• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a torque transmission device (1) comprising torque input means (2, 24) for rotationally coupling to a crankshaft of an internal combustion engine (7). torque output means (8) for rotationally coupling to an input shaft (10) of a gearbox (36) and to a rotor (34) of an electric machine, the means (2, 24) being pivotable relative to the torque output means (8) about an axis (X).
    公开号:FR3052401A1
    申请号:FR1655324
    申请日:2016-06-09
    公开日:2017-12-15
    发明作者:Gilles Lebas；Emmanuel Commeine
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    Cutting transmission device, particularly for an automobile vehicle
    The present invention relates to a torque transmission device, especially for a motor vehicle, and a hybrid motorization system equipped with such a device.
    There is known a transmission device for a hybrid motor vehicle, comprising two clutches and an electric machine, arranged between the internal combustion engine of the vehicle and its gearbox. Such a device is, for example, described in document FR 2 830 589. Each of the clutches comprises a friction disc, a clutch abutment and a pressure plate mounted axially movable relative to said reaction plate between a position engaged in wherein the friction disc is clamped between said pressure and reaction plates and a disengaged position. Both clutches are arranged on both sides of the electric machine. The pressure plate of a first clutch, arranged on the engine side, is configured to be associated with the crankshaft of the internal combustion engine. The friction disk of the first clutch is mounted to rotate with an intermediate shaft which is fixed to a support hub of the rotor of the electric machine. The pressure plate and the reaction plate of the second clutch, disposed on the gearbox side, are mounted integral in rotation with said rotor support hub and the friction disc of said second clutch is intended to cooperate with an input shaft. a gearbox. The clutch, on the engine side, thus makes it possible to couple in rotation the crankshaft of the combustion engine to the rotor of the electric machine and the clutch, on the gearbox side, makes it possible to couple the rotor to the input shaft of the engine. the gearbox. Thus, one can cut the internal combustion engine at each stop and restart it through the electric machine. The electric machine can also constitute an electric brake or bring a surplus of energy to the combustion engine to assist or prevent it from stalling. When the engine is running, the electric machine can act as an alternator.
    The electric machine may be a reversible rotary electric machine of the alternator-starter type or of the motor-generator type. In a starter mode of operation, the clutch located on the engine side is engaged and the electric machine allows the start of the internal combustion engine. In an alternator type of operating mode, the electric machine can recharge a battery of the vehicle and / or power organs or equipment consuming energy when the internal combustion engine is running. It is further configured to recover energy when braking the vehicle. The electric machine can in particular be configured to stop the internal combustion engine, for example, at a red light or in the caps, and then restart it (Stop and Go function in English). In one embodiment, it is capable of providing a surplus of power to prevent the engine stalls (boost function in English). Furthermore, the electric machine may be able to drive the vehicle, at least for a short distance, the clutch located on the motor side then being disengaged and the internal combustion engine stopped.
    Such a device is relatively complex, expensive and bulky.
    The patent application DE 10 2015 211 436 discloses a transmission device for a hybrid vehicle comprising in particular: - a torque entry flywheel, fixed in rotation with a crankshaft of an internal combustion engine, - an output hub of torque, integral in rotation with an input shaft of a gearbox, - a support integral in rotation with a rotor of an electric machine. control means able to couple in rotation the flywheel and the rotor through a first torque pathway comprising elastic damping means and without clutching means, said control means being able to couple in rotating the flywheel, the rotor and the input shaft of the gearbox through a second torque pathway comprising said elastic damping means and clutch means.
    Thus, in the first mode of operation, the electric machine, and more particularly the rotor, can rotate the crankshaft so as to restart the electric motor if it has been stopped (Stop and Go function in English). Furthermore, in the second mode of operation, if the clutch means are in the engaged position, the input shaft of the gearbox can be rotated by the engine.
