CN107914566B - Double clutch and hybrid module - Google Patents
Double clutch and hybrid module Download PDFInfo
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- CN107914566B CN107914566B CN201710425606.3A CN201710425606A CN107914566B CN 107914566 B CN107914566 B CN 107914566B CN 201710425606 A CN201710425606 A CN 201710425606A CN 107914566 B CN107914566 B CN 107914566B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
- F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
- F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
- F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
- F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
- B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
- F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
- F16D2021/0661—Hydraulically actuated multiple lamellae clutches
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
The invention relates to a dual clutch and a hybrid module having such a dual clutch, wherein the dual clutch has an actuating system, a first partial clutch and a second partial clutch, wherein the actuating system comprises a first actuating device, a second actuating device and a rotary joint element, wherein the first actuating device has a first pressure chamber and the second actuating device has a second pressure chamber, wherein the rotary joint element has at least one first pressure channel and at least one second pressure channel, wherein the first pressure channel is fluidically connected to the first pressure chamber and is designed to conduct first pressure oil to the first pressure chamber for actuating the first partial clutch, wherein the second pressure channel is fluidically connected to the second pressure chamber and is designed to conduct second pressure oil to the second pressure chamber for actuating the second partial clutch, wherein the first pressure channel and the second pressure channel are arranged in a partially overlapping manner in the circumferential direction.
Description
Technical Field
The invention relates to a double clutch according to the invention and a hybrid module according to the invention.
Background
DE 10 2009 059 944 A1 discloses a clutch device for a hybrid-driven motor vehicle.
Disclosure of Invention
The object of the present invention is to provide an improved double clutch and an improved hybrid module.
This object is achieved by means of a dual clutch according to the invention and a hybrid module according to the invention.
It is known that an improved double clutch can thus provide: the double clutch comprises an actuating system, a first partial clutch and a second partial clutch which are mounted so as to be rotatable about an axis of rotation. The operating system comprises a first operating device, a second operating device and a swivel element. The first operating device has a first pressure chamber and the second operating device has a second pressure chamber. The rotary joint element has at least one first pressure channel and at least one second pressure channel. The first pressure channel is fluidically connected to the first pressure chamber and is designed to conduct first pressure oil to the first pressure chamber for the switchable actuation of the first partial clutch. The second pressure channel is fluidically connected to the second pressure chamber and is designed to conduct second pressure oil to the second pressure chamber for the switchable actuation of the second partial clutch. The first pressure channel and the second pressure channel are arranged in a segment overlapping in the circumferential direction.
This configuration has the following advantages: the double clutch is particularly compact in the axial direction. Furthermore, the number of components is smaller than in the case of other double clutches.
In a further embodiment, the first pressure channel and the second pressure channel are arranged at least in sections extending parallel to the axis of rotation. Furthermore, the first pressure channel is arranged offset in the circumferential direction from the second pressure channel.
In a further embodiment, the first pressure channel has a first channel section and at least one second channel section. The first channel section is connected to the second channel section. The second channel section is arranged between the first pressure chamber and the first channel section. The second pressure channel has a third channel section and a fourth channel section, wherein the third channel section is connected to the fourth channel section, wherein the fourth channel section is arranged between the second pressure chamber and the third channel section. The first channel section and the third channel section are arranged extending parallel to the axis of rotation. The second channel section is arranged obliquely with respect to the first channel section. The fourth channel section is arranged obliquely with respect to the third channel section.
In another embodiment, the second channel section extends radially inwardly from the first channel section. Preferably, the second channel section is arranged perpendicular to the first channel section. The fourth channel section extends radially outward from the third channel section. Preferably, the fourth channel section is arranged perpendicular to the third channel section.
In a further embodiment, the rotary union element has at least one cooling channel, wherein the cooling channel is designed to conduct a cooling liquid, wherein the cooling channel is arranged offset in the circumferential direction with respect to the first pressure channel and the second pressure channel. In the circumferential direction, the cooling channel is arranged at least in sections overlapping in relation to the first and second pressure channels.
In a further embodiment, the rotary joint element is arranged rotationally fixed relative to the first partial clutch. The first partial clutch has a first friction disk carrier and a first friction group with at least one first friction partner and at least one second friction partner. The first operating device has a first pressure piston. The first pressure piston is designed to bring the first friction partner into frictional contact with the second friction partner when pressurized oil is loaded into the first pressure chamber. The first friction lining carrier has a first friction lining carrier section and a first toothing section connected to the first friction lining carrier section. The first toothed section and the first friction partner fit into one another, and the first toothed section is designed to carry the first friction partner. The first friction plate carrier section is arranged radially outside the rotary joint element. The first friction lining carrier section has at least one first opening, wherein the first opening extends in the radial direction and fluidly connects the second pressure channel to the second pressure chamber.
In a further embodiment, the dual clutch has a rotor, wherein the first friction lining carrier comprises a second friction lining carrier section. The second disk carrier section extends in the radial direction and is connected to the rotor on the radially inner side and to the first disk carrier section on the radially outer side. The second disk carrier section and the rotary joint element are arranged at least partially overlapping in the radial direction. The rotor has a rotor section extending in an axial direction. The rotor section is arranged radially inside the rotary joint element. The rotor section, the first disk carrier section and the second disk carrier section delimit an annular engagement region. The rotary joint element is arranged at least in sections in the mating region.
