DE102019104081A1 - Clutch unit - Google Patents

Abstract

A clutch unit (13) is provided for coupling a motor shaft (12) of an internal combustion engine and / or a rotor of an electrical machine with at least one transmission input shaft (37) to an input shaft, in particular a motor shaft (12) of the internal combustion engine, for introducing one into the internal combustion engine generated torque, a transmission input shaft (37) for diverting the torque into a motor vehicle transmission, a dual-mass flywheel (16) for damping torsional vibrations, the dual-mass flywheel (16) having a primary mass (62) that can be directly or indirectly connected to the input shaft and a primary mass (62), in particular has an energy storage element (64) designed as a bow spring, limited rotatable secondary mass (66), the secondary mass (66) being at least radially mounted directly or indirectly on the transmission input shaft (37). By mounting the secondary mass (66) of the clutch assembly (13) on the transmission input shaft (37), the mounting can take place on a particularly small diameter, so that a hybrid module (10) that can be produced inexpensively is made possible.

Description

The invention relates to a clutch unit with the aid of which, in particular within a hybrid module, an internal combustion engine and / or an electric machine can be coupled to a motor vehicle transmission.

Out DE 10 2009 059 944 A1 A hybrid module for a drive train of a vehicle is known, with a wet multi-plate clutch of the hybrid module in the torque flow between an internal combustion engine and an electric motor arranged coaxially to the hybrid module and another wet multi-disc clutch of the hybrid module being arranged in the torque flow between the electric motor and a motor vehicle transmission in the drive train. A dual-mass flywheel and a centrifugal pendulum for torsional vibration damping are coupled in the direction of force flow between the multi-plate clutches.

There is a constant need to reduce the manufacturing costs for a hybrid module.

It is the object of the invention to indicate measures which enable a hybrid module that can be produced inexpensively.

The object is achieved according to the invention by a clutch unit with the features of claim 1. Preferred embodiments of the invention are specified in the subclaims and the following description, each of which can represent an aspect of the invention individually or in combination.

According to the invention, a clutch assembly for coupling a motor shaft of an internal combustion engine and / or a rotor of an electrical machine with at least one transmission input shaft is provided with an input shaft, in particular the motor shaft of the internal combustion engine, for introducing a torque generated in the internal combustion engine, a transmission input shaft for discharging the torque into a motor vehicle transmission , a dual-mass flywheel for damping torsional vibrations, the dual-mass flywheel having a primary mass that can be directly or indirectly connected to the input shaft and a secondary mass that can be rotated to a limited extent via an energy storage element designed in particular as an arc spring, the secondary mass being directly or indirectly supported on the transmission input shaft at least radially.

The primary mass of the dual-mass flywheel is usually directly or indirectly firmly connected to the motor shaft of the internal combustion engine, so that axial and radial vibrations of the motor shaft are transmitted to the primary mass. The secondary mass can be stored in order to support the forces introduced into the dual-mass flywheel by the vibrations of the engine shaft. If the dual mass flywheel is used in a clutch unit, in particular in a hybrid module, there is at least one transmission input shaft that protrudes into the clutch unit. This transmission input shaft is used to support the secondary mass of the dual mass flywheel at least radially, preferably also axially. This makes use of the knowledge that the secondary mass, instead of a radial bearing on the primary mass, can be supported on a significantly smaller diameter by a bearing on the transmission input shaft. The transmission input shaft preferably has an essentially cylindrical shaft stub protruding in the axial direction from a toothing region in which a non-rotatable connection with an output side of a clutch of the clutch assembly can be established. The stub shaft can have a particularly small diameter, which is designed in particular to be able to withstand only the loads to be expected introduced by the secondary mass with sufficient safety. With sufficient strength, the stub shaft can have the smallest possible diameter, so that a bearing provided between the stub shaft and the secondary mass can have a correspondingly small diameter. In comparison to a bearing of the same type with a larger diameter, the bearing can be manufactured significantly more cost-effectively. By mounting the secondary mass of the clutch assembly on the transmission input shaft, the mounting can take place on a particularly small diameter, so that a hybrid module that can be produced inexpensively is made possible.

