That is, if the drive wheel has been moved from the first position to the second position, then the drive wheel is at the center of the transmission input shaft, whereas previously there was an eccentric position with respect to the transmission input shaft. In particular, it can be proposed that the radial and axial displacement of the drive wheel is performed during engagement.

[0013] Furthermore, it can be proposed that in the second sub-assembly, the input side of the clutch device is coupled to the auxiliary unit on one side via the output side and the drive wheel, and is torsionally connected to the rotor of the electric motor on the other side. Particularly preferably, the input side is the rotor carrier of the rotor. The second sub-assembly is therefore preferably constructed as a hybrid module, or constructed to include a hybrid module. Furthermore, when the clutch device is disengaged, the output side of the second sub-assembly is coupled to the auxiliary unit and the electric motor in a torque-transmitting manner, so that the auxiliary unit, especially the air conditioning compressor, can provide torque even when the vehicle is stationary.

[0014] The particularly simple coupling between the output side of the first sub-assembly and the drive wheel of the chain drive can be achieved via the meshing of corresponding internal and external teeth on the sides of the output side and the drive wheel. Preferably, the drive wheel has internal teeth and the output side has external teeth. When the first and second sub-assemblies are engaged together, it is advantageous to establish a torque transmission coupling through the meshing of the teeth.

[0015] To enable the drive wheel to move easily from a first position to a second position before engagement, an improvement proposes that at least one tooth, or both the internal and external teeth, have an inserting chamfer. By means of inserting chamfers, a radial force is applied to the drive wheel when the sub-assemblies are axially engaged, causing them to be radially moved from the first position to the second position.

[0016] To secure or fasten the drive wheels at least axially after engagement, a retaining ring may be included, disposed in a circumferential groove in the component in question, preferably on the output side of the second subassembly. The circumferential groove is preferably located on the outer circumference of the output side, which is substantially sleeve-shaped in the engagement area between the output side and the drive wheel. The groove and retaining ring can particularly cooperate with each other such that, upon engagement, the retaining ring first moves radially inward from the chamfer on the side of the drive wheel into or is pressed into the groove, where the retaining ring may also be temporarily deformed. The internal teeth of the drive wheel can then move axially outward via the retaining ring and engage with the external teeth on the output side. The circumferential groove is located in an axial position at the front of the output side such that, after engagement, the groove, and thus the retaining ring, are axially positioned on the side of the internal teeth or drive wheel facing the first subassembly. The retaining ring then correspondingly protrudes from the circumferential groove upon engagement and prevents the internal teeth or drive wheel from axially moving onto the first subassembly.

[0017] Additionally, a spring element, preferably a shaft spring, may be provided axially between the drive wheel or the internal teeth of the drive wheel and the second sub-assembly. This spring element should be designed such that, in the engaged state, a preload is applied to the internal teeth or drive wheel, thereby achieving axial fixation also in the aforementioned direction.

[0018] Furthermore, it is advantageous that the first sub-assembly has an intermediate wall that, in the engaged state, axially faces the second sub-assembly. A profile may then be provided at the intermediate wall, which holds the drive wheel in a first position, i.e., eccentrically about the transmission input shaft. If the two sub-assemblies are not yet engaged, the profile then acts particularly well on the intermediate wall. The profile can be molded at the intermediate wall, i.e., it can be an integrated component of the intermediate wall or connected to it by means of corresponding connecting elements. The connecting elements can be welded, bonded, or screwed elements.

[0019] Specifically, it is proposed that the profile, starting radially from the transmission input shaft, is located between the transmission input shaft and the auxiliary unit. This allows the chain drive to be not fully tensioned in its disengaged state and to traverse a short section between the driven and drive wheels of the auxiliary unit or chain drive. Upon engagement, the drive wheel moves away from the driven wheel, causing the chain drive to eventually become tensioned. This first position is therefore also referred to as the pre-installed position.

[0020] In a preferred embodiment, the first sub-assembly generally includes a transmission, an air conditioning compressor, and a chain drive having a drive wheel and a driven wheel to drive the air conditioning compressor shaft. The second sub-assembly then includes a dual clutch as a clutch device and a disengagement clutch for coupling the input side of the dual clutch to the driven shaft of an internal combustion engine, wherein the input side is the rotor shaft of an electric motor and is torsionally connected to the output side.

