DE102018103519A1 - Hybrid module with a rotation axis - Google Patents

Abstract

The invention relates to a hybrid module (1) having an axis of rotation (2) for a drive train (3) of a motor vehicle (4), comprising at least the following components: - a torque receiver (7) for receiving a torque from an electrical machine (8); - A dry multi-plate clutch (9) with two lamella baskets (10,11), wherein in the outer basket (10) at least one outer fin (12,13,14,15) and in the inner basket (11) to the number of outer plates (12 , 13,14,15) corresponding number of inner disks (16,17,18) are mounted axially movable, so that they form a disk set (19), wherein for transmitting a torque, the disk set (19) is axially compressible, wherein in the disk set ( 19) the at least one outer lamella (12, 13, 14, 15) and the corresponding number of inner lamellae (16, 17, 18) have a plurality of friction pairings (27, 28) by means of mutually facing friction surfaces (30, 31, 32, 33) ) form. The hybrid module (1) is primarily characterized in that the friction coefficient of a friction pair (27) in the rigid opposite side (84) is greater than the coefficient of friction of a friction pair (28) in the displaceable contact side (83) .With the hybrid module proposed here a multi-plate clutch has an increased available friction force for increased transmittable torque and / or reduced size and / or increased life.

Description

• - eine Drehmomentaufnahme zur Aufnahme eines Drehmoments von einer elektrischen Maschine;
• - eine trockene Lamellenkupplung mit zwei Lamellenkörben, wobei in den Außenkorb zumindest eine Außenlamelle und in den Innenkorb eine zu der Anzahl der Außenlamellen korrespondierende Anzahl von Innenlamellen axial bewegbar eingehängt sind, sodass sie ein Lamellenpaket bilden,

wobei zum Übertragen eines Drehmoments das Lamellenpaket axial verpressbar ist, wobei im Lamellenpaket die zumindest eine Außenlamelle und die korrespondierende Anzahl von Innenlamellen mittels paarig einander zugewandten Reibflächen eine Mehrzahl von Reibpaarungen bilden. Das Hybridmodul ist vor allem dadurch gekennzeichnet, dass der Reibkoeffizient einer Reibpaarung bei der starren Gegenseite größer ist als der Reibkoeffizient einer Reibpaarung bei der verschiebbaren Anpressseite. Die Erfindung betrifft weiterhin einen Antriebsstrang mit einem solchen Hybridmodul und ein Kraftfahrzeug mit einem solchen Antriebsstrang.The invention relates to a hybrid module having an axis of rotation for a drive train of a motor vehicle, comprising at least the following components:

• - A torque receiver for receiving a torque from an electric machine;
• a dry multi-plate clutch with two lamella baskets, wherein in the outer basket at least one outer disk and in the inner basket a number of outer disks corresponding to the number of inner disks are axially movably mounted, so that they form a disk set,

wherein for transmitting a torque, the disk set is axially compressible, wherein in the disk set the at least one outer disk and the corresponding number of inner disks by means of pairs facing each other friction surfaces form a plurality of friction pairings. Above all, the hybrid module is characterized in that the friction coefficient of a friction pairing in the rigid opposite side is greater than the friction coefficient of a friction pairing in the displaceable contact pressure side. The invention further relates to a drive train with such a hybrid module and a motor vehicle with such a drive train.

Hybrid modules are known from the prior art which are adapted to couple a torque of an (additional) electric machine into the (conventional) drive train comprising an internal combustion engine with a drive shaft and a transmission with a transmission shaft. The hybrid module includes a port for or includes the (additional) electric machine and a friction clutch for releasably engaging the electric machine for torque transmission. The electric machine is such as an alternator, for example, these replacing, deviating from, usually axially parallel to the engine axis of the internal combustion engine arranged and means of a traction drive, such as a (wedge) belt drive, connected to the transmission shaft and / or the drive shaft, wherein the Friction clutch is interposed. According to another embodiment, the electric machine is arranged coaxially to the motor axis, that is aligned with the drive shaft, wherein the friction clutch is arranged connected to the rotor of the electric machine in the center of the electric machine.

In a configuration in which the friction clutch is releasably connected to the drive shaft, this friction clutch is also referred to as K0 [clutch zero]. In a configuration in which the friction clutch is releasably connected to the transmission shaft, this friction clutch is also referred to as K1 [clutch-one]. With the electric machine, a torque can be transmitted to the drive shaft and / or to the transmission shaft, as a result of which a torque delivered by the drive shaft can be superimposed, that is to say a so-called boost takes place. In some applications, it is also possible to start the internal combustion engine, that is, to tow the drive shaft out of the way, by means of the electric machine. This makes it possible to dispense with the previously used starter and starter ring gear. Furthermore, in some applications, the electric machine is operable as a generator, so set up for converting a torque inputted from the outside into electrical energy. The externally introduced torque is introduced by the transmission, so for recuperation, or the internal combustion engine, wherein the electrical energy can be delivered directly or via a memory to an electrical consumer.

In some applications, another electric machine is provided as an electric drive motor, by means of which (for example, purely) electric driving is possible. This electric drive motor outputs a torque parallel to the internal combustion engine or alone to the transmission. The latter is called purely electric driving. The internal combustion engine then serves as an energy source, for example as a so-called range extender, when the electrical storage no longer have sufficient energy available. This takes place in the form of a torque output to the transmission and / or charging of the electrical storage via the electric machine of the hybrid module. If the corresponding switching states of the internal combustion engine are both available separately, both a K0 clutch and a K1 clutch are required, the friction clutch of the hybrid module then forming the K0 clutch and the K1 clutch in the torque train starting from the drive shaft toward the transmission is followed by the hybrid module.

In many applications, it is desirable to carry out the friction coupling of the hybrid module with a small outside diameter. In order nevertheless to be able to transmit required torques, a multi-disc clutch is therefore preferably used, wherein preferably a dry multi-disc clutch is used, which has a simpler implementation and a sufficient wear resistance for the application. In addition, the efficiency is higher due to the lower co-rotating mass in comparison to a wet multi-plate clutch, in which the cooling liquid is entrained in the rule.

A multi-plate clutch has at least one friction plate and a corresponding number of counter plates. The number of counter blades is determined by the design of the multi-plate clutch. A friction plate generally has in the axial direction on the left and on the right each a friction surface, which should be brought into a pressed contact with a friction surface of the counter-lamella side. The friction plates are mounted in a slat basket, such as the so-called outer basket, axially displaceable. The counter blades are mounted in a further slats basket, corresponding, for example, the so-called inner basket, axially displaceable. The friction plates should therefore be able to be brought into contact with the left and right in the axial direction with a corresponding friction surface. For this purpose, a pressure plate or Anpresslamelle is provided on an outer side, for example, left from left to right first friction plate, which on the first friction plate side facing, for example, right, a first (gegenlamellenseitige) friction surface and on the opposite side, corresponding, for example, left , Has a force application surface for introducing a contact force. On the other outer side, for example, the right of the last friction lamella from left to right, a corresponding friction surface on the opposite side of the lamella is formed by the lamella-side lamellar basket, for example the inner basket, itself. In such a configuration results in a corresponding number (n-1) of (on both sides friction surfaces having) opposite lamellae one less than the number (n) of the friction plates. But there are also other configurations possible, with the smallest possible number of fins the highest possible number of friction pairings should be sought.

