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EP-3107749-B1 - DRIVETRAIN FOR A MOTOR VEHICLE

EP3107749B1EP 3107749 B1EP3107749 B1EP 3107749B1EP-3107749-B1

Inventors

  • SCHAEFER, MICHAEL WILHELM
  • HAUCK, HANS JUERGEN

Dates

Publication Date
20260513
Application Date
20150212

Claims (10)

  1. A drivetrain (118) having a first clutch (2), which has an input side (38) and an output side (40) which is selectively connectable in terms of rotational drive to the input side (38), and having a transmission (6), which has a transmission shaft (12; 120) which is connected or connectable in terms of rotational drive to the output side (40) and which is selectively connectable in terms of rotational drive to a gearwheel (122; 124; 126), or a floating gear, by means of a second clutch (140; 142), wherein a rotor (100) of an electric machine (96) is arranged on the output side (40), and the electric machine (96), in motor operation, can be controlled or regulated so as to cause the rotational speeds of the transmission shaft (12; 120) and of the gearwheel (122; 124; 126) to be approximated to or aligned with one another before the closure of the second clutch (140; 142), the first clutch (2) is in the form of a multiplate clutch, the output side (40) of which is in the form of an outer plate carrier (58) and is assigned a hydraulic actuating device (84), said hydraulic actuating device (84) being configured so as to be static or fixed with respect to a housing (14) and which is decoupled in terms of rotational drive from the first clutch (2), characterized in that the first clutch (2) is a wet-running clutch, wherein the first clutch (2) is arranged in a wet chamber (90), wherein the wet chamber (90) is delimited by a co-rotating clutch housing (106), and the clutch housing (106) is arranged within a transmission housing bell (30) so as to separate a dry chamber (116), in which the stator (98) of the electric machine (96) is arranged, from the wet chamber (90), said co-rotating clutch housing (106) being fastened to the rotor (100), wherein the co-rotating clutch housing (106) is formed by two clutch housing shells (108, 110), which are fastened to the rotor (100) opposite one another, wherein the rotor (100) itself forms a part of the clutch housing (106).
  2. The drivetrain (118) as claimed in claim 1, further comprising means (144, 146) for directly or indirectly detecting the rotational speed of the transmission shaft (12) and of the gearwheel (122, 124, 126), said means interacting with a control and/or regulation device (148) of the electric machine (96) such that the difference between the rotational speed of the transmission shaft (12) and the rotational speed of the gearwheel (122, 124, 126) can be reduced or eliminated.
  3. The drivetrain (118) as claimed in one of the preceding claims, wherein the rotor (100) is arranged on a plate-holding section (64) of the outer plate carrier (58).
  4. The drivetrain (118) as claimed in one of the preceding claims, wherein the rotor (100) is arranged in a nested arrangement with a plate pack (36) of the multiplate clutch in a radial direction (20, 22).
  5. The drivetrain (118) as claimed in one of the preceding claims, wherein the first clutch (2) is a starting and/or separating clutch and/or a normally closed clutch.
  6. The drivetrain (118) as claimed in one of the preceding claims, wherein the first clutch (2) is assigned a spring device (78) or a plate spring (80) for applying the closing force.
  7. The drivetrain (118) as claimed in claim 6, wherein the hydraulic actuating device (84) is decoupled in terms of rotational drive from the spring device (78), if appropriate by way of a disengagement bearing (88).
  8. The drivetrain (118) as claimed in either of claims 6 and 7, wherein a closing force of the spring device (78) and/or an actuating force of the actuating device (84) is supportable or supported on a transmission housing (14) or transmission housing cover (34), on an output shaft (8), which is connected in terms of rotational drive to the input side (38), of a drive unit (4), or on a transmission shaft (12).
  9. The drivetrain (118) as claimed in one of the preceding claims, wherein the transmission (6) is in the form of an automated manual transmission or automatic transmission.
  10. The drivetrain (118) as claimed in one of the preceding claims, wherein the transmission (6) has at least one gear set (134; 136; 138) for forming a forward gear, wherein the transmission (6) can, by means of the same gear set (134; 136; 138), be operated in a reverse gear by way of the electric machine (96) or exclusively by way of the electric machine (96), and/or by reversal of the rotational direction of the rotor (100).

