CN113165495A - Clutch device and power train for motor vehicle - Google Patents

Clutch device and power train for motor vehicle Download PDF

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Publication number
CN113165495A
CN113165495A CN201980077530.7A CN201980077530A CN113165495A CN 113165495 A CN113165495 A CN 113165495A CN 201980077530 A CN201980077530 A CN 201980077530A CN 113165495 A CN113165495 A CN 113165495A
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CN
China
Prior art keywords
clutch
clutch device
pendulum
double
rotationally fixed
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
CN201980077530.7A
Other languages
Chinese (zh)
Inventor
P·哈恩
S·斯宾尔费舍特尔
A·科尔布
T·哈尔特
J·施魏策尔
J·泽比格
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Mercedes Benz Group AG
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Daimler AG
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Filing date
Publication date
Application filed by Daimler AG filed Critical Daimler AG
Publication of CN113165495A publication Critical patent/CN113165495A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—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
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • 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
    • F16D25/10—Clutch systems with a plurality of fluid-actuated 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
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0638—Electrically actuated multiple lamellae 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
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0661—Hydraulically actuated multiple lamellae clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/133—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses using springs as elastic members, e.g. metallic springs
    • F16F15/134—Wound springs

Abstract

The invention relates to a clutch device (10 a; 10b) having: a separating clutch (K0 a; K0b), a double clutch device (11 a; 11b) comprising a first clutch (K1b) and a second clutch (K2b), a double-mass flywheel (12 a; 12b) and a centrifugal pendulum (13 a; 13b), the centrifugal pendulum is arranged radially around the double clutch device (11 a; 11b) and has a bearing device (14 a; 14b) and a pendulum mass (15 a; 15b), wherein the support device (14 a; 14b) is connected in a rotationally fixed manner to an input diaphragm support (16 a; 16b) of the double clutch device (11 a; 11b), wherein the input side of the double clutch device (11 a; 11b) is connected to the output side of the separating clutch (K0 a; K0b), wherein the bearing device (14 a; 14b) of the centrifugal pendulum (13 a; 13b) is permanently connected in a rotationally fixed manner to the output diaphragm support (17 a; 17b) of the separating clutch (K0 a; K0 b).

Description

Clutch device and power train for motor vehicle
The present invention relates to a clutch device and a power train for a motor vehicle having the clutch device.
Clutch devices that are similar in some respects have already been disclosed in DE 102015215875 a1, DE 102016220576 a1 and DE 102010018772 a 1.
From DE 102009059944 a1, DE 102009059944 a1 and DE 102017206229 a1 of this type, clutch devices are already known which have a separating clutch, a dual clutch comprising a first clutch and a second clutch, a curved spring damper and a centrifugal pendulum which is arranged in a radially surrounding manner with respect to the dual clutch and has a bearing device and a pendulum mass, wherein the bearing device is connected in a rotationally fixed manner to an input diaphragm carrier of the dual clutch, wherein an input side of the dual clutch is connected to an output side of the separating clutch.
The object of the invention is, in particular, to provide a particularly compact clutch device, in particular of a compound transmission, which nevertheless has an efficient function and which can also be produced at low cost. This object is achieved by the invention according to claim 1. The invention is based on the dependent claims.
The clutch device proposed by the invention has a separating clutch, a double clutch device comprising a first clutch and a second clutch, a dual-mass flywheel and a centrifugal pendulum which is arranged radially around (or forms a loop around in the circumferential direction) the double clutch device and has a bearing device and a pendulum mass, wherein the bearing device is connected in a rotationally fixed manner to an input diaphragm carrier of the double clutch device, wherein an input side of the double clutch device is connected to an output side of the separating clutch.
It is further proposed that the bearing device of the centrifugal pendulum is permanently connected in a rotationally fixed manner to the output diaphragm bearing of the separating clutch. By means of this design, a certain space-efficiency of the construction can already be achieved. Furthermore, an advantageous dual clutch configuration can be achieved. Preferably, a compact, in particular axially compact arrangement can be provided by the claimed arrangement of the clutch device, in particular the dual clutch system, with the dual mass flywheel and the centrifugal pendulum. The centrifugal force pendulum is preferably separated from the dual mass flywheel and is integrated in a space, in particular a wet space, of the separating clutch and the dual clutch device. For this purpose, the centrifugal force pendulum is advantageously rotationally fixed to the outer diaphragm support, in particular the secondary side, of the separating clutch. This makes it possible to use the free space radially above the separating clutch and the double clutch device for the centrifugal force pendulum.
The clutch device comprises in particular one main axis of rotation and two secondary axes of rotation. "main axis of rotation" shall here mean the axis of rotation defined by at least one drive shaft. Preferably, it shall especially refer to the rotational axis defined by the drive-side input shaft of the dual clutch device. The term "secondary axis of rotation" is intended to mean, in particular, an axis of rotation of the intermediate shaft which is parallel to the main axis of rotation but offset. In particular, the first clutch and the second clutch form a dual clutch device of a combined dual clutch transmission. Advantageously, the double clutch device is designed to be friction-fitted and thus power-shiftable. The terms "axial" and "radial" relate in particular to the main axis of rotation.
The term "separating clutch" shall mean, in particular, a clutch which is provided for separating the internal combustion engine from all the sub-transmissions. "provided" shall mean in particular specially designed and/or specially equipped. "an object is provided for a function" shall mean in particular that the object fulfils and/or performs this function in at least one application state and/or operating state.