In a further embodiment, the rotor has a third pressure channel, wherein the third pressure channel fluidically connects the first pressure channel to the first pressure chamber, wherein the first pressure channel and the third pressure channel are arranged in an overlapping manner in sections in the axial direction.
In a further embodiment, the hybrid module has an electric machine with a stator and a rotor, a separating clutch, a module input side, a module output side and a double clutch, wherein the double clutch is designed as described above, wherein the separating clutch is connected to the module input side, wherein the module input side can be connected to an internal combustion engine, and the module output side can be connected to a transmission of the vehicle, wherein the separating clutch is designed to technically couple or technically decouple the module input side to or from the electric machine, wherein the double clutch is designed to technically couple or technically decouple the electric machine to or from the module output side. The double clutch is arranged in the electric machine radially and axially inside the rotor. The first partial clutch and the second partial clutch of the dual clutch are arranged axially one behind the other, wherein the separating clutch is arranged radially inside at least one of the two partial clutches. The separating clutch, the double clutch and the rotor are arranged at least in the axial direction in a segment-wise overlapping manner.
In another embodiment, the operating system is configured as a hybrid low-pressure system, wherein the hybrid low-pressure system preferably has an operating pressure of 14 bar. Alternatively, the operating system is configured as a high-pressure system, wherein the high-pressure system preferably has an operating pressure of 38 bar.
Drawings
The present invention is explained in detail below with reference to the drawings. Shown here are:
fig. 1 is a half longitudinal section through a double clutch;
FIG. 2 isbase:Sub>A cross section through the dual clutch shown in FIG. 1 along section plane A-A shown in FIG. 1;
FIG. 3 is a sectional view through the dual clutch shown in FIG. 2 along section plane B-B shown in FIG. 2;
FIG. 4 is a cross-sectional view through the dual clutch shown in FIG. 2 along the cross-sectional plane C-C shown in FIG. 2;
FIG. 5 is a cross-sectional view through the dual clutch shown in FIG. 2 along section plane D-D shown in FIG. 2; and
fig. 6 is a longitudinal section through a hybrid module according to a first embodiment.
Detailed Description
Fig. 1 shows a half-longitudinal section through a dual clutch 10.
The dual clutch 10 has an input side 15, a first output side 20, a second output side 25, a first partial clutch 30, a second partial clutch 35, an actuating system 40 and a rotor 70. The first sub-clutch 30, the second sub-clutch 35, and the rotor 70 are supported rotatably about the rotation axis 45. The first sub-clutch 30 and the second sub-clutch 35 are arranged axially one after the other. The partial clutches 30, 35 can also be arranged radially one above the other.
The input side 15 can be connected, for example, in a torque-locked manner with an internal combustion engine of the motor vehicle, for example, in the assembled state of the double clutch 10 in the motor vehicle. Naturally, it is also conceivable for the input side 15 to be connected in a torque-locked manner to a differently configured drive motor of the motor vehicle.
The first output side 20 has a first hub 50 and the second output side 25 has a second hub 55. Advantageously, the first hub 50 provides a torque-locking connection to a first transmission input shaft 60 of a motor vehicle transmission. Advantageously, the second hub 55 provides a torque-locked connection to the second transmission input shaft 65 of the transmission.
The first partial clutch 30 has a first friction disk carrier 75, a first friction pack 80 and a second friction disk carrier 85. First friction set 80 includes a first friction partner 90 and a second friction partner 95. The first friction partner 90 can be designed, for example, as a lining-free friction lining. The second friction partner 95 can be configured, for example, as a lining disk. The first friction partner 90 and the second friction partner are combined alternately in a stack to form the first friction group 80.
First friction lining carrier 75 has a first tooth portion 100 extending in the axial direction. The first tooth section 100 has, for example, a first inner tooth 105, into which the first friction partner 90 fits and carries the first friction partner 90. The first friction partner 90 is thereby connected to the first friction lining carrier 75 in a torque-locking manner and in an axially movable manner.
The second friction disk carrier 85 has a first external toothing 110. The second friction partner 95 engages in the first external toothing 110, so that the second friction partner 95 is connected to the second friction disk carrier 85 in a torque-locking manner and in an axially movable manner. In this case, the first inner toothing 105 and the first outer toothing 110 form an annular gap, wherein the first friction pack 80 is arranged in the annular gap. The second friction disk carrier 85 is connected radially on the inside with the first hub 50 in a torque-locking manner.
The second partial clutch 35 has a third friction lining carrier 115 and a fourth friction lining carrier 120. Third friction plate carrier 115 has a second tooth portion 125. Second tooth section 125 is formed in the axial direction as a continuation of first tooth section 100 and is formed, for example, integrally and materially in line with first friction lining carrier 75. The second tooth section 125 has a second internal tooth 130, wherein in this embodiment the second internal tooth 130 is, for example, of the same design as the first internal tooth 105.