In a pulling mode, the torque coming from a motor vehicle engine can be introduced into the primary mass, while in a pushing mode the torque coming from the drive train can be introduced into the secondary mass, whereby the reverse installation is also possible, in a pulling mode that of the motor vehicle engine The torque coming from the drive train can be introduced into the secondary mass, while in overrun mode the torque coming from the drive train can be introduced into the primary mass. The primary mass and the secondary mass, which is coupled to the primary mass in a limitedly rotatable manner via the energy storage element, in particular designed as an arc spring, can form a mass-spring system that can dampen rotational irregularities in the rotational speed and in the torque of the drive power generated by a motor vehicle engine in a certain frequency range. Here it can The moment of inertia of the primary mass and / or the secondary mass and the spring characteristic of the energy storage element can be selected in such a way that vibrations in the frequency range of the dominant engine orders of the motor vehicle engine can be damped. The mass moment of inertia of the primary mass and / or the secondary mass can in particular be influenced by an attached additional mass. The primary mass can have a disk to which a cover can be connected, as a result of which a substantially ring-shaped receiving space for the energy storage element can be delimited. The primary mass can, for example, tangentially strike the energy storage element via impressions protruding into the receiving space. An output flange of the secondary mass can protrude into the receiving space, which flange can tangentially strike the opposite end of the energy storage element.

In particular, a centrifugal pendulum is provided for damping torsional vibrations, the centrifugal pendulum having a support flange that can be rotated about an axis of rotation and at least one pendulum mass guided in a pendulum manner on the support flange for generating a restoring torque directed against a rotational nonuniformity, the support flange having a fastening area attached to the secondary mass and one of the fastening area has disc body protruding radially inward, the disc body for mounting the secondary mass being mounted directly or indirectly on the transmission input shaft at least radially.

The damping capacity can be further improved by the centrifugal pendulum. The carrier flange of the centrifugal pendulum can make a significant contribution to the moment of inertia of the secondary mass. The secondary mass can coincide with the output flange that can be attached to the energy storage element, so that the disk body which is otherwise formed by the secondary mass and running radially inward is formed by the carrier flange of the centrifugal pendulum. Since the carrier flange of the centrifugal pendulum forms the disk body otherwise formed by the secondary mass, the number of components can be kept low and the manufacturing and assembly costs can be reduced, whereby the manufacturing costs can be further reduced. The secondary mass is thereby indirectly supported and supported on the transmission input shaft at least via the disk body of the carrier flange.

The secondary mass is preferably axially supported on the input shaft directly or indirectly via a first axial bearing. This makes it possible to support the axial forces and radial forces arriving at the secondary mass on different components. For example, the entire radial forces of the secondary mass are only supported on the transmission input shaft and all or part of the axial forces of the secondary mass are supported only on the input shaft. Since the bearing for the radial support of the secondary mass supports only radial forces and essentially no axial forces, this bearing can be designed in a correspondingly simple and / or space-saving manner, whereby the production costs can be further reduced.

Particularly preferred is between the first axial bearing and the input shaft and / which is provided between the first axial bearing and the secondary mass, in particular a spring element designed as a disk spring for compensating and / or damping axial vibrations. The spring element, in particular constantly pre-tensioned, can press the first axial bearing on so that rattling noises can be avoided. In addition, the spring element can compensate for axial vibrations via its spring travel, so that the propagation of axial vibrations through the spring element can be interrupted or at least dampened.

In particular, a friction clutch is provided for coupling an input part that is coupled to the secondary mass with an output part that is coupled to the transmission input shaft, in particular via a spline, the secondary mass, in particular from radially inside, being mounted directly or indirectly on the output part at least radially. If the friction clutch is configured as a multi-disc clutch, the input part and the output part can be configured by an outer disc carrier or an inner disc carrier. The output part can in particular be coupled to the transmission input shaft in a rotationally fixed manner via a spline. For this purpose, the output part can, in particular, have a cranked profile in order to be able to encompass internals of the clutch assembly from the radially outer friction clutch to the radially inner transmission input shaft. The cranked course of the output part can result in an axially extending partial area in the output part, which can serve as, in particular radially outer, receiving surface for the bearing for the radial support of the secondary mass. As a result, the secondary mass is indirectly supported on the transmission input shaft via a radially inner, in particular essentially hub-shaped, partial area of the output part of the friction clutch. An axially protruding shaft stub of the transmission input shaft to accommodate the bearing can be saved. In particular, the secondary mass is supported, possibly via an intermediary Disc body of a carrier flange provided for a centrifugal pendulum, radially outwards from the output part of the friction clutch.

