CN113614405A

CN113614405A - A multiplate clutch with optimized shifting friction; hybrid module, double clutch device and power assembly

Info

Publication number: CN113614405A
Application number: CN202080022204.9A
Authority: CN
Inventors: 弗洛里安·特里菲森; 马克·芬肯策勒
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2019-03-20
Filing date: 2020-03-10
Publication date: 2021-11-05
Anticipated expiration: 2040-03-10
Also published as: WO2020187361A1; DE112020001353A5; DE102019116593A1; CN113614405B

Abstract

The invention relates to a multiplate clutch (1) for a hybrid module (2) of a motor vehicle drive train (3), having a first clutch component (4a) and a second clutch component (4b) which can be coupled in a rotationally fixed manner selectively to the first clutch component (4a), wherein the first clutch component (4a) has a first carrier (7) which is intended for rotationally fixed connection to a rotor (5) of an electric machine (6) and a first set (8) of friction elements (9a, 9b, 9c) which are rotationally fixed to the first carrier (7), and the second clutch component (4b) has a second carrier (10) and a second set (11) of friction elements (12a, 12b) which are rotationally fixed to the second carrier (10), wherein the friction elements (9a) of the first set (8), 9b, 9c) are arranged alternately next to the friction elements (12a, 12b) of the second group (11) in the axial direction of the common rotational axis (13), wherein a first friction element (9a) of the first group (8), which is connected axially fixedly to the first carrier (7), is connected rotationally fixedly and axially displaceably relative to a second friction element (9b) of the first group (8) via a driver element (14) accommodated in the first friction element (9a) of the first group (8) in a rotationally fixed manner and in an axially displaceable manner. The invention further relates to a hybrid module (2) and a dual clutch device (30), each of which is designed with a multiplate clutch (1). The invention also relates to a drive train (3).

Description

A multiplate clutch with optimized shifting friction; hybrid module, double clutch device and power assembly

Technical Field

The invention relates to a multi-plate clutch for a hybrid module of a drive assembly/motor vehicle drive assembly of a motor vehicle, such as a passenger car, a freight car, a bus or another commercial vehicle, the multiplate clutch is preferably realized as a friction plate clutch, which has a first clutch component and a second clutch component which can be coupled to the first clutch component in a rotationally fixed manner selectively, wherein the first clutch component has a first carrier part which is intended for rotationally fixed connection to the rotor of the electric machine and a first set of friction elements which are rotationally fixed coupled to the first carrier part, and the second clutch component has a second carrier and a second set of friction elements which are coupled in a rotationally fixed manner to the second carrier, and wherein the friction elements of the first set are alternately arranged side by side with the friction elements of the second clutch in the axial direction of the common rotational axis. The invention further relates to a hybrid module for a motor vehicle drive train, having the multiplate clutch; a double clutch device, also for a motor vehicle drive train, can be arranged in a hybrid module and is also provided with the multiplate clutch; and a power assembly.

Background

Such multiplate friction clutches are already widely known to the applicant. For example, DE 102017130284 a1 discloses a clutch according to the type of multiplate clutch and friction plate clutch. Furthermore, internal prior art is known to the applicant, which is filed with the german patent trademark office under the application number 102018119003.4 of the german patent application. The last-mentioned patent application furthermore discloses a specific set of friction plates for a clutch in a drive train of a motor vehicle.

In the known multiplate friction clutches, however, there is the disadvantage that, during the torque transmission during operation, relatively high friction losses can occur when the clutch is closed. The majority of the frictional losses are caused by the movement of the friction element along the teeth in which it is housed. The friction force opposing the movement increases in proportion to the torque. Furthermore, the effect of the shifting friction increases with an increasing number of friction elements, whereby a large part of the engagement force is lost. Furthermore, the shifting friction can cause the respective clutch to be incorrectly ventilated, so that a high drag torque is obtained. If vibrations occur additionally when the clutch is closed/modulated (for example, as a result of rotational irregularities of the internal combustion engine), the friction drops undesirably, which leads to an undesirable sudden change in torque. The respective multiplate clutch is then no longer adjustable in this case. When the clutch is closed, friction can even result, the clutch is not correctly disengaged when it is open, and the high drag torques which occur can even lead to thermal loading and possibly to damage to the clutch.

