Hybrid power module, hybrid power transmission and system

Abstract

The utility model relates to a hybrid power module (40), a hybrid power transmission and a system. The hybrid power module is provided with a first motor (4) with a rotor (16) and a torsional vibration damper (19) integrated with the rotor. The rotor (16) is connected to a primary side (20) of the torsional vibration damper (19) and is at least part of a primary flywheel mass (41) of the torsional vibration damper (19).

Description

Technical Field

[0001] The utility model relates to a hybrid power module, which includes a first motor, a rotor and a torsional vibration damper integrated with the rotor. Herein, the torsional vibration damper is arranged radially inside the rotor. In addition, the torsional vibration damper not only has a primary side but also has a secondary side, wherein the primary side is connected or connectable to an internal combustion engine in a torque transmission manner, and the secondary side is connected or connectable to an input shaft of a hybrid transmission. The utility model also relates to a hybrid transmission, which has at least one hybrid power module, a first motor, a rotor and a torsional vibration damper integrated with the rotor; and a system, which is composed of a plurality of different sliding clutches and at least one torsional vibration damper for use in corresponding hybrid power modules or hybrid transmissions. Background Art

[0002] A hybrid power module and a hybrid power assembly with a torsional vibration damper integrated in the rotor of a motor are known from, for example, EP 2 726 353 B1. The rotor of the motor is arranged at the secondary side of the torsional vibration damper.

[0003] DE 10 2021 111 350 A1, which was published later, shows a hybrid transmission in which an internal combustion engine and two motors can operate in parallel and series modes. A torsional vibration damper is provided in the motor arranged in series with the internal combustion engine, and the torsional vibration damper is arranged between the internal combustion engine and the rotor of the motor. Therefore, the rotor is also arranged at the secondary side of the torsional vibration damper here.

[0004] This configuration has proven not to be advantageous for all transmission configurations. Summary of the Utility Model

[0005] Therefore, the object underlying the utility model is to provide a hybrid power module of this type, by means of which at least the disadvantages in the prior art are reduced.

[0006] According to the utility model, this object is achieved by a hybrid power module, a hybrid transmission and a system.

[0007] According to the present utility model, the rotor of the first electric machine is connected to the primary side of the torsional vibration damper and is at least part of the primary flywheel mass of the torsional vibration damper. Thereby, a significant increase in the moment of inertia of the primary side can be achieved, or the primary inertia can be increased. It has been proven that such an increased primary inertia has beneficial effects in the form of vibration attenuation, vibration elimination, and / or vibration reduction for some arrangements or hybrid transmissions. In particular, the NVH (noise, vibration, harshness) performance can be improved. Here, in addition to the electromagnetic coupling of the first electric machine, the rotor is also used as an inertia so as to reduce the rotational unevenness or torque fluctuations of the internal combustion engine before being introduced into the torsional vibration damper, such that the rotor can be designed with a smaller damper performance.

[0008] In an improved embodiment, it is proposed that the primary flywheel mass further includes a slip clutch. The slip clutch can be arranged in terms of torque between the rotor and the torsional vibration damper, and is particularly radially inside the rotor. Thereby, a series connection of the slip clutch and the rotor of the first electric machine is achieved, whereby, for example, torque peaks from the vehicle wheels to the first electric machine are intercepted or attenuated. Thus, the peaks of the internal combustion engine can also be intercepted before they first reach the torsional vibration damper. In other words, by means of the slip clutch, the overload / shock torques not only from the vehicle wheels but also from the internal combustion engine can be effectively reduced in order to protect the torsional vibration damper and the remaining components of the hybrid transmission from damage.

[0009] It can be proposed that the primary flywheel mass has a flywheel, by means of which the primary inertia can additionally be set purposefully. The flywheel is preferably arranged between the rotor and the internal combustion engine.

[0010] In a preferred design of the present utility model, it can be proposed that the secondary side of the torsional vibration damper has a secondary flywheel mass. Here, the hub flange of the torsional vibration damper is at least included by the secondary flywheel mass. The hub flange itself is torsionally connected to the input shaft of the hybrid transmission. Overall, the secondary inertia of the secondary flywheel mass is less than the primary inertia of the primary flywheel mass. Particularly preferably, the secondary inertia is significantly less than the primary inertia here. Thereby, the distribution of the inertia can be particularly effectively distributed to the input side and the output side of the torsional vibration damper, such that the damping and / or NVH performance can be particularly effectively improved in a specific powertrain.

