CN112659882A - Hybrid module and clutch device for a hybrid module - Google Patents

Hybrid module and clutch device for a hybrid module Download PDF

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Publication number
CN112659882A
CN112659882A CN202011105116.3A CN202011105116A CN112659882A CN 112659882 A CN112659882 A CN 112659882A CN 202011105116 A CN202011105116 A CN 202011105116A CN 112659882 A CN112659882 A CN 112659882A
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CN
China
Prior art keywords
clutch
piston
friction ring
clutch device
cone
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202011105116.3A
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Chinese (zh)
Inventor
U·格劳格鲍尔
S·雷姆
A·施罗德
S·伊内克尔
T·霍切
A·罗姆
I·霍菲纳
S·霍尔斯特
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Publication date
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Publication of CN112659882A publication Critical patent/CN112659882A/en
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
    • 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
    • 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
    • B60K6/40—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 assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • F16D13/58—Details
    • F16D13/60—Clutching elements
    • F16D13/64—Clutch-plates; Clutch-lamellae
    • F16D13/69—Arrangements for spreading lamellae in the 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0632—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with conical friction surfaces, e.g. cone clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • F16D25/123—Details not specific to one of the before-mentioned types in view of cooling and lubrication
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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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)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

The invention relates to a clutch device for a hybrid module of a drive train, comprising a first clutch (K0), a second clutch (K1) and a third clutch (K2), wherein the first clutch (K0) is arranged between a drive (1) and a rotor (EM) of an electric motor, wherein the second clutch (K1) is arranged between the rotor (EM) of the electric motor and a first output shaft (2), and wherein the third clutch (K2) is arranged between the rotor (EM) of the electric motor and a second output shaft (3), and to the hybrid module, characterized in that at least the first clutch (K0) is designed as a cone clutch (4). A further aspect of the invention is a hybrid module having such a clutch device.

Description

Hybrid module and clutch device for a hybrid module
Technical Field
The invention relates to a clutch device for a hybrid module in which an actuator, in particular a combustion engine, is combined with an electric motor as a second drive unit in a drive train having a dual clutch transmission.
Background
In the prior art, it is known, for example from DE 102010003442 a1, to provide, in addition to two plate clutches for a dual clutch transmission, a further plate clutch by means of which an electric machine can be separated from a combustion engine.
Further examples for the prior art are shown in DE 102009038344 a1 or DE 102009030135 a 1.
Disclosure of Invention
The object of the invention is to provide a clutch device which keeps the required installation space as small as possible. Further objects are simple manufacturability and reduced cost.
This object is achieved by a clutch device and a hybrid module according to the invention.
According to the invention, a clutch device for a hybrid module of a drive train comprises a first clutch, a second clutch and a third clutch, wherein the first clutch is arranged between a drive and a rotor of an electric motor, wherein the second clutch is arranged between the rotor of the electric motor and a first output shaft, and wherein the third clutch is arranged between the rotor of the electric motor and a second output shaft, the clutch device being characterized in that at least the first clutch is designed as a cone clutch.
Within the scope of the application, the drive train likewise comprises, in addition to a drive, such as a combustion engine, an electric motor which can introduce energy into the drive train instead of or in addition to the drive.
In a further development of the drive train, a so-called dual clutch transmission is provided, which has two inputs for two output shafts and transmits the rotational movement to the other drive train via the existing gear ratio. The two output shafts are connected with a rotor of the motor through a second clutch and a third clutch respectively. By correspondingly shifting the second clutch and the third clutch, the output shaft is correspondingly connected with the rotor in order to transmit the rotary motion.
A first clutch is provided between the rotor and the drive in order to be able to disconnect the drive, since otherwise in purely electric driving by means of the electric motor increased losses may result due to the mass in the drive to be moved together. In operation of the drive, the rotational movement of the drive is transmitted to the further drive train by means of the closed first clutch. This first clutch is embodied as a cone clutch, wherein the conically and coaxially arranged friction surfaces of the outer friction ring and the intermediate friction ring are pressed against one another, or the conical intermediate friction ring is clamped between the outer friction ring and the inner friction ring. In contrast to a disk clutch, a conical clutch makes it possible to save installation space, in particular in the axial direction. The cone clutch can also be formed more compactly between the drive and the further drive train. In particular, if the cone clutch is supplied with oil only during the closed state, losses due to drag torques can be reduced because of the smaller number of adjacent friction surfaces compared to plate clutches.
