Internal combustion engine decoupling device of a PHEV transmission unit

Abstract

A drive machine coupling device for a motor vehicle with a hybrid drive is provided. The device includes an input shaft designed to receive the drive power provided by a first drive machine, an output shaft designed to output the drive power, and a first coupling device arranged between the input shaft and the output shaft. By way of the first coupling device, a torque can selectively be transmitted from the input shaft to the output shaft. The coupling device can be directly coupled to the output shaft. An additional coupling device is arranged between the input shaft and the output shaft, and can be directly coupled to the output shaft, such that a torque can selectively be transmitted from the input shaft to the output shaft. The additional coupling device is arranged parallel to the first coupling device with respect to the torque transmission.

Claims

1. A drive machine coupling apparatus for a motor vehicle with a hybrid drive, comprising: an input shaft, which is configured to receive drive power provided by a first drive machine; an output shaft, which is configured to output the drive power; and a first coupling device having a first coupling input side fixedly coupled for co-rotation with the input shaft, the first coupling device, in the direction of torque transmission from the input shaft to the output shaft, is arranged between the input and output shafts and by which torque can be selectively transmitted from the input shaft to the output shaft, the first coupling device being couplable by a first coupling output side directly to the output shaft, wherein in relation to the torque transmission from the input shaft to the output shaft, a second coupling device having a second coupling input side fixedly coupled for co-rotation with the input shaft, the second coupling device being arranged between the input and output shafts having a second coupling output side which is directly coupled to the output shaft, by way of the second coupling device, torque is selectively transmittable from the input shaft to the output shaft, and the second coupling device is, in relation to the torque transmission, arranged in parallel with respect to the first coupling device; wherein the output shaft is couplable to a second drive machine, and the second drive machine is formed as an electric drive machine with a rotor and a stator; and wherein a planetary gear set is arranged in the direction of the torque transmission from the second drive machine to the output shaft, the planetary gear set has a planet gear carrier which is couplable to the output shaft, on the planet gear carrier, there is rotatably mounted at least one planet gear with which, for power transmission, an internal gear or a sun gear of the planetary gear set, or both, are placeable in contact, and the internal gear is connectable, for power transmission, to the rotor.

2. The drive machine coupling apparatus according to claim 1, wherein the first coupling device is formed as a frictionally locking, selectively switchable multiplate clutch.

3. The drive machine coupling apparatus according to claim 1, wherein the second coupling device is formed as a positively locking, selectively switchable coupling device, such that torque is selectively transmittable from the input shaft to the output shaft by way of a positively locking connection.

4. The drive machine coupling apparatus according to claim 3, wherein the internal gear is arranged radially within the rotor, and at least toothing of the internal gear which is provided for power transmission is arranged at least in sections or entirely within the rotor in an axial direction.

5. The drive machine coupling apparatus according to claim 3, wherein the internal gear is arranged radially within the rotor, and at least toothing of the internal gear which is provided for power transmission is arranged at least in sections or entirely within the rotor in an axial direction.

6. The drive machine coupling apparatus according to claim 1, wherein the first coupling device is formed as a multiplate clutch, the multiplate clutch is actuable by an actuating arm and is formed as a normally open clutch, and a first clutch actuator is provided, by way of which a multiplate-clutch force is impartable for transferring the multiplate clutch into a closed position.

7. The drive machine coupling apparatus according to claim 1, wherein the second coupling device is formed as a normally open clutch.

8. The drive machine coupling apparatus according to claim 1, wherein the second coupling device is formed as a dog clutch, the dog clutch is preloaded into an opened position by way of a dog-clutch spring, and a second clutch actuator is provided, by way of which a dog-clutch force is impartable counter to the dog-clutch spring in order to transfer the dog clutch into a closed position.

9. The drive machine coupling apparatus according to claim 7, wherein the second coupling device is formed as a dog clutch, the dog clutch is preloaded into an opened position by way of a dog-clutch spring, and a second clutch actuator is provided, by way of which a dog-clutch force is impartable counter to the dog-clutch spring in order to transfer the dog clutch into a closed position.