[0021] The dual-clutch transmission has two sub-clutches for selectively connecting the input side to an internal or external transmission input shaft. When the first sub-assembly and the second sub-assembly are engaged, the inner friction plate carrier of the sub-clutch is connected to the transmission input shaft. Simultaneously, the drive wheel is radially shifted to a second position by axially engaging the external teeth of the output side with the internal teeth of the drive wheel, in which the axis of rotation of the drive wheel is coaxial with the common axis of rotation of the transmission input shaft. In this manner, a torsional-resistant connection is achieved between the air conditioning compressor shaft and the input side of the dual-clutch, as well as the output side of the disengaged clutch, in parallel with the torque path via the transmission input shaft. This allows the air conditioning compressor to be torsionally connected or potentially connected to the rotor of the electric motor or to the driven shaft of the internal combustion engine when the sub-clutch is disengaged.

[0022] Starting with the coupled powertrain, this invention therefore describes a hybrid powertrain having two sub-components. One sub-component includes the powertrain's transmission, while the other sub-component includes a hybrid module, such as a dual-mass flywheel with a shock absorber connected upstream. Near the separation plane of the two sub-components, there is a chain drive. The chain drive includes two gears, a drive wheel and a driven wheel. The driven wheel is connected to the shaft of an auxiliary unit. The auxiliary unit is preferably an air conditioning compressor. The driven wheel is a sprocket of the air conditioning compressor, which is connected to the air conditioning compressor shaft.

[0023] The drive wheel is the sprocket of the clutch mechanism in the hybrid module. It is supported in the hybrid module when engaged.

[0024] The hybrid module is coupled to the internal combustion engine on the input side via a disengagement clutch, also known as the K0 clutch. The input side of the hybrid module is coupled or can be coupled to the nested transmission input shafts of the transmission via a dual clutch. The disengagement clutches of the dual clutch are also referred to as the K1 and K2 clutches.

[0025] The input side of the dual clutch can be formed by the rotor carrier of the electric motor of the hybrid module.

[0026] The rotor carrier is then coupled to the drive wheel of the chain drive. For this purpose, a sleeve-shaped component can be provided as the output component of the hybrid module. This component has a radial portion, by means of which it is torsionally engaged with the rotor carrier. In the radial interior, the component then has an axial extension with external teeth. By means of these external teeth, the component is coupled to the internal teeth of the drive wheel. In this manner, the drive wheel is positioned in the torque flow between the K0 clutch and the K1 and K2 sub-clutches.

[0027] The air conditioning compressor is located outside the transmission housing. Therefore, the wet components of the powertrain can be coupled to the dry air conditioning compressor via a chain drive.

[0028] The air conditioning compressor, together with the transmission, forms the first sub-assembly. This first sub-assembly can be easily connected as a separate sub-assembly to the transmission input shaft and the output components of the hybrid module, i.e., the second sub-assembly. In the state prior to the two components being joined, it is proposed that the drive wheel, along with the remaining components of the chain drive, is provided only on the transmission side. That is, in this state, the first sub-assembly includes the entire chain drive in addition to the transmission and air conditioning compressor.

[0029] To achieve the simplest possible assembly, the drive wheel, in this configuration, is eccentrically positioned relative to the rotational axis of the output component of the dual-clutch hybrid module. When the two sub-components are nested together, the drive wheel is radially displaced via an introduced chamfer on the inner side of the output component and / or the drive wheel, where the chain of the chain drive is tensioned. The output side further has a circumferential groove with retaining rings, which are pressed into the grooves when pushed into each other and then radially spring back. The retaining rings are, for example, radially slotted. The drive wheel is then axially secured by the retaining rings on one side and the shaft springs on the other.

[0030] During the engagement process, the drive wheel must be axially supported if necessary. This is done using an installation tool (spacer) positioned between the drive wheel and the axial intermediate wall of the transmission, and pulled out after installation. The intermediate wall has guide grooves to accommodate the tool. An opening in the transmission housing can then be closed by means of a spherical element, from which the installation tool can be pulled out.

[0031] In this manner, simple assembly is achieved with the limited axial and radial space required for the hybrid module and auxiliary unit, or air conditioning compressor. Attached Figure Description

[0032] Embodiments of the invention are shown in the accompanying drawings. However, the invention is not limited to these embodiments, and other features according to the invention can be derived from them. The drawings show:

[0033] Figure 1 This diagram illustrates the configuration of a powertrain consisting of two sub-components joined together.

