CN219282281U

CN219282281U - Hybrid power module

Info

Publication number: CN219282281U
Application number: CN202190000349.9U
Authority: CN
Inventors: 弗洛里安·特雷费森; 马库斯·海特鲍姆; 比约恩·鲁特; 雅尼克·施特鲁布; 马丁·洛斯
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2020-04-24
Filing date: 2021-03-16
Publication date: 2023-06-30
Anticipated expiration: 2031-03-16
Also published as: DE102020121623A1; WO2021213571A1

Abstract

The utility model relates to a hybrid module (1) for coupling and decoupling an internal combustion engine (4) to and from a drive train of a motor vehicle, comprising: an electric motor (6) and a separating clutch (7) which is arranged in the radial direction (R) of the hybrid module (1) within the electric motor (6) and which has a counter plate (24), a clutch cover (26) which is connected to the counter plate (24) in a rotationally fixed manner, a pressure plate (25) which is displaceably limited in the axial direction (A) of the hybrid module (1) and a clutch disk (17) which is clamped between the counter plate (24) and the pressure plate (25) in a friction fit manner, wherein the clutch cover (26) has a plurality of through openings (28) which are arranged distributed in the circumferential direction (U) of the hybrid module (1) and through which tongues (39) of a centrifugal force compensation device (36) extend in the radial direction (R).

Description

Hybrid power module

Technical Field

The present utility model relates to a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle. The hybrid module has: an electric motor and a disconnect clutch which is arranged within the electric motor in the radial direction of the hybrid module and which has a counter plate, a pressure plate which is limitedly displaceable in the axial direction of the hybrid module and a clutch disk which is clamped between the counter plate and the pressure plate in a friction fit.

Background

The drive train of a hybrid vehicle generally comprises a combination of an internal combustion engine and an electric motor, and enables a purely electric mode of operation, for example in densely populated areas, when the availability and a sufficient effective driving distance are simultaneously met during long-distance driving. Furthermore, it is possible to drive both the internal combustion engine and the electric motor in certain operating situations. In hybrid vehicles, the electric motor generally replaces, on the one hand, the more early usual starter for the internal combustion engine and, on the other hand, the more early usual generator, in order to reduce the weight increase of the hybrid vehicle relative to a vehicle running only the internal combustion engine.

As is known from EP 0 773 A1, a disconnect clutch can be provided between the internal combustion engine and the electric motor in order to disconnect the internal combustion engine from the remaining drive train of the electric motor and the hybrid vehicle. In the pure electric mode, the off-clutch, also referred to as the K0 clutch, is then disengaged and the internal combustion engine is switched off, so that the drive torque of the hybrid vehicle is applied only by the electric motor.

Such disconnect clutches are typically operated by means of a hybrid operating system. Hybrid operating systems generally have a master cylinder which transmits the pressure generated at the master cylinder to a slave cylinder via a hydraulic pressure line. The auxiliary cylinder transmits hydraulic pressure by means of a piston displaceable in the axial direction and with the clutch release bearing engaged to a lever system by means of which a friction fit at the release clutch is formed or released. As it is generally used in hybrid modules, an all-hydraulic actuating system can be provided with a central separator, which is also generally referred to as a Concentric Slave Cylinder (CSC). The control system based on the central separator requires a relatively large installation space within the hybrid module.

The hybrid modules can be divided into the following categories P0 to P5 in relation to the arrangement or engagement point of the electric motor in the powertrain:

p0: the electric motor is arranged in the torque path upstream of the internal combustion engine and is coupled to the internal combustion engine, for example via a belt. In this arrangement of the electric motor, the electric motor is also sometimes referred to as a belt starter generator (RSG).

P1: the electric motor is arranged in the torque path directly after the combustion engine. The electric motor can be arranged, for example, in a starting or shifting clutch in the torque path in a manner fixed to the crankshaft.

P2: the electric motor is disposed in the torque path between a disconnect clutch, commonly referred to as a K0 clutch, and a start or shift clutch, but is disposed in the torque path before the vehicle transmission.

P3: the electric motor is disposed in the vehicle transmission and/or on the transmission output shaft.

P4: the motor is located at the existing or separate axle.

P5: the electric motor is arranged at or in the driven wheel, for example as a hub motor.

The disconnect clutch necessary for the hybrid drive of a conventional drive train must meet specific requirements with respect to structural size and energy efficiency in comparison to conventional start-up or shift clutches. In particular, the disconnect clutch for the P2 hybrid module must be in particular of low drag torque in the disconnected or disconnected state. If the motor vehicle is driven by an electric motor and the internal combustion engine is switched off, a high rotational speed difference usually occurs between the drive side and the output side of the disconnect clutch for a longer period of time when the disconnect clutch is disconnected. Even small drag torques occurring in the disconnect clutch can rapidly lead to an unreliable large energy input due to the large rotational speed difference. If the energy input during the disengagement of the separating clutch is too high, this can lead to increased wear of the friction linings of the clutch disk and thus to early failure of the separating clutch. The high energy input into the disengaged clutch can also negatively affect the effective travel distance that the motor vehicle can travel without the assistance of the internal combustion engine by means of battery charging.

Disclosure of Invention

The object of the present utility model is to provide a hybrid module which makes it possible to achieve a design which is as compact as possible.

