DE102017211258A1 - Drive train arrangement and motor vehicle - Google Patents

Abstract

The invention relates to a drive train arrangement with a flywheel device (4) and a flywheel clutch assembly (3), wherein the flywheel clutch assembly (3) has an actuating device (19) with at least one actuating piston (20, 30), characterized in that at least the actuating piston (20, 30) and the actuating piston bearing part of the actuating device (19) rotatably connected to the flywheel device (4) ist.Der also relates to a motor vehicle.

Description

The invention relates to a drive train arrangement with a flywheel device and a flywheel start clutch arrangement, wherein the flywheel start clutch arrangement has an actuating device with at least one actuating piston.

Torsionsdämpferanordnungen, for example, dual-mass flywheels, found in the drive train of a motor vehicle for damping torsional vibrations. These can be combined with centrifugal pendulums, it can also be used several torsion damper in a drive train.

In hybrid powertrains, there is a problem that a torsional damper assembly connected to the engine is to be accelerated in an electric motor operation for starting the engine with the engine. Accordingly, the electric motor must maintain a corresponding power reserve.

Therefore, it is known to provide a flywheel starting clutch in front of the torsion damper arrangement, so that the internal combustion engine can be decoupled from the drive train during electromotive operation, but the torsion damper arrangement can be used as flywheel mass and energy store. The torsion damper thus acts as a flywheel device and rotational energy storage.

In such structures, however, a lot of space in axial length is claimed.

Proceeding from this, it is an object of the present invention to provide a flywheel starting arrangement, with which in a hybridized drive train in the axial direction space can be saved.

To solve this problem, it is proposed that at least the actuating piston and the actuating piston bearing part of the actuating device is rotatably connected to the flywheel device.

By making part of the flywheel clutch assembly part of the flywheel assembly by being non-rotatably coupled, more energy can be stored in the flywheel assembly. The flywheel device can thus build smaller in the axial direction, since a part of the mass is in the flywheel clutch assembly.

The part which supports the pistons may in particular be an intermediate wall, which will be described in more detail below.

Preferably, the flywheel device is designed as a torsion damper assembly.

Preferably, the torsion damper assembly can receive the flystart clutch assembly. As a result, for example, saved from the outset at least a portion of the housing of the flywheel clutch assembly and thus further axial space can be obtained.

Preferably, the torsion damper assembly may be formed as a dual mass flywheel. A dual-mass flywheel differs from other torsion damper arrangements in particular in the ratio of the masses of primary and secondary side.

Advantageously, the flywheel start clutch assembly may include a friction clutch and a dog clutch. In this case, the friction clutch can advantageously be designed so that they alone can transmit the entire negative torque in the pulling direction and the dog clutch can take over the remaining torque in the pulling direction. For example, with negative torques in the direction of pull of 600 Nm, the friction clutch can lift it alone or be designed, for example, to 700 Nm, so that a safety reserve is available. If the maximum torque in the pulling direction is 2,000 Nm, the dog clutch is designed so that it can transmit 1,400 Nm. The positive torque in the pulling direction is therefore transmitted together when the 700 Nm is exceeded by both clutches, while the negative torques can be taken over by the friction clutch alone. As a result, in particular rattling noises on the dog clutch can be avoided.

Advantageously, the flywheel clutch assembly may include an actuator having at least two actuating pistons. The flywheel clutch assembly accordingly has a wet-running operation. Since the clutch or clutches of the flywheel clutch assembly are arranged in the wet space of the torsion damper assembly, the clutches are accordingly also wet running.

As a piston are basically understood all parts of the operation that follow the pressure chamber. An actuating piston can therefore be designed in several parts. Preferably, however, it is designed in one piece.

Quite generally, the flywheel clutch assembly comprises at least one clutch, which may be basically wet or dry running. The use of two pistons results only when using at least two clutches. Even then, the embodiment or combination of a friction clutch and a dog clutch is a preferred embodiment, for example, a friction clutch and a freewheel or other variations are conceivable.

Advantageously, a jaw member of a dog clutch may be formed on one of the pistons. Accordingly, one of the clutches is designed as a dog clutch. Due to the design of the claw element on the piston, two functions can be combined on one component, whereby a compact design can be realized.

Furthermore, a friction surface of the friction clutch may be formed on one of the pistons. Then, the other piston is formed as part of the coupling, which in turn a plurality of functions are formed on a single component. As a result, the number of components can already be reduced at these points. This can be done independently of the design of the other piston.