The cone of the cone clutch is preferably designed to be tapered in the direction of the drive and connects the intermediate friction ring on the rotor side. It is further preferred that the actuation of the first clutch is provided on the drive side, as a result of which installation space in the region of the electric motor can be saved.
Decoupling of the rotor is not necessary, since there is no direct mechanical connection to the other components of the electric motor, and energy can be recovered again by the electric motor, if necessary, by recycling in the braking process by operation of the generator.
An embodiment of the clutch device is characterized in that the first clutch has an outer friction ring which is arranged on the drive side and is stationary in the axial direction; and the first clutch has an intermediate friction ring which is movable in the axial direction and is connected in a rotationally fixed manner to the rotor of the electric motor. In order to actuate the first clutch, at least one component of the first clutch must be axially displaceable, wherein advantageously at least the intermediate ring is embodied to be displaceable. In order to transmit the rotational movement transmitted when the clutch is closed to the further drive train, the intermediate ring is connected in a rotationally fixed manner to the rotor, preferably not directly but by means of further components.
By means of the axially positionally fixed outer friction ring, which is arranged fixedly in a rotational sense on the drive side, the first clutch can be fitted more easily and the clutch device has a well-defined connection area and size, since the movable components are arranged inside.
An inner friction ring is preferably also provided, which, like the outer friction ring, is connected to the drive in a rotationally fixed manner. The actuation of the first clutch is preferably effected by means of an axially displaceable inner friction ring.
The clutch device according to one embodiment is characterized in that the first clutch is of the normally open type and has a first piston for actuation; and the first piston for actuating is movable in a direction towards the narrowing side of the conical clutch. The cost for actuating the first clutch is limited by the operating time of the drive by the normally open design of the first clutch. By actuating the piston in the direction of the narrowing of the cone clutch, i.e. in the axial direction, from the side with the larger diameter to the side with the smaller diameter, the required installation space can be better utilized if necessary.
A preferred embodiment of the clutch device is characterized in that a piston nozzle is provided on the piston in order to guide cooling oil onto the friction ring of the first clutch during actuation. The oil supply during actuation of the first clutch is ensured by a piston nozzle, in which the cooling oil is discharged only during actuation of the first piston and thus of the first clutch. At the same time, the oil supply is prevented when the first clutch is disengaged, as a result of which on the one hand the oil losses and in particular the losses due to the drag torque are reduced due to the thus almost dry friction ring.
The clutch device according to one embodiment is characterized in that the first clutch is embodied with a return spring and without a compensation chamber. In order to reset the first piston, a reset spring is advantageously provided. Usually, an oil-filled compensation chamber is additionally provided to compensate for the residual pressure in the piston chamber. It is also advantageously possible to provide embodiments without a compensation chamber, in which the restoring spring is correspondingly stronger in order to reliably move the piston back into the initial position. Without a piston chamber, the construction is simplified, in particular with regard to oil guidance and the number of components or complexity.
An embodiment of the clutch device is characterized in that the carriers of the second clutch and of the third clutch on both input sides are directly connected to one another. Since the second clutch and the third clutch can transmit the rotational movement of the drive to the dual clutch transmission, the input sides are preferably directly connected to one another. This makes it possible to reduce the number of components and to save installation space, in particular in the axial direction.
A further embodiment of the clutch device is characterized in that the two input-side carriers of the second clutch and the third clutch are connected by a common hub which is arranged coaxially with the first output shaft and the second output shaft and is rotatable relative to the first output shaft and the second output shaft. The use of a carrier with a common hub on a separate input side has the following advantages: the complexity and thus the production of the individual components is simplified and the installation space can be saved, in particular in the radial direction.
The hub may be used to receive other components of both the second clutch and the third clutch.
