Drive unit and drive device

Abstract

The utility model relates to a driving unit for a power assembly of an electrically-driven motor vehicle, in particular a hybrid power motor vehicle, and a driving device. The drive unit (10) is designed for a drive train of an electrically drivable motor vehicle and comprises a first electric rotary machine (30), a transmission (90) and a slip clutch (150), a rotor (31) of the first electric rotary machine (30) being mechanically coupled to an input (231) of the transmission (90) by means of the slip clutch (150). And wherein the slip clutch (150) is arranged radially and axially at least in sections within a space radially delimited by the rotor (31) of the first electric rotary machine (30) and in a wet space (130) of the transmission (90). By means of the drive unit according to the invention, a very space-saving solution for an electric drive is thus provided.

Description

Technical Field

[0001] The utility model relates to a drive unit for a powertrain of an electrically driven motor vehicle, in particular a hybrid motor vehicle, and a drive device. Background Art

[0002] Generally, a variety of drive units are known from the prior art, which are integrated into a drive device or a drive train.

[0003] The integration of a drive unit having a plurality of electric rotary machines in a drive device provided for a hybrid vehicle is subject to stringent installation space requirements, particularly in the axial direction.

[0004] In particular, when so-called transversely front-mounted drive units of this type are used in motor vehicles, in which the electric rotary machine and the internal combustion engine serve as front drives and their respective axes of rotation are arranged transversely to the longitudinal direction of the motor vehicle, a drive device with a particularly short axial design is advantageous.

[0005] Furthermore, so-called hybrid transmissions are known, which have two electric machines that can be switched between series operation and parallel operation. In series operation, the internal combustion engine drives the first electric machine, which operates as a generator. The electrical energy generated thereby is used to drive the second electric machine, whose torque is transmitted to the wheels of the motor vehicle equipped with the hybrid transmission.

[0006] In parallel operation, the torque of the connected internal combustion engine is transmitted to the wheels of the motor vehicle equipped with the hybrid transmission, wherein the second electric machine also idles, supports the driving operation or also recovers energy.

[0007] In hybrid transmissions with two electric machines, it is possible not only to drive purely electrically but also to connect the internal combustion engine to the vehicle drive or to the vehicle drive shaft of the hybrid vehicle by means of a coupling element.

[0008] The resulting series or parallel hybrid drives adapted to the respective application require torsional vibration dampers and, if applicable, also slipping clutches in order to avoid inadmissibly high torque loads and / or vibrations acting on the drive system.

[0009] In some of these so-called two-motor hybrid transmissions, there is the possibility of purely electric driving and using the internal combustion engine in conjunction with an electric rotary machine operated as a generator for generating driving current for the other electric rotary machine or for feeding energy into a battery. This is a series hybrid vehicle.

[0010] In hybrid transmissions of this type, it is often necessary to implement a transmission-integrated sealing concept which protects the transmission against the ingress of water, for example when the vehicle is driven through water, and thus prevents damage to the electromechanical system.

[0011] However, this seal is associated with increased manufacturing costs. In addition, the tightness of this seal may not be guaranteed during the entire service life.

[0012] When a slip clutch is used, it is usually arranged between these two elements with respect to the torque flow from the crankshaft of the internal combustion engine to the rotor of the electric rotary machine.

[0013] If such a hybrid transmission also includes a torsional vibration damper, which is also generally referred to as damper below, the torsional vibration damper is usually arranged downstream of the rotor of the electric rotary machine in the torque transmission path. This means that the slip clutch and the damper are arranged downstream of the rotor or between the rotor and the drive shaft.

[0014] This enables the slip clutch to be positioned in a favorable manner in the dry space of the transmission. Therefore, the slip clutch is usually arranged between a flywheel and a rotor of the electric rotary machine, the flywheel being fixedly connected to a so-called flexplate and / or a mass ring.

[0015] Accordingly, there are also two groups of machine elements here, which are separated from each other along the torque transmission path by a slip clutch, namely on one side a flywheel, which can be equipped with a so-called flexible plate and / or a mass ring and which is also associated with the connected crankshaft of the internal combustion engine. The machine elements of the first group have a primary mass inertia. Opposite to this is a second group of machine elements, which is formed by the rotor of the electric rotary machine and its rotor carrier, and which has a secondary mass inertia.