To transmit a torque, the lamellae of the disk set are axially pressed together and so a torque is frictionally transferable, which corresponds to the product of the mean radius of the friction surfaces, the contact pressure, the coefficient of friction and the number of friction pairings in a first approximation. For example, the contact force is provided by a Zentralausrücker in the center of the lamellae baskets a diaphragm spring, also referred to simply as a plate spring leaves a deflected position in an engaged position due to disengagement, so that the spring force of the diaphragm spring is applied to the pressure plate or Anpresslamelle. Under certain circumstances, further elements are interposed axially, such as a modulation spring and / or a Anpresstopf, the Anpresstopf preferably also forms the transmission element between the Zentralausrücker and the diaphragm spring and / or between the diaphragm spring and the modulation spring.

If no torque is transmitted, the fins of the disk set are axially spaced apart, for example by the Zentralausrücker deflects the diaphragm spring and thus prevents the initiation of the spring force of the diaphragm spring on the disk set. The slats are self-spaced in the manner of a slip clutch due to opposing torque or are actively separated from each other by a spring device. A disconnection means that then no contact is present, so no torque is transferable, or that the remaining axial force in the direction of the plate pack compressive spring force is so small that the still transferable drag torque negligible or at least for the opposing forces in the system is sufficiently low. For example, the torque that can be transmitted is so small that the electric machine can not be set in rotation by the transmittable torque.

A lamellar basket, also referred to as a lamellar cup, is connected to a shaft hub or integrally forms such a shaft hub, so that this lamella basket can be permanently connected with the drive shaft and / or transmission shaft to transmit torque. For example, this is the outer basket. The other slat basket is connected to a torque receiving, corresponding, for example, the inner basket, wherein the torque receiving means is a traction pulley or a rotor or a rotor connection. The torque absorption is preferably set up both for receiving and for delivering a torque, so that, for example, a boost, ie a torque absorption of the electric machine to the multi-plate clutch, as well as a generator operation, ie a torque output to the electric machine is made possible by the multi-plate clutch.

In the present case, a dry multi-plate clutch to be found, which has a low susceptibility to wear at a high torque to be transmitted by means of the disk set.

On this basis, the present invention has the object, at least partially overcome the known from the prior art disadvantages. The features of the invention will become apparent from the independent claims, to which advantageous embodiments are indicated in the dependent claims. The features of the claims may be combined in any technically meaningful manner, and to this end, the explanations of the following description and features of the figures may be used, which include additional embodiments of the invention.

• - einen Antriebswellenanschluss zur Aufnahme eines Drehmoments;
• - einen Getriebewellenanschluss zur Abgabe eines Drehmoments;
• - eine Drehmomentaufnahme zur Aufnahme eines Drehmoments von einer elektrischen Maschine;
• - eine trockene Lamellenkupplung mit zwei Lamellenkörben, nämlich einem Außenkorb und einem Innenkorb, wobei in den Außenkorb zumindest eine Außenlamelle und in den Innenkorb eine zu der Anzahl der Außenlamellen korrespondierende Anzahl von Innenlamellen axial bewegbar eingehängt sind, sodass die zumindest eine Außenlamelle und die korrespondierende Anzahl von Innenlamellen ein Lamellenpaket bilden,

wobei zum Übertragen eines Drehmoments zwischen der Drehmomentaufnahme und dem Antriebswellenanschluss und/oder dem Getriebewellenanschluss, das Lamellenpaket axial verpressbar ist, wobei ein Übertragen eines solchen Drehmoments im unverpressten Zustand des Lamellenpakets unterbrochen oder auf ein ausreichend geringes Schleppmoment reduziert ist,
wobei im Lamellenpaket die zumindest eine Außenlamelle und die korrespondierende Anzahl von Innenlamellen als Reiblamelle und Gegenlamelle ausgebildet sind, welche mittels paarig einander zugewandten Reibflächen eine Mehrzahl von Reibpaarungen bilden, wobei das Lamellenpaket eine verschiebbare Anpressseite und eine starre Gegenseite aufweist, und wobei eine Mehrzahl von Gegenlamellen und/oder Reiblamellen vorgesehen sind. The invention relates to a hybrid module having an axis of rotation for a drive train of a motor vehicle, comprising at least the following components:

• - A drive shaft connection for receiving a torque;
• a transmission shaft connection for delivering a torque;
• - A torque receiver for receiving a torque from an electric machine;
• - A dry multi-plate clutch with two lamellae baskets, namely an outer basket and an inner basket, wherein in the outer basket at least one outer fin and in the inner basket to the number of outer plates corresponding number of inner plates are mounted axially movable, so that the at least one outer fin and the corresponding number of inner disks form a disk set,

wherein for transmitting a torque between the torque receiving and the drive shaft connection and / or the transmission shaft connection, the disk set is axially compressible, wherein a transmission of such torque in the unpressed state of the disk set is interrupted or reduced to a sufficiently low drag torque,
wherein in the disk pack, the at least one outer disk and the corresponding number of inner disks are formed as a friction plate and counter blade, which form a plurality of friction pairings by means of mutually facing friction surfaces, wherein the disk set has a displaceable contact side and a rigid opposite side, and wherein a plurality of counter blades and / or friction plates are provided.

Above all, the hybrid module is characterized in that the friction coefficient of a friction pairing in the rigid opposite side is greater than the friction coefficient of a friction pairing in the displaceable contact pressure side.

Reference is here made to the aforementioned axis of rotation when the axial direction, radial direction or the direction of rotation and corresponding terms are used without explicitly indicating otherwise. It should be noted that the hybrid module is generally not formed as a whole rotationally symmetrical to the axis of rotation. The axis of rotation is only that axis about which a torque can be delivered to the drive shaft and / or gear shaft or from which a torque can be absorbed. For example, in an axis-parallel arrangement of the electric machine, this has a parallel to the axis of rotation torque axis. Then the pulley and the centrally disposed therein dry multi-plate clutch is rotationally symmetrical or at least balanced to the rotation axis formed. In addition, the dry multi-plate clutch is shortened only referred to as multi-plate clutch.

The hybrid module is, for example, for a conventional drive train with a conventional drive unit, such as an internal combustion engine, and a conventional consumer, such as a propulsion device, such as drive wheels of a motor vehicle, set up. Alternatively, the hybrid module can be used in a fully electric drive train, wherein the drive shaft connection can then be connected to the rotor shaft (drive shaft) of a (further) electric machine, which forms a drive motor, instead of an internal combustion engine. Especially in motor vehicles, the available space is low and the performance requirements and efficiency requirements are very high. In addition, strict requirements with regard to maintainability and mountability are specified in such an application. The hybrid module proposed here is particularly suitable for use, for example, in a conventional, non-electrified powertrain, wherein the hybrid module can be used without additional or with only a small additional space requirement in the conventional drive train.