[0011] In order to construct the hybrid module particularly simply, it can also be proposed that the slip clutch includes a drive plate on the output side, and the torsional vibration damper includes a drive disk on the input side. Then, the drive plate and the drive disk can be torsionally coupled to each other particularly advantageously via a toothing. Such a connection can be manufactured particularly simply, for example, by pushing the toothing side of one component into the toothing side of the other component during the assembly step. In particular, a combined component system can thus be constructed in which different slip clutches and torsional vibration dampers can be coupled to each other as required. Only the interfaces of the participating components must correspond to a preset standard for this purpose.

[0012] Furthermore, the object is also achieved by a hybrid transmission in which there is at least one hybrid module having a first electric machine, the hybrid module including a rotor-integrated torsional vibration damper, and the torsional vibration damper is torsionally connected to the input shaft of the hybrid transmission. Here, there is a first sub-assembly that at least includes the torsional vibration damper torsionally connected to the input shaft. Furthermore, there is a second sub-assembly that at least includes the rotor of the first electric machine and the crankshaft of the internal combustion engine. Here, the rotor should be torsionally connected to the crankshaft inside the second sub-assembly. Therefore, the first sub-assembly includes the torsional vibration damper to be arranged radially inside the rotor and can then be pushed into the second sub-assembly such that the input side of the torsional vibration damper is torsionally connected to the output side of the rotor, and in the corresponding joining step, a hybrid module is formed that at least consists of the electric machine having the rotor and the torsionally integrated torsional vibration damper therein. Then, a torsional connection between the hybrid transmission and the internal combustion engine is also established in the same joining step.

[0013] In a particularly advantageous embodiment of the hybrid transmission, it is proposed that a hybrid module is included, and the hybrid module is constructed according to the above-described combination of features.

[0014] In an advantageous refinement of the hybrid transmission, it is proposed that the slip clutch is also part of the first sub-assembly. Here, the slip clutch is torsionally connected to the torsional vibration damper and is also part of the hybrid module assembled in the described joining step.

[0015] A particularly preferred design of the hybrid transmission proposes that the gear stage arranged in the wet chamber of the hybrid transmission is separated from the dry chamber by the transmission housing, the hybrid module is arranged in the dry chamber, and the input shaft is preferably directly supported in the transmission housing. In particular, it is proposed that at least one or more gears of the gear stage are arranged on the input shaft. By combining the provision of the first sub-assembly and the second sub-assembly to separate the wet chamber and the dry chamber, where the joining parts of the sub-assemblies are only arranged in the dry chamber, a compact construction can be combined with a simple assembly.

[0016] The hybrid transmission can in particular be a hybrid transmission having at least two electric motors. Here, the first electric motor is connected in series with the internal combustion engine and can operate in generator mode. The first electric motor can also be used to start the internal combustion engine. Thus, on the one hand, the internal combustion engine can be used to generate electric current via the first electric motor, and on the other hand, it can be used to drive the wheels via another hybrid transmission. For this purpose, a connection to the differential is proposed.

[0017] The second electric motor is then preferably arranged in the transmission in parallel with the first electric motor or in parallel with the internal combustion engine, and can also be used as a drive for the motor vehicle or the wheels of the motor vehicle. For this purpose, a corresponding connection to the differential is also proposed. Here, the torque paths of not only the second electric motor but also the internal combustion engine can be guided via an intermediate shaft to the driven shaft connected to the differential.

[0018] In particular, a first disconnect clutch can be provided to disconnect the first sub-power assembly having the internal combustion engine and the first electric motor from the other hybrid transmission. In this case, it is possible to perform pure electric drive only via the second electric motor. A second disconnect clutch can be provided to disconnect the second electric motor from the differential. Then it is possible to perform drive at least via the internal combustion engine. By the series connection with the first electric motor, the first electric motor can then be used either as a generator to additionally generate electric current or as an assistor for torque increase.

[0019] Furthermore, the object of the present invention is also achieved by a system which consists of a plurality of different sliding clutches and at least one torsional vibration damper, and can be used to construct a hybrid module or a hybrid transmission as described above.

[0020] According to requirements, particularly preferred sliding clutches can be selected in the system to be connected to the torsional vibration damper or also to a particularly preferably selected torsional vibration damper itself. For this purpose, the sliding clutches and the torsional vibration damper have the above-mentioned interfaces in the form of teeth.

[0021] This requirement can exist, for example, in the limit torque preset for a specific power assembly, which limit torque should also be transmitted by the sliding clutch to the first electric motor (from the wheels) or to the torsional vibration damper (from the internal combustion engine). In particular, a plurality of sliding clutches can be maintained, which differ in the number of friction plates and / or their radial extension. Description of the Drawings

[0022] Embodiments of the present invention are shown in the following drawings, but the present invention is not limited to the embodiments, and other features according to the present invention can also be derived from the embodiments. The drawings show:

[0023] Figure 1 Shows a hybrid transmission having an arrangement of a torsional vibration damper according to the present utility model.

