CN110891815B

CN110891815B - Mixed motion module

Info

Publication number: CN110891815B
Application number: CN201880047257.9A
Authority: CN
Inventors: 迪尔克·赖姆尼茨
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2017-07-17
Filing date: 2018-07-12
Publication date: 2023-10-20
Anticipated expiration: 2038-07-12
Also published as: EP3655278A1; KR102648568B1; DE112018003645A5; DE102017130272A1; WO2019015721A1; CN110891815A; KR20200029457A

Abstract

Hybrid module for a drive train of a motor vehicle, comprising an electric machine (6), a clutch device (9) and a separating clutch (35), wherein the separating clutch (35) is coupled on the one hand to a dual mass flywheel (36) and on the other hand to an intermediate shaft (33) and has a plate stack which can be placed in friction fit and comprises a pressure plate (42), a counter pressure plate (40) and at least one intermediate plate (41) and clutch disks (43, 44) engaged therebetween, wherein the pressure plate (40), the intermediate plate (41) and the clutch disks (43, 44) are axially movable, wherein an outer friction plate carrier (38) is provided, which is fixedly connected to the dual mass flywheel (36), on which the clutch disks (43, 44) are axially movable and an inner friction plate carrier (76) is provided, on which the pressure plate (42) and the intermediate plate (41) can be axially moved, and which is fixedly connected to the counter pressure plate (40) and which is itself connected to the intermediate shaft (33).

Description

Mixed motion module

Technical Field

The invention relates to a hybrid module for a drive train of a motor vehicle, comprising an electric machine, a clutch device and a separating clutch, wherein the separating clutch is coupled to a dual mass flywheel on the one hand and to an intermediate shaft on the other hand, and has a plate stack which can be placed in friction fit and comprises a pressure plate, a counter pressure plate and at least one intermediate plate and a clutch disk which is engaged between them, wherein the pressure plate, the intermediate plate and the clutch disk can be moved axially.

Background

Such hybrid modules incorporated in the drive train of a motor vehicle are known for charging a battery during driving or while the vehicle is stationary, either individually via an internal combustion engine that can be switched on by the hybrid module, via an electric machine, i.e. an electric motor, or both, or via the electric machine, if necessary, in order to subsequently operate the electric machine in a generator mode of operation via the internal combustion engine.

The hybrid module thus allows selectively connecting the internal combustion engine, i.e. the fuel engine, the electric machine or both, in torque-transmitting manner into the powertrain, for which various clutches are provided. The hybrid module itself is coupled to the internal combustion engine on one side, wherein a dual mass flywheel, i.e. a flywheel followed by a disconnect clutch, is provided on the side. The closed disconnect clutch can transmit the torque generated by the internal combustion engine to a countershaft coupled with the disconnect clutch, which countershaft is connected in a rotationally fixed manner to the rotor of the electric machine. The rotor of the electric machine is in turn connected via a clutch device, which may be a dry or wet single clutch or a double clutch or multiple clutches, to one or more output shafts leading to the transmission. By disengaging the clutch, the internal combustion engine can thus be switched on and regulated, whether and how much torque is transferred between the internal combustion engine and the electric machine or rotor. Via the rotor and the downstream clutch device, the torque can then be transmitted simply to one or more output shafts. The torque generated on the side of the internal combustion engine can be transmitted in both directions. The internal combustion engine transmits torque to the electric machine, for example, when the internal combustion engine is driving and/or when the battery is charging, and the electric machine transmits torque to the internal combustion engine, for example, in order to start the internal combustion engine or in order to use an engine braking function.

Between the rotor of the electric machine and the transmission, torque is transferred via single, double or multiple clutches as described. If the vehicle is operating purely, the disconnect clutch is opened and the internal combustion engine is not switched on. The motor is operated and the torque generated on the rotor side is transmitted to the output shaft via the clutch device.

Simultaneous operation of the two drive mechanisms, i.e. the internal combustion engine and the electric machine are connected via corresponding clutches, wherein the torque generated on the electric machine side is superimposed on the torque generated on the engine side, is also conceivable.

In general, such a hybrid module is designed as a so-called P2 hybrid module, which is composed of a dry disconnect clutch, a wet double clutch, a corresponding clutch actuation system, which is thus used to open and close the corresponding clutch, and an electric motor, wherein the individual components are designed and arranged as compactly as possible. Thus, for example, a double clutch is integrated into the rotor, so that an axially short module is obtained. Although the available installation space is small, the disconnect clutch, generally designated as K0, and the double clutch with its individual sub-clutches, generally designated as K1 and K2, are two clutch devices which also act separately and can therefore be actuated independently of one another. In general, the complete integration of the separating clutch into the double clutch is dispensed with, although a space advantage can be achieved in this way, so that the separating clutch and the double clutch can be used individually or at least the main parts of the clutch for other applications as well. For safety reasons, the clutch is an automatically disconnected clutch.

In order to accommodate all components in the available installation space, the individual clutches must be designed in a radially small manner. All three clutches are thus realized in a multi-disk or friction plate design, comprising a plurality of individual disks or plates, whereby each clutch has at least four, usually a plurality of friction surfaces, which can be pressed together by the forces of the actuating system to which the clutch is connected. The actuating system is usually accommodated within the mixing module housing and is essentially composed only of actuating or support bearings and a cylinder piston assembly, which is actuated by a pressure medium, which is supplied by a device outside the mixing module housing. For this purpose, the piston is moved in the cylinder and exerts a force which can be transmitted to the clutch via the actuating bearing or the support bearing. All three actuating systems can be actuated independently of one another, so that the three clutches can be actuated independently of one another. Hydraulic or brake fluid is generally used as the pressure medium, however pneumatic operation is also conceivable.

The clutch of the hybrid module may be operated dry or wet. Wet means that the friction surfaces of the clutch are influenced by liquid cooling and/or the friction ratio by liquid. This requires a corresponding sealing of the respective space in which the clutch is arranged. It is conceivable, for example, for the separating clutch to be embodied dry and for the clutch device, i.e. for example a double clutch, to be constructed wet, and for the two spaces to be separated from one another by a respective intermediate wall and a suitable seal. The reverse configuration can also be considered.

Disclosure of Invention

There is therefore always a need to provide a more compact mixing module compared to known mixing modules, and it is therefore the object underlying the present invention to propose such a compact mixing module.

In order to solve the problem, in a hybrid module of the type mentioned at the beginning, an outer friction plate carrier is provided, which is fixedly connected to the dual-mass flywheel, on which the clutch plates are guided in an axially movable manner, and an inner friction plate carrier is provided, relative to which the pressure plate and the intermediate plate can be moved axially, and which is fixedly connected to the counter pressure plate, which is itself connected in a rotationally fixed manner to the intermediate shaft.

In the hybrid module according to the invention, unlike what has been usual hitherto, the counter plate, the intermediate plate and the pressure plate are not arranged on the outer friction plate carrier, to be precise the clutch disk is arranged axially displaceably on the outer friction plate carrier, but is coupled thereto in a rotationally fixed manner. The outer friction plate carrier is in turn fixedly connected to the dual mass flywheel, i.e. the mounting interface is in turn situated between the outer friction plate carrier and the clutch disk to be coupled thereto. The counter plate, intermediate plate and pressure plate are thus likewise arranged differently. The main feature is that the counter plate is connected directly to the intermediate shaft in a rotationally fixed manner, i.e. it is not supported and supported on the intermediate shaft via a support bearing as has been usual hitherto. More precisely, a torque input to the intermediate shaft takes place here via the counter plate.

In order to couple the intermediate plate and the pressure plate to the torque-transmitting counter plate, according to the invention an inner friction plate carrier is provided, which is fixedly connected to the counter plate, for example again by using corresponding fastening means, such as screws or rivets, or by welding. The inner friction plate carrier has, for example, corresponding internal teeth, while the intermediate plate and the pressure plate have corresponding external teeth, so that a torque-transmitting clutch is also obtained here. The inner toothing is formed to extend axially, so that an axial displacement of the two plates is also possible. The intermediate plate and the pressure plate are thus also coupled in a rotationally fixed manner via the inner friction plate carrier, so that the intermediate shaft is coupled in a torque-transmitting manner via the counter plate.

