CN113165495B - 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
CN113165495B
CN113165495B CN201980077530.7A CN201980077530A CN113165495B CN 113165495 B CN113165495 B CN 113165495B CN 201980077530 A CN201980077530 A CN 201980077530A CN 113165495 B CN113165495 B CN 113165495B
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CN
China
Prior art keywords
clutch
clutch device
double
pendulum
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.)
Active
Application number
CN201980077530.7A
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Chinese (zh)
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CN113165495A (en
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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Mercedes Benz Group AG
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Publication of CN113165495A publication Critical patent/CN113165495A/en
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Classifications

    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

The invention relates to a clutch device (10 a;10 b) having: the clutch device comprises a separating clutch (K0 a; K0 b), a double clutch device (11 a;11 b) comprising a first clutch (K1 b) and a second clutch (K2 b), a double mass flywheel (12 a;12 b) and a centrifugal pendulum (13 a;13 b) which is arranged radially around the double clutch device (11 a;11 b) and has a bearing device (14 a;14 b) and a pendulum mass (15 a;15 b), wherein the bearing device (14 a;14 b) is connected in a rotationally fixed manner to an input diaphragm support (16 a;16 b) of the double clutch device (11 a;11 b), wherein an input side of the double clutch device (11 a;11 b) is connected to an output side of the separating clutch (K0 a; K0 b), wherein the bearing device (14 a;13 b) of the centrifugal pendulum (13 a;13 b) is permanently connected in a rotationally fixed manner to an output diaphragm support (17 a;17 b) 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 similar in some respects have been disclosed by DE 10 2015 215 875 A1, DE 10 2016 220 576 A1, DE 10 2015 216 896 A1, WO 2018/113840 A1 and DE 10 2010 018 772 A1.
From DE 10 2009 059 944 A1, DE 10 2009 059 944 A1, WO 2018/188855 A1 and DE 10 2017 206 229 A1 of this type clutch devices are known which have a separating clutch, a double clutch comprising a first clutch and a second clutch, an arcuate spring damper and a centrifugal pendulum which is arranged radially around 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 bearing of the double clutch device, wherein an input side of the double clutch device is connected to an output side of the separating clutch.
The object of the present invention is, in particular, to provide a clutch device which is particularly compact, in particular for a compound transmission, but which also has an efficient function and which can be produced at low cost. This object is achieved by the design according to the invention according to claim 1. The improvements of the invention result from the dependent claims.
The clutch device according to the invention has a separating clutch, a double clutch device comprising a first clutch and a second clutch, a double mass flywheel and a centrifugal pendulum, which is arranged radially around (or circumferentially around) 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 bearing 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 support device of the centrifugal pendulum is permanently connected in a rotationally fixed manner to the output diaphragm support of the separating clutch. By this design, a certain installation space efficiency can already be achieved. Furthermore, an advantageous double clutch configuration can be achieved. Preferably, a compact, in particular axially compact arrangement can be provided by the claimed arrangement of a clutch device, in particular a dual clutch system, with a dual mass flywheel and a centrifugal pendulum. The centrifugal force pendulum is preferably separated from the dual-mass flywheel and integrated into 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 of the separating clutch, in particular to the secondary side. The unused space radially above the separating clutch and the double clutch device can thereby be used for the centrifugal pendulum.
The clutch device comprises in particular one main axis of rotation and two secondary axes of rotation. The term "main axis of rotation" shall mean herein an axis of rotation defined by at least one drive shaft. Preferably, it should be understood in particular as the axis of rotation defined by the drive-side input shaft of the double clutch device. The term "secondary axis of rotation" shall 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 "disconnect clutch" shall especially mean a clutch which is provided to disconnect the internal combustion engine from all the subtransmissions. "arranged" shall mean in particular specifically designed and/or specially equipped. An "object is provided for a function" shall particularly mean that the object fulfills and/or performs the function in at least one application state and/or operating state.