The clutch device according to an embodiment is characterized in that the second clutch and the third clutch are arranged at least partially overlapping in the axial direction. The second and third coaxially extending clutches can thereby be arranged next to one another or staggered with respect to one another in the radial direction, whereby the required installation space is small.
An embodiment of the clutch device is characterized in that the second clutch is designed as a plate clutch; the first clutch is directly connected with the outer friction plate carrier of the second clutch through a synchronous plate (Mitnahmeblech); and the synchronizing plate is simultaneously provided as a support for the end friction plates of the second clutch. Preferably, a direct connection is realized between the output side of the first clutch and the input sides of the second clutch and the third clutch. For this purpose, the output-side synchronizing plate of the first clutch is connected, for example, to the outer friction disk carrier of the second clutch, wherein variants with inner friction disk carriers are also possible. In order to reduce the number of components and also to reduce the installation space, the synchronizing plate advantageously simultaneously forms a support for the end friction plates of the second clutch in the axial direction.
The clutch device according to an embodiment is characterized in that the cone clutch has an inner friction ring, an outer friction ring and an intermediate friction ring arranged therebetween; and the outer friction ring and the inner friction ring are held in a common carrier element. Due to this configuration, the cone on both sides of the middle friction ring can be used for force transmission and achieve a more even force distribution. In order to ensure that the rotational speeds of the outer and inner friction rings are the same, the two friction rings are arranged on a common carrier, wherein the two friction rings and at least one of the intermediate friction rings are movable in the axial direction.
An embodiment of the clutch device is characterized in that the third clutch is embodied as a cone clutch. The third clutch may likewise be embodied as a cone clutch instead of a plate clutch. This saves installation space and reduces the total number of components by eliminating individual friction disks.
An embodiment of the clutch device is characterized in that the second clutch is embodied as a cone clutch. Alternatively or cumulatively, the second clutch can also be embodied as a cone clutch instead of a plate clutch, wherein the same advantages can be achieved.
The clutch device according to an embodiment is characterized in that the outer and inner friction rings of the cone clutch are received in a rotationally fixed manner in a common attachment element, wherein at least one of these friction rings is received in an axially movable manner. In order to ensure that the rotational speeds of the outer and inner friction rings are the same, the two friction rings are arranged on a common carrier, wherein the two friction rings and at least one of the intermediate friction rings are movable in the axial direction. This correspondingly also applies to the embodiment of the second clutch and/or the third clutch as a cone clutch.
In a particularly preferred manner, all the inner and outer friction rings of the second and third clutches, which are embodied as cone clutches, are received on a common attachment region (e.g. hub), thereby ensuring that the rotational speeds of the second and third clutches are identical and that their input sides are connected.
An embodiment of the clutch device is characterized in that the piston for actuating the cone clutch is designed as a separate component with respect to the friction ring actuated by the piston. By designing the piston separately, the positioning can be selected more flexibly in the available installation space and the force introduction can be improved if necessary.
An embodiment of the clutch device is characterized in that at least one of the first clutch, the second clutch or the third clutch has a release spring by means of which the piston for actuating can be reset. Instead of or in addition to the return spring, a separating spring can be arranged in the region of the piston, in particular in the region of the friction surfaces (i.e. cones or friction disks). The friction surfaces can be spaced apart from one another by a release spring, so that the drag torque can be reduced when the clutch is disengaged. By connecting the friction surface and the piston, the return of the piston can also be achieved or at least assisted by the separating spring.
The clutch device according to an embodiment is characterized in that at least the second clutch and/or the third clutch has a piston with a return spring and a compensation chamber; and a compensating chamber cover is provided, wherein the compensating chamber cover partially delimits the compensating chamber and at the same time has a holding means for receiving a return spring. The number of components is reduced on the one hand by the simultaneous implementation of the compensation chamber cover (with the retaining means for the return spring as a spring retainer) to define the compensation chamber.