Since, as described, the counter plate is no longer supported and supported on the intermediate shaft via bearings, not only the actuating forces but also the torques transmitted by the clutch are currently introduced into the intermediate shaft. Since the actuating forces are not supported on the crankshaft and no support bearings are nevertheless required, corresponding installation space advantages are obtained, which further improve the compactness possibilities.

For coupling the counter plate with the intermediate shaft, the counter plate preferably has a flange extending radially inwards to the intermediate shaft, to which flange a hub, preferably having an internal toothing, is connected, which hub extends from the intermediate shaft having an external toothing. Which are each axial teeth, so that the teeth can be inserted into one another when the disconnect clutch, which is also formed here as a preconfigured component, is installed.

Since, as described, the counter plate is arranged directly on the intermediate shaft in a torque-transmitting manner, it is axially fastened in a suitable manner, for which purpose corresponding fastening means are provided, which prevent the counter plate and thus the separating clutch from being able to move axially as a whole. As such a fastening means, for example, a snap ring is used, which is inserted into a groove provided on the intermediate shaft and on which the counter-pressure plate is axially supported.

For fastening the inner friction plate carrier to the counter plate and/or the outer friction plate carrier to the dual mass flywheel, fastening elements such as, for example, screws or preferably rivets can be used. Alternatively, a fixation via one or more welded connections is also possible. The inner friction plate carrier and/or the outer friction plate carrier preferably have a radial flange for this purpose, by means of which they rest in a planar manner on the respective installation section on the counter plate and/or the dual mass flywheel or a fastening flange provided there, so that a fastening can be carried out in the overlap region. The friction plate carrier and/or the outer friction plate carrier thus have an L-shaped cross section in this case.

The rotationally fixed connection of the inner friction disk carrier to the intermediate plate is expediently carried out via external teeth which extend axially on the inner friction disk carrier and into which internal teeth provided on the intermediate plate engage.

Likewise, the pressure plate can have an internal toothing, which engages into an external toothing of the inner friction plate carrier. Since the pressure plate is coupled to an actuating system via which forces for axial displacement are introduced, the pressure plate suitably has a radially inwardly extending flange via which it is connected to an axially displaceable support bearing, wherein the support bearing is axially displaceable via an actuating system comprising a piston cylinder unit. In the region of the inner toothing of the pressure plate, a plurality of interruptions are provided, through which axially extending fingers of the inner friction plate carrier project, so that corresponding window-shaped openings are provided, which are delimited laterally by radially extending webs. The inner friction plate carrier is provided with axially extending slits at least in sections so as to form axially extending fingers. The embodiment makes it possible, despite the coupling of the coupling and actuating system, for the pressure plate to be axially movable and to be displaceable approximately into the inner friction plate carrier, after which the web delimiting the interruption can be pushed into the slot between the fingers of the inner friction plate carrier and no collision can occur.

Alternatively, it is conceivable for the pressure plate to have a radially inwardly extending flange via which it is connected to the axially movable support bearing, wherein a plurality of interruptions are provided, through which the axially extending fingers of the inner friction disk carrier extend, wherein the widths of the fingers and the interruptions are matched to one another in such a way that the pressure plate is guided axially on the inner friction disk carrier and is connected in a rotationally fixed manner thereto. In the embodiment of the invention, the inner friction plate carrier is likewise formed with axially extending slits and thus also axially extending fingers, and the pressure plate is provided with corresponding interruptions, through which the fingers extend. However, a rotationally fixed coupling and axial guidance between the inner friction disk and the pressure plate takes place via fingers which extend beyond the interruption and act on the interruption wall or the web which delimits the interruption in the sense of torque transmission. No external toothing is therefore required on the inner friction plate carrier in the end region, nor is an internal toothing required on the pressure plate. In this case, the positioning of the pressure plate, the axial guiding and the torque transmission take place by contact between the finger and the web, so that tooth profiles for the axial guiding and torque transmission are no longer provided in this region.

In order to automatically reset or disengage the release clutch after the release by the actuating system, one or more spring elements are preferably provided between the pressure plate and the intermediate plate and between the intermediate plate and the counter plate, respectively. The spring elements compress when the plate stack is pressed together axially, and when the plate stack is unloaded, the spring elements relax and press the respective clutch parts apart from each other again. The spring element is preferably designed as a helical spring, which is preferably inserted into an internal toothing formed on the inner friction plate carrier.

Finally, it can be provided that a fastening means for axially fastening the pressure plate is provided on the inner friction plate carrier. The separator clutch arrangement is axially fastened via the fastening means, whereby undesired loosening of the individual plates or clutch disks from the fitting is avoided. The fastening means may be, for example, a snap ring which is inserted into a corresponding annular groove formed on the inner friction disk carrier and onto which the pressure plate is pressed, whereby the pressure plate is axially fastened. Alternatively, it is also conceivable for the inner friction disk carrier to be slightly bent or crimped on the edge side, so that an axial fastening is achieved via the bent edge section.

Furthermore, an orientation element is provided for rotationally orienting the clutch plate during installation. The orientation element may be, for example, an annular component which engages into a tooth space of the external toothing of the clutch disk by means of a corresponding, axially extending tab or finger, so that the axial directions thereof lie flush with one another. The orientation element can also be arranged fixedly on the counter plate, for example.

Furthermore, it is expedient if an insertion aid is provided, which enables the internal toothing of the dual mass flywheel to be inserted precisely into the external toothing of at least the adjacent first clutch disk. The orientation or introduction aid can be molded onto the orientation element, for example, and can be designed as an inclined surface or as a funnel-shaped contour or the like. When the teeth are pushed together, the inner teeth, which are optionally slightly rotated, move against the inclined or funnel surfaces, move along them and are slightly rotated in this case so as to be oriented, so that a simple subsequent insertion into one another is possible. However, it is also conceivable for the orientation or introduction aid to be provided on the clutch disk itself in such a way that: a corresponding inclined surface is formed in the tooth region.

Drawings

The invention is elucidated hereinafter with reference to the drawings according to embodiments. The drawings are schematic and show:

Figure 1 shows a schematic diagram of a hybrid module of a first embodiment,

figure 2 shows a schematic diagram of a hybrid module of a second embodiment,

figure 3 shows a schematic diagram of a hybrid module of a third embodiment,

figure 4 shows a schematic diagram of a hybrid module of a fourth embodiment,

fig. 5 shows a schematic diagram of a hybrid module of a fifth embodiment, and

fig. 6 shows a schematic diagram of a hybrid module according to a sixth embodiment.

Detailed Description

Fig. 1 shows a hybrid module 1, comprising a housing 2, which is only schematically shown here, in which a wet space 3 is provided, which is separated from a dry space 5 by a separating wall 4, wherein it is apparent that the intermediate wall 4 is correspondingly closed or sealed with respect to the housing 3. In the dry space 3 there is an electric machine 6 with a stator 7 and a rotor 8 and a clutch device 9 comprising a first sub-clutch 10, generally referred to as K1, and a second sub-clutch 11, generally referred to as K2. The two sub-clutches 10, 11 have a common outer friction plate carrier 12, which is fixedly connected to the rotor 8. The first and second friction plates 13, 14 are guided on the outer friction plate carrier 12 in an axially displaceable manner via a respective engagement, for which purpose the outer friction plate carrier 12 has an internal toothing and the friction plates 13, 14 have an external toothing. The further friction plates 15, 16, which may also be referred to as inner friction plates, are joined between the friction plates 13, 14, which may also be referred to as outer friction plates. The first inner friction plates 15 are guided axially displaceably on an inner friction plate carrier 17, which has external teeth, into which the inner friction plates 15 engage by means of internal teeth. The second inner friction disks 16 engage with corresponding inner teeth into the outer teeth of the second inner friction disk carrier 18 and are also guided axially displaceably there. The first inner friction plate carrier 17 is connected via a hub 19 to a first output shaft 20 leading to the transmission, and the second inner friction plate carrier 18 is connected via a hub 21 to a second output shaft 22 also leading to the transmission.