The first clutch of the double clutch device is in particular a first diaphragm clutch. Preferably, at least one first inner membrane is supported on the first inner membrane support, particularly preferably a plurality of first inner membranes. In addition, the first outer membrane support preferably supports at least one first outer membrane, particularly preferably a plurality of first outer membranes. Preferably, the at least one first inner membrane sheet and the at least one first outer membrane sheet form a first membrane sheet group, particularly preferably in an alternating manner. The first diaphragm group preferably forms a first force transfer area. The term "force transmission region" shall mean, in particular, a clutch region in which, at least in the clutch operating state, a force transmission takes place between the input side of the respective clutch and the output side of the respective clutch, in particular in the form of a form-fit and/or force-fit (friction-fit). Preferably, each force transmission area is formed by a region of the inner and outer diaphragm of the respective clutch. The force transmission areas are formed in particular by membrane groups. The second clutch of the double clutch device is designed in particular as a second diaphragm clutch. Preferably, at least one second inner membrane is supported on the second inner membrane support, particularly preferably a plurality of second inner membranes. In addition, the second outer membrane support preferably supports at least one second outer membrane, particularly preferably a plurality of second outer membranes. Preferably, the at least one second inner membrane and the at least one second outer membrane form a second membrane group, particularly preferably in an alternating manner. The second diaphragm group preferably forms a second force transmission area.
In this connection, a "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 an 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 connecting 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 force pendulum" should be understood in particular to mean 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 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 which 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 that the element 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 area of the separating clutch surrounds the first force transmission area of the first clutch in the radial direction and overlaps it at least partially in the axial direction.
It is also preferred that the third operating chamber of the separating clutch is also arranged in a radially surrounding and axially at least partially overlapping manner with respect to the first operating chamber of the first clutch.
It is particularly preferred that the third actuating piston of the separating clutch is also arranged in a radially surrounding and axially at least partially overlapping manner 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 axially at least partially overlapping them.
In this case, the pendulum mass is particularly preferably arranged in a radially surrounding and axially at least partially overlapping manner with respect to the first force transmission region of the first clutch and with respect to the second force transmission region of the second clutch.
It is particularly preferred to provide that both the bearing device and the pendulum mass of the centrifugal pendulum radially surround the double clutch device.
In this connection, "radially surrounding" shall mean, in particular, that the component which performs the surrounding is arranged radially outside the surrounded component. Preferably, this shall mean in particular that the smallest radial distance of the surrounding component from the main axis of rotation is implemented to be greater than the largest radial distance of the surrounded component from the main axis of rotation. In particular, an advantageous axial compact design can be achieved while the clutch device has a high-performance operating mode.
By "axially at least partially overlapping" it is meant that the respective members, assemblies or structural spaces intersect axially along the main axis of rotation. Preferably, this shall 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 axially overlaps.
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. In particular, a preferably axially compact structure is thereby obtained. 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 overlapping in the axial direction with respect to the separating clutch. Preferably, the pendulum mass of the centrifugal pendulum is arranged in an axially overlapping and radially encircling manner with respect to the third force transmission area of the separating clutch. This makes it possible to obtain a very advantageous axially compact structure while at the same time being highly operable. Preferably, the separating clutch can thereby be arranged radially preferably within the centrifugal pendulum.
It is also proposed that the first force transmission region is arranged radially around the second force transmission region and axially at least partially overlapping with respect to the second force transmission region.
It is furthermore proposed that the first clutch, i.e. the first force transmission region, also the first actuating piston and the first actuating chamber, radially surround the second clutch, i.e. the second force transmission region, also the second actuating piston and the second actuating chamber.
The first actuating piston is preferably arranged at least partially axially overlapping with respect to the second actuating piston, while the first force transmission region is preferably arranged axially overlapping with respect to the second force transmission region. This allows a higher axial compactness to be achieved. The second clutch of the double clutch device can thus preferably be arranged radially inside the first clutch of the double clutch device.
It is also proposed that the input side of the dual mass flywheel, in particular 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 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 the crankshaft of the internal combustion engine in the state of being mounted in the powertrain.
In this connection, the "input side" of the component shall mean the component side into which torque is transmitted during operation of the component. In this connection, the "output side" of the component shall mean the component side from which torque is transmitted during component operation.
In particular, an advantageous coupling of the dual mass flywheel can be achieved. In particular, a preferably effective arrangement of the dual-mass flywheel is achieved, since on the one hand a dual-mass flywheel, in particular an arcuate spring damper, is provided.
Furthermore, it is proposed that the support device of the centrifugal pendulum is connected in a rotationally fixed manner to the outer diaphragm support of the separating clutch, to the inner diaphragm support of the first clutch and to the outer diaphragm support of the second clutch. In particular, an advantageous engagement of the centrifugal force pendulum, in particular of the bearing means of the centrifugal force pendulum, can thereby be achieved.
It is also proposed that the clutch device has a drive which is connected to the input side of the double clutch device in a rotationally fixed manner and is provided for transmitting torque from the electric machine into the double clutch device.