    In the first mode of operation, the coupling between the flywheel and the rotor is achieved by means of toothed members. During such a coupling in rotation, it is important to control the torque transmitted from the rotor to the steering wheel, the risk of generating jolts and prematurely deteriorate said toothed organs and / or the engine. Such torque control is, in practice, complex to achieve. The invention aims in particular to provide a simple, effective and economical solution to the aforementioned problems. For this purpose, it proposes a torque transmission device, in particular for a motor vehicle, comprising torque input means intended to be coupled in rotation to a crankshaft of an internal combustion engine, torque output means , intended to be coupled in rotation to an input shaft of a gearbox and to a rotor of an electric machine, the torque input means being able to pivot relative to the torque output means around an axis, characterized in that it comprises control means selectively capable of: in a first operating mode, coupling in rotation the torque input means and the torque output means, by a first path of torque passage comprising clutch means, or - in a second operating mode, coupling in rotation the torque input means and the torque output means by a second torque path devoid of clutch means.
    Thus, in the first mode of operation, the crankshaft can be rotated by the rotor of the electric machine, so as to restart the engine if it has been stopped for example, through the means of clutch that effectively and simply control the torque supplied to the crankshaft. This avoids jolts and any risk of damage to the engine and the torque transmission device.
    The control means may be adapted to, in a third mode of operation, decoupling in rotation the torque input means and the torque output means.
    The third mode of operation thus corresponds to a so-called neutral mode. In such a mode of operation, the electric machine may for example be able to drive the input shaft of the gearbox, and therefore the vehicle, at least for a short distance.
    The control means may comprise a clutch abutment comprising an actuating member movable between: a first axial position corresponding to the first mode of operation, and a second axial position corresponding to the second mode of operation, and optionally a third position. axial position corresponding to the third mode of operation.
    The third axial position may be located axially between the first and second axial positions.
    In this way, it is ensured that the first and second modes can not be switched on simultaneously.
    The control means may comprise a transmission member comprising a first coupling zone designed to be coupled in rotation to the input shaft of the gearbox, and a second coupling zone, the transmission member being axially movable. with the movable actuating member of the clutch abutment, the second coupling zone being coupled to the torque input means in the second axial position.
    In this case, the first coupling zone may be located radially inside the transmission member, the second coupling zone being located radially outside the transmission member.
    The clutching means may comprise at least two plates and at least one friction disc located axially between the two plates, the friction disc, or the plates respectively, being coupled in rotation to a hub belonging to the torque output means, the trays, respectively the friction disk, being coupled to the torque input means, the trays being moved axially close to each other so as to grip the friction disk in the first operating mode.
    In general, the clutch means may comprise an alternation of trays and friction discs.
    The clutch means may comprise a diaphragm adapted to tilt between an engaged position in which it tends to grip the friction disk between the plates, and a disengaged position in which it releases the friction disk, the actuating member being adapted to bear on the diaphragm so as to move it towards its engaged position in the first axial position of the actuating member.
    The diaphragm may be annular, the actuating member bearing on the radially inner periphery of the diaphragm in the first axial position, the diaphragm being pivotally mounted around a first radially outer bearing zone, the diaphragm bearing on one of the trays, directly or indirectly, in a second bearing zone located radially inside the first bearing zone.
    The clutch means may also comprise an annular web interposed between the diaphragm and the control means, more precisely between the diaphragm and the transmission member. The annular web may be rotatably coupled to the diaphragm on the outer periphery of the diaphragm. The radially inner periphery of the actuating member may bear on the actuating member to exert an axial force towards the front tending to bring the actuating member back into the position it occupies in the third operating mode. The annular web allows a mechanical return of the control means to the rear. The web can permanently ensure contact between the diaphragm and the control means to avoid a differential speed between the two elements that could generate wear or noise. The annular web may also be replaced by a plurality of fingers distinct from each other.
    Such a structure thus corresponds to a clutch of normally open type. The elasticity of the diaphragm is such that, when it is not stressed by the actuating member, it is returned to its rest position, namely its open or disengaged position.
    Of course, the support points may be arranged differently, in the case of a clutch normally closed type. In this case, when the diaphragm is not biased by the actuating member (rest position), the diaphragm is returned to its closed or engaged position.
    The torque input means may comprise a cover housing, at least in part, the clutch means, the actuating member, the transmission member and / the hub.
    The torque input means may comprise a connecting member rotatably coupled to the cover, the second coupling zone of the transmission member engaging with the connecting member, in the second axial position of the transmission member. actuation and the transmission member.
