DE102015208424A1 - Coupling device for hybrid drives and method for operating a drive device of a motor vehicle - Google Patents

Abstract

The coupling device according to the invention for a motor vehicle drive train with an internal combustion engine, an electric machine, and a transmission device with a clutch for releasably connecting the internal combustion engine with the transmission device, wherein the clutch is arranged in the drive train between the internal combustion engine on the one hand and the electric machine and the transmission device on the other hand , wherein the internal combustion engine and the electric machine are connected to a control device for controlling the internal combustion engine and the electric machine, is characterized in that a torque sensor between the clutch and the transmission device for receiving the applied torque is arranged with the control device for controlling is connected to the electrical machine and the control device suitable and determined for controlling the electric machine depending on the bereitg by the torque sensor data is.

Description

The invention relates to a coupling device for a motor vehicle with hybrid drive and a method for operating a drive device with hybrid drive of a motor vehicle.

Hybrid drives for motor vehicles have both an internal combustion engine and an electric machine for driving at least a part of the wheels of the motor vehicle. In this case, the motor vehicle is driven either purely electrically, purely via the internal combustion engine or by both machines depending on the power requirement and stored reproached electrical energy. In particular, when coupling the internal combustion engine, there may be a sudden increase in the output torque of the two drives, which is perceived as a jerk or longitudinal acceleration by the driver. For this purpose, there have already been several approaches, for example, by generating a pilot torque by an eddy current brake, which is mechanically translated and closes a main clutch. In other known systems, a clutch is closed by an actuator and its travel is estimated based on the torque required for engaging and starting the internal combustion engine and a known clutch characteristic. The methods adopted as known allow the setting of the necessary target torque for the engagement and starting of the internal combustion engine only relatively inaccurate, so that the driver always perceives a jolt or a longitudinal acceleration.

On this basis, the present invention has the object, at least partially overcome the disadvantages known from the prior art and in particular to provide a coupling device that allows starting and engaging the internal combustion engine with at least reduced jerk.

The object is solved by the features of the independent claims. Advantageous developments are the subject of the dependent claims.

The coupling device according to the invention for a motor vehicle drive train with an internal combustion engine, an electric machine, and a transmission device with a clutch for releasably connecting the internal combustion engine with the transmission device, wherein the clutch is arranged in the drive train between the internal combustion engine on the one hand and the electric machine and the transmission device on the other hand , wherein the internal combustion engine and the electric machine are connected to a control device for controlling the internal combustion engine and the electric machine, is characterized in that a torque sensor between the clutch and the transmission device for receiving the applied torque is arranged with the control device for controlling is connected to the electrical machine and the control device suitable and determined for controlling the electric machine depending on the bereitg by the torque sensor data is.

The control of the electric machine as a function of the applied torque at the input of the transmission device allows the reduction of the output torque of the electric machine, especially if a sudden increase in torque, ie in particular a torque increase of more than 100 Nm [Newtonmeter], in particular more than 140 Nm, in a period of less than 200 ms [milliseconds], in particular less than 120 ms, is present. This allows a significant reduction of the noticeable to the driver jerk when engaging and also when starting the engine and in particular a jerk and longitudinal acceleration-free starting and / or engaging the internal combustion engine. A torque sensor is understood to be a sensor by means of which the applied torque can be determined. Preferably, torque sensors are used which are based on the principle of the strain gauge or the inverse magnetostriction. In the inverse magnetostriction, a magnetic, in particular ferromagnetic, sensor body is used whose magnetic field changes due to a deformation. The change in the magnetic field can be detected accordingly. A strain gauge is understood to mean a sensor which changes its electrical resistance during deformations. Here is this changing electrical resistance measurable.

The transmission device may in particular contain a starting clutch. The coupling can also be referred to and / or understood in particular as a connection coupling. The present combination of an internal combustion engine and an electric machine for driving a motor vehicle is referred to as a hybrid drive.

According to an advantageous embodiment of the clutch is associated with an actuator with an eddy current brake for at least partial closure of the clutch.

By the actuator for the clutch, the clutch can be operated, so be on and disengaged. Upon engagement, a frictional engagement between corresponding friction partners of the clutch for releasably transmitting torque between the friction partners and thus rotatably connected elements, while disengaging this connection is disconnected again. The formation of an eddy current brake as part of the actuating device, which may in particular continue to comprise mutually rotatable ramps and a freewheel device, allows a simple embodiment of the actuating device, in particular in combination with an electric machine as part of a hybrid drive.

