CN114083980A

CN114083980A - Hybrid module for a drive train having a rotational axis

Info

Publication number: CN114083980A
Application number: CN202110942406.1A
Authority: CN
Inventors: 克里斯蒂安·丁格
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2020-08-24
Filing date: 2021-08-17
Publication date: 2022-02-25
Also published as: DE102020122004A1

Abstract

The invention relates to a hybrid module for a drive train having an axis of rotation, having at least the following components: an engine coupling side; a transmission input side; a torsional vibration damper for damping torque transmission between the engine coupling side and the transmission input side; a torque limiting unit comprising a friction stack pressed by means of a first energy storage element supported on the input flange, wherein the torque transmission between the engine coupling side and the transmission input side is limited to a predetermined maximum torque by means of the torque limiting unit; and an electric drive which is arranged for torque output between the engine coupling side and the transmission input side, wherein the torque limiting unit is arranged on the transmission input side of the torsional vibration damper in a torque flow between the engine coupling side and the transmission input side. The torque limiting unit is disposed radially outward of the torsional vibration damper.

Description

Hybrid module for a drive train having a rotational axis

Technical Field

The invention relates to a hybrid module for a drive train having an axis of rotation, to a drive train having such a hybrid module, and to a motor vehicle having such a drive train.

Background

Hybrid modules are known as components in drive trains, for example in motor vehicles. The hybrid module comprises an electric drive or a torque coupling for an electric drive (for example driven by means of a belt) and is intended to be arranged axially between the internal combustion engine and the transmission. Depending on the application, the electric drive is designed to recover braking energy during engine-generator operation, to assist the torque output of the internal combustion engine, to operate purely electrically, and/or to drag the engine shaft of the internal combustion engine from a standstill to a predetermined rotational speed (for example an idle rotational speed or a rotational speed determined by the current driving), for example, instead of a separate starter. In one embodiment, the hybrid module comprises a torsional vibration damper which is configured in such a way that a system-dependent, strongly fluctuating torque output of an internal combustion engine shaft of the internal combustion engine is homogenized in the torque flow as early as possible (i.e. close to the internal combustion engine). In order to protect the torsional vibration damper from transmission-side torque shock or excessive torque, a torque limiting unit is increasingly required. The torque limiting unit is provided for interrupting the torque transmission when the applied torque value is higher than a predetermined maximum torque. In many cases, the predetermined maximum torque is very high and requires a great deal of effort to install the torque limiting unit in the hybrid module or in a predetermined (small) installation space for the hybrid module.

The position of the torque limiting unit in the torque flow between the internal combustion engine and the consumer (for example, the drive wheels of a motor vehicle) is important. One situation is for example that the vehicle is driving on slippery ground, such as ice. At this point, the drive train rotates to a maximum rotational speed (drive wheel slip) due to the loss of grip on the ground. After the clutch has ground surface, the drive wheel suddenly begins to grip again, and the entire drive mass generates a large impact torque (torque shock) on the weakest component of the drive train (e.g. the shaft or the torsional vibration damper). Depending on where in the torque flow the torque limiting unit is arranged, the mass vibrating in the case described here with respect to the stationary driving wheel changes.

Disclosure of Invention

On this basis, the object of the present invention is to overcome at least partially the drawbacks known from the prior art. The features according to the invention emerge from the independent claims, advantageous embodiments of which are listed in the dependent claims. The features of the claims can be combined in any technically meaningful way, wherein reference is also made to the description in the following description and the features in the drawings, which include additional embodiments of the invention.

The invention relates to a hybrid module for a drive train having an axis of rotation, having at least the following components:

-an engine coupling side;

-a transmission input side;

a torsional vibration damper for damping a torque transmission between the engine coupling side and the transmission input side;

a torque limiting unit comprising a friction stack pressed by means of a first energy storage element supported on the input flange, wherein the torque transmission between the engine coupling side and the transmission input side is limited to a predetermined maximum torque by means of the torque limiting unit; and

an electric drive, which is arranged for torque output between the engine coupling side and the transmission input side,

wherein the torque limiting unit is arranged on the transmission input side of the torsional vibration damper in a torque flow between the engine coupling side and the transmission input side.

The hybrid module is characterized in particular in that the torque limiting unit is arranged radially outside the torsional vibration damper.

In the following, reference is made to the axis of rotation when using the axial direction, the radial direction or the circumferential direction and corresponding terms without explicit indication to the contrary. Ordinal numbers used in the foregoing and following description are used only for explicit distinction and do not indicate an order or sequence of the illustrated components, unless explicitly indicated to the contrary. Ordinal numbers greater than 1 do not necessarily necessitate another such component.