It is particularly preferred if the drive is arranged on the side of the centrifugal force pendulum facing away from the dual-mass flywheel, as seen in the axial direction.
Particularly preferably, the drive element is arranged axially overlapping with respect to the third actuating piston.
Preferably, the drive member is arranged axially adjacent to the centrifugal pendulum and coaxially with the dual clutch arrangement. Preferably, the drive member is constituted by a gear. In this connection, "axially adjacent" shall mean in particular that the drive element axially adjoins the centrifugal pendulum and/or is arranged axially in the vicinity of the centrifugal pendulum. This should preferably mean 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 between. "drive element" shall mean in particular a gear, a sprocket, a pulley or the like, which is permanently connected in a rotationally fixed manner to at least one transmission element and/or to a connection unit. The drive is provided in particular for coupling the electric machine to the dual clutch transmission, in particular in a torque-transmitting manner. The motor preferably has a driven part, in particular a pinion. "driven member" shall especially mean a gear, a sprocket, a pulley or the like, which is provided for transmitting the torque, the rotational direction and/or the rotational speed of the motor. The driving member and the driven member are engaged with each other. The drive and the driven member are preferably provided for the conversion of the torque and/or the rotational speed of the electric motor. This advantageously allows the electric machine to be coupled to the clutch device. In particular, the electric machine can be coupled to the clutch device preferably in an axially compact manner.
It is also proposed that the centrifugal pendulum is arranged in the wet space of the double clutch device and is encapsulated relative to the wet space.
Preferably, the centrifugal pendulum is completely surrounded by the wet chamber. 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 chamber. The housing is formed in particular by an oil-tight housing. The operability of the centrifugal force pendulum can be ensured by packaging the centrifugal force pendulum. Advantageously, the encapsulated centrifugal pendulum may be purposefully immersed in oil from the encapsulation environment, which may contribute to the additional damping performance of the centrifugal pendulum.
It has proven to be particularly advantageous for the centrifugal pendulum package to be provided by means of a housing, when the pendulum masses of the centrifugal pendulum are arranged in a radially surrounding and axially overlapping manner relative to the double clutch device. In this case, if there is no encapsulation, the frictional loss due to the pendulum mass movement in the wet space is high.
Alternatively, however, it is also conceivable to dispense with the encapsulation of the centrifugal force pendulum. In particular, a preferably compact and low-cost arrangement of the centrifugal force pendulum can be achieved thereby.
By arranging the centrifugal pendulum in the wet space of the triple clutch device on the output side of the separating clutch, the clutch device is allowed to have an axially compact structure.
The invention is also based on the previously described drive train for a motor vehicle, which has an internal combustion engine and a clutch device. 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 the axial direction, in particular between the internal combustion engine and the remainder of the clutch device. "axial" shall especially mean a direction along and especially parallel to the main axis of rotation. In particular, an advantageous coupling of the dual mass flywheel can be achieved. In particular, a preferably efficient arrangement of the dual mass flywheel can be obtained. It is furthermore proposed that the drive train has an electric machine. Preferably, the motor is coupled to a drive of the clutch device by 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 different number of individual elements, components and units than those described herein in order to meet the operating modes described herein. Furthermore, in the case of numerical ranges described herein, values lying within the stated limits are also to be regarded as disclosed and as being disposable.
Other advantages come from the following description of the drawings. Two embodiments of the present invention are shown in the figures. The figures, descriptions of the drawings, and claims contain a number of combinations of features. The skilled person also sees the features individually and in combination in other combinations of interest.
In the accompanying drawings:
Figure 1 shows a schematic view of a powertrain with an internal combustion engine and a clutch device according to the invention in a first embodiment,
Fig. 2 shows a schematic view of another powertrain with an internal combustion engine and another clutch device according to the invention in a second embodiment.
Fig. 1 shows a first embodiment of a power train 25 a. The powertrain 25a is for a motor vehicle. The powertrain 25a has a clutch device 10a. The clutch device 10a has a disconnect clutch K0a. 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 11a is designed in a manner known to the skilled person. The powertrain 25a includes a housing not shown in detail. The powertrain 25a includes a transmission 26a. The transmission 26a includes a first sub-transmission not shown in detail. The transmission 26a includes a second sub-transmission not shown in detail. The first sub-transmission is configured to shift the non-even gear stages. The first sub-transmission has a first input shaft W2a. 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 gears. The second sub-transmission has a second input shaft W3a. The second input shaft W3a is designed as a hollow shaft. The first and second subtransmissions also have a plurality of gear shifting units, which are not shown in detail. The shift unit is provided for establishing a switchable connection between a drive shaft, a fixed gear and/or a floating gear of the sub-transmission. In principle, however, it is also conceivable for the first subtransmission to be provided for shifting even-numbered gear positions, while the second subtransmission is provided for shifting non-even-numbered gear positions. 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, while the second input shaft W3a is designed as an outer input shaft. A high installation space efficiency can thus advantageously be achieved. Furthermore, an advantageous double clutch configuration can be achieved.