According to a first aspect, a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle is proposed, having an electric motor and a separating clutch which is arranged in the radial direction of the hybrid module within the electric motor and which has a counter plate, a pressure plate which is limitedly displaceable in the axial direction of the hybrid module and a clutch disk which is frictionally clamped between the counter plate and the pressure plate, wherein the electric motor has a rotor which is rotatably supported by a rotor web with respect to a stator of the electric motor, wherein the counter plate forms a rotor web. Since the counter-pressure plate forms the rotor webs, i.e. the counter-pressure plate and the rotor webs, as a component, wherein the component serves the function of the counter-pressure plate, i.e. the provision of an axially immovable friction surface for friction-fit abutment of the clutch disk, and the function of the rotor webs, i.e. the support of the rotor indirectly or directly in the radial and axial directions, in combination with one another, at least one individual component is saved, whereby in particular the installation space in the axial direction can be saved.

According to a preferred embodiment, the clutch disk is connected in a rotationally fixed manner and in an axial direction to an input shaft which can be connected in a rotationally fixed manner to the internal combustion engine. The relatively low mass of the clutch disk compared to the counter plate and the pressure plate is therefore associated with the internal combustion engine, which is advantageous in particular with regard to the lower inertia when the internal combustion engine is coupled and decoupled. It is thereby possible to design the torsional vibration damper on the internal combustion engine side in a smaller size or to eliminate it entirely, as a result of which additional installation space can be saved.

It is furthermore advantageous if the input shaft has a flange to which at least one friction lining of the clutch disk is connected in a rotationally fixed and axially elastic manner via at least one spring plate, said friction lining being able to be clamped in a friction fit with a rotor web in the form of a counter plate and/or with a pressure plate that is displaceable in the axial direction in a limited manner. In this way, the axial displaceability of the clutch disk can be dispensed with without increasing the drag torque of the separating clutch of the hybrid module by virtue of the slight contact of the friction lining of the clutch disk against the counter-pressure plate or the pressure plate in the separated state of the separating clutch. In this way, the space in the axial direction of the hybrid module can also be saved.

According to a further preferred embodiment, the rotor web, which is formed as a counter plate, is mounted on the housing of the electric motor, which housing carries the stator, in a fixed and rotatable manner in the axial direction by means of a rotor bearing. By integrating the separating clutch and the electric motor in the region, the required installation space is additionally reduced.

In this context, it is particularly advantageous if the housing of the electric motor has a housing flange, on the outside of which a rotor bearing is arranged, and through the interior of which an input shaft, which is rotatably connected to the internal combustion engine, extends, said input shaft being rotatably supported at the inside of the housing flange via a bearing on the input side. The integrated manner and method of the components on the input side of the hybrid module additionally reduces the required installation space of the hybrid module.

In the aforementioned embodiment, the rotor bearing rotates permanently between the rotor and the housing flange, while the input-side bearing rotates between the housing flange and the rotor shaft only together in the closed state of the separating clutch. The housing and the rotor can exchange their positions in their arrangement such that the following arrangement is formed radially from the outside inwards: rotor shaft, input-side bearing, rotor bearing, housing flange. In this case, the rotor bearings again rotate permanently together, but the bearings on the input side only rotate in the disengaged state of the separating clutch. By means of this arrangement, an optimization of the drag torque can be achieved, depending on the time ratio of the disengaging clutch (opening ratio closing). The input-side bearing should be designed such that it rotates as little operating time as possible.

The rotor web, which is embodied as a counter plate, is advantageously connected to or merges into a rotor carrier outside the clutch disk in the radial direction, the rotor being embodied on the outside of the rotor carrier in a rotationally fixed manner with respect to the rotor carrier.

Furthermore, it is advantageous if the rotor carrier is connected in a rotationally fixed manner to a clutch cover, to which the pressure plate is connected in a rotationally fixed manner via a leaf spring and in a limited manner displaceably in the axial direction. Both of the above measures additionally reduce the installation space of the hybrid module.

The rotor carrier is preferably connected in a rotationally fixed manner to the output-side torsional vibration damper, preferably to the centrifugal pendulum, and the output flange of the output-side torsional vibration damper is preferably capable of being engaged in a rotationally fixed manner with the output shaft, in particular with the mating toothing of the transmission input shaft. In particular, in the case of compact design and large damper capacity, it is advantageous to use a pendulum damper as the output-side torsional vibration damper, since this has a large damper capacity even with a relatively small outer diameter.

According to a further preferred embodiment, a hydraulic actuating device, which is connected to the clutch cover in an oil-tight, but rotatable manner, is connected via the inner face of the output shaft, said hydraulic actuating device being used for the engagement and/or disengagement of the disengaging clutch. Due to the engagement of the torsional vibration damper on the output side, a rotatability is required. Alternatively, however, it is also possible to dispense with rotatability when no torsional vibration damper is provided on the output side, so that the support is simplified and oil leakage is prevented.

According to a further preferred embodiment, the rotationally fixed and axially fixed connection of the clutch cover and/or of the output-side torsional vibration damper is arranged in the radial direction and/or in the axial direction within the stator of the electric motor, which is preferably designed as an inner rotor. The installation space required for the hybrid module is thereby also further reduced, in particular if the connection is arranged not only in the radial direction but also in the axial direction within the stator. The stator of the electric motor, which is arranged externally in the radial direction, thus defines the maximum outer diameter of the hybrid module required as installation space.

According to a second aspect, which is preferably also considered independently of the first aspect and/or the preferred embodiments above, a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle is proposed, having an electric motor and a separating clutch which is arranged within the electric motor in a radial direction of the hybrid module and which has a counter plate, a clutch cover which is connected to the counter plate in a rotationally fixed manner, a pressure plate which is displaceably limited in an axial direction of the hybrid module, and a clutch disk which is clamped between the counter plate and the pressure plate in a friction fit manner, wherein the hybrid module furthermore has a hydraulic actuating device for the engagement and/or the separation of the separating clutch which is fastened to the clutch cover in a rotationally fixed manner and axially. The integration of the actuating device into the hybrid module further reduces the installation space of the hybrid module, since additional external interfaces can be dispensed with.

