• 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 transmission assembly for a motor vehicle, intended to be disposed between a heat engine equipped with a crankshaft and a gearbox equipped with an input shaft, said assembly comprising: - an electric machine (3) having an outer stator (4) and an inner rotor (5) to be rotatably coupled to the input shaft of the gearbox; and a pendulum damper (55); wherein: - the stator (4) comprises circumferentially distributed coils (45) and an annular interconnector (46) for interconnecting the coils (45), said interconnector (46) being offset axially with respect to the coils (45) on the side of the gearbox; and wherein the pendulum damper (55) is at least partially radially housed within the interconnector (46).
    公开号:FR3013640A1
    申请号:FR1361526
    申请日:2013-11-22
    公开日:2015-05-29
    发明作者:Gilles Lebas；Daniel Fenioux；Fabien Lebeau
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD OF THE INVENTION The invention relates to the field of transmissions for a motor vehicle. It relates in particular to a transmission assembly intended to be disposed between an internal combustion engine and a gearbox of a motor vehicle. It relates in particular to a transmission assembly for a hybrid type of motor vehicle in which an electric machine is disposed in the transmission chain between the engine and the gearbox. STATE OF THE ART In the state of the art, it is known transmission assemblies, arranged between the gearbox and the transmission chain, comprising an electric machine and a clutch on the motor side for coupling in rotation the crankshaft 15 from the engine to the rotor of the electric machine. Thus, it is possible to shut down the internal combustion engine at each stop and restart it with the electric machine. The electric machine can also constitute an electric brake or bring a surplus of energy to the heat engine to assist or prevent it from stalling. The electric machine can also drive the vehicle. When the engine is running, the electric machine acts as an alternator. Such a transmission assembly is disclosed in particular in document US2011 / 0162480. The transmission assembly described in document US2011 / 0162480 further comprises a pendulum damper, also called a pendulum oscillator or pendulum. Such a pendulum damper absorbs vibrations generated by the acyclisms of the engine. The pendulum damper disclosed in this document has a large axial space which greatly increases the overall size of the transmission assembly. However, a hybrid transmission assembly is subject to high constraints of space to allow its implantation between the engine and the gearbox of the vehicle. This transmission assembly for hybrid vehicle is not completely satisfactory.
    [0002] OBJECT OF THE INVENTION An idea underlying the invention is to propose a transmission assembly for a hybrid vehicle that makes it possible to effectively absorb the vibrations while having a small axial space requirement.
    [0003] According to one embodiment, the invention provides a transmission assembly for a motor vehicle, intended to be disposed between a heat engine equipped with a crankshaft and a gearbox equipped with an input shaft, said assembly comprising: an electric machine having an outer stator and an inner rotor, rotatable about an axis X, to be rotatably coupled to the input shaft of the gearbox; - A clutch, arranged relative to the electric machine on the engine side, arranged to couple or uncouple in rotation the crankshaft of the engine and the rotor; and a pendulum damper comprising an annular support member, integral in rotation with the rotor, and pendulum weights movably mounted on the support member; wherein the stator has circumferentially distributed coils about the X axis and an annular interconnector for interconnecting the coils, said interconnector being axially offset from the coils on the transmission side; and in which the pendular damper is at least partially housed radially inside the interconnector. Thus, thanks to the presence of the pendulum damper, the vibrations are filtered in a particularly effective manner. In addition, the pendulum damper being at least partially housed radially inside the stator interconnector, the presence of the pendular damper has no or little impact on the overall axial size of the assembly. . In one embodiment, the pendulum damper is integrally housed within the stator interconnector of the electrical machine.