The hybrid module has a drive shaft connection, for example a toothed ring, preferably with an (outer) spline, which is indirectly or directly connected to a drive shaft of a drive machine, such as an internal combustion engine or an electric drive motor, permanently transmitting torque. In an indirect connection of the toothed ring and the drive shaft, for example, a corresponding tooth receptacle is formed by a flywheel, preferably a dual mass flywheel, wherein this flywheel is interposed between the drive shaft and the hybrid module. Thus, only a comparative torque is transmitted from the drive shaft to the hybrid module. Excessive torque fluctuations are so dampened by means of the flywheel or the dual mass flywheel or delayed, and thus more evenly transmitted.

Furthermore, the hybrid module has a transmission shaft connection, which can be connected to transmit torque to the transmission shaft of a transmission of the drive train. Such a Transmission shaft connection, for example, as a shaft hub, preferably with an (internal) spline, formed, which is permanently connected with a corresponding hub receiving means of axial insertion into one another to transmit torque. If the multi-plate clutch of the hybrid module is set up as a K0 clutch, a K1 clutch is still provided between the transmission shaft and the transmission shaft connection in many cases, so that the transmission shaft connection is only indirectly connected to a transmission shaft. The transmission is the torque transmitting connection to a consumer, in a motor vehicle, inter alia, for example, the drive wheels for the propulsion of the motor vehicle, often a transmission gear, such as a manual transmission or a continuously variable transmission (CVT: Continuous Variable Transmission) is arranged.

Furthermore, the hybrid module has a torque absorption, via which a torque transmission between the electric machine for the hybrid module and the multi-plate clutch is provided. The torque absorption is, for example, a traction pulley on which a traction means, such as a V-belt, can be clamped, so that a tensile force of the traction means can be transmitted as torque to the traction pulley. In another embodiment, the torque receiving is connected to the rotor and the electric machine for the hybrid module, so that the magnetic driving force of the stator is directly transferable to the multi-plate clutch by means of the torque absorption. The torque absorption is formed in this embodiment, for example, as a rotor carrier or as the (entire) rotor.

The lamella baskets of the multi-plate clutch form a pair of torque transmission and combine the task of a reliable torque transmission with the task of keeping the respective (friction) lamellae axially displaceable. The two lamella baskets overlap each other axially, wherein the inner basket is arranged radially inside the outer basket. In the inner basket inner slats are suspended, that is, the inner slats have on their inner circumference a connection to the inner basket, so that the friction surface area is axially movable and at the same time mounted torque-transmitting in the inner basket. According to a conventional embodiment, the inner disks have an internal toothing, wherein a plurality of toothed flanges with a corresponding number of tooth receptacles, which is formed on a corresponding outer circumference of the inner basket, are suspended axially displaceably. In this embodiment, a torque by means of a concern of the tooth flanges on the tooth holder in the circumferential direction is transferable. To ensure that the inner disks are axially displaceable, a clearance fit is provided, so that at an applied torque in the one (circumferential) direction, for example, a so-called thrust torque from the drive shaft, for example, in a clockwise direction, abut the tooth holder. In a reverse torque transmission direction, corresponding for example in a so-called drag torque, for example in the counterclockwise direction, for example, starting from the electric machine for the hybrid module, so from the torque absorption, rest in the other circumferential direction of the tooth holder.

The same applies to the outer basket. In a preferred embodiment, the outer basket is correspondingly arranged with a radially inwardly directed tooth receptacle for the outer disk with a corresponding external toothing on the outer circumference of the outer disk, in which case also a clearance fit and a mutual concern of the (outer) tooth flanges of the outer disk at a thrust moment in comparison present at a drag torque.

The outer disks and inner disks are arranged as described above, and for transmitting a torque from the outside, for example by means of a diaphragm spring, axially compressible, so as to form a frictional force transmission between the respective friction pairings between outer disk and inner disk. The disk pack is ( 1 ) normally closed or ( 2 ) normally open, so without external force, for example, by a Zentralausrücker, in case ( 1 ) closed, so that a torque in the desired nominal height (rated torque) is transferable. Only when applying a force from the outside, for example by means of the z Zentralausrückers, the disk set is in case ( 1 ), so that no or only a sufficiently low (drag) torque can be transmitted by means of the disk pack. In case ( 2 ), it is vice versa, that therefore only when applying a force from outside a torque in the desired nominal height is transferable.

In a preferred embodiment, the outer disks are designed as friction disks and the inner disks are designed as counter disks. Alternatively, the inner disks are designed as friction disks and the outer disks as counter disks. Furthermore, an embodiment can be implemented, in which a part of the outer disk is formed as a friction disk and another part of the outer disk as a counter-blades and according to the inner disks are partially formed as a counter-blades and partially as friction disks. The counter blades are characterized in particular by the fact that they have a high wear resistance and preferably over a required life no, a negligible or at least one such have low wear that they do not need to be replaced. The friction plates, however, are characterized in that they are formed at least friction surface side of a material, which together with the counter-blades form a relatively high stimulus coefficient, for example in the range of above 0.2 [two tenths] to 0.4 [four tenths], for example 0 , 28 [twenty-eight hundredths].

Conventionally, such friction plates are formed from a solid material, for example by means of stamping, wherein the solid material forms a friction surface, which is preferably set up without further treatment for the corresponding coefficient of friction. Particularly preferably, the friction plates are integrally formed, so that they form a circumferential ring, on which, for example, tooth flanges on the outer circumference (as outer plate) or on the inner circumference (as inner plate) are provided. Furthermore, for some applications, the friction plates on passages and / or radial grooves, for example, for improved cooling of the friction plate at least in the open state of the disk set.

The inner disks and the outer disks are at a torque transmission in at least one of the circumferential directions with, for example, your tooth flanges in the tooth receptacle of the respective slats basket in force-transmitting contact, so that there is a friction in the axial displacement slats. This frictional force counteracts the (axial) contact force in the axial direction, so that the contact force applied to the friction pairings is reduced as a result of this axially oppositely directed frictional force and from the displaceable Anpressseite to the rigid opposite side, so for example from a Anpresslamelle towards the rear fins or the lamellar basket forming a friction surface continues to decrease. This results in comparison of the friction pairings to each other a decreasing friction power towards the rigid opposite side.

For this purpose, it is now proposed that the coefficient of friction on the friction pairings in the comparison of the slats is not constant to each other. This is achieved, for example, by the fact that friction plates are used with different materials and / or surfaces. In another variant, the material and / or the surface of the counter-blades is different. In one embodiment, the frictional coefficient of the friction pair influencing properties are provided on both the friction plates and the counter blades.