For actuating the sub-clutches 10, 11, separate actuating systems 23, 24 are provided, each having a pressure tank 25, 26, which is rotatably mounted via a respective bearing 27, 28 relative to a stationary piston cylinder arrangement 29, 30. The respective pressure tanks 25, 26 can be moved axially via piston-cylinder arrangements 29, 30. The pressure tank presses the respective friction plate group formed by the outer and inner friction plates 13, 15 or 14, 16 against the respective bearing 31, 32, thereby closing the respective friction plate group. When the friction plate pack is closed, a friction fit is formed within each sub-clutch 10, 11, so that the torque applied to the outer friction plate carrier 12 can be transmitted to the respective inner friction plate carrier 17, 18 and from there to the respective output shaft 20, 22.

The example shown in fig. 1, the respective content of which applies to all the examples described below, is therefore a double clutch, which is integrated into the electric motor 6.

The outer friction plate carrier 12 is fixedly connected to an intermediate shaft 33 which is mounted in a rotationally fixed manner via a bearing 34 with respect to the intermediate wall 4 or a conventional housing arrangement. The intermediate wall 4 is sealed towards the intermediate shaft 33 via a respective sealing element 34. Coupled to the intermediate shaft 33 is a disconnect clutch 35, which in turn is coupled to a dual mass flywheel 36, which is itself connected to a crankshaft flange 37.

The crankshaft flange 37 is itself connected to, i.e. driven by, the internal combustion engine. The disconnect clutch 35, which may also be referred to as a K0 clutch, is used to couple the internal combustion engine when required in order to transfer torque provided via the internal combustion engine via the intermediate shaft 33 to the rotor 8 and thus to the outer friction plate carrier 12, so that torque can be selectively transferred via the first or second sub-clutch 10, 11 to the respectively coupled output shafts 20, 22.

The disconnect clutch 35 has an outer friction plate carrier 38 with axially extending internal teeth. The inner tooth system also forms an outer tooth system which extends axially in the same way. The combined inner and outer teeth are shown by dashed line section 39.

Furthermore, the separating clutch 35 comprises a counter plate 40 which is stationary in the axial direction and which is fixedly connected to the outer friction plate carrier 38 with the corresponding radial flange 73 in this region. This can be done, for example, by riveting or welding.

Furthermore, an intermediate plate 41 and a pressure plate 42 are provided, which engage via corresponding external teeth into the internal teeth of the outer friction disk carrier 38 and are guided in a rotationally fixed, but axially displaceable manner via this. One clutch disk 43, 44 each is engaged between the counter plate 40 and the intermediate plate 41 or between the intermediate plate 41 and the pressure plate 42, which are connected in a rotationally fixed manner to the intermediate shaft 33 via a respective hub 45. The clutch disk 43 is connected to the hub 45 via a curved connecting flange 46, and the clutch disk 44 is connected to the connecting flange 46 via a driving disk 47. Since the clutch disks 43, 44 must be axially movable, the hub 45 is guided axially movable on the intermediate shaft 33, which has external teeth and is connected to the hub 45 in a rotationally fixed manner via corresponding internal teeth.

The platen 42 is rotatably supported relative to the intermediate wall 4 via bearings 48. The bearing 48 is in turn part of an actuating system 49 which likewise comprises a piston-cylinder unit 50 which, like the other already described piston-cylinder units, can be actuated hydraulically or pneumatically. Via the movable piston, the bearing 48 and thus the pressure plate 42 can be moved axially, so that the pressure plate is moved axially and the clutch discs 43, 44 or the intermediate plate 41 are brought axially together in this case so that the friction plate groups are brought into friction engagement. The displacement movement takes place against the restoring force of a plurality of spring elements 51 which are arranged between the counter plate 40 and the intermediate plate 41 or between the intermediate plate 41 and the pressure plate 42 in the region of the inner toothing of the outer friction plate carrier 38. The individual spring elements 51 can be positioned distributed around the respective circumference, but can also be respective spring groups which are coupled in a ring shape.

To couple the dual mass flywheel 36, it has a radial flange 52 with an internal tooth 53 that meshes with, i.e., engages into, the external tooth of the outer friction plate carrier 38. In this way, the torque transmitted by the internal combustion engine via the crankshaft flange 37 to the dual mass flywheel 36 can thus be transmitted by the dual mass flywheel 36 to the outer friction disk carrier 38 and via the outer friction disk carrier or the separating clutch 35 itself to the intermediate shaft 33 and from there via the dual clutch to the respective output shaft 20, 22. The central component is a disconnect clutch 35 and its coupling to the dual mass flywheel. The clutch disks 43, 44 can each be clamped in a friction fit between their adjacent components, i.e. the respective plates 40, 41, 42, when the actuating system 49 is actuated in order to transmit torque. The two clutch disks 43, 44 are axially displaceable, but are connected in a rotationally fixed manner to the intermediate shaft 33. An axially fixed counter plate 40, an axially limited displaceable intermediate plate 41 and an axially limited displaceable pressure plate 42 are connected in a rotationally fixed manner to the dual mass flywheel 36. To close the disconnect clutch 35 and transmit torque, an operating system 49 connected to the disconnect clutch 35 moves the pressure plate 42 onto the first clutch plate 44. The first clutch plate 44 then bears against the intermediate plate 41, so that the pressure plate 42, the clutch plate 44 and the intermediate plate 41 are thus displaced axially until the intermediate plate 41 hits the further clutch disk 43 and presses it against the axially fixed counter plate 40. The stronger the force applied by the operating system 49 to the disconnect clutch 35, the stronger the friction surfaces between the plates or discs will be pressed together and the greater the torque that can be transferred into the disconnect clutch.

In order to prevent the transmission of the actuating force to the crankshaft of the internal combustion engine, the counter plate 40 is supported on the intermediate shaft 33 via a bearing 54. The bearing 54 introduces an axial actuating force into the intermediate shaft 33, but also serves for centering, supporting and positioning the disconnect clutch 35. Suitably, the bearing 54 is configured as an angular contact ball bearing or a deep groove ball bearing. In the exemplary embodiment shown, the bearing 54 is pressed into a bearing seat 55 formed on the counter-pressure plate 40, which ensures a radial and axial form fit. When the disconnect clutch 35 is mounted on the intermediate shaft 33, the bearing 54 moves onto the intermediate shaft 33 and then prevents undesired axial displacement. In the embodiment shown, this is done by means of a shaft snap ring 56, which is inserted into a corresponding groove on the intermediate shaft 33. Alternatively, it is also possible for further components to be inserted between the counter-pressure bearing plate 40 and the bearing 54 and/or between the bearing 54 and the intermediate shaft 33. In order to increase the loading force of the bearing 54 supporting the disconnect clutch 35 on the intermediate shaft 33, it may be expedient to select the bearing diameter to be significantly larger than the diameter of the intermediate shaft 33. It is then particularly appropriate to provide a sleeve-shaped component, for example, between the bearing 54 and the intermediate shaft 33, which compensates for the radial distance between the two components and ensures an axial and radial force transmission and positioning.

The counter plate 40, the intermediate plate 44 (of course a plurality of which also can be provided, which results in a plurality of clutch discs also being provided) and the pressure plate 42 are connected to one another by the outer friction plate carrier 38. The outer friction plate carrier is fixedly connected to the counter plate 40 as described, for example by welding or riveting. The intermediate plate 42 and the pressure plate 42 are axially movable relative to the outer friction plate carrier 38, but are held by the latter in a form-fitting radial and circumferential manner. The outer friction plate carrier 38 thus serves to hold the intermediate plate 41 and the pressure plate 42 within their desired range of movement. Additionally, the outer friction plate carrier is used for torque transmission between the pressure plate 42, the intermediate plate 41, the counter plate 40 and the dual mass flywheel 36. As described, the outer friction plate carrier is suitably provided with the described toothed profile of the combined inner and outer toothing, which extends in the radial direction and repeats in the circumferential direction. In the exemplary embodiment described, the pressure plate 42, the intermediate plate 41, and possibly the counter plate 40, and the radial flange 52 of the dual mass flywheel are each engaged by means of their own toothed profile.