    [0004] According to other advantageous embodiments, such an assembly may have one or more of the following characteristics: the clutch comprises a friction disc which is integral in rotation with the rotor of the electric machine via an intermediate shaft; , the rotor 5 having a central opening through which the intermediate shaft passes. the intermediate shaft comprises a flange and the rotor is mounted integral in rotation with the intermediate shaft via a support hub, said hub comprising an axial skirt for supporting the rotor and a radially extending inner flange; towards the inside of the axial skirt fixed to the flange of the intermediate shaft by fixing members. - The intermediate shaft comprises a flange and the support member of the pendular damper is fixed to the flange of the intermediate shaft by fasteners. the inner flange of the rotor support hub and the support member of the pendular damper are fixed to the flange of the intermediate shaft by common fastening members. - The intermediate shaft has a corrugated bore for receiving an end of the input shaft of the gearbox. - The pendulum weights have two flanks extending axially on either side of the support member and are connected to one another by means of two connecting struts axially traversing an associated opening of the support member. the interconnector comprises at least four annular-shaped frames stacked axially on each other and insulated from each other, each frame carrying on its inner periphery tabs projecting inwardly from the frame connected to ends. coils. the assembly further comprises a double damping flywheel comprising: a primary flywheel, intended to be fixed to the crankshaft of the heat engine, and a secondary flywheel configured to form a reaction plate of the clutch, said primary and secondary flywheels being rotatable relative to each other about the axis of rotation X; and - a torsion damper with resilient members for transmitting torque and damping rotational acyclisms between the primary and secondary flywheels. the assembly comprises a support element provided with fastening elements to the engine block and / or to the gearbox and comprising an outer peripheral wall whose inner surface cooperates with the external periphery of the stator, an inner sail extending between the clutch and the electric machine, the support member further defining a housing extending within a bore of the rotor and for accommodating at least partially an actuating stopper of the clutch. The invention will be better understood, and other objects, details, features and advantages thereof will become more clearly apparent from the following description of several particular embodiments of the invention, given solely for illustrative purposes and not limiting, with reference to the appended figures. In these figures: - Figure 1 is a half-sectional view of a transmission assembly intended to be disposed between a heat engine and a gearbox; FIG. 2 is a detailed perspective view of a pendulum weight, one side of which is shown partially broken away. DETAILED DESCRIPTION OF EMBODIMENTS In the description and the claims, the terms "external" and "internal" as well as the "axial" and "radial" orientations will be used to denote, according to the definitions given in the description, elements of the transmission assembly. By convention, the "radial" orientation is directed orthogonally to the X axis of rotation of the transmission assembly determining the "axial" orientation and, from the inside to the outside away from said axis X, the "circumferential" orientation is directed orthogonally to the X axis of rotation of the transmission assembly and orthogonal to the radial direction. The terms "external" and "internal" are used to define the relative position of one element with respect to another, with reference to the X axis, an element close to the axis is thus described as internal as opposed to an outer member located radially peripherally. On the other hand, the terms "rearward" AR and "forward" AV are used to define the relative position of one element relative to another in the axial direction, an element intended to be placed close to the engine being designated by the rear. and an element intended to be placed close to the gearbox being designated by before.
    [0005] Referring to Figure 1, we see a transmission assembly, intended to be disposed between a heat engine and a gearbox. The transmission assembly comprises a double damping flywheel 1 intended to be fixed to the crankshaft of the heat engine, a clutch 2 and an electric machine 3 comprising a stator 4 and a rotor 5. The clutch 2 makes it possible to couple or uncouple in rotation the crankshaft of the heat engine, not shown, to the rotor 5 of the electric machine 3. Furthermore, the rotor 5 of the electric machine 3 is intended to be coupled in rotation to an input shaft of the gearbox. The assembly is therefore able to transmit a torque between the crankshaft of the engine and the input shaft of the gearbox. The electric machine 3 is a reversible rotary electric machine of the alternator-starter type. In starter mode, the clutch 2 is engaged and the electric machine 3 allows the start of the engine. In alternator mode, the electric machine 3 can recharge a battery of the vehicle and / or power organs or equipment consuming energy when the engine is running. It is further configured to recover energy when braking the vehicle. The electric machine 3 can in particular be configured to stop the 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). Moreover, the electric machine 3 is able to drive the vehicle at least for a short distance, the clutch 2 then being disengaged and the engine stopped.
    [0006] The double damping flywheel 1 comprises a primary flywheel 6, intended to be fixed to the crankshaft of the heat engine, not shown, and a secondary flywheel 7 which is centered and guided on the primary flywheel 6 by means of a Rolling bearing 8. The primary 6 and secondary 7 flywheels are movable about the axis of rotation X and are furthermore movable in rotation relative to each other about said axis X. The primary flywheel 6 comprises a central hub 9, radially internal, bearing the rolling bearing 8, centering the secondary flywheel 7, an annular portion 10 extending radially and a cylindrical portion 11 extending axially on the opposite side to the motor, from the outer periphery of the annular portion 10. The primary flywheel 6 also comprises an annular cover 12 fixed on the cylindrical portion 11. The annular cover 12 defines with the annular portion 10 and the cylindrical portion 11, a chamber annu lar.
