CN113423964A

CN113423964A - Clutch device and drive system

Info

Publication number: CN113423964A
Application number: CN202080013489.XA
Authority: CN
Inventors: F·比尔曼
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2019-03-01
Filing date: 2020-02-03
Publication date: 2021-09-21
Anticipated expiration: 2040-02-03
Also published as: DE102019113223B3; CN113423964B; WO2020177807A1

Abstract

The invention relates to a clutch device (10) and a drive system (300) having such a clutch device (10), wherein the clutch device (10) has a housing interior (20) which can be at least partially filled with a cooling liquid (25) and an oil guide element (160) which is arranged in the housing interior (20) and is rotatably mounted about a rotational axis (65), wherein the oil guide element (160) has a first section (165) and a separating section (185) which is connected to the first section (165), wherein the separating section (185) is arranged obliquely to the first section (165), wherein the first section (165) is designed to guide the cooling liquid (25) to the separating section (185), and the separating section (185) is inclined such that, at the separating section (185), the cooling liquid (25) is separated from the separating section (185) and sprayed.

Description

Clutch device and drive system

Technical Field

The invention relates to a clutch device according to claim 1 and a drive system according to claim 13.

Background

Wet running dual clutches are known, wherein the wet running dual clutch has an oil deflector in order to guide the oil present in the wet running dual clutch in the direction of a defined space. The oil deflection plates are produced in a complex manner and are installed as separate components by an additional installation step.

Disclosure of Invention

The object of the present invention is to provide an improved clutch device, in particular an improved wet-running dual clutch, and an improved drive system.

The object is achieved by means of a clutch device according to claim 1 and a drive system according to claim 13. Advantageous embodiments are given in the dependent claims.

It is known that an improved clutch device can be provided by having a housing interior which can be at least partially filled with cooling liquid and an oil-guiding element which is arranged in the housing interior and is rotatably mounted about a rotational axis, wherein the oil-guiding element has a first section and a separating section which is connected to the first section, wherein the first section is designed to guide the cooling liquid to the separating section, wherein the separating section is arranged at an angle to the first section and the separating section is inclined such that at the separating section the cooling liquid is separated from the separating section and sprayed.

In this way, it is possible to specifically span the radial gap within the housing interior and to cool the components of the clutch unit by means of the sprayed cooling liquid.

In a further embodiment, the clutch device has a first clutch unit which is mounted rotatably about the axis of rotation and is arranged in the housing interior, wherein the oil-conducting element is arranged spaced apart from the first clutch unit on the radial inside, wherein the disengagement section is designed such that, at the disengagement section, the cooling liquid is disengaged from the disengagement section and is sprayed from the oil-conducting element in the direction of the first clutch unit. As a result, a radial gap between the first clutch unit and the oil guide element can be bridged, and in addition, a bypass flow around the first clutch unit in the lateral direction under unfavorable operating conditions is avoided. In addition, a reliable injection of the cooling fluid in the direction of the first clutch unit can be ensured, in particular when the oil guiding element rotates at the drive rotational speed, wherein the oil guiding element can assume the supply of the cooling fluid in a manner similar to a radial pump in terms of function.

In a further embodiment, the separating section is connected to the first section by means of a fixed end, wherein at the free end of the separating section has a separating edge, wherein the separating edge is designed such that the flow of the cooling liquid flowing radially from the inside to the outside along the oil guiding element is detached at the separating edge. The separation edge is particularly advantageously designed to be sharp (radius less than 0.3mm) in order to ensure a reliable separation of the flows.

In a further embodiment, an end face oriented obliquely to the rotation plane about the rotation axis is provided at the separating section at the end side, wherein the end face has an increasing distance from the rotation plane with increasing radial distance from the rotation axis. Thereby, a reliable detachment of the cooling liquid at the separation edge is ensured. Alternatively, the end face is arranged in the plane of rotation.

In a further embodiment, the end face adjoins a guide face arranged radially inside the separating section at the separating edge. The guide surface is arranged perpendicular to the end surface.

In a further embodiment, the first clutch unit has a first inner friction lining carrier and a first friction pack arranged radially outside the first inner friction lining carrier, wherein the first inner friction lining carrier at least partially carries the first friction pack. A radial gap is provided between the disconnection portion and the first inner friction lining carrier, wherein the disconnection portion and the first friction pack axially overlap. Lateral flow around the first friction pack can thereby be avoided.

