HYBRID DRIVE MODULE FOR A MOTOR VEHICLE

Abstract

A hybrid drive module for a motor vehicle having an input shaft, an electric machine with a stator fixed with respect to relative rotation and a rotatable rotor, a disconnect clutch in the power flow between the input shaft and the rotor, and a torque converter with a lockup clutch, the housing of the torque converter being connected to the rotor so as to be fixed with respect to rotation relative to it. The disconnect clutch is actuatable in closing direction by pressurization of a first pressure space. The lockup clutch is actuatable in closing direction through pressurization of a second pressure space. The two pressure spaces are defined at least partially by the housing of the torque converter. The housing of the torque converter separates the first pressure space directly from the second pressure space.

Claims

1.-13. (canceled)

14. A hybrid drive module for a motor vehicle, wherein the hybrid drive module, comprising: an input shaft; an electric machine with a stator which is fixed with respect to relative rotation and a rotatable rotor; a torque converter, comprising a housing that is connected to the rotor so as to be fixed with respect to rotation relative to the rotor; a first pressure space defined at least partially by the housing of the torque converter and arranged outside of the housing of the torque converter; a first piston; a disconnect clutch in a power flow between the input shaft and the rotor, wherein the disconnect clutch is actuatable in a closing direction by pressurization of the first pressure space via the first piston; a second pressure space defined at least partially by the housing of the torque converter and arranged inside of the housing of the torque converter; a second piston; and a lockup clutch of the torque converter arranged inside of the housing of the torque converter and which is adapted to bridge a hydrodynamic path of the torque converter, wherein the lockup clutch is actuatable in a closing direction through pressurization of the second pressure space via the second piston, wherein the second pressure space is provided exclusively for actuation of the lockup clutch, wherein the housing of the torque converter separates the first pressure space directly from the second pressure space.

15. The hybrid drive module according to claim 14, wherein an effective surface of the first piston is smaller than an effective surface of the second piston.

16. The hybrid drive module according to claim 14, wherein the first pressure space and the second pressure space are arranged partially radially one above the other.

17. The hybrid drive module according to claim 16, wherein the second piston at least partially surrounds the first pressure space.

18. The hybrid drive module according to claim 14, wherein the housing of the torque converter has an undercut configured to guide the first piston.

19. The hybrid drive module according to claim 14, wherein the housing of the torque converter is connected to a hub so as to be fixed with respect to rotation relative to the hub, and wherein the hub has at least one fluid channel configured for fluid supply of the first pressure space.

20. The hybrid drive module according to claim 19, wherein the hub at least partially defines a second fluid channel for the fluid supply of the second pressure space.

21. The hybrid drive module according to claim 14, wherein the disconnect clutch and the lockup clutch are each formed as multiple plate clutches, wherein an outer plate carrier of the disconnect clutch is connected to the housing of the torque converter so as to be fixed with respect to rotation relative to the housing of the torque converter.

22. The hybrid drive module according to claim 21, wherein an outer plate carrier of the disconnect clutch is riveted to the housing of the torque converter.

23. The hybrid drive module according to claim 22, wherein the rivet connection is arranged between the outer plate carrier of the disconnect clutch and the housing of the torque converter inside the first pressure space.

24. The hybrid drive module according to claim 22, wherein the rivet connection is arranged between the outer plate carrier of the disconnect clutch and the housing of the torque converter in a portion of the housing that defines the second pressure space.

25. The hybrid drive module according to claim 14, wherein the hybrid drive module is either an integral component part of a motor vehicle transmission or is formed as an independent unit with at least one interface to the motor vehicle transmission.