    The device may also comprise one or more of the following features: the first coupling zone is radially internal and comprises splines or teeth capable of cooperating with complementary splines of the input shaft of the gearbox; - The second coupling zone is radially external and comprises splines or teeth cooperating with splines or complementary teeth of the connecting member, in the second operating mode, - the connecting member has teeth or splines radially external, adapted to cooperate with the splines of the cover so as to couple in rotation the connecting member and the cover, - the connecting member is held axially relative to the cover, between two elastic rings or circlips mounted in grooves of the cover, the first bearing zone of the diaphragm is formed by a ring bearing on an elastic or circulating ring lip mounted in a lid groove. This elastic ring may in particular be one of the two rings which axially hold the connecting member. - The cover comprises a radial portion whose radially outer periphery is extended by a cylindrical portion. - At least one of the plates of the clutch means is adapted to bear axially, directly or indirectly, on the radial portion of the cover, - at least one bearing, for example a rolling stop, is mounted axially between the actuating member and the transmission member, - at least one bearing, for example a rolling stop, is mounted axially between the transmission member and the diaphragm. The invention also relates to a hybrid drive system comprising: an internal combustion engine comprising a crankshaft capable of being rotated about an axis, an electric machine comprising a stator and a rotor capable of being rotated by relative to the stator about the axis, - a gearbox comprising an input shaft, - a torque transmission device of the aforementioned type, the rotor, the input shaft of the gearbox and the means of torque output being coupled in rotation, - the torque input means and the crankshaft being coupled in rotation. The invention will be better understood and other details, features and advantages of the invention will appear on reading the following description given by way of non-limiting example with reference to the accompanying drawings, in which: FIGS. 1 and 2 are perspective views with partial cutaway of a torque transmission device according to one embodiment of the invention, - Figures 3, 4 and 5 are axial sectional views of the device of Figure 1, in different axial positions. of the control member and the transmission member, the rotor, the heat engine and the gearbox having been shown schematically in FIG.
    Figures 1 to 5 show a torque transmission device 1, in particular for a motor vehicle, according to one embodiment of the invention.
    The latter comprises a cover 2 of axis X, comprising an annular radial portion 3 whose radially outer periphery is extended by a cylindrical portion 4 extending forwardly.
    The terms "radial", "axial" and "circumferential" are defined with respect to the X axis.
    The front face of the radial portion comprises a bearing zone 5 projecting and annular shape, of rounded section. The bearing zone 5 is for example formed by deformation of the cover material, for example by stamping.
    The cylindrical portion 4 comprises a succession of grooves 6 extending axially and distributed over the entire circumference.
    The radial portion is intended to be coupled in rotation to a crankshaft of an internal combustion engine 7 (FIG. 4) by means of a star-shaped connection piece 40 situated axially behind the cylindrical portion 4. The connecting piece 40 may in particular be coupled in rotation to a vibration damper device, for example a double damping flywheel.
    The cover 2 and the connecting piece carried axially by the input shaft of the gearbox via a rolling bearing 46. Although this is not shown the cover and the connecting piece could be carried by a torsion damper disposed between the internal combustion engine and the cover.
    The device 1 further comprises clutch means comprising a central hub 8 whose radially inner periphery is grooved and cooperates with splines 9 of an input shaft 10 of a gearbox. The central hub 8 and the input shaft 10 of the gearbox are thus coupled in rotation.
    The clutch means further comprise friction discs 11 interposed between annular plates 12.
    In the embodiment shown, the clutch means comprise three plates 12 and two friction discs 11, the plates 12 and the friction discs 11 being mounted alternately. The clutch means may also comprise a friction disc or 3 friction discs, respectively 2 trays or 4 trays.
    The outer peripheries of the trays 12 comprise teeth 13 adapted to engage in the grooves 6 of the cover 2, so as to couple in rotation the trays 12 and the cover 2 while allowing the axial displacement of the trays 11.
    The internal peripheries of the friction discs 11 comprise teeth 14 adapted to engage with splines 15 of the radially outer periphery of the central hub 8 so as to couple in rotation the friction discs 11 and the central hub 8 while allowing a axial displacement of the friction discs 11 relative to the hub 8.