[0016] The described arrangement of the slipping clutch between two groups of machine elements forming an inertia torque has the result that the slipping clutch itself should be designed for a higher transmittable torque, since essentially only a portion of the primary mass inertia, i.e. that portion between the internal combustion engine and the slipping clutch, and not additionally the secondary mass inertia, is significant for the dimensioning of the slipping torque of the slipping clutch.

[0017] If the slip clutch is designed for higher transmittable torques due to the described distribution of inertia, this has the effect that in the event of a torque shock, so-called knock, the slip clutch is only triggered at a higher torque, so that the drive can be protected from overloading.

[0018] This results in that the components of the drive system to be protected are also designed for the higher triggering torque, so that the advantages due to the use of an overload protection element in the form of a slip clutch are reduced. This can lead to installation space, cost and ultimately competitive disadvantages for the overall system. Utility Model Content

[0019] Starting from this, the present invention is based on the object of providing a drive unit and a drive device equipped with the drive unit, which ensure efficient operation with a cost-effective design and a long service life and in a space-saving manner.

[0020] The object is achieved by a drive unit according to the following description. Advantageous embodiments of the drive unit are given below.

[0021] In addition, a drive device is provided, which has a drive unit, and advantageous embodiments thereof are given below.

[0022] The technical features may be combined in any technically meaningful manner, wherein the explanations in the following description and the features in the drawings may also be taken into account for this, including supplementary embodiments of the invention.

[0023] The terms “axial” and “radial” in the context of the present invention always relate to the axis of rotation of the first electric rotating machine.

[0024] The utility model relates to a drive unit for a powertrain of an electrically driven motor vehicle, which has a first electric rotating machine, a transmission and a slip clutch, wherein a rotor of the first electric rotating machine is mechanically coupled to an input end of the transmission by means of the slip clutch. The slip clutch is at least partially radially and axially arranged within a space radially bounded by the rotor of the first electric rotating machine and in a wet space of the transmission.

[0025] The space radially bounded by the rotor of the first electric rotating machine is in the wet space of the transmission. In an advantageous embodiment, the slip clutch can be arranged completely radially and axially within the space radially bounded by the rotor of the first electric rotating machine and in the wet space of the transmission.

[0026] The first electric rotating machine is used in particular for generating electrical energy and for generating a torque, depending on the application.

[0027] The drive unit is advantageously designed for hybrid vehicles with a transmission with two integrated electric rotary machines, ie for the described series and parallel drives. However, the use of the drive unit in a transmission with only one electric rotary machine or in an electric axle should not be excluded.

[0028] Due to the arrangement of the slipping clutch in the wet space, the transmission in which the drive unit is formed has a transmission-integrated sealing concept and at the same time has design advantages for optimizing the torque that can be transmitted by the slipping clutch.

[0029] In an advantageous embodiment of the drive unit, it is provided that the input side of the slipping clutch is fixedly connected to the rotor. The effect of this arrangement is a high moment of inertia of the assembly, which comprises the input side of the slipping clutch and the rotor.

[0030] The input side of the slipping clutch is that element of the slipping clutch into which the torque can be introduced by the rotor and from which the torque can be transmitted via the friction or sliding element of the slipping clutch to the output side of the slipping clutch and thus to the transmission.

[0031] Furthermore, the drive unit can have a vibration damper which is arranged at least partially radially and axially within a space radially delimited by the rotor of the first electric rotary machine.

[0032] The vibration damper mentioned here is understood to be a torsion vibration damper. Based on this, the vibration damper is also in the space limited by the rotor, that is, the vibration damper is also arranged in the wet space of the transmission. Here, the vibration damper can also be completely arranged in the space.

[0033] Since the slipping clutch is located in the wet space of the transmission, and due to the lower friction coefficient level of the friction pair of the friction plates of the slipping clutch compared to the dry friction system, in order to maintain the radial construction space, additional friction points are required radially within the rotor to compensate for the lower friction coefficient.

[0034] This is achieved in that the slip clutch has two friction plate packages, each of which comprises a friction plate and a counter-friction plate, wherein one friction plate package is arranged on each of the two axial sides of the vibration damper.