A hybrid module is proposed, by means of which a torque can be transmitted in a drive train about a rotational axis or a torque about the rotational axis can be generated by its electric drive. For this purpose, the hybrid module has an engine coupling side, which is (preferably directly) torque-transmitting connected to a drive, for example an internal combustion engine, preferably a piston engine. The opposite side in the torque flow is the transmission input side, which can be connected to a transmission input shaft, wherein the transmission comprises, for example, a transmission and in many cases also a shifting clutch or a separating clutch. Preferably, the hybrid module has a short axial construction which corresponds approximately to the structural length of conventional torsional vibration dampers, for example dual mass flywheels, multi-flange dampers, etc., and of coaxially arranged electric drives, for example. The electric drive is preferably optimized to a maximum torque and thus has a short axial construction compared to a power-optimized electric drive. The hybrid module furthermore comprises a torsional vibration damper, which is embodied, for example, as a dual-mass flywheel, a multi-flange damper, a pendulum rocker damper and/or a centrifugal pendulum and is provided, on the one hand, to equalize fluctuations in the torque on the engine coupling side and, on the other hand, to protect the engine coupling side against fluctuations in the torque on the input side of the transmission in the motor vehicle, for example, during coasting operation on the basis of the drive wheels. The torsional vibration damper described here does not necessarily have to be arranged with all (optional) components completely radially within the torque limiting unit. Instead, at least the part for damping and/or storing energy is arranged on the active radius radially within the torque limiting unit or rather the part of the torque limiting unit forming the frictional connection (friction plate stack). In dual mass flywheel or multi-flange dampers, for example, at least one helical compression spring is arranged radially inside the torque limiting unit.

In a preferred embodiment, the torsional vibration damper is permanently connected, preferably directly, to the engine connection side in a torque-transmitting manner. The hybrid module further comprises a torque limiting unit, whereby the torque transmission between the engine coupling side and the transmission input side is limited to a predetermined maximum torque, thereby protecting the engine coupling side from torque shocks on the transmission side, e.g. in a motor vehicle, generated by the driving wheels in coasting operation, which are higher than the predetermined maximum torque. In one embodiment, the predetermined maximum torque (e.g., with a safety factor) is equal to the maximum torque that can be output by the internal combustion engine coupled to the engine coupling side. The torque limiting unit comprises an axially fixed input flange and a friction lamination stack which can be axially compressed and for this purpose comprises at least one axially (limitedly) movable element which is compressed by means of a (first) energy storage element, for example a coil spring or a coil spring stack, in such a way that a predetermined maximum torque can be transmitted in a frictionally connected manner. It should be noted here that the input flange for the torque limiting unit forms a torque input and a torque output depending on the direction of the torque flow between the engine coupling side and the transmission input side.

The friction lamination stack or only the frictionally connected part of the friction lamination stack then forms the output; i.e. as a torque input and a torque output. The hybrid module further comprises an electric drive which is arranged between the engine coupling side and the transmission input side at least for torque output, preferably also for torque absorption (e.g. recuperation). Torque output (or torque absorption) may be performed on the engine coupling side as well as the transmission output side, depending on the desired configuration of the hybrid module. It is proposed that the torque limiting unit is arranged on the transmission input side of the torsional vibration damper in the torque flow between the engine coupling side and the transmission input side. The torque shock on the transmission input side is therefore decoupled before the torsional vibration damper in that: the torque limiting unit limits the exceeded torque to a predetermined maximum torque or possibly to transmit a still lower torque. This has the advantage that, on the one hand, the mass through a torque shock is small and, on the other hand, a torsional vibration damper sensitive to such a torque shock is incorporated by means of the torque limiting unit.

It is proposed that the torque limiting unit is arranged radially outside the torsional vibration damper. The torque limiting unit can thus be designed with a large diameter, so that a large torque can be transmitted by the large torque lever when the friction surface expansion is relatively small and/or the axial contact pressure is relatively low. The required installation space is therefore small, in particular in the axial direction, and the bearing costs are reduced in relation to torque limiting units having a smaller diameter due to the low axial contact pressure.

In a preferred embodiment, the hybrid module is embodied as a wet module, wherein at least one of the components of the hybrid module is operated in an oil sump, preferably all functional components described here, such as the torsional vibration damper, the torque limiting unit and the electric drive, are operated in the oil sump, particularly preferably in a common sump.

In an advantageous embodiment of the hybrid module, the torque limiting unit is arranged radially overlapping the electric drive.