    [0007] The central hub 9 has a radial annular portion in which are formed orifices. These orifices are arranged vis-à-vis orifices formed in the radially inner portion of the annular portion of the primary flywheel 6. Fastening screws, not shown, engaged in the orifices allow the attachment of the primary flywheel 6 to the end of the crankshaft.
    [0008] The double damping flywheel 1 further comprises a torsion damper with resilient members for transmitting the torque and damping rotation acyclisms between the primary 6 and secondary 7 flywheels in order to reduce vibrations from the engine. In the embodiment shown, the torsion damper has first and second damping stages arranged in series. The first damping stage comprises curved elastic members 13 with a circumferential effect, such as helical springs, housed in the annular chamber and distributed circumferentially around the axis X. In order to limit the friction between the curved elastic members 13 and the cylindrical portion 11 of the primary flywheel 6, the annular chamber is filled with a lubricating agent, preferably grease. The curved elastic members 13 extend, on the one hand, between two bearing seats carried by the primary flywheel 6 and, on the other hand, between two support lugs formed on an intermediate web 14. The second stage of damping comprises a plurality of groups of two elastic members, not shown, extending radially inside the curved elastic members 13, and providing a coupling between the intermediate web 14 and two guide rings 15, 16. The washers guidance extend axially on either side of the intermediate web 14. The straight elastic members of each group are connected in series via a phasing member, not shown, free to rotate relative to the intermediate web 14 and guide washers 15, 16. The guide washers 15, 16 are integral in rotation with the secondary flywheel 7. For more details, such a dual damping flywheel is described in particular in the doc ument W02010079273.
    [0009] The secondary flywheel 7 is intended to form the reaction plate of the clutch 2. Said clutch 2 comprises a cover 17, fixed on the outer periphery of the secondary flywheel 7, a pressure plate 18, an annular diaphragm 19 axially biasing the plate pressure 18 to the secondary flywheel 7, a friction disc 20 and a clutch abutment 21 adapted to rotate the diaphragm 19 to move the clutch 2 to its disengaged position. The clutch disc 20 is equipped with friction linings 22 and a corrugated hub 23 cooperating with splines formed on an intermediate shaft 24. The pressure plate 18 is rotatably connected to the cover 17 by tangential elastic tabs, no illustrated, axial action permitting axial movement of the pressure plate 18 relative to the reaction plate. Thus, the pressure plate 18 is movable, relative to the reaction plate, between an engaged position, in which the friction linings 22 are clamped between an annular friction surface of the secondary flywheel 7, forming a reaction plate, and the plateau pressure 18, and a disengaged position. In the engaged position, the clutch 2 is engaged and the torque is transmitted from the crankshaft to the intermediate shaft 24 via the clutch 2. The diaphragm 19 is in contact, on the one hand, at its inner periphery, with the abutment clutch 21 and, on the other hand, with a boss of the pressure plate 18. The diaphragm 19 urges the pressure plate 18 towards the reaction plate. To disengage the clutch 2, the clutch abutment 21 axially displaces the inner periphery of the diaphragm 19 rearwardly so as to tilt the diaphragm 19. Thus, the load exerted by the diaphragm 19 on the pressure plate 18 decreases so that the pressure plate 18 is biased forward by the action of the tangential tangential tongues. In a variant not shown, the clutch can be of the normally open type. In this case, it is the movement of the clutch abutment 21 towards the rear which makes it possible to solicit, via the diaphragm 19, the pressure plate 18 in the direction of the reaction plate. In such a normally open clutch, the diaphragm 19 has a resilience to return his fingers to a position before rest.