In order to assist in a reliable disconnection of the separating clutch 35 after a side release of the actuating system 49, in this embodiment a spring element 51, in this case a helical compression spring, is arranged between the counter-pressure plate 40 and the intermediate plate 41 and between the intermediate plate 41 and the pressure plate 42. When the pressure of the pressure medium drops sufficiently far in the piston-cylinder unit 50, the spring element 51 presses the intermediate plate 41 and the pressure plate 42 back into their open position. The spring element 51 also moves the piston of the piston cylinder unit 50 back again into its initial position. The separating clutch 35 is formed by a circumferential spring element 51 or by a plurality of spring elements 51 arranged circumferentially, wherein the spring elements 51 are held in position by the participating plates and/or the friction plate carrier 38.

For mounting the internal combustion engine and the transmission, the mounting interface is located between the two devices, in particular between the dual mass flywheel 36 and the disconnect clutch 35. The dual mass flywheel 36 is screwed onto the crankshaft flange 37 and is thus part of the internal combustion engine for the installation process. The disconnect clutch 35 is fixed to an intermediate shaft 33 which is supported on a support arm 4 connected to the housing 2. The disconnect clutch 35 is thus part of the transmission for the installation process. When the internal combustion engine and the transmission are pushed together during installation, the plug connection is also spliced, which includes the teeth 53 of the dual mass flywheel 36 and the external teeth of the outer friction plate carrier 38 of the disconnect clutch 35. The coupling geometry, which is axially engageable via the toothed profile or is formed in other ways, transfers the coupling torque between the dual mass flywheel 36 and the separating clutch 35 after installation. In order to keep the space requirement for the plug-in or engagement connection as small as possible, in the exemplary embodiment shown the radial flange 52 is provided with an internal toothing which engages into a toothed outer contour, i.e. an external toothing of the friction disk carrier 38, wherein the sub-clutch 35 is pushed at least partially into the dual mass flywheel 36 as shown in fig. 1. In order to avoid undesirable rattling noise within the described plug-in or engagement connection between the dual mass flywheel 36 and the disconnect clutch 35, the plug-in or engagement connection can be preloaded in the circumferential direction. This pretension possibility is described below with respect to fig. 4. In principle, tensioning elements which are rotatable relative to the friction disk carrier 38, which are engaged radially outside in the region of the plug-in or engagement connection and which are tensioned in the circumferential direction by tangentially acting springs, can also be used for this purpose. The teeth 53 of the radial flange 52 can thus be clamped between the flanks of the outer teeth of the outer friction disk carrier 38, against which the teeth of the teeth 53 bear in the circumferential direction, and the fingers or projections of the tensioning member, which engage into the region and press the flange teeth 53 against the mentioned sides of the outer friction disk carrier 38. The teeth 53 of the radial flange 52 move between or into the mating profile of the outer friction plate carrier 38 and the tensioning member when the internal combustion engine and transmission are installed.

The two clutch disks 43, 44 of the disconnect clutch 35 are axially limitedly movable relative to one another, i.e. relative to the intermediate shaft 33, as described. But are not rotatable relative to each other and to the intermediate shaft 33. In the example according to fig. 1, the clutch disk 43 is fastened to the externally toothed intermediate shaft 33 by means of an internally toothed hub 45. The other clutch disk 44 is connected to the clutch disk 43 or to the connecting flange 46 by means of an internal toothing or by means of inwardly projecting projections having a toothed profile or a connecting web-like connecting profile.

In fig. 2-6 described below, the basic construction of the hybrid module is described, which on the one hand involves the integration of the electric machine 6 and the integration, construction and function of the clutch device 9, and the corresponding coupling to the dual mass flywheel 36 of the internal combustion engine, etc., which is the same as described above in relation to fig. 1, and thus with reference to the same embodiment. However, the construction and the working principle of the respective separating clutch 35 and its coupling to the dual mass flywheel 36 are correspondingly different. For this reason, only the parts of the respective hybrid module 1 are described with respect to the following figures, wherein the same reference numerals are used for the same components whenever possible.

In the exemplary embodiment of the separating clutch 35 shown in fig. 2, the basic construction of the separating clutch is basically similar to that described in fig. 1. However, the fixing of the outer friction plate carrier 38 is different and also shows the integration possibility of the orientation element.

In the exemplary embodiment shown in fig. 2, the friction disk carrier 38, which also has an internal toothing or a combined internal and external toothing, which is shown here via the dashed line section 39, is fixedly connected to the radial flange 52 of the dual mass flywheel. The outer friction plate carrier 38 also connects the friction plates of the separating clutch 35, namely the counter plate, the intermediate plate 41 and the pressure plate 42, to one another in a rotationally fixed manner, which is also engaged in the inner toothing of the outer friction plate carrier 38 via corresponding outer toothing. Unlike the example described hereinabove, the counter plate 40 is also positively engaged by means of external teeth into the internal teeth of the outer friction plate carrier 38, after which it is fixedly or non-releasably coupled to the dual mass flywheel 36. That is to say that the entire friction plate arrangement can be released from the outer friction plate carrier 38, so that a mounting interface between the outer friction plate carrier 38 and the friction plate pack is obtained here.

To fix the outer friction plate carrier 38 to the radial flange 52, a flange 57 extending radially outwards is molded or provided on the toothed annular body side of the outer friction plate carrier 38 facing the dual mass flywheel 36. Which are riveted or welded to the radial flange 52. In order to place the disconnect clutch 35 axially as close as possible to the primary side of the dual mass flywheel 36 and radially as close as possible to the arcuate spring channel 58, in which the arcuate springs are accommodated and guided, the connection between the flange 57 and the radial flange 52 is arranged wholly or partly between the resilient friction elements of the dual mass flywheel 36. Thus, the following geometrical relationships are obtained at least for the friction elements. The outer flange diameter of the flange 57 of the outer friction plate carrier 38 is thus larger than the inner diameter of the friction element. However, the inner diameter of the friction element is greater than the outer diameter of the toothed annular body of the friction plate carrier 38. The arcuate springs, which press the friction elements against their friction partners, for example the covers of a dual mass flywheel, can be supported on the outer friction plate carrier 38 or on a connecting means, for example rivets, via which the outer friction plate carrier 38 is fastened to the radial flange 52.

Because the outer friction plate carrier 38 is fixedly connected to the dual mass flywheel 36, the mounting interface between the internal combustion engine and the transmission extends between the outer friction plate carrier 38, which is part of the internal combustion engine here, and the remaining disconnect clutch components, namely the primary counter plate 40, intermediate plate 41 and pressure plate 42. The remaining disconnect clutch members are part of the transmission. In order to be able to push the tooth profiles, i.e. the inner teeth, of the outer friction plate carrier 38 into the outer teeth or tooth profiles of the counter plate 40, the intermediate plate 41 and the pressure plate 42 during the assembly of the internal combustion engine with the transmission, in the example shown, an orientation element 60 is provided which holds the tooth profiles of the three toothed plates 40, 41, 42 of the separating clutch 35 in the correct circumferential position. It is thereby ensured that all three toothed profiles of the plates 40, 41, 42 are axially flush with one another, into which the external toothing of the outer friction plate carrier 38 has to be pushed. The orientation element 60 serves not only to prevent the plates 40, 41, 42 from rotating relative to one another, but also to disengage the components of the clutch 35, including the clutch discs 43, 44 and their connection components to the intermediate shaft 33, already form a stable lower assembly, i.e. a stable assembly, without the outer friction plate carrier 38. The orientation element 60 thus also serves as a transport safety or a loss prevention safety for the disconnect clutch 35. The two clutch disks 43, 44 are held together by the orientation element 60, in particular the counter plate 40, the intermediate plate 41, the pressure plate 42. The spring element 51 which presses the plates 40, 41, 42 of the disconnect clutch 35 back into their disconnected position is fixed on the plates or is also held in its position by a directional element, several of which may of course also be arranged distributed around the circumference.