An embodiment of the clutch device is characterized in that an axial opening is provided in at least one radially extending member belonging to the second clutch and/or the third clutch; and at least one oil guiding element is provided for guiding oil to the first clutch. The oil supply for lubrication and cooling can be done on the drive side. Alternatively or additionally, this oil supply can also take place on the transmission side. For this purpose, the radially extending component (e.g. a friction disk carrier, a synchronizing plate, a friction ring or a separating plate) has an axial opening in order to be able to pass oil through. In order to improve the distribution in the axial direction, oil-conducting elements are additionally provided, which are arranged on the component or separately. By means of these oil-conducting elements, oil can also be supplied in a targeted manner to the location to be lubricated or cooled.
Another aspect of the invention is a hybrid module with a clutch device according to the described embodiment. In addition to the clutch device according to the invention, the hybrid module also comprises an electric motor and a double clutch transmission.
The features of the embodiments can be combined with each other as desired.
Drawings
The invention will be described in detail below with the aid of the accompanying drawings. Identical or similar elements are denoted by uniform reference numerals. Shown in the drawings are:
fig. 1 shows an embodiment of a clutch device.
Fig. 2 shows a further embodiment of the clutch device.
Fig. 3 shows a further embodiment of the clutch device.
Fig. 4 shows a further embodiment of the clutch device.
Fig. 5 shows a further embodiment of the clutch device.
Fig. 6 shows a further embodiment of the clutch device.
All figures have in common that only the regions of the clutch device are shown in each case. Furthermore, for reasons of symmetry only half sections with respect to the axis of rotation are shown in each case.
Detailed Description
Fig. 1 shows an embodiment of a clutch device having: a first clutch (K0) as a cone clutch (4), and a second clutch (K1) and a third clutch (K2) as plate clutches (5.2; 5.3).
In this exemplary embodiment, all clutches (K0; K1; K2) are embodied as normally open (NO for short).
The second clutch (K1) and the third clutch (K2) each have a separate compensation chamber (7.2; 7.3) which is intended to compensate for the pressure in the completely filled piston chamber (9.2; 9.3) which is generated by the centrifugal force of the rotating clutch device.
In this embodiment, a first clutch (K0) without a compensation chamber is shown. In this case, the restoring spring (8.1) of the first clutch (K0) must be designed with a correspondingly strong characteristic curve in order to ensure that the first clutch (K0) is disengaged even at high rotational speeds, for example when the burner is deactivated at high rotational speeds of the clutch device in order to switch to electric-only driving in the hybrid module. Here, the cone clutch is designed such that: despite the high force of the return spring (8.1), the maximum required actuating pressure is not higher than the actuating pressure for the other two clutches (K1; K2).
For example, in the illustrated embodiment, by attaching an outer friction ring (ARR) and an inner friction ring (IRR) on the engine side and an intermediate friction ring (ZRR) on the drive side, only the intermediate friction ring (ZRR) rotates with the first clutch (K0) disengaged and the combustion engine deactivated. A first piston chamber (9.1) belonging to a first clutch (K0) is arranged on the engine side and rotates only when the engine rotates. Since the compensation chamber is omitted in this embodiment, the centrifugal force in the first piston chamber (9.1) supports the closing force of the clutch.
The oil supply to the first piston chamber (9.1) is effected via an oil bore (20) in an engine-side input shaft (1), which may also be referred to as a drive. Oil supply to the second piston chamber (9.2) belonging to the second clutch (K1) and to the piston chamber (9.3) belonging to the third clutch (K2) is effected via oil bores (20) of the hub (11) arranged on the transmission side.
The hub (11) is rotatable relative to the first output part (2) and the second output part (3) and rotates together with the input side of the second and third clutches (K1; K2).
The first clutch (K0), in particular the clutch disk, is filled with oil by means of a piston nozzle (12) in a piston seal (13). Depending on the oil pressure in the first piston chamber (9.1), the oil is discharged more or less via the piston nozzle (12) into the region of the first return spring (8.1) and is thrown radially outward in the rotating state. In the event of a deactivation of the combustion engine, the input shaft (1) is at rest and the oil pressure in the first piston chamber (9.1) is reduced to a minimum, so that little oil enters via the piston nozzle (12) and is not thrown outward, so that the separating gap between the friction rings (ARR; ZRR; IRR) is substantially free of oil in the disengaged first clutch (K0). In the subsequent drive train, the drag torque produced when the intermediate friction ring (ZRR) rotates as a result of the operation of the electric motor is thereby minimized.