Disclosure of Invention

The object of the present invention is therefore to overcome the disadvantages of the prior art and to provide a multiplate clutch which has low friction losses when actuated, wherein at the same time a radial design which is as compact as possible is to be ensured.

This is achieved according to the invention in that the first friction element of the first group, which is connected axially fixedly to the first carrier, is connected rotationally fixedly to the second friction element of the first group via a driving element accommodated in the first friction element of the first group in a rotationally fixed and axially displaceable manner relative to one another.

By means of the described coupling of the first friction element with the second friction element via the driver element, it is no longer necessary to accommodate the friction elements in the axial toothing and to guide them, so that the friction elements are axially displaced relative to one another without additional generation of friction forces. Even the frictional losses that have hitherto occurred in the respective axial toothing when the second friction element is moved relative to the first friction element are avoided. As a result, the friction torque occurring during operation is reduced, so that the actuation of the multiplate clutch is carried out significantly more efficiently.

Further advantageous embodiments are claimed by means of the dependent claims and are set forth in detail below.

It is therefore also advantageous if the first bearing part is a bearing part which directly receives the rotor of the electric machine on the sleeve-like receiving region or is at least intended for fixing the rotor. Furthermore, the friction elements of the first group and the friction elements of the second group are preferably arranged radially within the receiving region. This ensures that the multiplate clutch is realized in a space-saving manner.

A robust support of the friction elements in the open position of the multiplate clutch can be achieved if the driver element is axially prestressed by means of the first spring unit in such a way that the driver element generates an axial prestress acting on the second friction element of the first group away from the first friction element of the first group.

Furthermore, it is expedient in this respect that an axially fixed (preferably fixed) stop element arranged directly on the first carrier is provided such that the second friction element of the first group is pressed against said stop element in the open position of the multiplate clutch. By providing a defined initial position of the second friction element, the probability of occurrence of a drag torque is further reduced.

In this context, it is also advantageous if the third friction element of the first group is designed as a pressure plate, is connected in a rotationally fixed manner to the moving element of the clutch actuation mechanism and is mounted on an axially fixed region by means of a second spring unit. The first group thus has at least three friction elements which can be moved with as low wear as possible relative to the first carrier.

It is also advantageous if the first spring unit and/or the second spring unit has a spring element in the form of a leaf spring, a disk spring or a wave spring. This results in an axially more compact design of the spring unit.

The driver element is also realized more robustly if it forms a plurality of axially projecting support regions arranged distributed over the circumference, wherein each support region bears directly with its free axial end region against the second friction element in order to accommodate the projections of the second friction elements of the first group in a form-fitting and rotationally fixed manner.

The driver element thus forms a toothing (preferably in the form of a toothed ring/toothed ring region) on the end side facing the second friction element of the first group, which toothing engages in the axial direction into a corresponding counter toothing of the second friction element in order to receive the second friction element in a rotationally fixed manner.

The driver element is advantageously implemented annularly (/ as a driver ring).

If the driving element is shaped such that it supports the second friction element of the first group in a centered manner relative to the first carrier, the friction elements of the first group are centered relative to one another in a simple manner.

The invention further relates to a hybrid module for a motor vehicle drive train, having an electric machine and a multiplate clutch according to the invention according to at least one of the above-described embodiments, wherein the rotor of the electric machine is rotationally coupled to the first carrier (preferably arranged radially on the outside of the receiving region).

The invention further relates to a dual clutch device for a motor vehicle drive train having two partial clutches that can be coupled to the transmission input shafts, wherein at least one partial clutch is designed as a multiplate clutch according to the invention according to at least one of the embodiments described above.