According to an advantageous embodiment, the actuating device comprises a planetary gear and at least two mutually rotatable ramps comprises.

By using a planetary gear, in particular a multi-stage planetary gear, particularly preferably a two-stage planetary gear, a compact design of the actuator can be achieved.

According to a further aspect of the present invention, a method for operating a drive device for a drive train of a motor vehicle with an internal combustion engine, an electric machine and a transmission device, with a clutch for detachable connection of the internal combustion engine with the transmission device is proposed, wherein the clutch in the drive train between the internal combustion engine on the one hand and the electric machine and the transmission device is arranged on the other hand, wherein a torque sensor between the clutch and the transmission device for receiving the applied torque is arranged and that the data detected by the torque sensor used to control the electric machine.

The inventive method can be carried out in particular in and with a coupling device according to the invention. The details and advantages disclosed for the coupling device according to the invention can be applied and applied to the method according to the invention and vice versa.

According to an advantageous embodiment, the power of the electric machine for reducing the torque output by the electric machine is reduced in a sudden increase in the applied torque.

According to an advantageous embodiment, the jump in the applied torque by a difference amount, the power of the electric machine is reduced so that the output by the electric machine torque is reduced by the difference.

Such a procedure reduces at least significantly noticeable jerking or a corresponding longitudinal acceleration of the vehicle for the driver.

According to an advantageous embodiment, a partial engagement of the clutch is achieved in the exclusive use of the electric machine by using an eddy current brake, so that the internal combustion engine is started by the electric machine.

Thus, in a simple manner, the electric machine can be used to start the internal combustion engine, at the same time a possible jerking by starting the internal combustion engine can be reduced or even prevented.

The invention and the technical environment will be explained in more detail with reference to FIGS. The figures show particularly preferred embodiments, to which the invention is not limited. In particular, it should be noted that the figures and in particular the illustrated proportions are only schematic. Like reference numerals designate like objects. They show schematically:

1 a drive situation of a motor vehicle with hybrid drive;

2 a longitudinal section through a coupling according to a first example;

3 an enlarged view of a portion of a clutch after 2 ;

4 a perspective longitudinal section through a coupling after 2 ;

5 a perspective longitudinal section through the coupling after 2 ;

6 an eddy current brake for an actuator of a clutch according to a second example;

7 an inner stator of an eddy current brake for the actuator of the clutch according to the second example; and

8th a section through a coupling according to a third example.

1 schematically shows a drive situation of a motor vehicle. The motor vehicle has a drive train 1 on top of a transmission device 2 Includes drive coupling, via which the wheels of the motor vehicle can be driven. Further, an internal combustion engine 3 and a electric machine 4 formed, which has an external stator 5 and an inner rotor 6 having. With the stator 6 integrally formed is a coupling 7 about which the internal combustion engine 3 with the drive train 1 can be connected to a service. Internal combustion engine 3 and electric machine 4 are with a control device 8th connected. These are control lines 9 between the internal combustion engine 3 and the controller 8th and between the electric machine 4 and the controller 8th educated. Furthermore, a torque sensor 10 via control lines 9 with the control device 8th connected. The torque sensor 10 Measure this in the drive train 1 initiated torque. This torque can be from the electric machine 4 and / or the internal combustion engine 3 to be provided. As a torque sensor 10 In particular, a sensor based on the inverse magnetostriction is used. The control device 8th is suitable and intended for controlling the electrical machine 4 depending on the torque sensor 10 certain data, that is, depending on the input of the drive train 1 applied torque.

In such a so-called hybrid drive can in certain speed ranges, especially at speeds below a limit speed, the torque exclusively from the electric machine 4 are provided (purely electric driving), while in other speed ranges, for example at very high speeds, the torque exclusively from the internal combustion engine 3 can be provided. In addition, there are situations in which both the electric machine 4 as well as the internal combustion engine 3 with the drive train 1 are connected to the transmission of torque power, for example, in strong accelerations or the like. Of course, also plays the stored and to operate the electric machine 4 electrical energy provided a role, since, for example, in an empty electrical storage, the electric machine 4 can only return torque when this memory is recharged. To charge the electrical storage, the electric machine 4 be operated as an electric generator.