The fourth friction lining carrier 120 has a second outer toothing 135. The second outer toothing 135 and the second inner toothing 130 form a second ring gap, wherein the second friction pack 140 of the second partial clutch 35 is arranged in the second ring gap. The fourth friction disk carrier 120 is connected radially on the inside with the second hub 55 in a torque-locking manner.
The second friction group 140 has a third friction partner 145 and at least one fourth friction partner 150. In this embodiment, the third friction partner 145 is designed as a lining-free friction plate. The third friction group 145 can naturally also be designed as a lining disk. In this embodiment, the fourth friction partner 150 is designed as a lining disk. The fourth friction partner 150 may naturally also be designed as a friction lining without a lining. In this embodiment, the third friction partner 145 and the fourth friction partner 150 are arranged in a stack alternately in the axial direction with an exemplary plurality of third and fourth friction partners 145, 150 as a second friction group 140. The third friction partner 145 engages in the second internal toothing 130 and is connected to the third friction disk carrier 115 in an axially movable and torque-locking manner. The fourth friction partner 150 engages in the second outer toothing 135 and is connected to the fourth friction disk carrier 120 in a torque-locking manner and in an axially movable manner.
The dual clutch 10 furthermore has a driver 155. The driver 155 is connected radially on the outside to the third friction lining carrier 115. The driver 155 is connected to the input side 15 on the radially inner side.
The operating system 40 has a first operating device 160, a second operating device 165 and a swivel element 170. The rotary joint element 170 is connected, for example, in a rotationally fixed manner to a housing 171 (only shown symbolically in sections in fig. 1). The first operating device 160 is assigned to the first partial clutch 30. The second operating device 165 is assigned to the second partial clutch 35.
In this embodiment, the operating system 40 is configured as a low-pressure system and preferably has an operating pressure of 10 to 20bar, preferably 14 bar. Naturally, it is also conceivable for the operating system 40 to be designed as a high-pressure system, for example, with an operating pressure of 30 to 40bar, in particular with an operating pressure of 38 bar.
The housing 171 bounds an interior chamber 172. The dual clutch 10 is designed as a wet dual clutch 10, so that a cooling fluid 173, in particular cooling oil, is provided in the interior 172.
The first operating device 160 has a first pressure piston 175, a delimiting element 180, a first pressure chamber 185, a first return device 190 and a first centrifugal oil balancing device 195.
The first limiting element 180 is connected radially on the inside to the rotor 70. The first pressure piston 175 is located on the rotor 70 and together with a first delimiting element 180 substantially delimits a first pressure chamber 185.
The first pressure piston 175 is coupled radially on the outside to the first friction group 80. A first return device 190 and a first centrifugal oil balancing device 195 are arranged on the side of the first pressure piston 175 axially opposite the first pressure chamber 185. The first centrifugal oil balancing device 195 delimits the first centrifugal oil chamber 200 with the rotor 70 and the first pressure piston 175 on the side of the first pressure piston 175 facing away from the first pressure chamber 185. The first return arrangement 190 is arranged in the first centrifugal oil chamber 200. In this embodiment, the first restoring device 190 is configured as a disk spring by way of example and is supported on the rotor 70 on the radial inside by the radially inner end of the first centrifugal oil balancing device 195. The first return device 190 is supported radially outward on the first pressure piston 175.
In this embodiment, the second operating device 165 is arranged, in fig. 1, in an exemplary manner on the right relative to the first operating device 160. The second operating device 165 has a second pressure piston 205, a second pressure chamber 210, a second centrifugal oil balancing device 215 and a second return device 220.
In addition to first tooth section 100, first friction disk carrier 75 has a first friction disk carrier section 225, a second friction disk carrier section 230 and a pot section 235.
First friction disk carrier section 225 extends in the axial direction and is in this exemplary embodiment parallel to rotational axis 45. Second friction disk carrier section 230 extends in the radial direction in the plane of rotation and is oriented, for example, perpendicularly to first friction disk carrier section 225. The second disk carrier section 230 is connected radially on the inside to the rotor 70 at a shoulder 240 of the rotor 70. The shoulder 240 of the rotor 70 extends in the radial direction in the same way as the second disk carrier section 230. Radially outwardly, the second disk carrier section 230 is connected to the first disk carrier section 225.
In this case, the second disk carrier section 230, the shoulder 240 and the rotary joint element 170 are arranged radially one above the other. In this case, radially overlapping is to be understood to mean that at least two components, for example the rotary joint element 170 and the second friction lining carrier section 230 (in this embodiment, the shoulder 240 of the rotor 70 is additionally provided) coincide in a first projection plane, which is arranged perpendicular to the axis of rotation 45, in the case of a projection of these components in the axial direction, in which first projection plane the second friction lining carrier section 230, the shoulder 240 and the rotary joint element 170 coincide.
On the side facing away from the second friction lining carrier section 230 in the axial direction, the first friction lining carrier section 225 is connected to the can section 235. The can section 235 is connected radially on the outside to the first toothing section 100. In this embodiment, first disk carrier 75, second disk carrier 85 and first toothed segment 100 are formed integrally and of identical material. Naturally, a multi-part construction of the individual segments 225, 230, 235 of the first friction lining carrier 75 is also conceivable.