The double clutch device is preferably simply prepared on the first carrier side for connection to the rotor or to the rotor carrier accommodating the rotor. In a further preferred embodiment, the rotor or the rotor carrier is already arranged even on the first carrier.

The invention further relates to a drive train for a motor vehicle, having a hybrid module or a dual clutch device.

In other words, according to the invention, a multiple clutch, preferably a triple clutch in the form of a hybrid module, and optionally also a single clutch/separating clutch, is realized with optimized shifting friction. Instead of the toothing formed between the friction elements of at least one clutch component and the carrier, a driver element is provided, which is connected to an axially fixed friction disk (first friction element of the first group) and an axially movable friction disk (second friction element of the first group). Therefore, a friction plate clutch for a hybrid module is proposed. The axially fixed friction disk is connected axially fixedly to the rotor carrier (via the first carrier). The first friction disk is connected in a rotationally fixed manner to a second axially movable friction disk via a driving element. In this case, the driving element is connected to the first friction disk in an axially flexible and prestressed manner. Even when the friction disks are closed gradually, no wear friction is produced via the toothing, which is associated with the torque that has already been transmitted.

Drawings

The invention is explained in detail below with reference to different embodiments according to the accompanying drawings. The figures show:

fig. 1 shows a longitudinal section through a hybrid module having a multiplate clutch according to the invention for use in a dual clutch device according to a first exemplary embodiment, wherein the regions of an internal combustion engine and a transmission of a drive train which are connected to the hybrid module are shown in addition to the dual clutch device,

fig. 2 shows a separate view of a longitudinal section through the multiplate clutch used in fig. 1, wherein a more detailed construction of the multiplate clutch can be clearly seen,

fig. 3 shows a longitudinal section through the assembly used in fig. 2, which is composed of the first carrier and a plurality of friction elements of two different partial clutches of the dual clutch device,

figure 4 shows a complete view of the perspective view of the assembly shown in figure 3,

figure 5 shows a perspective view of the combination of a first friction element of the first friction element group and a driving element,

fig. 6 shows a perspective view of the driver element used in fig. 5 from its side facing the first friction element of the first friction element group,

figure 7 shows a longitudinal section through a multiplate clutch according to the invention according to a second embodiment which is used as a separating clutch in a hybrid module,

figure 8 shows a longitudinal section through a part of the hybrid module according to figure 7 in the region of a multiplate clutch,

fig. 9 shows a perspective view of the driver element used in fig. 7 and 8, viewed from its side facing the first friction element of the first friction element group, an

Fig. 10 shows a longitudinal section through a multiplate clutch according to the invention according to a third exemplary embodiment, which is also used as a separating clutch, wherein the toothed ring region, which is connected to the damper in a further manner, is formed directly with the second carrier part, in contrast to the second exemplary embodiment.

The drawings are merely schematic and are provided for understanding the present invention. Like elements are provided with like reference numerals. The different features of the different embodiments can also be freely combined with each other.

Detailed Description

A first exemplary embodiment of a multiplate clutch 1 embodied as a friction clutch according to the invention can be seen in detail in conjunction with fig. 1 to 6. Two further exemplary embodiments are also illustrated with reference to fig. 7 to 10, which are, however, basically designed and functional in accordance with the multiplate clutch 1 of the first exemplary embodiment. For the sake of brevity, only the differences between the described embodiments are therefore set forth below.

Returning to fig. 1, it can be seen that the multiplate clutch 1 according to the invention is used in a hybrid module 2 or is formed as a component of the hybrid module 2. The hybrid module 2 is also used in a typical manner in a drive train 3 of a motor vehicle. The drive train 3 is illustrated in this view on the side of the two

transmission input shafts

26a, 26b of the transmission. The

transmission input shafts

26a, 26b are connected to the output side of the hybrid module 2, as explained in detail below. On the input side, the hybrid module 2 is operatively connected to an output shaft 33 of an internal combustion engine, which is not shown here for reasons of clarity.