The first clutch of the dual clutch device is in particular a first diaphragm clutch. Preferably, at least one first inner membrane, particularly preferably a plurality of first inner membranes, is supported on the first inner membrane support. In addition, at least one first outer membrane, particularly preferably a plurality of first outer membranes, is preferably supported on the first outer membrane support. Preferably, the at least one first inner membrane and the at least one first outer membrane form a first membrane stack, particularly preferably in an alternating arrangement. The first diaphragm set preferably forms a first force transfer zone. The term "force transmission range" is intended to mean, in particular, a clutch range in which a force transmission, in particular a force transmission in the form of a positive and/or force-locking (frictional) transmission, takes place at least in the actuated state of the clutch between the input side of the respective clutch and the output side of the respective clutch. Preferably, each force transmission area is formed by a region of the inner and outer diaphragms of the respective clutch. The force-transmitting zones are formed in particular by groups of diaphragms. The second clutch of the double clutch device is in particular designed as a second diaphragm clutch. Preferably, at least one second inner membrane, particularly preferably a plurality of second inner membranes, is supported on the second inner membrane support. In addition, at least one second outer membrane, particularly preferably a plurality of second outer membrane, is preferably supported on the second outer membrane support. Preferably, the at least one second inner membrane sheet and the at least one second outer membrane sheet form a second membrane sheet group, particularly preferably in an alternating arrangement. The second diaphragm set preferably forms a second force transfer zone.
In this connection, "dual mass flywheel" shall mean, in particular, a component which preferably forms part of the drive train and is provided for reducing torsional vibrations, in particular of the internal combustion engine. Preferably, the dual mass flywheel forms a spring damping system having a primary flywheel mass, a secondary flywheel mass and a torsional vibration damper connected to the flywheel masses. The dual mass flywheel is preferably mounted on the crankshaft of the internal combustion engine in the usual manner. In this connection, the term "centrifugal pendulum" is intended to mean, in particular, a damper of the drive train, which is provided to compensate for torsional vibrations. The centrifugal force pendulum preferably does not have a fixed natural frequency, but rather the natural frequency varies as a function of the rotational speed.
In this connection, "connected in a rotationally fixed manner" means, in particular, for two rotatably mounted elements that they are arranged coaxially to one another and are coupled to one another in such a way that they rotate at the same angular speed. In this connection, "connected in a rotationally fixed manner" means, in particular, for the case of a component connected to the housing, that the component is connected to the housing in such a way that it cannot rotate relative to the housing.
The invention provides that the third force transmission zone of the separating clutch radially surrounds the first force transmission zone of the first clutch and at least partially overlaps it in the axial direction.
It is also preferred that the third operating chamber of the separator clutch is also arranged radially around and axially at least partially overlapping with respect to the first operating chamber of the first clutch.
In a particularly preferred manner, the third actuating piston of the separating clutch is also arranged radially around and axially at least partially overlapping with respect to the first actuating piston of the first clutch.
It is also proposed that the pendulum mass of the centrifugal pendulum is arranged radially around the first clutch and the second clutch and at least partially overlapping the latter in the axial direction.
In this case, the pendulum masses are particularly preferably arranged radially around and axially at least partially overlapping with respect to the first force transmission zone of the first clutch and with respect to the second force transmission zone of the second clutch.
In particular, it is preferably provided that the bearing device and the pendulum mass of the centrifugal pendulum radially surround the double clutch device.
In this connection, "radially surrounding" is intended to mean, in particular, that the surrounding component is arranged radially outside the surrounding component. Preferably, this should mean, in particular, that the minimum radial distance of the surrounding component from the main axis of rotation is greater than the maximum radial distance of the surrounded component from the main axis of rotation. This makes it possible to achieve an advantageous, axially compact design, in particular while the clutch device has a high-performance mode of operation.
"axially at least partially overlapping" shall mean that the respective members, assemblies or structural spaces intersect axially along the main axis of rotation. Preferably, this should mean in particular that at least one straight line extending radially from the main axis of rotation intersects each component, assembly or installation space which overlaps axially.
Preferably, at least a part of the centrifugal force pendulum and a part of the double clutch device are arranged within the same axial extension. This makes it possible in particular to achieve a preferably axially compact design. In particular, when the centrifugal force pendulum radially surrounds the double clutch device, an advantageous arrangement of the double clutch device within the centrifugal force pendulum can preferably be achieved thereby.
It is also proposed that the centrifugal force pendulum is arranged radially around the separating clutch and at least partially axially overlapping the separating clutch. Preferably, the pendulum masses of the centrifugal pendulum are arranged in an axially overlapping and radially encircling manner with respect to the third force transmission region of the separating clutch. This makes it possible to achieve a very advantageous axially compact construction with high operability. Preferably, the separating clutch can thereby be arranged radially preferably within the centrifugal force pendulum.
It is also proposed that the first force transmission zone radially surrounds the second force transmission zone and is arranged axially at least partially overlapping in relation to the second force transmission zone.
It is also proposed that the first clutch, i.e. the first force transmission region, has a first actuating piston and a first actuating chamber, which radially surround the second clutch, i.e. the second force transmission region, has a second actuating piston and a second actuating chamber.
The first actuating piston is preferably arranged axially at least partially overlapping in relation to the second actuating piston, and the first force transmission zone is preferably arranged axially overlapping in relation to the second force transmission zone. This makes it possible to achieve greater axial compactness. In this way, the second clutch of the double clutch device can preferably be arranged radially within the first clutch of the double clutch device.
It is also proposed that the input side of the dual mass flywheel, in particular the input side of the arcuate spring damper of the dual mass flywheel, can be connected to the crankshaft of the internal combustion engine in a rotationally fixed manner, and that the output side of the dual mass flywheel, in particular the output side of the arcuate spring damper of the dual mass flywheel, is connected to the input side of the separating clutch in a rotationally fixed manner. Preferably, the input side of the dual mass flywheel is permanently connected in a rotationally fixed manner to a crankshaft of the internal combustion engine in the mounted state in the drive train.
In this connection, the "input side" of a component shall mean the side of the component into which a torque is introduced during operation of the component. In this connection, the "output side" of a component shall mean the side of the component from which the torque is transmitted during operation of the component.