The second pressure chamber 210 is delimited by a pot section 235, a first friction disk carrier section 225 and a second pressure piston 205. The second pressure piston 205 is guided radially outward past the first friction group 80 and is designed to actuate the second friction group 140. A second return device 220 and a second centrifugal oil balancing device 215 are arranged axially on the side opposite the second pressure chamber 210. The second centrifugal oil balancing device 215 delimits, together with the second pressure piston 205, a second centrifugal oil chamber 216. The second return device 220 is supported on the one hand on the second pressure piston 205 and on the other hand by the second centrifugal oil balancing device 215 on the first limiting element 180.
In this embodiment, in the radial direction, the first friction plate carrier section 225 is arranged radially outwardly with respect to the rotary joint element 170, and the rotor section 245 is arranged radially inwardly with respect to the rotary joint element 170. In this case, the rotary joint element 170, the rotor section 245 and the first friction lining carrier section 225 are arranged axially one above the other. In this case, overlapping in the axial direction means that at least two components (in this embodiment, by way of example, the rotary joint element 170, the first friction disk carrier section 225 and the rotor section 245) coincide in a second projection plane (in which the axis of rotation 45 extends) if they project in the radial direction into the second projection plane.
Fig. 2 showsbase:Sub>A sectional view through the dual clutch 10 shown in fig. 1 along the sectional planebase:Sub>A-base:Sub>A shown in fig. 1.
The rotary union member 170 has a first pressure passage 255, a second pressure passage 260, and a first cooling passage 265. The first pressure channel 255 is arranged offset in the circumferential direction with respect to the second pressure channel 260 and with respect to the first cooling channel 265. The first pressure passage 255, the second pressure passage 260, and the first cooling passage 265 are fluidly separated from one another. In this embodiment, a plurality of first pressure channels 255, a plurality of second pressure channels 260 and a plurality of first cooling channels 265 are provided, which are arranged distributed in the circumferential direction, for example at regular intervals. For example, the angle α between the first cooling channel 265 and the first pressure channel 255 and/or the further angle β between the second pressure channel 260 and the first cooling channel 265, respectively, can be equal. The first cooling passage 265 is illustratively disposed between the first pressure passage 255 and the second pressure passage 260 in the circumferential direction.
Furthermore, at least one first opening 270 is provided in first friction lining carrier section 225. In this embodiment, a plurality of first openings 270 are provided, which are distributed in the circumferential direction with respect to the first friction disk carrier section 225. The first opening 270 can be configured, for example, as a bore. First opening 270 extends completely through first friction disk carrier section 225 in the radial direction.
The rotary joint element 170 has a first groove 275 on the radially outer side. The first groove 275 is formed circumferentially around the axis of rotation 45 and opens radially outward. Here, the first opening 270 is arranged overlapping with the first groove 275 in the axial direction.
The rotor 70 has a second groove 280 in the rotor section 245 radially on the outside. The second groove 280 is formed around the axis of rotation 45. In this embodiment, the second groove 280 and the first groove 275 illustratively overlap in the axial direction. Naturally, it is also conceivable for the first groove 275 and the second groove 280 to be arranged axially offset in the axial direction.
The first pressure channel 255 has a first channel section 285 and a second channel section 290. The first channel section 285 is configured as a blind hole. The first channel section 285 extends parallel to the axis of rotation 45. The second channel section 290 is connected to the first channel section 285. The second channel section 290 is arranged obliquely with respect to the first channel section 285, preferably perpendicularly thereto. Here, the second passage section 290 extends radially inward from the first passage section 285. In this case, the second channel section 290 is arranged axially overlapping the second groove 280. The second channel section 290 fluidly connects the first channel section 285 with the second slot 280.
The second pressure channel 260 has a third channel section 300 and a fourth channel section 305. The third channel section 300 is aligned running parallel to the rotational axis 45 and is also arranged running parallel to the first channel section 285. The fourth channel section 305 extends radially outward from the third channel section 300 and opens into the first groove 275. The fourth channel section 305 is arranged here at an angle to the third channel section 300, preferably perpendicular thereto. The third channel section 300 is connected to a fourth channel section 305. The fourth channel section 305 fluidly connects the third channel section 300 with the first groove 275.
The first channel section 285 and the third channel section 300 are arranged overlapping in the circumferential direction. Here, overlapping in the circumferential direction is understood to mean that, in the case of two components (for example the first channel section 285 and the third channel section 300) which project in the circumferential direction (in the direction of rotation about the axis of rotation 45) into a third projection plane in which the axis of rotation 45 extends, the two components (in this embodiment the first channel section 285 and the third channel section 300) coincide.
The first cooling passage 265 is configured as a through bore through the rotary union member 170. Here, the first cooling duct 265 is arranged in the circumferential direction overlapping the first duct section 285 of the first pressure duct 255 and overlapping the third duct section 300 of the second pressure duct 260. In this case, it is particularly advantageous if the first channel section 285, the third channel section 300 and the first cooling channel 265 are arranged on a common first circular path 330 around the axis of rotation 45.
Fig. 3 shows a section through the sectional view of the dual clutch 10 shown in fig. 2 along the sectional plane B-B shown in fig. 2.
On the side of the rotary union element 170 facing the shoulder 240, the first channel section 285 is closed by a configuration as a blind hole. The first channel section 285 opens into a first end 291 facing away from the shoulder 240.