The torque of the combustion engine as a drive is transmitted via the input shaft (1) to an axially and rotationally fixedly connected (e.g. via a welded connection) outer friction ring (ARR) of the first clutch (K0). The outer friction ring (ARR) has lugs (14) which form a rotationally fixed, but axially displaceable connection with the inner friction ring (IRR). In the illustrated embodiment, the webs (14) are shaped in the axial direction in the direction of the inner friction ring (IRR), which webs engage in cutouts (15) of the inner friction ring (IRR). As a result, a torque can be distributed to the outer friction ring (ARR) and the inner friction ring (IRR), which as shown here is simultaneously embodied as the first piston (10.1), and at the same time the inner friction ring (IRR) can be axially displaced. Due to the pressure build-up in the first piston chamber (9.1), the inner friction ring (IRR) is displaced in the direction of the outer friction ring (ARR) and clamps the middle friction ring (ZRR). The first cone clutch (4) is represented here by a right-hand-side-up cone (i.e. rising in the direction of the transmission side), which actuates the inner friction ring (IRR) from right to left in the direction of the drive. Due to the actuating forces on the friction surfaces or friction linings of the first cone clutch (4) and the normal forces resulting therefrom, frictional forces are generated which transmit a torque from the outer and inner friction rings (ARR; IRR) to the intermediate friction ring (ZRR).
The intermediate friction ring (ZRR) is connected to the synchronizing plate (17) in a rotationally fixed and axially displaceable manner by means of a plug connection (16). The synchronizing plate (17) transmits the torque to the input-side carrier (18.1), in this case the outer disk carrier of the second clutch (K1). In this embodiment, the synchronizing plate (17) is simultaneously the support plate for the end friction plates of the second clutch (K1) and transmits the torque to the first carrier (18.1) via the toothing of the outer friction plate carrier. The synchronizing plate (17) is axially supported by a retaining ring (19) on the side facing away from the second clutch (K1).
A first output member (2) of the second clutch (K1), which is connected to a first transmission input shaft (e.g., a solid shaft) via gearing, is located axially between the input shaft (1) and the hub (11) of the second and third clutches (K1; K2). The second output (3) of the third clutch (K2) is likewise connected via a toothing system to the second transmission input shaft (in the form of a coaxial hollow shaft). Different rotational speeds can be applied between the hub (11) and the output part (2; 3), which is why these parts are spaced apart from one another by means of axial bearings. The input-side carrier (18.1) and the hub (11) of the dual clutch are connected to one another in a fixed and sealed manner.
The second clutch (K1) is located radially outward in the illustrated embodiment because it appears as a launch clutch. The second piston (10.2) belonging to the second clutch (K1) is displaced to the left by the application of pressure and applies a normal force to the friction disk pack of the second clutch (K1), as a result of which a friction force is generated on the friction surfaces of the second clutch (K1), which transmits torque from the carrier (18.1) to the inner disks and thus to the first output part (2). The outer friction lining (steel sheet) is connected in a rotationally fixed and axially displaceable manner to the input-side carrier (18.1). The inner disk is connected in a rotationally fixed manner to the inner disk carrier by means of a toothing and is connected in an axially displaceable manner to a first output part (2) which is at the same time a driven element of a second clutch (K1).
If oil pressure is applied to the third clutch (K2), a third piston (10.3) belonging to the third clutch (K2) is displaced axially and presses against the set of friction plates of the third clutch (K2), as a result of which friction forces are generated on the friction plates and a torque can be transmitted. The piston pressure is supported on a piston chamber cover plate (21) which is connected in an axially secure and sealed manner to the hub (11) of the dual clutch. A restoring spring (8.2) of the second piston (10.2), which is embodied here as a helical compression spring set, is also supported on this piston chamber cover (21).
The spring retainer that holds the second return spring (8.2) relative to the second piston (10.2) simultaneously forms the function of the compensating chamber cover (22) of the second clutch (K1) in the exemplary embodiment shown.