In addition, the powertrain 25a has an internal combustion engine 20a. The internal combustion engine 20a has a driven crankshaft W1a. The crankshaft W1a is connected to a dual mass flywheel 12a of the clutch apparatus 10 a. The clutch device 10a has a dual mass flywheel 12a. The clutch apparatus 10a is disposed between the internal combustion engine 20a and the transmission 26 a. The dual mass flywheel 12a is configured to reduce torsional oscillations of the internal combustion engine 20a. The dual mass flywheel 12a is arranged at an end of the clutch device 10a facing the internal combustion engine 20a in the axial direction. The dual mass flywheel 12a is axially arranged 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 in a rotationally fixed manner to the crankshaft W1a of the internal combustion engine 20a. 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 20a. The output side 21a of the dual mass flywheel 12a is connected in a rotationally fixed manner to the input side of the separating clutch K0 a. The crankshaft W1a is provided for driving by the internal combustion engine 20a. The clutch device 10a comprises a main rotational axis 27a. The main rotational axis of the clutch device corresponds to the main rotational axis of the internal combustion engine 20a and of the powertrain 25 a. The first input shaft W2a, the second input shaft W3a, and the crankshaft W1a are concentrically arranged about the main rotational axis 27a.
The disconnect clutch K0a is provided for disconnecting the internal combustion engine 20a from all the sub-transmissions. The disconnect clutch K0a is advantageously provided for disconnecting the internal combustion engine 20a from the electric machine that is coupled to the double clutch device 11 a.
The disconnect clutch K0a is designed as a diaphragm clutch. The disconnect clutch K0a has an inner diaphragm support K01a. The inner diaphragm support K01a forms the input side of the separating 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. The inner diaphragm support K01a carries a plurality of inner diaphragms K04a, only a portion of which is shown in fig. 1. The inner diaphragm K04a is connected to the inner diaphragm support K01a in a rotationally fixed but axially movable manner. The disconnect clutch K0a has an outer film support K02a. The outer film support K02a carries a plurality of outer film pieces K05a, only a portion of which is shown in fig. 1. The outer membrane K05a is connected to the outer membrane support K02a in a rotationally fixed but axially movable manner. The outer diaphragm support K02a forms the output side of the separating clutch K0 a. The outer diaphragm support K02a forms the output diaphragm support 17a of the disconnect clutch K0 a. The disconnect clutch K0a has a third diaphragm group, which is not shown in detail. The inner membrane K04a and the outer membrane K05a form a third membrane group. The inner membrane K04a and the outer membrane K05a are staggered and embedded. The disconnect clutch K0a has a third force transmission region K03a. The third diaphragm group forms a third force transmission area K03a. Alternatively, the third force transmission area K03b may also be formed by a third jaw pair/dog pair.
The clutch device 10a has a bearing 28a. The bearing 28a supports the outer film support K02a with respect to the housing of the power train 25 a. The bearing 28a is supported on the housing wall 19a of the housing. The housing wall 19a serves to separate the wet space 24a of the double clutch 11a from the dry space 31a of the drive train 25 a. The dual mass flywheel 12a is disposed within the dry space 31 a. The bearing 28a is axially arranged between the outer film 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 film support K02a. The bearing 28a is connected with the housing of the power train 25 a.