    [0010] The reversible rotary electric machine 3 comprises an external stator 4 and an internal rotor 5. The stator 4 surrounds the rotor 5. The rotor 5 has a central opening for the passage of the intermediate shaft 24. The stator 4 is carried by a support member 25 which is, on the one hand, intended to be fixed on the engine block and, secondly, intended to be fixed on the housing of the gearbox. The support member 25 is inserted between the transmission case and the engine block and is arranged to allow attachment of the gearbox to the engine block. In other words, the support member 25 forms, so to speak, a spacer between the engine block and the casing of the gearbox. In the embodiment shown, the support member 25 comprises a rear flange provided with orifices 64 allowing the passage of fasteners for fixing the support member 25 on the engine block. The support member 25 has an outer peripheral wall whose inner surface is of cylindrical shape in order to cooperate with the outer periphery 15 of the stator 4. The mounting of the stator 4 in the support member 25 can be made by hooping or by clamping by force. The support element 25 also has an internal web 26, extending behind the stator 4 and the rotor 5 and forming a separation wall between the clutch 2, on the one hand, and the electric machine 3, on the other hand. The support element 25 also defines a housing 20 extending inside the rotor 5 and within which the clutch abutment 21 extends at least partially. Such an arrangement makes it possible to optimize the axial size of the assembly. The housing is defined by an axial skirt 27 and a bottom 28 of radial orientation. The bottom 28 is provided with a bore allowing the passage of the intermediate shaft 24. Furthermore, an axial flange 29 extends from the bottom 28 of the housing, towards the front, and forms with the front face of the bottom 28 of the housing, a cylindrical bore housing a bearing 30. In other words, the bottom 28 of the housing limits, on the motor side, the bearing housing cylindrical bore 30 and defines a radial bearing rear bearing surface 30. The bearing 30 cooperates, moreover, with the intermediate shaft 24, with the aid of a shoulder 31 which defines a bearing surface before the bearing 30. The bearing 30 thus allows the centering of the intermediate shaft 24 with respect to the support member 25.
    [0011] The bearing 30 comprises an outer ring, an inner ring and rolling bodies extending between said outer and inner rings. The outer ring is coupled axially to the support member 25 while the inner ring is axially coupled to the intermediate shaft 24. Thus, the bearing 30 is axially fixed with respect to the support member 25, a part, and the intermediate shaft 24, on the other hand. In addition, such a mounting of the bearing 30 makes it possible axially to maintain the intermediate shaft 24 with respect to the support element 25. In order to axially couple the inner and outer rings, these can be force-fitted or glued. Alternatively, it is also possible to use one or more locking members, such as elastic rods or circlips. In one embodiment, not shown, the rear end of the intermediate shaft 24 is centered relative to the primary flywheel 6 by means of a controlled bearing mounted inside the central hub 9 of the primary flywheel 6. 15 The clutch abutment 21 is a fluid-controlled abutment. The stop 21 is concentric with the axis X and traversed by the intermediate shaft 24. The stop 21 comprises two parts in piston cylinder relation, that is to say a fixed part 32, delimiting a blind annular cavity of axial orientation, and a piston 33 mounted axially movable relative to the fixed portion 32. The piston 33 enters the cavity 20 to define therewith a variable volume working chamber. The cavity communicates via a channel with a connection arrival to a fluid supply pipe 34 connected to a master cylinder. The working chamber is therefore allowed to be pressurized or depressurized. In the embodiment shown, the fixed part 32 of the abutment 21 comprises a guide tube 35 and an outer body 36 surrounding the guide tube 35. The guide tube 35, for example a metal tube, defines the annular cavity in FIG. which the piston 33 is movable and thus guides the piston 33. The guide tube 35 is assembled to the body. The guide tube 35 is traversed by the intermediate shaft 24. The outer body 36 is provided with fastening means, not shown, to the support member 25. In an embodiment not shown, the clutch abutment 21 is a stop controlled by an electric actuator. The stop 21 is here of the self-centering type. It comprises a ball bearing with a profiled rotating ring for a point contact with the inner ends of the fingers of the diaphragm 29 and a non-rotating ring coupled axially to the piston 33. A sealing bellows 37 extends between the outer body 36 and the non-rotating ring. Alternatively, the stop 21 is of pulled type, the stop 21 then acting by pulling on the fingers of the diaphragm 29. The inner web 26 of the support member 25 comprises a recess 5 for