CN109154333B - Clutch device and hybrid module - Google Patents

Clutch device and hybrid module Download PDF

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Publication number
CN109154333B
CN109154333B CN201780031443.9A CN201780031443A CN109154333B CN 109154333 B CN109154333 B CN 109154333B CN 201780031443 A CN201780031443 A CN 201780031443A CN 109154333 B CN109154333 B CN 109154333B
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CN
China
Prior art keywords
clutch
counterplate
pressure
clutch device
pilot
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Active
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CN201780031443.9A
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Chinese (zh)
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CN109154333A (en
Inventor
马克·芬肯策勒
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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Publication of CN109154333A publication Critical patent/CN109154333A/en
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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
    • 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
    • F16D13/00—Friction clutches
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • F16D13/52—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
    • 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
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • 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
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D2023/123—Clutch actuation by cams, ramps or ball-screw mechanisms
    • 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
    • F16D21/08—Serially-arranged clutches interconnecting two shafts only when all the clutches are engaged
    • 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
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/14—Clutches which are normally open, i.e. not engaged in released state
    • 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
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Mechanical Operated Clutches (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

The present invention relates to a clutch device and a hybrid module having the same. The clutch device has a main clutch (10), the main clutch (10) comprising a friction assembly (11) and a movable pressure device (12) for applying a pressing force (14) to the friction assembly (11), and the clutch device comprising a ramp system (30) for moving the pressure device (12). The clutch device also has a pilot clutch (40) for transmitting torque to the ramp system (30). The pilot clutch (40) comprises a counterplate (42) and an operating device (50) for moving the counterplate (42), wherein the pilot clutch (40) can be disengaged and engaged by moving the counterplate (42), and the pressure device (12) can be moved by applying a force (45) from the counterplate (42) to the pressure device (12). By means of the clutch device, the torque applied by the internal combustion engine can be transferred controllably to the drive train and controllably in the opposite direction. The connection of the internal combustion engine to the clutch device enables operation at a higher rotational speed than the connected electric machine.