Basically, there is no torque compensation when connecting the internal combustion engine 3 a sudden jump of the applied torque, as when engaging the internal combustion engine 3 suddenly more torque on the powertrain 1 is applied. This is felt by the driver of the motor vehicle as a shock or jerk. To prevent this sudden increase in the applied torque, the signal of the torque sensor 10 be used for compensation, in which the signal of the torque sensor 10 over the signal line 9 to the controller 8th transferred and processed there, so that the output torque of the electric machine 4 can be reduced accordingly, so that the sudden increase in torque can at least be reduced. Furthermore, the arrangement after 1 a dual mass flywheel 11 for natural vibration suppression.

2 shows schematically a longitudinal sectional view of the coupling 7 according to an example. The view extends along a major axis 23 which defines the axial direction and defines a rotation line and along a radial direction perpendicular to the main axis (not shown). Further, a rotational direction about the major axis is referred to as a circumferential direction (not shown).

The first page 13 the clutch 7 For example, with a main shaft 25 with the internal combustion engine 3 be connected to performance and connected to this rotation. The main shaft 25 can also be referred to as a clutch shaft. The main shaft 25 is with at least one clutch disc 27 about a component 29 rotatably connected. Is the clutch 7 designed as a so-called multi-plate clutch, so is a variety of clutch plates 27 with an inner lamellar basket 101 rotatably connected. Furthermore, a freewheel device 31 shown, with an inner ring 33 the freewheel device 31 with the main shaft 25 rotatably connected. In this embodiment form the main shaft 25 that has at least one clutch disc 27 , the component 29 , as well as the inner ring 33 the freewheel device 31 the first page 13 in the clutch 7 , The first page 13 Can also be used as engine side 13 be designated.

A coupling housing 35 is with the electric machine 4 connected to power or rotatably connected. A housing section 37 is rotatable with the housing 35 connected or formed on this. Further, a printing plate 39 and optionally one or more than one intermediate printing plate 41 rotatably with the housing 35 connected. Furthermore, a pressure plate 43 with the housing 35 rotatably connected. The housing 35 , the housing section 37 , the pressure plate 39 , the pressure plate 43 and optionally one or more than one intermediate printing plate 41 form the second page 15 the clutch 7 ,

A power transmission device 44 the clutch 7 is doing through the pressure plate 39 that has at least one clutch disc 27 , the pressure plate 43 and optionally an intermediate printing plate 41 or several intermediate printing plates 41 educated. If the power transmission device 44 the clutch as a single-disc clutch should be designed, so is the pressure plate 39 in the axial direction with the housing 35 connected and is the pressure plate 43 axially limited displacement. The clutch disc 27 is also limited axially displaceable and is between pressure plate 39 and pressure plate 43 arranged. In a disengaged state, no contact force or normal force on the clutch disc 27 exercised. In a partially engaged state, a pressing force on the pressure plate 43 between the pressure plate 43 and the clutch disc 27 as well as between the clutch disc 27 and the printing plate 39 exercised, being between the clutch disc 27 on the one hand and the pressure plate 39 and the attack plate 43 On the other hand, slippage may occur. In a fully engaged clutch state, a higher contact force is applied via the pressure plate 43 between the pressure plate 43 and the clutch disc 27 as well as between the clutch disc 27 and the printing plate 39 exercised, so that a slippage should not occur.

In the present example, the power transmission device 44 the clutch 7 designed as a Lammellenkupplung. There are between the pressure plate 39 and the pressure plate 43 at least two clutch discs 27 and at least one intermediate printing plate 41 alternately provided. Incidentally, the above description regarding the single-disc clutch applies analogously.

An actuating device 46 the clutch 7 preferably includes a ramp device. It is on a ramp ring 45 at least a first ramp 47 is formed and is at the pressure plate 43 is a second ramp 49 educated. Preferably, on the ramp ring 45 a variety of first ramps 47 formed, and are at the pressure plate 43 the same number of second ramps 49 educated. Between each one of the first ramps 47 and one each of the second ramps 49 is preferably a sphere 51 intended. The first ramps 47 and the second ramps 49 are formed so that a relative rotation between the first ramps 47 and the second ramps 49 to an axial displacement between the ramp ring 45 and the pressure plate 43 leads. The illustrated ramp device is purely exemplary. In this respect, the ramp ring 45 exemplary for a variety of possible first switching components 45 , Insofar is also the pressure plate 43 for a large number of possible second switching components 43 , The ramp ring 45 and the first ramps 47 may in particular be formed in one piece. Likewise, the pressure plate 43 and the second ramps 49 be formed in one piece.