[0035] Alternatively, however, all elements of the slip clutch can also be arranged on one side of the vibration damper. Other components of the corresponding friction plate stack can be a pressure plate, an intermediate layer and / or a disc spring.

[0036] The embodiment of the slip clutch by two friction plate packages on both axial sides of the damper leads to the desired increase in the number of friction points on the one hand, and on the other hand it reduces the required axial force of the spring storage device used per friction plate package, such as a disc spring, which in turn leads to a lower surface pressure on the contact surface of the friction partner. The friction plate packages can be designed symmetrically to each other. However, depending on the construction space conditions, an asymmetrical embodiment is also possible, for example, by a change in the number of friction surfaces between the left unit and the right unit of the slip clutch.

[0037] One embodiment of the drive unit provides that the two friction plate packages of the slipping clutch comprise identical components. Identical components are understood to be components of the slipping clutch that are present in the same embodiment in both friction plate packages.

[0038] Furthermore, the friction plates and counter-friction plates of the two friction plate packages can be arranged axially asymmetrically on both sides of the vibration damper.

[0039] The electric drive unit according to the invention can be used in a machine transmission having only one electric machine or also having two electric machines, for example for a hybrid vehicle or for an electric axle, or can be used as the sole drive for a purely electrically drivable vehicle.

[0040] Another aspect of the invention is a drive device having a drive unit according to the invention and an internal combustion engine which is coupled or can be coupled to a rotor of a first electric rotary machine by means of a crankshaft of the internal combustion engine.

[0041] The drive device according to the invention can be designed in particular within a dual-motor transmission for a series and / or parallel drive of a hybrid vehicle.

[0042] In one embodiment of the drive device, the rotor of the first rotary electric machine is coupled in a rotationally fixed manner to the crankshaft of the internal combustion engine.

[0043] Thus, a very large, common moment of inertia is formed, namely by the crankshaft itself and the rotor. Thus, the requirements for the torque to be transmitted are reduced, because the inertia of the components connected upstream of the slip clutch is very large.

[0044] Correspondingly, in the case of an inhomogeneous torque output of the internal combustion engine and the alternating torque resulting therefrom, the transmission reliability of the slipping clutch is reduced, so that the slipping clutch can have a relatively small installation space requirement and / or a reduced number of friction points.

[0045] Here, the rotor of the first electric rotating machine can be coupled to the first shaft by means of a slip clutch, wherein the drive device comprises an intermediate hub and the first shaft is supported in a housing of the drive device and via the intermediate hub in a crankshaft of the internal combustion engine. The sealing between the dry space and the wet space is carried out at the intermediate hub.

[0046] Furthermore, the drive device can have a mass ring which is connected in a rotationally fixed manner to the output side of the crankshaft and to the input side of the slip clutch.

[0047] In addition, the drive device according to the invention can have a second electric rotary machine, wherein the first electric rotary machine can be used as a generator for acceleration and for starting the internal combustion engine. The other second electric rotary machine can be implemented as a main driving machine, which can be decoupled in certain driving states to improve the transmission efficiency.

[0048] The solution described here summarizes the advantages of a space-optimized arrangement of a vibration damper and a slipping clutch for a drive train of a hybrid vehicle that can be driven in series or parallel, wherein the slipping clutch and the vibration damper are accommodated in a space-saving manner in a space surrounded by a rotor of a first electric rotary machine. In this case, a vibration-friendly distribution of the primary and secondary mass inertias and a drive-integrated sealing are achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] The utility model described above is explained in detail below in the relevant technical context with reference to the accompanying drawings, which show preferred designs. The utility model is not limited in any way by purely schematic diagrams, wherein it should be noted that the embodiments shown in the drawings are not limited to the dimensions shown. In the drawings:

[0050] Figure 1 A cross-sectional view of a drive device according to the utility model is shown,

[0051] Figure 2 Shown in Figure 1 A sectional view of a partial region of a drive device is shown in FIG.

[0052] Figure 3 A view showing a sectional view of a drive device with a torque transmission path,

[0053] Figure 4 Shown in Figure 3 sectional view of a partial region of a drive device with a torque transmission path shown in FIG.

[0054] Figure 5 A cross-sectional view of a drive unit according to the present invention is shown.

