HYBRID DRIVE TRAIN

Abstract

A hybrid drive train for a motor vehicle including: a drive unit having an internal combustion engine, an electric machine and a separating clutch operatively arranged between these components; a transmission; and a hydrodynamic torque converter arranged between the transmission and the drive unit. In order to advantageously further develop a hybrid drive train of this type, at least one torsional vibration absorber is arranged between the internal combustion engine and a converter housing of the torque converter.

Claims

1. A hybrid drive train for a motor vehicle, the hybrid drive train comprising: a drive unit having an internal combustion engine, an electric machine, and a separating clutch operatively arranged between the internal combustion engine and the electric machine; a transmission; a hydrodynamic torque converter arranged between the transmission and the drive unit; and at least one torsional vibration absorber arranged between the internal combustion engine and a converter housing of the torque converter.

2. The hybrid drive train according to claim 1, wherein the at least one torsional vibration absorber is arranged in a dry environment.

3. The hybrid drive train according to claim 1, wherein the torsional vibration absorber comprises a centrifugal pendulum that is adaptive to rotational speed.

4. The hybrid drive train according to claim 1, wherein the at least one torsional vibration absorber is matched to at least one excitation order of the internal combustion engine.

5. The hybrid drive train according to claim 1, wherein the at least one torsional vibration absorber is connected in a non-rotatable manner to an output part of the separating clutch and to the converter housing of the torque converter.

6. The hybrid drive train according to claim 1, wherein the separating clutch is arranged in a dry environment.

7. The hybrid drive train according to claim 1, wherein separating wall is arranged between the separating clutch and the torque converter.

8. The hybrid drive train according to claim 7, wherein the separating clutch and the at least one torsional vibration absorber are arranged on one side of the separating wall and the torque converter with the converter housing and the electric machine, arranged outside of the torque converter housing, are arranged on an other side of the separating wall.

9. The hybrid drive train according to claim 1, further comprising a torsional vibration damper arranged between a crankshaft of the internal combustion engine and the separating clutch.

10. The hybrid drive train according to claim 1, further comprising a converter lock-up clutch arranged within the converter housing of the torque converter.

11. The hybrid drive train of claim 1, further comprising a torsional vibration damper connected upstream of an output hub of the torque converter.

12. A hybrid drive train for a motor vehicle, the hybrid drive train comprising: a drive unit having an internal combustion engine, an electric machine, and a separating clutch operatively arranged between the internal combustion engine and the electric machine; a hydrodynamic torque converter arranged downstream of the drive unit; and at least one torsional vibration absorber arranged between the internal combustion engine and a converter housing of the torque converter that is rotationally fixed to the torque converter housing.

13. The hybrid drive train according to claim 12, wherein the at least one torsional vibration absorber is arranged in a dry environment.

14. The hybrid drive train according to claim 12, wherein the torsional vibration absorber comprises a centrifugal pendulum that is adaptive to rotational speed.

15. The hybrid drive train according to claim 12, wherein the at least one torsional vibration absorber is matched to at least one excitation order of the internal combustion engine.

16. The hybrid drive train according to claim 12, wherein the separating clutch is arranged in a dry environment.

17. The hybrid drive train according to claim 12, wherein a separating wall is arranged between the separating clutch and the torque converter.

18. The hybrid drive train according to claim 17, wherein the separating clutch and the at least one torsional vibration absorber are arranged on one side of the separating wall and the torque converter with the converter housing and the electric machine, arranged outside of the torque converter housing, are arranged on an other side of the separating wall.

19. The hybrid drive train according to claim 12, further comprising a torsional vibration damper arranged between a crankshaft of the internal combustion engine and the separating clutch.

20. The hybrid drive train according to claim 12, further comprising a converter lock-up clutch arranged within the converter housing of the torque converter.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The disclosure is explained in more detail with reference to the exemplary embodiments shown in FIGS. 1 and 2. In the figures:

[0022] FIG. 1 shows a sectional view of the upper part of a hybrid drive train, and

[0023] FIG. 2 shows a sectional view of the upper part of a hybrid drive train modified in comparison to the hybrid drive train in FIG. 1.