the passage of the feed pipe 34. The rotor 5 is supported by a hub 38. The hub 38 has an axial skirt 39 for supporting the rotor 5. The rotor 5 comprises a bundle of sheets which is shrink-fitted on the outer surface of the skirt. axial 39. Thus, the hot pack of sheets is mounted by fitting on the outer surface of the axial skirt 39. The hub 38 for supporting the rotor 5 is fixed to the intermediate shaft 24. To do this, the end front of the intermediate shaft 24 comprises a flange 40 having a shoulder against which abuts an inner flange 41 formed in the support hub 38 and extending radially inwardly of the axial skirt 39. Fastening means , such as screws 42, allow fixed r the inner flange 41 of the hub 38 to the flange 40 of the intermediate shaft 24. Thus, the rotor 5 is centered relative to the support member 25 and, therefore, with respect to the stator 4 via the Bearing 30. The intermediate shaft 24 is equipped at its front end with a bore 43 20 for receiving a rear end 44 of an input shaft of the gearbox, partially shown in Figure 1. The bore 43 is provided with grooves for cooperating with complementary shaped grooves carried by the rear end 44 of the input shaft of the gearbox. Thus, the torque is transmitted between the intermediate shaft 24 and the input shaft of the gearbox. Alternatively, a clutch or a torque converter may be disposed in the transmission chain between the intermediate shaft 24 and the input shaft of the gearbox. The electric machine 3 is a polyphase electric machine. The stator 4 of the electric machine 3 comprises a winding equipped with a plurality of coils 45 distributed circumferentially around the axis X. The coils 45 are interconnected with each other by means of an interconnector 46. The interconnector 46 is axially offset with respect to the coils 45, towards the gearbox.
    [0012] In the illustrated embodiment, the interconnector 46 has four ring-shaped frames 47, 48, 49, 50 extending in a radial plane. The frames 47, 48, 49, 50 are electrically conductive, for example made of copper or advantageously of another weldable metallic material. These frames 47, 48, 49, 50 are stacked axially on each other and electrically isolated from each other. Preferably, the frames are embedded in a body made of electrically insulating material, such as plastics material. Each frame 47, 48, 49, 50 carries on its inner periphery lugs 51 extending radially inwards towards the frame, which are welded to the ends 52 of the stator coils 45. Each coil 45 has a first end called "Input" intended to be connected with one of the phase frames 47, 48, 49 and a second end called "output" intended to be connected to the neutral frame 50. The "inputs" of the coils are alternately connected to the frames of phases 47, 48, 49. Each phase frame 47, 48, 49 comprises on its outer periphery a connection terminal, not shown, for interconnection with a power connector itself connected to an inverter described for example in EP 0 831 580. Rotor 5 is a permanent magnet rotor. It comprises a body 53 formed of a stack of sheets stacked in the axial direction and permanent magnets 54 implanted radially in the laminations of the sheet package, at the outer periphery of the rotor 5. Furthermore, the transmission assembly is equipped The pendulum damper 55 comprises a support member 56 and a plurality of pendulum weights 57 circumferentially distributed over the support member 56. The weights 57 are able to oscillate with respect to the support member 56. support 56 in a plane orthogonal to the axis of rotation X, in response to irregularities of rotation. As shown in detail in FIG. 2, each weight 57 comprises two flanks 58, 59 which extend axially on either side of the support member 56 and are connected axially to each other by by means of two connecting struts 60. Each connecting strut 60 passes axially through an associated opening 61 of the support member 56. In addition, the oscillations of the weights 57 are guided by guiding means comprising, for each weight, two rolling elements 62 which each cooperate with a first raceway carried by the support member 56 and with a second raceway, carried by the weight 57, and extending vis-à-vis the first track rolling. The first race tracks are formed by the outer edge of the passage openings 61 of the spacers 60. The second raceways are carried by the spacers 60 connecting the flanks of each flyweight 57. The rolling elements 62 are, for example, formed by a cylindrical roller of circular section. The first and second race tracks have a generally epicyclic shape and are arranged such that the oscillation frequency of the flyweights 57 is proportional to the rotational speed of the drive shaft. The weights 57 further comprise stop elements 63 made of elastomer material for damping shocks when the weights 57 arrive at the end of the stroke or when the engine is stopped. The stop elements 63 are here arranged between the two flanks 58, 59 of each weight 57 and abut against the edge of the openings 61 for the passage of the spacers 