[0055] Figure 6 A cross-sectional view showing one side of a slip clutch,

[0056] Figure 7 shows a cross-sectional view of a drive unit,

[0057] Figure 8 A cross-sectional view showing a partial region of a drive unit, and

[0058] Fig. 9 A partial region of the drive unit is shown in the region of the second bearing of the first shaft. DETAILED DESCRIPTION

[0059] Figure 1 and 2 The drive unit 10 is shown within a drive device 400 according to the invention constructed as follows, which has a rotor-integrated damper 140 of a first electric rotary machine 30 with a slip clutch 150 and a housing-integrated seal 210 :

[0060] The internal combustion engine 20 is torque-lockedly connected to the first electric rotating machine 30, which is designed as an inner rotor machine. A slip clutch 150 is inserted in the torque flow between the internal combustion engine 20 and / or the electric rotating machine 30 and the first shaft 110 as an overload protection element and a vibration damper 140 for vibration isolation.

[0061] The rotor 31 of the first electric rotating machine 30 is used as a primary flywheel mass inertia in addition to electromagnetically coupling the first electric rotating machine 30, so that the rotational non-uniformity / torque fluctuation of the internal combustion engine 20 is reduced before being introduced into the slip clutch 150 and the vibration damper 140, so that the slip clutch 150 can have a smaller torque to be transmitted and the vibration damper 140 can have a smaller vibration damper capacity. Overload or pulse torques that can arise from the drive wheels and the internal combustion engine 20 of the motor vehicle equipped with the drive unit 10 are effectively reduced by means of the slip clutch 150, so as to protect the vibration damper 140 and the remaining components of the transmission 90, which is a differential in the embodiment shown here, from damage. In addition, Figure 1 It can be seen that the intermediate shaft 80 is coupled via the second separating clutch 170 to the drive shaft 70 which is coupled rotationally fixedly to the rotor 41 of the second electric rotary machine 40. Another component of the second electric rotary machine 40 is the stator 42 which surrounds the rotor 41 of the second electric rotary machine 40.

[0062] Figure 2 The enlarged view shows how the slip clutch 150 and the damper 140 are advantageously arranged with regard to optimal use of the structural space. The first electric rotating machine 30 is located in the wet space 130 of the housing 230 by means of the stator 32 and the stator carrier 34 of the first electric rotating machine 30 and the rotor 31 and the rotor carrier 33 of the first electric rotating machine 30. The wet space is also referred to as the oil space. If necessary, a sensor wheel 180 of a rotor bearing sensor 181 can be provided in addition to the rotor 31, and the rotor bearing sensor 181 is connected to the housing 230, for example, via a screw connection.

[0063] The dry space 120 and the wet space 130 of the housing 230 are sealed from each other. The sealing plate 200 is axially located between the first electric rotating machine 30 and the internal combustion engine 20 and the components respectively associated with the first electric rotating machine 30 and the internal combustion engine 20. The sealing plate 200 divides the housing space into the dry space 120 and the wet space 130. In addition, between the sealing plate 200 and the stator carrier 34, a seal 210 (e.g. made of an elastomeric material) is located in a position arranged radially above the first electric rotating machine 30 outwardly toward the seal 210. The seal 210 helps to prevent water from entering the housing 230 on the one hand and oil from leaving the housing 230 on the other hand. At the radially inner end of the sealing plate 200, there is another sealing element, such as a radial shaft sealing ring 190, which realizes an inward sealing.

[0064] The sealing plate 200 and the stator carrier 34 are connected to the housing 230 in a rotationally fixed manner via suitable connecting means, such as screws 390 .

[0065] The solution according to the present invention enables the vibration damper 140 and the sliding clutches 150 provided on both sides to be arranged in a highly integrated manner in the wet space 130 of the housing 230 radially inside the space surrounded by the rotor 31 of the first electric rotating machine 30. For the vibration damper 140, the arrangement in the wet space 130 of the housing 230 is advantageous in terms of the service life of the vibration damper, because the contact elements within the vibration damper 140 are supplied with lubricant, thereby reducing wear.

[0066] The rotor carrier 33 together with the highly integrated damper-slip clutch unit is mounted on the transmission side by means of a rotor bearing 35 of the first electric rotary machine 30 in the housing 230 .