Description

Clutch device and hybrid module
Technical Field
The invention relates to a clutch device and a hybrid module having a clutch device according to the invention. The clutch device includes a main clutch having a friction assembly and a movable pressure device for applying a pressing force to the friction assembly. Furthermore, the clutch device comprises a ramp system for moving the pressure device.
Background
In particular, to realize a hybrid module which allows sequential or simultaneous operation of the internal combustion engine and the electric machine, a specially configured clutch device is used, by means of which the power provided by the internal combustion engine and/or the power provided by the electric machine can be transmitted to the drive train. For this purpose, such clutch devices are usually equipped with a pilot clutch and a main clutch. By operating the pilot clutch, a torque for engaging or disengaging the main clutch can be generated. In this case, such a clutch device should disconnect the internal combustion engine from the drive train during operation of the electric machine as far as possible without losses. During operation of the internal combustion engine, the clutch should be able to be engaged. The clutch device should be able to be operated with a minimum of energy.
In this respect, DE 102012222110 a1 discloses a separating clutch for a hybrid drive. With the disconnect clutch, the vehicle's heat engine can be disconnected or connected from the electric machine of the vehicle transmission and the transmission input shaft. In this case, the electric machine can be used as a starter for starting the internal combustion engine. To this end, the separator clutch is partially engaged by an actuator. For operating the separating clutch, planetary gear mechanisms, ramp systems and eddy-current brakes are used. Furthermore, the freewheel serves as a pilot element for generating a pressing force with which the clutch disk set of the clutch is clamped. Such a freewheel can allow the clutch to engage automatically, substantially without the need to provide additional energy. The freewheel prevents the internal combustion engine from reaching higher rotational speeds than the electric machine or the drive train provided therewith.
However, in different driving situations of the vehicle, the internal combustion engine is required to have a higher rotational speed than the electric machine or the drive train. In particular, in order to minimize pollutants generated by the operation of the internal combustion engine, it is necessary to operate the internal combustion engine at a relatively high rotation speed to heat the exhaust catalyst before the internal combustion engine applies actual driving power to the drive train.
Of course, another requirement for the clutch device to be arranged in the hybrid module is a high performance of the torque to be transmitted. Furthermore, it is necessary to be able to control the torque transmitted from the electric machine to the internal combustion engine, in particular during a starting process of the internal combustion engine by means of the electric machine.
Disclosure of Invention
The object of the present invention is therefore to provide a clutch device and a hybrid module with which a torque applied by an internal combustion engine can be transmitted in a reliable manner to a drive output or a drive train or vice versa and which ensure a controlled start of the internal combustion engine by means of an electric motor with a small overall volume and moderate production costs.
This object is achieved by a clutch device according to the invention and a hybrid module according to the invention.
The features of the claims can be combined in any technically meaningful way, wherein reference can be made to the description below and to the features of the drawings with additional embodiments of the invention.
The clutch device according to the invention comprises a main clutch, which may be a dry or wet clutch of single-disc or multi-disc design. The main clutch has a friction assembly and a movable pressure device, preferably designed as a pot-shaped pressure element, for exerting a pressing force on the friction assembly. Furthermore, the clutch device comprises a ramp system for moving the pressure device to apply a force to the friction assembly. The clutch device also has a pilot clutch for transmitting torque to the ramp system. The pilot clutch includes a counterplate and an operating device for moving the counterplate. The pilot clutch can be disengaged and engaged by moving the counterplate. The counterplate can be moved so far that a force can be applied to the pressure device and the pressure device can be moved in this way. The friction clutch is configured such that torque is transmitted from the driven shaft to the load device and vice versa.
The pressure device applies a pressing force to the friction pack to press the clutch plates of the friction pack such that the master clutch is engaged such that the master clutch is capable of transmitting torque from the internal combustion engine to the drive train.
The pressure device is mechanically connected with the bevel system. The torque applied by the internal combustion engine is transmitted to the ramp system by means of the pilot clutch. By the movement of the counterplate, the pilot clutch is disengaged or engaged, so that it is possible to control whether torque is transmitted from the internal combustion engine to the ramp system via the pilot clutch. The second function of the counterplate is to apply a force directly, and preferably not indirectly, to the pressure means when the counterplate is moved, so that the main clutch can also be engaged in this way.