In the first exemplary embodiment according to fig. 1, a damper 31 in the form of a dual-mass flywheel is inserted between the output shaft 33 and the input-side separating clutch 34 of the hybrid module 2. The separator clutch 34 is therefore operatively inserted between the damper 31 and the input shaft 35/intermediate shaft of the hybrid module 2. The input shaft 35 merges into a rotor carrier 36 of the hybrid module 2. The rotor carrier 36 serves to receive the rotor 5 of the electric motor 6 of the hybrid module 2 in a rotationally fixed manner. The electric motor 6 has a stator 38, which is arranged fixedly to the housing, in addition to the rotor 5, which is rotatably mounted relative to the housing 37. The rotor 5, which is arranged radially within the stator 38, is simultaneously fixed on the radial outside of the sleeve-shaped receiving region 29 of the rotor carrier 36. Furthermore, two partial clutches 27, 28, each forming the multiplate clutch 1 according to the invention, are arranged by means of the rotor carrier 36.

The partial clutches 27, 28 shown in detail in fig. 2 jointly form a dual clutch device 30. Furthermore, the double clutch device 30 is combined as can be seen from fig. 2 to form a mounting module, which can be integrated into the hybrid module 2 in one step.

Since the two partial clutches 27, 28 are of substantially identical design and function, a detailed design of the two partial clutches 27, 28 is described below, typically with reference to the first partial clutch 27.

The first partial clutch 27, which is designed as a multiplate clutch 1 according to the invention, has a first carrier 7. The first carrier 7 is directly intended for fastening to the receiving region 29/rotor carrier 36. In a further embodiment, it is also possible in principle for the first carrier parts 7 to form the receiving region 29 directly together. As can be seen in the cooperation of fig. 1 and 2, the first carrier 7 is supported radially from the inside on the sleeve-like receiving region 29 of the rotor carrier 36 by means of an axially extending cage region 39.

The multiplate clutch 1 has a first friction element group, i.e. a first group 8 of a plurality of

friction elements

9a, 9b, 9 c. The first group 8 is received in a rotationally fixed manner directly on the first carrier 7, so that together with the first carrier 7 it forms the first clutch component 4a of the multiplate clutch 1. The second clutch component 4b of the multiplate clutch 1 is assigned a further second carrier part 10, which is connected in a rotationally fixed manner to the first transmission input shaft 26a in a typical manner according to fig. 1. The second carrier part 10 likewise has a plurality of here two

friction elements

12a, 12b, which form a second friction element group, i.e. the

friction elements

12a, 12b of the second group 11. The second carrier part 10 and the

friction elements

12a, 12b of the second group 11 thus form a second clutch component 4b of the multiplate clutch 1, which second clutch component 4b is selectively rotatably connected to the first clutch component 4 a.

The multiplate clutch 1, which is also referred to as a friction plate clutch, is actuated in a typical manner via a clutch actuation device 19, which is connected in turn to a hydraulic actuating device 40. For this purpose, the shifting element 18 of the clutch actuating mechanism 19 is realized as a pressure pot, wherein the shifting element 18 simultaneously passes axially through the second partial clutch 28. Alternatively, the actuating device can be designed as a mechanical actuating device, an electrical actuating device or as a lever actuator.

The first friction elements 9a of the first group 8 are supported axially fixed on the first carrier 7. The first friction element 9a is fixed to the first carrier 7, i.e. to the free end of the cage region 39. The two

further friction elements

9b, 9c of the first group 8 are arranged axially displaceable relative to the first friction element 9 a. The second friction element 9b, which is arranged centrally between the first friction element 9a and the third friction element 9c, is fixed to the first friction element 9a by means of the driving element 14 according to the invention. As is apparent from fig. 3 to 6, the driver element 14 is mounted on the first friction element 9a via the first spring unit 15 in a rotationally fixed manner, but axially displaceable manner, and on the second friction element 9b in a rotationally fixed manner.