[0024] Figure 2 Shows according to Figure 1 the construction of a hybrid module of a hybrid transmission,

[0025] Figure 3 Shows an alternative hybrid module having an alternative sliding clutch,

[0026] Figure 4 Shows according to Figure 1 a partial view of a hybrid transmission,

[0027] Figure 5 Shows the torque flow from an internal combustion engine to an output shaft inside the hybrid transmission, and

[0028] Figure 6 shows the torque flow inside the hybrid module. Detailed Description

[0029] The drawings are only schematic and are only for understanding the present utility model. The same elements are provided with the same reference numerals. The features of the various embodiments can be arbitrarily combined with each other.

[0030] Figure 1 Shows an embodiment of a hybrid transmission 1 for a hybrid vehicle according to the present utility model. The hybrid transmission 1 has a first sub-power assembly 60, which has an input shaft 3 that can be connected to an internal combustion engine 2 and a first electric motor 4 that can be connected to the input shaft 3 in a torque-transmitting manner or is connected to the input shaft. The first electric motor 4 is a component of the hybrid module 40, that is, torque can be provided to the hybrid transmission 1 via the hybrid module 40 not only via the first electric motor 4 but also via the internal combustion engine 2. The first electric motor 4 and the internal combustion engine 2 are configured in series here. The hybrid transmission 1 has a second sub-power assembly 61, which has a second electric motor 5 different from the first electric motor 4. The two electric motors 4, 5 are arranged in parallel with each other, or the internal combustion engine 2 and the second electric motor 5 are also arranged in parallel with each other. The second electric motor 5 is coupled to a rotor shaft 13 via a rotor 12. The rotor shaft 13 is arranged parallel to the input shaft 3 in the hybrid transmission 1. The hybrid module 40 is arranged in a dry chamber 54 here.

[0031] The hybrid transmission 1 has a driven shaft 6, which can be connected to the first sub-power assembly 60 and / or the second sub-power assembly 61 in a torque-transmitting manner or is connected to the first sub-power assembly and / or the second sub-power assembly.

[0032] The hybrid transmission 1 has a first disconnect clutch 7. The first disconnect clutch 7 connects the first sub-power assembly 60 to the driven shaft 6 in a torque-transmitting / mechanical manner in the first switching state / closed state, and disconnects the first sub-power assembly 60 from the driven shaft 6 in a torque-transmitting / mechanical manner in the second switching state / open state. The first disconnect clutch 7 is on one side in the torque flow between the internal combustion engine 2 and the first electric machine 4 and on the other side in the torque flow of the driven shaft 6. Thus, depending on the switching position of the first disconnect clutch 7, a switch can be made between a series hybrid mode and a parallel hybrid mode, in which the internal combustion engine 2 and also the first electric machine 4 are mechanically decoupled, and in which torque is provided in parallel with the second electric machine 5 via the internal combustion engine 2 and / or the first electric machine 4. According to the construction of the hybrid transmission 1 in accordance with Figure 1 not only the input shaft 3 of the first sub-power assembly 60 but also the rotor shaft 13 of the second sub-power assembly 61 are connected to the driven shaft 6 via an intermediate shaft 10. The first disconnect clutch 7 is arranged here between the intermediate shaft 10 and the input shaft 3.

[0033] The hybrid transmission 1 has a second disconnect clutch 8. The second disconnect clutch 8 connects the second sub-power assembly 61 to the output shaft 6. In the first switching state / closed state, the rotor shaft 13 is connected to the driven shaft 6 in a torque-transmitting / mechanical manner. In the second switching state / open state, the rotor shaft 13 is disconnected from the driven shaft 6 in a torque-transmitting / mechanical manner. Thus, the second electric machine 5 can be decoupled via the second disconnect clutch 8, especially in the parallel hybrid mode, i.e., when the first disconnect clutch 7 is closed. By means of the switchable coupling of the second electric machine 5 / the second sub-power assembly 61 via the second disconnect clutch 8, the second electric machine 5 can be re-coupled quickly, for example, during an acceleration process. The second disconnect clutch 8 is arranged between the intermediate shaft 10 and the rotor shaft 13, similarly to the first disconnect clutch 7.