It is true that a higher coefficient of friction results in a higher heat input, at least during the synchronization process, ie with the present relative rotational speed in frictional contact. For many materials for a higher coefficient of friction also applies that they are less resistant to wear and / or more sensitive to high temperatures. In addition, because opposing axial forces are present during the engagement process of the disk set, an anpressseitige lamella at each engagement earlier than a mutual blade or at a lower contact force brought into frictional contact. So it occurs at the first lamella much more often and with a higher contact force a synchronization process with relative speed. Here, therefore, a low-wear friction lining is advantageous.

In a particularly simple embodiment, two or more different materials are used for the friction-effective surfaces for the equilateral fins, so that at least two different coefficients of friction are present. For example, two or more different materials are used as solid material for the friction plates and / or two or more different surface treatments carried out, thereby to create a different coefficient of friction in cooperation with, preferably conventional counter-fins. According to one embodiment, the frictional coefficients are carried out in a staggered increasing manner from the contact pressure side to the counterpart side, preferably in proportion to the decrease in the contact force acting on the respective frictional pairing.

• - Kunststoff;
• - Keramik; oder
• - (beispielsweise Sinter-) Metall,

bevorzugt versehen mit Partikeln mit hoher Reibleistung und/oder mit einer Faserverstärkung versehenes Material.In an advantageous embodiment, the friction plate is formed of solid material, and preferably carried out conventionally, wherein the friction plate is inexpensive, for example by means of punching produced. Subsequent joining methods are not necessary for this. The solid material is a material with, for example, a high surface roughness and / or a high adhesion effect with the respective friction surface of the counter-blade. The material can be produced from a variety of different materials. For example, such a solid material or generally the friction material of the Radlamelle, from:

• - plastic;
• - ceramics; or
• - (for example, sintered) metal,

preferably provided with particles with high friction and / or provided with a fiber reinforcement material.

The counter-blade is preferably made of a steel, preferably also formed of solid material, more preferably stamped, in which case the focus is preferably on a high heat capacity and good wear resistance. Particularly preferably, the friction surfaces of the counter blades are not further but have an intrinsic surface following from the manufacturing process of the sheet for the raw material of the counter-blade.

In this alternative embodiment, the friction plate is designed in several parts, wherein a carrier, for example, an annular disc, is provided, on which a friction lining is applied, for example by means of rivets and / or as a coating. Here, the friction material is formed only outside of the sliding contact and the carrier has a surface finish, which results in sliding contact with the respective lamellar basket in a lower coefficient of friction compared to that of the friction lining of the counter blades. For example, the support is made of metal, preferably rolled sheet material, so that a metal-metal contact with a (conventional) lamellar basket is formed. Preferably, this contact pairing is designed such that it leads to a higher wear on the carrier than on the relevant lamellar basket. Here, for example, a coefficient of friction of 0.1 [one-tenth] is achieved.

According to an advantageous embodiment of the hybrid module, the at least one outer lamella forms the friction lamella.

In this preferred embodiment, the outer plates used all together each form a friction plate. This has the advantage that the material of the friction plate, which tends to be loadable with lower peripheral forces, can be formed in sliding contact over a larger number of contact surfaces, for example toothed flanges, for example in the case of solid material, because the outer circumference offers more space for this. This reduces the specific (circumferential) force on the individual surface pairings in sliding contact. In addition, so that the axially acting friction force in sliding contact with appropriate design is lower. With a suitable selection of materials according to the above and following explanations, however, this advantageous effect can also be compensated or (clearly) overcome in a design with the at least one inner lamella or at least some of the inner lamellae as a friction lamella.

• - Gleitbeschichtung;
• - Wärmebehandlung;
• - Pressung beim Press-Stanzen aus einem Blechmaterial;
• - umformende Bearbeitung; und
• - spanende Nachbearbeitung.

According to an advantageous embodiment of the hybrid module, the friction plate and / or the relevant lamellar basket in sliding contact at least one of the following treatments:

• - lubricious coating;
• - heat treatment;
• - Pressing during press-punching from a sheet metal material;
• - forming machining; and
• - machining post-processing.

In order to achieve a reduction of the coefficient of friction in sliding contact with the relevant lamellar basket, with preferably increased coefficient of friction in the friction pair, the measures mentioned are particularly advantageous with regard to various aspects. The sliding coating is, for example, in an embodiment of the friction blade of a solid material, advantageous because only a single additional step (applying the lubricious coating) and otherwise a conventional structure and a conventional manufacturing method can be used. In addition, a variety of different materials for such a coating are available, so that a variety of material combinations for a friction reduction in sliding contact with a high coefficient of friction in the disk set in the friction pairings can be achieved.

Also advantageous is a heat treatment, by means of which the material properties, such as surface properties, of the friction plates in sliding contact is variable. A heat treatment has the advantage that it remains particularly stable and permanently stable over a long service life.

In a similar manner as the heat treatment, the pressing of the area of the friction plates in sliding contact has the advantage of longevity and, moreover, can be integrated into a stamping process, so that a conventional punching process can be replaced by a press-punching and thus the number of production steps remains the same. As a result of the pressing, the surface roughness can be reduced and / or the sliding surface can be enlarged in sliding contact, so that the surface pressure in the circumferential direction is reduced and thus the friction force in the axial direction is reduced.

The reshaping process has, similar to the pressing, the advantage that it can be integrated into a stamping process, for example by deep-drawing, pushing or stamping, which can be carried out as a post-processing in one step or in a further step. During the forming machining, it is possible to produce specifically friction-reducing surfaces and / or an enlargement of the sliding surface in sliding contact, so that the resulting axial frictional force is reduced.

Furthermore, a machining finish is advantageous in which, for example, surface structures, in particular a surface roughness, can be reduced in such a way that the resulting axial frictional force is correspondingly reduced. A machining reworking is, for example, a grinding of at least the sliding surface in the sliding contact of the friction plates.

Preferably, the treatments mentioned here are used in a friction plate of a solid material, so that a conventional friction plate with the additional treatment leads to a reduced coefficient of friction in sliding contact with the relevant lamellar basket.

If this is a reduction in the surface roughness, this does not necessarily mean a reduction in the roughness amplitude. On the contrary, according to one embodiment, the roughness amplitude is increased and / or evened, whereby an adhesion effect and / or the total contact surface in the region of the sliding contact (in comparison to the associated friction surface) is reduced.

According to an advantageous embodiment of the hybrid module, the counter-plates and / or the friction plates from the contact side towards the opposite side to a heat capacity increasing in comparison to each other.

According to this advantageous embodiment, the heat capacity of the lamellae, for example the counter blades, increases toward the opposite side. By this is meant that the heat capacity of a lamella is different than the heat capacity of another equilateral lamella, for example in the case of an inner lamella inside lamella; and so different that the heat capacity of the lamella closer to the opposite side is greater than the heat capacity of the lamella closer to the contact side.