Description

The present invention relates to a drivetrain for a motor vehicle, having a first clutch, which has an input side and an output side which is selectively connectable in terms of rotational drive to the input side, and having a transmission, which has a transmission shaft which is connected or connectable in terms of rotational drive to the output side, wherein the transmission shaft is selectively connectable in terms of rotational drive to a gearwheel, for example a floating gear, by means of a second clutch. Drivetrains in motor vehicles are known from practice which have a first clutch, wherein the first clutch has an input side and an output side which is selectively connectable in terms of rotational drive to the input side. Furthermore, the known drivetrains have a transmission which has a transmission shaft which is connected or connectable in terms of rotational drive to the output side, wherein the transmission shaft is selectively connectable in terms of rotational drive to a gearwheel or floating gear, which is arranged on the transmission shaft, by means of a second clutch. In this case, the floating gear meshes in terms of rotational drive with another gearwheel on a further transmission shaft, such that the floating gear together with the other gearwheel form a gear set. As second clutch, use is generally made of so-called shift sleeves. In order to cause the rotational speeds of the transmission shaft and of the gearwheel to be approximated to or aligned with one another before the closure of the second clutch, the second clutch has a synchronizing body or synchronizing ring which, by friction, causes the rotational speeds of the transmission shaft and gearwheel to be approximated to or aligned with one another. Such embodiments have been proven in manual transmissions, but have the disadvantage of a relatively cumbersome construction and increased frictional wear, in particular with regard to the second clutch or shift sleeve. Furthermore, if the drivetrain is in the form of a drivetrain of a hybrid drive, such that the rotor of an electric machine is arranged on the output side of the first clutch, there is furthermore the problem that the additional weight of the rotor arranged on the output side of the first clutch constitutes an additional inertial mass which impedes the synchronization process. EP 1 714 816 A1 describes a drivetrain with a transmission shaft, an electric machine and a first clutch. The first clutch is a single disc clutch, the disc forming the output side and being coupled to the transmission shaft. Further, the rotor of the electric machine is coupled to the transmission shaft spaced apart from the first clutch and the output side of the first clutch. A similar drivetrain is further described in EP 1 243 788 A1 and DE 10 2012 005 678 A1. The known drivetrains have the drawback of a space-consuming arrangement of the electric machine. EP 1 800 929 A2 and US 2011/0239818 A1 disclose clutches with hydraulic actuating devices said actuating devices corotating with the clutches. EP 1 736 345 A1 discloses a clutch with a hydraulic actuating device, said actuating device being fixed with respect to a housing. DE 10 2009 059 944 A1 describe a drivetrain with a clutch inside a wet chamber, said wet chamber being delimited by a co-rotating clutch housing. The rotor of an electric machine is fastened to the outside of said co-rotating housing. It is an object of the present invention to provide a drivetrain of the generic type which permits simple synchronization, in which the wear is reduced, and which is of relatively simple construction, a clutch of said drivetrain being actuatable in an effective manner. Said object is achieved by means of the features specified in patent claim 1 . The subclaims relate to advantageous embodiments of the invention. The drivetrain according to the invention is in particular designed for use in a motor vehicle. The drivetrain has a first clutch which may for example be in the form of a single, starting and/or separating clutch. The first clutch has an input side and an output side which is selectively connectable in terms of rotational drive to the input side. The drivetrain furthermore comprises a transmission which has a transmission shaft which is connected or connectable in terms of rotational drive to the output side of the first clutch. The transmission shaft may for example be a transmission input shaft or a transmission shaft which is indirectly or directly downstream of the transmission input shaft in the torque flow, that is to say for example a countershaft, auxiliary transmission shaft or main transmission shaft. A gearwheel which is preferably in the form of a floating gear is arranged on the transmission shaft, wherein the transmission shaft is selectively connectable in terms of rotational drive to the gearwheel by means of a second clutch, wherein the second clutch may for example be a shift sleeve-type clutch. An electric machin