10. The drive machine coupling apparatus according to claim 6, wherein the dog-clutch force and the multiplate-clutch force are directed counter to one another.

11. The drive machine coupling apparatus according to claim 8, wherein the dog-clutch force and the multiplate-clutch force are directed counter to one another.

12. The drive machine coupling apparatus according to claim 1, wherein the input shaft and the output shaft are arranged concentrically with respect to one another and are thus rotatable about a common axis of rotation, and the first coupling device and the second coupling device are arranged so as to be axially spaced apart from one another in an axial direction of the axis of rotation.

13. The drive machine coupling apparatus according to claim 3, wherein the input shaft and the output shaft are arranged concentrically with respect to one another and are thus rotatable about a common axis of rotation, and the first coupling device and the second coupling device are arranged so as to be axially spaced apart from one another in an axial direction of the axis of rotation.

14. A hybrid drivetrain for a motor vehicle, comprising: a drive machine coupling apparatus according to claim 1; an internal combustion engine as a first drive machine; and a rotary vibration reduction system which, in relation to the transmission of torque, is arranged between the internal combustion engine and the input shaft.

15. The hybrid drivetrain according to claim 14, wherein the rotary vibration reduction system includes one or more devices from the following group of devices: centrifugal pendulum, single-mass flywheel, dual-mass or multi-mass flywheel, electric vibration damper, hydraulic vibration damper.

16. A motor vehicle, comprising: the hybrid drivetrain according to claim 14.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a partial longitudinal sectional illustration of the drive machine coupling apparatus.

(2) FIG. 2 is a view of a schematic hybrid drivetrain with a drive machine coupling apparatus of said type.

(3) FIG. 3 is a view of a partial longitudinal sectional illustration of the drive machine coupling apparatus.

DETAILED DESCRIPTION OF THE DRAWINGS

(4) FIG. 1 shows a longitudinal sectional illustration of the drive machine coupling apparatus. Here, it can be seen that the drive machine coupling apparatus is arranged substantially rotationally symmetrically with respect to the axis of rotation 1. The crankshaft 2 of the internal combustion engine (not illustrated) can output drive power for driving the motor vehicle to the input shaft 4. In the torque transmission direction from the internal combustion engine to the drive machine coupling apparatus, a rotary vibration reduction system 3 is arranged upstream of said drive machine coupling apparatus. Said rotary vibration reduction system has a centrifugal pendulum by way of which torque non-uniformity is our reduced in a manner dependent on the rotational speed that can be output by the internal combustion engine. In the same direction, a multiplate clutch 6 is arranged downstream of said rotary vibration reduction system and thus between the input shaft 4 and the output shaft 5, by way of which multiplate clutch said two shafts are selectively connectable to one another.

(5) The multiplate clutch 6 can be actuated by way of a central multiplate-clutch actuator, which is formed as a hydraulic cylinder 7 with ring-shaped piston, or as a hydraulic central disengagement mechanism. The multiplate clutch 6 is actuable by way of the actuation 8, which is formed as a slotted diaphragm spring, and said multiplate clutch, when not actuated by the multiplate-clutch actuator, is situated in an opened position, in which no torque can be transmitted by the multiplate clutch 6 from the input shaft 4 to the output shaft 5.

(6) The input shaft 4 is formed in sections as a hollow shaft and is thus connected directly to the further coupling device, which is formed as a dog clutch 9. Thus, by way of the dog clutch 9, the input shaft 4 is selectively connectable to the output shaft 5 for torque transmission, independently of the multiplate clutch 6. Both clutches 6, 9 are connected in parallel with respect to the transmission of torque, such that a greater torque is transmissible between the input shaft 4 and the output shaft 5 if both clutches 8, 9 are closed. The carrier 39 of the dog clutch 9 is rotatably mounted on the output shaft 5 by way of the radial bearing arrangement 38, and furthermore, said carrier 39 is connected rotationally conjointly to the multiplate clutch 6 by way of a shaft-hub connection.