This makes it possible in particular to achieve an advantageous coupling of the dual mass flywheel. A preferred efficient arrangement of the dual-mass flywheel can be obtained in particular because, on the one hand, the dual-mass flywheel, in particular the arc-shaped spring damper, is obtained.
Furthermore, it is proposed that the bearing device of the centrifugal pendulum is connected in a rotationally fixed manner to the outer diaphragm bearing of the separating clutch, to the inner diaphragm bearing of the first clutch in a rotationally fixed manner, and to the outer diaphragm bearing of the second clutch in a rotationally fixed manner. This makes it possible to achieve an advantageous engagement of the centrifugal force pendulum, in particular of the bearing device of the centrifugal force pendulum.
It is also proposed that the clutch device has a drive which is connected in a rotationally fixed manner to the input side of the double clutch device and is provided for transmitting a torque from the electric machine into the double clutch device.
In particular, the drive element is preferably arranged on the side of the centrifugal force pendulum facing away from the dual mass flywheel, as viewed in the axial direction.
Particularly preferably, the drive element is arranged axially overlapping with respect to the third operating piston.
Preferably, the drive element is arranged axially adjacent to the centrifugal force pendulum and coaxially with the double clutch device. Preferably, the drive member is constituted by a gear. In this connection, "axially adjacent" is intended to mean, in particular, that the drive element axially adjoins the centrifugal force pendulum and/or is arranged axially in the vicinity of the centrifugal force pendulum. This preferably means, in particular, that the opposite end sides of the drive element and of the centrifugal force pendulum are arranged next to one another, in particular without further components in the middle. "drive element" shall mean in particular a gear, a sprocket, a pulley or the like, which is permanently connected to at least one transmission element and/or a connection unit in a rotationally fixed manner. The drive is provided in particular for coupling the electric machine, in particular in a torque-transmitting manner, to a dual clutch transmission. The motor preferably has a driven member, in particular a pinion. "driven member" shall mean in particular a gear, a sprocket, a pulley or the like, which is provided for transmitting the torque, the direction of rotation and/or the rotational speed of the motor. The driving member and the driven member are engaged with each other. The drive member and the driven member are preferably provided for the conversion of the torque and/or the rotational speed of the electric motor. The electric machine can thereby be advantageously coupled to the clutch device. In particular, the electric machine can be coupled to the clutch device in an optimally axially compact manner.
It is also proposed that the centrifugal force pendulum is arranged in the wet space of the double clutch device and is encapsulated relative to the wet space.
Preferably, the centrifugal force pendulum is completely surrounded by the wet space. The centrifugal force pendulum preferably has a housing which encloses the centrifugal force pendulum, in particular the pendulum mass of the centrifugal force pendulum, relative to the wet space. The housing is formed in particular by an oil-tight housing. The operability of the centrifugal pendulum can be ensured by encapsulating the centrifugal pendulum. Advantageously, the enclosed centrifugal force pendulum can be purposefully immersed in oil from the enclosed environment, which may contribute to the additional damping properties of the centrifugal force pendulum.
It has proven to be particularly advantageous for the centrifugal pendulum encapsulation by means of the housing when the pendulum masses of the centrifugal pendulum are arranged radially around and axially overlapping in relation to the double clutch device. In this case, if there is no packaging, the friction loss due to the pendulum mass movement in the wet space is high.
However, it is alternatively also conceivable to dispense with the encapsulation of the centrifugal force pendulum. This makes it possible to achieve a preferably compact and low-cost arrangement of the centrifugal force pendulum.
The arrangement of the centrifugal force pendulum in the wet space of the triple clutch device on the output side of the separating clutch allows an axially compact construction of the clutch device.
The invention is also based on a drive train for a motor vehicle having an internal combustion engine and a clutch device, as has been described above. It is proposed that the dual mass flywheel is arranged axially at the end of the clutch device facing the internal combustion engine. Preferably, the dual mass flywheel is arranged in particular axially between the internal combustion engine and the remainder of the clutch device. "axial" shall mean in particular a direction along and in particular parallel to the main axis of rotation. This makes it possible in particular to achieve an advantageous coupling of the dual mass flywheel. A preferred efficient arrangement of the dual mass flywheel is particularly obtained. It is also proposed that the drive train has an electric machine. Preferably, the motor is coupled to a driver of the clutch device via a driven member.
The clutch device according to the invention should not be limited to the above-described applications and embodiments. In particular, the clutch device of the invention may have a number of individual elements, components and units different from the number described here in order to satisfy the operating modes described here. Furthermore, in the case of the numerical ranges stated herein, values lying within the stated limits should also be regarded as disclosed and as being arbitrarily usable.
Further advantages arise from the following description of the figures. Two embodiments of the invention are shown in the figures. The figures, the drawing description and the claims contain a number of combinations of features. The skilled person also appropriately treats the features individually and in meaningful further combinations.
In the drawings:
figure 1 shows a schematic view of a power train with an internal combustion engine and a clutch device according to the invention in a first embodiment,
fig. 2 shows a schematic representation of a further drive train with an internal combustion engine and a further clutch device according to the invention in a second embodiment.