In a preferred embodiment, the outer diameter and the inner diameter of such lamellae with different heat capacity are identical. The heat capacity is determined for example via the thermal mass. The thermal mass is changed in this case by means of a different disk thickness, ie the dimensions in the axial direction. The thickness of the pane thus increases in comparison of the at least two equilateral lamellae from the contact side towards the opposite side.

In a preferred embodiment, the friction plates are designed with a constant thermal mass and / or a constant slice thickness compared to each other. The heat conduction of the friction material is often so small that a noticeable effect on the removal of the heat introduced as a result of the friction loss under the space requirements or due to material-specific insulation effects is not meaningful. Thus, if this task is taken over by the counter blades, which are preferably formed of a good heat-conducting material, such as steel, alone, the friction plates are as thin as possible under the mechanical requirements shapable. This is, for example, axial, space for comparatively thick counter blades obtained. Alternatively or additionally, the thermal mass of the first, so next to the Anpressseite next lamella designed so low that thereby additional, for example, axial, space is obtained, which for the rear, preferably for the last, so to the opposite side next, slat usable is.

Particularly preferably, the thermal mass on the equilateral lamellae is increasingly designed so that the temperatures reached in the friction pairings, preferably the surface of the friction plates, the friction linings for a design maximum load not exceed a maximum allowable temperature. As a result, (almost) the same signs of wear occur on all friction disks, so that all friction disks are worn out and have to be replaced when reaching a limit wear. However, already in operation due to a corresponding design, for example, while maintaining a conventional, preferably both radial and axial space, a reduction of the temperatures achieved in all friction pairings achieved by compared to a conventional embodiment, the contact force to achieve a same or larger transferable Torque is reducible. Thus, a limit temperature at the same time high friction loss is significantly reduced.

In one embodiment, the respective heat capacity is designed differently only for the counter-blades. In another embodiment, the respective heat capacity is designed differently only in the friction plates. In yet another embodiment, the respective heat capacity is different from each other both in the case of the counter blades in comparison of the counter blades and in the friction plates compared to the friction plates, preferably such that the temperature at the respective friction pairings over the entire plate package is almost equal.

For example, a nearly equal temperature is a relative deviation of ± 10 ° C [ten degrees Celsius], more preferably less than ± 5 ° C.

The heat capacity can also be changed, for example, by using a different material, for example a material with a high heat capacity for the last fin and a material with a comparatively lower heat capacity for the first fin.

According to an advantageous embodiment of the hybrid module, the counter disks and / or the friction disks each have a central disk radius, wherein the average disk radii are different from the contact side towards the opposite side in comparison to each other,
wherein preferably the middle disc radii are designed differently in that the disc outer radii are constant in comparison to each other and the respective inner disc radii is designed differently from the contact side towards the opposite side.

According to this advantageous embodiment, the average disk radius is compared to the respective slats designed differently from each other, in such a way that the respective limit temperature of the respective friction material is achieved taking into account the decreasing from the contact side towards the opposite side (effective) contact pressure. As a result, the average wheel radius of a friction pair with a larger friction coefficient, for example the last friction pair immediately at the opposite side, smaller than a friction pair with a smaller coefficient of friction, for example, the first friction pair directly at the contact side, if the temperature resistance of the last friction pair is less than at the first friction pairing.

In a preferred embodiment, the average disk radius is different in the direction towards the opposite side of the disk pack by the disk outer radius is kept constant and the disk inner radius is different. As a result, the effective friction surface is different for the last lamella than for the first lamella. Thus, the friction pressure is different assuming a same contact pressure at the first lamella as in the last lamella.

However, because the effective contact force decreases towards the last lamella, according to the previous example, with a smaller mean disc radius at the last lamella, the friction pressure is increased in comparison to a last lamella having a conventionally equal mean disc radius.

According to an advantageous embodiment of the hybrid module, the at least one outer plate forms the friction plate and the at least one inner plate forms the counter plate.

In this preferred embodiment, the outer plates used all together each form a friction plate and the inner plates used the counter plates. This has the advantage that the material of the friction plate, which tends to be loadable with lower peripheral forces, can be formed in sliding contact over a larger number of contact surfaces, for example toothed flanges, for example in the case of solid material, because the outer circumference offers more space for this. Thus, the specific (Umfangskraft-) force is reduced at the respective individual surface pairings in sliding contact. In addition, so that the axially acting friction force in sliding contact with appropriate design is lower.

According to a further aspect, the invention relates to a drive train, comprising a drive machine with a drive shaft, a transmission with a transmission shaft and an electric machine, wherein the electrical machine by means of torque absorption of a hybrid module according to an embodiment as described above between the drive shaft and the transmission shaft engageable is, by a torque from the electric machine by means of the multi-plate clutch of the hybrid module releasably on the drive shaft and / or on the transmission shaft, and vice versa, transferable.

The drive train is configured to transmit a torque provided by a drive machine, for example an internal combustion engine or an electric drive motor, and output via its drive shaft for at least one. An exemplary consumer is at least one drive wheel of a motor vehicle and / or an electric generator for providing electrical energy. Conversely, a recording of an inertial energy introduced, for example, by a drive wheel can also be implemented. This inertial energy is preferably transmitted by means of the hybrid module to the electric machine which can be operated as a generator for recuperation, that is to say for the electrical storage of the braking energy. Furthermore, in a preferred embodiment, a torque from the internal combustion engine and from the electric machine by means of the multi-plate clutch to a consumer transferable. In this respect, reference is made here to the known requirements for a drive train, for example when used in a motor vehicle.

To selectively transmit the torque and / or by means of a gearbox with different ratios or to separate a transmission of torque from the electric machine and / or the internal combustion engine of a consumer, the use of the multi-plate clutch described above is particularly advantageous. By the transferable Torque is increased at the at least one rear pair of friction with respect to the there effective contact pressure, either the total transferable torque is increased and / or the heat input due to reduced coefficient of friction on the at least one front friction pair is reduced. By the latter measure, a longer life and / or a greater contact pressure and / or a more uniform wear on the friction plates can be achieved. This achieves a transferable torque which is larger with the same installation space or, conversely, with reduced installation space, an equal torque can be transferred.

According to a further aspect, the invention relates to a motor vehicle, comprising at least one drive wheel, which is drivable by means of a drive train according to an embodiment as described above.

Most motor vehicles today have a front-wheel drive and therefore preferably arrange the at least one drive machine, for example an internal combustion engine and / or a (further) electric drive motor, and / or the (at least one) electric machine, in front of the driver's cab and transversely to the main drive direction. The space is particularly low especially with such an arrangement and it is therefore particularly advantageous to use a hybrid module of small size. Similarly, the use of a hybrid module in motorized two-wheeled, for which a significantly increased performance is required with the same space.

This problem is exacerbated in passenger cars of the small car class according to European classification, but which are currently in the focus of a hybridization. The functional units used in a passenger car of the small car class are not significantly reduced compared to passenger cars larger car classes. Nevertheless, the available space for small cars is much smaller. The powertrain described above has a multi-plate clutch particularly long maintenance-free life and / or small size. At the same time a high desired nominal torque is transferable with a small actuation path. In addition, the production of the hybrid module is virtually unchanged conventional executable and / or the production of the hybrid module cost.