Preferably, the actuating force to be applied by the actuating device for engaging and/or disengaging the clutch is freely supported by the relatively rotatable component entirely within the hybrid module. As a result, the outer component for supporting the actuating force can be dispensed with, as a result of which the required installation space is further reduced.

It is furthermore advantageous if the flow of the actuating force through the hybrid module is closed with the aid of at least the following sequence of components of the hybrid module: the housing of the actuating device, the actuating piston, the pressure plate, the friction-fit clamped clutch disk, the counter plate, the rotor carrier of the electric motor, the clutch cover, the housing of the actuating device.

According to a further preferred embodiment, the separating clutch is directly actuated such that the distance covered by the actuating device for the engagement and/or separation of the separating clutch corresponds to the distance covered by the pressure plate for the engagement and/or separation of the separating clutch. The transmission ratio of the disconnect clutch is thus one to one. It is thereby possible to use an actuating device having a very short actuating path, as a result of which the distance required for the actuating path and to be maintained in the installation space of the hybrid module is very small. Thereby, the installation space of the hybrid module is further reduced.

According to a further preferred embodiment, a pressure tank is arranged in the flow of actuating force between one or the actuating piston of the actuating device and the pressure plate. The actuating force can be transmitted to the pressure plate in a simple manner by means of the pressure tank.

Preferably, the clutch cover has an inner edge, against which an outer edge of the housing of the actuating device bears in the radial direction and/or in the axial direction. In this way, the actuating device can be held in position without the clutch cover engaging further components, as a result of which the installation space required for the hybrid module is reduced.

It is particularly advantageous if the housing of the actuating device is fastened to the clutch cover via a housing-side snap ring. Since the snap ring is releasable, the method and the method described allow a damage-free replacement of the actuating device in the event of damage, without additional installation space being necessary for this purpose.

According to a further preferred embodiment, the clutch cover has a pot-shaped region outside the inner edge in the radial direction, into which pot-shaped region the actuating piston of the actuating device or a part of the actuating piston and preferably the pressure pot or a part of the pressure pot extend in the axial direction. By this arrangement of the components of the hybrid module, the installation space required in the axial direction for the hybrid module can be further reduced.

According to a further preferred embodiment, the housing of the operating device has a housing flange in the radial direction inside the outer edge, via which housing flange the operating device is rotatably, preferably oil-tightly, engaged to the output shaft, for example the transmission input shaft. As a result, the installation space required by the hybrid module can be further reduced.

According to a third aspect, which is preferably considered independently of the first and/or second aspect and/or the preferred embodiment above, a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle is proposed, having an electric motor and a separating clutch which is arranged in the radial direction of the hybrid module within the electric motor and which has a counter plate, a clutch cover which is connected to the counter plate in a rotationally fixed manner, a pressure plate which is displaceably limited in the axial direction of the hybrid module, and a clutch disk which is clamped in a friction fit between the counter plate and the pressure plate, wherein the hybrid module furthermore has a hydraulic actuating device for the engagement and/or the separation of the separating clutch which is centered in the radial direction via the inner diameter of the clutch cover. By centering the hydraulic actuating device for the engagement and/or disengagement of the clutch via the inner diameter of the clutch cover, additional components for centering the actuating device can be dispensed with, as a result of which the required installation space of the hybrid module is reduced.

Preferably, the actuating device is concentric with the clutch cover and/or with the output shaft connected to the separating clutch, in particular the transmission input shaft. The concentric design results in a reduced installation space requirement of the hybrid module, in particular in the radial direction.

According to a further preferred embodiment, the operating device is oil-tightly coupled to the output shaft and can be supplied with hydraulic oil via the output shaft. Thus, no separate hydraulic lines are required, as a result of which the installation space requirement of the hybrid module is reduced.

Preferably, the housing of the actuating device has a housing flange within the outer edge in the radial direction, via which the actuating device is rotatably and oil-tightly coupled to the output shaft, as a result of which the installation space required by the hybrid module is reduced.

According to a further preferred embodiment, the actuating device is fastened to the clutch cover in a rotationally fixed and axially fixed manner.

According to a fourth aspect, which is preferably also considered independently of the first and/or second and/or third aspect and/or the preferred embodiments above, a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle is proposed, having an electric motor and a separating clutch which is arranged in the radial direction of the hybrid module and which has a counter plate, a clutch cover which is connected to the counter plate in a rotationally fixed manner, a pressure plate which is displaceably limited in the axial direction of the hybrid module, and a clutch disk which is clamped between the counter plate and the pressure plate in a friction fit, wherein the clutch cover has a plurality of through openings which are arranged distributed in the circumferential direction of the hybrid module and through which tongues of a centrifugal force compensation device extend in the radial direction. Since the clutch cover has a plurality of openings distributed in the circumferential direction of the hybrid module, through which the tongues of the centrifugal force compensation device extend in the radial direction, the hybrid module can be constructed in a particularly compact manner.

According to a preferred embodiment, the hybrid module further has an actuating device for engaging and/or disengaging the disengaging clutch, and the centrifugal force compensation device is designed to counteract a pressure increase of the hydraulic oil in the actuating device due to centrifugal force.

According to a further preferred embodiment, the opening is formed in a pot-shaped region of the clutch cover. Thus, a particularly compact construction of the hybrid module is possible.

Furthermore, it is advantageous if the tongues of the centrifugal force compensation device, preferably the radially inner ends of the tongues, are in abutment with the actuating piston and/or with a pressure tank arranged between the actuating piston and the pressure plate. In this way, the centrifugal force compensation device can be centered in a simple manner, so that no further components are required for centering the centrifugal force compensation device. By eliminating other components, the installation space required by the hybrid module can be reduced.