The secondary mass is preferably axially supported directly or indirectly on the output part via a separate second axial bearing. If necessary, a spring element, in particular designed as a disk spring, can be provided between the second axial bearing and the secondary mass and / or between the second axial bearing and the output part to compensate for and / or dampen axial vibrations. The secondary mass can thereby be axially supported and supported on the input shaft in one axial direction and on the output part in the other axial direction. Axial vibrations that occur can thereby be supported and / or dampened.

Particularly preferably, a first transmission input shaft and a second transmission input shaft, which is arranged coaxially to the first transmission input shaft and configured as a hollow shaft, are provided for diverting the torque into the motor vehicle transmission, the secondary mass being at least radially supported by the second transmission input shaft directly or indirectly on the first transmission input shaft. The radially inner second transmission input shaft has a smaller outer diameter than the first transmission input shaft, so that the secondary mass can be inexpensively supported and supported on a particularly small diameter by being supported on the second transmission input shaft.

In particular, the first transmission input shaft is mounted and / or radially supported within the second transmission input shaft on the second transmission input shaft, in particular via a needle bearing. By mounting the second transmission input shaft within the first transmission input shaft, additional radial stiffening of the transmission input shafts can be brought about so that the forces introduced by the secondary mass can be adequately supported.

The invention also relates to a hybrid module for coupling an internal combustion engine and an electric machine to a motor vehicle transmission, with a clutch unit which can be designed and developed as described above, the clutch unit having a first friction clutch for coupling the internal combustion engine to a rotor of the electric machine, has a second friction clutch for coupling the rotor of the electrical machine to a first transmission input shaft and / or a third friction clutch for coupling the rotor of the electrical machine to a second transmission input shaft. By mounting the secondary mass of the clutch assembly on the transmission input shaft, the mounting can take place on a particularly small diameter, so that a hybrid module that can be produced inexpensively is made possible.

• 1: eine schematische Schnittansicht einer ersten Ausführungsform eines Hybridmoduls und
• 2: eine schematische Schnittansicht einer zweiten Ausführungsform eines Hybridmoduls.

In the following, the invention is explained by way of example with reference to the attached drawings using preferred exemplary embodiments, wherein the features shown below can represent an aspect of the invention both individually and in combination. Show it:

• 1 : a schematic sectional view of a first embodiment of a hybrid module and
• 2 : a schematic sectional view of a second embodiment of a hybrid module.

This in 1 Hybrid module shown 10 can be used in a drive train of a hybrid motor vehicle in order to couple an internal combustion engine and an electrical machine to a motor vehicle transmission, in particular designed as a dual clutch transmission. For this purpose, a torque produced in the internal combustion engine can be used via a motor shaft configured in particular as a crankshaft of an internal combustion engine 12 into a clutch unit 13th of the hybrid module 10 be initiated. With the one for the clutch unit 13th motor shaft serving as input shaft 12 is a torsional vibration damper 14th attached, which in the illustrated embodiment is a two-mass flywheel 16 and a centrifugal force pendulum connected downstream in the torque flow 18th having. From the centrifugal pendulum 18th of the torsional vibration damper 14th the torque coming from the internal combustion engine can be transferred to a first friction clutch, also known as a “K0 clutch” 20th be initiated. The first friction clutch is designed as an oil-lubricated and cooled wet multi-plate clutch, which is connected to the centrifugal pendulum 18th connected first outer disk carrier 22nd one with a housing 24 connected first inner disc carrier 26th can couple frictionally for torque transmission. The rotating housing 24 is with a gear 28 attached, via which a rotor of the axially parallel electrical machine, in particular via a spur gear, can be coupled. The gear 28 can be attached to a fixed gear housing 30th of the motor vehicle transmission be stored.