In a further embodiment, the clutch device has a second clutch unit arranged radially outside the first clutch unit, wherein the second clutch unit has a second friction pack, an outer friction plate carrier and a second inner friction plate carrier, wherein the second friction pack is carried by the outer friction plate carrier and the second inner friction plate carrier. The oil guiding element is connected with the outer friction plate bearing piece or the second inner friction plate bearing piece in a torque locking mode. In this case, it is particularly advantageous if the outer disk carrier of the second clutch unit is connected in a torque-locking manner to the input side of the clutch device.

In a further embodiment, the second inner disk carrier has a radial section which extends substantially in the radial direction, wherein the radial section is connected radially on the inside to a radially outer end of the first section of the oil guiding element. Preferably, the oil guide element and the second inner friction lining carrier are formed integrally and of identical material.

In a further embodiment, the separation section is arranged at an angle relative to the first section, preferably at an angle comprised between 75 ° and comprised 150 °, in particular at an angle comprised between 85 ° and comprised 130 °. The first section is preferably arranged in a plane of rotation about the axis of rotation.

In a further embodiment, the first section has a recess radially inside the separating section, wherein the recess preferably reduces the wall thickness of the first section. This embodiment has the advantage that the shaped material for the separating section is provided by the recess in the deep-drawing method and/or the press-bending method or the stamping method.

In a further embodiment, the separating section is designed to extend annularly and/or in the shape of a truncated cone, continuously or in sections, around the axis of rotation.

In a further embodiment, the clutch unit has an actuating device for the switchable provision of an actuating force by means of a pressure tank, wherein the oil-conducting element and the pressure tank are connected to one another.

A particularly well-cooled drive system can be ensured by the drive system having a clutch device and a drive motor, in particular an electric motor. The clutch device is configured as described above. The drive motor is arranged radially outside the clutch device and is connected to the input side of the clutch device in a torque-locking manner, wherein the disconnection portion is inclined and arranged in such a way that, at the disconnection portion, the cooling liquid is disengaged from the disconnection portion and is sprayed from the oil guide element in the direction of the drive motor in order to cool the drive motor. In this way, the drive motor can be cooled particularly well and cooling liquid can be prevented from flowing past the drive motor laterally without cooling the drive motor.

In a further embodiment, the clutch device has a clutch rotor, wherein the clutch rotor forms the input side on the radial outside and the oil-conducting element is connected in a rotationally fixed manner to the clutch rotor, wherein the disengagement section is arranged on the radial outside of the clutch rotor.

Drawings

The invention is explained in detail below with reference to the drawings. Shown here are:

fig. 1 shows a half longitudinal section of a clutch device according to a first embodiment;

fig. 2 shows a detail a, marked in fig. 1, of the clutch device shown in fig. 1;

FIG. 3 shows the detail B, marked in FIG. 2, of the oil-conducting element shown in FIG. 2;

fig. 4 to 6 show a detail B, marked in fig. 2, of a second to fourth embodiment of the clutch device;

fig. 7 shows a detail a, marked in fig. 1, of a clutch device according to a fifth embodiment;

fig. 8 shows a half longitudinal section through a drive system with a clutch device according to a sixth embodiment; and

fig. 9 shows a detail E, marked in fig. 8, of the clutch device shown in fig. 8;

fig. 10 shows a half longitudinal section through a drive system with a clutch device according to a seventh embodiment; and

fig. 11 shows a detail of the drive system shown in fig. 10, which detail is marked by reference D in fig. 10.

Detailed Description

Fig. 1 shows a half-longitudinal section through a clutch device 10 according to a first embodiment.

The clutch device 10 is designed as a wet-running dual clutch. The clutch device 10 may, however, also be designed as a hybrid clutch or triple clutch (see fig. 10) for coupling the two drive motors to the transmission.

The clutch device 10 has a housing 15, wherein the housing 15 delimits a housing interior 20. The housing interior space 20 can be filled with a cooling liquid 25. The housing 15 is designed to be fluid-tight with respect to the environment.

The clutch device 10 has a first input side 30. The first input side 30 can be connected, for example, in a torque-locked manner with a first drive motor, in particular, for example, with an internal combustion engine. The clutch device 10 also has a first output side 35 and a second output side 40. The first output 35 can be connected in a torque-locked manner to a first transmission input shaft 45, and the second output 40 can be connected to a second transmission input shaft 50 of the transmission, in particular of the transmission.

In the housing interior 20, the clutch device 10 has a first clutch unit 55 and a second clutch unit 60. The first clutch unit 55, the second clutch unit 60 and the first input side 30, the first output side 35 and the second output side 40 are rotatably mounted about a rotational axis 65.