[0034] In principle, the first disconnect clutch 7 and the second disconnect clutch 8 can have a common actuating actuator (not shown) for alternating actuation. That is, the first disconnect clutch 7 and the second disconnect clutch 8 are configured as two independent clutches, preferably as claw clutches, which can be alternately closed via a common actuating element / a common actuating actuator, such as a shift fork. Thus, one of the two disconnect clutches 7, 8 is always open, while the respective other of the two disconnect clutches 7, 8 is closed. In this way, it is possible to switch particularly easily between a series switching state in which the internal combustion engine 2 coupled to the output shaft 6 and the first electric machine (the first disconnect clutch 7 is closed) and a parallel switching state in which the second electric machine 5 coupled to the output shaft 6 (the second disconnect clutch 8 is closed). In the parallel switching state, the internal combustion engine 2 can be used to drive the first electric machine 4 in generator mode.

[0035] It is also possible to use two actuating actuators for separately actuating the two disconnect clutches 7 and 8. In this case, in addition to the internal combustion engine 2, the second electric machine 5 can also transmit torque into the output shaft 6, while for example the first electric machine 4 is simultaneously driven by the internal combustion engine 2 in generator mode.

[0036] As Figure 1 shown, the second disconnect clutch 8 is arranged on the intermediate shaft 10, while the first disconnect clutch 7 is arranged on the input shaft 3. That is, the two disconnect clutches 7, 8 are arranged on different, here axially offset shafts, and are preferably alternately actuated via a common, not shown actuating actuator. This can be achieved in a particularly space-efficient manner, since an angularly offset arrangement of the input shaft 3, the intermediate shaft 10 and the rotor shaft 13 corresponding to one another can be selected. In particular, the three shafts are not in a common plane.

[0037] The second electric machine 5 has a stator 11 and a rotor 12 rotatably supported inside the stator 11. In addition, the rotor 12 of the second electric machine 5 is torsionally rigidly arranged on the rotor shaft 13. The rotor shaft 13 is arranged coaxially with the input shaft 3. Alternatively, the rotor shaft 13 can also be arranged parallel to the axis of the input shaft 3, even if this is not shown. The rotor shaft 13 is connected to the intermediate shaft 10 in a torque-transmitting manner via a first transmission stage 14. The first transmission stage 14 includes a first freewheel gear 55 on the intermediate shaft 10, which can be switched via the second disconnect clutch 8, that is, can be synchronized with the intermediate shaft 10. Here, at least the intermediate shaft 10, the first disconnect clutch 7 and the second disconnect clutch 8 and the transmission stages 14, 17 and 18 are arranged in the wet chamber 52 of the hybrid transmission 1. The input shaft 3 is at least partially in the wet chamber 52 and the dry chamber 54. The wet chamber 52 is separated from the dry chamber 54 here by the transmission housing 53. This is shown more clearly in Figure 4 this.

[0038] The first electric machine 4 has a stator 15 and a rotor 16 rotatably supported inside the stator 15. In addition, the rotor 16 of the first electric machine 4 is torsionally connected to the input shaft 3 via a slip clutch 23 and a torsional vibration damper 19. The input shaft 3 is torsionally connected to the intermediate shaft 10 via a second transmission stage 17 in the case where the first disconnecting clutch 7 is closed. This connection can be switched by means of the first disconnecting clutch 7. For this purpose, the second transmission stage 17 includes a second freewheel gear 56 on the input shaft 3, which can be switched via the first sub-clutch 7, that is to say, can be synchronized with the input shaft 3.

[0039] In addition, the intermediate shaft 10 can be connected to the output shaft 6 or the differential 24 via a third transmission stage 18.

[0040] In particular, the first transmission stage 14 can have a smaller transmission ratio than the second transmission stage 17. That is to say, compared with the first sub-power assembly 60 (having the internal combustion engine 2 or the first electric machine 4), the drive power is transmitted to the output shaft 6 at a higher rotational speed via the second sub-power assembly 61 (having the second electric machine 5).

[0041] The first electric machine 4 can be used essentially as a generator. The second electric machine 5 can be used essentially as a drive motor. Preferably, the first electric machine 4 is used as a generator for supplying current to the second electric machine 5. That is to say, the first electric machine 4 is preferably electrically connected to the second electric machine 5. The first electric machine 4 can also be used as a generator for charging an (unshown) accumulator / battery for the second electric machine 5. Additionally, the first electric machine 4 can be used as a drive motor / traction motor.

[0042] As described, the hybrid transmission 1 has a torsional vibration damper 19 in the first sub-power assembly 60, which is arranged on the input shaft 3. That is to say, the input shaft 3 is connected to the internal combustion engine 2 or the first electric machine 4 via two torsionally displaceable sections of the torsional vibration damper 19, namely a primary side 20 and a secondary side 21. Here, the primary side 20 of the torsional vibration damper 19 is connected not only to the internal combustion engine 2 but also to the first electric machine 4. Therefore, the torsional vibration damper 19 is used for vibration isolation between the internal combustion engine 2 or the first electric machine 4 and the input shaft 3. The torsional vibration damper 19 is integrated into the rotor 16 of the first electric machine 4 here. In addition, the torsional vibration damper 19 is torsionally connected to the flywheel 22 of the internal combustion engine 2 via the first electric machine 4 or via the rotor 16.