The third restoring spring (8.3) of the third clutch (K2) is embodied in fig. 1 as a disk spring and is likewise supported on a compensating chamber cover (22) which at the same time forms part of the third compensating chamber (7.3) of the third clutch (K2). The compensating chamber cover (22) is likewise firmly and sealingly connected to the hub (11).
In the exemplary embodiment shown, the input-side carriers (18.1; 18.2) of the second and third clutches (K1; K2) are directly connected to one another. The input-side carrier (18.2) of the third clutch (K2) is connected in a rotationally fixed manner by means of the toothing for the outer disk of the second clutch (K1) to the first carrier (18.1) of the second clutch (K1) and is fixed in the axial direction by means of a securing ring (19). Since there is no relative rotational speed between the first and second carriers (18.1; 18.2), the second piston (9.2) of the second clutch (K1) can be pushed through the bore (24) in the second carrier (18.2) in segments (23) and actuate the second clutch (K1).
The Electric Motor (EM) (not shown in fig. 1) is connected to the hub (11) or the first carrier (18.1). Thus, by disconnecting the first clutch (K0), the combustion engine can be decoupled and started in an electric-only manner.
Fig. 2 shows a further exemplary embodiment of a clutch device, which largely corresponds to the exemplary embodiment in fig. 1. The clutch device is also designed in such a way that the first clutch (K0) is designed as a cone clutch and the second and third clutches (K1; K2) are each designed as plate clutches. The clutch (K0; K1; K2) is designed to be normally open.
In this exemplary embodiment, the input-side carriers (18.1; 18.2) are not, however, directly connected to one another, but the two carriers (18.1; 18.2) are firmly connected directly to the hub (11). This variant requires slightly more axial installation space in the region of the friction disk pack of the third clutch (K2). However, the piston chamber cover (21) can be dispensed with, since its function is taken over by the second carrier (18.2), thereby reducing the number of components. Another advantage of this variant is that the second clutch (K1) and the third clutch (K2) are designed independently of one another.
In this embodiment, a further reduction in the number of components is achieved by: the intermediate friction ring (ZRR) of the cone clutch is directly connected to the second clutch (K1) in a rotationally fixed and axially displaceable manner by means of the toothing of the outer disk for the first carrier (18.1) and therefore the synchronizing plate (17) can be omitted.
The other differences are a second return spring (8.2), which is designed as a disk spring and is arranged in the radial direction at the level of the friction disk pack of the third clutch (K2), and a third return spring (8.3), which is formed by a helical compression spring.
Fig. 3 shows an embodiment of a clutch device, which also largely corresponds to fig. 2, wherein the connection between the first clutch (K0) and the first carrier (18.1) takes place in a similar manner to fig. 1. In other respects, in this variant, the first clutch (K0) is likewise embodied as a cone clutch and the second and third clutches (K1; K2) are embodied as plate clutches.
In this embodiment, the piston return is achieved not by return springs (8.2; 8.3) in the second clutch (K1) and in the third clutch (K2) but by separating springs (25) which are each arranged in a friction plate pack. This ensures that the friction linings are reliably separated in the non-actuated state and at the same time saves axial installation space.
Furthermore, in fig. 3, an optional Torsional Damper (TD) is shown on the drive side in order to compensate for or damp out inhomogeneities or fluctuations in the torque of the combustion engine before the first clutch (K0).
Fig. 4 shows an embodiment of the clutch device, in which the third clutch (K2) is also embodied as a cone clutch in addition to the first clutch (K0). As in fig. 3, the second clutch (K1) is again designed as a plate clutch. Furthermore, all clutches (K0; K1; K2) are designed to be normally open.
As in FIG. 3, the piston return of the second and third clutches (K1; K2) is effected by a separating spring (25) in the friction disk pack of the second clutch (K1) or between the outer friction ring (ARR) and the inner friction ring (IRR) of the third clutch (K2).
The two cone clutches (4; 6.3) of this embodiment are each formed by an inner and an outer friction ring (IRR; ARR) and an intermediate friction ring (ZRR), wherein each of these members is used to transmit torque and is either inserted into the toothing or inserted into the cutout (15) of the synchronizing plate (17) or the attachment plate by means of the webs (14) or the dogs.