The first clutch unit 55 is disposed radially inward of the second clutch unit 60. The first clutch unit 55 and the second clutch unit 60 have an axial overlap here. Axial overlap is understood here to mean that, in a radial projection perpendicular to the axis of rotation 65 onto a projection plane, the first clutch unit 55 and the second clutch unit 60 overlap in the projection plane, in which the axis of rotation 65 runs.

The first clutch unit 55 has a first inner friction lining carrier 70, a first friction pack 75 arranged radially on the outside relative to the first inner friction lining carrier 70, and a first outer friction lining carrier 80. The first outer friction lining carrier 80 together with the first inner friction lining carrier 70 forms a first annular gap, wherein a first friction pack 75 is arranged in the first annular gap.

The first friction group 75 preferably has first and second friction partners 85, 90 arranged alternately in a stack, wherein the first friction partner 85 is connected with the first outer disk carrier 80 in a torque-locking manner and the second friction partner 90 is connected with the first inner disk carrier 70 in a torque-locking manner, for example. Radially on the inside, the first inner disk carrier 70 is connected with the first output side 35 in a torque-locked manner. The first outer friction lining carrier 80 is coupled in a torque-locking manner to the first input side 30.

Furthermore, the first clutch unit 55 has a first actuating unit 95, wherein the first actuating unit 95 can provide the actuating force F1 in a switchable manner.

The clutch device 10 furthermore has a driven unit 100, wherein the driven unit 100 extends in the radial direction. The driven unit 100 is axially arranged between the first operating unit 95 and the first friction pack 75.

The second clutch unit 60 has a second inner friction plate carrier 105, a second outer friction plate carrier 110 and a second friction pack 115, as well as a second actuating unit 120. The second inner friction plate carrier 105 is disposed radially outward of the first outer friction plate carrier 80. The second inner friction plate carrier 105 together with the second outer friction plate carrier 110 form a second annular gap, a second friction pack 115 being arranged in the second annular gap. The second friction group 115 preferably has a plurality of third and fourth friction partners 125, 130 arranged alternately in a stack, the third friction partner 125 being connected with the second outer friction plate carrier 110 in a torque-locking manner and the fourth friction partner 130 being connected with the second inner friction plate carrier 105 in a torque-locking manner. The second inner friction lining carrier 105 is connected to the second output side 40 on the radially inner side in a rotationally fixed manner. Furthermore, the second outer friction plate carrier 110 is connected in a rotationally fixed manner to the first outer friction plate carrier 80 by means of the output unit 100. The second manipulation unit 120 surrounds the driven unit 100. The second actuating unit 120 is designed to be able to switch the second actuating force F2. Radially on the inside, in the axial direction, the first inner friction plate carrier 70 and the second inner friction plate carrier 105 and the second outer friction plate carrier 110 are supported on the housing 15 via an axial bearing arrangement 131. The first outer friction plate carrier 80 is supported in the axial direction on the housing 15 via the driven unit 100 and the second outer friction plate carrier 110. The first inner friction lining carrier 70 has a first axial section 135, the first axial section 135 extending on a circular path about the rotational axis 65. Radially on the outside, a first friction fitting 85 is arranged on the first axial section 135 so as to be displaceable in the axial direction, but is preferably rotationally fixed. At least one, preferably a plurality of first channels 140 arranged offset in the circumferential direction and in the axial direction are provided in the first axial section 135. The first axial section 135 is passable for the cooling liquid 25 through a first passage 140.

Radially outwardly, a second channel 145, preferably a plurality of second channels 145, may be provided in the first outer friction plate carrier 80. The second channels 145 may be arranged aligned in a radial direction or offset in a radial direction and/or an axial direction with respect to the first channels 140. The second inner friction lining carrier 105 has a second axial section 146 which runs on a circular path about the rotational axis 65. An external toothing can be provided on the second axial section 146, wherein the fourth friction fitting 130 engages in the external toothing in a displaceable, but rotationally fixed manner.

Additionally, in this embodiment, a third channel 150, preferably a plurality of third channels 150, is also provided in the second axial section 146. Furthermore, one or more fourth channels 155 may be provided in the second outer friction plate carrier 110.

The first to

fourth passages

140, 145, 150, 155 are, for example, formed as through openings formed in the form of elongated holes. Other designs of the

channels

140, 145, 150, 155 are also conceivable.

In operation of the clutch device 10, the first actuating force F1 is supplied in a switchable manner via the first actuating unit 95. The first and second friction partners 85, 90 are pressed against one another by means of a first actuating force F1 and a first counter force FG1 provided by the first outer disk carrier 80, so that the first and second friction partners 85, 90 form a friction fit. The first friction pack 75 connects the first inner friction lining carrier 70 with the first outer friction lining carrier 80 in a torque-locking manner by means of a friction fit.