Furthermore, a third pressure channel 295 is arranged in the rotor 70. The third pressure channel 295 extends radially inward past the shoulder 240. Third pressure channel 295 fluidly connects first pressure chamber 185 with first pressure channel 255 via second groove 280. In this case, the third pressure channel 295 and the first pressure channel 255 are arranged in an overlapping manner in the axial direction in a partial region.
In order to achieve a frictional engagement between the first friction partner 90 and the second friction partner 95, a first pressure oil 292 is supplied to the first pressure chamber 185 via the first pressure channel 255 and the third pressure channel 295 and is pressurized. The first pressure oil 292 actuates the first pressure piston 175, which presses against the first friction partner 80 and effects a first friction lock between the first friction partner 90 and the second friction partner 95, so that the input side 15 is connected to the first output side 20 in a torque-locked manner by the first friction partner 80.
Fig. 4 shows a sectional view through the dual clutch 10 shown in fig. 2 along the sectional plane C-C shown in fig. 2.
In this embodiment, the third channel section 300 is designed as a blind hole in the rotary union element 170, wherein the first and third channel sections 285, 300 are, by way of example, identically designed. The fourth channel section 305 and the second channel section 290 are arranged axially offset. However, they have a partial overlap in the axial direction. The fourth channel section 305 also opens onto the first end face 291 like the first channel section 285.
The third pressure channel 295 has a fifth channel section 310 and a sixth channel section 315. The fifth channel section 310 is closed on the side facing the first end face 291 of the rotary joint element 170 by means of a first sealing device 320. The first sealing means 320 is configured as a ball which is pressed into the fifth channel section 310. However, the first sealing device 320 may also be configured differently. In this embodiment, the fifth channel section 310 is configured as a blind hole extending parallel to the rotational axis 45. The sixth channel section 315 is arranged obliquely to the fifth channel section 310 and fluidly connects the fifth channel section 310 with the first pressure chamber 185. In this case, the sixth channel section 315 opens radially inside the first pressure chamber 185 on the outer circumferential surface of the rotor 70 in the axial direction between the limiting element 180 and the first pressure piston 175.
The second groove 280 is fluidly connected with the fifth channel section 310 by means of the seventh channel section 325 of the third pressure channel 295. In this case, the seventh channel portion 325 extends radially inward from the second groove 280 to the fifth channel portion 310. In this embodiment, seventh channel segment 325 is, for example, constructed perpendicularly to fifth channel segment 310. The seventh channel section 325 is configured as a bore hole, for example, in the same way as the sixth channel section 315.
Through the second pressure channel 260, the second pressure oil 306 is conveyed into the second pressure chamber 210 through the first groove 275 and the first opening 270. When the second pressure chamber 210 is charged with second pressure oil 306, the second pressure piston 205 actuates the second friction group 140 and produces a further frictional engagement between the third friction partner 145 and the fourth friction partner 150, so that the input side 15 is connected in a torque-locking manner to the second output side 25.
Fig. 5 shows a sectional view through the dual clutch 10 shown in fig. 2 along the sectional plane D-D shown in fig. 2.
A second opening 335 is arranged in the second friction disk carrier section 230. The second opening 335 connects a first intermediate chamber 345, which is arranged between the second end side 340 of the rotary joint element 170 and the second friction plate carrier section 230, to the second centrifugal oil chamber 216.
Further, the rotor 70 has a second cooling passage 355. The second cooling channel 355 is arranged as a through-bore in the rotor 70. Here, the second cooling duct 355 is arranged in the circumferential direction overlapping with respect to the fifth duct section 310. In this case, the fifth channel section 310 and the second cooling channel 355 are advantageously arranged to extend on a second circular path 360 about the axis of rotation 45. In this way, the fifth channel section 310 and the second cooling channel 355 can be produced in production with the aid of a single drilling tool.
During operation of the dual clutch 10, a first cooling liquid flow 350 of the cooling liquid 173 is fed into the first intermediate chamber 345 via the first cooling duct 265. The first cooling liquid flow 350 flows from the first intermediate chamber 345 through the second opening 335 into the second centrifugal oil chamber 216. Furthermore, the first cooling liquid flow 350 flows past (to the left of the second centrifugal oil chamber 216) and in the direction of the first friction pack 80 for cooling the first friction pack 80.
During operation of the dual clutch 10, a second cooling fluid flow 365 of the cooling fluid 173 via the rotor 70 is conducted through the second cooling channel 355. The second cooling liquid flow 365 enters a second intermediate chamber 370, which is bounded by the first hub 50 and the rotor 70. The second cooling liquid flow 365 flows from the second intermediate chamber 370 through a third opening 371 (cf. Fig. 1) arranged in the rotor 70 into the first centrifugal oil chamber 200. The second cooling liquid flow 365 can escape from the first centrifugal oil chamber 200 and flow in the direction of the second friction pack 140. Thereby, a reliable cooling and a reliable centrifugal oil balance for the sub-clutches 30, 35 can be ensured.