The advantage of the clutch device according to the invention is in particular that, with few technical measures and small construction size, a certain amount of force can be transmitted to the pressure device by means of the counterplate, as a result of which a torque, for example a torque generated by the electric motor, can be introduced into the main clutch, so that the internal combustion engine can be started by means of the torque provided by the electric motor. The technical means for carrying out the starting process, i.e. the provision of the plates and the pressure device, thus have the dual function of transmitting torque from the internal combustion engine to the drive train, as well as the above-mentioned function of transmitting torque from the electric machine to the internal combustion engine (e.g. for starting). As a result, fewer components and less installation space are required in the hybrid module than in the conventional embodiment.
Preferably, the clutch device is realized in such a way that the force that can be applied to the pressure device from the counterplate can be applied directly to the pressure device. This means that in this design of the clutch device, the counterplate can be pressed against the pressure device in order to move the pressure device. However, the presence of any thin intermediate layer, such as a paint or other coating, between the counterplate and the pressure device is not to be excluded according to the invention.
In an advantageous embodiment of the clutch device, it is furthermore provided that the pilot clutch has a spring device, in particular a leaf spring. The force acting in the pilot clutch can be defined or defined by means of a spring device.
The operating means for moving the counterplate preferably comprise a plurality of pressure pins acting on the counterplate. The pressure pin can be used to move the counterplate by applying a pulling force and a pressure force. The operating device therefore comprises at least one mechanical separating device, which can be operated electromechanically or hydraulically or pneumatically.
The movement of the pressure pin is advantageously effected by at least one hydraulic drive which is mechanically connected to the pressure pin.
In one specific embodiment, the clutch device comprises an inner carrier and an outer carrier, wherein the friction arrangement is mechanically connected to the inner carrier and the outer carrier, i.e. the individual clutch discs are mechanically fixedly arranged on the outer carrier and the further clutch discs are mechanically fixedly arranged on the inner carrier. The friction pack thus forms part of the main clutch. The ramp system comprises a ramp element fixedly arranged on the inner carrier and a rotatable ramp element, wherein the rotatable ramp element and the pilot clutch are mechanically connected to the inner carrier and the outer carrier when the pilot clutch is engaged. The fixedly arranged ramp element and the rotatable ramp element are configured in this case in such a way that the rotatable ramp element is moved away from or close to the fixedly arranged ramp element during the rotational movement as a result of the obliquely arranged ramp.
The friction disc of the pre-control clutch is always connected with the outer side support. However, the pilot clutch is fully connected to the outboard carrier when the pilot clutch is engaged. Between the two ramp elements, rolling bodies, in particular balls, can be arranged. The mentioned ramps can form rolling surfaces for the rolling bodies. Preferably, the ramp is arranged on the circumference of the ramp element.
In order to support the inner carrier, which is axially acted on by the actuating device, it is preferably provided that the inner carrier is supported parallel to the rotational axis of the clutch device on at least one support bearing. The support bearing preferably forms a shoulder adapted to absorb or carry axial forces.
In order to absorb the forces present, a thrust bearing is furthermore advantageously arranged between the ramp systems, in particular between the fixedly arranged ramp element and the pressure device. Furthermore, the thrust bearing is intended to receive axial forces, i.e. forces extending parallel to the axis of rotation.
The pressure pin of the actuating device is preferably mounted in a simple embodiment in a displaceable manner in the pivotable ramp element.
The clutch device thus provided can be used in particular as a separating clutch for a hybrid drive train of a hybrid vehicle. The pilot clutches used can be operated sequentially by means of actuators in the form of pressure pins and preferably hydraulic devices. The pilot clutch can thus be disengaged to separate the internal combustion engine from the electric machine. The ramp system is in this case substantially load-free, so that the rotatable ramp element can be rotated relative to the stationary ramp element and can be moved axially in such a way that the pressure means which are operatively connected to the rotatable ramp element remove the pressing force which acts on the friction pack of the main clutch. Thereby enabling the main clutch to be disengaged. To start the internal combustion engine using the electric motor, the actuator is again used to apply pressure directly to the pressure device. This results in the engagement of the main clutch and thus the reconnection of the torque transmission path between the internal combustion engine and the drive train. After the operating device has been operated again, the operating device engages the pilot clutch, so that the torque provided by the internal combustion engine is transmitted via the pilot clutch to the ramp system, whereupon the rotatable ramp element rotates again and in this way increases the distance to the relatively fixed ramp system. In this case, the rotatable ramp element pushes the pressure means in such a way that the pressure means again compresses the friction components of the main clutch. The torque of the internal combustion engine is thus used to achieve a torque transfer to the drive train.