The centrifugal force compensation device is preferably designed as a cup spring, which has a support web and a bent centrifugal force limb in its radially outer circumference, a tongue in its radially inner circumference, and a force ring between the support web, the bent centrifugal force limb and the tongue in the radial direction. By means of the one-piece construction of the centrifugal force compensation device, the number of components and the installation space requirement can be reduced.

Furthermore, the support webs, the bent centrifugal force wings and the force ring are preferably arranged radially outside the pot-shaped region of the clutch cover, as a result of which a particularly compact construction of the hybrid module is possible.

It is also advantageous if the support web rests against a surface of the clutch cover facing away from the clutch disk, preferably in a region between the pot-shaped region and the rotationally fixed and axially fixed connection of the clutch cover to the rotor carrier of the electric motor in the radial direction. The construction also enables a reduction in the installation space occupied by the hybrid module.

Drawings

The utility model is described in detail below with reference to the drawings according to a preferred embodiment. The drawings show:

figure 1 shows a cross-section through one embodiment of a hybrid module,

fig. 2 shows a detail view from fig. 1, which shows a part of the disconnect clutch and the operating device of the hybrid module,

fig. 3 shows a detail view from fig. 1, which shows the support of the input side of the clutch disk of a hybrid module in particular,

figure 4 shows a perspective view of a clutch disc of the hybrid module of figure 1,

fig. 5 shows a detail view of the actuating device of the hybrid module in fig. 1, and

Fig. 6 shows a detail of the centrifugal force compensation device of the hybrid module in fig. 1.

Detailed Description

Fig. 1 to 6 show an exemplary embodiment of a hybrid module 1, more precisely a P2 hybrid module. The features and feature combinations shown, which are not essential to the utility model in the description of fig. 1 to 6, are understood to be optional.

The hybrid module 1 shown in the overall view in fig. 1 has an input side 2 and an output side 3. The hybrid module 1 can be connected to the internal combustion engine 4 indirectly or directly via the input side 2. In the exemplary embodiment shown, the internal combustion engine 4 is connected to a torsional vibration damper 5 on the input side, for example with a curved spring or a straight compression spring, in particular in combination with a dual-mass flywheel of a centrifugal pendulum. Via its output side, the torsional vibration damper 5 on the input side is connected in a rotationally fixed manner to the input side 2 of the hybrid module 1, preferably by means of a plug-in toothing 9.

The hybrid module 1 is connected to its output side 3 in a rotationally fixed manner to the output shaft 33, preferably by means of a plug-in toothing 35. The output shaft 33 can be, for example, a transmission input shaft.

The hybrid module has an electric motor 6 and a disconnect clutch 7. The electric motor 6 can be an electric motor which can be operated as a drive in the form of an electric motor or as a current generator in the form of a generator. The disconnect clutch 7 is a so-called K0 clutch, which K0 clutch is designed to couple and decouple the internal combustion engine 4 to and from a drive train of the motor vehicle in which the hybrid module 1 is arranged. The disconnect clutch 7 is disposed within the electric motor 6 in the radial direction R of the hybrid module 1. The disconnect clutch 7 is in the illustrated embodiment formed as a dry one-plate clutch.

On the input side 2 of the hybrid module 1, the torque of the internal combustion engine 4 is transmitted directly or indirectly via the torsional vibration damper 5 on the input side to the input shaft 8 of the hybrid module 1. The input shaft 8 can also be referred to as a countershaft or a hybrid shaft. The input shaft 8 extends along the rotational axis D of the hybrid module 1.

When the internal combustion engine 4 is directly coupled to the hybrid module 1, the input shaft 8 may be the crankshaft itself of the internal combustion engine 4 or an extension of the crankshaft. The input shaft 8 is rotatably mounted with respect to the electric motor 6 by means of an input-side bearing 11, which is designed as an axial bearing and/or a radial bearing. For this purpose, the input-side bearing 11 is arranged between the inner input shaft 8 in the radial direction R and the outer housing 14 of the electric motor 6 in the radial direction R.

The input shaft 8 has a flange 10 at its end facing away from the internal combustion engine 4. The flange 10 of the input shaft 8 is formed in the axial direction a inside the separating clutch 7. Likewise, the flange 10 of the input shaft 8 is formed within the disconnect clutch 7 in the radial direction R.

The flange 10 of the input shaft 8 carries a clutch disk 17 which is clamped in a friction fit between a counter-pressure plate 24 of the separating clutch 7, which is fixed in the axial direction a of the hybrid module 1, and a pressure plate 25 of the separating clutch 7, which is displaceable to a limited extent in the axial direction a. In particular, the input shaft 8 is fixedly supported in the axial direction a with respect to the housing 14 of the electric motor 6.

The housing 14 of the electric motor 6 has a housing flange 15 in the region of the input-side bearing 11, which extends in the axial direction a in the direction of the flange 10 of the input shaft 8, i.e. away from the internal combustion engine 4. The outer diameter of the inner housing flange 15 of the electric motor 6 corresponds substantially to the outer diameter of the flange 10 of the input shaft 8.

On the side facing the combustion engine 4, the housing 14 of the electric motor 6 extends outwards in the radial direction R. The region likewise delimits the installation space of the hybrid module 1 and delimits the hybrid module 1 to the internal combustion engine 4 or to the input-side torsional vibration damper 5. The housing 14 carries the stator 12 of the electric motor 6 in its outer diameter, preferably by means of a further, i.e. externally located housing flange which likewise extends in the axial direction a away from the internal combustion engine 4 and in its inner diameter is provided with the stator 12 of the electric motor 6.

The further, externally located housing flange defines the outer diameter of the hybrid module 1 and delimits the hybrid module outwards in the radial direction R, for example with respect to a clutch cover.