In order to ensure a reliable sealing of the rotary union element 170 with respect to the first friction disk carrier 75, the dual clutch 10 additionally has a second sealing device 375. The second sealing device 375 has a second third groove 380 arranged at a distance. The third groove 380 is arranged radially outside in the rotary joint element 170. A first sealing element 385 is arranged in each third groove 380. The first grooves 275 are arranged between said third grooves 380 at a distance in the axial direction. The second sealing device 375 seals both the first groove 275 from the inner chamber 172 of the dual clutch 10 and the first intermediate chamber 345 from the first groove 275.
Furthermore, the dual clutch 10 has a third sealing device 395. The third sealing device 395 is constructed similarly to the second sealing device 375. In contrast, the third sealing device 395 has two fourth grooves 400 spaced apart in the axial direction and arranged in the rotor 70 in the rotor section 245. The second groove 280 is disposed between the two fourth grooves 400. Second sealing elements 405 are respectively arranged in the fourth grooves 400. The third sealing device 395 seals both the second groove 280 from the inner chamber 172 and the first intermediate chamber 345 from the second groove 280.
Fig. 6 shows a half-longitudinal section through the hybrid module 500.
The hybrid module 500 has the double clutch 10, the electric machine 505 and the separating clutch 510 explained in fig. 1 to 5. Motor 505 has a stator 515 and a rotor 520. The rotor 520 is arranged radially outward with respect to the first friction disk carrier 75 and the third friction disk carrier 115. In this embodiment, the first friction lining carrier 75 and the pot segment 235 are here, by way of example, fitted into one another and connected to one another in a torque-locking manner. Furthermore, the hybrid module 500 has a module input side 525. The module input side 525 can be connected to the internal combustion engine of the vehicle. The module output side 530 is made up of a first output side 20 and a second output side 25. The module output side 530 can be connected with a transmission.
Depending on the switching state of the separating clutch 510, the dual clutch 10 either connects the electric machine 505 to one of the two output sides 20, 25 and/or, in the closed state, the separating clutch 510 connects the module input side 525 to one of the two output sides 20, 25 in a torque-locking manner.
The above-described configuration of the double clutch 10 and of the hybrid module 500 makes it possible to provide a particularly compact double clutch 10, in particular in the axial direction, and a particularly compact hybrid module 500 in the axial direction. Furthermore, the number of components of the dual clutch 10 and of the hybrid module 500 is smaller compared to known configurations.
List of reference numerals
10. Double clutch
15. Input side
20. First output side
25. Second output side
30. First sub-clutch
35. Second sub-clutch
40. Operating system
45. Axis of rotation
50. First hub
55. Second hub
60. First transmission input shaft
65. Second transmission input shaft
70. Rotor
75. First friction plate support
80. First friction group
85. Second friction plate support
90. First friction partner
95. Second friction partner
100. First tooth section
105. First internal tooth part
110. First external tooth part
115. Third friction plate support
120. Fourth friction plate support
125. Second tooth segment
130. Second internal tooth portion
135. Second external tooth part
140. Second friction set
145. Third friction partner
150. Fourth friction partner
155. Driving part
160. First operating device
165. Second operating device
170. Rotary joint element
171. Shell body
172. Inner chamber
173. Cooling liquid
175. First pressure piston
180. Limiting element
185. A first pressure chamber
190. First return device
195. First centrifugal oil balance device
200. A first centrifugal oil chamber
205. Second pressure piston
210. Second pressure chamber
215. Second centrifugal oil balancing device
216. Second centrifugal oil chamber
220. Second return device
225. First friction lining support section
230. Second friction lining support section
235. Tank section
240. Convex shoulder
245. Rotor segment
250. Mating region
255. A first pressure channel
260. Second pressure channel
265. First cooling channel
270. First opening
275. First groove
280. Second groove
285. First channel section
290. Second channel section
291. First end side
292. First pressure oil
295. A third pressure channel
300. Third channel section
305. Fourth channel segment
306. Second pressure oil
310. Fifth channel segment
315. Sixth channel segment
320. First sealing means
325. The seventh channel section
330. A first circular track
335. Second opening
340. Second end side
345. First intermediate chamber
350. First cooling liquid flow
355. Second cooling channel
360. Second circular orbit
365. Second stream of cooling liquid
370. Second intermediate chamber
371. Third opening
375. Second sealing device
380. Third groove
385. First sealing element
390. Inner chamber
395. Third sealing device
400. The fourth groove
405. Second sealing element
500. Hybrid module
505. Electrical machine
510. Separating clutch
515. Stator
520. Rotor
525. Input side of module
530. Output side of module
Claims (10)
1. A double clutch (10) for a vehicle,
-having an operating system (40), a first sub-clutch (30) and a second sub-clutch (35) rotatably mounted about a rotational axis (45),
-wherein the operating system (40) comprises a first operating device (160), a second operating device (165) and a swivel element (170),
-wherein the first operating device (160) has a first pressure chamber (185) and the second operating device (165) has a second pressure chamber (210),
-wherein the rotary joint element (170) has at least one first pressure channel (255) and at least one second pressure channel (260),
-wherein the first pressure channel (255) is fluidly connected with a first pressure chamber (185) and is configured for conducting first pressure oil (292) to the first pressure chamber (185) for switchably operating the first sub-clutch (30),
-wherein the second pressure channel (260) is fluidly connected with the second pressure chamber (210) and configured for conducting second pressure oil (306) to the second pressure chamber (210) for switchably operating the second sub-clutch (35),
-wherein the first pressure channel (255) and the second pressure channel (260) are arranged overlapping in the circumferential direction, in sections, on the same radius with respect to the rotation axis.