If a torque is provided via the first input side 30 from the first drive motor 305 and introduced into the clutch device 10, the torque is transmitted via the second outer friction plate carrier 110 and the driven unit 100 to the first outer friction plate carrier 80. By means of a torque-locking coupling via the first friction group 75, the torque is transmitted via the first friction group 75 to the first inner disk carrier 70, which transmits the torque to the first output side 35 and is introduced into the first transmission input shaft 45 at the first output side 35.

Likewise, the second manipulation force F2 is switchably provided by the second manipulation unit 120. When the second actuating force F2 is applied, the second outer plate carrier 110 provides a second counterforce FG2 via its rear-side support on the axial bearing device 131, wherein the third and fourth friction partners 125, 130 of the second friction group 115 are pressed against one another by means of the second actuating force F2 and the second counterforce FG2 such that they form a friction fit in the second friction group 115.

The second outer friction plate carrier 110 is connected with the second inner friction plate carrier 105 in a torque-locking manner by means of a friction fit in the second friction pack 115. As a result, the torque introduced into the clutch device 10 via the input side 30 is transmitted via the second outer friction plate carrier 110 and the second friction pack 115 to the second inner friction plate carrier 105 by frictional engagement in the second friction pack 115. By coupling the second inner friction lining carrier 105 to the radially inner side of the second output side 40, a torque can be dissipated from the second inner friction lining carrier 105 toward the second output side 40. On the second output side 40, torque is introduced into the second transmission input shaft 50.

When the first and second

clutch units

55, 60 are shifted, the friction partners 85, 90, 125, 130 are heated up intensively, in particular when the friction partners 85, 90, 125, 130 rub/slide against each other when the actuating forces F1, F2 are provided. In order to promote heating in the temperature range permitted for the material of the friction partners 85, 90, 125, 130, in this embodiment a cooling fluid 25 is introduced between the first transmission input shaft 45, which is designed as a hollow shaft, and the second transmission input shaft 50. Here, the cooling fluid 25 flows in the axial direction between the first transmission input shaft 45 and the second transmission input shaft 50.

For better guidance of the cooling liquid 25 in the housing interior 20, the clutch device 10 additionally has an oil guide element 160. The oil guide element 160 has a first section 165, which is of disk-shaped design. The first section 165 extends here, by way of example, in a plane of rotation perpendicular to the axis of rotation 65. The first section 165 of the oil guiding element 160 is arranged axially between the second outer friction plate carrier 110 and the first inner friction plate carrier 70.

In this embodiment, the oil guide element 160 and the second inner friction lining carrier 105 are formed integrally and of identical material. The first section 165 forms a subregion of the first radial section 170 of the second inner friction lining carrier 105, the first radial section 170 connecting the second axial section 146 to the second output side 40 and extending substantially in the radial direction.

The first radial section 170 has a second section 175, the second section 175 being formed obliquely to the axis of rotation 65 and having a truncated cone shape. The second section 175 is connected to the first section 165 radially outside. The second portion 175 extends axially in a direction away from the inner disk carrier 70.

If the cooling liquid 25 flows out at the axial end of the first transmission input shaft 45, it flows radially outward by centrifugal forces during operation of the clutch device 10. The first section 165 of the first inner disk carrier 70, which extends in the plane of rotation, forms together with the second radial section 180 an axial gap through which the cooling liquid 25 flows radially outward. Here, the cooling liquid 25 can adhere to and flow along the second radial section 180 and/or the first section 165.

Fig. 2 shows a detail a, marked in fig. 1, of the clutch device 10 shown in fig. 1.

In order to avoid a bypass of the first friction packet 75, the oil guide element 160 has a separating section 185. The separating section 185 is fastened radially on the outside to the first section 165 by means of a fastening end 190. The separating portion 185 extends in the direction of the first inner friction lining carrier 70 and is arranged radially overlapping the first friction pack 75.

Radially on the outside, the cooling liquid 25 reaches the separating section 185, and is deflected by the separating section 185 obliquely radially in the direction of the second radial section 180, which is arranged at an obtuse angle α to the first section 165. A radial gap 225 is provided between the separating section 185 and the first inner friction lining carrier 70. By means of the centrifugal force acting on the cooling liquid 25, the cooling liquid 25 is sprayed on the separating section 185 and passes over the radial gap 25 radially on the outside, wherein the cooling liquid 25 is sprayed in a targeted manner in the direction of the first axial section 135 by means of the inclination and orientation of the separating section 185.