[0067] The first shaft 110 is supported on the one hand axially next to the described rotor bearing 35 in the transmission housing 230 at the first bearing 112 of the first shaft 110 and on the other hand at the second bearing 113 of the first shaft 113 radially inside the damper-slip clutch unit, for example by means of a needle bearing. In the axial continuation in the direction of the internal combustion engine 20, the first shaft 110 is supported in the crankshaft 60 via the intermediate hub 144 at a bearing point 270, which also carries the second bearing 113 of the first shaft 110. The crankshaft 60 is here an output element of the internal combustion engine 20. In the embodiment described here, the bearing point 270 is not subject to relative movement between the crankshaft 60 and the intermediate hub 144 during normal operation.

[0068] If the vibration damper 140 is twisted on the tension side and the thrust side within its defined torsion characteristic curve or the slip clutch 150 is triggered, the needle bearing of the second support 113 of the first shaft 110 is always subjected to a relative movement between the intermediate hub 144 and the first shaft 110. Otherwise, the needle bearing of the second support 113 circulates at the absolute speed of the intermediate hub 144 and the first shaft 110 and thus ultimately the internal combustion engine 20 and the rotor 31 of the first electric rotary machine 30.

[0069] When the slip clutch 150 is triggered, a relative movement occurs in the overload situation between the input side 151 of the slip clutch 150 and the supporting element 154 of the slip clutch 150 and the carrier 156 of the slip clutch 150, which is fixedly connected to the vibration damper 140 and the vibration damper is in turn connected to the first shaft 110 in a torque-transmitting manner.

[0070] Figure 3 and 4 The diagram illustrates the force / torque flow of the internal combustion engine 20 or the first electric rotary machine 30 toward the vehicle drive 50, which can be realized by a cardan shaft or a wheel. The torque of the internal combustion engine 20 is introduced into the flywheel 100 or via the mass ring 101 into a so-called flex plate which is used or omitted as required by the respective application, and into the driver plate 157. The flywheel 100 and the mass ring 101 are advantageously connected to each other in a torque-locking manner via a releasable connection device, such as a flex plate screw 102, and in the continuation, the mass ring 101 and the driver plate 157 are connected via suitable connecting elements, such as a rivet mass ring 310, as in Figure 7 As shown in , or screws, they are connected to each other in a torque-locking manner. In the case of eliminating the mass ring 101, a releasable connection can be implemented directly between the flywheel 100 and the driving plate 157 (not shown here). A releasable connection is required at this location so that the internal combustion engine 20 and the housing 230 can be installed at the customer's site or disassembled in the case of maintenance. From the driving plate 157, the torque is transmitted to the driving plate 280 via the intermediate hub 144. The intermediate hub 144 and the driving plate 157 are connected to each other in a torque-locking manner via suitable connecting elements, such as blind rivets 250 or screws. The intermediate hub 144 and the driving plate 280 are connected to each other in a torque-locking manner via suitable connecting elements, such as blind rivets 250 or screws, and are arranged as screws at other locations on the circumference.

[0071] The torque is transmitted between the driving plate 280 and the rotor carrier 33 via suitable connecting means, for example driving rivets 290 or screws.

[0072] The torque of the first rotating electric machine 30 and of the internal combustion engine 20 (in the radially outer region) is introduced from the rotor carrier 33 in a torque-locked manner, for example via the input-side toothing 158 , into the input side 151 of the slip clutch 150 .

[0073] Via at least two friction plates 152 of the slip clutch 150 , the torque at at least one counter friction plate 153 and the support element 154 of the slip clutch 150 is transferred to the carrier part 156 of the slip clutch 150 , for example via the output-side toothing 159 .

[0074] Due to the division of the slip clutch 150 into the first friction plate package 150a and the second friction plate package 150b, the torque at the rotor carrier 33 is distributed to the two units, so that each unit itself only has to transmit half of the torque in the case of a symmetrical embodiment.

[0075] The first friction plate stack 150a and the second friction plate stack 150b of the sliding clutch 150 introduce torque into the left and right parts of the damper 140 via their own rotor carrier 156. In the damper 140 itself, the partial torques of the first friction plate stack 150a and the second friction plate stack 150b of the sliding clutch 150b are added to form a total torque.