(7) The dog clutch 9 is actuable by way of a dog-clutch actuator, which is formed as a further hydraulic cylinder 10. Furthermore, the dog clutch 9 is preloaded by way of the dog-clutch spring 11 into the opened position, and is thus formed as a so-called normally open clutch, like the multiplate clutch 6.

(8) Furthermore, the coupling apparatus has an electromechanical energy converter, that is to say an electric motor which is operable both in motor mode and in generator mode, having a stator 12, which is installed so as to be fixed with respect to a housing, and having a rotor 13 which is mounted so as to be rotatable relative to said stator 12. The rotor 13 is furthermore connected to the internal gear 15 of a planetary gear set 14. The planetary gear set 14 has multiple planet gears 16, which are mounted on the planet gear carrier 17. The planet gear carrier 17 is connected rotationally conjointly to the output shaft 5, and the planetary gear set 14 is thus designed so as to have a step-down transmission ratio from the rotor 13 to the output shaft 5 of 1.6.

(9) The planet gears 16 mesh, for power transmission, both with the internal gear 15 and with the sun gear 18. The sun gear 18 is mounted fixedly with respect to a housing, that is to say permanently has a rotational speed of zero. The output shaft 5 of the drive machine coupling apparatus is connectable rotationally conjointly to a transmission input shaft 19 into a shiftable transmission (not illustrated).

(10) Furthermore, radial shaft sealing rings 36, 37 are provided. Said radial shaft sealing rings 36, 37 prevent transmission oil, by way of which the electric motor 12, 13 can be cooled and by way of which the dog clutch 9 and the planetary gear set 14 are lubricated, from passing through to the dry multiplate clutch 6 and contaminating the latter. Thus, by way of the radial shaft sealing rings 36, 37, the oil chamber of the transmission is closed off in fluid-tight fashion with respect to the space in which the multiplate clutch 6 is arranged.

(11) FIG. 2 shows a schematic drivetrain having a drive machine coupling apparatus as illustrated in FIG. 1. The drive machine coupling apparatus 20 is connectable at one side, by way of its input shaft 4, to the internal combustion engine 21, and that the other side, by way of its output shaft 5, to the transmission input shaft 19 into the shiftable transmission 22.

(12) The drive power provided by the internal combustion engine 21 and/or by the electromechanical energy converter (not illustrated) is transmitted by the shiftable transmission 22 in the direction of the driveable wheels 23 by way of articulated shafts 24 and an axle transmission 25.

(13) Here, in this drive configuration, it is made possible in particular to realize a particularly compact construction.

(14) FIG. 3 shows a further embodiment with a preferred embodiment of the bearing arrangement of the first coupling device, multiplate clutch 6. Below, substantially the differences between the embodiments in FIG. 1 and FIG. 3 will be discussed.

(15) The input shaft 4 is formed as a clutch cage of the multiplate clutch 6. Said clutch cage is, by way of a shaft-hub connection, connected rotationally conjointly to the carrier 39 of the dog clutch 9. Furthermore, said shaft-hub connection has an axial securing device 35, which may be formed for example as a shaft nut or as a securing ring. The multiplate clutch 6 is connected axially fixedly to the carrier 39 of the dog clutch 9 using the axial securing device 35.

(16) The rotary vibration reduction system 3 is mounted rotatably relative to the output shaft 5 by way of the bearings 31 and 32, wherein the radial bearing 31 is provided for the input side of the rotary vibration reduction system 3, and the radial bearing 32 is provided for the output side thereof.

(17) Furthermore, the rotary vibration reduction system 3 is connected rotationally conjointly to the crankshaft 2 by way of an axially flexible plate, a so-called flex plate 34. The flex plate 34 is of axially flexible, but torsionally rigid form.

(18) By way of such an embodiment of the invention, it can be achieved that no forces from the clutch actuation are transmitted to the crankshaft 2 of the internal combustion engine.

(19) By contrast to the embodiments of the invention illustrated in FIGS. 1 and 3, it is made possible for the transmission input shaft 19 and the output shaft 5 to be formed integrally with one another. In such a case, the planet gear carrier 17 is connected by way of a shaft-hub connection to the output shaft 5, such that the drive machine coupling apparatus can be assembled.

(20) The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.