The double clutch device 11a of the clutch apparatus 10a has a first clutch. The first clutch is associated with 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 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 apparatus 10a has a second clutch. The second clutch is associated with the second subtransmission. 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 11 a. Furthermore, the output side of the second clutch is connected in a rotationally fixed manner to the second input shaft W3a of the second subtransmission. 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 apparatus 10a further includes a third operation unit B0a. The third operating unit B0a is arranged at least partially in a region of the separating clutch K0a in the radial direction. The third operating unit B0a is arranged at least substantially outside the disconnect clutch K0a in the axial direction. The third operating unit B0a is arranged on the side of the disconnect clutch K0a facing the internal combustion engine 20a in the axial direction. The third operating unit B0a is designed to be connected to the outer film support K02a in a non-rotatable manner. The third operating unit B0a is provided for hydraulically operating the disconnect clutch K0a. The third operating unit B0a may be supplied with an operating oil flow. The third operating unit B0a may be supplied with a third centrifugal cooling oil flow. The third operating unit B0a includes a third operating piston B01a. The third operating piston B01a is arranged axially movably. The third operation unit B0a has a third operation chamber B02a. The third operating chamber B02a is arranged at least partially in a region of the separating clutch K0a in the radial direction. The third operating chamber B02a is arranged axially outside the disconnect clutch K0a. The third operating chamber B02a may be supplied with operating oil by means of an operating oil flow. An operating oil pressure may be established in the third operating chamber B02a. By means of the operating oil pressure, the axial position of the third operating piston B01a can be controlled. When the operating oil pressure is high, the third operating piston B01a is provided for pressing the diaphragm group. When the operating oil pressure in the third operating chamber B02a is high, the third operating piston B01a is provided for closing the separation clutch K0a. When the operating oil pressure in the third operating chamber B02a is low, a return spring, not shown in detail, is provided for displacing the third operating piston B01a away from the separating clutch K0a.
Furthermore, the clutch device 10a comprises a plurality of seals, of which two seals 29a are given reference numerals in fig. 1 by way of example. The seal is provided for sealing a gap between members of the third operation unit B0a with respect to the operation oil. The clutch device 10a also has a wet space 24a for the double clutch 11 a. The double clutch device 11a and the disconnect clutch K0a are arranged in the wet space 24a.
In addition, the clutch device 10a has a centrifugal pendulum 13a. The centrifugal force pendulum 13a is arranged in a radially surrounding manner with respect to the double clutch device 11 a. The centrifugal pendulum 13a has a bearing device 14a and a pendulum mass 15a. 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 support device 14a of the centrifugal pendulum 13a is permanently connected in a rotationally fixed manner to the output diaphragm support 17a of the separating clutch K0 a. The support device 14a of the centrifugal pendulum 13a is connected in a rotationally fixed manner to the outer diaphragm support K02a of the separating clutch K0a, to the input diaphragm support of the first clutch of the double clutch device 11a and to the input diaphragm support 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 is designed as an outer diaphragm support.
Advantageously, the centrifugal force pendulum 13a is arranged on the side of the bearing 28a facing away from the internal combustion engine 20a, as seen in the axial direction, wherein the dual mass flywheel 12, in particular the arcuate spring damper of the dual mass flywheel 12, is arranged at least partially on the side of the bearing 28a facing the internal combustion engine 20 a.
Centrifugal force pendulum 13a radially surrounds double clutch device 11a. In addition, the centrifugal pendulum 13a surrounds the separation clutch K0a in the radial direction and is arranged in an axially at least partially overlapping manner with respect to the separation clutch K0 a. The centrifugal pendulum 13a is arranged to overlap with the separation clutch K0a in the axial direction. Furthermore, the centrifugal force pendulum 13a is arranged in the wet space 24a of the double clutch device 11a. Centrifugal force pendulum 13a may be encapsulated with respect to wet space 24 a. For encapsulation, the centrifugal pendulum 13a may 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 respect to the components, features and functions that remain unchanged. To distinguish between the embodiments, the letter a in the reference numerals of the embodiment of fig. 1 is replaced by the letter b in the letter designation of the embodiment of fig. 2. With regard to the identically denoted components, in particular with regard to the components having the same reference numerals, reference may in principle also be made to the drawing and/or to the description of the embodiment of fig. 1.
Fig. 2 shows a second embodiment of a power train 25 b. The power train 25b is used for a motor vehicle. The powertrain 25b has a clutch device 10b. The clutch device 10b has a disconnect clutch K0b. In addition, the clutch device 10b has a double clutch 11b, which includes a first clutch K1b and a second clutch K2b. The powertrain 25b also includes a transmission 26b. The transmission 26b includes a first sub-transmission not shown in detail. The transmission 26b includes a second sub-transmission not shown in detail. In addition, the powertrain 25b has an internal combustion engine 20b. The internal combustion engine 20b has a driven crankshaft W1b. The crankshaft W1b is connected to the dual mass flywheel 12b of the clutch apparatus 10b. The clutch device 10b has a dual mass flywheel 12b.
The disconnect clutch K0b is provided for disconnecting the internal combustion engine 20b from all the sub-transmissions. The disconnect clutch K0b is designed as a diaphragm clutch. The disconnect clutch K0b is provided in particular for disconnecting the internal combustion engine 20b from the electric machine 23 b.