60. As shown in FIG. 1, the support member 56 of FIG. pendulum damper 55 is a disc having near its radially inner edge orifices allowing the passage of fasteners 42 to the intermediate shaft 24. In the embodiment shown, the support member 56 of the damper the pendulum 55 and the hub 38 for supporting the rotor 5 are fixed to the flange 40 of the intermediate shaft 24 by means of common fasteners. The pendular damper 55 extends, relative to the rotor 5, on the transmission side and is at least partially housed inside the interconnector 46. In other words, at least a portion of the pendulum damper 55 extends in the plane of the interconnector 46, radially inside thereof. In one embodiment, the pendulum damper 55 is integrally housed inside the interconnector 46. According to one embodiment of the invention, in order not to disturb the operation of the electrical machine, the Support 56 and / or pendulum weights 57 are made of a non-magnetic material, such as a polymer or aluminum. Although the invention has been described in connection with several particular embodiments, it is obvious that it is not limited thereto and that it comprises all the technical equivalents of the means described and their combinations if they are within the scope of the invention. The use of the verb "to include", "to understand" or "to include" and its conjugated forms does not exclude the presence of other elements or steps other than those set out in a claim. The use of the indefinite article "a" or "an" for an element or a step does not exclude, unless otherwise stated, the presence of a plurality of such elements or steps. In the claims, any reference sign in parentheses can not be interpreted as a limitation of the claim.
    权利要求:
    Claims (11)
    [0001]
    REVENDICATIONS1. Transmission unit for a motor vehicle, intended to be arranged between a heat engine equipped with a crankshaft and a gearbox equipped with an input shaft, said assembly comprising: an electric machine (3) comprising a stator ( 4) external and an inner rotor (5) rotatable about an axis X and intended to be coupled in rotation to the input shaft of the gearbox; a clutch (2), arranged with respect to the electric machine on the thermal motor side, arranged to couple or disconnect in rotation the crankshaft of the heat engine and the rotor (5); and - a pendulum damper (55) comprising an annular support member (56), integral in rotation with the rotor (5), and pendulum weights (57) movably mounted on the support member (56); Wherein the stator (4) comprises coils (45) circumferentially distributed about the X axis and an annular interconnector (46) for interconnecting the coils (45), said interconnector (46) being axially offset relative to to the coils (45) on the transmission side; and wherein the pendulum damper (55) is at least partially radially housed within the interconnector (46).
    [0002]
    2. Transmission assembly according to claim 1, wherein the clutch (2) comprises a friction disc (20) which is integral in rotation with the rotor (5) via an intermediate shaft (24), the rotor (5) having a central opening through which the intermediate shaft (24) passes. 25
    [0003]
    3. The assembly of claim 2, wherein the intermediate shaft (24) comprises a flange (40) and wherein the rotor (4) is mounted integral in rotation with the intermediate shaft (24) via a support hub (38), said support hub (38) having an axial skirt (39) for supporting the rotor (4) and an inner flange (41) extending radially inwardly of the axial skirt ( 39) fixed to the flange (40) of the intermediate shaft (24) by fasteners (42).
    [0004]
    4. The assembly of claim 2 or 3, wherein the intermediate shaft (24) comprises a flange (40) and wherein the support member (56) of the pendulum damper (55) is fixed to the flange ( 40) of the intermediate shaft (24) by fasteners (42).
    [0005]
    An assembly according to claim 3 and claim 4, wherein the inner flange (40) of the rotor support hub (38) (5) and the pendulum damper support member (55) (55). are attached to the flange (40) of the intermediate shaft (24) by common fasteners (42).
    [0006]
    6. An assembly according to one of claims 2 to 5, wherein the intermediate shaft (24) comprises a splined bore (43) for receiving an end (44) of the input shaft of the gearbox. 10
    [0007]
    7. An assembly according to any one of claims 1 to 6, wherein the pendulum weights (57) comprise two flanks (58, 59) extending axially on either side of the support member (56) and are connected to each other by means of two connecting struts (60) axially passing through an associated opening (61) of the support member (56). 15
    [0008]
    8. An assembly according to any one of claims 1 to 7, wherein the interconnector (46) comprises at least four frames (47, 48, 49, 50) of annular shape, stacked axially on each other and isolated between each frame (47, 48, 49, 50) carrying on its inner periphery tabs (51) projecting inwardly from the frame (47, 48, 49, 50) connected to ends (52); ) coils (45).