An actor 53 For example, an eddy current brake 53 be. The actor 53 acts on a first sun wheel 55 , The first sun wheel 55 stands with a first planetary gear 57 in active connection. In particular, on the first sun gear 55 an outer toothing may be attached and may be attached to the first planetary gear 57 an external toothing be attached so that teeth of the first sun gear 55 and teeth of the first planetary gear 57 mesh with each other.

A second sun wheel 59 stands with the second planetary gear 61 in active connection. In particular, on the second sun gear 59 an external toothing may be attached and may be attached to the second planetary gear 61 an external toothing be attached so that teeth of the second sun gear 59 and teeth of the second planetary gear 61 mesh with each other. A ring gear 63 stands with the second planetary gear 61 in active connection. In particular, at the second planetary gear 61 an external toothing may be attached and may be on the ring gear 63 an internal toothing be attached so that teeth of the second planetary gear 61 and teeth of the ring gear 63 mesh with each other.

The freewheel 31 also has an outer ring 65 on. The outer ring 65 is rotatable with the sun gear 59 connected. For example, the sun gear 59 be designed as freewheeling pot. In particular, the outer ring 65 in the freewheel pot formed second sun 59 Pressed, glued to this or welded with this.

The ring gear 63 is rotatable with the ramp ring 45 , So the first switching component 45 , connected. For example, the ring gear 63 and the ramp ring 45 screwed, glued or welded. Furthermore, the ring gear 63 integral with the ramp ring 45 be formed so that these a first switching element 45 . 63 form. The ring gear 63 can with the ramp ring 45 and the first ramps 47 be formed in one piece.

In 3 is an enlarged view III of a section of 2 displayed. The first planetary gear 57 and the second planetary gear 61 are exemplary with a planetary wave 67 connected. In particular, the first planetary gear 57 , the second planetary gear 61 and the planetary wave 67 be formed integrally. The planetary wave 67 is in a warehouse 69 stored. The warehouse 69 is in the housing section 37 stored. The warehouse 69 may be a rolling bearing, in particular a ball bearing and more preferably a single row ball bearing. The rolling bearing 69 is in the middle between the first planetary gear 57 and the second planetary gear 61 intended. In particular, the rolling bearing 69 in a common center of gravity of the two planet gears 57 . 61 intended. The housing section 37 thus forms a planet carrier. The planet carrier can be designed as a bridge. The planet carrier can also be used as a projection or a variety of overhang of the housing 35 or on the housing 35 be formed. The planet carrier 37 and the clutch housing 35 In any case, they are connected to each other in a torque-proof manner The first planetary gear 57 and the second planetary gear 61 are the planet carrier 37 permanently assigned. In particular, the rolling bearing 69 in a recess of the housing portion 37 fitted and received immovably therein. The planetary wave 67 is thus to the housing section 37 arranged immovably (but rotatable) in the radial direction and circumferential direction.

The first sun wheel 55 and the first planetary gear 57 form a first planetary stage. The second sun wheel 59 and the second planetary gear 61 form a second planetary stage. In particular, form the second sun gear 59 , the second planetary gear 61 and the ring gear 63 the second planetary stage. It is also conceivable that the first sun gear 55 , the first planetary gear 57 and the ring gear 63 form the first planetary stage (not shown). Taken together form the first sun wheel 55 , the first planetary gear 57 , the second sun wheel 59 , the second planetary gear 61 , the ring gear 63 and the planet carrier 37 a two-stage planetary gear 70 , Therefore, a rotational movement of the sun gear influence 55 , a rotational movement of the second sun gear 59 , a rotational movement of the housing section 37 and a rotational movement of the ring gear 63 each around the main axis 23 each other. The two-stage planetary gearbox 70 sums up these four turns. The first planetary gear 57 , the second planetary gear 61 and the planetary wave 67 are about a planetary axis 71 rotatable. Under rotation of the planet carrier 37 the planet wheels are running 57 . 61 around the main axis 23 around.