A rotor bearing 21 is arranged in the radial direction R between the outer face of the inner housing flange 15 of the electric motor 6 and the inner face of the counter plate 24 of the separating clutch 7. The rotor bearing 21 likewise serves as a radial bearing and as an axial bearing and serves to rotatably support the counter plate 24 in the circumferential direction U of the hybrid module 1 with respect to the housing 14 of the electric motor 6, but is fixed in the axial direction a of the hybrid module 1 with respect to the housing 14 of the electric motor 6. For this purpose, for example, annular projections are formed on the side facing the internal combustion engine 4 on the outer face of the inner housing flange 15 and in the inner circumference of the counter plate 24 in order to hold the rotor bearing 21 in place. On the side facing away from the internal combustion engine 4, the outer face of the inner housing flange 15 and the inner diameter of the counter-pressure plate 24 have, for example, annular grooves, into which the inner snap ring 22 in the housing flange 15 and the outer snap ring 23 in the counter-pressure plate 24 engage.

The counter plate 24 extends outwards in the radial direction R and has a friction surface on its side facing away from the internal combustion engine 4 for abutment against the clutch disk 17, that is to say against one or more friction linings 18 of the clutch disk 17 facing the internal combustion engine 4.

The rotor carrier 16, which can also be referred to as a rotor pot, is connected in its radially outer circumference in a rotationally fixed manner to the counter-pressure plate 24, for example pressed onto it. In the outer circumference of the rotor carrier 16, the rotor 13 of the electric motor 6 is arranged rotationally fixed and is connected to the rotor carrier 16. The rotor 13 is arranged within the stator 12 in the radial direction R, so that the electric motor 6 is configured as a so-called inner rotor. To rotate the rotor 13, the stator 12 electromagnetically interacts with the rotor 13.

Although not shown, it is also possible for the counter plate 24 to be formed in one piece with the rotor carrier 16 or to be integrated into the rotor carrier 16. It is also possible for the rotor 13 to be arranged directly on the counter-pressure plate 24. In any case, the counter-pressure plate 24 forms a rotor web which supports the rotor 13 in the radial direction R and is rotatably supported via the rotor bearing 21 on the housing flange 15 of the electric motor 6.

The rotor web, which is configured as a counter plate 24, is therefore mounted on the housing 14 of the electric motor 6, which carries the stator 12, in a fixed and rotatable manner in the axial direction a by means of the rotor bearing 21. A rotor bearing 21 is provided on the outer side of the housing flange 15 of the housing 14 of the electric motor 6, and an input shaft 8, which is rotatably connected to the internal combustion engine 4, extends through the interior of the housing flange 15 and is rotatably supported at the inner side of the housing flange 15 via a bearing 11 on the input side. The support is shown in detail in fig. 3.

Likewise, fig. 3 shows a clutch disk 17 of the disconnect clutch 7 of the hybrid module 1. The clutch disk 17 is rotationally fixed without the need for a socket tooth to engage with the input shaft 8, that is to say with the flange 10 of the input shaft 8.

For this purpose, the clutch disk 17 has an annular friction lining carrier 19, which is connected in a rotationally fixed manner to the flange 10 of the input shaft 8 in the radial direction R via one or more spring plates 20. In particular, an annular spring plate 20 or a plurality of annular section-shaped spring plates 20 are riveted to the flange 10 of the input shaft 8 in the inner circumference thereof and to the friction lining carrier 19 in the outer circumference thereof.

The spring plate or plates 20 enable a forced lifting of the counter plate 24 and the pressure plate 25 in the disengaged state of the separating clutch 7, as a result of which friction or drag torques can be prevented in the disengaged state of the separating clutch 7, without the input shaft 8 being provided with a plug-in toothing, the clutch disk 17 being arranged displaceably in the axial direction a. Although not shown, it is also conceivable for the spring plate 20 and the friction lining carrier 19 to be formed in one piece.

The friction lining carrier 19 is provided with friction lining 18 on its side facing the internal combustion engine 4 and on its side facing away from the internal combustion engine 4. The friction lining 18 can be riveted, for example, to the friction lining carrier 19, but can also be glued thereto. Other types of torsion-resistant connections are also conceivable. It should be mentioned that the friction lining carrier 19 preferably has friction lining elastic means acting between the friction lining 18 in the axial direction a or is in abutment therewith. However, it is also conceivable that no friction lining spring means are provided between the friction linings. The entire clutch disc 17 is shown in fig. 4 in a perspective view, together with the engagement of the clutch disc 17 onto the input shaft 8.

The clutch disk is thus connected in a rotationally fixed manner and in the axial direction a to an input shaft 8 which is rotatably connected to the internal combustion engine 4. At least one friction lining 18 of the clutch disk 17, which is connected to the flange 10 of the input shaft 8 in a rotationally fixed and elastic manner in the axial direction a via at least one spring plate 20, can be clamped in a friction fit with a rotor web embodied as a counter plate 24 and/or with a pressure plate 25 that is displaceable in the axial direction a to a limited extent.

The rotor carrier 16 extends in the axial direction a of the hybrid module 1 and is connected in a rotationally fixed manner to the clutch cover 26. Starting from the rotationally fixed and axially fixed connection 32 of the clutch cover 26 to the rotor carrier 16, the clutch cover 26 extends inward in the radial direction R of the hybrid module 1. The compression plates 25 are coupled to the clutch cover 26 in a rotationally fixed manner and with limited displacement in the axial direction a in leaf springs 30 arranged distributed in the circumferential direction U of the hybrid module 1. The contact plate 25 has a friction surface on its surface facing the internal combustion engine 4, which friction surface can be brought into friction fit with the clutch disk 17, that is to say with the friction lining 18 of the clutch disk 17 facing away from the internal combustion engine 4.