26. A powertrain for a motor vehicle, comprising: a hybrid drive module, comprising: an input shaft; an electric machine with a stator which is fixed with respect to relative rotation and a rotatable rotor; a torque converter, comprising a housing that is connected to the rotor so as to be fixed with respect to rotation relative to the rotor; a first pressure space defined at least partially by the housing of the torque converter and arranged outside of the housing of the torque converter; a first piston; a disconnect clutch in a power flow between the input shaft and the rotor, wherein the disconnect clutch is actuatable in a closing direction by pressurization of the first pressure space via the first piston; a second pressure space defined at least partially by the housing of the torque converter and arranged inside of the housing of the torque converter; a second piston; and a lockup clutch of the torque converter arranged inside of the housing of the torque converter and which is adapted to bridge a hydrodynamic path of the torque converter, wherein the lockup clutch is actuatable in a closing direction through pressurization of the second pressure space via the second piston, wherein the second pressure space is provided exclusively for actuation of the lockup clutch, wherein the housing of the torque converter separates the first pressure space directly from the second pressure space.

Description

[0017] Embodiment examples of the invention are described in detail in the following referring to the accompanying drawings. The drawings show:

[0018] FIG. 1 to FIG. 3 sectional views of different embodiment examples of a hybrid drive module according to the invention; and

[0019] FIG. 4 and FIG. 5 a powertrain for a motor vehicle.

[0020] FIG. 1 shows a sectional view of a hybrid drive module 1 according to a first embodiment example. The hybrid drive module 1 has an input shaft IN, an electric machine with a stator S which is fixed with respect to relative rotation and a rotatable rotor R, a disconnect clutch K0 in the form of a multiple plate clutch, and a torque converter TC. By closing the disconnect clutch K0, the input shaft IN is connectable to the rotor R which is connected to a housing TCG of the torque converter TC. To this end, the input shaft IN is connected to an inner plate carrier of the disconnect clutch K0, while the rotor R is connected to an outer plate carrier of the disconnect clutch K0. The torque converter TC has a lockup clutch WK which is arranged inside the housing TCG and which is configured to connect the impeller wheel and turbine wheel of the torque converter TC to one another and accordingly to short-circuit the hydrodynamic path of the torque converter TC by mechanical means. The lockup clutch WK is formed as a multiple plate clutch.

[0021] Both the disconnect clutch K0 and the lockup clutch WK can be hydraulically actuated. A first pressure space DK1 which is arranged outside of the housing TCG is provided for actuating the disconnect clutch K0. When the pressure in the first pressure space DK1 is increased, a first piston K0K is displaced in direction of a lamination stack of the disconnect clutch K0 against the force of a return spring, not shown in FIG. 1. The disconnect clutch K0 is accordingly actuatable in closing direction through pressurization of the first pressure space DK1. A pressure compensation space which is limited in axial direction by an orifice plate is provided on the front side of the first piston K0K remote of the first pressure space DK1.

[0022] A second pressure space DK2 which is arranged inside of the housing TCG is provided for actuation of the lockup clutch WK. When the pressure in the second pressure space DK2 increases, a second piston WKK is displaced in direction of a lamination stack of the lockup clutch WK against the force of a further return spring, not shown in FIG. 1. Accordingly, the lockup clutch WK can be actuated in closing direction through the pressurization of the second pressure space DK2. There is no independent pressure compensation space provided on the front side of the second piston WKK remote of the second pressure space DK2. Instead, the pressure in the second pressure space DK2 acts against the pressure present in the toroidal space of the torque converter TC. The effective surface of the second piston WKK is larger than the effective surface of the first piston K0K. By “effective surface” is meant the cross-sectional area of the pistons K0K, WKK acted upon by the pressure in the respective pressure space DK1, DK2.

[0023] The first pressure space DK1 and the second pressure space DK2 are limited at least partially by the housing TCG. In other words, the pressure in the pressure spaces DK1, DK2 is directly supported at the housing TCG. The housing TCG directly separates the first pressure space DK1 from the second pressure space DK2.