[0034] Figure 2 Showing according to Figure 1 A more detailed view of the powertrain;

[0035] Figure 3 An axial top view of the first sub-assembly with drive wheels is shown.

[0036] Figure 4 An axial top view of the second sub-component is shown.

[0037] Figure 5 The transmission wall of the first sub-assembly is shown.

[0038] Figure 6 Showing installation tools Figure 5 The transmission wall,

[0039] Figure 7 A side cross-section of the drive wheel extending through the middle wall of the first sub-assembly is shown.

[0040] Figure 8 The diagram shows a cross-section through the drive wheel and axial section before they are joined together.

[0041] Figure 9 The diagram shows a cross-section through the drive wheel and axial section after they have been joined together. Detailed Implementation

[0042] Figure 1 The diagram shows a powertrain 1 consisting of two sub-assemblies 25 and 26 joined together. The first sub-assembly 25 includes a transmission 5 with a transmission housing 8. The transmission housing 8 is located in... Figure 2 As shown in the diagram, an auxiliary unit in the form of an air conditioning compressor 4 is installed at the transmission housing 8.

[0043] The second sub-component 26 includes a hybrid module 70, which has an electric motor 3, a dual-clutch 13, and a disengagement clutch 19. (As in...) Figure 2 As shown, the disengagement clutch 19 can be connected on the input side to the secondary side 72 of the dual-mass flywheel 30. The primary side 71 is then torsionally coupled to the crankshaft of the internal combustion engine 2 (not shown). The electric motor 3 includes a rotor 33, which is torsionally connected to the rotor carrier 18. The disengagement clutch 19 is configured as a wet multi-plate clutch, having an inner friction plate 15 as the input end of the disengagement clutch 19 and an outer friction plate 21 as the output end of the disengagement clutch. The outer friction plate 21 is torsionally connected to the rotor carrier 18 of the electric motor 3 via an outer friction plate carrier 64.

[0044] The rotor carrier 18 is the input side 32 of the sub-clutches 16 and 17 of the dual clutch 13.

[0045] Sub-clutches 16 and 17 are also wet multi-plate clutches. On the input side, sub-clutches 16 and 17 have outer friction plates 11 and 12, which transmit torque to inner friction plates 14 and 15 when the clutch is engaged. The inner friction plate carriers 61 and 62 of the inner friction plates 14 and 15 are torsionally connected to the transmission input shafts 6 and 7 via hubs (not shown). The inner transmission input shaft 6 is nested with the outer transmission input shaft 7. They share a common axis of rotation R.

[0046] The input side 32 of the dual clutch 13, i.e., the rotor carrier 18, is torsionally connected to the output side 10 of the motor 3 between the disengagement clutch 19 and the dual clutch 13. The output side 10 has an axial section 65 radially inward. The axial section 65 and the output side 10 are arranged coaxially with the rotation axis R when the subassemblies 25 and 26 are engaged together.

[0047] The axial section 65 is coupled to the chain drive 9. The chain drive 9 has a drive wheel 20. In the engaged state, the drive wheel 20 is coaxial with the rotation axis R in a second position P2. The drive wheel 20 is connected to the driven wheel 23 via a chain 22 in a torque-transmitting manner. The driven wheel 23 is torsionally connected to the air conditioning compressor shaft 60 of the air conditioning compressor 4.

[0048] In this manner, torque can be transmitted between the disengagement clutch 19 and the dual clutch 13 to operate the air conditioning compressor 4. This can be done independently via the electric motor 3 when the disengagement clutch 19 is disengaged, and independently or in series with the internal combustion engine 2 when the disengagement clutch 19 is engaged. Simultaneously, the electric motor 3 and the internal combustion engine 2 can be selectively coupled, via the dual clutch 13, to an internal or external transmission input shaft 6 or 7 to drive the vehicle's wheels.

[0049] Figure 2 Show more details based on Figure 1 The powertrain structure. Identical components are labeled with the same reference numerals.

[0050] This shows how the air conditioning compressor 4 is mounted on the transmission housing 8 of the transmission 5.

[0051] The drive wheel 20 is axially positioned between the intermediate wall 50 of the first sub-assembly 25 and the second intermediate assembly 26. The intermediate wall 50 encloses not only the wet space 24 of the transmission 5 but also the wet space 66 of the sub-assembly 26. The two wet spaces 24 and 66 can thus form a common wet space. The intermediate wall 50 serves as the axial boundary of the transmission housing 8 and has a profile 51 by means of which the drive wheel 20 can be held in a first position P1 in a pre-installed position, provided that the sub-assemblies 25 and 26 are not engaged together. The profile 51 is radially positioned between the common axis of rotation R and the air conditioning compressor 4.