Advantageously, a jaw member of a dog clutch may be formed on one of the pistons. Accordingly, one of the clutches is designed as a dog clutch. Due to the design of the claw element on the piston, two functions can be combined on one component, whereby a compact design can be realized.

Preferably, the actuating device may have a single supply line. This is the case even if the flywheel clutch assembly has multiple clutches. These are namely not independent of each other to operate, but yes, the clutches are indeed transmitted together the positive torques in the pulling direction. Accordingly, the actuation takes place in the case of normally-opened couplings, the engagement and in the case of normally-closed couplings the disengagement, according to a predefinable pattern. Accordingly, the pressurized areas of the actuating pistons may have a predetermined ratio that is selected in dependence on at least one biasing element. In normally-opened couplings, biasing elements may be present to bring the couplings into a defined home position. When engaging, this biasing force is overcome. This can be designed differently for the individual clutches. By selecting the pressurized surfaces then quite defined engagement conditions can be selected in which the respective other clutch is engaged. For example, the friction clutch may be engaged first. If it then already transmits a defined torque in slip mode, the dog clutch is engaged. This moment can be precisely defined by the selection of the pressure surfaces. Thus, therefore, the dog clutch can be engaged depending on the engagement state of the friction clutch.

Upon disengagement, in this example, the friction clutch is the one that remains closed longer. This is advantageous because it allows a jerk-free disengagement.

This always applies if the friction clutch is engaged first regardless of whether the clutches are formed as normally-opened clutches or normally-closed clutches. In a mixed training of the couplings can be achieved the same procedure, even if a clutch to engage and the other to operate to disengage.

Advantageously, the friction surface may be formed as a friction cone. This piston may preferably be used or arranged on the output side of the friction clutch.

On the input side of the friction clutch may advantageously be arranged a friction element that is connected to one or the input hub. In particular, the friction element may be a lamella. The friction clutch preferably has a single lamella. Then the friction clutch is formed as a kind of single-disc friction clutch, the clutch disc is extremely simple.

Advantageously, the friction surface on the piston is cone-shaped. Accordingly, the friction element, in particular the lamella, is then arranged obliquely.

Advantageously, a part of the housing of the torsion damper assembly is a friction surface of the friction clutch. In particular, this part of the housing can be located on the output side of the friction clutch and at the same time belong to the primary side of the Torsionsdämpferanordnung.

Advantageously, the actuating device can have a single supply line. This makes it possible that the actuator is charged via the transmission input shaft with oil. As a result, expensive lines for the oil of the actuator can be avoided.

Advantageously, the pistons can be mounted on an intermediate wall of the torsion damper arrangement. In a further development, the oil supply can also be formed on this intermediate wall be. In contrast to the usual procedure, namely to arrange the pressure chamber and the piston on existing components of the clutch, it is advantageous in a flywheel clutch assembly, if this has a larger flywheel. Accordingly, the additional partition is connected to the Torsionsdämpferanordnung. Conversely, connecting to the hub or hubs on the input side would only increase the weight of the flywheel clutch assembly. But so the flywheel can be increased. At the same speed while a larger rotational energy can be stored.

Preferably, the intermediate wall between the primary side and the secondary side may be arranged. At this point, the most space-saving installation is possible.

Advantageously, the intermediate wall can be supported on an input hub. The support can be done via two radial shaft seals. Then, at this point, the supply of oil in the partition can be done.

The intermediate wall may have at least one passage opening for oil. Then cooling oil of the couplings can be forwarded. The at least one passage opening is preferably arranged radially outside the clutch or couplings of the fly-starting clutch arrangement. Then the oil is guided by the prevailing centrifugal forces to the openings.

The pistons can be arranged on the same side of the torsion damper arrangement, in particular on the same side of the intermediate wall. The engagement movement can take place towards the housing or towards the interior of the torsion damper arrangement. Preferably, a movement towards the housing. This results in an extremely space-saving design.

Alternatively, the pistons may be arranged on different sides of the intermediate wall. In this structure, it is possible to design the input hub in two parts, whereby the friction clutch and the dog clutch can be decoupled. This is possible with an arrangement of both pistons on the same side only with great effort.

As described, the intermediate wall is preferably connected to the primary side of the torsion damper arrangement. More preferably, the fly-starting clutch arrangement is preferably arranged between the primary side and the secondary side of the torsion damper arrangement. In this case, the primary side of the torsion damper assembly form part of the housing of the torsion damper assembly.

Advantageously, the actuating device can have a single pressure chamber. As already described, the engagement of the clutches can be designed via the design of the pressurized surfaces. Then a single pressure chamber is sufficient, so valves for controlling the pressure chambers can be omitted.