[0043] Therefore, the flywheel 22 and the rotor 16 of the first electric machine 4 serve as the (total) flywheel mass or primary flywheel mass 41 of the internal combustion engine 2, thereby enabling a large primary moment of inertia to be exhibited. When a secondary inertia significantly smaller relative to the primary inertia is required, the arrangement described herein is suitable for effectively avoiding vibrations and shocks from the vehicle powertrain. By combining the inertia of the flywheel 22 and the rotor 16 of the first electric machine 4 into the primary inertia, the secondary inertia is reduced because now the rotor 16 is not included therein, and the arrangement essentially corresponds to that in a conventional powertrain with a clutch disc damper, having a larger inertia of a single flywheel of the internal combustion engine, a damper, and a smaller inertia on the secondary side. Thus, in addition to the structurally space-optimized rotor-integrated arrangement of the torsional vibration damper 19, the advantage of a favorably distributed inertia for reducing vibrations and shocks is additionally obtained. In this regard, even without an integrated disconnect clutch, the system composed of the first electric machine 4 and the torsional vibration damper 19 is reasonably called a hybrid module 4. By arranging the rotor 16 on the primary side 20 of the torsional vibration damper 19, the configuration is similar to that having a closed disconnect clutch inside the rotor 16, a clutch disc damper inside the friction moving parts of the disconnect clutch, and no other torsional vibration dampers.

[0044] The configuration of the hybrid module 4 is shown more precisely in Figure 2 which.

[0045] As already described, the primary inertia is formed here by the primary flywheel mass 41. The primary flywheel mass 41 at least includes the rotor 16 of the first electric machine 4 and the rotor carrier 26 of the rotor 16. Optionally, the primary flywheel mass 41 may additionally include the flywheel 22 between the rotor 16 and the crankshaft 46 of the internal combustion engine 2, as shown in Figure 1 which. The flywheel 22 can in principle also be omitted. Thus, the flywheel is not shown in Figure 2 which. In addition, the primary flywheel mass 41 may also include a slip clutch 23 between the rotor 16 and the torsional vibration damper 19. Here, the slip clutch 23 is associated with the primary side 20 of the torsional vibration damper 19 and serves as an overload element between the input shaft 3 and the first electric machine 4. In addition, the slip clutch is radially accommodated inside the rotor 16. In addition to the electromagnetic coupling of the first electric machine 4, the rotor 16, which is a component of the primary flywheel mass 41, also serves as an inertia to reduce the rotational unevenness or torque fluctuations of the internal combustion engine 2 before being introduced into the torsional vibration damper 19, such that the rotor can have a small damper performance.

[0046] The sliding clutch 23 is received in the rotor carrier 26 of the rotor 16 via an internal tooth section 30 on the radial outside. In particular, the sliding clutch 23 is configured as a plate clutch having outer friction plates 31, where the outer friction plates 31 are received directly and indirectly in the tooth section 30 of the rotor carrier 26, and the rotor carrier thus serves as the outer friction plate carrier of the sliding clutch 23. Alternatively, an independent outer friction plate carrier can also be provided, which then meshes via a corresponding external tooth section into the internal tooth section of the rotor carrier 26.

[0047] The outer friction plates 31, as input elements of the sliding clutch 23, assume the torque of the rotor carrier 26 via a suitable connection, here via the tooth section 30, and transfer the torque to at least two friction linings 32, and the friction linings in turn transfer the torque to at least one intermediate element, here an inner friction plate 33. The inner friction plate 33, together with the torque introduction via the pressure plate 34, transfers the torque via a suitable connection, here a tooth section 35, to the radially inner and axially extending spacer element 36, and thus to the drive plate 43 of the sliding clutch 23. The drive plate 43 is connected to the spacer element 36 on the radial inside and to the input element of the torsional vibration damper 19 on the radial outside. A disc spring 37 arranged axially between the drive plate 43 and the inner friction plate 33 closest axially to the drive plate 43 serves as an axial energy storage device in order to apply the required normal force to the friction surfaces of the friction linings 32 to generate the required frictional torque, by means of which the sliding clutch 23 remains until a preset torque limit value or a limit value for torque fluctuations in the frictional engagement, and then slips additionally.

[0048] The components of the sliding clutch 23 are axially enclosed by the pressure plate 34 and the drive plate 43 and axially held in position by the spacer element 36.