4 is a perspective, longitudinal sectional view of the coupling 7 looking at two first planet gears 57 , 5 is a perspective, longitudinal sectional view of the coupling 7 looking at two second planet gears 61 , the second sun wheel 59 and the ring gear 63 , Out 4 and 5 is the exemplary relative arrangement of the two-stage planetary gear 70 again clarified. Out 4 and 5 it can be seen that the clutch 7 preferably three first planet gears 57 and three second planet wheels 61 having. The number "three" is merely exemplary. In particular, for example, four planet gears 57 . 61 be provided to advantageously reduce the force acting on a single tooth force according to the number. The rotation or the rotational movement of the planetary gear 70 related to the planetary axis 71 or the planetary axes 71 is through a on the peripheral surfaces of the planets 57 . 61 acting torque balance influenced. The coupling 7 is intended that the clutch housing 35 on the inside of the rotor 11 the electric machine 4 is appropriate. That is, the entire clutch 7 is around the main axis 23 rotatably provided. In a disengaged state, that is, in a state in which neither the first sun gear 55 still the second sun wheel 59 over the first planetary gear 57 and / or the second planetary gear 61 on the ring gear 63 Nevertheless, it is possible that when changing the speed of the housing 35 That is, when changing the speed of the planet carrier 37 and the second switching component 43 , the speeds of the first sun gear 55 , the second sun wheel 59 and the ring gear 63 with the first switching component 45 around the main axis 23 do not change to the same extent. This can be caused in particular by the fact that the inertia of the first sun gear 55 and the parts rotatably connected therewith, the inertia of the ring gear 63 and the parts rotatably connected therewith and the inertia of the second sun gear 59 and the thus non-rotatably connected parts not in a torque balance around the planetary axes 71 are located. Therefore, it is advantageously provided that, according to a development of the invention, these inertia are equal.

In particular, it is provided that these mass inertias on the planetary axis 71 are equal in their effect. Therefore, it is especially provided that on the planetary axis 71 reflected inertia of the first sun gear 55 and the non-rotatably connected parts, from the second sun gear 59 and the part rotatably connected therewith and of the ring gear 63 as well as the thus rotationally connected parts are the same.

6 shows an eddy current brake 53 for an actuating device 46 a clutch 7 according to a second example of a drive train of a motor vehicle, comparable to the actuating device 46 according to 2 , The eddy current brake 53 has a brake stator and a brake rotor 73 on. The brake stator has an inner stator 75 and an outside stator 77 on. 7 shows the inner stator 75 , The inner stator 75 has a first claw pole 79 with a slice section 81 and pole claws 83 on. The inner stator 75 has a second claw pole 85 with a slice section 87 and pole claws 89 on. The inner stator 75 has a central coil 91 on. The pole claws 83 of the first claw pole 79 are on the disc section 81 arranged radially on the outside. The pole claws 83 of the first claw pole 79 are each to the disc section 81 Angled at about 90 ° and each have a free narrow tapered end. The pole claws 83 of the first claw pole 79 are on the disc section 81 arranged distributed in the circumferential direction. Between the pole claws 83 of the first claw pole 79 there are gaps. The pole claws 89 of the second claw pole 85 are on the disc section 87 arranged radially on the outside. The pole claws 89 of the second claw pole 85 are each to the disc section 87 Angled at about 90 ° and each have a free narrow tapered end. The pole claws 89 of the second claw pole 85 are on the disc section 87 arranged distributed in the circumferential direction. Between the pole claws 89 of the second claw pole 85 there are gaps.

The first claw pole 79 with his disc section 81 and the second claw pole 85 with his disc section 87 are on both sides of the central coil 91 arranged. The pole claws 83 of the first claw pole 79 and the pole claws 89 of the second claw pole 85 surround the central coil 91 radially outside. The free ends of the pole claws 83 of the first claw pole 79 and the free ends of the pole claws 89 of the second claw pole 85 are directed against each other. The pole claws 83 of the first claw pole 79 and the pole claws 89 of the second claw pole 85 interlock alternately. The first claw pole 79 and the second claw pole 85 surround the central coil 91 radially inside.