2. The dual clutch (10) of claim 1,
-wherein the first pressure channel (255) and the second pressure channel (260) are arranged at least sectionally extending parallel to the rotation axis (45),
-wherein the first pressure channel (255) is arranged offset from the second pressure channel (260) in the circumferential direction.
3. The dual clutch (10) according to claim 1 or 2,
-wherein the first pressure channel (255) comprises a first channel section (285) and at least one second channel section (290),
-wherein the first channel section (285) is connected with the second channel section (290),
-wherein the second channel section (290) is arranged between the first pressure chamber (185) and the first channel section (285),
-wherein the second pressure channel (260) comprises a third channel section (300) and a fourth channel section (305),
-wherein the third channel section (300) is connected with the fourth channel section (305),
-wherein the fourth channel section (305) is arranged between the second pressure chamber (210) and the third channel section (300),
-wherein the first channel section (285) and the third channel section (300) are arranged extending parallel to the rotation axis (45),
-wherein the second channel section (290) is arranged obliquely with respect to the first channel section (285),
-wherein the fourth channel section (305) is arranged obliquely with respect to the third channel section (300).
4. The dual clutch (10) of claim 3,
-wherein the second channel section (290) extends radially inwards from the first channel section (285) in a radial direction,
-wherein the second channel section (290) is arranged perpendicular to the first channel section (285),
-wherein the fourth channel section (305) extends radially outwards from the third channel section (300),
-wherein the fourth channel section (305) is arranged perpendicular to the third channel section (300).
5. The dual clutch (10) of claim 1,
-wherein the rotary joint element (170) has at least one cooling channel (265),
-wherein the cooling channel (265) is configured for guiding a cooling liquid,
-wherein the cooling channel (265) is arranged offset in the circumferential direction with respect to the first pressure channel (255) and the second pressure channel (260),
-wherein the cooling channel (265) is arranged at least sectionally with respect to the first pressure channel (255) and the second pressure channel (260) overlapping in the circumferential direction on the same radius with respect to the rotation axis.
6. The dual clutch (10) according to one of claims 1 to 5,
-wherein the rotary joint element (170) is arranged rotationally fixed relative to the first partial clutch (30),
-wherein the first partial clutch (30) comprises a first friction disk carrier (75) and a first friction pack (80) with at least one first friction partner (90) and at least one second friction partner (95),
-wherein the first operating device (160) comprises a first pressure piston (175),
-wherein the first pressure piston (175) is configured for bringing the first friction partner (90) into frictional contact with the second friction partner (95) when the first pressure oil (292) is loaded in the first pressure chamber (185),
-wherein the first friction lining carrier (75) has a first friction lining carrier section (225) and a first tooth section (100) connected to the first friction lining carrier section (225),
-wherein the first tooth section (100) and the first friction partner (90) are fitted into one another and the first tooth section (100) is configured for carrying the first friction partner (90),
-wherein the first friction plate carrier section (225) is arranged radially outside the rotary joint element (170),
-wherein the first friction plate carrier section (225) has at least one first opening (270),
-wherein the first opening (270) extends in a radial direction and fluidly connects the second pressure channel (260) with the second pressure chamber (210).
7. The dual clutch (10) of claim 6,
-having a rotor (70),
-wherein the first friction plate carrier (75) has a second friction plate carrier section (230),
-wherein the second friction plate carrier section (230) extends in a radial direction and is connected radially on the inside to the rotor (70) of the dual clutch and radially on the outside to the first friction plate carrier section (225),
-wherein the second friction disk carrier section (230) and the rotary joint element (170) are arranged at least in sections radially overlapping,
-wherein the rotor (70) of the dual clutch comprises a rotor section (245) extending in an axial direction,
-wherein the rotor segment (245) is arranged radially inside the rotary joint element (170),
-wherein the rotor section (245), the first friction plate carrier section (225) and the second friction plate carrier section (230) delimit an annular mating region (250),
-wherein the rotary joint element (170) is arranged at least sectionally in the mating region (250).
8. The dual clutch (10) of claim 7,
-wherein the rotor (70) of the dual clutch has a third pressure channel (295),
-wherein the third pressure channel (295) fluidly connects the first pressure channel (255) with the first pressure chamber (185),
-wherein the first pressure channel (255) and the third pressure channel (295) are arranged overlapping in sections in the axial direction.