In the exemplary embodiment shown in fig. 2, the orientation element 60 is provided as an annular component which is fastened to the counter plate 40 by means of a radial flange 61 and has axially extending, elongated finger-shaped projections 62 which extend through the tooth spaces of the separating clutch plates 40, 41, 42 to the rear side of the pressure plate 42. The tab 62 is curved after the platen 42 and thus has a radially inwardly curved edge 63 that engages the platen 42 posteriorly. This bending is performed when all components, including the platen 42, have been inserted into the orientation element 60. By means of the rear engagement it is ensured that the component can no longer fall off. The directional element 60 is thus a substitute friction plate carrier which, starting from the installation of the separator clutch, i.e. when the separator clutch is installed as a sub-component, is responsible for the overall task of the outer friction plate carrier 38 which is not yet present, until the internal combustion engine is installed with the transmission. Since the projections 60 of the orientation element enter along the tooth grooves of the teeth of the plates 40, 41, 42 in the vicinity of the root circle, the orientation element 60 does not cover a major part of the tooth surfaces of the plates 40, 41, 42. If the outer friction disk carrier 38 is pushed into the tooth grooves of the plates 40, 41, 42, the tooth flanks of the plates 40, 41, 42 thus bear directly against the tooth flanks of the inner toothing of the outer friction disk carrier 38. This can be achieved by: preferably, the plates 40, 41, 42 have slightly larger play in the circumferential direction in the orientation element 60 than in the outer toothing of the friction plate carrier 38. This ensures that torque is transmitted from the plates 40, 41, 42 directly to the outer friction plate carrier 38, without the directional element 60 having to transmit a circumferential force during operation of the disconnect clutch 35. The orientation element 60 thus no longer functions in the operation of the separating clutch 35 with respect to the orientation and guidance of the plates. The orientation element thus also does not interfere with the axial displacement of the plates 40, 41, 42 or the clutch discs 43, 44. If the spring element 51, which is possibly embodied in the separating clutch 35, is positioned via the directional element 60, the directional element 60 can fulfil this function over the entire clutch life.

The orientation element 60 is preferably formed as a plate, i.e. as a simple stamping and deep drawing. Instead of an annular orientation element 60, a plurality of individual orientation elements arranged circumferentially can also be used. The orientation element 60 can also have one or more contour elements or guide contours on the side of the counter plate 40 facing the internal combustion engine, which simplify the introduction of the external toothing of the outer friction disk carrier 38 into the tooth grooves of the counter plate 40, and thus also the axially flush engagement of the intermediate plate 41 and the pressure plate 42. The guide contour can in particular be a surface inclined in the radial direction and/or tangential direction, which is arranged around the tooth grooves of the counter plate toothing. The faces act approximately like a funnel, having the following functions: the outer teeth of the outer friction plate carrier 38, which are adjacent to the separating clutch 35 in the axial movement direction, are however not exactly aligned with the tooth grooves, along which the inclined surfaces can slide until the teeth of the outer friction plate carrier 38 are located in front of the tooth grooves of the counter plate 40, so as to be pushed axially into the separating clutch 35.

Alternatively to the embodiment shown in fig. 2, it is conceivable to provide, in addition to the outer friction disk carrier 38, an annular connecting carrier which is connected to the outer friction disk carrier in a rotationally fixed, but releasable manner. In this case, the connection carrier provided with internal toothing is fixedly fastened to the radial flange 52 of the dual mass flywheel 36, similar to the outer friction plate carrier 38 according to fig. 3. The outer friction plate carrier 38 is, however, part of the separating clutch 35 in this alternative embodiment, similar to that described in fig. 1, and is fixedly connected to the counter plate 40. During installation, the connection carrier (similar to that in fig. 2) fixedly connected to the dual mass flywheel will be pushed axially into the outer toothing of the outer friction plate carrier 38, which is fixedly arranged on the counter plate 40 of the separating clutch 35, similar to that in fig. 1. The connection carrier fixedly connected to the dual mass flywheel 36 then transmits the torque of the engine to the outer friction plate carrier 38 fixedly connected to the counter plate 40, which then transmits the torque further to the plates 40, 41, 42 of the separating clutch 35.

The connecting carrier, like the outer friction plate carrier 38, has an approximately circular region which has an axially extending and circumferentially repeating toothed profile on the radially inner and radially outer side. As with the outer friction plate carrier 38, the connection carrier is preferably formed as a plate, the material thickness of which is smaller than the size of the teeth in the region of the teeth, as is also the case with the outer friction plate carrier 38. Thereby, the material follows a serpentine shape in the circumferential direction so that the combined internal and external tooth portions can be constituted. As also applies to all of the described embodiments, it is also applicable here that in principle all components for the friction fit within the separating clutch 35, namely the plates 40, 41, 42 and the clutch discs 43, 44, can be referred to as "friction plates". The disconnect clutch 35 may alternatively be configured with more than the four friction surfaces or friction planes shown here by: the already described plurality of intermediate plates 41 and the additional clutch disk are integrated, similarly to the case in the separating clutches 10, 11 of the clutch device 9.

The embodiment shown in fig. 3 is similar to the embodiment in fig. 1. That is, the outer friction plate carrier 38 is fixedly connected to the counter plate 40 of the disconnect clutch 35. The external toothing of the outer friction plate carrier 38 forms a mounting interface and a torque transmission interface with the radial flange 52 of the dual mass flywheel 36, wherein the radial flange 52 is also engaged into the external toothing of the outer friction plate carrier 38 via the internal toothing 53. The embodiment of the separating clutch 35 shown in fig. 3 is characterized in that, in addition to the outer friction disk carrier 38 which is fixedly connected to the counter plate 40, the pressure plate 42 and/or the intermediate plate 41 are connected in a rotationally fixed manner to the outer friction disk carrier 38 or the counter plate 40 via at least one leaf spring, wherein the pressure plate 42 and the intermediate plate 41 can be moved axially relative to the outer friction disk carrier. In the example shown in fig. 3, not only the intermediate plate 41 but also the pressure plate 42 are connected to the outer friction plate carrier 38 via a respective leaf spring 64 (with reference to the intermediate plate 41) or 65 (with reference to the pressure plate 42). For this purpose, the outer friction plate carrier 38 has a circumferential, radially outwardly extending radial flange 66 on its side facing the transmission. Alternatively, the outer friction plate carrier 38 can also have a plurality of radially outwardly extending webs distributed around the circumference on its side facing the transmission. The radial flange 66 or tab serves to secure the leaf springs 64, 65 which support the intermediate plate 41 and the pressure plate 42. Suitably, not only the intermediate plate 41 but also the pressure plate 42 are held via leaf springs 64, 65 at three circumferentially distributed locations. The leaf springs are here centered on the respective plate 41, 42 for torque transmission and enable an axial displacement of the plates.

It is possible for the intermediate plate 41 and the pressure plate 42 to be connected to the outer friction plate carrier 38 via individual leaf springs 64, 65, respectively, as is shown in fig. 3. Alternatively or additionally, leaf springs can also be used which are connected to the friction disk carrier 38, the intermediate plate 41 and the pressure plate 42 and which thus couple the three components together.

A plurality of projections 67 (on the intermediate plate 41) or 68 (on the pressure plate 42) which are distributed circumferentially around the intermediate plate 41 and the pressure plate 42 are likewise provided axially, on which the leaf springs 64, 65 are fastened. In order that the projections 67 do not collide with the friction plate carrier 38, the friction plate carrier has axially extending recesses, i.e. partial longitudinal grooves, into which recesses or slits at least the projections of the intermediate plate 41 and, if necessary, of the pressure plate 42 can be introduced when the friction plate package is pressed together axially. The side of the outer friction plate carrier 38 to which the leaf springs 64, 65 are attached therefore has the same purpose as the clutch cover in a normally commercially available clutch. The friction disk carrier illustrated in fig. 3 can thus also be replaced by a drive ring and a clutch cover which fulfil the function of the friction disk carrier. The driving ring serves as a connection interface for the dual mass flywheel, and the clutch cover supports a leaf spring which holds the plates of the disconnect clutch.