In the exemplary embodiment shown, the first inner disk carrier forms 26th the first friction clutch 20th at the same time a second outer disk carrier 32 a second friction clutch, also designed as a wet multi-plate clutch 34 which is also known as the “K1 coupling”. A second inner disc carrier 36 who a Output part of the second friction clutch 20th represents can, via a spline, non-rotatably with a first transmission input shaft, in particular configured as a solid shaft 37 be coupled to the motor vehicle transmission. In the illustrated embodiment, the first inner disk carrier can also be used 26th and thereby at least indirectly also with the housing 24 and the gear 28 a third outer disc carrier 38 a third friction clutch, also designed as a wet multi-plate clutch 40 be attached, which is also called "K2 coupling". A third inner disc carrier 42 , which is an output part of the third friction clutch 40 represents can, via a spline, non-rotatably with a second transmission input shaft configured as a hollow shaft 43 of the motor vehicle transmission be coupled coaxially to the first transmission input shaft 37 radially outside to the first transmission input shaft 37 runs. The first transmission input shaft 37 protrudes in the axial direction from the second transmission input shaft 43 out.

To the first friction clutch 20th to be actuated is a first actuation actuator 44 provided, the one against a spring force of a first spring element 46 hydraulically axially displaceable first pressure pot 48 having. The second friction clutch 34 can from a second actuating actuator 50 are actuated, the one against a spring force of a second spring element 52 hydraulically axially displaceable second pressure pot 54 having. The third friction clutch can correspondingly 40 from a third actuation actuator 56 be actuated, the one against a spring force of a third spring element 58 hydraulically axially displaceable third pressure pot 60 having.

The dual mass flywheel 16 has one with the motor shaft 12 fortified primary mass 62 on, in the tangential direction at a first end of an energy storage element designed as a bow spring 64 can strike. The other end of the energy storage element 64 can at a limited relative to the primary mass 62 rotatable secondary mass designed as an output flange 66 stop tangentially. At the secondary ground 66 is the centrifugal pendulum 18th tied up. The centrifugal pendulum 18th has a support flange 68 on, the two pieces in the illustrated embodiment from a first flange part 70 and one with the first flange part 70 , for example via spacer bolts and / or riveted connections, firmly attached second flange part 72 is composed. Between the first flange part 70 and the second flange part 72 are pendulum masses 74 provided, the swingable on the support flange 68 are performed by, for example, in curved raceways of the first flange part 70 and the second flange part 72 as well as in curved aerial tramways of the pendulum masses 74 used rollers are provided. The first flange part 70 has a fastening area 76 on, in which the carrier flange 68 over the fastening area 76 of the first flange part 72 with the secondary mass 66 attached, in particular riveted, is.

The first flange part 70 of the beam flange 68 extends radially within the attachment area 76 continues and forms a disc body 78 out. The disc body 78 has, at its radially inner end, a hub-shaped end region which extends over a bearing 80 on an axially protruding shaft stub 82 the first transmission input shaft 37 is supported and mounted radially on the smallest possible diameter. This is the carrier flange 68 of the centrifugal pendulum 18th and also the secondary mass 66 of the dual mass flywheel 16 at least indirectly on the first transmission input shaft 37 radially supported. The disc body 78 of the beam flange 68 is about a first axial bearing 84 and a spring element designed as a plate spring 86 on the motor shaft 12 axially mounted and supported, with the aid of the spring element 86 an axial offset, for example in the case of axial vibrations, can be compensated for and / or damped. The disk body is in the other axial direction 78 of the beam flange 68 via a second axial bearing 88 on the second inner disc carrier 36 stored and supported, which in turn has a further axial bearing on the one on the third inner disc carrier 42 can be stored and supported.

The in 2 illustrated embodiment of the hybrid module 10 is compared to the in 1 illustrated embodiment of the hybrid module 10 the stub shaft 52 the first transmission input shaft 37 saved. The radially inner hub-shaped end region of the disk body 78 of the beam flange 68 is here not radially inside, but radially outside over the bearing 80 on the second inner disc carrier 36 stored and supported.