DETAILED DESCRIPTION

[0024] FIG. 1 shows a sectional view of the upper part of the hybrid drive train 1 arranged around the axis of rotation d. The drive unit 2 of the hybrid drive train 1 is formed by the internal combustion engine 3, of which only the crankshaft 4 is partially shown, and the electric machine 5, which are spatially separated from one another and can be connected to one another by means of the separating clutch 6.

[0025] Directly connected to the crankshaft 4 is the input part 8 of the torsional vibration damper 7, the output part 9 of which is arranged so as to be rotatable to a limited extent relative to the input part 8 against the action of the spring device 10 received in encapsulated form in the input part 8 and is centered on the input hub 11 of the separating clutch 6 in a non-rotatable manner.

[0026] The input hub 11 receives the clutch disc 12 of the separating clutch 6 in a rotationally locked manner and is received on the clutch hub 13 so as to be rotatable. The clutch disc 12 with its friction linings arranged on both sides forms a frictional engagement with the output part 14 of the separating clutch 6, which contains the axially fixed counterpressure plate 15 and the axially displaceable pressure plate 16. The pressure plate 16 is acted upon axially by the hydraulically displaceable piston 17, which is displaced as a function of the pressure applied in the pressure chamber 18. The separating clutch 6 is designed as a closed clutch and is arranged radially inside the spring device 10 of the torsional vibration damper 7.

[0027] The output part 14 of the separating clutch 6 is mounted on the clutch hub 13 in a non-rotatable and centered manner.

[0028] The torsional vibration absorber 19 is mounted on the output part 14 of the separating clutch 6 in a non-rotatable manner. The torsional vibration absorber 19 is formed here as a mass absorber 20, the carrier part 21 of which is connected to the output part 14 in a non-rotatable manner by means of rivets 23 protruding from the output plate 22. The absorber masses 24, 25 are arranged on both sides of the carrier part 21 distributed around the circumference. The helical compression springs 26 are operatively arranged in the circumferential direction and distributed over the circumference between the absorber masses 24, 25 and the carrier part 21, each of which is acted upon at the end by the carrier part 21 and the absorber masses 24, 25. The absorber masses 24, 25 are connected to one another radially outside the carrier part 21, wherein the absorber masses 24 are axially folded over radially on the outside and welded to the absorber masses 25, for example. It is to be understood that the circumferentially distributed absorber masses 24, 25 can be connected to one another in the circumferential direction to form an annular absorber mass.

[0029] The separating clutch 6 and the torsional vibration absorber 19 are arranged in the dry space 27 of the transmission bell housing 28 of the transmission, which is not shown in more detail. The dry space 27 is delimited in the direction of the transmission by means of the axially fixed separating wall 29. The separating wall 29 is attached, for example bolted or pinned, to the shoulder 30 of the transmission bell housing 28. Radially inward, the separating wall 29 receives the central hub 32 by means of the bearing 31 in an axially fixed and rotatable manner. The central hub 32 and the clutch hub 13 are connected to one another in a non-rotatable manner. Furthermore, the rotor 33 of the electric machine 5 and the converter housing 34 of the hydrodynamic torque converter 35 are received in a non-rotatable and centered manner with the central hub 32 on the side of the separating wall 29 opposite the separating clutch 6 and the torsional vibration absorber 19. In this manner, the transmission input shaft 36 of the transmission is relieved and the bearing is formed on the transmission bell housing 28, on which the stator 37 of the electric machine 5 is also received and centered.

[0030] The converter housing 34 receives the pump wheel 38 of the torque converter 35, which hydrodynamically drives the turbine wheel 39. Radially within the electric machine 5 and within the converter housing 34, the converter lock-up clutch 40 is located between the converter housing 34 and the output hub 41 of the torque converter 35. Between the output part of the converter lock-up clutch 40 and the output hub 41 on the one hand and the turbine wheel 39 and the output hub 41 on the other hand, the torsional vibration damper 42 is operatively arranged and thus effective as a so-called lock-up damper and as a turbine damper. The output hub 41 is connected to the transmission input shaft 36 in a non-rotatable manner.