Fig. 1 shows a first embodiment of a powertrain 25 a. The power train 25a is for a motor vehicle. The power train 25a has a clutch device 10 a. The clutch device 10a has a disconnect clutch K0 a. In addition, the clutch device 10a has a double clutch arrangement 11a, which comprises a first clutch, which is not further shown in fig. 1, and a second clutch, which is not further shown in fig. 1. The double clutch device 11a is designed in a manner known to the skilled person. The drive train 25a comprises a housing which is not shown in detail. The powertrain 25a includes a transmission 26 a. The transmission 26a comprises a first sub-transmission, which is not shown in detail. The transmission 26a comprises a second sub-transmission, which is not shown in detail. The first sub-transmission is provided for shifting an uneven gear. The first sub-transmission has a first input shaft W2 a. The first input shaft W2a is designed as an inner input shaft. The first input shaft W2a is designed as a solid shaft. However, it is also conceivable for the first input shaft W2a to be designed as a hollow shaft. The second sub-transmission is provided for shifting even-numbered gear stages. The second sub-transmission has a second input shaft W3 a. The second input shaft W3a is designed as a hollow shaft. The first and second sub-transmissions also have a plurality of shifting units, which are not shown in detail. The shifting unit is provided for establishing a switchable connection between a transmission shaft, a fixed gear and/or a floating gear of the sub-transmission. In principle, however, it is also conceivable for the first sub-transmission to be provided for shifting even-numbered gear steps and for the second sub-transmission to be provided for shifting non-even-numbered gear steps. The second input shaft W3a is advantageously arranged radially outside the first input shaft W2a and/or the first input shaft W2a is designed as an inner input shaft and the second input shaft W3a as an outer input shaft. High installation space efficiency can thereby advantageously be achieved. Furthermore, an advantageous dual clutch configuration can be achieved.
In addition, the powertrain 25a has an internal combustion engine 20 a. The internal combustion engine 20a has a driven crankshaft W1 a. The crankshaft W1a is connected to the dual mass flywheel 12a of the clutch apparatus 10 a. The clutch device 10a has a dual mass flywheel 12 a. The clutch apparatus 10a is disposed between the internal combustion engine 20a and the transmission 26 a. The dual mass flywheel 12a is provided for reducing torsional vibration of the internal combustion engine 20 a. The dual mass flywheel 12a is arranged axially at the end of the clutch device 10a facing the internal combustion engine 20 a. The dual mass flywheel 12a is arranged axially between the internal combustion engine 20a and the remainder of the clutch device 10 a. The input side 18a of the dual mass flywheel 12a can be connected to the crankshaft W1a of the internal combustion engine 20a in a relatively non-rotatable manner. The input side 18a of the dual mass flywheel 12a is permanently connected in a rotationally fixed manner to the crankshaft W1a of the internal combustion engine 20 a. The output side 21a of the dual mass flywheel 12a is connected to the input side of the disconnect clutch K0a in a relatively non-rotatable manner. The crankshaft W1a is provided for being driven by the internal combustion engine 20 a. The clutch device 10a comprises a main axis of rotation 27 a. The main axis of rotation of the clutch device corresponds to the main axis of rotation of the internal combustion engine 20a and of the power train 25 a. The first input shaft W2a, the second input shaft W3a, and the crankshaft W1a are concentrically arranged about the main rotational axis 27 a.
The disconnect clutch K0a is provided to disconnect the internal combustion engine 20a from all the sub-transmissions. The separator clutch K0a is advantageously provided for separating the internal combustion engine 20a from the electric machine coupled to the dual clutch device 11 a.
The separator clutch K0a is designed as a diaphragm clutch. The separator clutch K0a has an inner diaphragm support K01 a. The inner diaphragm carrier K01a forms the input side of the separator clutch K0 a. The inner diaphragm support K01a is connected to the intermediate shaft W4a in a relatively non-rotatable manner. The intermediate shaft W4a connects the output side of the dual mass flywheel 12a to the inner diaphragm support K01a of the disconnect clutch K0 a. A plurality of inner diaphragms K04a, only some of which are shown in fig. 1, are carried on the inner diaphragm support K01 a. The inner membrane K04a is connected to the inner membrane support K01a in a relatively non-rotatable but axially displaceable manner. The separator clutch K0a has an outer diaphragm support K02 a. A plurality of outer diaphragms K05a, only some of which are shown in fig. 1, are carried on the outer diaphragm support K02 a. The outer membrane K05a is connected to the outer membrane support K02a in a relatively non-rotatable but axially displaceable manner. The outer diaphragm carrier K02a forms the output side of the separator clutch K0 a. The outer diaphragm support K02a forms the output diaphragm support 17a of the disconnect clutch K0 a. The separator clutch K0a has a third diaphragm set, which is not shown in detail. Inner membrane K04a and outer membrane K05a form a third membrane group. The inner membrane K04a and the outer membrane K05a are interlaced and embedded. The separator clutch K0a has a third force transmission range K03 a. The third set of diaphragms forms a third force transfer zone K03 a. Alternatively, the third force transmission zone K03b can also be formed by a third claw pair/dog pair.
The clutch device 10a has a bearing 28 a. The bearing 28a supports the outer membrane support K02a relative to the housing of the drive train 25 a. The bearing 28a is supported on a housing wall 19a of the housing. The housing wall 19a serves to separate the wet space 24a of the dual clutch device 11a from the dry space 31a of the drive train 25 a. The dual mass flywheel 12a is arranged within the dry space 31 a. The bearing 28a is arranged axially between the outer diaphragm support K02a and the internal combustion engine 20 a. The bearing 28a is designed as a radial bearing, in particular as a ball bearing. The bearing 28a is connected to the outer membrane support K02 a. The bearing 28a is connected to the housing of the drive train 25 a.
The double clutch device 11a of the clutch device 10a has a first clutch. The first clutch is assigned to the first sub-transmission. The first clutch is designed as a diaphragm clutch. The input side of the first clutch is connected to the output side of the disconnect clutch K0 a. The input side of the first clutch is formed by the input diaphragm support 16a of the double clutch device 11 a. In addition, the output side of the first clutch is connected to the first input shaft W2a of the first sub transmission in a relatively non-rotatable manner. Furthermore, the double clutch device 11a of the clutch device 10a has a second clutch. The second clutch is assigned to the second sub-transmission. The second clutch is designed as a diaphragm clutch. The input side of the second clutch is connected to the output side of the disconnect clutch K0 a. The input side of the second clutch is formed by the input diaphragm support 16a of the double clutch device 11 a. Further, the output side of the second clutch is connected to the second input shaft W3a of the second sub-transmission in a relatively non-rotatable manner. The input side of the double clutch device 11a is connected to the output side of the disconnect clutch K0 a. The input diaphragm support 16a of the double clutch device 11a is permanently connected in a rotationally fixed manner to the output diaphragm support 17a of the separating clutch K0 a.