[0052] The output side 10 of the electric motor 3 is connected to the rotor carrier 18 via a plug-in connection and a retaining ring 100. Radially inward, the output side 10 of the electric motor 3 is connected to the hub 101 of the clutch rotor 102. The clutch rotor 102 serves, on the one hand, to distribute operating fluid for operating the sub-clutches 16 and 17, and on the other hand, it has a can-shaped member 103, which in turn has an axial section 65 for coupling the output side 10 of the electric motor 3 to the chain drive transposer 9.

[0053] Figure 3 An axial top view of the intermediate wall 50 of the first subassembly 25 is shown. Within the subassembly 25 is a transmission 5 having transmission input shafts 6 and 7, which extend axially from the intermediate wall 50 for engagement with the dual clutch 13 of the second subassembly 26. The air conditioning compressor 4 is located on the radially outer housing wall of the transmission housing 8 and is substantially covered by the intermediate wall 50. A drive wheel 20 and a driven wheel 23 are disposed at the intermediate wall 50. The driven wheel 23 is connected to the air conditioning compressor shaft 60. The air conditioning compressor shaft extends axially from the intermediate wall 50 into the air conditioning compressor 4. The intermediate wall 50 is constructed in two parts. One side includes a transmission wall 73 and further includes a wall portion 74 that axially limits the air conditioning compressor and accommodates the driven wheel 23.

[0054] The drive wheel 20 and driven wheel 23 are connected to the chain 22 of the chain drive 9. The drive wheel 20 is in the first position P1, such that the rotation axis 34 of the drive wheel 20 extends radially offset toward the air conditioning compressor 4 and parallel to the common rotation axis R of the two transmission input shafts 6 and 7.

[0055] Chain 22 is not fully tensioned, that is, the tension of the chain in the first position P1, i.e., the pre-installation position, is less than the tension of the chain in the second position P, i.e., the running position.

[0056] The drive wheel 20 is preloaded via chain 22 toward the driven wheel 23, such that it radially abuts against and remains on the intermediate wall 50 at profile 51. Profile 51 has an arc similar to the radial outer surface of the drive wheel 20, thereby establishing surface contact there. The drive wheel has internal teeth 40 for engaging with complementary external teeth 41 on the side of the second subassembly 26.

[0057] exist Figure 4 The diagram shows a top view of the second sub-assembly 26 in an unengaged state. The motor 3 has a rotor 33 supported on and torsionally connected to a rotor carrier 18. The rotor carrier 18 is also the input side 32 of the dual clutch 13. The rotor carrier 18 is torsionally connected to the output side 10 of the motor 3. The output side 10 has an axial section 65 with external teeth 41. The dual clutch 13, not visible here, has internal friction plate carriers 61, 62 with hubs 76, 77 visible here, by means of which toothed engagement with the transmission input shafts 6, 7 can be established. The hubs 76, 77 and the axial section 65 are coaxially arranged and share a common axis of rotation 35.

[0058] The transmission wall 73 with contour 51 is in Figure 5 This is shown more clearly in the diagram. A guide groove 80 is further provided within the transmission wall 73. The guide groove 80 guides radially outward from the receiving portion 81 within the transmission wall 73 for receiving the drive wheel 20. Here, it is on the opposite side to profile 51 or driven wheel 23. As shown in... Figure 6 As shown, the guide groove 80 is used to receive the installation tool 82. This is a bar, which acts as a spacer and is axially pushed between the drive wheel 20 and the intermediate wall 50 or transmission wall 73 when the two sub-assemblies 25 and 26 are engaged together. When the sub-assemblies 25 and 26 are engaged together, an axial force F is applied. A The axial force F is applied to the drive wheel 20. A Converted into radial force F R To move the drive wheel 20 from the first position P1 (pre-installation position) to the second position P2 (operating position), it is necessary to axially support the drive wheel 20 during engagement. For this purpose, the installation tool 82 is pushed radially between the drive wheel 20 and the intermediate wall 50 as a spacer in the guide groove 80. After engagement, the installation tool 82 is removed again. The transmission wall 73 of the intermediate wall 50 also serves as an axial wall portion of the hybrid module 70, as in... Figure 2 As shown in the diagram. Because the interior spaces of the transmission 5 and the hybrid module 70 are wet spaces 24 and 66, it is necessary that the guide groove 80 be sealed shut after being joined together. For this purpose, a spherical element may be provided, for example.