The torque limiting unit is arranged radially overlapping the electric drive, so that the outer diameters of the torque limiting unit and the electric drive define the required radial installation space. In one embodiment, the torque limiting unit and the electric drive are arranged axially, preferably directly, next to each other.

In a preferred embodiment, the torque limiting unit is arranged axially overlapping the torsional vibration damper, wherein the required axial installation space, for example the required axial installation length, which defines the torsional vibration damper or the torque limiting unit has a very large diameter in this case. In the embodiment with a torque limiting unit directly adjacent to the electric drive, therefore, a very small axial installation space can be achieved and at the same time the range of action of the torque limiting unit is very large.

In an advantageous embodiment of the hybrid module, the torsional vibration damper further comprises a primary disk, a secondary disk and at least one second energy storage element, wherein the mass part is connected to the primary disk radially outside the torque limiting unit, preferably in an axially overlapping manner.

In this embodiment, the torsional vibration damper is designed with a primary disk and a secondary disk, which are supported so as to be able to oscillate and thus to damp each other by means of at least one (second) energy storage element. Such an energy storage element is, for example, a helical spring, preferably an arc spring, or a helical spring with a straight spring axis. The primary disk arranged on the engine side in the torque flow is preferably connected to the mass part in such a way that the primary disk and the mass part together form a flywheel. The mass part is formed, for example, integrally with the rest of the primary disc. Accordingly, the mass component is not defined herein as an exclusive component of the torsional vibration damper. Instead, the function of the flywheel and the torsional vibration damper (on the engine side) is combined by means of a mass part or integrated into the torsional vibration damper.

In one embodiment, the primary disk is connected to the counter disk, wherein the primary disk and the counter disk are arranged axially on both sides of the secondary disk, so that the secondary disk is arranged in a vibratable manner between the primary disk and the counter disk. In one embodiment, the secondary disk is guided in the axial direction on the primary disk or the counter disk only by means of elastic supports, for example at least one coil spring (axially) on both sides of the secondary disk. The mass part is arranged radially outside the torque limiting unit, so that the effective radius of the mass part and the mass inertia acting on the primary disk are also large when the mass of the mass part is relatively small.

In an advantageous embodiment of the hybrid module, the friction plate pack of the torque limiting unit comprises at least one friction plate, a pressure plate and a counterplate, wherein the friction plate is preferably connected in a rotationally fixed manner to the secondary plate of the torsional vibration damper in a single piece.

The friction pack of the torque limiting unit mentioned here comprises a pressure plate and a counterplate, between which at least one friction disk is arranged, for example a middle plate is also arranged between two friction disks. The pressure plate (and possibly the intermediate plate) is pressed by the (first) energy storage element in the axial direction toward the counter plate, so that the friction disk is frictionally connected to the plate on both axial sides. In the configuration proposed here, the friction disk is permanently connected in a torque-transmitting manner to the secondary disk of the torsional vibration damper according to the above-described embodiment. In a preferred embodiment, the friction disk forms the secondary disk of the torsional vibration damper in one piece, so that the number of components and the joining steps are small. In an embodiment with at least two friction disks, the friction disks are preferably connected to the secondary disk via axial ribs in a torque-transmitting manner, wherein the second friction disk is axially movable relative to the first friction disk. In this embodiment, the pressure plate and the counterplate (and, if appropriate, the intermediate plate) are permanently connected in a torque-transmitting manner to the input flange of the torque limiting unit, for example by means of rivets or spacers. Such a spacer plate functions like a stepped bolt, wherein the spacer plate forms a plate plane which is parallel to or tangential to the circumferential diameter of the friction lamination stack.

At least one pin is formed on each of the two axial sides, which extends axially through the counter plate and the input flange and which is deformed for riveting, for example is upset, so that its radial extent becomes greater, thus causing the counter plate and the input flange to be spaced apart from one another in an axially defined manner, in particular by means of the axial dimension of the spacer plate. The pressure plate (and/or the possible intermediate plate) is supported in a torque-transmitting manner between the plurality of intermediate plates and/or the axial slots in the intermediate plates and is suspended so as to be movable in the axial direction. At least one friction disc is disposed radially inwardly of the spacer plate.

In an advantageous embodiment of the hybrid module, at least one friction disk of the friction plate stack has two friction linings, wherein the at least one friction lining is axially loose and centered between the counterplate and the input flange by means of an axial connection, wherein the axial connection is preferably formed by a plurality of spacer plates.