The clutch device 10a further includes a third operating unit B0 a. The third operating unit B0a is arranged at least partially in the radial direction in a region of the disconnect clutch K0 a. The third operating unit B0a is arranged at least substantially outside the disconnect clutch K0a in the axial direction. The third operation unit B0a is disposed on the side of the disconnect clutch K0a facing the internal combustion engine 20a in the axial direction. The third operating unit B0a is connected to the outer diaphragm support K02a in a rotationally fixed manner. The third operating unit B0a is provided for hydraulically operating the disconnect clutch K0 a. The third operating unit B0a may be supplied with an operating oil flow. The third operating unit B0a may be supplied with a third flow of centrifugal cooling oil. The third operating unit B0a includes a third operating piston B01 a. The third operating piston B01a is arranged axially movably. The third operating unit B0a has a third operating chamber B02 a. The third operating chamber B02a is arranged at least partially in the radial direction in a region of the separating clutch K0 a. The third operating chamber B02a is arranged axially outside the disconnect clutch K0 a. The operating oil can be supplied to the third operating chamber B02a by means of the operating oil flow. An operating oil pressure may be established in the third operating chamber B02 a. By means of the operating oil pressure, the axial position of the third operating piston B01a can be controlled. A third operating piston B01a is provided for compressing the diaphragm packs when the operating oil pressure is high. When the operating oil pressure in the third operating chamber B02a is high, the third operating piston B01a is provided for closing the disconnect clutch K0 a. When the operating oil pressure in the third operating chamber B02a is low, a return spring, not shown in detail, is provided to move the third operating piston B01a away from the disconnect clutch K0 a.
Furthermore, the clutch device 10a comprises a plurality of seals, two of which 29a are provided by way of example in fig. 1 with reference numerals. The seal is provided for sealing a gap between the members of the third operating unit B0a against the operating oil. The clutch device 10a also has a wet space 24a for the double clutch 11 a. The dual clutch device 11a and the separator clutch K0a are arranged in the wet space 24 a.
In addition, the clutch device 10a has a centrifugal pendulum 13 a. The centrifugal force pendulum 13a is arranged radially around the double clutch device 11 a. The centrifugal pendulum 13a has a bearing device 14a and a pendulum mass 15 a. The support device 14a is connected in a rotationally fixed manner to the input diaphragm support 16a of the double clutch device 11 a. In addition, the bearing 14a of the centrifugal force pendulum 13a is permanently connected in a rotationally fixed manner to the output diaphragm support 17a of the separating clutch K0 a. The bearing 14a of the centrifugal force pendulum 13a is connected in a rotationally fixed manner to the outer diaphragm bearing K02a of the separator clutch K0a, to the input diaphragm bearing of the first clutch of the double clutch device 11a and to the input diaphragm bearing of the second clutch of the double clutch device 11 a. In this embodiment, the input diaphragm support of the first clutch is designed as an inner diaphragm support and the input diaphragm support of the second clutch as an outer diaphragm support.
Advantageously, the centrifugal force pendulum 13a is arranged, as viewed in the axial direction, on the side of the bearing 28a facing away from the internal combustion engine 20a, wherein the dual mass flywheel 12, in particular the curved spring damper of the dual mass flywheel 12, is at least partially arranged on the side of the bearing 28a facing the internal combustion engine 20 a.
The centrifugal force pendulum 13a radially surrounds the double clutch device 11 a. In addition, the centrifugal force pendulum 13a radially surrounds the separating clutch K0a and is arranged in an axially at least partially overlapping manner relative to the separating clutch K0 a. The centrifugal force pendulum 13a is arranged axially overlapping the separator clutch K0 a. Furthermore, the centrifugal force pendulum 13a is arranged in the wet space 24a of the double clutch device 11 a. The centrifugal force pendulum 13a can be enclosed relative to the wet space 24 a. For the encapsulation, the centrifugal force pendulum 13a can have an encapsulation housing, which is not further shown.
Fig. 2 shows another embodiment of the present invention. The following description is essentially limited to the differences between the embodiments, and reference is made here to the description of the embodiment of fig. 1 with regard to components, features and functions which remain unchanged. To distinguish the embodiments, the letter a in the reference numerals of the embodiment of fig. 1 is replaced by the letter b in the letter numerals of the embodiment of fig. 2. With regard to components having the same reference numerals, in particular with regard to components having the same reference numerals, reference may also be made in principle to the drawings and/or the description of the embodiment of fig. 1.
Fig. 2 shows a second embodiment of a powertrain 25 b. The power train 25b is for a motor vehicle. The power train 25b has a clutch device 10 b. The clutch device 10b has a disconnect clutch K0 b. In addition, the clutch device 10b has a dual clutch device 11b, which includes a first clutch K1b and a second clutch K2 b. The powertrain 25b also includes a transmission 26 b. The transmission 26b comprises a first sub-transmission, which is not shown in detail. The transmission 26b comprises a second sub-transmission, which is not shown in detail. In addition, the power train 25b has an internal combustion engine 20 b. The internal combustion engine 20b has a driven crankshaft W1 b. The crankshaft W1b is connected to the dual mass flywheel 12b of the clutch device 10 b. The clutch device 10b has a dual mass flywheel 12 b.