Alternatively, it is also possible for the counter-pressure plate 40 to have radially outward projections on which the leaf springs are fastened. For this purpose, the counter plate 40 is formed with a flange extending radially above the clutch disk 43 arranged next to it in the direction of the transmission, to which a plurality of radially extending webs or circumferential radial flanges for securing the leaf springs are connected in the radial direction.

The intermediate plate 41 and the pressing plate 42, which are fixed via the leaf springs 64, 65, move with less friction than in the case of the plates 41, 42 that are supported in the friction plate carrier teeth. Since the plates 41, 42 are fixedly connected to the outer friction disk carrier 38 in a torque-transmitting manner via the leaf springs 64, 65, a friction-free engagement is provided, that is to say the elements are moved axially relative to one another without contact. The disconnect clutch 35 can thus be adjusted and actuated particularly well by means of the plates 41, 42 fastened to the leaf springs 64, 65. Furthermore, there is no risk that high circumferential accelerations or disadvantageous resonance effects cause rattling noise, as may occur in friction plate engagement.

Alternatively to the example shown in fig. 3, only a part of the axially displaceable plates mounted in the separating clutch 35, here the intermediate plate 41 and the pressure plate 42, is guided in the friction disk carrier toothing and the other part is fixed via a leaf spring. Referring to fig. 3, the intermediate plate 41 may be guided, for example, in a friction plate toothing, as this has been described by way of example with respect to fig. 1. Suitably, in this case, the pressure plate 42 then carries along with it the leaf spring, since this should be displaced axially further than the friction plate portion further from the pressure plate 42.

Fig. 4 shows an embodiment of the separating clutch 35, which embodiment relates to the basic construction of the separating clutch 35 corresponding to the embodiment according to fig. 3. The counter plate 40 is fixedly connected to the outer friction disk carrier 38, while the intermediate plate 41 and the pressure plate 42 are guided on the outer friction disk carrier 38 in a rotationally fixed, but axially displaceable manner via engagement. The outer friction plate carrier 38 is coupled via engagement with a dual mass flywheel 36, which has a radial flange 52 with an internal toothing 53. The inner teeth engage in torque-transmitting fashion into the outer teeth of the outer friction plate carrier 38. In the embodiment shown in fig. 4, it is furthermore proposed that one or more spring elements 69 are provided which pretension the engagement between the outer friction plate carrier 38 and the dual mass flywheel 36 in the circumferential direction. The spring element 69 serves to move or tension the dual-mass flywheel 36 slightly in the circumferential direction relative to the outer friction disk carrier 38, so that it is ensured that the flanks of the inner toothing 53 always bear against adjacent flanks of the outer toothing of the outer friction disk carrier 38 in the circumferential direction. This serves to avoid undesirable rattling noise within the plug-in or engagement connection between the dual mass flywheel 36 and the disconnect clutch 35.

In the embodiment shown in fig. 4, a tensioning element 70, which is shown only in broken lines here, is provided, which has a radial flange 71 extending radially inwards, from which a plurality of axially extending webs 72 project, which webs engage between the teeth of the radial flange 52 and the outer friction plate carrier 38 that engage with one another. The tensioning element 70 is preferably designed as an annular component, so that only one element should be installed. Corresponding recesses or the like are provided on the radial flange 71, so that support sections on the radial flange side are formed, on which the spring elements 69, in this case also preferably helical compression springs, are each supported. The other end of the respective spring element 69 is supported on a radial flange 73 of the outer friction disk carrier 38, via which it is connected to the counter plate 40.

The one or more spring elements 69 act approximately tangentially, i.e. in the circumferential direction, in order to rotate the outer friction plate carrier 38 relative to the radial flange 52. The teeth of the teeth 53 can thus be clamped between the flanks of the outer teeth of the outer friction disk carrier 38, against which the teeth 53 bear in the circumferential direction, and the webs 72 of the tensioning element 70, which press the teeth 53 against the mentioned flanks of the outer teeth of the outer friction disk carrier 38. By this, a durable contact of the two tooth flanks is thus achieved, so that rattling can be eliminated.

The teeth of the teeth 53 of the radial flange 52 are pushed into the mating contour of the outer teeth of the outer friction plate carrier 38 and the webs 72 of the tensioning element 70 during the assembly of the internal combustion engine and the transmission.

In the separating clutch 35 shown in fig. 5, the mounting interface for mounting the internal combustion engine and the transmission is likewise located between the outer friction disk carrier 38, which is fixedly connected to the dual mass flywheel 36 and the remaining components of the separating clutch 35, the shape of which corresponds to the description with respect to fig. 2, and which is likewise fixedly riveted or fixedly welded to the dual mass flywheel 36 or the radial flange 52. In the exemplary embodiment shown in fig. 5, however, the counter plate 40, the intermediate plate 41 and the pressure plate 42 do not engage into the inner toothing of the outer friction disk carrier 38, which is shown again by the dashed line section 39 which shows it, whereas in this embodiment the two clutch disks 43, 44 are guided by their respective outer toothing in an axially displaceable manner in the inner toothing of the outer friction disk carrier 38, however in a torque-transmitting manner.

The counter plate 40, intermediate plate 41 and pressure plate 42 are connected in a rotationally fixed manner to the intermediate shaft 33. For this purpose, counter plate 40 has a flange 74 extending radially toward intermediate shaft 33, to which an internally toothed hub 75 extending from externally toothed intermediate shaft 33 is connected. An inner friction disk carrier 76 is fastened to the counter plate 40 or to the flange 74, for example in an L-shaped cross section, by riveting or welding on it, a radial flange having external teeth. The inner toothing formed on the intermediate plate 41 and the pressure plate 42 engages into the outer toothing, so that the two plates 41, 42 are guided axially displaceably on the inner friction plate carrier 74 while being connected thereto, but in a rotationally fixed manner. If the friction plate sets are pressed together, torque can be transferred to the intermediate shaft 33 via the counter plate 40 and the hub 75.

The design is therefore characterized in that the outer friction plate carrier 38 is fixedly connected to the dual mass flywheel 36, wherein the clutch disks 43, 44 are guided displaceably on the outer friction plate carrier 38. Furthermore, an inner friction plate carrier 76 is provided, relative to which the pressure plate 42 and the intermediate plate 41 are axially movable and which is fixedly connected to the counter plate 40, which is fixedly connected to the intermediate shaft 33 on its side in a rotationally fixed manner.

By this construction of the disconnect clutch 35, the counter plate 40 is fixedly connected with the intermediate shaft 33 as described. The bearing 54 as provided in the above embodiment is no longer necessary here, since now not only the actuating force is introduced into the intermediate shaft 33 via the counter plate 40, but also the torque transmitted by the separating clutch. Because the disconnect clutch construction does not support its actuating forces on the crankshaft and nevertheless does not require bearings 54 for support, the construction provides great structural space and cost advantages.

The disconnect clutch 35 with the internally toothed hub 75 belonging to the counter plate 40 is pushed onto the externally toothed intermediate shaft 33 and undesired axial displacement is prevented by the snap ring 77. The counter plate 40, the intermediate plate 41 and the pressure plate 42 are connected to one another as described by means of an inner friction disk carrier 76, which is fixedly connected to the counter plate 40, for example by welding or riveting, and which engages into an internal toothing at the inner diameter of the intermediate plate 41 and thereby positions, axially guides and rotationally couples the intermediate plate 41 to the counter plate 40. At the end of the inner friction disk carrier 76 opposite the counter plate 40, it is connected to the pressure plate 42, which positions the pressure plate like the intermediate plate 41, guides it axially and couples it rotationally to the counter plate 40.

The pressure plate 42 is formed by a radially outer part or section, an actual pressing part, and a radially inner flange part 78, wherein the two parts are radially connected to each other by webs distributed around the circumference. Furthermore, a plurality of interruptions are thus formed on the pressure plate 42, which are delimited in the circumferential direction by webs. The radially outer portion of the pressure plate 42 forms a friction surface for the adjacent clutch disc 44 and resembles the intermediate plate 41. The radially outer portion of the pressure plate 40 has a toothed profile at its inner diameter so as to be able to be incorporated into the inner friction plate carrier 76. The toothed profile is interrupted several times over the circumference by webs or interruptions which are described and extend radially inwards.