    The rear plate 12 is able to bear against the radial portion 3 of the cover 2, in particular on the projecting annular zone 5 of the cover 2.
    A support member 16 is mounted forward of the plate 12 before, the support member 16 having a bearing portion 17 annular projecting forwardly.
    The clutch means further comprises a diaphragm 18 whose outer periphery is adapted to bear on a ring washer or rod 19, located directly in front of the diaphragm 18, said washer 19 itself bearing on an elastic ring or circlip 20, mounted in front of the conical washer, in a groove formed in the cylindrical portion 4 of the cover 2. The support washer 19 is thus fixed axially with respect to the cover 2.
    The clutch means may also comprise an annular web 47 rotatably coupled to the diaphragm 18 on its outer periphery by means of rivets. Alternatively, replacing the web 47, fingers arranged around the axis and separate from each other are provided.
    The bearing zone 17 of the member 16 is able to bear on the diaphragm 18, in an area located radially inside the bearing washer 19.
    The device 1 further comprises control means comprising a clutch abutment 21. Said clutch abutment 21 comprises a portion 22 fixed relative to an additional cover 37 and an actuating member 23 movable relative to the fixed part 22 in the axial direction. The actuating member 23 may be formed by a nut or a piston, for example, as is known per se.
    The additional cover 37 can be provided, said additional cover 37 housing the cover 2 and the clutch stop 21. The additional cover 37 here comprises a radial portion 38 before, annular and surrounding the input shaft 10, whose periphery radially external is extended rearwardly by an axial portion 39 which terminates at the rear by a radially outward extension flange 43. The radial portion 38 also has an inner end radially interposed between the fixed portion 22 and 45. The fixed part 22 and the radial part 38 are carried axially by the input shaft 10 of the gearbox via this rolling bearing 45.
    A feed pipe 44 is also provided to fluidly feed the clutch stop 21. This feed pipe 44 is fixed on the additional cover and opens outwardly therefrom.
    A connecting member 24 is mounted inside the cylindrical portion 4 of the cover 2. The connecting member 24 has teeth 25 at its radially outer periphery and teeth 26 at its radially inner periphery. The radially outer periphery of the connecting member 24 is located axially at the rear relative to the radially inner periphery. The teeth 25 of the radially outer periphery cooperate with the splines 6 of the cylindrical portion 4 of the cover 2 so as to couple in rotation the connecting member 24 and the cover 2. The connecting member 24 is held axially between two members elastic or circlip 27 and 20 respectively arranged at the front and rear, mounted in grooves of the lid 2.
    An annular transmission member 28 is mounted around the input shaft 10 of the gearbox. The transmission member 28 extends radially and has teeth 29 at its radially inner periphery and teeth 30 at its radially outer periphery.
    The teeth 29 of the radially inner periphery cooperate with the splines 9 of the input shaft 10 of the gearbox and the teeth 30 of the outer periphery may be able to cooperate with the teeth 26 of the inner periphery of the gearbox. connecting member 24, as a function of the axial position of the transmission member 28. The transmission member 28 is thus rotatably coupled to the input shaft 10 of the gearbox while being able to be moved axially by report to this one. The transmission member 28 is mounted axially between two bearings 31, 32 formed here by bearing stops, more particularly ball bearings. A first bearing 31 is interposed axially between the radially inner periphery of the diaphragm 18 and the transmission member 28. A second bearing 32 is interposed axially between the transmission member 28 and the actuating member 23. A washer 33 can being interposed axially between each bearing 31, 32 and the transmission member 28.
    In this way, the transmission member 28 is displaced axially with the control member 23 of the clutch abutment 21.
    The annular web 47 is interposed between the diaphragm 18 and the transmission member 28, more precisely between the diaphragm 18 and the bearing 31. The annular web 47 abuts by its radially inner periphery on the bearing 31 thus exerting an axial force forward on the transmission member 28.
    The cover 2 is intended to be coupled in rotation with the crankshaft of the internal combustion engine 7 of a motor vehicle, illustrated schematically in FIG. 3. A torsion damping device can also be arranged between the internal combustion engine 7 and the lid 7.