Passenger cars are assigned to a vehicle class according to, for example, size, price, weight and power, and this definition is subject to constant change according to the needs of the market. In the US market, cars of the class small cars and microcars are classified according to European classification of the class of Subcompact Car and in the British market they correspond to the class Supermini or the class City Car. Examples of the small car class are an Alfa Romeo Mito, Volkswagen Polo, Ford Fiesta or Renault Clio. Well-known full hybrids in the small car class are the BMW i3, the Audi A3 e-tron or the Toyota Yaris Hybrid.

• 1: ein Hybridmodul mit koaxial angeordneter elektrischer Maschine;
• 2: ein schematisch dargestellter Antriebsstrang mit koaxial angeordneter elektrischer Maschine;
• 3: ein Hybridmodul mit Zugmittelscheibe;
• 4: ein schematisch dargestellter Antriebsstrang mit Zugmitteltrieb und achsparallel angeordneter elektrischer Maschine;
• 5: ein Ausschnitt eines Hybridmoduls mit Rotor an der Drehmomentaufnahme;
• 6: ein Antriebsstrang in einem Kraftfahrzeug mit Hybridmodul; und
• 7: ein Lamellenpaket mit unterschiedlichen Reibmaterialien.

The above-described invention will be explained in detail in the background of the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is not limited by the purely schematic drawings in any way, it being noted that the drawings are not dimensionally accurate and are not suitable for the definition of size ratios. It is shown in

• 1 a hybrid module with a coaxially arranged electrical machine;
• 2 a schematically illustrated drive train with coaxially arranged electrical machine;
• 3 : a hybrid module with pulley;
• 4 : A schematically illustrated drive train with traction drive and axially parallel arranged electrical machine;
• 5 : a section of a hybrid module with rotor at the torque absorption;
• 6 a powertrain in a motor vehicle with hybrid module; and
• 7 : a disc pack with different friction materials.

Ordinal numbers used in the preceding and following descriptions, unless explicitly stated to the contrary, are for the purpose of distinctness only and do not disclose the order or ranking of the designated components. Also, using ordinals does not necessarily mean that there is an additional (similar) component with a different ordinal number.

In 1 is a hybrid module 1 shown in section, in which an electric machine 8th with a radially outer stator 49 and a radially inner rotor 48 coaxial with a rotation axis 2 arranged and with a corresponding torque absorption 7 by means of a dry multi-plate clutch 9 with a drive shaft connection 5 releasably connected to transmit torque. At the far left in the illustration here is a drive receiver 54 , For example, a screw for a crankshaft of a piston engine, provided which at the same time the primary mass 52 a dual mass flywheel 50 forms. About a spring damper 53 is a secondary mass 51 with the drive shaft connection 5 connected. The drive shaft connection 5 So here is only indirectly with a drive shaft 39 (see 2 and 9 ) connected. On the far right in the illustration is a gear shaft hub 67 provided with an axial spline, which on a transmission shaft 41 (see 2 or 9 ) is torque-transmitting connectable. The transmission shaft hub 67 is here with a friction disk 62 a K1 coupling 60, wherein the friction disc 62 axially between an axially movable pressure plate 61 and an axially rigid counter-plate 63 is arranged. The pressure plate 61 the K1 coupling is by means of a pressure spring 64 , For example, designed as a diaphragm spring actuated, the pressure spring 64 on a co-rotating clutch cover 70 is axially supported. The K1 Coupling can be considered part of the hybrid module 1 are regarded, however, is usually only as a hybrid module, the component in the torque curve as shown on the left of the counter-plate 63 as a hybrid module 1 designated. The K1 Coupling 60 is according to the latter definition with the hybrid module 1 here via a module connection 66 connected, screwed here, being up to the transmission shaft connection 6 of the hybrid module 1 a module shaft 65 is ordered between. Alternatively, the module connection 66 defined as transmission shaft connection. Again, due to the optional provision of a K1 clutch 60, the transmission shaft connection 6 or the module connection 65 only indirectly, and here also solvable, with a gear shaft 41 (see 2 and 9 ) connected. The terms drive shaft connection 5 and gear shaft connection 6 are therefore to be understood as the drive-side torque connection or the transmission-side torque connection. It should be noted that in other embodiments, the order of a flywheel, for example, two-mass flywheel 50 as shown here, hybrid module 1 and friction clutch 60 according to this illustration, in the torque flow from the drive side is arranged such that the friction clutch 60 as K0 coupling between the multi-plate clutch 9 and the dual mass flywheel 50 is arranged. However, the embodiment shown here has the advantage that a conventional design of the dual mass flywheel 50 and the friction clutch 60 executable, with only the hybrid module 1 axially interposed, for example, as a replacement for a conventional torque converter. In addition, here is the torque arm 69 via a module housing 68 easily executable on a motor housing, not shown, because the necessary axial bridging length is low.

To the drive shaft connection 5 , which is designed here as a pot with splines, is an outer basket 10 , here by rivet, torque-tight connected. Radial inside with axial overlap is an inner basket 11 arranged and between the two wave baskets 10 and 11 is with alternating, so changing radially outside on the outer head 10 and radially inside of the inner basket 11 , suspended (outer and inner) slats a disc pack 19 educated. The outer basket 10 and the inner basket 11 form together with the disk pack 19 a dry multi-plate clutch 9 which forms a K0 coupling here. The inner basket 11 is with the transmission shaft connection 6 torque-resistant connected. For axial compression of the disk pack 19 to which in 5 Further details are explained on the contact page 83 an actuating pot 56 provided, which here between a diaphragm spring 55 and an (optional) modulation spring 59 is arranged so that an axial force due to biased arrangement of the diaphragm spring 55 on the disk pack 19 is transferable. The axially movable slats 12 to 18 are when introducing a contact force on the operating pot 56 towards the basket plate 76 of the inner basket 11 So to the other side 84 , pressed. To open the here by means of the diaphragm spring 55 normally closed disc packs 19 is a release piston 57 , For example, a Zentralausrückers provided, which on the operation pot 56 via a release bearing 58 rotationally decoupled axially acting, so that the diaphragm spring 55 axially, here in the direction of the drive shaft connection 5 , is deflected.

If now, for example, an electrical storage to be charged, and at the same time a transmission 40 (see 9 ) is to be acted upon by an additional (electric) drive motor (not shown) with a torque, the K1 clutch 60 is open and the multi-plate clutch 9 , here the K0-clutch 72, closed. Likewise, this switching state applies to a rear torque curve, for example, for starting the internal combustion engine 38 (see 2 ). For recuperation of existing inertial energy in the transmission or a rolling motor vehicle and / or for accelerating the motor vehicle 4 (see 9 ), the K0 clutch 72 is opened and the K1 clutch 60 is closed. To boost a torque from the internal combustion engine 38 on the gearbox 40 by means of an electrical torque output from the electric machine 8th for the hybrid module 1 Both the K0 clutch 72 and the K1 clutch 60 are closed.