Preferably, the torsion damper assembly may have two input hubs. As already described, the couplings can thereby be decoupled.

Advantageously, all of the torque can be transmitted via the flywheel clutch assembly. Of course, this is only possible if the torsion damper assembly is installed and transmits torque. Accordingly, the structure is such that all the torque is transferable via the fly-starting clutch assembly.

Advantageously, the actuator assembly of the flywheel clutch assembly may form part of the flywheel assembly of the torsion damper assembly. As a result, as described, the storable rotational energy can be increased. This results, for example, when the intermediate wall of the primary side of the torsion damper assembly is connected and the actuating arrangement is formed in the intermediate wall.

Preferably, the primary side of the torsion damper assembly may be supported on an input hub of the flywheel clutch assembly. In this case, the primary side forms part of the housing of the torsion damper assembly, which again space is saved in the axial direction.

Advantageously, the dog clutch may be formed as a radial claw clutch. This means that the teeth of the dog clutch point in the radial direction.

Preferably, at least one clutch of the flywheel clutch assembly may be formed as a normally-opened clutch. Preferably, both clutches of the flywheel clutch assembly may be formed as normally-opened clutches. This is advantageous when the motor vehicle is approached via the electric motor and accordingly emits no moment at the start of the motor vehicle, the engine. Then there is no actuating pressure available to open the clutches. Thus, an additional pumping device can be avoided.

In addition, the invention relates to a motor vehicle with a Torsionsdämpferanordnung. The Motor vehicle is characterized in that the torsion damper assembly is formed as described.

• 1 einen Antriebsstrang;
• 2 eine Torsionsdämpferanordnung in einer ersten Ausgestaltung, und
• 3 eine Torsionsdämpferanordnung in einer zweiten Ausgestaltung.

Further advantages, features and details of the invention will become apparent from the following description of exemplary embodiments and figures. Show.

• 1 a drive train;
• 2 a torsion damper assembly in a first embodiment, and
• 3 a torsion damper assembly in a second embodiment.

1 shows a drive train 1 with an internal combustion engine 2 , a fly start clutch assembly 3 , a momentum device 4 , a separating clutch 5 an electric motor 6 and a gearbox 7 , The electric motor 6 can be configured as a single electric motor or as a series-connected electric motors, it is essential here that the electric motor 6 in front of the gearbox 7 on the drive train 1 attacks.

The swing start clutch arrangement 3 is characterized by its location in front of the flywheel device 4 out. This is due to the particular function of the flywheel clutch assembly 3 that only the high travel of the internal combustion engine 2 serves and otherwise the torque of the engine 2 transfers. By providing the swing start clutch assembly 3 is it possible to use the electric motor 6 to design with lower power reserves, making this cheaper to produce. In this case, the swing start clutch arrangement separates 3 the internal combustion engine 2 from the rest of the powertrain in purely electronic operation, the electric motor 6 drives in pure electric motor operation so also the flywheel device 4 as energy storage. The additional power that the electric motor 6 but this must apply in purely electric motor operation is less than the power reserve that would be needed if the electric motor 6 to start the engine not only this but also the flywheel device 4 would have to accelerate.

Overall, during operation of the electric motor 6 So to provide slightly more power to the flywheel device 4 to keep going. For this, the electric motor 6 but overall be designed weaker, as in the flywheel device 4 stored energy then to start the engine 2 can be used.

The swing start clutch arrangement 3 In particular, it is not a starting clutch since it is not used to move the motor vehicle. Regardless of whether the motor vehicle is already in motion or not, the flywheel clutch assembly is used 3 only to the internal combustion engine 2 to start. It is therefore interpreted by the interpretation forth, for example, in relation to the removal of heat differently interpretable as a starting clutch. In this respect, the different function, for example, in the amount of material of the pressure plate noticeable.

2 shows a torsion damper assembly 8 as a flywheel device 4 , The swing start clutch arrangement 3 is within the torsion damper assembly 8th and thus also within the inertia facility 4 arranged.