The brake rotor 73 has a cup-like shape with a bottom portion 93 and a wall section 95 on. The brake rotor 73 is with its bottom section 93 at the second claw pole 85 and with its wall section 95 radially outside of the inner stator 75 arranged. The outside stator 77 is performed spoolless and has a thin, flat ring-like shape. The outside stator 77 is magnetically permeable. The outside stator 77 is radially outside of the brake rotor 73 arranged. The inner stator 75 and the outside stator 77 are with a carrier part 97 firmly connected. The carrier part 97 has a flange portion and a hub portion. The carrier part 97 and the outside stator 77 form a box-like receptacle for the inner stator 75 and the brake rotor 73 , The first claw pole 79 is on the flange portion of the support part 97 arranged. The hub portion of the carrier part 97 protrudes through a central recess of the inner stator 75 therethrough. The brake rotor 73 is using a warehouse 99 rotatably on the hub portion of the support member 97 stored.

If higher power is required during operation than the electric machine 4 can give or the electric energy supply is running low, the internal combustion engine 3 by partially closing the clutch 7 started in which the clutch 7 goes into push mode. For this purpose, the eddy current brake 53 closed by applying an electric current, so that within the clutch 7 a speed difference between the first ramps 47 and second ramps 49 arises. This is caused by the planetary gear 70 the ramps 47 . 49 twisted against each other, leaving the clutch 7 partially indented. This will cause the internal combustion engine 3 started, so the electric machine 4 is used for starting the internal combustion engine according to one of claims 3.

Rotates the internal combustion engine during operation 3 at a higher speed than the electric machine 4 , the internal combustion engine 3 so operated in train operation, closes the freewheel device 31 , causing the clutch 7 is fully engaged. Due to the still possibly with load rotating electrical machine 4 However, even in this state still has a relative rotation between the freewheel device 31 and the clutch 7 be possible, thanks to the torque sensor 10 is possible. Then the eddy current brake 53 be deactivated.

When the freewheel device 31 in traction closes, transmits the internal combustion engine 3 a part of its torque over that with the freewheel device 31 second sun gear 59 , the second planetary gear 61 and the ring gear 63 on the hollow wheel side first ramp 47 so that the clutch 7 by further rotation of the ramps 47 . 49 the actuator 46 is fully engaged and then the entire torque of the internal combustion engine 3 can be transmitted in train operation.

To the clutch 7 To close completely, must be a relative rotation between the freewheel device 31 and the clutch 7 to be possible. For this purpose, the torque sensor 10 used, which has a certain elasticity or softness in the direction of rotation or torsion between the main shaft 25 as a connection to the internal combustion engine 3 and thus also to the freewheel device 31 and the inner lamellar basket 101 guaranteed.

In this case, a certain torque quasi in the torque sensor 10 be cached. This can jamming or distortion of the clutch 7 be prevented in the closed state. This is undesirable because, for example, in a change in the operating mode of the train operation to overrun the clutch 7 so long in their strained state would remain until the torque in the opposite direction is greater in magnitude than the torque with which the clutch 7 was previously drawn.

8th shows another example of a coupling 7 , The same components are provided with the same reference numerals, reference is made to the above description. At the clutch 7 are both the clutch discs 27 (Slats) and the freewheel device 31 via a connecting element 103 with the internal combustion engine 3 (not shown here) and via a connecting element 105 with the electric machine 4 connected. Indicates the electric machine 4 (not shown here) to a speed which is greater than the rotational speed of the internal combustion engine 3 , is the freewheel device 31 overhauled, so no torque over the freewheel device 31 is transmitted. Exceeds the speed of the internal combustion engine 3 that of the electric machine 4 , so the freewheel device switches 31 and it becomes part of the engine 3 transmitted torque transmitted, which is referred to as pre-control torque. This pilot torque is via the planetary gear 70 translated and due to the speed difference between internal combustion engine 3 and the electric machine 4 the freely rotatable first ramp 47 twisted. At this time, the clutch is 7 still open, there will be no torque over the clutch 7 transfer.

Once the second ramp 49 has overcome their game, this affects the clutch discs 27 and start with the counterpressure plates 41 to pinch. To the clutch 7 further close, contact force must be built up. For this purpose, a further relative rotation between serving as a pilot element freewheel device 31 and the clutch 7 to be possible. For this purpose, the torque sensor 10 used, which allows a corresponding deformation and therefore as softness in the torsion direction between the connecting element 103 and thus also the freewheel device 31 and the inner lamellar basket 101 serves. This thus stores the introduced torque between and at the same time prevents the clutch 7 stuck in the closed state.