Through the first channel 140, the cooling liquid 25 flows into the first friction pack 75 and cools the first and second friction partners 85, 90, so that overheating of the first friction pack 75 can thereby be avoided, in particular when the first clutch unit 55 is in the slipping state, i.e. when there is a differential speed between the first friction partner 85 and the second friction partner 90. The warmed cooling liquid 25 can flow out of the first friction pack 75 via the second channel 145 of the first outer friction plate carrier 80.

The cooling liquid 25 is then sprayed radially outward at the first outer friction lining carrier 80 in the direction of the second friction pack 115 (see fig. 1), where it first reaches the second axial section 146. The cooling liquid 25 flows through the second axial section 146 via the third channel 150 and into the second friction pack 115. In the second friction group 115, the cooling liquid 25 cools the second friction group 115, so that in the second friction group 115 too overheating of the third and fourth friction partners 125, 130 is prevented, in particular when they are in a sliding state or in a slipping state. In the second friction pack 115, the cooling liquid 25 flows under centrifugal force towards the radial outside, wherein the cooling liquid 25 leaves the second friction pack 115 via the fourth channel 155 in the second outer friction plate carrier 110. The cooling liquid 25 is again conveyed radially inwards in order to flow again in the circulation circuit from radially inside outwards.

Fig. 3 shows a detail B, which is marked in fig. 2, of the oil guiding element 160 shown in fig. 2.

The oil guide member 160 is exemplarily configured. Of course, a different design of the oil guiding element 160 than that shown in fig. 3 is conceivable.

At a free end 195 of the separating section 185, which is arranged on the side facing the second radial section 180, the separating section 185 has a separating edge 200. The separation edge 200 is, for example, sharp and is designed such that the flow of the cooling liquid 25 flowing along the oil guiding element 160 from the radially inner side to the radially outer side separates at the separation edge 200, that is to say detaches and is injected in the direction of the first friction group 75 and the first axial section 135. By spraying, the cooling liquid 25 is here thrown radially outward, so that the cooling liquid 25 can span the radial gap 225 between the first axial section 135 and the free end 195. Thereby avoiding a continued flow of cooling liquid 25 along the second section 175.

On the end side, the separating section 185 has a first end face 210 oriented obliquely to a rotation plane 205 oriented perpendicularly to the rotation axis 65. The separating section 185 is formed here in an annular and/or frustoconical manner extending around the axis of rotation 65. The first end face 210 has an increasing distance from the plane of rotation 205 with increasing radial distance from the axis of rotation 65. Radially on the outside, the separating section 185 can be rounded by means of a radius R1.

Radially on the inside, the first end face 210 at the separation edge 200 abuts a guide surface 215 arranged radially on the inside of the separation section 185. The guide surface 215 is arranged at an angle a to the first section 165. Particularly advantageously, the angle α is a right angle or an obtuse angle, wherein preferably the angle α is 95 ° to 120 °, inclusive. The guide surface 215 projects here beyond a second end face 220 which is arranged radially inside the first section 165. Particularly advantageously, the guide surface 215 is arranged substantially at right angles to the end surface 210.

The second end face 220 and the guide face 215 bound a recess 226 in the first section 165. By means of the recess 226, the wall thickness of the first section 165 is reduced radially inward relative to the separating section 185. The recess 226 is introduced into the oil guide element 160 for the shaping of the separating section 185. The separating section 185 can thus be produced particularly cost-effectively and simply, for example, in a deep-drawing method, a stamping method or a press-bending method.

The above-described embodiment has the advantage that the cooling liquid 25 is sprayed in a defined manner onto the first axial section 135 by means of the separating section 185. In critical operating states, a reliable volumetric flow of the cooling liquid 25 can thus still be supplied to the first axial section 135 via the oil guiding element 160 rotating at the input rotational speed, thereby ensuring reliable cooling of the first clutch unit 55. In this way, critical operating states can be avoided in a conventional dual clutch, in which the oil volume flow is due to the disadvantageous properties of air and oil, wherein then only a very poor volume flow of the cooling liquid 25 is obtained by the first clutch unit 55 and substantially laterally flows around. In particular, it is also avoided that, when the cooling liquid 25 adheres to the oil guide element 160, the cooling liquid 25 flows out along the oil guide element 160 in the direction of the first radial section 170.

Fig. 4 shows a detail B, marked in fig. 2, of the clutch device 10 according to the second embodiment.

The clutch device 10 is essentially constructed identically to the clutch device 10 shown in fig. 1 to 3. Only the differences of the clutch device 10 shown in fig. 4 with respect to the clutch device 10 shown in fig. 1 to 3 will be discussed below.