Furthermore, the rotor carrier 16 is connected to the output-side torsional vibration damper 31 via a rotationally fixed and axially fixed connection 32. The torsional damper 31 on the output side may be, for example, a swing arm damper. If necessary, a centrifugal pendulum, i.e. a torsional damper, is additionally associated with the output-side torsional damper 31.

The connection 32 thus serves for a rotationally fixed and axially fixed connection of the rotor support 16, the clutch cover 26 and the input flange of the output-side torsional vibration damper 31 to one another. In particular, the rotationally fixed and axially fixed connection 32 is arranged within the stator 12 in the radial direction R and in the axial direction a. Furthermore, a rotationally fixed and axially fixed connection 32 is provided in the axial direction a on the side of the rotor 13 facing away from the internal combustion engine 4, preferably on the same diameter as the rotor 13, next to the rotor 13.

The output flange of the output-side torsional vibration damper 31 is coupled in a rotationally fixed manner to an output shaft 33, for example a transmission input shaft, via a mating toothing 35. Although not shown, it is also conceivable, for example, for the output shaft 33 to be coupled to the rotor carrier 16 or the clutch cover 26 without the output-side torsional vibration damper 31 being connected.

Inside the leaf spring 30 in the radial direction R, the clutch cover 26 has a pot-shaped region 27. Within the can-shaped region 27 of the clutch cover 26 in the radial direction R, the clutch cover 26 is delimited by an inner edge 29.

The hybrid module 1 further comprises a hydraulic actuating device 43 for the engagement and/or disengagement of the disengaging clutch 7, which is fastened in a rotationally fixed and axially fixed manner to the clutch cover 26.

The actuating force to be applied by the actuating device 43 for engaging and/or disengaging the clutch 7 is freely supported by the relatively rotatable components completely within the hybrid module 1. This is illustrated in fig. 2 by the closed force line K. The flow of actuating forces through the hybrid module 1 is closed in this case with the components of the hybrid module 1 at least in the following sequence: the housing 45 of the actuating device 43, the actuating piston 44, the friction-fit clamped clutch disk 17, the counter-pressure plate 24, the rotor carrier 16 of the electric motor 6, the clutch cover 26, the housing 45 of the actuating device 43. Additionally, a pressure tank 42 is provided in the flow of actuating force between an actuating piston 44 of the actuating device 43 and the pressure plate 25.

The hydraulic actuating device 43 for the engagement and/or disengagement of the clutch 7, which is preferably connected in a rotationally fixed manner to the clutch cover 26, is connected in an oil-tight manner but rotationally fixed via the inner face 34 of the output shaft 33. The rotationally fixed engagement to the clutch cover 26 can be carried out in a positive-locking manner, however, it is also possible to carry out the engagement in a positive-locking manner, for example by means of a detent pin or a bayonet tooth. The relative rotatability of the actuating device 43, or rather of the housing 45 of the actuating device 43, with respect to the output shaft 33 is required, since the output shaft 33 can be rotated to a limited extent in the circumferential direction U of the hybrid module 1 with respect to the clutch cover 26 by the torsional vibration damper 31 connected to the output side.

If the output shaft 33 is coupled to the rotor carrier 16 or the clutch cover 26 in an indirect or direct rotationally fixed manner, the rotatability of the actuating device 43 with respect to the output shaft 33 can be dispensed with, whereby the oil supply 53 of the actuating device 43 is made simpler through the output shaft 33.

The inner edge 29 of the clutch cover 26 bears in the radial direction R against the outer edge 47 of the housing 45 of the actuating device 43, as is shown in the view of fig. 5. Furthermore, the inner edge 29 of the clutch cover 26 also bears in the axial direction a against the outer edge 47 of the housing 45 of the actuating device 43, specifically by means of a surface of the clutch cover 26 facing the internal combustion engine 4 close to the inner edge. On the side of the clutch cover 26 facing away from the internal combustion engine 4, the housing 45 of the actuating device 43 is fastened to the clutch cover 46 via a housing-side snap ring 48.

The housing-side snap ring 48 engages in a circumferential groove of the outer edge 47 of the insertion housing 45. The outer edge 47 of the housing 45 of the actuating device 43 is thus a centering edge via which the actuating device 43 is centered at the clutch cover 26 and is connected to the clutch cover 26 in a fixed manner to the cover. The actuating device 43 is thus fastened to the clutch cover 23 in a rotationally fixed and axially fixed manner.

The pot-shaped region 27 of the clutch cover 26 is arranged outside the inner edge 29 of the clutch cover 26 in the radial direction R. In the axial direction a of the hybrid module 1, a part of the actuating piston 44 of the actuating device 43, which is displaceable in the axial direction a, extends into the pot-shaped region 27.

The axially fixed housing 45 of the actuating device 43 is sealed in an oil-tight manner by a piston seal 46. In the pot-shaped region 27 of the clutch cover 26, the actuating piston 44 presses onto the pressure pot 42, which in turn presses onto the pressure plate 25 in order to engage the separating clutch 7. The pressure is applied in the axial direction a of the hybrid module 1 opposite to the pretensioning of the leaf springs 30. To disengage the clutch 7, the leaf spring 30 pulls the pressure plate 25 away from the clutch disk 17 or the counter plate 24. The movement is transmitted via the pressure tank 42 to the actuating piston 44, so that hydraulic oil is pressed back from the working chamber of the actuating device 43, which is sealed by the piston seal 46, into the oil-fed output shaft 33.