[0049] Due to the position of the sliding clutch 23 within the rotor carrier 26, in the embodiment presented here, contrary to the otherwise common number (2) of friction linings 32 when applied in a dry chamber, the number is doubled here (4 friction linings 32) in order to compensate for the loss of frictional torque (caused by the reduction of the effective friction radius) by showing additional friction surfaces. In Figure 3 an alternative configuration with only two friction linings 32 is shown.

[0050] More than the four friction linings 32 shown in Figure 2 is also conceivable, where the number of input elements and intermediate elements also increases correspondingly here.

[0051] In summary, a compactly constructed slip clutch 23 with a corresponding frictional torque capacity is obtained, and the frictional torque capacity can be matched to the corresponding application situation via the number of friction surfaces / friction linings 32, the disc spring force of the disc springs 37, and other design criteria.

[0052] The connection between the slip clutch 23 and the torsional vibration damper 19 is realized via a suitable interface, here a toothing 45. The toothing 45 is formed here between the radially outer end of the drive plate 43 and the axial end region of the drive disk 44 of the torsional vibration damper 19. The drive disk 44 is the primary side input of the torsional vibration damper 19. The components of the torsional vibration damper 19 are axially enclosed and held in position on the one hand by the drive disk 44 and on the other hand by the counterpressure disk 47. The drive disk 44 and the counterpressure disk 47 are spaced apart from each other via a spacer element 48. Axially inside the torsional vibration damper 19, additional damper components, such as a hub flange 70, a pressure spring 71, a friction ring 72, and a disc spring 73, are arranged between the drive disk 44 and the counterpressure disk 47, where the specific number and positioning of these components are related to the corresponding damper type and isolation technical requirements and will not be described in detail here.

[0053] The output element of the torsional vibration damper 19 forms a hub 74, which is non-positively or positively connected to the input shaft 3, for example via a spline 75, with or without play. The hub 74 has at least one region for receiving a friction sleeve 76 in order to center and hold the axial position of the drive disk 44 and / or the counterpressure disk 47 relative to the hub 74.

[0054] The hub 74 is axially positioned on the input shaft 3 on one side via an axial stop 77 and on the other side via a stop element 78.

[0055] In the case where the spline 75 is implemented without play, the stop element 78 and / or the axial stop 77 can also be omitted as long as a reliable axial fit of the hub 74 on the input shaft 3 is ensured (for example by a press fit).

[0056] The drive plate 43 of the slip clutch 23 is guided on the hub 74 of the torsional vibration damper 19 at its radially inner end and is axially placed between the drive disk side friction sleeve 76 and the spacer disk 79 and is axially fixed by means of a stop element 80. The stop elements 78 and 80 can be designed as stop rings, in particular snap rings.

[0057] If other axially fixed and torque-transmitting connections (such as riveting, screwing, welding, bonding, etc.) are used between the drive plate 43 and the drive disk 44, the spacer disk 79 and the stop element 80 can also be dispensed with.

[0058] In the embodiments described herein, both the sliding clutch 23 and the torsional vibration damper 19 can be constructed separately, i.e., independently of each other, during installation and are connected to each other during final installation.

[0059] However, there is also the feasibility of a system solution in the said solution, in which different embodiments of the sliding clutch 23 and the damper type can be combined with each other according to the application situation while maintaining the interface between the sliding clutch 23 and the torsional vibration damper 19, similar to that in a combined component.

[0060] In addition to the standardization feasibility of the components and the installation process, this also contributes to the cost advantage of the said solution.

[0061] Figure 3 An alternative embodiment of the sliding clutch 23 is shown, in which only two friction linings 32 are used here. This solution is conceivable for applications with reduced torque. Conversely, when the torque to be transmitted increases, embodiments with more than 4 friction linings 32 are also conceivable.

[0062] In addition, alternative embodiments are also conceivable, in which the sliding clutch 23 is arranged inside the rotor carrier 26 on the right side of the torsional vibration damper 19, i.e., on the internal combustion engine side. This basically only affects the interface, such as the tooth part 30 between the rotor carrier 26 and the sliding clutch 23, but can be advantageous for the hybrid transmission 1 as a whole according to the installation conditions.

[0063] Figure 4 A partial view of a part of the hybrid transmission 1 with a dry chamber 54 and a wet chamber 52 is shown. Here, the dry chamber 54 houses the hybrid module 40, while the transmission stages 14, 17, and 18 are arranged in the wet chamber 52. The wet chamber 52 is separated from the dry chamber 54 by the transmission housing 53.