In order to solve the above-mentioned technical problem, a hybrid module is also provided, which comprises a first drive unit, in particular in the form of a heat engine or an internal combustion engine, wherein the first drive unit has a driven shaft. Furthermore, the hybrid module comprises a drive train having a second drive unit, in particular an electric machine, which is mechanically connected to the drive train or the hybrid module. The hybrid module comprises a clutch device according to the invention, wherein the output shaft of the first drive unit can be detachably connected to the drive train for torque transmission by means of the clutch device. In a hybrid module, the heat engine or internal combustion engine, the clutch device, the electric machine and the transmission unit can be arranged in the stated order. The hybrid module may further comprise a torsional vibration damper, in particular a dual mass flywheel. The torsional vibration damper can have an energy store.
By means of the clutch device of the hybrid module according to the invention, the internal combustion engine can be connected to the drive train or disconnected from the drive train.
Drawings
The invention will be explained in more detail below on the basis of the prior art concerned with the accompanying drawings, which show preferred embodiments. The invention is not limited to the schematic drawings in which it should be noted that the embodiments shown in the figures are not limited to the dimensions shown.
The attached drawing is
FIG. 1: a cross-sectional view of a hybrid module according to the invention with a clutch device according to the invention,
FIG. 2: force-travel diagram, in which the force required when operating the pilot clutch is shown.
Detailed Description
The hybrid module shown in a sectional view in fig. 1 has a dual mass flywheel 2, which is connected to a centrifugal force pendulum 5. The dual-mass flywheel 2 and the centrifugal pendulum 5 are connected to the output shaft 6 in a rotationally fixed manner via the primary side 3 of the dual-mass flywheel 2. The output shaft 6 rotates about an axis of rotation 1, the axis of rotation 1 also representing the axis of rotation of the entire hybrid module. The secondary side 4 of the dual mass flywheel 2 is mechanically fixedly connected to the outer carrier 5 of the main clutch 10. The main clutch 10 comprises a friction pack 11, the clutch plates of which are connected in an alternating arrangement with an outer carrier 15 and an inner carrier 16. The inner support 16 forms a sleeve 17, which sleeve 17 is likewise rotatable about the axis of rotation 1. A further component of the main clutch 10 is a pressure device 12, which is designed here as a pot-shaped pressure piece. The pressure means 12 are movable in a displacement direction 13. By suitably moving the pressure device 12, the pressure device 12 can press the friction pack 11 with the pressing force 14, thereby engaging the main clutch 10.
The inner support 16 is supported by its sleeve 17 on a support bearing 20, which support bearing 20 forms a shoulder 21 in order to be able to absorb axial forces.
The hybrid module further comprises a ramp system 30, the ramp system 30 comprising a stationary ramp element 31 arranged non-rotatably on the sleeve 17 and a ramp element 32 rotatable relative thereto. A plurality of balls is arranged between the ramp elements 31, 32. The ramp elements 31, 32 are provided with obliquely extending ramps, not shown here, on which the balls roll. Since the obliquely extending ramps bear against one another, the rotation of the rotatable ramp element 32 causes a change in the distance from the stationary ramp element 31. The rotatable ramp element 32 is supported on a thrust bearing 34, the thrust bearing 34 being supported in the axial direction of the pressure device 12. In order to adjust the forces in the ramp system 30, a leaf spring 44 is also arranged between the fixed ramp element 31 and the pressure means 12 which can be moved by the ramp system 30.
A portion of the rotatable ramp element 32 forms part of the pilot clutch 40. In addition to a part of the rotatable ramp element 32, the pilot clutch 40 also comprises a friction disk 41 and a counterplate 42 which can be moved parallel to the axis of rotation, so that the friction disk 41 can act between itself and the rotatable ramp element 32 by means of friction in such a way that a torque can be transmitted from the friction disk 41 to the rotatable ramp element 32 and in the opposite direction. For this purpose, an actuating device 50 in the form of a pressure pin, which can be connected to one of the hydraulic, electric or pneumatic drives, not shown here, is actuated in such a way that the counterplate 42 is pulled toward the pivotable ramp element 32. The pressure pin of the operating device 50 is in this case integrated in a translating bearing 51 in the rotatable ramp element 32.
In this way, with the pilot clutch 40 engaged, the torque transmitted to the driven shaft 6 can be transmitted to the friction pack 11 of the main clutch 10 through the outer carrier 15. As a result of the torque transmitted via the pilot clutch 40 into the ramp system 30, the rotatable ramp element 32 rotates, so that the distance with respect to the stationary ramp element 31 increases.
Thereby, the pressure device 12 is moved leftward to apply the pressing force 14 to the friction pack 11 and thereby engage the main clutch 10, and the torque is transmitted from the driven shaft 6 to the inner carrier 16 or the sleeve 17.