The driver element 14 in this embodiment has an annular fastening region 41. The annular fastening region 41 is arranged substantially in the radial direction with respect to the central rotational axis 13 (of the input shaft 35/rotor carrier 36). The fastening region 41 is suspended/accommodated via the first spring unit 15 in a rotationally fixed, yet axially displaceable manner on the axial side of the first friction element 9a facing away from the second friction element 9 b. The first spring unit 15 in this embodiment has a plurality of spring elements 22 in the form of leaf springs and is therefore also referred to as a leaf spring unit. The first spring unit 15 preferably has at least one, more preferably a plurality of leaf spring sets arranged distributed in the circumferential direction.

In order to bring the driving element 14 into contact with the second friction element 9b, a plurality of support regions 23 are provided, distributed over the circumference, which are connected to the fastening region 41. The support region 23 is realized in the form of an axial web. The support region 23 has an end-side accommodation groove/accommodation hole 42. The projection 25 provided on the second friction element 9b engages into the receiving hole 42. As can be seen from fig. 5, the projection 25 is realized as a radially projecting projection. Each support region 23 thus forms an end region 24 of the driver element 14, which supports/receives the projection 25 in the direction of rotation in a form-fitting manner and ensures a rotationally fixed connection of the first friction element 9a to the second friction element 9 b. The support regions 23 arranged distributed over the circumference therefore form the type of toothing which engages axially into mating toothing of the second friction element 9b formed by the projections 25 for the rotationally fixed connection of the driver element 14 to the second friction element 9 b. The first spring unit 15 is inserted with its spring element 22 preloaded such that the driver element 14 generates an axial preload force away from the first friction element 9a toward the second friction element 9 b. Further projections 25, which are realized in the circumferential direction of the support region 23, serve as stop elements for abutting against the axial stop 16 of the first carrier 7.

The third friction element 9c implemented as a pressure plate 17 is in turn connected by means of a second spring unit 20 to a region 21 fixedly coupled to the first carrier 7. The region 21 fixed to the carrier is designed directly as the first friction element 9a of the second partial clutch 28. The third friction element 9c of the first partial clutch 27 is thereby connected in a rotationally fixed manner by means of the second spring unit 20, which is also realized as a leaf spring unit, directly to the first carrier 7 and is axially displaceable relative to the first carrier via a spring preload.

It can also be seen that an axial stop 16 in the form of a rib/groove is realized on the first carrier 7 directly in order to define the final position of the second friction element 9b relative to the first friction element 9 a. In the initial position of the multiplate clutch 1, which corresponds to the open position, the second friction element 9b bears against the axial stop 16, so that an air gap is present between the friction elements of the two

sets

8, 11. As can be seen from fig. 4, the stop for defining the final position of the second friction element 9b relative to the first friction element 9a can also be designed as a tangentially arranged stop.

The

friction elements

12a, 12b of the second set 11 are fixed directly on the outside of the second carrier 10. The first friction elements 12a of the second group 11 are designed as friction disks with lining damping and are fixed axially fixed to the second carrier part 10. The second friction elements 12b of the second group 11 are in turn connected in a rotationally fixed manner to the second carrier 10, but are arranged axially displaceable relative thereto.

As already mentioned, the second partial clutch 28 is realized in the same way as the first partial clutch 27. In contrast, the second carrier 10 of the second partial clutch 28 is connected to the second transmission input shaft 26b (fig. 1).