The swing start clutch arrangement 3 includes a friction clutch 9 and a dog clutch 10 , Due to the structure explained in more detail also form most parts of the flywheel clutch assembly 3 a part of the flywheel device 4 , This therefore consists of the torsion damper assembly 8 and parts of the flywheel clutch assembly 3 ,

Starting on the input side of the flywheel start clutch assembly 3 are in the embodiment after 2 two input hubs 12 and 14 , Through the input hubs 12 and 14 the torque can be split and so the dog clutch 10 be protected against torque changes. The input hubs 12 and 14 can do it like in 2 shown with the crankshaft 16 bolted, but they can also be positively connected via a Hirth toothing with the crankshaft. Further alternatively, the input hubs 12 and 14 be connected via a plate assembly with the crankshaft. In this case, the crankshaft can be screwed to a first plate and this with a second, which in turn is connected to the two input hubs. This results in an axially elastic connection between the crankshaft and the input hubs 12 and 14 ,

With the input hub 12 is as a friction element 18 a slat connected. This is on a hub shield of the input hub 12 attached. The input side of the friction clutch 9 accordingly includes the input hub 12 with hub shield and the lamella 18 ,

For actuating the friction clutch 9 and the dog clutch 10 has the torsion damper assembly 8th an actuator 19 on.

The output side of the friction clutch 9 points next to the actuating piston 20 as part of the actuator 19 also the housing part 22 on. The housing part 22 is also the primary part of the torsion damper assembly 8th , advantageously, can the friction surface 24 on the housing part 22 in the oblique part, in particular at a bend 26 be arranged.

The actuator piston comprises part saving 20 a friction cone 28 , which is also arranged on the output side. The friction clutch 9 is accordingly designed as a single-disc friction clutch, wherein the clutch disc is designed as a lamella and the output-side friction partners on the one hand on the actuating piston 20 and on the other hand on the housing part 22 are formed. Accordingly, the output side of the friction clutch becomes 9 realized exclusively by already existing on the torsion damper or on the actuator components.

The input hub 14 forms the entrance of the dog clutch 10 , wherein the actuating piston 30 also the claw element of the dog clutch 10 represents. The claw clutch 10 is designed as a radial claw clutch, which is why the gears 32 and 34 are formed in the radial direction. The counter teeth 36 and 38 are on the one hand on the input hub 14 and on the output hub on the partition 40 , The partition 40 stores the actuating pistons 20 and 30 , while she is with the housing part 22 connected.

In addition, a part of the supply leads 42 through the partition 40 where both pistons 20 and 30 through the single supply line 42 are operable. The pressurized surfaces 44 and 46 become dependent on the biasing elements 48 and 50 chosen so that the engagement of the dog clutch 10 For example, in a defined engagement state of the friction clutch 9 can be done. That is the actuating surface 44 the friction clutch 9 greater and for example the force of the biasing element 48 smaller, so the friction clutch 9 is first indented. Only at a defined engagement state of the friction clutch 9 then becomes the force of the biasing element 50 overcome, so that the claw clutch 10 is indented. The pretensioning elements 48 and 50 are preferably designed as tension springs, so that the friction clutch 9 and the dog clutch 10 are designed as normally-opened couplings.

In the embodiment shown form the partition 40 and the actuating piston 20 and 30 a part of the flywheel device 4 , So they belong to the rotational energy storing mass, via the electric motor 6 is kept rotating while the internal combustion engine is decoupled.

Only the input hubs 12 and 14 and the friction element 18 are with the crankshaft 16 and thus with the internal combustion engine 2 connected. Only these parts are therefore not part of the flywheel device 4 ,

On the secondary side, the torsion damper arrangement 8th a secondary element 52 on that also the output of the torsion damper assembly 8th forms. This is from the housing part 54 enclosed, with the housing part 22 connected is. The housing part 22 is by means of a warehouse 56 on the input hub 12 supported. Further thrust bearings 58 separate the partition 40 from the input hubs 12 and 14 ,

The housing parts 22 and 54 enclose a wet space, wherein the torsion damper assembly 8th and the friction clutch 9 and the dog clutch 10 are designed wet running.

At the exit of the torsion damper assembly 8th is arranged a centrifugal pendulum. A second torsion damper arrangement also follows before the separating clutch 5 , These are in the scheme 1 So between the flywheel device 4 and the disconnect clutch 5 arranged.

3 shows a further embodiment of the torsion damper assembly 8th , In contrast to 2 are the actuating piston 20 and 30 on the same side of the partition 40 arranged, so only a single input hub 16 is available. The partition 40 but is still with the housing part 22 and thus connected to the primary side also becomes part of the friction clutch 9 through the housing part 22 and by the actuating piston 20 as already too 2 described formed.

Apart from the equilateral arrangement of the actuating piston 20 and 30 as well as the reduction of the number of input hubs otherwise the remarks to 2 on 3 be transmitted. The same reference numerals designate functionally the same components.