[0024] The housing TCG is connected, for example, by means of a weld connection, to a hub N so as to be fixed with respect to rotation relative to it. The hub N can be produced, for example, by a cutting process, while the housing TCG is usually produced by forming. The hub N has a first fluid channel FK1 in the form of a bore hole which is provided for the fluid supply of the first pressure space DK1. The hub N further has a second fluid channel FK2 which is provided for the fluid supply of the second pressure space DK2.

[0025] The outer plate carrier of the disconnect clutch K0 is connected by means of a rivet connection to the housing TCG so as to be fixed with respect to rotation relative to it. The rivet connection or rivet head is located inside of the first pressure space DK1.

[0026] FIG. 2 shows a sectional view of a hybrid drive module 1 according to a second embodiment example which substantially corresponds to the first embodiment example shown in FIG. 1. The torque converter TC has four hydraulic connections so as to make possible a fluid supply of a pressure compensation space associated with the lockup clutch WK. A third fluid channel FK3 is provided in the hub N for supplying this pressure compensation space.

[0027] FIG. 3 shows a sectional view of a hybrid drive module 1 according to a third embodiment example. In contrast to the other embodiment examples, the housing TCG has an undercut TCH in the region of the hub N. The two pressure spaces DK1, DK2 are arranged partially radially one above the other. In other words, portions of the two pressure spaces DK1, DK2 are arranged in a common plane at right angles to the rotational axis of the assembly comprising rotor R and housing TCG. The second piston WKK surrounds the first pressure space DK1 in radial direction. The housing TCG and the two pistons K0K, WKK are stiffened by means of this arrangement so that a pressure in the pressure spaces DK1, DK2 leads to a lesser extent to a deformation of the housing TCG and pistons K0K, WKK.

[0028] The torque converter TC used in the third embodiment example of the hybrid drive module 1 has three hydraulic connections. Accordingly, the lockup clutch WK does not have its own pressure compensation space associated with it. Therefore, the pressure in the second pressure space DK2 acts against the pressure in the toroidal space of the torque converter TC. The fluid supply of the second pressure space DK2 is carried out via the second fluid channel FK2, portions of which are defined by the hub N.

[0029] FIG. 4 shows a powertrain of a motor vehicle. The powertrain has an internal combustion engine VM, the hybrid drive module 1 and a transmission AT. The hybrid drive module 1 and transmission AT are separate units with at least one interface via which the hybrid drive module 1 and the transmission AT are connectable to one another. A hydraulic supply of the hybrid drive module 1 is preferably carried out via hydraulics of the transmission AT. On the output side, the transmission AT is connected to a differential AG, for example, via a universal joint shaft. The power applied to an output shaft of the transmission AT is distributed to drive wheels DW of the motor vehicle by means of the differential AG.

[0030] FIG. 5 shows a powertrain of a motor vehicle which substantially corresponds to the powertrain shown in FIG. 4. The hybrid drive module 1 and the transmission AT now form a common constructional unit. In other words, the hybrid drive module 1 is an integral component part of the transmission AT.

[0031] The powertrains shown in FIG. 4 and FIG. 5 are considered merely exemplary. Instead of the depicted construction with powertrain oriented longitudinal to the driving direction of the motor vehicle, a use of the invention in a powertrain oriented transverse to the driving direction is also conceivable. The differential AG can be integrated in the transmission G. The powertrain with the hybrid drive module 1 is also suitable for an all-wheel drive application.

REFERENCE CHARACTERS

[0032] 1 hybrid drive module [0033] IN input shaft [0034] N hub [0035] S stator [0036] R rotor [0037] K0 disconnect clutch [0038] K0K first piston [0039] DK1 first pressure space [0040] FK1 first fluid channel [0041] TC torque converter [0042] TCG housing [0043] TCH undercut [0044] WK lockup clutch [0045] WKK second piston [0046] DK2 second pressure space [0047] FK2 second fluid channel [0048] FK3 third fluid channel [0049] VM internal combustion engine [0050] AT transmission [0051] AG differential [0052] DW drive wheel