As soon as the pilot clutch 40 is disengaged by operating the operating device 50, the torque flow via the pilot clutch 40 is interrupted, so that the ramp system 30 is substantially unloaded and the rotatable ramp member 32 is moved to the right again by the leaf spring 44 between the pressure device 12 and the stationary ramp element 31, so that the pressing force 14 is released or removed from the friction assembly 11. Thus, the main clutch 10 is disengaged, and the torque transmitted by the driven shaft 6 to the inner carrier 16 is interrupted.
During operation of the electric drive (not shown here and connected to the inside support 16), and when the aim is to start the internal combustion engine connected to the driven shaft 6 by means of the electric drive, the following steps are carried out: the operating device 50 is operated in such a way that the illustrated pressure pin moves the counterplate 42 to the left into the position illustrated by the dashed line, so that the counterplate 42 bears against the pressure device 12 and the pressure device 12 is also moved to the left, so that they again exert a pressing force 14 on the friction packs 11 of the main clutch 10. The torque introduced from the electric drive into the inner carrier 16 is thus transmitted into the friction arrangement 11 of the main clutch 10 and to the dual mass flywheel 2 and thus to the output shaft 6, so that an internal combustion engine, not shown here, connected to the output shaft 6 can be supplied with kinetic energy and started. After a stable self-operation of the combustion device has been achieved, the operating device 50 is operated here such that the force 45 exerted by the operating device is removed and the pressure device 12 is moved to the right again and the main clutch 10 is disengaged.
When the operating device 50 is again operated in the manner and method described above to engage the pilot clutch 40, the torque introduced by the driven shaft 6 is used to operate the ramp system 30 and to move the pressure device 12 to the left again in such a way that it exerts a pressing force 14 on the friction pack 11 of the main clutch 10 and, as a result of engaging the main clutch 10, the torque provided by the driven shaft 6 is transmitted into the inner carrier 16.
In this case, the axial force exerted by the operating device 50 is absorbed by the support bearing 20, the support bearing 20 exerting a corresponding, opposite support force 42 on the sleeve 17.
In order to adjust the forces present in the pilot clutch 40, the pilot clutch has a leaf spring 33, in particular between the counterplate 42 and the friction disk 41. With the clutch device according to the invention or the hybrid module according to the invention, the internal combustion engine can be connected to the drive train in a torque-applying manner in the inoperative state of the pilot clutch 40 and in the driving state without provision of operating energy. The torque transmitted by the pilot clutch 40 is in this case converted by the ramp system 30 into an axial force with which the friction pack 11 of the main clutch 10 is clamped.
The axial forces generated by the ramp system 30 are absorbed by the sleeve 17, so that the connected internal combustion engine is not loaded axially.
It can be seen that regardless of the direction of torque transmission, only the operating device 50 or actuator is required, which acts on the pressure pin to move the counterplate 42.
The force or energy required to achieve the various states of the hybrid module is illustrated in conjunction with the chart in fig. 2. In the case of engaging the pilot clutch 14 to transmit torque between the output shaft 6 and the inner carrier 16, this state 60 shows no force at all and therefore no energy consumption.
In order to open the pilot clutch 40 to interrupt the torque flow, a corresponding force and therefore energy must be consumed. This state is represented by section 61.
In order to apply the force 45 applied by the counterplate 42 to the pressure device 12, the operating device 50 must be operated with relatively high forces and therefore high energy. This state is represented by section 62.
After the connected internal combustion engine has steadily self-operated, the counterplate 42 is again detached from the pressure device 12, wherein the force 45 exerted by the counterplate 42 on the pressure device 12 is also reduced, so that again less energy is required. This state is represented by section 63.
After engaging the pilot clutch by means of the operating device 50, no further force or energy is required for the torque transmission, since, as already described, the torque generated by the internal combustion engine itself engages the main clutch 10 via the ramp system 30. This state is represented by section 64.
With the clutch device proposed here and with the hybrid module, the torque applied by the internal combustion engine can be transmitted in a reliable manner to the output or to the drive train, or vice versa, wherein it is ensured that the internal combustion engine connected to the clutch device can be operated at a higher rotational speed than the electric machine, so that a controllable starting process of the internal combustion engine by means of the electric machine and a rotational speed-independent operation of the internal combustion engine can be carried out.
List of reference numerals
1 axis of rotation
2 double-mass flywheel
3 primary side
4 secondary side
5 centrifugal pendulum
6 driven shaft
10 main clutch
11 Friction component
12 pressure device
13 direction of displacement
14 pressing force
15 outer bracket
16 inner side support
17 Sleeve
20 support bearing
21 shoulder part
22 holding power
30 ramp system
31 fixed ramp element
32 rotatable ramp element
33 leaf spring
34 thrust bearing
40 pre-controlled clutch
41 friction disk
42 matching board
43 displacement of paired plates
44 leaf spring
45 force of the mating plate
50 operating device
51 bearing
60-State predictive Clutch engagement
61 State predictive control Clutch disconnect
62 State Pilot Clutch engagement
63 State predictive control Clutch disconnect
64-State Pilot Clutch engagement