The disconnect clutch K0b is provided to disconnect the internal combustion engine 20b from all the sub-transmissions. The separator clutch K0b is designed as a diaphragm clutch. The separator clutch K0b is provided in particular for separating the internal combustion engine 20b from the electric machine 23 b.
The dual clutch device 11b has a first clutch K1 b. The first clutch K1b is assigned to the first sub-transmission. The first clutch K1b is designed as a diaphragm clutch. The first clutch K1b has a first inner diaphragm support K11 b. A plurality of first inner diaphragms K14b, only some of which are shown in fig. 2, are carried on the first inner diaphragm support K11 b. The first inner diaphragm K14b is connected to the first inner diaphragm support K11b in a relatively non-rotatable but axially movable manner. The first clutch K1b has a first outer diaphragm support K12 b. The first outer diaphragm support K12b is connected to the second input shaft W2b of the first sub transmission in a relatively non-rotatable manner. A plurality of first outer diaphragms K15b, only some of which are shown in fig. 2, are carried on the first outer diaphragm support K12 b. The first outer diaphragm K15b is connected to the first outer diaphragm support K12b in a relatively non-rotatable but axially movable manner. The first clutch K1b has a first diaphragm set, which is not shown in detail. The first inner membrane sheet K14b and the first outer membrane sheet K15b form a first membrane sheet group. The first inner membrane K14b and the first outer membrane K15b are interlaced and embedded. The first clutch K1b has a first power transmission range K13 b. The first diaphragm group forms the first force transfer zone K13 b. Alternatively, the first force transfer zone K13b may also be formed by the first jaw pair.
The dual clutch device 11b has a second clutch K2 b. The second clutch K2b is assigned to the second sub-transmission. The second clutch K2b is designed as a diaphragm clutch. The second clutch K2b has a second inner diaphragm support K21 b. The second inner diaphragm support K21b is connected to the third input shaft W3b of the second sub transmission in a relatively non-rotatable manner. A plurality of second inner diaphragms K24b, only some of which are shown in fig. 2, are carried on the second inner diaphragm support K21 b. The second inner diaphragm K24b is connected to the second inner diaphragm support K21b in a relatively non-rotatable but axially movable manner. The second clutch K2b has a second outer diaphragm support K22 b. A plurality of second outer diaphragm sheets K25b, only some of which are shown in fig. 2, are carried on the second outer diaphragm support K22 b. The second outer diaphragm K25b is connected to the second outer diaphragm support K22b in a relatively non-rotatable but axially movable manner. The second outer diaphragm support K22b is connected to the first inner diaphragm support K11b in a relatively non-rotatable manner. The second outer diaphragm support K22b and the first inner diaphragm support K11b form the input diaphragm support 16b of the dual clutch device 11 b. The input diaphragm support 16b of the double clutch device 11b is permanently connected in a rotationally fixed manner to the output diaphragm support 17b of the separating clutch K0 b. The second clutch K2b has a second diaphragm set, which is not shown in detail. The second inner membrane sheet K24b and the second outer membrane sheet K25b form a second membrane sheet set. The second inner film pieces K24b and the second outer film pieces K25b are interfitted. The second clutch K2b has a second force transmission range K23 b. The second set of diaphragms forms a second force transfer zone K23 b. Alternatively, the second force transmission zone K23b can also be formed by a second claw pair.
The first clutch K1b, the second clutch K2b, and the disconnect clutch K0b are radially stacked/stacked on each other. The first clutch K1b is disposed radially inside the disconnect clutch K0 b. The second clutch K2b is disposed radially inside the first clutch K1 b. The first clutch K1b, the second clutch K2b and the separating clutch K0b are arranged at least substantially within a common axial extension. The separator clutch K0b radially surrounds the first clutch K1b and is arranged at least partially overlapping the first clutch K1b in the axial direction. The first clutch K1b surrounds the second clutch K2b in the radial direction and is arranged at least partially overlapping the second clutch K2b in the axial direction.
The first force transmission zone K13b is arranged radially within the third force transmission zone K03 b. The second force transfer zone K23b is arranged radially within the first force transfer zone K13 b. The first force transmission zone K13b, the second force transmission zone K23b and the third force transmission zone K03b are arranged in a radially non-overlapping manner. The first force transmission zone K13b, the second force transmission zone K23b and the third force transmission zone K03b are arranged at least substantially within a common axial extension.
The clutch device 10B further includes a third operating unit B0B. The third operating unit B0B is arranged at least partially in the radial direction in a region of the disconnect clutch K0B. The third operating unit B0B is arranged at least substantially outside the disconnect clutch K0B in the axial direction. The third operating unit B0B is arranged on the side of the disconnect clutch K0B facing away from the internal combustion engine 20B in the axial direction.
The dual clutch device 11B of the clutch apparatus 10B includes a first operation unit B1B. The first operating unit B1B is disposed in a region of the first clutch K1B in the radial direction. The first operation unit B1B is arranged axially outside the first clutch K1B. The first operating unit B1B is arranged on the side of the first clutch K1B facing away from the internal combustion engine 12B in the axial direction. The first operating unit B1B is connected to the first inner diaphragm support K11B in a rotationally fixed manner. The first operating unit B1B is provided for hydraulically operating the first clutch K1B. The first operating unit B1B may be supplied with the first operating oil flow. The first operating oil flow may be supplied to the first operating unit B1B from a side of the first operating unit B1B facing the internal combustion engine 20B, or may be supplied radially inside the first operating unit B1B. The first operating unit B1B may be supplied with a first flow of centrifugal cooling oil. The first centrifugal cooling oil flow may be supplied to the first operating unit B1B from a side of the first operating unit B1B facing away from the internal combustion engine 20B. The first operating unit B1B includes a first operating piston B11B. The first operating piston B11B is arranged axially movably. The first operating unit B1B has a first operating chamber B12B. The first operating chamber B12B is arranged radially within a region of the first clutch K1B. The first operating chamber B12B is arranged axially outside the first clutch K1B. The first operating chamber B12B is arranged on the side of the first clutch K1B facing away from the internal combustion engine 12B in the axial direction. The first operating chamber B12B may be supplied with a first operating oil flow. A first operating oil pressure may be established in the first operating chamber B12B. With the first operating oil pressure, the axial position of the first operating piston B11B can be adjusted. The first operating piston B11B is arranged to press the first diaphragm pack when the first operating oil pressure is high. When the first operating oil pressure in the first operating chamber B12B is high, the first operating piston B11B is provided for closing the first clutch K1B. When the first operating oil pressure in the first operating chamber B12B is low, a first restoring spring, not shown in detail, is provided for moving the first operating piston B11B away from the first clutch K1B.