A second embodiment of the multiplate clutch 1 according to the invention is subsequently illustrated in connection with fig. 7. In the illustrated embodiment, the multiplate clutch 1 is now no longer formed as a component of the dual clutch device 30, but rather is implemented directly as a separating clutch 34 of the hybrid module 2. The multiplate clutch 1 is therefore preferably operatively inserted between the damper 31 and the rotor carrier 36. The first clutch partner 4a is in turn connected in a rotationally fixed manner to the rotor carrier 36. In particular, the first carrier 7 is now formed directly by the rotor carrier 36. The second clutch component 4b is connected on the input side to the damper 31. In this case, the second carrier part 10 is directly formed with a toothed ring region 32, which further engages with the damper 31. As can additionally be seen in conjunction with fig. 9, the receiving openings 42 on the end sides can also have a shape other than rectangular. This is for example achieved by means of the bottom of the wave.

As can be seen in this respect in the third exemplary embodiment according to fig. 10, the toothed ring region 32 is also molded in one piece directly from the material of the region of the second carrier part 10 that accommodates the second group 11, and is not two-piece, as in the exemplary embodiments of fig. 7 to 9.

In other words, the blending module 2 is implemented in a P2 arrangement. The rotor 5 of the electric motor 6 is supported relative to the stator 38 via a housing 37 and a central bearing and is connected to the separating clutch 34 via a shaft 35. The separator clutch 34 is engaged with the ZMS31 and the dual clutch 30 is integrated in the rotor 5. The double clutch 30 is designed as a friction-plate clutch because of the required torque capacity and the limited actuating force. The

friction disks

9a, 9b, 9c should not move in the toothing as before. This is achieved in that the movable driver element 14 is coupled in a torque-proof manner via, for example, leaf springs or wave springs 15, 22, and the driver element 14 and the friction disk 9b do not execute an axial relative movement with respect to one another.

The principle construction of the triple clutch 2 is shown in fig. 1 and 2. The attenuator 31 is screwed to the crankshaft 33 as usual. The interface between the disconnect clutch 34 and the ZMS31 is a tensioned toothing at the driving ring 32/secondary flange at the disconnect clutch 34. The separating clutch 34 is supported on the intermediate shaft 35, so that the actuating force can be supported internally when the separating clutch 34 is engaged. The double clutch 30 is configured such that it can be moved as a module into the rotor 5 of the electric machine 6. This enables a simple installation at the customer.

In the first exemplary embodiment, the concept of the rotor-integrated dual clutch 30 is shown with reference to the K1 partial clutch 27 with two friction disks, wherein the function is schematically illustrated as follows: the driving element 14 actuates the central friction disk 9b, the left friction disk 9a being fixedly connected to the cage 39 and the rotor 5, and the right friction disk 9c being connected to the rotor 5 (via the fixed friction disk 9a of the K2 clutch 28) so as to be axially movable by means of a leaf spring or a wave spring 20, as is known from the pressure plate 17. The clutch 27 is pressed by means of the pressure pot 18 from the right. The driver element 14 is suspended by means of a leaf spring 15 in a torque-proof manner from the fixed friction disk 9a of the K127 and, in the open state of the clutch 27, has an axial force exerted to the right by the leaf spring 15, which is supported in the cage 39 via the intermediate friction disk 9b and its stop 16. The axial force can bring about a pressing of the clutch 27 in the non-actuated state, the stop 16 presetting the final position of the friction disk 9b so that the clutch 27 is correspondingly ventilated. When the clutch 27 is engaged, the central friction plate 9b is pressed to the left by the clutch disk 12a with lining damping. By prestressing the driver element 14, it is likewise moved to the left, but no relative movement is present. At this point in time, a torque is already transmitted via the intermediate friction disk 9b, which however does not negatively influence the running friction. The clutch 27 is fully closed by: the intermediate friction disk 9b closes the air gap with the lining friction disk 12a and presses the lining friction disk against the rigid friction disk 9 b. The moment-dependent moving friction is removed from the system. Instead, a displacement force results which arises from the

leaf springs

15, 20 at the right friction disk 9c and at the driver element 14. However, this aspect is no longer moment-dependent, i.e. is not maximal at the maximum moment, but rather is linear and only dependent on the position of the

leaf springs

15, 20. On the other hand, it can be selected correspondingly small, whereby its influence can also be kept smaller in a percentage manner than in the case of moving friction.