[0064] The first electric machine 4 is located in the dry chamber 54 of the hybrid transmission 1 by means of the stator 15 and the stator carrier 25, as well as the rotor 16 and the rotor carrier 26. Here, the sensing wheel 85 of the rotor-bearing-sensor 86 is arranged axially beside the rotor 16, and the rotor-bearing-sensor is connected to the transmission housing 53, for example, via a threaded connection.

[0065] The dry chamber 54 is sealed relative to the wet chamber 52 of the hybrid transmission 1 by means of a seal, here a radial shaft seal ring 87. The input shaft 3 is supported axially in the transmission housing 53 next to the radial shaft seal ring 87. A special nut 88 is provided radially inside the radial shaft seal ring 87, which on the one hand forms a radial contact surface with the radial shaft seal ring 87 and on the other hand axially fixes the bearing 89 on the input shaft 3. In this way, the input shaft 3 is supported in the transmission housing 53 via the bearing 89, and the wet chamber 52 of the hybrid transmission 1 is simultaneously separated from the dry chamber 54 having the hybrid module 40 or the first electric machine 4 by the transmission housing 53.

[0066] Figure 5 and Figure 6 shows the torque flow 90 from the internal combustion engine 2 to the output shaft 6 or the wheels connected thereto. Here, in Figure 6 the torque flow 90 inside the hybrid module 40 is shown enlarged. The torque of the internal combustion engine 2 is introduced via the crankshaft 46 into the flywheel 22 and the rotor 16 of the first electric machine 4. Via the rotor carrier 26 of the first electric machine 4, the torque is conducted further via the internal teeth 30 to the sliding clutch 23 and via the teeth 45 to the torsional vibration damper 19. In the graphical view, the torsional vibration damper 19 is shown as a two-flange design, which has a double flange with a low-wear pressure spring guide as the hub flange 70 in order to achieve a high service life of the drive system. Here, every other known damping technology according to the prior art is also conceivable, for example a damper with a single-flange design, a series connection with a three-flange design, a pendulum rocker damper, etc.

[0067] The torque is introduced from the torsional vibration damper 19 into the input shaft 3 via the splined teeth 75 and is further transmitted from the input shaft via the first disconnect clutch 7 and the second transmission 17 to the intermediate shaft 10. From the intermediate shaft 10, the transmission takes place to the differential 24 and finally to one or more output shafts 6, which are connected to a vehicle drive device in the form of wheels.

[0068] The solution of the rotor-integrated sliding clutch 23 and the rotor-integrated torsional vibration damper 19 proposed here in the dry chamber 54 of the hybrid transmission 1 for series and parallel operation of hybrid vehicles has advantages with regard to the installation space, the isolation effect of the torsional vibration damper 19 including the primary and secondary inertia, and the frictional torque capacity of the sliding clutch 23.

[0069] When arranged in the wet chamber 52 of the hybrid transmission 1, the axial space requirement, especially of the sliding clutch 23, increases due to the change in the coefficient of friction ratio and the associated further increase in the number of friction linings 32, which ultimately leads to an extension of the entire transmission. Therefore, by arranging the hybrid module 40 in the dry chamber 54, an axially as short as possible construction of the hybrid transmission 1 is achieved.