In this embodiment, at least one friction disk of the friction plate stack has friction linings on both axial sides, as described above, so that the coefficient of friction between the plate and the friction disk can be set efficiently and optimally. In a preferred embodiment, at least one of the friction linings, preferably all friction linings used, is axially loose and is not connected to the friction disk, i.e. is inserted only without adhesive bonding and without riveting during installation. Thus, a relative rotation between the friction disc and the associated loose friction lining is possible when a predetermined maximum torque is exceeded. This can make the component or material costs, the production costs and the quality safety more favorable. The at least one loose friction lining is centered by means of the axial connection between the counterplate and the input flange, so that the installation is simple and at the same time no additional centering of the component is required.

In a preferred embodiment, the axial connection providing continuous torque transmission between the counterplate and the input flange is formed by a plurality of spacer plates. The intermediate plate is embodied as described above, so that a plurality of contact points for the loose friction lining are formed, wherein the plurality of contact points of the intermediate plate are arranged concentrically to the rotational axis. This facilitates the balancing of the torque limiting unit that is pursued. In an advantageous installation method, some or all of the intermediate plates are first preassembled with the counterplate or with the supply flange. The friction linings and the at least one friction disk and the pressure plate (and possibly the intermediate plate) are then inserted axially in the desired sequence, wherein preferably the at least one friction disk is also pre-centered and the pressure plate (and possibly the intermediate plate) is centered by means of the spacer plate. In an alternative embodiment, spacer bolt rivets (also referred to as stepped bolts) are used instead of spacer plates. The stepped screw then preferably centers at least the friction lining.

In one embodiment, only a part of the components forming the axial connection, for example the spacer plates, is used for centering the friction linings, preferably only three (individual) components of the axial connection spaced apart from one another by about 120 ° in the circumferential direction. This is achieved, for example, in that the components of the relevant pair (for example the spacer plates) are offset radially inward compared to the remaining components of the axial connection (for example the stepped bolts).

In an advantageous embodiment of the hybrid module, the electric drive is furthermore connected upstream of the torque limiting unit on the transmission input side.

In this embodiment, the electric drive is arranged between the torque limiting unit and the input side of the transmission, for example by arranging a spline element. In one embodiment, the rotor or its rotor carrier is connected to the input flange, for example riveted or integrally formed. In various embodiments, it has been found that the rotor does not need to be protected against torque shocks, so that an arrangement which makes efficient use of the hybrid module and requires few components can be realized in the installation space.

In an advantageous embodiment of the hybrid module, the torque limiting unit and the torsional vibration damper, preferably for wet operation, are furthermore encapsulated by means of at least one of the following components:

-a housing, preferably comprising a cover;

-a sealing plate on the side of the combustion engine; and

-an engine wall of the internal combustion engine.

In this case, the torque limiting unit and the torsional vibration damper are packaged, for example, in such a way that they can be operated wet, particularly preferably in an oil sump, i.e., are liquid-cooled, as a result of which the thermal mass and thus the overall mass of such a hybrid module can be kept low. In order to form such a housing, a housing shell is preferably provided, which for easy installation is preferably arranged on the transmission side and is connected, for example, to an engine wall of an internal combustion engine, which is connected to the torsional vibration damper in a torque-transmitting manner. In a particularly preferred embodiment, a cover is provided in the housing, via which a fluid, for example transmission oil, can be supplied, for example, at least during the first installation. The housing shell is sealed with respect to, for example, the transmission input shaft by means of a dynamic sealing ring (e.g., a radial shaft sealing ring). Alternatively, a connection is formed that is sealed from the environment and that is communicable with a transmission housing of the transmission connected to the transmission input side. In an alternative embodiment or in addition, the connection to the wet-running transmission is made via a hollow shaft, for example the transmission input shaft, so that the fluid common to the transmission can be used.

In one embodiment, an internal combustion engine-side sealing plate is provided, which is arranged axially between the engine walls of the associated internal combustion engine, wherein the sealing plate is preferably connected to the housing, for example, a screw connection, particularly preferably a screw connection connected to the engine walls by means of the housing. In one embodiment, the housing shell and the sealing plate can be preassembled to one another and can preferably be installed as a structural unit in the drive train. The sealing plate is fluid-tightly sealed with respect to, for example, a crankshaft by means of a dynamic sealing ring (e.g., a radial shaft sealing ring).