LIST OF REFERENCE NUMBERS

1

powertrain

2

internal combustion engine

3

Momentum starting clutch arrangement

4

Flywheel device

5

separating clutch

6

electric motor

7

transmission

8th

torsional damper

9

friction clutch

10

claw clutch

12

input hub

14

input hub

16

crankshaft

18

friction

19

actuator

20

actuating piston

22

housing part

24

friction surface

26

cranking

28

friction cone

30

actuating piston

32

gearing

34

gearing

36

counter teeth

38

counter teeth

40

partition

42

supply

44

area

46

area

48

biasing member

50

biasing member

52

secondary element

54

housing part

56

camp

58

thrust

60

input hub

Claims (23)

A power train assembly comprising a flywheel assembly (4) and a flywheel clutch assembly (3), wherein the flywheel clutch assembly (3) comprises an actuator (19) having at least one actuating piston (20, 30), characterized in that at least the actuating piston (20, 30) and the the actuating piston (20, 30) overlapping part of the actuator (19) rotatably connected to the flywheel mass means (4). Drive train arrangement after Claim 1 , characterized in that the fly start clutch assembly (3) comprises a friction clutch (9) and a dog clutch (10). Drive train arrangement after Claim 2 , characterized in that the friction clutch (9) with an actuating piston (20) is actuated and on the actuating piston (20) of the friction clutch, a friction surface, in particular a friction cone (28) is formed. Drive train arrangement according to one of Claims 2 or 3 , characterized in that the jaw clutch (10) with an actuating piston (30) is actuated and on the actuating piston (30), a jaw member of the dog clutch (10) is formed. Drive train arrangement according to one of the preceding claims, characterized in that the fly start clutch arrangement (3) has an actuating device (19) with at least two actuating pistons (20, 30). Drive train arrangement after Claim 5 , characterized in that the actuating device has a single supply line (42). Drive train arrangement according to one of Claims 5 or 6 , characterized in that the pistons (20, 30) are mounted on an intermediate wall (40) in the Torsionsdämpferanordnung (8). Drive train arrangement according to one of Claims 5 to 7 , characterized in that the pistons (20, 30) on the same side of the torsion damper assembly (8), in particular on the same side of the intermediate wall (40), are arranged. Drive train arrangement according to one of Claims 6 to 7 , characterized in that the pistons (20, 30) are arranged on opposite sides of the intermediate wall (40). Drive train arrangement according to one of Claims 5 to 9 , characterized in that the intermediate wall (40) is connected to the primary side of the Torsionsdämpferanordnung (8). Drive train arrangement according to one of Claims 5 to 10 characterized in that the pressurized surfaces (44, 46) of the pistons (20, 30) have a predetermined ratio selected in dependence on at least one biasing element (48, 50). Drive train arrangement according to one of Claims 5 to 11 , characterized in that the actuating device (19) has a single pressure chamber (42). Drive train arrangement according to one of the preceding claims, characterized in that the fly-starting clutch arrangement (3) is arranged within a flywheel mass device, in particular a torsion damper arrangement (8). Drive train arrangement after Claim 13 characterized in that a part of the housing (22) of the torsion damper assembly (8) is a friction surface (24) of a friction clutch (9) of the flystart clutch assembly (3). Drive train arrangement according to one of Claims 13 or 14 , characterized in that the actuating device (19) of the fly start clutch arrangement (3) forms part of the flywheel mass of the torsion damper arrangement (8). Drive train arrangement according to one of Claims 13 to 15 , characterized in that the flystart clutch assembly is disposed within the housing (22, 54) of the torsion damper assembly (8). Drive train arrangement according to one of Claims 13 to 16 , characterized in that the torsion damper assembly (8) includes a wet space. Flywheel clutch assembly according to one of the preceding claims, characterized in that the fly-starting clutch assembly (3) has two input hubs (12, 14). Drive train arrangement according to one of Claims 1 to 17 , characterized in that the fly-starting clutch assembly (3) has exactly one input hub (60). Drive train arrangement according to one of the preceding claims, characterized in that the entire torque via the fly-starting clutch assembly (3) is transferable. Drive train arrangement according to one of the preceding claims, characterized in that a friction element (18) of a friction clutch (9) of the fly-starting clutch assembly (3) rotatably connected to an input hub (12, 14, 60) is connected. Drive train arrangement after Claim 17 , characterized in that the friction element (18) is designed as a friction plate. Motor vehicle with a drive train arrangement (1), characterized in that the drive train arrangement (1) is designed according to one of the preceding claims.

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