[0076] From the damper 140, the torque is transmitted via the hub flange 148 by means of the damper toothing 220 to the first shaft 110, which is here the input 231 of the transmission 90. The damper toothing 220 ensures the required free angles on the tension side and the thrust side in the damper variant shown here with a double flange design in particular, in order to ensure the damper function. Not shown here, but in principle possible and also usable in other damper types, is a transmission element in the form of a damper hub between the hub flange 148 and the first shaft 110.

[0077] The torque of the first electric rotating machine 30 is transmitted from the first shaft 110 to the intermediate shaft 80 via the first disconnect clutch 160 and the gear 111. From the intermediate shaft 80, the torque is transmitted to the differential 90 and finally to the vehicle drive 50, such as from Figure 3 Visible in.

[0078] Figure 5The important elements of the drive unit 10 that are involved in the transmission of torque are shown again in an enlarged view, for example, the torque transmission path of the installation position of the first electric rotating machine 30 according to the present invention is not drawn in the drive unit 10. Here, the highly integrated vibration damper 140 arranged radially inside the space surrounded by the rotor 31 of the electric rotating machine 31 together with the installation position of the slip clutch 150 and its main components and interfaces and the axially arranged sealing plate 200 together with the seal 210 are mainly shown.

[0079] Figure 6 FIG. 1 shows a portion of the slip clutch 150. The slip clutch 150 works in the following manner: Figure 5 and 6 is described in the overview.

[0080] The respective input side 151 of the second friction plate group 150b shown of the sliding clutch 150 receives the torque from the rotor carrier 33 via suitable connecting means, such as input-side toothing 158, and transfers the torque to at least two friction plates 152, and the at least two friction plates in turn transfer the torque to the mating friction plates 153 and the support element 154. The mating friction plates 153 and the support element 154 transfer the torque to the damper 140 via suitable connecting means, such as output-side toothing 159, by introducing it into the mating disk 142 on the left and into the driver disk 141 on the right.

[0081] At least one disc spring 155 of each of the first and second friction plate packages 150a, 150b of the slip clutch 150 is used as an axial energy store to apply a required normal force to the friction surface of the friction plate 152 to generate a friction torque.

[0082] The components of the sliding clutch 150 are surrounded by the carrier 156 and the counter-disk 142 or the driver disk 141 of the vibration damper and are held axially in position.

[0083] The friction torque losses that occur due to the position of the slip clutch 150 radially below the rotor carrier 33 - caused by a reduction in the effective friction radius and a low friction coefficient level in the oil - are compensated by providing additional friction surfaces. Due to the double number of friction plate packs, a correspondingly large number of friction surfaces can be realized.

[0084] More or fewer than the six friction plates 152 shown here per first and second friction plate package 150a, 150b of the slip clutch 150 are possible, wherein the number of input side 151 and counter friction plates 153 of the slip clutch 150 would also be correspondingly increased or decreased.

[0085] In summary, a compactly designed slip clutch 150 is obtained with a corresponding friction torque capacity, which can be adapted to the respective application via the number of friction surfaces, the disk spring force and other design criteria.

[0086] The interface between the sliding clutch 150 and the vibration damper 140 is implemented via a suitable connection device, such as a riveting device, which is implemented by means of a spacing element 149. The spacing element 149, on the one hand, spaces and connects the components of the vibration damper 140, and on the other hand, connects the first friction plate package 150a and the second friction plate package 150b of the sliding clutch 150 to the counter plate 142 and the driver plate 141 of the vibration damper 140.

[0087] In the region of the interface at the radially outer end of the intermediate hub 144 there is a contact surface with a radial shaft sealing ring 190 which seals the housing 230 inwardly. The radial shaft sealing ring 190 is arranged on a relatively small diameter.

[0088] The input side of the vibration damper 140 is designed as a driver disk 141 and a counter disk 142 , which are jointly spaced apart by at least one spacing element 149 , surround components of the vibration damper 140 and are held axially in position.

[0089] Disposed within the damper 140 between the driver plate 141 and the counter plate 142 are damper components known from the prior art, such as a hub flange 148, a compression spring 143, a friction ring 145 and a disc spring 147. The hub flange 148 forms an output element of the damper 140 and is connected to the first shaft 110 in a torque-locked manner via a damper toothing 220, either without play or with play, depending on the damper variant.