    A rotor 34 of an electric machine is rotatably coupled via a support 35, for example, to the input shaft 10 of the gearbox 36. Such coupling can be ensured by any means. Alternatively, the additional cover 37 may take the rotor support function in which case a support 35 specifically dedicated to the rotor 34 is not necessary.
    The electric machine is for example a reversible rotary electric machine of the alternator-starter type or of the motor-generator type.
    In operation, the transmission member can be moved between three axial positions, represented respectively in FIGS. 3, 4, 5.
    As illustrated in FIG. 3, when the movable control member 23 and the transmission member 28 are moved rearward, that is to say to the left in the figures, the bearing 31 actuates the diaphragm 18 so as to move it towards its engaged position, in which it axially brings the plates 12 closer to the radial portion 3 of the cover 2. In this way, the friction discs 11 are sandwiched between the plates 12 and the cover 2 is coupled in rotation to the input shaft 10 of the gearbox 36 via the plates 12, friction discs 11 and the central hub 8.
    In other words, in this position, the rotor 34 is rotatably coupled to the crankshaft of the internal combustion engine 7.
    It will be noted that, in this position, the transmission member 28 is decoupled from the connecting member 24.
    Such a mode of operation can in particular be used in the case where it is desired to restart the internal combustion engine 7 with the help of the electric machine which then operates in engine mode (Stop and Go function, in English). The stopping of the internal combustion engine can in particular be controlled during the short stop of the vehicle, for example in the case of a red light or in plugs. The torque required to restart the internal combustion engine 7 is low, the discs can be axially compact and the friction surfaces reduced.
    In this case, the torque generated by the rotor 34 of the electric machine is transmitted to the input shaft 10 of the gearbox 36 via the support 35, then to the crankshaft via the cover 2. and aforementioned clutch means. It is then possible to effectively control the torque transmitted to the crankshaft, so as to avoid any damage to the engine 7 and the torque transmission device 1.
    As illustrated in FIG. 4, when the control member 23 and the mobile transmission member 28 are moved forward, that is to say to the right in the figures, the transmission member 28 comes meshing with both the connecting member 24 and the input shaft 10 of the gearbox.
    The crankshaft of the internal combustion engine 7 is then coupled in rotation to the input shaft 10 of the gearbox 36, via the cover 2, the connecting member 24 and the transmission member. 28.
    The torque passage is thus made directly between the crankshaft and the input shaft 10 of the gearbox 36, that is to say without the use of clutch means. The passage of torque by gearing makes it possible to pass a substantial torque, in particular much greater than the torque generated by the nip of the friction discs.
    Such an operating mode can in particular be used to drive the input shaft 10 of the gearbox 36 with the aid of the internal combustion engine 7, when the latter is started. In such a case, the electric machine can operate in generator or alternator mode, in order to recharge a battery of the vehicle and / or to power the organs or equipment consuming energy when the internal combustion engine 7 is running. The electric machine can further configured to recover energy during braking of the vehicle.
    In this mode of operation also, the electric machine is able to provide a surplus of power to prevent the internal combustion engine 7 stalls (boost function in English).
    Finally, as illustrated in FIG. 5, when the movable control member 23 and the transmission member 28 are moved towards an axially central position, located between the rear and front axial positions of FIGS. transmission 28 is coupled only to the input shaft 10 of the gearbox 36, the control member 28 and the bearing 31 including not pushing the diaphragm 18 to its engaged position. In this position, the elasticity of the diaphragm 18 thus returns it to its rest position, namely its disengaged position.
    The sail 47 exerting an axial force forward on the actuating member 28 when the diaphragm 18 is in an engaged position, tends to bring the actuating member 28 in the position it occupies in the third operating mode.
    In other words, in this middle position, the crankshaft and the cover 2 are decoupled from the input shaft 10 of the gearbox 36 and the rotor 34 of the electric machine. The input shaft 10 of the gearbox 36 and the rotor of the electric machine remain coupled in rotation. In such a mode of operation, the electric machine can then be adapted to drive the input shaft 10 of the gearbox 36, and thus the vehicle, at least for a short distance.