[0070] List of reference numerals

[0071] 1 Hybrid transmission

[0072] 2 Internal combustion engine

[0073] 3 Input shaft

[0074] 4 First electric machine

[0075] 5 Second electric machine

[0076] 6 Driven shaft

[0077] 7 First disconnecting clutch

[0078] 8 Second disconnecting clutch

[0079] 10 Intermediate shaft

[0080] 11 Stator

[0081] 12 Rotor

[0082] 13 Rotor shaft

[0083] 14 First transmission stage

[0084] 15 Stator

[0085] 16 Rotor

[0086] 17 Second transmission stage

[0087] 18 Third transmission stage

[0088] 19 Torsional vibration damper

[0089] 20 Primary side

[0090] 21 Secondary side

[0091] 22 Flywheel

[0092] 23 Sliding clutch

[0093] 24 Differential

[0094] 25 Stator carrier

[0095] 26 Rotor carrier

[0096] 30 Internal tooth part

[0097] 31 Outer friction plate

[0098] 32 Friction lining

[0099] 33 Inner friction plate

[0100] 34 Reaction plate

[0101] 35 Tooth part

[0102] 36 Spacer element

[0103] 37 Belleville spring

[0104] 40 Hybrid module

[0105] 41 Primary flywheel mass

[0106] 42 Secondary flywheel mass

[0107] 43 Driving plate

[0108] 44 Driving disk

[0109] 45 Tooth part

[0110] 46 Crankshaft

[0111] 47 Reaction pressure plate

[0112] 48 Spacer element

[0113] 50 First sub-assembly

[0114] 51 Second sub-assembly

[0115] 52 Wet chamber

[0116] 53 Transmission housing

[0117] 54 Dry chamber

[0118] 55 First freewheeling gear

[0119] 56 Second freewheeling gear

[0120] 60 First sub-power assembly

[0121] 61 Second sub-power assembly

[0122] 70 Hub flange

[0123] 71 Pressure spring

[0124] 72 Friction ring

[0125] 73 Belleville spring

[0126] 74 Hub

[0127] 75 Plug-in tooth part

[0128] 76 Friction sleeve

[0129] 77 Axial stop

[0130] 78 Stop element

[0131] 79 Spacer

[0132] 80 Stop element

[0133] 85 Sensing wheel

[0134] 86 Rotor-bearing-sensor

[0135] 87 Radial shaft seal

[0136] 88 Special nut

[0137] 89 Bearing

[0138] 90 Torque flow

Claims

1. A hybrid module (40), the hybrid module comprising a first electric machine (4) having a rotor (16) and a rotor-integrated torsional vibration damper (19), wherein the torsional vibration damper (19) is arranged radially inside the rotor (16), the torsional vibration damper (19) having a primary side (20) and a secondary side (21), wherein the primary side (20) is connected or connectable in a torque-transmitting manner to an internal combustion engine (2), and the secondary side (21) is connected or connectable to an input shaft (3) of a hybrid transmission (1), characterized in that the rotor (16) is connected to the primary side (20) of the torsional vibration damper (19) and is at least part of a primary flywheel mass (41) of the torsional vibration damper (19), the primary flywheel mass (41) comprising a slip clutch (23), the slip clutch being located between the rotor (16) and the torsional vibration damper (19) and radially inside the rotor (16).

2. The hybrid module (40) according to claim 1, characterized in that the primary flywheel mass (41) comprises a flywheel (22), the flywheel being between the rotor (16) and the internal combustion engine (2).

3. The hybrid module (40) according to claim 1 or 2, characterized in that the secondary side (21) of the torsional vibration damper (19) has a secondary flywheel mass (42), the secondary flywheel mass comprising at least one hub flange (70), the hub flange being torsionally connected to the input shaft (3) of the hybrid transmission (1), and the secondary inertia of the secondary flywheel mass (42) being less than the primary inertia of the primary flywheel mass (41).

4. The hybrid module (40) according to claim 1, characterized in that the slip clutch (23) comprises a drive plate (43) on the output side, the torsional vibration damper (19) comprises a drive disk (44) on the input side, and the drive plate (43) and the drive disk (44) are torsionally coupled to each other via a toothing (45).

5. A hybrid transmission (1), the hybrid transmission comprising at least one hybrid module (40) according to any one of claims 1 to 4, the hybrid module having a first electric machine (4), a rotor (16) and a rotor-integrated torsional vibration damper (19), characterized in that the torsional vibration damper (19) is torsionally connected to the input shaft (3) of the hybrid transmission (3), and the torsional vibration damper (19) and the input shaft (3) are part of a first subassembly (50), the rotor (16) is torsionally connected to a crankshaft (46) of an internal combustion engine (2), the rotor (16) and the crankshaft (46) are part of a second subassembly (51), such that in an assembly step the hybrid module (40) is formed by pushing the first subassembly (50) into the second subassembly (51), and a torsional connection between the hybrid transmission (1) and the internal combustion engine (2) is established.

6. The hybrid transmission (1) according to claim 5, characterized in that, the hybrid module (40) has a sliding clutch (23) torsionally connected to the torsional vibration damper (19), and the sliding clutch (23) is part of the first sub-assembly (50).

7. The hybrid transmission (1) according to claim 5 or 6, characterized in that, the hybrid transmission (1) includes gear stages (14, 17, 18), the gear stages (14, 17, 18) are arranged in a wet chamber (52), the hybrid transmission (1) further includes a transmission housing (53), the input shaft (3) is supported in the transmission housing, and the hybrid module (4) is arranged in a dry chamber (54), wherein the dry chamber (54) is separated from the wet chamber (52) by the transmission housing (53).

8. A system (60) consisting of a plurality of different sliding clutches and at least one torsional vibration damper (19) for use in the hybrid module (40) according to any one of claims 1 to 4 and / or the hybrid transmission (1) according to any one of claims 5 to 7, characterized in that, the sliding clutch (23) is selected from the plurality of different sliding clutches for use according to a preset limit torque that should also be transmitted in a first direction or a second direction via the sliding clutch (23), and is torsionally connected to the torsional vibration damper (19).

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