[0090] The centering area 240 of the driver disk 141 and / or the counter disk 142 centers the vibration damper 140 in the rotor carrier 33. Chamfers or roundings provided at least on one side and in the joining direction in the centering area 240 simplify installation. In the embodiment described here, the design torque of the slip clutch 150 can be scaled very simply by increasing or reducing the number of friction points, which emphasizes the modular concept of the design, including lengthening or shortening the carrier 156. In addition, the slip clutch 150 provided on both sides can be combined with any different vibration damper types.

[0091] exist Figure 8 , an enlarged detail of an exemplary drive unit 10 is shown, which essentially shows the region of the bearing of the first shaft 110 and the rotor carrier 33 .

[0092] The rotor bearing 35 is held axially in position at the outer ring, i.e., on the side of the housing 230, via an axial stop region 370 and a first housing-side stop element 330. At the inner ring, the axial support is provided on the one hand at the rotor carrier 33 and on the opposite side at the rotor carrier-side stop element 340. The first bearing 112 of the first shaft 110 is provided on the side of the housing 230, at the outer ring, via an axial stop region 370 and a second housing-side stop element 350. At the inner ring, the axial support is provided on the one hand at an axial stop 380 of the first shaft 110 and on the opposite side at a drive shaft-side stop element 360. This results in a fixed support for the first bearing 112.

[0093] The second bearing 113 of the first shaft 110 is realized on the internal combustion engine side by means of the above-mentioned needle bearing, which is held axially in position in the intermediate hub 144 by means of an axial stop 380 on the internal combustion engine side and by means of a clamping ring 114 on the transmission side.

[0094] The outer region of the first shaft 110 can be spherical in the contact region with the rolling elements of the needle bearing in order to compensate for axial offsets and tilted positions between the crankshaft 60 and the first shaft 110, so that no unacceptable additional loads are generated on the components of the transmission 90. In addition, a radial play in the order of magnitude of 0.05 ... 0.3 mm is nominally provided in the contact region. A loose bearing is obtained for the second bearing 113.

[0095] This is also shown in the enlarged image Fig. 9 Shown in.

[0096] The solution according to the invention of the electric rotary machine 30 with a vibration damper integrated with the rotor together with a slip clutch 150 arranged in the wet space 130 and the separation of the wet and dry spaces 130, 120 from one another by means of a sealing plate 200 and additional sealing elements of the transmission 90 for series operation and parallel operation has advantages over the prior art in terms of a very high level of integration, the isolating effect of the vibration damper 140 together with the arrangement of the primary and secondary mass inertias and the friction torque capacity of the slip clutch 150. Due to the arrangement of the large primary mass inertia on the internal combustion engine side upstream of the input element of the slip clutch 150, a lower torque to be transmitted is obtained for the slip clutch 150. Due to the fact that the inhomogeneities caused by the alternating torque of the internal combustion engine 20 are reduced by means of the good filtering effect of the large primary mass inertia, the design torque of the slip clutch 150 can be reduced and optionally adapted to the load limits of the remaining components of the transmission 90, which are to be protected in the event of an overload by using the slip clutch 150.

[0097] With the drive unit proposed here, a very space-saving solution for an electric drive is thus provided.