[0059] exist Figure 7 The diagram schematically shows a side profile of the drive wheel 20 penetrating at the intermediate wall 50 or the transmission wall 73. The drive wheel 20 is in a pre-installed position, i.e., first position P1, and radially abuts against profile 51. Profile 51 is molded into the transmission wall 73 and protrudes axially there, forming a shoulder 84 for the outer abutment surface 85 of the drive wheel 20 to abut. The drive wheel 20 has teeth 86 on its outer circumferential side for engagement with the chain 22 of the chain drive 9. Starting from the teeth 86, the drive wheel 20 includes a shaped portion 87 on the transmission side with radially acting shoulders 84 and a shaped portion 88 on the motor side with an axially acting stop surface 89. Similarly, a shaft spring 90 is also pre-installed here, which applies an axial preload towards the transmission 5 to the drive wheel 20 after the first and second subassemblies 25 and 26 are engaged, thereby axially securing it in said direction. The shaft spring 90 is axially positioned at the stop surface 89. Contour 51 is thus positioned between the common axis of rotation R of the two transmission input shafts 6 and 7 and the auxiliary unit, such that when chain 22 is slightly pre-tensioned, the chain brings drive wheel 20 against shoulder 84 via abutment surface 85, so that drive wheel 20 moves together with first sub-assembly 25 without falling. Chain 22 is pre-tensioned in particular so that it can be further tensioned for the final installation position, i.e., the second position P2 of drive wheel 20.

[0060] The drive wheel 20 has an internal toothed portion 40. A chamfer 42 is further provided on the inner side of the motor-side molded portion 88. This chamfer extends circumferentially over the entire inner circumference of the motor-side molded portion 88, and correspondingly, on the side of the drive wheel 20 opposite to profile 51, in the first position P1 it is closer to the common axis of rotation R of the transmission input shafts 6 and 7 than in the operating position, i.e., the second position P2. At this opposite position of profile 51, then by means of an axial force F... A A radial force F can be generated by inserting the chamfer 42 to move the drive wheel 20 to the second position P2. R .

[0061] exist Figure 8 and 9 The diagram shows the output side 10 of the motor 3 engaged with the drive wheel 20.

[0062] Figure 8This shows the side of the drive wheel 20 with teeth 86 opposite to profile 51. The view is flipped here for illustrative purposes. Profile 51 is shown below the portion of the drive wheel 20 shown here. In addition to the drive wheel 20, the axial section 65 of the output side 10 of the motor 3 is shown. In this section 65, there are external teeth 41 for engaging with the internal teeth 40 of the drive wheel 20 and another through-cut chamfer 42, as in the inner side of the shaped portion 88 on the motor side of the drive wheel 20. When engaged, the corresponding through-cut chamfers 42 form inclined planes that slide over each other. When engaged, the output side 10 of the motor 3 is subjected to an axial force F A The drive wheel 20 moves axially into the drive wheel 20, causing the chamfers to slide on top of each other and the drive wheel 20 to move axially by means of the resulting radial force F. R Move away from contour 51.

[0063] A circumferential groove 43 for receiving a retaining ring 44 is provided in the external toothed portion 41 of the axial section 65. When guided together, the retaining ring 44... Figure 8 As exemplarily shown, it can be recessed into the circumferential groove 43, allowing the external tooth 41 of the axial section 65 to engage with the internal tooth 40 of the drive wheel 20. The gearbox-side molded portion 87 of the drive wheel 20 has a boss 91 that matches the retaining ring 44, which is circular in this case. As long as the drive wheel 20 is fully positioned on the axial section 65, the axial position of the retaining ring 44 is radially inward of the boss 91, allowing the retaining ring 44 to snap back into place and axially secure the drive wheel 20. This is to ensure that the axial force F is supported via the retaining ring 44 when the drive wheel 20 is driven. A It is proposed that the aforementioned installation tool 82 be axially introduced between the transmission wall 73 and the drive wheel 20 as a spacer and support.