LIST OF REFERENCE NUMBERS

1

 powertrain

2

 transmission device

3

 Internal combustion engine

4

 Electric machine

5

 stator

6

 rotor

7

 clutch

8th

 control device

9

 control line

10

 torque sensor

11

 Dual Mass Flywheel

13

 first page

15

 second page

23

 main axis

25

 main shaft

27

 clutch disc

29

 component

31

 Freewheel device

33

 inner ring

35

 outer ring

37

 housing section

39

 printing plate

41

 Between the pressure plate

43

 pressure plate

44

 Power transmission device

45

 ramp ring

46

 actuator

47

 first ramp

49

 second ramp

51

 Bullet

53

 Actuator, eddy current brake

55

 first sun gear

57

 first planetary gear

59

 second sun wheel

61

 second planetary gear

63

 ring gear

65

 outer ring

67

 planetary shaft

69

 camp

70

 planetary gear

71

 planetary axle

73

 brake rotor

75

 internal stator

77

 outer stator

79

 first claw pole

81

 disk portion

83

 pole claws

85

 second claw pole

87

 disk portion

89

 pole claws

91

 central coil

93

 bottom section

95

 wall section

97

 support part

99

 camp

101

 inner lamellar basket

103

 connecting element

105

 connecting element

Claims (8)

Coupling device for a motor vehicle drive train ( 1 ) with an internal combustion engine ( 3 ), an electric machine ( 4 ), and a transmission device ( 2 ), with a coupling ( 7 ) for releasably connecting the internal combustion engine ( 3 ) with the transmission device ( 2 ), where the coupling ( 7 ) in the drive train ( 1 ) between the internal combustion engine ( 3 ) on the one hand and the electric machine ( 4 ) and the transmission device ( 2 ) is arranged on the other hand, wherein the internal combustion engine ( 3 ) and the electric machine ( 4 ) with a control device ( 8th ) for controlling the internal combustion engine ( 3 ) and the electric machine ( 4 ), characterized in that a torque sensor ( 10 ) between the clutch ( 7 ) and the transmission device ( 2 ) is arranged for receiving the applied torque, which is connected to the control device ( 8th ) for controlling the electrical machine ( 4 ) and the control device ( 8th ) suitable and intended for controlling the electrical Machine ( 4 ) as a function of the torque sensor ( 10 ) is provided. Coupling device according to Claim 1, in which the coupling ( 7 ) an actuating device ( 46 ) with an eddy current brake ( 53 ) for at least partially closing the clutch ( 7 ) assigned Coupling device according to Claim 2, in which the actuating device ( 46 ) a planetary gear ( 70 ) and at least two mutually rotatable ramps ( 47 . 49 ). Coupling device according to Claim 3, in which the planetary gear ( 70 ) is two-stage. Method for operating a drive device for a drive train ( 1 ) of a motor vehicle with an internal combustion engine ( 3 ), an electric machine ( 4 ) and a transmission device ( 2 ), with a coupling ( 7 ) for releasably connecting the internal combustion engine ( 3 ) with the transmission device ( 2 ), where the coupling ( 7 ) in the drive train ( 1 ) between the internal combustion engine ( 3 ) on the one hand and the electric machine ( 4 ) and the transmission device ( 2 ) is arranged on the other hand, characterized in that a torque sensor ( 10 ) between the clutch ( 7 ) and the transmission device ( 2 ) is arranged for receiving the applied torque and that by the torque sensor ( 10 ) recorded data for controlling the electric machine ( 4 ) be used. Method according to Claim 5, in which, with a sudden increase in the applied torque, the power of the electric machine ( 4 ) for the reduction of the by the electric machine ( 4 ) Torque is reduced. Method according to one of claims 5 to 6, wherein the sudden increase of the applied torque by a difference amount, the power of the electric machine ( 4 ) is reduced so that by the electric machine ( 4 ) Torque is reduced by the difference. Method according to one of claims 5 to 7, wherein in the exclusive use of the electric machine ( 4 ) by use of an eddy current brake ( 53 ) a partial engagement of the clutch ( 7 ) is reached, so that by the electric machine ( 4 ) the internal combustion engine ( 3 ) is started.

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