The double clutch device 11b has a first clutch K1b. The first clutch K1b is associated with the first subtransmission. The first clutch K1b is designed as a diaphragm clutch. The first clutch K1b has a first inner diaphragm support K11b. The first inner diaphragm support K11b carries a plurality of first inner diaphragms K14b, only a portion of which is shown in fig. 2. 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 film support K12b. The first outer film support K12b is connected to the second input shaft W2b of the first sub-transmission in a relatively non-rotatable manner. The first outer film support K12b carries a plurality of first outer film pieces K15b, only a portion of which is shown in fig. 2. The first outer film K15b is connected to the first outer film support K12b in a relatively non-rotatable but axially movable manner. The first clutch K1b has a first diaphragm group, which is not shown in detail. The first inner membrane K14b and the first outer membrane K15b form a first membrane group. The first inner film sheet K14b and the first outer film sheet K15b are fitted in a staggered manner. The first clutch K1b has a first force transmission region K13b. The first diaphragm group forms a first force transfer area K13b. Alternatively, the first force transmission area K13b may be formed by a first jaw pair.
The double clutch device 11b has a second clutch K2b. The second clutch K2b is associated with a second subtransmission. The second clutch K2b is designed as a diaphragm clutch. The second clutch K2b has a second inner diaphragm support K21b. The second inner diaphragm support K21b is connected in a rotationally fixed manner to the third input shaft W3b of the second sub-transmission. The second inner diaphragm support K21b carries a plurality of second inner diaphragms K24b, only a portion of which is shown in fig. 2. 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 K22b. The second outer membrane support K22b carries a plurality of second outer membranes K25b, only a portion of which is shown in fig. 2. 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 double clutch 11b. 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 group, which is not shown in detail. The second inner diaphragm K24b and the second outer diaphragm K25b form a second diaphragm group. The second inner membrane K24b and the second outer membrane K25b are fitted in a staggered manner. The second clutch K2b has a second force transmission region K23b. The second set of diaphragms forms a second force transfer area K23b. Alternatively, the second force transmission area K23b can also be formed by a second claw pair.
The first clutch K1b, the second clutch K2b, and the disconnect clutch K0b are stacked in the radial direction. The first clutch K1b is arranged radially inside the separating clutch K0 b. The second clutch K2b is arranged radially inside the first clutch K1 b. The first clutch K1b, the second clutch K2b and the separating clutch K0b are at least substantially arranged within a common axial extension. The disconnect clutch K0b surrounds the first clutch K1b in the radial direction 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 region K13b is arranged radially within the third force transmission region K03 b. The second force transmission region K23b is arranged radially inside the first force transmission region K13 b. The first force transmission area K13b, the second force transmission area K23b and the third force transmission area K03b are arranged in a radially non-overlapping manner. The first force transmission region K13b, the second force transmission region K23b and the third force transmission region K03b are arranged at least substantially within a common axial extension.
The clutch apparatus 10B further includes a third operation unit B0B. The third operating unit B0B is arranged at least partially in a region of the separating clutch K0B in the radial direction. The third operating unit B0B is arranged at least substantially outside the separating clutch K0B in the axial direction. The third operating unit B0B is arranged on the side of the separating clutch K0B facing away from the internal combustion engine 20B in the axial direction.
The double clutch device 11B of the clutch apparatus 10B includes a first operation unit B1B. The first operating unit B1B is arranged in a region of the first clutch K1B in the radial direction. The first operating 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 designed to be connected in a rotationally fixed manner to the first inner diaphragm support K11B. The first operating unit B1B is provided for hydraulically operating the first clutch K1B. The first operating unit B1B may be supplied with a 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 centrifugal cooling oil flow. The first centrifugal cooling oil flow may be supplied to the first operation unit B1B from a side of the first operation unit B1B facing away from the internal combustion engine 20B. The first operation unit B1B includes a first operation piston B11B. The first operating piston B11B is axially movably arranged. The first operation unit B1B has a first operation chamber B12B. The first operating chamber B12B is arranged in a region of the first clutch K1B in the radial direction. The first operating chamber B12B is arranged axially outside the first clutch K1B. The first operating chamber B12B is arranged axially on the side of the first clutch K1B facing away from the internal combustion engine 12B. The first operating chamber B12B may be supplied with the first operating oil by means of the first operating oil flow. A first operating oil pressure may be established within the first operating chamber B12B. By means of the first operating oil pressure, the axial position of the first operating piston B11B can be adjusted. When the first operating oil pressure is high, the first operating piston B11B is provided for pressing the first diaphragm group. 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 displacing the first operating piston B11B from the first clutch K1B.