It should be mentioned here that the release clutch 7 is actuated directly, so that the actuating device 43, that is to say the actuating piston 44 of the actuating device 43, is moved a distance for the engagement and/or release of the release clutch 7 which corresponds to the distance that the pressure plate 25 is moved for the engagement and/or release of the release clutch 7. The same applies to the distance covered by the pressure tank 42 for the engagement and/or disengagement of the clutch 7.

As already mentioned above, the hydraulic actuating device 43 is centered in the radial direction R via the inner diameter of the clutch cover 26 for the engagement and/or disengagement of the disengaging clutch 7. In particular, the actuating device 43 is concentric with the clutch cover 26 and/or with an output shaft 33 connected to the separating clutch 7, for example a transmission input shaft, which in its part defines the rotational axis D of the hybrid module 1 together with the input shaft 8 of the hybrid module 1.

The housing 45 of the operating device 43 has a housing flange 49 within the outer edge 47 in the radial direction R, via which the operating device 43 is rotatably and oil-tightly coupled to the output shaft 33. Between the inner face 34 of the output shaft 33 and the side surface 50 of the housing flange 49 of the actuating device 43, a flange bearing 51, which is preferably designed as a radial bearing, is provided on the one hand, and a flange seal 52 is provided on the other hand. The flange bearing 51 is arranged on the side of the hybrid module 1 facing the internal combustion engine 4, while the flange seal 52 is arranged on the side of the hybrid module 1 facing the transmission, i.e. on the side of the hybrid module 1 facing away from the internal combustion engine 4. Thus, the operating device 43 is on the one hand rotatably and on the other hand oil-tightly coupled to the output shaft 33 and can be supplied with hydraulic oil via an oil supply 53 provided in the output shaft 33 in order to displace the operating piston 44 in the axial direction a for the engagement and/or disengagement of the separating clutch 7.

As shown in the detail view of fig. 6, the clutch cover 26 has a plurality of openings 28 arranged distributed in the circumferential direction U of the hybrid module 1, through which the tongues 39 of the centrifugal force compensation device 36 extend in the radial direction R. In particular, the opening 28 is formed in a pot-shaped region 27 of the clutch cover 26.

The centrifugal force compensation device 36 is configured to counteract a pressure increase of the hydraulic oil in the actuating device 43 caused by centrifugal force. In the preferred embodiment shown in fig. 6, the centrifugal force compensation device 36 has a disk spring 37 as a preload spring. The disk spring 37 has, in its radially outer circumference, a support web 40 and a bent centrifugal force web 41, which are arranged distributed in the circumferential direction U. The disk spring 37 has the tongues 39 in its radially inner circumference, which are arranged uniformly distributed in the circumferential direction U.

Between the support web 40, the bent centrifugal force limb 41 and the tongue 39 in the radial direction R, the cup spring 37 has a force ring 38 which connects the tongue 39, the support web 40 and the bent centrifugal force limb 41 to one another in the circumferential direction U. The radially inner end of the tongue 39, the centrifugal force compensation device 36, preferably, abuts the actuating piston 44 and preferably also the pressure tank 42.

The support webs 40, the bent-over centrifugal force wings 41 and the force ring 38 are arranged in the radial direction R outside the pressure pot 42 and outside the pot-shaped region 27 of the clutch cover 26. The support web 40 rests against the surface of the clutch cover 26 facing away from the clutch disk 17 or the internal combustion engine 4, i.e. against the surface of the clutch cover 26 facing the transmission, preferably in the region between the pot-shaped region 27 and the rotationally fixed and axially fixed connection 32 of the clutch cover 26 to the rotor carrier 16 of the electric motor 6 in the radial direction R.

The arrangement causes, in particular at high rotational speeds, the centrifugal force acting on the bent centrifugal force wings 41 to act on the force ring 38 of the centrifugal force compensation device 36 to a greater extent, so that the restoring force exerted by the leaf springs 30 via the pressure plate 25 and the pressure tank 42 on the actuating piston 44 of the actuating device 43 is increased. The increased restoring force counteracts the hydraulic oil which, in its turn, is forced outwards into the actuating piston 44 at high rotational speeds by centrifugal forces, so that the actuating piston 44 is undesirably displaced in the engaging direction of the separating clutch 7.

The embodiment described above relates to a hybrid module 1 for coupling and decoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, having an electric motor 6 and a separating clutch 7 which is arranged in a radial direction R of the hybrid module 1 within the electric motor 6 and which has a counter plate 24, a pressure plate 25 which is displaceably limited in an axial direction a of the hybrid module 1 and a clutch disk 17 which is clamped between the counter plate 24 and the pressure plate 25 in a friction fit, wherein the electric motor 6 has a rotor 13 which is rotatably supported by rotor webs with respect to a stator 12 of the electric motor 6, wherein the counter plate 24 forms the rotor webs.

The exemplary embodiment described above furthermore relates to a hybrid module 1 for coupling and decoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, having an electric motor 6 and a separating clutch 7 which is arranged in a radial direction R of the hybrid module 1 within the electric motor 6 and which has a counter plate 24, a clutch cover 26 which is connected to the counter plate 24 in a rotationally fixed manner, a pressure plate 25 which is displaceably limited in an axial direction a of the hybrid module 1, and a clutch disk 17 which is clamped between the counter plate 24 and the pressure plate 25 in a friction fit manner, wherein the hybrid module 1 furthermore has a hydraulic actuating device 43 for engaging and/or disengaging the separating clutch 7 which is fastened to the clutch cover 26 in a rotationally fixed manner and axially.