9. A hybrid module (500) for a vehicle,
-wherein the hybrid module (500) comprises an electric machine (505) with a stator (515) and a rotor (520), a disconnect clutch (510), a module input side (525), a module output side (530) and a double clutch (10),
-wherein the double clutch (10) is configured according to one of claims 1 to 8,
-wherein the disconnect clutch (510) is connected with the module input side (525),
-wherein the module input side (525) is connectable with an internal combustion engine and the module output side (530) is connectable with a transmission of the vehicle,
-wherein the separating clutch (510) is designed to technically actively couple the module input side (525) to the electric machine (505) or to technically decouple the module input side (525) from the electric machine (505),
-wherein the double clutch (10) is designed to technically operatively couple the electric machine (505) to the module output (530) or to technically decouple the electric machine (505) from the module output (530),
-wherein the double clutch (10) is arranged in the electric machine (505) radially and axially inside a rotor (520) of the electric machine,
-wherein the first sub-clutch (30) and the second sub-clutch (35) of the dual clutch (10) are arranged axially one after the other,
-wherein the disconnect clutch (510) is arranged radially inside at least one of the two sub-clutches (30, 35),
-wherein the separating clutch (510), the double clutch (10) and the rotor (520) of the electric machine are arranged at least in sections axially overlapping.
10. The hybrid module (500) of claim 9,
-wherein the operating system (40) is configured as a hybrid low-pressure system,
-wherein the hybrid low pressure system has an operating pressure of 14bar,
-or-to (b) is,
-wherein the operating system (40) is configured as a high-pressure system,
-wherein the high pressure system has an operating pressure of 38 bar.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102016219431 | 2016-10-06 | ||
| DE102016219431.3 | 2016-10-06 | ||
| DE102016125073.2 | 2016-12-21 | ||
| DE102016125073.2A DE102016125073A1 (en) | 2016-10-06 | 2016-12-21 | Double clutch and hybrid module |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN107914566A CN107914566A (en) | 2018-04-17 |
| CN107914566B true CN107914566B (en) | 2022-10-28 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201710425606.3A Active CN107914566B (en) | 2016-10-06 | 2017-06-08 | Double clutch and hybrid module |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN107914566B (en) |
| DE (1) | DE102016125073A1 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102018116301A1 (en) * | 2018-07-05 | 2020-01-09 | Schaeffler Technologies AG & Co. KG | Line element, hybrid module and drive arrangement |
| DE102018132262A1 (en) * | 2018-07-23 | 2020-01-23 | Schaeffler Technologies AG & Co. KG | Hybrid module with input shaft with rotating union and actuation device for one of several clutches; as well as drivetrain |
| JP7130843B2 (en) * | 2018-08-02 | 2022-09-05 | シェフラー テクノロジーズ アー・ゲー ウント コー． カー・ゲー | hybrid module |
| FR3090768B1 (en) * | 2018-12-20 | 2022-01-21 | Valeo Embrayages | Motor vehicle transmission device |
| DE102019104074A1 (en) * | 2019-02-19 | 2020-08-20 | Schaeffler Technologies AG & Co. KG | Triple coupling for axially parallel hybrid module with transmission-side activation of three couplings via rotary infeed |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2015165458A1 (en) * | 2014-04-30 | 2015-11-05 | Schaeffler Technologies AG & Co. KG | Disc carrier, clutch assembly and dual-clutch device |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2871209B1 (en) * | 2004-06-03 | 2006-09-22 | Peugeot Citroen Automobiles Sa | WHEEL CLUTCH TRANSMISSION ELEMENT FOR A HYBRID TRACTION CHAIN OF A MOTOR VEHICLE, A LUBRICATING AND / OR COOLING METHOD, AND A CONTROL THEREFOR, AND A MOTOR VEHICLE EQUIPPED WITH SUCH ELEMENT |
| FR2871106B1 (en) * | 2004-06-03 | 2007-10-05 | Peugeot Citroen Automobiles Sa | DOUBLE CLUTCH TRANSMISSION ELEMENT FOR A MOTOR VEHICLE HYBRID TRACTION CHAIN, ASSEMBLY METHOD, AND MOTOR VEHICLE EQUIPPED WITH SUCH ELEMENT |
| DE112009003882B4 (en) | 2009-01-19 | 2018-09-13 | Schaeffler Technologies AG & Co. KG | Hybrid module for a drive train of a vehicle |
| CN102414040B (en) * | 2009-05-06 | 2015-06-17 | 舍弗勒技术股份两合公司 | Dual clutch comprising torsional vibration damper |
| DE102012024699A1 (en) * | 2012-01-13 | 2013-07-18 | Borgwarner Inc. | Coupling arrangement for use in between drive unit and transmission in drive train of motor vehicle, has dual clutch unit with multi-disk clutches assigned to transmission input shafts, where multi-disk clutches have common input side |
| DE102013006429B4 (en) * | 2013-04-13 | 2023-03-16 | Volkswagen Aktiengesellschaft | Hybrid drive arrangement for a motor vehicle |
| KR101526772B1 (en) * | 2013-12-30 | 2015-06-05 | 현대자동차주식회사 | Hydraulic circuit for dual clutch transmission |
-
2016
- 2016-12-21 DE DE102016125073.2A patent/DE102016125073A1/en active Pending
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2017
- 2017-06-08 CN CN201710425606.3A patent/CN107914566B/en active Active
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2015165458A1 (en) * | 2014-04-30 | 2015-11-05 | Schaeffler Technologies AG & Co. KG | Disc carrier, clutch assembly and dual-clutch device |
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| CN107914566A (en) | 2018-04-17 |
| DE102016125073A1 (en) | 2018-04-12 |
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