The double clutch device 11B of the clutch apparatus 10B includes a second operation unit B2B. The second actuating unit B2B is arranged at least partially in a region of the second clutch K2B in the radial direction. The second operating unit B2B is arranged at least substantially outside the second clutch K2B in the axial direction. 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 designed to be connected in a rotationally fixed manner to the second outer diaphragm support K22B. The second operating unit B2B is provided for hydraulically operating the second clutch K2B. The second operating unit B2B may be supplied with a second operating oil flow. The second operating oil flow can be supplied to the second operating unit B2B from the 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 centrifugal cooling oil flow. The second centrifugal cooling oil flow 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 inside the second operating unit B2B. The second operation unit B2B includes a second operation piston B21B. The second operating piston B21B is axially movably disposed. The second operation unit B2B has a second operation chamber B22B. The second actuating chamber B22B is arranged at least partially in a region of the second clutch K2B in the radial direction. The second operating chamber B22B is arranged at least substantially outside the second clutch K2B in the axial direction. The second operating chamber B22B is arranged axially on the side of the second clutch K2B facing away from the internal combustion engine 20B. The second operating chamber B22B can be supplied with a second operating oil by means of the second operating oil flow. A 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. When the second operating oil pressure is high, the second operating piston B21B is provided for pressing the second diaphragm group. 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 restoring spring, not shown in detail, is provided for displacing the second operating piston B21B from the second clutch K2B.
The first operating chamber B12B, the second operating chamber B22B, and the operating chamber B02B are stacked in the radial direction.
The first operating chamber B12B is arranged radially inside the third operating chamber B02B. The second operating chamber B22B is radially arranged 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 at least substantially arranged within a common axial extension.
The clutch device 10b also has a centrifugal pendulum 13b. 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 15b. 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 device 14b of the centrifugal pendulum 13b is permanently connected in a rotationally fixed manner to the output diaphragm support 17b of the separating clutch K0 b. The support means 14b of the centrifugal pendulum 13b is connected in a rotationally fixed manner to the outer diaphragm support K02b of the separating clutch K0b, to the inner diaphragm support K11b of the first clutch K1b of the double clutch device 11a and to the outer diaphragm support K22b of the second clutch K2b of the double clutch device 11 b.
Centrifugal force pendulum 13b radially surrounds double clutch device 11b. The centrifugal force pendulum 13b is arranged in the axial direction in the region of the double clutch device 11b. In addition, the centrifugal pendulum 13b surrounds the separation clutch K0b in the radial direction, and is arranged at least partially overlapping the separation clutch K0b in the axial direction. The centrifugal pendulum 13b is arranged to overlap with the separation clutch K0b in the axial direction. In addition, the centrifugal pendulum 13b is disposed within the wet chamber 24b of the dual clutch device 11b and is enclosed with respect to the wet chamber 24 b. The centrifugal force pendulum 13b has a package housing 32b. Alternatively and not shown, the centrifugal pendulum 13b may also be unpackaged.
The powertrain 25b also has an electric machine 23b. The motor 23b is not arranged coaxially with the main rotation axis 27 b. The clutch device 10b has a driver 22b. The driving piece 22b is constituted by a driving gear. In principle, the clutch device may have a sprocket or a pulley instead of a drive gear. The drive 22b is arranged for coupling the electric motor 23b to the powertrain 25b in a torque-transmitting manner. The driving member 22b is provided for transmitting torque from the motor 23b into the double clutch device 11b. The motor 23b has a driven gear 30b which meshes with the driver 22b. The driving member 22b is axially adjacent to the centrifugal pendulum 13b and coaxially arranged with the double clutch device 11b. In addition, the driving member 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 11b.