As can also be seen in fig. 4 to 6, the friction disk 9b has a plurality of teeth 25 on the outer diameter, which teeth are intended to transmit a torque into the driving element 14. Twelve teeth 25 are shown, however only six are engaged (into the receiving hole 42). The six remaining teeth 25 are used here as stops in the cage 39. The stop can however also be formed in another way. The driving element 14 has a plurality of regions 23, by means of which a torque in the friction disk 9b is transmitted. Said region has a tooth profile 42 which is adapted to the teeth 25 of the friction disk 9 b. The driver element 14 is shown in the open region 23, by means of which circumferential nesting is possible. The driver element 14 is connected to the leaf spring 15 at the fixed friction disk 9 a. It is conceivable (and in the specific example also realized) for the driver element 14 to assume the centering of the friction disk 9 b. The K2 clutch 28 is constructed in the same manner. The intermediate disk 9b is pulled to the right onto the stop via the driver element 14. The

friction plates

12a, 12b are partially engaged flexibly via the lining sections in order to keep the moving friction as low as possible also toward the output.

Thus, a rotor-integrated, dry multiplate clutch 1 (twin-plate clutch) is realized. To close the clutch 1, it is actively pressed via the slave cylinder 40. The adjustment of the transmittable torque takes place here, on the one hand, via the system pressure (pressure or force adjustment). The friction disk pack can optionally have modulation springs or one or more disks with lining dampers, so that path adjustment is possible via the actuator, and the contact pressure is accordingly determined from the approach position and the associated spring characteristic curve.

In a further preferred embodiment, the rotor-integrated separating clutch 34 is realized with optimized shifting friction. Instead of the outer disk carrier, the torque-carrying of the

outer disks

9a, 9b, 9c takes place rigidly or via different spring elements 22. The pressure pot 18 with the pressure plate 17 is connected to the rotor carrier 36 via a leaf spring or wave spring 20 (so that there is no moving friction). The counter plate 9a is fixedly connected to the rotor carrier 36 and supports the pressing force introduced via the pressure pot 18. The intermediate friction disk 9b is engaged with the counter plate 9a via the driving element 14 and the leaf spring 15. The torque introduced into the intermediate friction disk 9b is therefore transmitted (without tooth friction) via the driver element 14 and the leaf spring 15. The leaf spring 15 enables an axial displacement of the intermediate friction disk 9b and presses it to the right against the stop 16 at the rotor carrier 36. Thus, it is additionally ensured that the clutch 1 is ventilated and the drag torque is reduced to a minimum. The driver 14 can be embodied in a very space-saving manner in the radial direction, which advantageously affects the lining surface and the friction radius. The design can also be extended to three discs (three friction elements in the second set 11). The friction disks 12a, 2b are mounted on an inner basket 10, which is in turn connected to the ZMS 31/internal combustion engine via a driving toothed ring 32. In order to also reduce the running friction here, the axial engagement of the

friction disks

12a, 12b can be considered. In order to save installation space and reduce components even further, the inner disk carrier 10 and the driving ring gear 32 can be combined to form one component (fig. 10).