On the rear side, the oil guiding element 160 therefore has a stamped-out part 230 on the side facing axially away from the first inner friction lining carrier 70. The stamped part 230 is arranged axially overlapping the separating section 185. Radial overlap is understood here to mean that, when projected parallel to the axis of rotation 65 into a projection plane arranged perpendicular to the axis of rotation 65, the two components, namely the punch 230 and the separating section 185, overlap in the projection plane.

The punch 230 can be designed, for example, as an annular groove in the first section 165. The stamp-shaped part 230 is formed during the production of the oil guide element 160 in that the stamp forms the stamp-shaped part 230 in order to press the material into the mold for forming the separating section 185.

Fig. 5 shows a detail B, marked in fig. 2, of a clutch device 10 according to a third embodiment.

The clutch device 10 is essentially constructed identically to the clutch device 10 shown in fig. 1 to 3. In contrast, the separating section 185 is shorter in the axial direction, wherein the separating section 185 is tapered at the free end 195 of the separating section 185. Fig. 6 shows a detail B, marked in fig. 2, of a clutch device 10 according to a fourth embodiment.

The clutch device 10 is essentially constructed identically to the clutch device 10 shown in fig. 1 to 3. Only the deviations of the clutch device 10 shown in fig. 6 from the clutch device 10 shown in fig. 1 to 3 are discussed below.

In addition, a flattened area 235 is provided on the end face of the first section 165 facing the first inner disk carrier 70. The wall thickness of the first section 165 decreases from the radially inner side toward the radially outer side up to the separating section 185 by the flattened section 235 provided instead of the recess 226, wherein the flattened section 235 is provided radially inside and radially outside the separating section 185. Starting from the separating section 185, the wall thickness of the first section 165 is thicker as the distance from the rotational axis 65 increases. The flattened section 235 is, for example, substantially flat and oriented obliquely to the axis of rotation 65.

Fig. 7 shows a detail a of the clutch device 10 according to the fifth embodiment, which is marked in fig. 1.

The clutch device 10 is essentially constructed identically to the clutch device 10 shown in fig. 1 to 3. In contrast, the oil guide element 160 and the first inner friction lining carrier 70 are connected to one another. Radially on the outside, the first section 165 here connects the first inner friction lining carrier 70, in particular the second radial section 180, to the oil guiding element 160. In this case, the first inner friction lining carrier 70 and the oil guiding element 160 are produced in one piece and from the same material, for example in a press bending method. Here too, a direct incident flow of the first friction group 75 is achieved. Fig. 8 shows a half-longitudinal section through the clutch device 10 according to the sixth embodiment.

The clutch device 10 is essentially constructed identically to the clutch device 10 shown in fig. 1 to 3. The first actuating unit 95 has a pressure tank 350, wherein the pressure tank 350 is connected to the oil guide element 160 on the radially inner side. The pressure tank 350 and the oil guide element 160 can be formed in one piece and from the same material. Furthermore, the first inner friction lining carrier 70 is designed such that the axial gap between the oil guiding element 160 and the first radial section 170 is wider than in fig. 1 and 2. The pressure tank 350 serves to introduce the actuating force provided by the pressure cylinder into the first friction group 75.

The separating section 185 is designed such that the cooling liquid 25 flowing radially outward along the first section 165 is deflected obliquely radially outward in the direction of the first clutch unit 55, in particular the first friction pack 75. In this way, good cooling of the first friction group 75 and the radially outer second friction group 115 is ensured.

Fig. 9 shows a detail E, marked in fig. 8, of the clutch device 10 shown in fig. 8.

The embodiment of the separating section 185 shown in fig. 9 is essentially identical to the embodiment shown in fig. 5 and can be designed, for example, as a punch, a material removal or a material offset. Other designs and/or arrangements of the decoupling section 185 on the components of the clutch device 10 shown in fig. 1 to 9 are also conceivable.

Fig. 10 shows a half-longitudinal section through a drive system 300 with a clutch device 10 and a second drive motor 305. The second drive motor 305 is configured as an electric motor. The drive motor 305 has a stator 310 and a rotor 315 disposed radially inward with respect to the stator 310. The motor can be designed as a brushless motor, for example.

The clutch device 10 is configured as a triple clutch. In addition, the clutch device 10 has a third clutch unit 320 in addition to the double clutch described in fig. 1 to 9. The first clutch unit 55 and the second clutch unit 60 are arranged, for example, radially overlapping in relation to the axial overlap shown in fig. 1 to 9. The second clutch unit 60 is arranged in the axial direction on the side facing the first input side 30 and the first clutch unit 55 is arranged on the side facing away from the first input side 30.