In 2 is a schematic diagram of a powertrain 3 shown, wherein the internal combustion engine 38 for example by means of two pistons on a crankshaft, here the drive shaft 39 , Is shown and by means of its drive shaft 39 over a dual mass flywheel 50 over one Secondary ground terminal 73 with a K0 coupling 72 connected is. Instead of the internal combustion engine 38 is also a (further) electric drive motor used. Furthermore, an electric drive motor as the only drive machine and / or as an internal combustion engine 38 can be used parallel drive unit. In this embodiment, this K0 coupling forms 72 not part of the hybrid module 1 but the K1 coupling 60 , which the dry multi-disc clutch 9 forms. This is the gear shaft connection 6 directly with a gear shaft 41 of the transmission 40 arranged, with the transmission 40 here purely symbolic the hybrid module 1 with a drive wheel 42 respectively 43 connects (compare 9 ). The electric machine 8th is coaxial with the drive shaft 39 arranged, wherein radially outward a stator 49 a rotor 48 drives. The rotor 48 is with the torque absorption 7 torque-tight connected or integrally formed. In this embodiment is about the module shaft 65 the torque absorption 7 and the drive shaft connection 5 with the multi-plate clutch 9 connected.

In 3 is a hybrid module 1 in a basically same configuration as in 1 shown. Deviating from the illustration in 1 is here as torque absorption 7 a pulley 71 formed, on which an unillustrated traction means 74 (see 4 ), here a V-belt, is aufspannbar. The traction device 74 is for transmitting one of an electric machine, not shown 8th (see 4 ) generated torque or to the electric machine 8th set up to be transmitted torque. The electric machine 8th preferably fulfills the same functions as in a coaxial arrangement, for example as in 1 shown. The pulley 71 is here in one piece with the inner basket 11 educated. Incidentally, the description goes to 1 directed.

In 4 is schematically a powertrain 3 with a hybrid module 1 as it is for example in 3 is shown. Instead of the internal combustion engine 38 is also a (further) electric drive motor used. Furthermore, an electric drive motor as the only drive machine and / or as an internal combustion engine 38 can be used parallel drive unit. On the far left in the illustration is an internal combustion engine 38 again shown with two pistons on a crankshaft, which is the drive shaft 39 forms. The drive shaft 39 is here about a dual mass flywheel 50 with a drive shaft connection 5 , which the secondary mass connection 73 forms, with the multi-plate clutch 9 , which forms a K0 coupling 72, releasably connected to transmit torque. About a traction device 74 For example, a V-belt, the rotor 48 , which from a stator 49 is drivable, an electric machine 8th , which are axially parallel to the drive shaft 39 is arranged, with a corresponding torque absorption 7 , which as preferably in one piece as Zugmittelscheibe 71 is formed, dry multi-plate clutch 9 connected. Via the gear shaft connection 6 , or the module connection 65 , is the hybrid module 1 detachable by means of a K1 coupling 60 with a gear shaft 41 connected. The gear 40 is here as in 2 purely symbolically represented and forms a, for example, switchable translating torque connection to at least one drive wheel 42 respectively 43 (see 9 ).

In 5 is a hybrid module 1 represented, as for example in 1 is shown, wherein here the same reference numerals as there are intended to serve orientation, but their detailed description compared to the description in 1 should not be repeated unnecessarily. Here is the focus on the description of the multi-plate clutch 9 and, moreover, refer to the corresponding previous description. The multi-plate clutch 9 includes a disc pack 19 , wherein alternately inside-basket-side fins 75 and 16 to 18 and outer basket side (outer) fins 12 to 15 are provided. The axial force receiving Anpresslamelle 75 is arranged in the illustration on the far left, with the disk pack 19 shown here compressed by the diaphragm spring 54 with its resulting from the bias axial force on the actuator pot 56 acts such that the (optional) module spring 59 is compressed on block (see illustration in 1 with disengaged diaphragm spring 59 ). Thus, the Anpresslamelle 75 axially in the illustration to the right against the first outer disk 12 , the first outer lamella 12 against the first counter-blade 16 , the first counter-blade 16 against the second outer disk 13 , the second outer lamella 13 against the second counter-blade 17 , the second counter-blade 17 against the third outer lamella 14 , the third outer lamella 14 against the third counter-blade 18 , the third counter blades 18 against the fourth outer disk 15 , and the fourth outer lamella 15 against the basket plate 76 , which are here in one piece from the inner basket 11 is formed, pressed. The first outer lamella 12 here forms the first friction plate 20 , the second outer lamella 13 the second friction plate 21 , the third outer lamella 14 the third friction plate 22 , and the fourth outer lamella 15 the fourth friction discs 23 , Accordingly, here forms the first inner plate 16 the first counter-blade 24 , the second inner lamella 17 the second counter-blade 75 and the third inner lamella 18 the third counter-blade 26 , The execution of the outer plates 12 to 15 as friction plates 20 to 23 and according to the inner plates 16 to 18 as counter blades 24 to 26 is executable in another embodiment also reversed or mixed. The contact lamella 75 is then as appropriate Slat with friction material, for example, at least lamellenpaketseitigem friction lining to perform. Exemplary (pars pro toto) on the first friction plate 20 the two friction pairings of such a friction plate are marked in the illustration. This is on the other friction plates 21 to 23 accordingly transferable. The first friction plate 20 forms on the left a first Reiblamellenseitige friction surface 30 , which with a right gegenlamellenseitige friction surface 33 a first friction pairing 27 forms. As shown on the right, the first friction plate comprises 20 a right Reiblamellenseitige friction surface 31 , which with a left gegenlamellenseitige Gegenreibfläche 32 the first counter-blade 24 a second friction pairing 28 forms. Furthermore, here is in 5 the location of a sectional view AA shown as fragmentary in 6 is shown.

In 6 is a powertrain 3 comprising an internal combustion engine 38 , a drive shaft 39 , a hybrid module 1 , an electric machine 8th , a gear shaft 41 a gearbox 40 and a torque transmitting connected left drive wheel 42 and right drive wheel 43 , shown schematically. Instead of the internal combustion engine 38 is also a (further) electric drive motor used. Furthermore, an electric drive motor as the only drive machine and / or as an internal combustion engine 38 can be used parallel drive unit. The electric machine 8th is here with her rotor axis 81 paraxial to the axis of rotation 2 , So the motor axis 46 arranged. Your rotor shaft 80 is by means of a traction device 74 via a pulley 71 permanently transmitting torque with the hybrid module 1 connected. The electric machine 8th is thus parallel to the internal combustion engine 38 operated. Furthermore, in one embodiment, another friction clutch, for example, as in 4 illustrated, and another electric drive motor, preferably for purely electric driving, provided (not shown). The powertrain 3 is here in a motor vehicle 4 arranged, wherein internal combustion engine 38 with its motor axis 46 transverse to the longitudinal axis 45 in front of the driver's cab 44 is arranged.