[0064] exist Figure 9 The image shows the axially fixed state. The drive wheel 20 has been subjected to a radial force F. R The drive wheel 20 is radially moved away from profile 51 and driven wheel 23, and chain 22 is tensioned to operating stress. The contact surface 85 of drive wheel 20 no longer radially abuts against the shoulder 84 of profile 51, and drive wheel 20 is rotatable in the circumferential direction, so that torque is transmitted from the output side 10 of electric motor 3 or internal combustion engine 2 via axial section 65 and chain 22 to the air conditioning compressor shaft 60 of air conditioning compressor 4. On the transmission side, drive wheel 20 is now secured by means of retaining ring 44. On the motor side, there is a pre-tensioned shaft spring 90 that secures drive wheel 20 in the axial direction.

[0065] In this manner, by means of the design scheme described for sub-assemblies 25, 26 and chain drive 9, it is possible to simply and reliably pre-install the chain drive 9 separately at the first sub-assembly 25 and then engage the two sub-assemblies 25, 26 together within the powertrain 1 of the motor vehicle, so that torque can be transmitted from the internal combustion engine 2 or the electric motor 3 to the air conditioning compressor 4 via the drive wheel 20 now supported on the second sub-assembly 26.

[0066] List of reference numerals in the attached diagram:

[0067] 1 Powertrain

[0068] 2. Internal Combustion Engine

[0069] 3. Electric motor

[0070] 4. Air conditioning compressor / auxiliary unit

[0071] 5. Transmission

[0072] 6. Internal transmission input shaft

[0073] 7. External transmission input shaft

[0074] 8. Transmission housing

[0075] 9. Chain drive device

[0076] 10 Output side

[0077] 11, 12 External friction plates

[0078] 13 Dual-clutch

[0079] 14, 15 Internal friction plates

[0080] 16 and 17 Sub-clutches

[0081] 18 Rotor bearing components

[0082] 19. Disengage the clutch

[0083] 20 drive wheels

[0084] 21 External friction plate

[0085] 22 chains

[0086] 23 Driven wheel

[0087] 24 Wet Space

[0088] 25 First child component

[0089] 26 Second child component

[0090] 27 Clutch cover

[0091] 30 Dual-mass flywheel

[0092] 32 Input side

[0093] 33 Rotors

[0094] 34, 35 Rotation axes

[0095] 40 Internal teeth

[0096] 41 External teeth

[0097] 42 Insert the chamfer.

[0098] 43 Circumferential Groove

[0099] 44 Snap rings

[0100] 50 Intermediate wall

[0101] 51 Outline

[0102] 60 Air Conditioner Compressor Shaft

[0103] 61, 62 Internal friction plate bearing components

[0104] 63 Output side

[0105] 64 External friction plate bearing component

[0106] 65 Axial section

[0107] 66 Wet Space

[0108] 70 Hybrid Module

[0109] 71 Primary Side

[0110] 72 secondary side

[0111] 73 Gearbox wall

[0112] 74 Wall section

[0113] 76, 77 hubs

[0114] 80 guide slot

[0115] 81. Accommodation Department

[0116] 82 Installation Tools

[0117] 84 shoulder

[0118] 85. Surface against the wall.

[0119] 86 teeth

[0120] 87. Molded section on the side of the transmission

[0121] 88 Molding section on the motor side

[0122] 89 Stop surface

[0123] 90-axis spring

[0124] 91 convex platform

[0125] 100 clasps

[0126] 101 hubs

[0127] 102 Clutch Rotor

[0128] 103. Can-shaped components

[0129] F A Axial force

[0130] F R radial force

[0131] P1 First Position

[0132] P2 Second Position

[0133] R Rotation axis

Claims

1. A powertrain (1) for a motor vehicle, comprising a first sub-assembly (25) and a second sub-assembly (26), the first sub-assembly (25) including an auxiliary unit (4), wherein the auxiliary unit (4) is coupled to the torque path of the powertrain (1) by means of a chain drive (9) in a torque transmission manner. Its features are, The chain drive (9) is positioned at the first sub-assembly (25) before the first sub-assembly (25) and the second sub-assembly (26) are engaged together, and is supported on the side of the second sub-assembly (26) and coupled to it in a torque-transmitting manner when the first sub-assembly (25) and the second sub-assembly (26) are engaged together. The chain drive (9) includes a drive wheel (20). The first sub-assembly (25) has an intermediate wall (50) facing the second sub-assembly (26), on which a profile (51) is molded. The profile (51) is radially positioned between the rotation axis (R) of the transmission input shaft (6, 7) and the auxiliary unit (4), such that the drive wheel (20) is held in a first position (P1) as a pre-installed position when the first sub-assembly (25) and the second sub-assembly (26) are not engaged together.