    Note that, to move from its rear position (Figure 3) to its front position (Figure 4), the transmission member 28 must necessarily pass through its axially central position (Figure 5), so that there is no no operating point in which the two modes of operation described above with reference to Figures 4 and 5 can be engaged simultaneously, which improves the operation of the device 1. The invention thus provides a reliable torque transmission device, compact axially and radially, not very complex and inexpensive, compared with the prior art.
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    1. Device (1) for transmitting torque, in particular for a motor vehicle, comprising torque input means (2, 24) intended to be coupled in rotation to a crankshaft of an internal combustion engine (7), torque output means (8) for coupling rotatably to an input shaft (10) of a gearbox (36) and to a rotor (34) of an electric machine, the means ( 2, 24) being pivotable relative to the torque output means (8) about an axis (X), characterized in that it comprises control means selectively adapted to: a first mode of operation, rotatably coupling the torque input means (2, 24) and the torque output means (8) by a first torque path having clutch means (11, 12). , 18), or - in a second mode of operation, couple in rotation the torque input means (2, 24) and the means (8) of torque output, by a second torque pathway devoid of clutch means.
    [2" id="c-fr-0002]
    2. Device (1) according to claim 1, characterized in that the control means are adapted to, in a third mode of operation, decoupling in rotation the means (2, 24) torque input and means (8). ) torque output.
    [3" id="c-fr-0003]
    3. Device (1) according to claim 1 or 2, characterized in that the control means comprise a clutch abutment (21) comprising an actuating member (23) movable between: - a first axial position corresponding to the first operating mode, and - a second axial position corresponding to the first mode of operation, and - optionally a third axial position corresponding to the third mode of operation.
    [4" id="c-fr-0004]
    4. Device (1) according to claim 3, characterized in that the third axial position is located axially between the first and second axial positions.
    [5" id="c-fr-0005]
    5. Device (1) according to claim 3 or 4, characterized in that the control means comprise a transmission member (28) comprising a first coupling zone (29) intended to be coupled in rotation to the input shaft ( 10) of the gearbox (36), and a second coupling zone (30), the transmission member (28) being axially movable with the movable actuating member (23) of the clutch abutment ( 21), the second coupling zone (30) being coupled to the torque input means (2, 24) in the second axial position.
    [6" id="c-fr-0006]
    6. Device (1) according to claim 5, characterized in that the first coupling zone (29) is located radially inside the transmission member (28), the second coupling zone (30) being located radially outside the transmission member (28).
    [7" id="c-fr-0007]
    7. Device (1) according to one of claims 1 to 6, characterized in that the clutch means comprise at least two plates (12) and at least one friction disk (11) located axially between the two plates ( 12), the friction disk (11), or respectively the plates (12) being rotatably coupled to a hub (8) belonging to the torque output means, the plates (12), respectively the friction disc (11). ), being coupled to the torque input means (2, 24), the trays (12) being brought axially close to each other so as to grip the friction disc (11) in the first operating mode.
    [8" id="c-fr-0008]
    8. Device (1) according to claims 3 and 7, characterized in that the clutch means comprise a diaphragm (18) adapted to tilt between an engaged position in which it tends to grip the friction disc (11) between the trays (12), and a disengaged position in which it releases the friction disc (11), the actuating member (23) being able to bear on the diaphragm (18) so as to move it to its position engaged in the first axial position of the actuating member (23).
    [9" id="c-fr-0009]
    9. Device (1) according to claim 8, characterized in that the diaphragm (18) is annular, the actuating member (23) bearing on the radially inner periphery of the diaphragm (18) in the first axial position , the diaphragm (18) being pivotally mounted around a first radially outer bearing zone (19), the diaphragm (18) bearing on one of the plates (12), directly or indirectly, in a second zone bearing (17) located radially inside the first bearing zone (19).
    [10" id="c-fr-0010]
    10. Device (1) according to one of claims 1 to 9, characterized in that the torque input means comprise a cover (2) accommodating, at least in part, the clutch means (11, 12, 18), the actuating member (23), the transmission member (28) and / the hub (8).
    [11" id="c-fr-0011]
    11. Device (1) according to claim 5 or 6 and according to claim 10, characterized in that the torque input means comprise a connecting member (24) coupled in rotation to the cover (2), the second zone of coupling (30) of the transmission member (28) engaging with the connecting member (24) in the second axial position of the actuating member (23) and the transmitting member (28). ).