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. Housing wall
20. Internal combustion engine
21. Output side
22. Driving piece
23. Motor with a motor housing
24. Wet space
25. Power train
26. Transmission device
27. Main axis of rotation
28. Bearing
29. Sealing element
30. Driven gear
31. Dry space
32. Shell body
B0 A third operation unit
B01 Third operating piston
B02 Third operation cavity
B1 A first operation unit
B11 First operating piston
B12 First operation cavity
B2 A second operation unit
B21 Second operating piston
B22 Second operation cavity
K0 Separating clutch
K01 Inner diaphragm support
K02 Outer diaphragm support
K03 Third force transfer zone
K04 Inner diaphragm
K05 Outer membrane
K1 Clutch device
K11 Inner diaphragm support
K12 Outer diaphragm support
K13 A first force transfer area
K14 Inner diaphragm
K15 Outer membrane
K2 Clutch device
K21 Inner diaphragm support
K22 Outer diaphragm support
K23 Second force transfer area
K24 Inner diaphragm
K25 Outer membrane
W1 crankshaft
W2 input shaft
W3 input shaft
W4 intermediate shaft

Claims (9)

1. A clutch device (10 a;10 b) has: a separating clutch (K0 a; K0 b), a double clutch device (11 a;11 b) comprising a first clutch (K1 b) and a second clutch (K2 b), a double mass flywheel (12 a;12 b) and a centrifugal pendulum (13 a;13 b) which is arranged radially around the double clutch device (11 a;11 b) and has a bearing device (14 a;14 b) and a pendulum mass (15 a;15 b), wherein the bearing device (14 a;14 b) is connected in a rotationally fixed manner to an input diaphragm support (16 a;16 b) of the double clutch device (11 a;11 b), wherein an input side of the double clutch device (11 a;11 b) is connected to an output side of the separating clutch (K0 a; K0 b), wherein the bearing device (14 a;14 b) of the centrifugal pendulum (13 a;13 b) is permanently connected in a rotationally fixed manner to an output diaphragm support (17 a;17 b) of the separating clutch (K0 a; K0 b),
The third force transmission region (K03 b) of the separating clutch (K0 b) is arranged in a radially encircling and at least partially axially overlapping manner relative to the first force transmission region (K13 b) of the first clutch (K1 b).
2. Clutch device according to claim 1, characterized in that the pendulum mass (15 b) of the centrifugal pendulum (13 b) is arranged in a radially surrounding and axially at least partially overlapping manner with respect to the first clutch (K1 b) and the second clutch (K2 b).
3. Clutch device according to claim 2, characterized in that the pendulum mass (15 b) of the centrifugal pendulum (13 b) is arranged in a radially surrounding and axially overlapping manner with respect to the third force transmission zone (K03 a; K03 b) of the separating clutch (K0 a; K0 b).
4. A clutch device according to claim 3, characterised in that the first force transmission area (K13 b) is arranged in a radially surrounding and axially at least partially overlapping manner with respect to the second force transmission area (K23 b).
5. Clutch device according to one of the preceding claims 1 to 4, characterized in that the input side (18 a;18 b) of the dual mass flywheel (12 a;12 b) is connected in a rotationally fixed manner to the crankshaft (W1 a; W1 b) of the internal combustion engine (20 a;20 b), and the output side (21 a;21 b) of the dual mass flywheel (12 a;12 b) is connected in a rotationally fixed manner to the input side of the separating clutch (K0 a; K0 b).
6. Clutch device according to any of the preceding claims 1 to 4, characterised in that the bearing means (14 a;14 b) are connected in a rotationally fixed manner to the outer foil support (K02 a; K02 b) of the separating clutch (K0 a; K0 b), in a rotationally fixed manner to the inner foil support (K11 b) of the first clutch (K1 b) and in a rotationally fixed manner to the outer foil support (K22 b) of the second clutch (K2 b).
7. Clutch device according to one of the preceding claims 1 to 4, characterized in that a drive element (22 b) is provided, which is connected to the input side of the double clutch device (11 b) in a rotationally fixed manner, which drive element is provided for transmitting torque from the motor (23 b) into the double clutch device (11 b), which drive element is arranged on the side of the centrifugal pendulum (13 b) facing away from the double mass flywheel (12 b).
8. Clutch device according to one of the preceding claims 1 to 4, characterized in that the centrifugal pendulum (13 a;13 b) is arranged in the wet space (24 a;24 b) of the double clutch device (11 a;11 b) and is encapsulated with respect to the wet space (24 a;24 b).
9. Powertrain for a motor vehicle, having an internal combustion engine (20 a;20 b) and a clutch device (10 a;10 b) according to one of the preceding claims, characterized in that a dual mass flywheel (12 a;12 b) is arranged axially at the end of the clutch device (10 a;10 b) facing the internal combustion engine (20 a;20 b).
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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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DE102020001100B4 (en) 2020-02-20 2022-09-29 Mercedes-Benz Group AG Double clutch
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DE102020001099B4 (en) 2020-02-20 2022-10-20 Mercedes-Benz Group AG dual clutch transmission
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