In 7 is a disc pack 19 shown schematically in section. The contact pressure 88 acts on the contact lamella 75 and thus moves the disk pack from the contact side 83 away to the opposite side 84 so the last friction plate 23 against the basket plate 76 of the inner basket 11 is pressed. Here is the slice thickness 93 as a counter-blade 24 to 26 executed inner fins 16 to 18 constant. Because now the friction loss and thus the respective sum of the individual contact force losses 89 from the first counter-blade 24 until the last counter-blade 26 increases and generally at an engagement process, the contact-side friction plates 20 and 21 first and thus be charged more often, for example, if an engagement process is terminated early and the anti- plate friction plates 22 and 23 are not or only slightly charged. Here is shown a variant in which the different friction coefficients in the friction pairings 27 and 28 be achieved by the first friction plate 20 and the second friction plate 21 with a first friction material 86 and the third friction plate 22 and the fourth friction plate 23 with a second friction material 87 are executed. The first friction material 86 causes a lower coefficient of friction with the respective counter blades 24 and 25 , as well as the pressure lamella 75 (first friction pairing 27 ) as the second friction material 87 with the respective counter blades 25 and 26 , as well as the basket plate 76 (second friction pairing 28 ). In this case, the (friction-active surface) material of the counter blades is preferred 24 to 26 , and preferably the contact blade 75 and wicker plate 76 , identical.

With the hybrid module proposed here, a multi-plate clutch has an increased available friction force for an increased transmittable torque and / or a reduced size and / or an increased service life.

LIST OF REFERENCE NUMBERS

1

hybrid module

2

axis of rotation

3

powertrain

4

motor vehicle

5

Drive shaft connection

6

Transmission shaft connection

7

torque absorption

8th

electric machine

9

multi-plate clutch

10

outside basket

11

in basket

12

first outer lamella

13

second outer lamella

14

third outer lamella

15

fourth outer lamella

16

first inner lamella

17

second inner lamella

18

third inner lamella

19

disk pack

20

first friction plate

21

second friction plate

22

third friction plate

23

fourth friction plate

24

first counter-blade

25

second counter-blade

26

third counter-blade

27

first friction pairing

28

second friction pairing

29

sliding contact

30

left friction-side friction surface

31

right friction disk side friction surface

32

left anti-lamella-side friction surface

33

right against lamella-side friction surface

34

carrier

35

slide coating

36

first toothed flange

37

second tooth flange

38

Internal combustion engine

39

drive shaft

40

transmission

41

gear shaft

42

left drive wheel

43

right drive wheel

44

cab

45

longitudinal axis

46

motor axis

47

Außenflanschaufnahme

48

rotor

49

stator

50

Dual Mass Flywheel

51

primary mass

52

secondary mass

53

spring shock absorber

54

drive connector

55

diaphragm spring

56

operating pot

57

release piston

58

release bearing

59

modulation spring

60

K1 coupling

61

pressure plate

62

friction

63

counterplate

64

pressure spring

65

module shaft

66

module connector

67

Getriebewellennabe

68

module housing

69

torque arm

70

clutch cover

71

pulley

72

K0 clutch

73

Secondary ground terminal

74

traction means

75

Anpresslamelle

76

cage plate

77

peripheral force

78

friction lining

79

rivet

80

rotor shaft

81

rotor axis

82

flange web

83

pressing face

84

other side

85

slice thickness

86

first friction material

87

second friction material

88

contact force

89

Anpresskraftverlust

90

average disk radius

91

Disc outer radius

92

Disc inner radius

Claims (6)

Hybrid module (1) having a rotation axis (2) for a drive train (3) of a motor vehicle (4), comprising at least the following components: - a drive shaft connection (5) for receiving a torque; - A transmission shaft connection (6) for delivering a torque; - A torque receiver (7) for receiving a torque from an electric machine (8); a dry multi-disc clutch (9) with two lamella baskets (10, 11), namely an outer basket (10) and an inner basket (11), wherein in the outer basket (10) at least one outer lamella (12, 13, 14, 15) and in the inner basket (11) to the number of outer plates (12,13,14,15) corresponding number of inner plates (16,17,18) are mounted axially movable, so that the at least one outer plate (12,13, 14, 15) and the corresponding number of inner disks (16, 17, 18) form a disk set (19), wherein for transmitting a torque between the torque receiver (7) and the drive shaft connection (5) and / or the transmission shaft connection (6), the disk set (19) is axially compressible, wherein a transmission of such a torque in the unpressed state of the disk pack (19) is interrupted or reduced to a sufficiently low drag torque, wherein in the disk pack (19) the at least one outer disk (12,13,14, 15) and the corresponding number of inner plates (16,17,18) as a friction plate (20,21,22,23) and counter-plate (24,25,26) are formed, which by means of pairs facing each other friction surfaces (30,31,32 , 33) a plurality of friction pairs gene (27,28) form, wherein the disk pack (19) has a displaceable contact side (83) and a rigid opposite side (84), and wherein a plurality of counter-blades (24,25,26) and / or friction blades (20,21 , 22, 23), characterized in that the friction coefficient of a friction pairing (27) in the rigid opposite side (84) is greater than the friction coefficient of a friction pairing (28) in the displaceable contact pressure side (83). Hybrid module (1) according to Claim 1 , wherein the counter blades (24,25,26) and / or the friction plates (20,21,22,23) from the Anpressseite (83) towards the opposite side (84) have a heat capacity increasing in comparison to each other. Hybrid module (1) according to Claim 1 or 2 , wherein the counter blades (24,25,26) and / or the friction plates (20,21,22,23) each having a central disc radius (90), wherein the central disc radii (90) from the contact side (83) towards the Opposite side (84) are executed differently compared to each other, wherein preferably the central disc radii (90) are designed differently, that the disc outer radii (91) are constant compared to each other and the respective inner disc radii (92) from the contact side (83) towards the opposite side (84) is designed differently. Hybrid module (1) according to any one of the preceding claims, wherein the at least one outer plate (12,13,14,15) the friction plate (20,21,22,23) and the at least one inner plate (16,17,18) the counter plate ( 24,25,26). Drive train (3), comprising an internal combustion engine (38) with a drive shaft (39), a transmission (40) with a transmission shaft (41) and an electric machine (8), wherein the electric machine (8) by means of the torque receiver (7) a hybrid module (1) according to one of the preceding claims between the drive shaft (39) and the transmission shaft (41) can be coupled by releasing a torque from the electric machine (8) by means of the dry multi-disc clutch (9) of the hybrid module (1) on the Drive shaft (39) and / or on the transmission shaft (41), and vice versa, is transferable. Motor vehicle (4), comprising at least one drive wheel (42,43), which by means of a drive train (3) after Claim 5 is drivable.

Images