[0031] This results in a torque flow from the crankshaft 4 of the internal combustion engine 3 via the torsional vibration damper 7 and the separating clutch 6 under action of the torsional vibration absorber 19 via the clutch hub 13 to the central hub 32 when the separating clutch 6 is closed. If necessary, additional torque is transmitted to the central hub 32 via the rotor 33. The torque is transmitted to the transmission input shaft 36 via the torque converter 35 or, if the torque converter lock-up clutch 40 is closed, via the latter with the torsional vibration damper 42 interposed via the output hub 41. Depending on the gear engaged in the transmission, torque is transmitted at the appropriate rotational speed at the transmission output shaft via a differential to the drive wheels.

[0032] When the separating clutch is open, a motor vehicle can be driven exclusively in an electric drive mode with the hybrid drive train 1 by means of the electric machine 5 or recuperation can take place. If the internal combustion engine 3 is stopped in the process, the torsional vibration absorber 19 continues to rotate at transmission speed so that it does not undergo any abrupt acceleration changes leading to noise and excessive load when the internal combustion engine is stopped and restarted.

[0033] FIG. 2 shows a sectional view of the upper part of the hybrid drive train 1a arranged around the axis of rotation d, which is similar to the hybrid drive train 1 of FIG. 1. In contrast to the hybrid drive train 1, the hybrid drive train la features the torsional vibration absorber 19a, which is designed to be adaptive to rotational speed and is here formed as a centrifugal pendulum 20a. The centrifugal pendulum 20a is fixedly connected by means of its carrier part 21a, for example, to the output plate 22a of the output part 14a of the separating clutch 6a by means of the rivet boss 23a.

[0034] In the exemplary embodiment shown, the centrifugal pendulum 20a comprises absorber masses 24a, 25a arranged on both sides of the carrier flange 21a and formed as pendulum masses 43a, 44a. The pendulum masses 43a, 44a are suspended in the centrifugal force field of the carrier part 21a rotating about the axis of rotation d in dependence on pendulum bearings 45a formed between the carrier part 21a and the pendulum masses 43a, 44a along a predetermined pendulum path relative to the carrier part 21a.

[0035] The pendulum bearings 45a are each formed from two axially opposite, interconnected pendulum masses 43a, 44a and the carrier part 21a, wherein recesses with raceways are provided in each of these, on which a pendulum roller 46a reaching over the raceways rolls.

LIST OF REFERENCE SYMBOLS

[0036] 1 Hybrid drive train

[0037] 1a Hybrid drive train

[0038] 2 Drive unit

[0039] 3 Internal combustion engine

[0040] 4 Crankshaft

[0041] 5 Electric machine

[0042] 6 Separating clutch

[0043] 6a Separating clutch

[0044] 7 Torsional vibration damper

[0045] 8 Input part

[0046] 9 Output part

[0047] 10 Spring device

[0048] 11 Input hub

[0049] 12 Clutch disc

[0050] 13 Clutch hub

[0051] 14 Output part

[0052] 14a Output part

[0053] 15 Counterpressure plate

[0054] 16 Pressure plate

[0055] 17 Piston

[0056] 18 Pressure chamber

[0057] 19 Torsional vibration absorber

[0058] 19a Torsional vibration absorber

[0059] 20 Mass absorber

[0060] 20a Centrifugal pendulum

[0061] 21 Carrier part

[0062] 21a Carrier part

[0063] 22 Output plate

[0064] 22a Output plate

[0065] 23 Rivet boss

[0066] 23a Rivet boss

[0067] 24 Absorber mass

[0068] 24a Absorber bass

[0069] 25 Absorber mass

[0070] 25a Absorber bass

[0071] 26 Helical compression spring

[0072] 27 Dry space

[0073] 28 Transmission bell housing

[0074] 29 Separating wall

[0075] 30 Shoulder

[0076] 31 Bearing

[0077] 32 Central hub

[0078] 33 Rotor

[0079] 34 Converter housing

[0080] 35 Torque converter

[0081] 36 Transmission input shaft

[0082] 37 Stator

[0083] 38 Pump wheel

[0084] 39 Turbine wheel

[0085] 40 Converter lock-up clutch

[0086] 41 Output hub

[0087] 42 Torsional vibration damper

[0088] 43a Pendulum mass

[0089] 44a Pendulum mass

[0090] 45a Pendulum bearing

[0091] 46a Pendulum roller

[0092] d Axis of rotation