The radially inner portion of the pressure plate 42 is shaped as a pressure piece which connects the pressure plate 42 with a support bearing 48 of a handling system 49. The radially inner part of the pressure plate 42 is designed to ensure a sufficiently large rigidity as a peripherally closed region which, if so, is penetrated only by small ventilation openings which only slightly affect rigidity.

In order that the webs that connect the radially outer and radially inner portions of the pressure plate 42 to one another and delimit the interruption do not impinge on the inner friction disk carrier 76, the latter is left free at the points where the webs are present. That is, axially extending fingers are formed on the inner friction plate carrier 76 that extend past the interruptions on the pressure plate 42. The webs are here introduced into the slits between the fingers. The tabs may reciprocate axially within the slots as the platen 42 is moved axially by the handling system 49. The slots of the inner friction plate carrier 76 extend into the inner friction plate carrier 76 only axially to the depth required for the range of movement of the pressure plate 42. The remainder of the inner friction plate carrier 76 is circumferentially closed in order to achieve sufficient rigidity. If ventilation is required and the rigidity of the inner friction plate carrier 76 permits, individual small ventilation openings can also be present in this region.

It is conceivable that the webs distributed over the circumference between the radially outer and radially inner portions of the pressing portion 42 are guided axially into the slots of the inner friction disk carrier 76. In this case, the width of the fingers and the width of the interruptions of the inner friction disk carrier 76 are coordinated with one another, so that the pressure plate 42 is guided axially on the inner friction disk carrier 76 and is connected in a rotationally fixed manner thereto. If the positioning, axial guidance and torque transmission of the pressure plate 42 takes place by contact between the webs and the fingers or slits, the inner friction plate carrier 76 no longer has to form a toothed profile in the region of the pressure plate 42, and the radially outer part of the pressure plate 42 also no longer has to be provided with internal teeth.

As also in the disconnect clutch 35 shown in fig. 5, the disconnection can be assisted by a spring element 51 between the counter plate 40 and the intermediate plate 41 and the pressure plate 42. It is of course also possible to provide a spring element between the counter-pressure plate 40 and the pressure plate 42. Alternatively, the principle illustrated in fig. 3 of axially displaceably fixing the intermediate plate 41 and/or the pressure plate 42 by means of leaf springs and in a torque-transmitting manner can also be used in the sense of the disconnect clutch 35 illustrated in fig. 5. The leaf springs are then not arranged radially outside the clutch discs 43, 44, but radially inside the clutch disc inner diameter.

In order to simplify the mounting of the internal combustion engine to the transmission also in the separating clutch 35 shown in fig. 5, the two clutch disks 43, 44 can be prevented from rotating relative to one another by means of directional elements, similar to that described in relation to fig. 2. In this way, the tooth spaces of the two clutch disks 43, 44 are flush when the internal combustion engine and the transmission are mounted, so that the friction disk carrier 38 fastened to the radial flange 52 of the dual mass flywheel 36 can be easily pushed into the tooth spaces of the clutch disks 43, 44. The details described for the orientation element 60 according to the embodiment of fig. 2 can also be transferred in terms of meaning to an orientation element for orienting the two clutch discs 43, 44. Instead of one or more separate parts forming the orientation element, the webs for the orientation of the two disks can also be formed on the ultimately present clutch disk component, for example on the lining spring section. In the separating clutch 35 shown in fig. 5, if necessary, the orientation elements to be provided must orient only the clutch disk teeth. It is not necessary to incorporate disconnect clutch members into a loss prevention assembly for the transportation and installation process.

This mounting reliability can be achieved in the disconnect clutch shown in fig. 5 via the inner friction plate carrier 36, which holds the disconnect clutch members together in such a way that it prevents the pressure plate 42 from undesirably slipping off the inner friction plate carrier 76. In this respect, the edge of the inner friction disk carrier 76 behind the pressure plate 42 is bent in such a way that it engages the pressure plate at the rear (similar to what is shown in the principle of fig. 1), or a snap ring 79 is provided behind the pressure plate 42, as shown in fig. 5, which is inserted into a corresponding annular groove of the inner friction disk carrier 76.

If the outer friction disk carrier 38, which is fastened to the dual mass flywheel 36 during the installation of the internal combustion engine on the transmission, is pushed into the outer toothing, which is provided on the radially outer side on the clutch disks 43, 44, large axial forces act on the radially outer regions of the clutch disks 43, 44 during the installation process. The force can be reduced by the orientation elements which serve to level the tooth grooves of the clutch discs 43, 44. Alternatively or additionally, inclined surfaces can also be provided next to the tooth grooves, which, as already described above with respect to fig. 2, allow the teeth of the inner toothing of the outer friction disk carrier 38 to slide more easily into the tooth grooves of the clutch disks 43, 44. The inclined surfaces can be provided at the end of the outer friction plate carrier 38 facing away from the dual mass flywheel 36 and/or on the side of the clutch discs 43, 44 facing the dual mass flywheel 36. Nevertheless, it is appropriate that the radially outer portions of the clutch disks 43, 44 are designed robustly, whereby the regions can be subjected to axial forces which are significantly higher than the axial forces which are to be expected in the subsequent clutch operation.

In the exemplary embodiment shown in fig. 5, the central region of the clutch disks 43, 44, which forms the connecting contour for the outer disk carrier 38 on the radially outer side, already exceeds 25% of the total distance between the two disk friction surfaces present on the two opposite sides of the clutch disks 43, 44. As a result, the intermediate region represents a significantly greater proportion of the total untensioned width of the clutch disks 43, 44 than is the case, for example, in the case of the lining spring sections and carrier plates in commercially available clutch disks. For the separating clutch 35 shown here, it is expedient if the axially narrowest region of the respective clutch disk 43, 44, which extends circumferentially, has an axial width such that it is 20% to 100% of the total distance between the two disk friction surfaces present on two opposite sides of the untensioned clutch disk 43, 44, which region lies radially between the outer diameter of the friction surfaces and the inner diameter of the connecting contour (tooth contour). The region of the connecting contour (tooth contour) that is radially spaced apart from the friction disk, for example, can be formed even slightly wider. For the separating clutch and for the other multiplate or multiplate clutches shown here, it is expedient if the width of the region of the connecting contour or tooth contour for the effective connection of the clutch disk to the friction disk carrier is such that it is 50% to 200% of the total distance between the two disk friction surfaces present on two opposite sides of the untensioned clutch disk. The measures described herein for the clutch disk are equally applicable if the clutch component, which is connected in a rotationally fixed manner to the dual mass flywheel 36, is not designed as a clutch disk, but rather as a friction disk of another type.

Fig. 6 shows a further embodiment of a hybrid module, in which the basic construction of the disconnect clutch is similar to that in fig. 2. This means that in turn the friction disk carrier 38 is fixedly connected to the radial flange 52 of the dual mass flywheel 36 via a riveted or welded connection. Here again, a mounting interface is provided between the outer friction plate carrier 38 and the structural elements of the separating clutch 35, which are rotationally fixed but axially displaceable via the respective engagement, here the counter-pressure plate 40, the intermediate plate 41 and the pressure plate 42, which are releasably coupled thereto.

The counter plate 40 is again supported rotatably on the intermediate shaft 33 via an elongated flange section, on which the bearing support 55 is formed, and via a bearing 54. The pressure plate 42 itself is again connected via an elongated flange section to and supported on a bearing 48, which itself can be actuated axially as part of an actuating system 49 via a piston cylinder unit 50.