2. The powertrain according to claim 1, characterized in that, The drive wheel is supported on the side of the second sub-assembly (26) during the assembly of the powertrain (1) and coupled thereto in a manner that transmits torque. The drive wheel (20) is pre-installed in the first position (P1) at the first sub-assembly (25) before the first sub-assembly (25) and the second sub-assembly (26) are engaged together, such that during the engagement step for engaging the first sub-assembly (25) and the second sub-assembly (26) together, the drive wheel (20) is changed from the first position (P1) to the second position (P2).

3. The powertrain (1) according to claim 2, characterized in that, The second subassembly (26) includes a clutch device (13) having an outer friction plate (11, 12) and an inner friction plate (14, 15) for coupling the input side (32) of the clutch device (13) to the transmission input shaft (6, 7) in a torque-transmitting manner, and the input side (32) is torsionally connected to the output side (10) of the second subassembly (26) for coupling to the drive wheel (20) in a torque-transmitting manner.

4. The powertrain (1) according to claim 2, characterized in that, The drive wheel (20) is torsionally coupled to the output side (10) of the second sub-assembly (26) in the second position (P2), the drive wheel (20) including a rotation axis (34). The rotation axis (34) in the first position (P1) extends substantially parallel and radially toward the auxiliary unit (4) and is offset from the rotation axis (R) of the transmission input shaft (6, 7), and the rotation axis (34) in the state where the sub-assemblies (25, 26) are engaged, i.e. when the drive wheel (20) is in the second position (P2), extends coaxially with the rotation axis (R) of the transmission input shaft (6, 7).

5. The powertrain (1) according to claim 3, characterized in that, The input side (32) is torsionally connected to the rotor (33) of the motor (3), and the input side (32) is the rotor carrier (18) of the motor (3).

6. The powertrain (1) according to claim 3, characterized in that, The drive wheel (20) has internal teeth (40). The output side (10) has an external toothed portion (41), and When the first and second sub-assemblies (25, 26) are engaged together, the internal teeth (40) and the external teeth (41) mesh with each other and establish a torque transmission coupling.

7. The powertrain (1) according to claim 6, characterized in that, The internal teeth (40) and / or the external teeth (41) have indentation chamfers (42) for applying radial force (F) when engaged together. R The drive wheel (20) is radially moved from the first position (P1) to the second position (P2).

8. The powertrain (1) according to claim 7, characterized in that, The output side (10) has a circumferential groove (43) for receiving a retaining ring (44), wherein the retaining ring (44) fixes the drive wheel (20) in the axial direction when engaged.

9. The powertrain (1) according to any one of the preceding claims, characterized in that, The first sub-assembly (25) includes a transmission, an air conditioning compressor (4), and a chain drive (9) having a drive wheel (20) and a driven wheel (23) to drive the air conditioning compressor shaft (60). The second sub-assembly (26) includes a dual clutch (13) as a clutch device and a disengagement clutch (19) for coupling the input side (32) of the dual clutch (13) to the driven shaft of the internal combustion engine (2), wherein the input side (32) is the rotor shaft (18) of the electric motor (3) and is torsionally connected to the output side (10) of the electric motor (3). The dual clutch (13) has two sub-clutches (16, 17) for selectively connecting the input side (32) to an internal or external transmission input shaft (6, 7), and When the first sub-assembly (25) and the second sub-assembly (26) are engaged, the inner friction plate carriers (61, 62) of the sub-clutches (16, 17) are connected to the transmission input shafts (6, 7), and the drive wheel (20) is radially moved from the first position (P1) to the second position (P2) by axially engaging the external teeth (41) of the output side (10) of the electric motor (3) with the internal teeth (40) of the drive wheel (20) of the chain drive (9). In the second position, the rotation axis of the drive wheel (20) is ( 34) Coaxial with the common axis of rotation (R) of the transmission input shaft (6, 7), and in such a manner realizes a torsion-resistant connection between the air conditioning compressor shaft (60) and the input side (32) of the dual clutch (13) and the output side (63) of the disengagement clutch (19) via the torque path of the transmission input shaft (6, 7), such that the air conditioning compressor (4) is torsionally connected to the rotor (33) of the electric motor (3) or torsionally connected to the rotor (33) and the driven shaft of the internal combustion engine (2) when the disengagement clutch (19) is closed.

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