The first clutch (K0) is shown here as a cone rising to the left, i.e. narrowing in the direction of the dual clutch transmission. The inner friction ring (IRR) is actuated by the first piston (10.1) from left to right and therefore acts in the opposite way to the exemplary embodiment of fig. 1 to 3.
Fig. 5 shows an embodiment of the clutch device in a manner similar to fig. 4, wherein the second clutch (K1) is also embodied as a cone clutch, in addition to the first clutch (K0) and the third clutch (K2). This saves installation space and reduces the number of components.
Fig. 6 shows an exemplary embodiment which is implemented analogously to fig. 1, wherein an alternative axial oil guiding design is proposed as an alternative or development of the piston nozzle (12).
Oil from the bearing can flow through to the side of the drive side and radially outwards through an axial opening (26) in the second driven part (3). The oil flow can be controlled by different oil-guiding elements (27). An oil film can be stripped off the second driven part (3), for example, by stripping off the oil edge (27.1), and the oil is thrown further radially outward and collected by an oil deflector (27.2) which is inserted into an axial opening (26) of the first driven part (2) and guides the oil through.
Now, a part of the oil is thrown outwards and cools the inner friction ring (IRR). Another part of the oil is guided by a further oil guide plate (27.1) into the gap between the inner friction ring (IRR) and the outer friction ring (ARR), in which gap the oil can wet the intermediate friction ring ZRR. As in the exemplary embodiment shown, a further oil deflector (27.1) can also be formed by an extension web (14).
However, the present invention is not limited to these embodiments. May be implemented in the manner as described above, and may also provide only individual advantageous features, or may combine the features of the different components described in any way with one another.
List of reference numerals
1 input shaft/drive
2 first output member/first output shaft connection
3 second output member/second output shaft connection
4 first cone clutch
5.2 second plate Clutch
5.3 third plate Clutch
6.2 second cone clutch
6.3 third cone Clutch
7.2 Compensation Chamber of the second Clutch
7.3 Compensation Chamber of the third Clutch
8.1 Return spring of the first Clutch
8.2 Return spring of second Clutch
8.3 Return spring of third Clutch
9.1 first piston Chamber (of the first Clutch)
9.2 second piston Chamber (of second Clutch)
9.3 third piston Chamber (of third Clutch)
10.1 first piston
10.2 second piston
10.3 third piston
11 hub
12 piston nozzle
13 piston seal
14 contact piece
15 incision
16 plug connection
17 synchronous board
18.1 first Carrier (of the second Clutch)
18.2 second Carrier (of third Clutch)
19 fixed ring
20 oil hole
21 piston chamber cover plate
22 compensating chamber cover plate
23 segment
24 holes
25 separation spring
26 opening
27 oil guiding element
27.1 oil stripping edge
27.2 oil guide plate
K0 first clutch
K1 second clutch
K2 third clutch
ARR external friction ring
IRR internal friction ring
ZRR middle friction ring
EM motor
TD torsion damper

Claims (18)

1. Clutch device for a hybrid module of a powertrain, comprising a first clutch (K0), a second clutch (K1) and a third clutch (K2), wherein the first clutch (K0) is arranged between a drive (1) and a rotor (EM) of an electric motor, wherein the second clutch (K1) is arranged between the rotor (EM) of the electric motor and a first output shaft (2), and wherein the third clutch (K2) is arranged between the rotor (EM) of the electric motor and a second output shaft (3), characterized in that at least the first clutch (K0) is designed as a cone clutch (4).
2. The clutch device according to claim 1, characterized in that the first clutch (K0) has an outer friction ring (ARR) which is arranged in a positionally fixed manner on the drive side and in the axial direction; and the first clutch (K0) has an intermediate friction ring (ZRR) which is movable in the axial direction and is connected in a rotationally fixed manner to the rotor (EM) of the electric motor.
3. The clutch device according to claim 1 or 2, characterized in that the first clutch (K0) is embodied as normally open and has a first piston (10.1) for actuation; and the first piston (10.1) for actuating is movable in a direction towards the narrowing side of the conical clutch (4).