Furthermore, the exemplary embodiment described above relates to a hybrid module 1 for coupling and decoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, having an electric motor 6 and a separating clutch 7 which is arranged in a radial direction R of the hybrid module 1 within the electric motor 6 and which has a counter plate 24, a clutch cover 26 which is connected to the counter plate 24 in a rotationally fixed manner, a pressure plate 25 which is displaceably limited in an axial direction a of the hybrid module 1, and a clutch disk 17 which is clamped between the counter plate 24 and the pressure plate 25 in a friction fit manner, wherein the hybrid module 1 furthermore has a hydraulic actuating device 43 for engaging and/or disengaging the separating clutch 7 which is centered in the radial direction R via an inner diameter of the clutch cover 26.

Furthermore, the exemplary embodiment described above relates to a hybrid module 1 for coupling and decoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, having an electric motor 6 and a separating clutch 7 which is arranged in a radial direction R of the hybrid module 1 within the electric motor 6 and which has a counter plate 24, a clutch cover 26 which is connected to the counter plate 24 in a rotationally fixed manner, a pressure plate 25 which is displaceably limited in an axial direction a of the hybrid module 1, and a clutch disk 17 which is clamped between the counter plate 24 and the pressure plate 25 in a friction fit, wherein the clutch cover 26 has a plurality of openings 28 which are arranged distributed in a circumferential direction U of the hybrid module 1 and through which tongues 39 of a centrifugal force compensation device 36 extend in the radial direction R.

Description of the reference numerals

1 hybrid module

2 input side

3 output side

4 internal combustion engine

Torsional vibration damper with 5 input side

6 motor

7 disconnect clutch

8 input shaft

9 plug-in tooth part of input shaft

10 flange of input shaft

11 input side bearing

12. Stator

13. Rotor

14. Motor casing

15. Motor housing flange

16. Rotor carrier

17. Clutch disc

18. Friction lining

19. Friction lining carrier

20. Spring plate

21. Rotor bearing

22. Internal clasp

23. External clasp

24. Reverse pressing plate

25. Compacting plate

26. Clutch cover

27. Can-shaped region of clutch cover

28. Penetration in clutch cover

29. Inner edge

30. Leaf spring

31. Torsional vibration damper on output side

32 torsion-resistant/axially fixed connection

33. Output shaft

34. Inner face of output shaft

35. Plug-in tooth part of output shaft

36. Centrifugal force compensation device

37. Belleville spring

38. Force ring

39. Tongue piece

40. Support connection piece

41. Centrifugal force wing

42. Pressure tank

43. Actuating device

44. Operating piston

45. Housing for an actuating device

46. Piston seal

47. Outer edge

48. Clasp on shell side

49. Housing flange of an actuating device

50. Side surfaces of the housing flange

51. Flange bearing

52. Flange sealing element

53. Oil supply mechanism

D axis of rotation

K force line

Aaxial direction

R radial direction

And the circumferential direction of the U ring.

Claims

1. Hybrid module (1) for coupling and decoupling an internal combustion engine (4) to and from a drive train of a motor vehicle, having an electric motor (6) and a separating clutch (7), characterized in that the separating clutch is arranged within the electric motor (6) in a radial direction (R) of the hybrid module (1), and has a counter plate (24), a clutch cover (26) which is connected to the counter plate (24) in a rotationally fixed manner, a pressure plate (25) which is displaceably limited in an axial direction (a) of the hybrid module (1), and a clutch disk (17) which is clamped between the counter plate (24) and the pressure plate (25) in a friction fit manner, wherein the clutch cover (26) has a plurality of through openings (28) which are arranged distributed in a circumferential direction (U) of the hybrid module (1) and through which tongues (39) of a centrifugal force compensation device (36) extend in the radial direction (R).

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

wherein the hybrid module (1) further has a hydraulic actuating device (43) for the engagement and/or disengagement of the separating clutch (7), and the centrifugal force compensation device (36) is designed to counteract a pressure increase of the hydraulic oil in the actuating device (43) caused by centrifugal force.

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

wherein the actuating device (43) is coupled to the output shaft (33) in an oil-tight manner, and the transmission input shaft can be supplied with hydraulic oil via the output shaft (33).

4. Hybrid module (1) according to claim 2,

wherein the clutch cover (26) has a pot-shaped region (27) into which a part of an actuating piston (44) of the actuating device (43) extends in the axial direction (A).

5. Hybrid module (1) according to claim 4,

wherein the opening (28) is formed in the pot-shaped region (27) of the clutch cover (26).

6. Hybrid module (1) according to claim 4,

wherein the radially inner end of the tongue (39) of the centrifugal force compensation device (36) is in contact with the actuating piston (44) and/or with a pressure tank (42) arranged between the actuating piston (44) and the pressure plate (25).

7. Hybrid module (1) according to any one of claims 4 to 6,

wherein the centrifugal force compensation device (36) is designed as a disk spring (37) having a support web (40) and a bent centrifugal force limb (41) in its radially outer circumference, having the tongue (39) in its radially inner circumference, and having a force ring (38) between the support web (40), the bent centrifugal force limb (41) and the tongue (39) in the radial direction (R).

8. Hybrid module (1) according to claim 7,

wherein the support web (40), the bent centrifugal force limb (41) and the force ring (38) are arranged outside the pot-shaped region (27) of the clutch cover (26) in the radial direction (R).

9. Hybrid module (1) according to claim 7,

wherein the support web (40) rests against a surface of the clutch cover (26) facing away from the clutch disk (17) in the region between the pot-shaped region (27) and the rotationally fixed and axially fixed connection (32) of the clutch cover (26) to the rotor carrier (16) of the electric motor (6) in the radial direction (R).

10. Hybrid module (1) according to claim 9,

Wherein the rotationally fixed and axially fixed connection (32) of the clutch cover (26) to the rotor carrier (16) and/or to the output-side torsional vibration damper (31) is arranged in the radial direction (R) and/or in the axial direction (A) within the stator (12) of the electric motor (6) which is designed as an inner rotor.