Claims (13)

1. Clutch device having a main clutch (10), the main clutch (10) comprising a friction assembly (11) and a movable pressure device (12) for applying a pressing force (14) to the friction assembly (11), and having a ramp system (30) for moving the pressure device (12),
it is characterized in that the preparation method is characterized in that,
the clutch device also has a pilot clutch (40) for transmitting torque to the ramp system (30), and the pilot clutch (40) comprises a counterplate (42) and an actuating device (50) for moving the counterplate (42), wherein the pilot clutch (40) can be disengaged and engaged by moving the counterplate (42), and the pressure device (12) can be moved by applying a force (45) from the counterplate (42) to the pressure device (12), wherein the clutch device is designed such that the force (45) which can be applied from the counterplate (42) to the pressure device (12) can be applied directly to the pressure device (12) by placing the counterplate (42) against the pressure device (12).
2. Clutch device according to claim 1, wherein the pilot clutch (40) has a spring device.
3. The clutch device according to claim 2, wherein the pre-controlled clutch (40) has a plate spring.
4. The clutch device according to claim 1, wherein the operating device (50) includes a plurality of pressure pins that act on the counterplate (42).
5. The clutch apparatus according to claim 4, wherein the operating means includes a hydraulic driving means, which is mechanically connected with a pressure pin.
6. Clutch device according to one of the preceding claims, wherein the clutch device has an inner carrier (16) and an outer carrier (15), wherein the friction assembly (11) is mechanically connected to the inner carrier (16) and to the outer carrier (15), and wherein the ramp system (30) has a ramp element (31) which is arranged fixedly on the inner carrier (16) and has a rotatable ramp element (32), and the rotatable ramp element (32) and the pilot clutch (40) are mechanically connected to the inner carrier (16) and the outer carrier (15) when the pilot clutch (40) is engaged.
7. The clutch device according to claim 6, wherein the inner carrier (16) is supported on a support bearing (20) parallel to the axis of rotation (1) of the clutch device.
8. The clutch device according to claim 1, wherein the clutch device has a thrust bearing (34) between the ramp system (30) and the pressure device (12).
9. The clutch device according to claim 6, wherein a pressure pin of the operating device (50) is movably supported in the rotatable ramp element (32).
10. The clutch device according to claim 7, wherein a pressure pin of the operating device (50) is movably supported in the rotatable ramp element (32).
11. Hybrid module comprising a first drive unit with a driven shaft (6), a drive train with a second drive unit mechanically connected thereto, and a clutch device according to one of the preceding claims, wherein the driven shaft (6) for torque transmission is detachably connected with the drive train by means of the clutch device.
12. A hybrid module according to claim 11, wherein the first drive unit is a heat engine.
13. The hybrid module of claim 11, wherein the second drive unit is an electric motor.
CN201780031443.9A 2016-05-24 2017-04-24 Clutch device and hybrid module Active CN109154333B (en)

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DE102016209019.4A DE102016209019B3 (en) 2016-05-24 2016-05-24 Coupling device and hybrid module
DE102016209019.4 2016-05-24
PCT/DE2017/100328 WO2017202408A1 (en) 2016-05-24 2017-04-24 Clutch device and hybrid module

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DE102018129200B4 (en) * 2018-11-20 2020-09-24 Bayerische Motoren Werke Aktiengesellschaft Motor vehicle coupling device with a rotary actuating device and motor vehicle drive train with such a motor vehicle coupling device
GB201902835D0 (en) * 2019-03-01 2019-04-17 Raicam Clutch Ltd Vehicle Driveline Clutches
DE102019128038B4 (en) * 2019-10-17 2021-08-19 Schaeffler Technologies AG & Co. KG Torsional vibration damper

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CN109154333A (en) 2019-01-04

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