Description of the reference numerals

1 multi-plate clutch

2 mix the module

3 power assembly

4a first Clutch component

4b second clutch component

5 rotor

6 electric machine

7 first bearing part

8 first friction element group

9a first group of first friction elements

9b second Friction element of the first group

9c third Friction element of the first group

10 second bearing member

11 second friction element group

12a first friction element of the second group

12b second group of second friction elements

13 axis of rotation

14 driving element

15 first spring unit

16 stop

17 pressing plate

18 moving element

19 clutch operating mechanism

20 second spring unit

21 region

22 spring element

23 support area

24 end region

25 projection

26a first Transmission input shaft

26b second Transmission input shaft

27 first sub-clutch

28 second sub-clutch

29 receiving area

30 double clutch device

31 vibration damper

32 ring gear area

33 output shaft

34 disconnect clutch

35 input shaft

36 rotor carrier

37 casing

38 stator

39 cage area

40 operating device

41 fixed area

42 receiving hole

Claims

1. A multiplate clutch (1) for a hybrid module (2) of a motor vehicle drive train (3), having a first clutch component (4a) and a second clutch component (4b) which can be coupled in a rotationally fixed manner selectively to the first clutch component (4a), wherein the first clutch component (4a) has a first carrier (7) which is intended for rotationally fixed connection to a rotor (5) of an electric machine (6) and a first set (8) of friction elements (9a, 9b, 9c) which are rotationally fixed to the first carrier (7), and the second clutch component (4b) has a second carrier (10) and a second set (11) of friction elements (12a, 12b) which are rotationally fixed to the second carrier (10), wherein the friction elements (9a, 12b) of the first set (8), 9b, 9c) are alternately arranged alongside the friction elements (12a, 12b) of the second group (11) in the axial direction of the common axis of rotation (13),

it is characterized in that the preparation method is characterized in that,

a first friction element (9a) of the first group (8), which is connected to the first carrier (7) in an axially fixed manner, is connected to a second friction element (9b) of the first group (8) in a rotationally fixed manner via a driver element (14) which is accommodated in a rotationally fixed manner and axially displaceable manner on the first friction element (9a) of the first group (8).

2. Multi-plate clutch (1) according to claim 1,

it is characterized in that the preparation method is characterized in that,

the driver element (14) is axially preloaded by means of a first spring unit (15) such that the driver element (14) generates an axial preload force acting on a second friction element (9b) of the first group (8) away from a first friction element (9a) of the first group (8).

3. Multi-plate clutch (1) according to claim 1 or 2,

it is characterized in that the preparation method is characterized in that,

an axially fixed stop (16) is provided such that the second friction element (9b) of the first group (8) is pressed against the stop (16) in the open position of the multiplate clutch (1).

4. Multi-plate clutch (1) according to one of claims 1 to 3,

it is characterized in that the preparation method is characterized in that,

the third friction element (9c) of the first group (8) is designed as a pressure plate (17), is connected in a non-moving manner to a moving element (18) of a clutch actuating mechanism (19), and is mounted on an axially fixed region (21) by means of a second spring unit (20).

5. Multi-plate clutch (1) according to one of claims 2 to 4,

it is characterized in that the preparation method is characterized in that,

the first spring unit (15) and/or the second spring unit (20) have spring elements (22) which are designed as leaf springs, disk springs or wave springs.

6. Multi-plate clutch (1) according to one of claims 1 to 5,

it is characterized in that the preparation method is characterized in that,

the driver element (14) forms a plurality of axially projecting support regions (23) which are distributed in the circumferential direction, wherein each support region (23) bears directly against the second friction element (9b) by means of its free axial end region (24) in order to receive the projections (25) of the second friction elements (9b) of the first group (8) in a form-fitting, rotationally fixed manner.

7. Multi-plate clutch (1) according to one of claims 1 to 6,

it is characterized in that the preparation method is characterized in that,

the driving element (14) is shaped in such a way that it supports the second friction element (9b) of the first group (8) in a centered manner relative to the first carrier (7).

8. Hybrid module (2) for a motor vehicle drive train (3) having an electric machine (6) and a multiplate clutch (1) according to one of claims 1 to 7, wherein a rotor (5) of the electric machine (6) is rotationally coupled with the first carrier (7).

9. A dual clutch device (30) for a motor vehicle drive train (3), having two partial clutches (27, 28) which can be coupled to the transmission input shafts (26a, 26b), wherein at least one partial clutch (27, 28) is designed as a multiplate clutch (1) according to one of claims 1 to 8.

10. A drive train (3) for a motor vehicle, having a hybrid module (2) according to claim 8 and/or a dual clutch device (30) according to claim 9.