[0098] Description of Reference Numerals

[0099] 10 Drivers

[0100] 20 Internal combustion engine

[0101] 30 First Electric Rotating Machine

[0102] 31. Rotor of the first electric rotating machine

[0103] 32. Stator of the first electric rotating machine

[0104] 33 Rotor carrier

[0105] 34 Stator carrier

[0106] 35 Rotor bearing of the first electric rotating machine

[0107] 40 Second electric rotating machine

[0108] 41 Rotor of second electric rotating machine

[0109] 42 Stator of the second electric rotating machine

[0110] 50 Vehicle Driver

[0111] 60 Crankshaft

[0112] 70 Drive shaft

[0113] 80 Intermediate shaft

[0114] 90 Transmission

[0115] 100 Flywheel

[0116] 101 Quality Ring

[0117] 102 Flexible board-screw

[0118] 110 First Axis

[0119] 111 Gear

[0120] 112 first support member of the first shaft

[0121] 113 Second support member of the first shaft

[0122] 114 Clamp

[0123] 120 Dry Space

[0124] 130 Wet Space

[0125] 140 Shock absorber

[0126] 141 Portable disk

[0127] 142 Pairing Plate

[0128] 143 Compression spring

[0129] 144 Intermediate hub

[0130] 145 Friction ring

[0131] 147 Disc spring for shock absorber

[0132] 148 Hub flange

[0133] 149 Spacer element for vibration damper

[0134] 150 Slip Clutch

[0135] 151 Input side of slip clutch

[0136] 152 Friction plate

[0137] 153 Matching friction plate

[0138] 154 Slip clutch support element

[0139] 155 disc spring

[0140] 156 Bearings

[0141] 157 Carrying plate

[0142] 158 Input side gear

[0143] 159 Output side gear

[0144] 150A First friction plate pack

[0145] 150b Second friction plate pack

[0146] 160 First release clutch

[0147] 170 Second disconnect clutch

[0148] 180 sensor wheel

[0149] 181 Rotor position sensor

[0150] 190 Radial shaft sealing ring

[0151] 200 Sealing plate

[0152] 210 Seals

[0153] 220 Shock absorber gear

[0154] 230 Shell

[0155] 231 Transmission input

[0156] 240 Centering area

[0157] 250 Blind Rivets

[0158] 270 Supporting parts

[0159] 280 Carrying film

[0160] 290 Carrying Rivet

[0161] 320 Rivets

[0162] 330 Stop element on first housing side

[0163] 340 Stop element on the rotor carrier side

[0164] 350 Stop element on second housing side

[0165] 360 Stop element on drive shaft side

[0166] 370 Axial stop area

[0167] 380 Axial stop

[0168] 390 Screw

[0169] 400 drive unit.

Claims

1. A drive unit (10) for a powertrain of an electrically drivable motor vehicle, comprising a first electric rotating machine (30) and a transmission (90) and a slip clutch (150), wherein a rotor (31) of the first electric rotating machine (30) is mechanically coupled to an input end (231) of the transmission (90) by means of the slip clutch (150), characterized in that: The slip clutch (150) is at least partially arranged radially and axially within a space radially bounded by a rotor (31) of the first electric rotating machine (30) and within a wet space (130) of the transmission (90).

2. The drive unit (10) according to claim 1, characterized in that An input side (151) of the slip clutch (150) is fixedly connected to the rotor (31).

3. The drive unit (10) according to any one of the preceding claims, characterized in that The drive unit (10) also has a vibration damper (140) which is arranged at least partially radially and axially within a space radially delimited by the rotor (31) of the first electric rotating machine (30).

4. The drive unit (10) according to claim 3, characterized in that The sliding clutch (150) has two friction plate packs (150a, 150b), each of which includes a friction plate (152) and a counter friction plate (153), wherein a friction plate pack (150a, 150b) is respectively arranged on two axial sides of the damper (140).

5. The drive unit (10) according to claim 4, characterized in that The two friction plate packs (150a, 150b) of the sliding clutch (150) include identical components.

6. The drive unit (10) according to any one of claims 4 and 5, characterized in that The friction plates (152) and the paired friction plates (153) of the two friction plate groups (150a, 150b) are asymmetrically arranged on both axial sides of the shock absorber (140).

7. A drive device (400), comprising a drive unit (10) and an internal combustion engine (20), characterized in that: The drive unit has the features according to any one of claims 1 to 6, the internal combustion engine being coupled or capable of being coupled to the rotor (31) of the first electric rotating machine (30) by means of a crankshaft (60) of the internal combustion engine (20).

8. The driving device (400) according to claim 7, characterized in that: The rotor (31) of the first electric rotating machine (30) is coupled to the crankshaft (60) of the internal combustion engine (20) in a rotationally fixed manner.

9. The driving device (400) according to any one of claims 7 and 8, characterized in that: The rotor (31) of the first electric rotating machine (30) is coupled to the first shaft (110) by means of the slip clutch (150), wherein the drive device (400) comprises an intermediate hub (144) and the first shaft (110) is supported in a housing (230) of the drive device (400) and via the intermediate hub (144) in a crankshaft (60) of the internal combustion engine.

10. The driving device (400) according to any one of claims 7 to 8, characterized in that: The drive device (400) has a mass ring (101) which is connected in a rotationally fixed manner to an output side of the crankshaft (60) and to an input side (151) of the slip clutch (150).

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