In one embodiment, the torque limiting unit and the encapsulation of the torsional vibration damper form part of an engine wall of the internal combustion engine which is connected to the torsional vibration damper in a torque-transmitting manner. Thereby eliminating additional components. This is advantageous, for example, for forming a common transmission bell for the transmission and the hybrid module, which are connected to the hybrid module on the transmission side. In a preferred embodiment, the enclosed space of the hybrid module forms a dynamic seal with respect to the space behind the engine wall, for example by means of a radial shaft seal ring. In addition, in this embodiment, additional axial installation space and additional components are omitted. It should be noted here that the housing shell is an optional component, for example when a bell housing is provided, which is used for other transmission components and cannot be considered separately as part of the hybrid module or can also be produced by different suppliers.

According to another aspect, a drive train is provided, having at least the following components:

-at least one drive having a machine axis;

-a transmission for transmitting the torque of at least one machine shaft to a consumer; and

-a hybrid module according to one of the embodiments described above,

wherein the torque between the at least one drive and the consumer is limited in a predetermined manner by means of the hybrid module and is connected in a damping manner against torsional vibrations.

The drive train mentioned here comprises a hybrid module according to one of the embodiments described above, wherein the torque limiting unit contained therein limits the torque transmitted from the drive or its machine shaft to at least one consumer, for example a drive wheel in a motor vehicle, to a predetermined maximum torque. Preferably, the torque transmission between the consumer and the machine shaft can be effected in both directions, for example in a motor vehicle for acceleration of the motor vehicle (towing operation) and in the opposite direction (coasting operation), for example using an engine brake, for decelerating the motor vehicle and/or recovering braking energy. The drive is, for example, an internal combustion engine and/or an electric drive. In one embodiment, the engine coupling side of the hybrid module is connected in a torque-transmitting manner to a machine shaft (preferably an internal combustion engine shaft) and the transmission input side is connected in a torque-transmitting manner (at least indirectly, for example via a transmission) to at least one consumer. The transmission preferably comprises a friction clutch and a (preferably switchable) transmission. The drive train is hybrid, wherein the hybrid module is preferably connected in front of the transmission according to the P1 configuration or the P2 configuration. In one embodiment, a further electric drive is provided, for example in a separate electric drive train and/or connected to the same transmission, for example on the rear side of the transmission.

The drive train comprising the hybrid module described above, which is referred to herein, makes it possible to prevent the resulting torque shock from an early, i.e., low-mass separation of sensitive components, such as torsional vibration dampers and the crankshaft of a piston engine, in a small installation space and at the same time requires very little installation space.

According to a further aspect, a motor vehicle is provided, which has at least one drive wheel, which can be driven by means of a drive train according to one embodiment described above.

In motor vehicles, the structural space is particularly small due to the increased number of components, so that it is particularly advantageous to use a drive train having a small structural size. With the required miniaturization of the drive, the intensity of the disturbing torsional vibrations is increased when simultaneously reducing the operating speed and the requirement for the preload force of the required maximum torque is increased when increasing the torque or reducing the torque limiting unit. A similar problem exists also in so-called hybrid systems, in which an electric drive is used more and more frequently during operation, even as the main source of torque, and an internal combustion engine is used which is as small as possible, but which must be connected to the drive train and disconnected again more frequently. The challenge is therefore to provide sufficient operating forces and at the same time have low component costs and a small available construction space.

This problem is more serious in passenger cars of the small car class classified according to europe. The equipment used in passenger cars of the small car class is not significantly smaller than in passenger cars of the large car class. The construction space available in the small vehicle is considerably smaller.

The motor vehicle proposed here, which comprises the aforementioned drive train, protects the internal combustion engine from damage in the case of possible operating situations, wherein at the same time the required installation space is small, preferably smaller than in conventional (e.g. hybrid) drive trains.

For example, car classes are assigned to cars according to size, price, weight and power, wherein the definition varies continuously according to market demands. The vehicles are assigned class small and ultra-small vehicles in the us market according to the european common class car category, and the vehicles correspond to the ultra-small vehicle category or the city vehicle category in the uk market. Examples of very small vehicle classes are UP of the mass vehicle or Twongo in Reynolds. Examples of small car classes are MiTo in alpha Romeo, Polo in the public automobile, Ka + in Ford or Clio in Reynolds. A well-known full hybrid vehicle is the Yaris hybrid vehicle of BMW 330e or toyota. A known mild hybrid vehicle is for example the X2xDrive25e by audia 650 TFSI e or BMW.

Drawings

The invention described above is explained in detail below with reference to the drawings showing preferred embodiments in a related technical context. The invention is not limited by the purely schematic drawing, wherein it is to be noted that the drawing is not to scale and does not apply to the definition of size ratio. The figures show:

FIG. 1 shows a cross-sectional view of a hybrid module having an axis of rotation;

FIG. 2 shows a cross-sectional view of another embodiment of a hybrid module having an axis of rotation;

FIG. 3 shows a front view of a friction lining; and

fig. 4 shows a drive train with a hybrid module in a motor vehicle.