The third clutch unit 320 is arranged radially on the inside relative to the second clutch unit 60 and is connected in a torque-locking manner to the first input side 30 by means of a third outer friction lining carrier 325. The clutch device 10 also has a clutch rotor 330, which is connected radially on the inside to a third inner friction disk carrier 331 of the third clutch unit 320. The clutch rotor 330, the third inner friction plate carrier 331 and the first and/or second outer

friction plate carriers

80, 110 may be formed in one piece and of identical material.

When the third clutch unit 320 is actuated, the third clutch unit 320 connects the third outer friction plate carrier 325 to the third inner friction plate carrier 331, so that the first input side 30 is connected with torque-locking to the first input side 30 by means of the first and second outer

friction plate carriers

80, 110. Depending on the provision of the first and/or second actuating force F1, F2, the first and/or second

clutch unit

55, 60 is closed and the first input side 30 is connected to the first and/or

second output side

35, 40 via the third clutch unit 320 and the first and/or second

clutch unit

55, 60.

A disk part 335 is fastened on the clutch rotor 330 on the end face on the side of the first clutch unit 55 facing away from the second clutch unit 60, wherein the disk part 335 is connected radially on the outside to the oil guiding element 160. It is particularly advantageous here if the oil guide element 160 and the disk part 335 are formed integrally and of identical material. The separating section 185 is arranged on the axial side facing the stator 310. Radially on the outside, the clutch rotor 330 forms a second input side, which is connected to the rotor 315 in a rotationally fixed manner. In this embodiment, the rotor 315 is disposed on the clutch rotor 330. For example, a plurality of permanent magnets of the rotor 315 can be fastened to the clutch rotor 330. When the second drive motor 305 is activated, torque is introduced into the clutch rotor 330 via the second input side and is transmitted to the first input side 30 and/or the first and/or

second output side

35, 40 depending on the switching state of the

clutch unit

55, 60, 320. Here, the stator 310 is heated.

Fig. 11 shows a detail of the drive system 300 shown in fig. 10, which detail is labeled in fig. 10 by means of the label D.

During operation of the drive system 300, the clutch device 10 is cooled by means of the cooling liquid 25. The cooling liquid 25 flows from the radially inner portion toward the radially outer portion. The separating section 185 deflects the cooling liquid 25 flowing radially outward along the disk element 335 in the direction of the stator 310 when the clutch device 10 is in operation. By means of the cooling liquid 25, the stator 310, in particular when the stator 310 has windings for generating an electromagnetic field, can be cooled. Thereby, an additional cooling device for cooling the second drive motor 305 can be dispensed with.

Description of the reference numerals

10 Clutch assembly 15 housing 20 interior space 25 cooling fluid 30 first input side 35 first output side 40 second output side 45 first transmission input shaft 50 second transmission input shaft 55 first clutch unit 60 second clutch unit 65 axis of rotation 70 first inner friction pack 75 first friction pack 80 first outer friction pack 85 first friction fit 90 second friction fit 90 first operating unit 100 driven unit 105 second inner friction pack 110 second outer friction pack 115 second operating unit 125 third friction fit 130 fourth friction fit 131 axial bearing assembly 135 first axial section 140 first channel 145 second channel 146 second axial section 150 third channel 155 fourth channel 160 oil guide element 165 first section 170 first radial section 175 second radial section 180 second radial section 185 The drive system 305 drives the motor 310 stator 315 rotor 320 third clutch unit 325 third outer friction plate carrier 330 clutch rotor 331 third inner friction plate carrier 335 disk 350 pressure can by the drive system 305 of the free end portion 190 fixed end 195 first end face 215 of the free end portion 205 free end 200 disengaging edge 205 rotating flat face 210 guide face 220 second end face 225 radial clearance 226 recess 230 punch 235 flat part 230.

Claims

1. A clutch device (10) is provided,

-having a housing interior (20) which can be at least partially filled with a cooling liquid (25) and an oil guiding element (160) which is arranged in the housing interior (20) and is rotatably mounted about a rotational axis (65),

-wherein the oil guiding element (160) has a first section (165) and a separate section (185) connected to the first section (165),

-wherein the first section (165) is configured to direct the cooling liquid (25) towards the separation section (185),

-wherein the separation section (185) is arranged obliquely to the first section (165) and the separation section (185) is inclined such that at the separation section (185) the cooling liquid (25) is detached from the separation section (185) and sprayed.