List of reference symbols

10

Hybrid module

12

Motor shaft

13

Clutch unit

14th

Torsional vibration damper

16

Dual mass flywheel

18th

Centrifugal pendulum

20th

first friction clutch

22nd

first outer disc carrier

24

casing

26th

first inner disc carrier

28

gear

30th

Gear housing

32

second outer plate carrier

34

second friction clutch

36

second inner plate carrier

37

first transmission input shaft

38

third outer disc carrier

40

third friction clutch

42

third inner disc carrier

43

second transmission input shaft

44

first actuation actuator

46

first spring element

48

first pressure pot

50

second actuation actuator

52

second spring element

54

second pressure pot

56

third actuation actuator

58

third spring element

60

third pressure pot

62

Primary mass

64

Energy storage element

66

Secondary mass

68

Beam flange

70

first flange part

72

second flange part

74

Pendulum mass

76

Attachment area

78

Disc body

80

camp

82

Stub shaft

84

first axial bearing

86

Spring element

88

second axial bearing

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102009059944 A1 [0002]

Claims (9)

Clutch unit for coupling a motor shaft (12) of an internal combustion engine and / or a rotor of an electrical machine with at least one transmission input shaft (37) an input shaft, in particular the motor shaft (12) of the internal combustion engine, for introducing a torque generated in the internal combustion engine, a transmission input shaft (37) for transferring the torque to a motor vehicle transmission, a dual-mass flywheel (16) for damping torsional vibrations, the dual-mass flywheel (16) having a primary mass (62) that can be connected directly or indirectly to the input shaft and a secondary mass (66) that can be rotated to a limited extent via an energy storage element (64) designed in particular as an arc spring, wherein the secondary mass (66) is directly or indirectly supported on the transmission input shaft (37) at least radially. Clutch unit according to Claim 1 characterized in that a centrifugal pendulum (18) is provided for damping torsional vibrations, the centrifugal pendulum (18) having a support flange (68) rotatable about an axis of rotation and at least one pendulum mass (74) guided on the support flange (68) in a swingable manner to produce a rotational irregularity directed restoring torque, the carrier flange (68) having a fastening area (76) fastened to the secondary mass (66) and a disk body (78) protruding radially inward from the fastening region (76), the disk body (78) for supporting the secondary mass (66) is mounted directly or indirectly on the transmission input shaft (37) at least radially. Clutch unit according to Claim 1 or 2 characterized in that the secondary mass (66) is axially mounted on the input shaft (12) directly or indirectly via a first axial bearing (84). Clutch unit according to Claim 3 characterized in that between the first axial bearing (84) and the input shaft (12) and / or between the first axial bearing (84) and the secondary mass (66) a spring element (86), in particular designed as a disc spring, for compensation and / or for Damping of axial vibrations is provided. Clutch unit according to one of the Claims 1 to 4th characterized in that a friction clutch is provided for coupling an input part (36) coupled to the secondary mass (66) with an output part (36) coupled to the transmission input shaft (37), in particular via a spline, the secondary mass (66), in particular from the radial inside , is mounted at least radially directly or indirectly on the output part (37). Clutch unit according to Claim 5 characterized in that the secondary mass (66) is axially mounted directly or indirectly on the output part (36) via a separate second axial bearing (88). Clutch unit according to one of the Claims 1 to 6th characterized in that a first transmission input shaft (37) and a second transmission input shaft (43) arranged coaxially to the first transmission input shaft (37) and designed as a hollow shaft are provided for transferring the torque into the motor vehicle transmission, the secondary mass (66) on the second transmission input shaft ( 43) is mounted at least radially past directly or indirectly on the first transmission input shaft (37). Clutch unit according to Claim 7 characterized in that the first transmission input shaft (37) is mounted and / or radially supported within the second transmission input shaft (43) on the second transmission input shaft (43), in particular via a needle bearing. Hybrid module for coupling an internal combustion engine and an electric machine to a motor vehicle transmission, with a clutch unit (13) according to one of the Claims 1 to 8th , wherein the clutch unit (13) has a first friction clutch (20) for coupling the internal combustion engine to a rotor of the electrical machine, a second friction clutch (34) for coupling the rotor of the electrical machine to a first transmission input shaft (37) and / or a third friction clutch (40) for coupling the rotor of the electrical machine to a second transmission input shaft (43)

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