    [0009]
    9. An assembly according to any one of claims 1 to 9, further comprising a double damping flywheel (1) comprising: - a primary flywheel (6) intended to be fixed to the crankshaft of the engine, and a secondary flywheel (7). ) configured to form a reaction plate of the clutch (2), said primary (6) and secondary (7) flywheels being rotatable relative to each other about an axis of rotation X; and - a torsion damper resilient members for transmitting torque and damping rotational acyclisms between the primary (6) and secondary (7) flywheels.
    [0010]
    10. An assembly according to any one of claims 1 to 9, comprising a support member (25) provided with fixing elements to the engine block and / or the gearbox and having an outer peripheral wall whose inner surface cooperates with the outer periphery of the stator (4), an internal veil (26) extending between the clutch (2) and the electric machine (3), the support member (25) further defining a housing extending to the inside of a bore of the rotor (5) and for accommodating at least partially an abutment (21) for actuating the clutch (2).
    [0011]
    11. An assembly according to claim 10 and claim 2, wherein the intermediate shaft (24) cooperates with the support member (25) via a bearing (30) supporting and guiding in rotation the shaft intermediate (24) relative to the support member (25).
    类似技术:
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    WO2015040284A1|2015-03-26|Transmission assembly for motor vehicle
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    同族专利:
    公开号 | 公开日
    WO2015075365A2|2015-05-28|
    WO2015075365A3|2015-08-06|
    FR3013640B1|2015-12-18|
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    DE102012203611A1|2011-04-04|2012-10-04|Schaeffler Technologies AG & Co. KG|Device for transmitting a torque|
    FR2982335A1|2011-11-07|2013-05-10|Valeo Embrayages|PENDULUM OSCILLATOR TYPE FILTRATION DEVICE HAVING AN IMPROVED GUIDE SYSTEM|
    ES2193305T3|1996-09-21|2003-11-01|Diehl Ako Stiftung Gmbh & Co|INSTALLATION FOR THE CONTROL OF THE DRIVING CURRENT OF A PERMANENT MOTOR ELECTRIC SWITCHED.|FR3052401B1|2016-06-09|2019-08-16|Valeo Embrayages|TORQUE TRANSMISSION DEVICE, IN PARTICULAR FOR A MOTOR VEHICLE|
    DE102017129264A1|2017-03-06|2018-09-06|Schaeffler Technologies AG & Co. KG|Hybrid module with flywheel; as well as hybrid powertrain|
    DE102017129274A1|2017-03-06|2018-09-06|Schaeffler Technologies AG & Co. KG|Assembly and disassembly procedure for hybrid modules|
    WO2018228634A1|2017-06-16|2018-12-20|Schaeffler Technologies AG & Co. KG|Torque-transmitting device|
    FR3073914A1|2017-11-22|2019-05-24|Valeo Embrayages|TRANSMISSION DEVICE FOR A HYBRID VEHICLE|
    法律状态:
    2015-11-30| PLFP| Fee payment|Year of fee payment: 3 |
    2016-11-30| PLFP| Fee payment|Year of fee payment: 4 |
    2017-11-30| PLFP| Fee payment|Year of fee payment: 5 |
    2019-11-29| PLFP| Fee payment|Year of fee payment: 7 |
    2020-11-30| PLFP| Fee payment|Year of fee payment: 8 |
    2021-11-30| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1361526A|FR3013640B1|2013-11-22|2013-11-22|TRANSMISSION ASSEMBLY FOR A HYBRID VEHICLE EQUIPPED WITH A PENDULAR SHOCK ABSORBER|FR1361526A| FR3013640B1|2013-11-22|2013-11-22|TRANSMISSION ASSEMBLY FOR A HYBRID VEHICLE EQUIPPED WITH A PENDULAR SHOCK ABSORBER|
    PCT/FR2014/052939| WO2015075365A2|2013-11-22|2014-11-17|Transmission assembly for a hybrid vehicle provided with a damper|
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