2. The clutch device (10) according to claim 1,

-having a first clutch unit (55) rotatably supported about the axis of rotation (65) and arranged in the housing interior (20),

-wherein the oil guiding element (160) is arranged spaced apart from the first clutch unit (55) radially inside,

-wherein the disengagement section (185) is configured such that at the disengagement section (185) the cooling liquid (25) is sprayed from the disengagement section (185) in the direction of the first clutch unit (55).

3. The clutch device (10) according to claim 1 or 2,

-wherein the separation section (185) is connected with the first section (165) by means of a fixed end (190),

-wherein at the free end (195) of the separation section (185), the separation section (185) has a separation edge (200),

-wherein the separation edge (200) is designed such that the flow of the cooling liquid (25) flowing radially from the inside to the outside along the oil guiding element (160) is detached at the separation edge (200).

4. The clutch device (10) according to one of the preceding claims,

-wherein an end face (210) oriented obliquely to a rotation plane (205) with respect to the rotation axis (65) is provided at the end face at the separating section (185),

-wherein the end surface (210) has an increasing distance from the plane of rotation (205) with increasing radial distance from the axis of rotation (65), or

-wherein the end surface (210) is arranged in a plane of rotation.

5. The clutch device (10) according to claim 4,

-wherein the end face (210) at the separation edge (200) abuts a guide face (215) arranged radially inside the separation section (185),

-wherein the guide surface (215) is arranged substantially at right angles to the end surface (210).

6. The clutch device (10) according to one of the preceding claims,

-wherein the first clutch unit (55) has a first inner friction plate carrier (70) and a first friction pack (75) arranged radially outside the first inner friction plate carrier (70),

-wherein the first inner friction plate carrier (70) at least partially carries the first friction pack (75),

-wherein a radial gap (225) is provided between the separating section (185) and the first inner friction plate carrier (70),

-wherein the separation section (185) and the first friction pack (75) axially overlap.

7. The clutch device (10) according to one of the preceding claims,

-having a second clutch unit (60) arranged radially outside with respect to the first clutch unit (55),

-wherein the second clutch unit (60) has a second friction pack (115), an outer friction plate carrier (110) and a second inner friction plate carrier (105),

-wherein the second friction pack (115) is carried by the outer friction plate carrier (110) and the second inner friction plate carrier (105),

-wherein the oil guiding element (160) is connected with the outer friction plate carrier (110) or with the second inner friction plate carrier (105) in a torque-locking manner.

8. The clutch device (10) according to claim 7,

-wherein the second inner friction plate carrier (105) has a radial section (170) extending substantially in a radial direction,

-wherein the radial section (170) is connected radially inside with a radially outer end of the first section (165) of the oil guiding element (160),

-wherein preferably the oil guiding element (160) and the second inner friction plate carrier (105) are integrally and materially identically formed.

9. The clutch device (10) according to one of the preceding claims,

-wherein the separation section (185) is arranged at an angle (a) with respect to the first section (165), preferably at an angle (a) comprising 75 ° to comprising 150 °, in particular at an angle (a) comprising 85 ° to comprising 130 °,

-wherein the first section (165) is preferably arranged in a rotation plane (205) about the rotation axis (65).

10. The clutch device (10) according to one of the preceding claims,

-wherein the first section (165) has a recess (226) radially inside the separation section (185),

-wherein the recess (226) preferably reduces the wall thickness of the first section (165).

11. The clutch device (10) according to one of the preceding claims,

-wherein the separating section (185) is designed to extend annularly and/or frustoconically continuously or in sections around the axis of rotation (65).

12. The clutch device (10) according to one of the claims 2 to 11,

-wherein the clutch unit has an actuating device for the switchable provision of an actuating force by means of a pressure tank (350),

-wherein the oil guiding element (160) and the pressure tank are connected to each other.

13. A drive system (300) for a vehicle,

-with a clutch device (10) according to one of the preceding claims and a drive motor (305), in particular with an electric machine,

-wherein the drive motor (305) is arranged radially outside with respect to the clutch device (10) and is connected in a torque-locking manner with an input side of the clutch device (10),

-wherein the separation section (185) is inclined and arranged such that at the separation section (185) the cooling liquid (25) is detached from the separation section (185) and sprayed from the oil guiding element (160) towards the drive motor (305) for cooling the drive motor (305).

14. The drive system of claim 13, wherein the drive system,

-wherein the clutch device (10) has a clutch rotor (330),

-wherein the clutch rotor (330) forms the input side on the radial outside and the oil-conducting element (160) is connected in a rotationally fixed manner to the clutch rotor (330),

-wherein the disengagement section (185) is arranged radially outside with respect to the clutch rotor (300).