4. Clutch device according to claim 3, characterised in that a piston nozzle (12) is arranged on the piston (10.1) in order to guide cooling oil onto the friction rings (ARR; ZRR; IRR) of the first clutch (K0) during actuation.
5. The clutch device according to claim 3 or 4, characterized in that the first clutch (K0) is embodied with a return spring (8.1) and without a compensation chamber.
6. Clutch device according to one of the preceding claims, characterised in that the carriers (18.1; 18.2) of the two input sides of the second clutch (K1) and the third clutch (K2) are directly connected to one another.
7. Clutch device according to one of claims 1 to 5, characterised in that the carriers (18.1; 18.2) of the two input sides of the second clutch (K1) and the third clutch (K2) are connected by means of a common hub (11) which is arranged coaxially to the first output shaft (2) and the second output shaft (3) and is rotatable relative to the first output shaft and the second output shaft.
8. Clutch device according to one of the preceding claims, characterised in that the second clutch (K1) and the third clutch (K2) are arranged at least partially overlapping in the axial direction.
9. Clutch device according to one of the preceding claims, characterised in that the second clutch (K1) is designed as a plate clutch (5.2); the first clutch (K0) is directly connected to the outer disk carrier of the second clutch (K1) by means of a synchronizing plate (17); and the synchronizing plate (17) is simultaneously provided as a support for the end friction plates of the second clutch (K1).
10. Clutch device according to one of the preceding claims, characterised in that the cone clutch (4; 6.2; 6.3) has an inner friction ring (IRR), an outer friction ring (ARR) and an intermediate friction ring (ZRR) arranged therebetween; and the outer friction ring (ARR) and the inner friction ring (IRR) are held in a common carrier element.
11. Clutch device according to one of the preceding claims, characterised in that the third clutch (K2) is embodied as a cone clutch (6.3).
12. Clutch device according to one of the preceding claims, characterised in that the second clutch (K1) is embodied as a cone clutch (6.2).
13. Clutch device according to claim 11 or 12, characterised in that the outer friction ring (ARR) and the inner friction ring (IRR) of the cone clutch (4; 6.2; 6.3) are received in a rotationally fixed manner in a common attachment element, wherein at least one of the friction rings (ARR; ZRR; IRR) is received in an axially movable manner.
14. Clutch device according to one of the preceding claims, characterised in that the piston (10.1; 10.2; 10.3) for actuating the cone clutch (4; 6.2; 6.3) is designed as a separate component from the friction ring (ARR; ZRR; IRR) actuated by the piston (10.1; 10.2; 10.3).
15. Clutch device according to one of the preceding claims, characterised in that at least one of the first clutch (K0), the second clutch (K1) or the third clutch (K2) has a release spring (25) by means of which the piston (10.1; 10.2; 10.3) for actuation can be reset.
16. Clutch device according to one of the preceding claims, characterised in that at least the second clutch (K1) and/or the third clutch (K2) has a piston (10.2; 10.3) with a return spring (8.2; 8.3) and a compensation chamber (7.2; 7.3); and a compensation chamber cover (22) is provided, wherein the compensation chamber cover (22) partially delimits the compensation chamber (7.2; 7.3) and at the same time has a holding means for receiving the return spring (8.2; 8.3).
17. Clutch device according to one of the preceding claims, characterised in that an axial opening (26) is provided in at least one radially extending member belonging to the second clutch (K1) and/or the third clutch (K2); and at least one oil guiding element (27; 27.1; 27.2) is provided in order to guide oil to the first clutch (K0).
18. Hybrid module with a clutch device according to one of the preceding claims.
CN202011105116.3A 2019-10-15 2020-10-15 Hybrid module and clutch device for a hybrid module Pending CN112659882A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019215833.1 2019-10-15
DE102019215833.1A DE102019215833A1 (en) 2019-10-15 2019-10-15 Coupling device for a hybrid module

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CN112659882A true CN112659882A (en) 2021-04-16

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Application Number Title Priority Date Filing Date
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DE (1) DE102019215833A1 (en)

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DE102022201805A1 (en) 2022-02-22 2023-08-24 Zf Friedrichshafen Ag Clutch with a cooling device and drive train with such a clutch

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