Detailed Description

Fig. 1 shows a cross section of a hybrid module 1 with a rotational axis 2. The hybrid module 1 comprises a torsional vibration damper 6, a torque limiting unit 7 and an electric drive 11. The torsional vibration damper 6 is provided with a primary disk 12, a secondary disk 13 and a counterplate 34, as well as a second energy storage element 14, which is formed between the primary disk 12 and the secondary disk 13, for reducing rotational irregularities. The torsional vibration damper 6 is connected via the primary disk 12 by means of an engine coupling 35 (here a plurality of screws) to an engine shaft 28 of the internal combustion engine 27 on the engine coupling side 4 (see fig. 4) in a torque-transmitting manner. Furthermore, the primary disk 12 is permanently connected to the counter disk 34 by means of first rivets 36 radially outside the second energy storage element 14 in a torque-transmitting manner, so that the primary disk 12 and the counter disk 34 are arranged on both axial sides of the secondary disk 13 which can oscillate. In addition, the secondary disk 13 is (optionally) supported in the axial direction on both sides by means of elastic supports, wherein the secondary disk 13 is supported relative to the primary disk 12 by means of a left-hand disk spring 37 and the secondary disk 13 is supported relative to the counter disk 34 by means of a right-hand disk spring 38. In the embodiment shown, the primary disk 12 is permanently connected to the mass element 15 in a torque-transmitting manner, so that the primary disk 12 forms a flywheel together with the mass element 15. The mass part 15 is (optionally) integrally formed with the remainder of the primary disc 12. Independently of this, the mass part 15 (optionally) projects in the radial direction onto the torque limiting unit 7. Furthermore (optionally), the mass part 15 is arranged axially overlapping the torque limiting unit 7, wherein (optionally) even the torque limiting unit 7 projects completely in the axial direction. The secondary disk 13, which here (optionally) also forms the (first) friction disk 16 of the torque limiting unit 7 in one piece, connects the torsional vibration damper 6 to the torque limiting unit 7 in a torque-transmitting manner.

The torque limiting unit 7 comprises a friction lamination stack 10 which is pressed together by means of a first energy accumulating element 9 supported on the input flange 8. The friction plate stack 10 has a pressure plate 18, an (optional) intermediate plate 39 and a counterplate 19, and friction disks 16, 17 (here, respectively two). The friction plate stack 10 is permanently connected to the input flange 8 in a torque-transmitting manner by means of an axial connection 21. The axial connection 21 is formed here, for example, by means of a plurality of spacer plates 22. Between the counterplate 19 and the supply flange 8, a force clamp is formed by the (first) energy storage element 9, in this case two disk springs (disk spring set) or diaphragm springs (set) arranged in series. The (first) energy storage element 9, which is embodied as a coil or diaphragm spring, for pressing the friction plate stack 10 is supported on the input flange 8 (optionally) on its inner circumference. A first friction disk 16 is arranged axially between the counter plate 19 and the intermediate plate 39 and a second friction disk 17 is arranged axially between the intermediate plate 39 and the pressure plate 18. The second friction disk 17 has a flange with an axial extension and is connected in a torque-transmitting manner to the first friction disk 16 or to the secondary disk 13 so as to be axially movable relative to one another. The arrangement of friction linings 20 (for example according to the embodiment in fig. 3) axially on both sides of the first friction disk 16 and axially on both sides of the second friction disk 17, respectively, makes it possible to set the friction coefficient between the

plates

18, 19, 39 and the

friction disks

16, 17 effectively and optimally.

The input flange 8 is arranged directly on the transmission input side 5 in the torque flow and is connected in a torque-transmitting manner to a transmission input shaft 41 by means of a spline toothing 40. Additionally, the electric drive 11 is connected via its rotor carrier 29 to the input flange 8 by means of a second rivet 42, so that a torque can also be output to the transmission input shaft 41 by means of the electric drive 11. By the rotor carrier 29 permanently receiving the rotor 43 in a torque-transmitting manner, the rotor can be driven by means of a rotationally fixed (auxiliary torque-delivering) stator 44 and/or an eddy-current brake can be provided for recuperation. The electric drive 11 is (optionally) arranged on the transmission input side, according to the illustration on the right side, on the torque limiting unit 7, and (optionally) arranged radially overlapping the torque limiting unit 7.