The dual clutch device 11B of the clutch apparatus 10B includes a second operation unit B2B. The second operating unit B2B is arranged at least partially in the radial direction in a region of the second clutch K2B. The second operating unit B2B is arranged at least substantially axially outside the second clutch K2B. The second operating unit B2B is arranged on the side of the second clutch K2B facing away from the internal combustion engine 20B in the axial direction. The second operating unit B2B is connected to the second outer membrane support K22B in a rotationally fixed manner. The second operating unit B2B is provided for hydraulically operating the second clutch K2B. The second operating unit B2B may be supplied with the second operating oil flow. A second operating oil flow can be supplied to the second operating unit B2B from a side of the second operating unit B2B facing away from the internal combustion engine 20B. The second operating unit B2B may be supplied with a second flow of centrifugal cooling oil. The second centrifugal flow of cooling oil can be supplied to the second operating unit B2B from the side of the second operating unit B2B facing the internal combustion engine 20B, or can be conveyed radially within the second operating unit B2B. The second operating unit B2B includes a second operating piston B21B. The second operating piston B21B is arranged axially movably. The second operating unit B2B has a second operating chamber B22B. The second operating chamber B22B is arranged at least partially in the radial direction in a region of the second clutch K2B. The second operating chamber B22B is arranged at least substantially axially outside the second clutch K2B. The second operating chamber B22B is arranged on the side of the second clutch K2B facing away from the internal combustion engine 20B in the axial direction. The second operating chamber B22B may be supplied with the second operating oil by the second operating oil flow. The second operating oil pressure may be established in the second operating chamber B22B. With the second operating oil pressure, the axial position of the second operating piston B21B can be adjusted. The second operating piston B21B is arranged to press the second diaphragm set when the second operating oil pressure is high. When the second operating oil pressure in the second operating chamber B22B is high, the second operating piston B21B is provided for closing the second clutch K2B. When the second operating oil pressure in the second operating chamber B22B is low, a second return spring, not shown in detail, is provided for moving the second operating piston B21B away from the second clutch K2B.
The first operating chamber B12B, the second operating chamber B22B and the operating chamber B02B are radially stacked.
The first operating chamber B12B is disposed radially inside the third operating chamber B02B. The second operating chamber B22B is disposed radially inside the first operating chamber B12B. The first operating chamber B12B, the second operating chamber B22B and the third operating chamber B02B are arranged in a radially non-overlapping manner. The first operating chamber B12B, the second operating chamber B22B and the third operating chamber B02B are arranged at least partially overlapping each other in the axial direction. The first operating chamber B12B, the second operating chamber B22B and the third operating chamber B02B are arranged at least substantially within a common axial extension.
The clutch device 10b also has a centrifugal pendulum 13 b. The centrifugal force pendulum 13b is arranged radially around the double clutch device 11 b. The centrifugal pendulum 13b has a bearing device 14b and a pendulum mass 15 b. The support device 14b is connected in a rotationally fixed manner to the input diaphragm support 16b of the double clutch device 11 b. Furthermore, the bearing 14b of the centrifugal force pendulum 13b is permanently connected in a rotationally fixed manner to the output diaphragm support 17b of the disconnect clutch K0 b. The bearing 14b of the centrifugal pendulum 13b is connected in a rotationally fixed manner to the outer diaphragm carrier K02b of the separator clutch K0b, to the inner diaphragm carrier K11b of the first clutch K1b of the double clutch device 11a, and to the outer diaphragm carrier K22b of the second clutch K2b of the double clutch device 11 b.
The centrifugal force pendulum 13b radially surrounds the double clutch device 11 b. The centrifugal force pendulum 13b is arranged in the axial direction in the region of the double clutch device 11 b. In addition, the centrifugal force pendulum 13b radially surrounds the separating clutch K0b and is arranged at least partially overlapping the separating clutch K0b in the axial direction. The centrifugal force pendulum 13b is arranged axially overlapping the separator clutch K0 b. In addition, the centrifugal force pendulum 13b is arranged in the wet space 24b of the double clutch device 11b and is encapsulated relative to the wet space 24 b. The centrifugal force pendulum 13b has an encapsulation housing 32 b. Alternatively and not shown, the centrifugal force pendulum 13b may also be unpacked.
The power train 25b also has an electric motor 23 b. The motor 23b is not arranged coaxially with the main rotation axis 27 b. The clutch device 10b has a driver 22 b. The drive member 22b is constituted by a drive gear. In principle, the clutch device can have a sprocket or a pulley instead of the drive gear. The driver 22b is arranged for engaging the electric machine 23b to the driveline 25b in a torque transmitting manner. The drive member 22b is provided for transmitting torque from the electric motor 23b into the dual clutch device 11 b. The motor 23b has a driven gear 30b that is engaged with the driving member 22 b. The drive element 22b is axially adjacent to the centrifugal force pendulum 13b and is arranged coaxially with the double clutch device 11 b. In addition, the driver 22b is connected to the input side of the double clutch device 10b in a relatively non-rotatable manner. Which is permanently connected in a rotationally fixed manner to the output diaphragm support 17b of the separating clutch and to the input diaphragm support 16b of the double clutch device 11 b.