However, unlike the embodiment illustrated in fig. 2, the two clutch disks 43, 44 are connected to the intermediate shaft 33. Instead of one of the clutch disks extending radially inwards and being connected directly to the intermediate shaft as provided in fig. 2, according to fig. 6 the two clutch disks 43, 44 are connected to the intermediate shaft 33 via a common inner friction plate carrier 80. The inner friction plate carrier 80 has external teeth 81 into which the clutch discs 43, 44 engage by means of respective internal teeth 82, 83. The clutch disks 43, 44 are thus guided axially displaceably on the inner friction disk carrier 80, but are connected to the inner friction disk carrier 80 in a rotationally fixed manner in order to transmit torque. The inner friction plate carrier 80 can thus be connected rigidly, i.e. axially fixedly and rotationally fixed, to the intermediate shaft 33, so that it itself is not axially movable in the above-described embodiment according to fig. 1 to 4, since an axial movement takes place in the region of the engagement of the inner friction plate carrier 80 with the clutch discs 43, 44. Such a connection of the inner friction disk carrier 80 to the intermediate shaft 33, which is not subject to a sliding movement, can be made significantly smaller than the example shown in fig. 2, for example. The axial installation space thus obtained is already used in the hybrid module 1 shown in fig. 6 in order to displace the sealing element 34 for separating the wet space 3 from the dry space 5 axially in the direction of the separating clutch 35. Thereby, more axial space is obtained for bearing the intermediate shaft 33 on the support wall 4. Fig. 6 shows, for example, a bearing arrangement with two individual bearings 84, 85 instead of two rows of bearings 86, as shown in the above embodiment.

The inner friction disk carrier 80 has, for connection to the intermediate shaft 33, a flange 87 extending radially inwards and an internally toothed hub 88 connected thereto, which engages into an external toothing on the intermediate shaft 33.

Axially in one direction, the inner friction disk carrier 80 is supported on an annular flange-like stop 89 of the intermediate shaft 33, on the other side via an axially fixed bearing 54 or its inner ring.

The sealing element 34 is axially connected to the hub 88, which in the embodiment shown is positioned within the support bearing 48 via which the pressure plate 42 is axially supported.

In the example shown, an orientation element 60 is likewise provided, which orients the external toothing formed on the pressure plate 42, the intermediate plate 41 and the counter plate 40 axially, which engages into the axially extending internal toothing of the outer friction plate carrier 38. The orientation element 60 has corresponding circumferential engagement sections in the form of radial flanges 61 and curved ends 63 on both sides, which engage the counter plate 40 and the pressure plate 42 at the rear or around such that no axial fastening is provided for this purpose. For further details reference is made to the specific description of the orientation element 60 according to fig. 2.

Finally, it is provided that the features described in connection with the different embodiments and examples can be combined with one another as desired. The details of one embodiment of one figure may be transferred unchanged or meaningfully to other embodiments according to other figures. All possible and technically significant combinations of features shown or disclosed in the different embodiments are therefore of inventive importance and can be combined accordingly arbitrarily, even if specific combination examples are not disclosed.

Axial, radial, tangential and circumferential directions relate to the rotation axis about which the respective clutch, clutch member and rotor of the disk, plate or motor rotates. The axial direction is thus orthogonal to the friction surfaces of the friction pairs of the respective clutches.

While the invention has been described above with reference to embodiments, it will be understood that various designs and changes may be made without departing from the scope of the invention as defined in the appended claims.

List of reference numerals:

1. mixed motion module

2. Shell body

3. Wet space

4. Partition wall

5. Dry space

6. Motor with a motor housing

7. Stator

8. Rotor

9. Clutch device

10. Sub-clutch

11. Sub-clutch

12. Outer friction plate carrier

13. Friction plate

14. Friction plate

15. Friction plate

16. Friction plate

17. Inner friction plate carrier

18. Inner friction plate carrier

19. Hub

20. Driven shaft

21. Hub

22. Transmission shaft

23. Manipulation system

24. Operating system

25. Pressure tank

26. Pressure tank

27. Bearing

28. Bearing

29. Piston cylinder device

30. Piston cylinder device

31. Support seat

32. Support seat

33. Intermediate shaft

34. Bearing

35. Separating clutch

36. Dual mass flywheel

37. Crankshaft flange

38. Outer friction plate carrier

39. Segment(s)

40. Reverse pressing plate

41. Intermediate plate

42. Pressing plate

43. Clutch disc

44. Clutch disc

45. Hub

46. Connecting flange

47. Driving disk

48. Bearing

49. Manipulation system

50. Piston cylinder unit

51. Spring element

52. Radial flange

53. Internal tooth part

54. Bearing

55. Bearing pedestal

56. Shaft snap ring

57. Flange

58. Arc spring channel

59. Arc spring

60. Directional element

61. Radial flange

62. Protruding part

63. Edge of the sheet

64. Leaf spring

65. Leaf spring

66. Radial flange

67. Protruding part

68. Protruding part

69. Spring element

70. Tensioning element

71. Radial flange

72. Tab

73. Radial flange

74. Flange

75. Hub

76. Inner friction plate carrier

77. Clasp ring

78. Flange part

79. Clasp ring

80. Inner friction plate carrier

81. External tooth part

82. Internal tooth part

83. Internal tooth part

84. Bearing

85. Bearing

86. Bearing

87. Flange

88. Hub

89. Stop block

Claims

1. Hybrid module for a drive train of a motor vehicle, comprising an electric machine (6), a clutch device (9) and a separating clutch (35), wherein the separating clutch (35) is coupled directly to a dual mass flywheel (36) on the one hand and to an intermediate shaft (33) on the other hand, the intermediate shaft (33) being connected in a rotationally fixed manner to a rotor of the electric machine (6) and having a plate stack which can be placed in friction fit, the plate stack comprising a pressure plate, a counter pressure plate and at least one intermediate plate and clutch disks (43, 44) engaged therebetween, wherein the pressure plate, the intermediate plate and the clutch disks (43, 44) are axially movable, characterized in that an outer friction plate carrier (38) is provided, which is fixedly connected to the dual mass flywheel (36), on which the clutch disks (43, 44) are guided in an axially movable manner, and that an inner friction plate carrier (76) is provided, which can be moved axially relative to the inner friction plate carrier, and that the inner friction plate is fixedly connected to the counter pressure plate (33) itself.

2. The hybrid module as recited in claim 1, wherein,

the counter-pressure plate has a flange (74) extending radially inwards to the intermediate shaft (33) and a hub (75) connected to the flange and extending through the intermediate shaft (33).

3. The hybrid module as recited in claim 2, wherein,

the hub (75) has an internal tooth portion and the intermediate shaft (33) has an external tooth portion, the internal tooth portion and the external tooth portion being engaged with each other.

4. The hybrid module as recited in claim 1, wherein,

the counter-pressure plate is fastened axially to the intermediate shaft (33) via a fastening means (77).

5. The hybrid module as recited in any of the preceding claims, wherein,

the inner friction plate carrier (76) is fixed to the counter plate by means of a fixing element or via one or more welded connections, and/or the outer friction plate carrier (38) is fixed to the dual mass flywheel (36) by means of a fixing element or via one or more welded connections.

6. The hybrid module as recited in claim 5, wherein,

the inner friction plate carrier (76) has axially extending external teeth, into which internal teeth provided on the intermediate plate engage.

7. The hybrid module as recited in claim 6, wherein,

the platen has: an internal tooth that engages into an external tooth of the inner friction plate carrier (76); and a radially inwardly extending flange (78) via which the pressure plate is connected to an axially movable support bearing (48), wherein a plurality of interruptions are provided in the region of the inner toothing, through which the axially extending fingers of the inner friction plate carrier (76) protrude.

8. The hybrid module as recited in claim 6, wherein,

the pressure plate has a radially inwardly extending flange (78) via which it is connected to an axially movable support bearing (48), wherein a plurality of interruptions are provided, through which the axially extending fingers of the inner friction plate carrier (76) extend, wherein the widths of the fingers and the interruptions are matched to one another in such a way that the pressure plate is guided axially on the inner friction plate carrier (76) and is connected to the same in a rotationally fixed manner.

9. The hybrid module as recited in claim 1, wherein,

one or more spring elements (51) are arranged between the pressure plate and the intermediate plate and between the intermediate plate and the counter plate, respectively.

10. The hybrid module as recited in claim 1, wherein,

a fastening means (79) for axially fastening the pressure plate is provided on the inner friction plate carrier (76).