Here, the hybrid module 1 is enclosed by a housing cover 23 and a sealing plate 25. The seal plate 25 is disposed between the engine wall 26 and the torsional vibration damper 6. The packaging of the hybrid module 1 is sealed fluid-tight with respect to the engine shaft 28 by means of a radial shaft sealing ring 45 on the engine coupling side and with respect to the transmission input shaft 41 by means of a radial shaft sealing ring 46 on the transmission input side. Via an (optional) cover 24 arranged on the transmission input side, for example, a fluid, for example transmission oil, can be supplied at least during the first installation. In the embodiment shown, the housing shell 23 and the sealing plate 25 are (sealingly) connected to the engine wall 26 by means of a common screw 47 and are fastened in a torque-supporting manner.

Fig. 2 shows a sectional view of a further embodiment of a hybrid module 1 with a rotational axis 2. This embodiment is similar to the embodiment according to fig. 1, and is not limited to the general case in which only the differences are shown. It should be noted that at least all of the shown differences are independent of one another and that the embodiments shown in fig. 1 and 2 only show a minimum number of permutations highlighted here.

In contrast to the embodiment according to fig. 1, the engine coupling 35 of the primary disk 12 is formed here by means of a central spiral. To ensure torque transmission, a spur gear 48 is provided between the primary disc 12 and the engine shaft 28.

The axial connection 21 from the primary disk 12 to the counter disk 34 is arranged radially inside the second energy storage element 14 (radially outside the second energy storage element 4 in fig. 1) by means of the first rivet 36.

The secondary disk 13 is arranged here freely, i.e. without axial pretensioning, between the primary disk 12 and the mating disk 34.

The friction plate stack 10 of the torque limiting unit 7 has a single first friction disk 16 and no intermediate plate 39.

Unlike the previously illustrated embodiment, the torque limiting unit 7 is prestressed in the axial direction by means of a (first) energy storage element 9 comprising a single disk spring.

A (first) energy storage element 9, which is embodied as a coil or diaphragm spring, for pressing the friction plate stack 10 is supported on its outer circumference on the input flange 8.

The housing of the hybrid module 1 is embodied here without a separate sealing plate 25. An engine coupling-side radial shaft sealing ring 45 is arranged between the engine wall 26 and the engine shaft 28.

The input flange 8 is embodied here with an axial offset, wherein, for example, space is provided for an axially wider electric drive 11 and/or the electric drive 11 can be arranged axially closer to the torque limiting unit 7.

A front view of the friction lining 20 is schematically shown in fig. 3. The friction linings 20 are centered with respect to the axis of rotation 2 by means of a plurality (here eight) of spacer plates 22 which form axial connections 21 (see fig. 1 and 2). The friction lining 20 is preferably only inserted, i.e. loosely inserted. The friction linings 20 are now neither axially connected to the

respective friction disk

16, 17 nor to the

respective plate

18, 19, 39. The torque transmission to the

respective friction discs

16, 17 and the

respective plates

18, 19, 39 provides the only frictional connection. In one embodiment, only a part of the intermediate plates 22 is used for centering the friction lining 20, preferably only three intermediate plates 22 which are spaced apart from one another by approximately 120 ° in the circumferential direction, for example the intermediate plates 22 involved therein for centering, are offset radially inwardly relative to the other intermediate plates 22.

Fig. 4 shows a purely schematic top view of a drive train 3 with a hybrid module 1 in a motor vehicle, wherein a first drive 27, for example an internal combustion engine 27 and its engine shaft 28, and a second drive 11, for example an electric drive, with a rotor carrier 29 are arranged in a transverse front assembly along the axis of rotation 2 and transversely to the longitudinal axis 49 and in front of a cabin 50 of the motor vehicle 33. This principle is called, for example, a hybrid electric vehicle. The electric drive 11 is arranged coaxially with the torsional vibration damper 6 and the torque limiting unit 7 and is preferably a structural unit therewith as a so-called hybrid module 1, for example, according to the embodiment of fig. 1 and 2. The drive train 3 serves to propel the motor vehicle 33 by driving a left-hand drive wheel 31 and a right-hand drive wheel 32 (here optionally the front axle of the motor vehicle 33) via a torque output of at least one of the drives 27, 11. The torsional vibration damper 6 makes the torque output of the engine shaft 28 of the internal combustion engine 27 as uniform as possible in the torque flow ahead (i.e. close to the internal combustion engine 27). The torque limiting unit 7 serves to limit the torque transmission between the engine shaft 28 and the transmission input shaft 41 to a predetermined maximum torque. The torsional vibration damper 6 and the internal combustion engine 27 are thereby protected against transmission-side torque shocks or excessive torques. The rotor carrier 29 is permanently connected, for example, to a transmission input shaft 41 of the transmission 30. The transmission 30 is not shown in detail here. The transmission comprises, for example, a continuously variable transmission.