    [12" id="c-fr-0012]
    12. Hybrid motorization system comprising: an internal combustion engine (7) comprising a crankshaft capable of being rotated about an axis (X); an electric machine comprising a stator and a rotor (34) adapted to being rotated relative to the stator about the axis (X), - a gearbox (36) having an input shaft (10), - a torque transmission device (1) according to one of the 1 to 11, the rotor (34), the input shaft (10) of the gearbox (36) and the torque output means (8) being coupled in rotation, - the means (2, 24 ) torque input and the crankshaft being coupled in rotation.
    类似技术:
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    同族专利:
    公开号 | 公开日
    EP3254878B1|2018-11-07|
    CN107487171A|2017-12-19|
    FR3052401B1|2019-08-16|
    US10486519B2|2019-11-26|
    EP3254878A1|2017-12-13|
    US20170355257A1|2017-12-14|
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    FR2782354B1|1998-07-28|2001-03-30|Valeo Equip Electr Moteur|FRICTION CLUTCH CARRYING THE ROTOR OF AN ELECTRIC MACHINE, PARTICULARLY FOR A MOTOR VEHICLE|
    FR2830589B1|2001-10-08|2004-04-23|Valeo|AUTOMOTIVE VEHICLE TRANSMISSION KIT INCLUDING TWO CLUTCHES AND AN ELECTRIC MACHINE|
    JP5246466B2|2007-10-19|2013-07-24|アイシン・エィ・ダブリュ株式会社|Hybrid drive device|
    JP5581922B2|2010-09-10|2014-09-03|アイシン精機株式会社|Hybrid vehicle drive device and case|
    DE102010047187A1|2010-09-30|2012-04-05|Volkswagen Ag|Drive arrangement of a hybrid vehicle and method for operating an electric machine in a hybrid vehicle|
    DE102013210451A1|2012-06-13|2013-12-19|Schaeffler Technologies AG & Co. KG|Coupling device with an actuating device|
    DE102012216601A1|2012-09-18|2014-03-20|Zf Friedrichshafen Ag|Drive unit for a motor vehicle with an electric machine and a clutch|
    DE102015211436A1|2014-07-25|2016-01-28|Schaeffler Technologies AG & Co. KG|drive arrangement|FR3077857B1|2018-02-12|2020-01-17|Valeo Embrayages|TRANSMISSION DEVICE FOR HYBRID VEHICLE|
    CN109612619A|2018-12-24|2019-04-12|西南大学|Motor torque measuring device and automobile detection apparatus|
    FR3094426B1|2019-03-29|2021-02-19|Valeo Embrayages|Transmission device for motor vehicle|
    DE102019125814A1|2019-09-25|2021-03-25|Schaeffler Technologies AG & Co. KG|Hybrid module and drive arrangement for a motor vehicle|
    法律状态:
    2017-06-30| PLFP| Fee payment|Year of fee payment: 2 |
    2017-12-15| PLSC| Search report ready|Effective date: 20171215 |
    2018-06-27| PLFP| Fee payment|Year of fee payment: 3 |
    2019-06-28| PLFP| Fee payment|Year of fee payment: 4 |
    2020-06-30| PLFP| Fee payment|Year of fee payment: 5 |
    2021-06-30| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1655324A|FR3052401B1|2016-06-09|2016-06-09|TORQUE TRANSMISSION DEVICE, IN PARTICULAR FOR A MOTOR VEHICLE|
    FR1655324|2016-06-09|FR1655324A| FR3052401B1|2016-06-09|2016-06-09|TORQUE TRANSMISSION DEVICE, IN PARTICULAR FOR A MOTOR VEHICLE|
    EP17170996.7A| EP3254878B1|2016-06-09|2017-05-15|Torque transmission device, in particular for a motor vehicle|
    US15/609,467| US10486519B2|2016-06-09|2017-05-31|Torque transmission device, in particular for a motor vehicle|
    CN201710426538.2A| CN107487171A|2016-06-09|2017-06-08|Particularly for the torque transmitter of motor vehicles|
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