List of reference numerals
10 Clutch device
11 double clutch device
12 dual mass flywheel
13 centrifugal pendulum
14 support device
15 pendulum mass
16 input diaphragm support
17 output diaphragm support
18 input side
19 casing wall
20 internal combustion engine
21 output side
22 drive element
23 electric machine
24 wet space
25 drive train
26 speed variator
27 main axis of rotation
28 bearing
29 seal
30 driven gear
31 dry space
32 shell
B0 third operation Unit
B01 third operating piston
B02 third operation cavity
B1 first operation unit
B11 first operating piston
B12 first operation cavity
B2 second operation unit
B21 second operating piston
B22 second operation cavity
K0 disconnect clutch
K01 internal diaphragm support
K02 outer diaphragm support
K03 third force transfer zone
K04 inner membrane
K05 outer membrane
K1 clutch
K11 internal diaphragm support
K12 outer diaphragm support
K13 first force transfer area
K14 inner membrane
K15 outer membrane
K2 clutch
K21 internal diaphragm support
K22 outer diaphragm support
K23 second force transfer area
K24 inner membrane
K25 outer membrane
W1 crankshaft
W2 input shaft
W3 input shaft
W4 intermediate shaft.

Claims (9)

1. A clutch device (10 a; 10b) having: a separating clutch (K0 a; K0b), a double clutch device (11 a; 11b) comprising a first clutch (K1b) and a second clutch (K2b), a double mass flywheel (12 a; 12b) and a centrifugal pendulum (13 a; 13b) which is arranged radially around the double clutch device (11 a; 11b) and has a bearing device (14 a; 14b) and a pendulum mass (15 a; 15b), wherein the bearing device (14 a; 14b) is connected in a rotationally fixed manner to an input diaphragm support (16 a; 16b) of the double clutch device (11 a; 11b), wherein an input side of the double clutch device (11 a; 11b) is connected to an output side of the separating clutch (K0 a; K0) and wherein the bearing device (14 a; 14b) of the centrifugal pendulum (13 a; 13b) is connected in a rotationally fixed manner to an output diaphragm support (3917 a; 17b) of the separating clutch (K0, K5; 3917 a) in a rotationally fixed manner,
the clutch is characterized in that the third force transmission zone (K03b) of the separator clutch (K0b) is arranged radially around and at least partially axially overlapping in relation to the first force transmission zone (K13b) of the first clutch (K1 b).
2. Clutch arrangement according to claim 1, wherein the pendulum mass (15b) of the centrifugal pendulum (13b) is arranged radially around and axially at least partially overlapping with respect to the first clutch (K1b) and the second clutch (K2 b).
3. Clutch device according to claim 2, wherein the pendulum mass (15b) of the centrifugal pendulum (13b) is arranged radially around and axially overlapping with respect to the third force transmission zone (K03 a; K03b) of the disconnect clutch (K0 a; K0 b).
4. Clutch device according to claim 3, wherein the first force transfer zone (K13b) is arranged radially around and axially at least partially overlapping with respect to the second force transfer zone (K23 b).
5. Clutch arrangement according to one of the preceding claims, characterised in that the input side (18 a; 18b) of the dual mass flywheel (12 a; 12b) is connected in a rotationally fixed manner to the crankshaft (W1 a; W1b) of the internal combustion engine (20 a; 20b), and the output side (21 a; 21b) of the dual mass flywheel (12 a; 12b) is connected in a rotationally fixed manner to the input side of the separator clutch (K0 a; K0 b).
6. Clutch arrangement according to one of the preceding claims, wherein the support device (14 a; 14b) is connected in a rotationally fixed manner to the outer diaphragm support (K02 a; K02b) of the separator clutch (K0 a; K0b), to the inner diaphragm support (K11b) of the first clutch (K1b) and in a rotationally fixed manner to the outer diaphragm support (K22b) of the second clutch (K2 b).
7. Clutch device according to one of the preceding claims, wherein a drive element (22b) is provided, which is connected in a rotationally fixed manner to the input side of the double clutch device (10b) and which is provided for transmitting a torque from the electric motor (23b) into the double clutch device (11b), which drive element is arranged on the side of the centrifugal pendulum (13b) facing away from the double mass flywheel (12 b).
8. Clutch device according to one of the preceding claims, wherein the centrifugal pendulum (13 a; 13b) is arranged in the wet space (24 a; 24b) of the double clutch device (11 a; 11b) and is encapsulated with respect to the wet space (24 a; 24 b).
9. A drive train for a motor vehicle, having an internal combustion engine (20 a; 20b) and a clutch device (10 a; 10b) according to one of the preceding claims, characterized in that the dual-mass flywheel (12 a; 12b) is arranged axially at the end of the clutch device (10 a; 10b) facing the internal combustion engine (20 a; 20 b).
CN201980077530.7A 2018-11-29 2019-10-31 Clutch device and power train for motor vehicle Pending CN113165495A (en)

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DE102018009392.2A DE102018009392B3 (en) 2018-11-29 2018-11-29 Coupling arrangement and a drive train for a motor vehicle
PCT/EP2019/079823 WO2020108909A1 (en) 2018-11-29 2019-10-31 Clutch arrangement, and a drive train for a motor vehicle

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DE102020001095B4 (en) 2020-02-20 2022-09-29 Mercedes-Benz Group AG Double clutch
DE102020001094B4 (en) 2020-02-20 2022-09-29 Mercedes-Benz Group AG Double clutch
DE102020001100B4 (en) 2020-02-20 2022-09-29 Mercedes-Benz Group AG Double clutch
DE102020001099B4 (en) 2020-02-20 2022-10-20 Mercedes-Benz Group AG dual clutch transmission

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