The hybrid module mentioned here is compact and sensitive components of the drive train can be effectively protected against excessive torque.

List of reference numerals

1 hybrid power module

2 axis of rotation

3 drive train

4 engine connection side

5 variator input side

6 torsional vibration damper

7 torque limiting unit

8 input flange

9 first energy storage element

10 friction lamination stack

11 electric drive

12 primary disc

13 Secondary disc

14 second energy storage element

15 mass part

16 first friction disk

17 second friction disk

18 pressing plate

19 paired board

20 Friction lining

21 axial connector

22 partition board

23 casing cover

24 cover

25 sealing plate

26 engine wall

27 internal combustion engine

28 internal combustion engine shaft

29 rotor support

30 speed variator

31 left side driving wheel

32 right side driving wheel

33 Motor vehicle

34 pairing disc

35 engine coupling

36 first rivet

37 left side coil spring

38 right side coil spring

39 middle plate

40 spline tooth part

41 speed variator input shaft

42 second rivet

43 rotor

44 stator

45 radial shaft sealing ring on engine connection side

46 radial shaft seal ring on input side of transmission

47 spiral part

48 spur gear

49 longitudinal axis

50 driver's cabin

Claims

1. Hybrid module (1) for a drive train (3) having a rotational axis (2), having at least the following components:

-an engine coupling side (4);

-a transmission input side (5);

-a torsional vibration damper (6) for damping torque transmission between the engine coupling side (4) and the transmission input side (5);

-a torque limiting unit (7) comprising a friction pack (10) pressed by means of a first energy accumulating element (9) supported on an input flange (8), wherein the torque transmission between the engine coupling side (4) and the transmission input side (5) is limited to a predetermined maximum torque by means of the torque limiting unit (7); and

-an electric drive (11) arranged for output torque between the engine coupling side (4) and the transmission input side (5),

wherein the torque limiting unit (7) is arranged on the transmission input side of the torsional vibration damper (6) in the torque flow between the engine coupling side (4) and the transmission input side (5),

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

the torque limiting unit (7) is arranged radially outside the torsional vibration damper (6).

2. Hybrid module (1) according to claim 1, wherein the torque limiting unit (7) is arranged radially overlapping the electric drive (11).

3. Hybrid module (1) according to claim 1 or 2,

the torsional vibration damper (6) comprises a primary disk (12), a secondary disk (13) and at least one second energy storage element (14),

wherein a mass part (15) is connected to the primary disk (12) radially outside the torque limiting unit (7), preferably in an axially overlapping manner.

4. Hybrid module (1) according to any one of the preceding claims,

the friction pack (10) of the torque limiting unit (7) comprises at least one friction disk (16, 17), a pressure plate (18) and a counterplate (19),

wherein the friction disk (16) is connected to the secondary disk (13) of the torsional vibration damper (6) in a preferably integral manner in a permanently torque-transmitting manner.

5. Hybrid module (1) according to claim 4, wherein at least one friction disk (16, 17) of the friction pack (10) has two friction linings (20),

wherein at least one friction lining (20) is axially loose and centered between the counterplate (19) and the input flange (8) by means of an axial connection (21),

wherein the axial connection (21) is preferably formed by a plurality of spacer plates (22).

6. Hybrid module (1) according to any one of the preceding claims,

the electric drive (11) is connected upstream of the torque limiting unit (7) on the transmission input side.

7. Hybrid module (1) according to any one of the preceding claims,

the torque limiting unit (7) and the torsional vibration damper (6), preferably for wet operation, are encapsulated by means of at least one of the following components:

-a housing (23), preferably comprising a cover (24);

-a sealing plate (25) on the side of the internal combustion engine; and

-an engine wall (26) of an internal combustion engine (27).

8. A drive train having at least the following components:

-at least one drive (27, 11) with a machine axis (28, 29);

-a transmission (30) for transmitting the torque of at least one machine shaft (28, 29) to a consumer (31, 32); and

-a hybrid module (1) according to any of the preceding claims,

wherein the torque between the at least one drive (27) and the consumer (31, 32) is limited in a predetermined manner by means of the hybrid module (1) and is connected in a damping manner against torsional vibrations.

9. A motor vehicle (33) having

At least one drive wheel (31, 32) which can be driven by means of the drive train (3) according to claim 8.