DE102019115903A1 - Hybrid module with triple clutch and drive train - Google Patents

Abstract

The invention relates to a hybrid module (1) for a drive train (2) of a motor vehicle, with an input shaft (3) connectable to an output shaft of an internal combustion engine, an electrical machine (4), one with a rotor (5) of the electrical machine (4) rotatably coupled carrier (6), a separating clutch (7) acting between the input shaft (3) and the carrier (6), the separating clutch (7) having a plurality of friction elements (8a, 8b) radially inside one coupled to the rotor (5) sleeve-shaped torque transmission region (9) of the carrier (6) is arranged, as well as two partial clutches (11, 12) each connected to the carrier (6) in a rotationally fixed manner with one of their clutch components (10b, 10c), forming a double clutch (13), with both one The first partial clutch (11) and a second partial clutch (12) have a plurality of friction elements (14a, 14b, 15a, 15b) arranged radially within the torque transmission region (9), the friction elements te (14a, 14b) of the first partial clutch (11) offset in an axial direction of the input shaft (3) to the friction elements (8a, 8b) of the separating clutch (7) and the friction elements (15a, 15b) of the second partial clutch (12 ) are in turn arranged radially inside the friction elements (14a, 14b) of the first partial clutch (11). The invention also relates to a drive train (2) for a motor vehicle with this hybrid module (1).

Description

The invention relates to a hybrid module for a drive train of a motor vehicle, such as a car, a truck, bus or other utility vehicle, with an input shaft that can be connected to an output shaft of an internal combustion engine, an electric machine, a carrier rotatably coupled to a rotor of the electric machine, one between the Input shaft and the carrier acting separating clutch, wherein the separating clutch with several friction elements is arranged radially within a sleeve-shaped torque transmission area of the carrier coupled to the rotor, as well as two partial clutches that are connected to the carrier by one of their clutch components and that form a double clutch, whereby both a first Part clutch as well as a second part clutch has a plurality of friction elements arranged radially within the torque transmission area. Thus, the hybrid module according to the preamble is implemented as a unit that has an electric motor with three clutches (separating clutch and partial clutches). The invention also relates to a drive train equipped with this hybrid module.

Hybrid modules of the generic type are already sufficiently known from the prior art. For example, the WO 2019/015714 A1 a hybrid module with rotary feedthrough.

In principle, there is a need to make hybrid modules as compact as possible so that they can be used easily in existing drive trains of different designs. A disadvantage of the designs known from the prior art is that, although they often have a relatively compact radial structure, their dimensions in the axial direction are still relatively large.

It is therefore the object of the present invention to eliminate the disadvantages known from the prior art and to provide a hybrid module that has an axial structure that is as compact as possible.

This is achieved according to the invention in that the friction elements of the first partial clutch are arranged offset in an axial direction of the input shaft to the friction elements of the separating clutch and the friction elements of the second partial clutch are arranged radially inside the friction elements of the first partial clutch.

This design makes it possible to equip the separating clutch with thinner friction elements or even with a smaller number of friction elements than before. This in turn enables a significantly more compact axial structure of the hybrid module.

Further advantageous embodiments are claimed with the subclaims and explained in more detail below.

Accordingly, it is advantageous if an inner diameter of the rotor, namely an inner diameter of a rotor core forming the rotor, as it is fastened on a radial outer side of the torque transmission region, is greater than 182 mm, more preferably greater than 200 mm. This achieves a clever compromise between axial compactness and radial compactness, since the individual friction elements for transmitting particularly high torques are designed to be as large as possible with regard to their diameter.

With regard to the friction elements of all clutches, it goes without saying that they are all located in the axial direction within the rotor and are thus arranged in the axial direction at the level of the torque transmission area. As a result, in particular the friction elements of the separating clutch and of the first partial clutch are entirely covered in the axial direction by the torque transmission area. The friction elements of the second partial clutch are also all covered radially from the outside axially by the torque transmission area.

It is also advantageous if the friction elements of the separating clutch are arranged at the same radial height as the friction elements of the first partial clutch. This is because the torque transmission area is particularly easy to produce.

Advantageously, at least one second friction element (preferably several second friction elements) of the separating clutch, which is (are) held non-rotatably on the torque transmission area, is at the same radial height as several first friction elements of the first partial clutch, which are also received non-rotatably on the torque transmission area are arranged. In addition, there is (are) advantageously at least one first friction element (preferably several first friction elements) of the separating clutch, which is (are) received on a (first) toothing area of a first disk carrier, as well as several second friction elements of the first partial clutch, which are received on a (second) toothed area of a second disk carrier, arranged at the same radial height.

If the separating clutch has a smaller number of friction elements than the first partial clutch and / or than the second partial clutch, this can particularly skillfully adapted to the respective torques to be transmitted, while realizing the smallest possible axial installation space.

Accordingly, it is particularly advantageous if the number of friction elements of the separating clutch is less than half the number of friction elements of the first partial clutch and / or less than half the number of friction elements of the second partial clutch.

It is particularly useful if the separating clutch has at least one first friction element (preferably several first friction elements) and at least one second friction element (preferably several second friction elements). In other words, it is preferred if the separating clutch has a first clutch component comprising at least one first friction element (preferably a plurality of first friction elements), which is connected non-rotatably to the input shaft, and a second clutch component comprising at least one second friction element (preferably a plurality of second friction elements), which is attached to the carrier / torque transmitting portion.

With regard to the arrangement of the first partial clutch, it is also advantageous if this first partial clutch has a first clutch component comprising a plurality of first friction elements, which is connected non-rotatably to the carrier / torque transmission area, as well as a second clutch component comprising a plurality of second friction elements, which preferably has a Transmission input shaft is further connected.

The at least one first friction element of the separating clutch and the second friction elements of the first partial clutch are advantageously designed as identical parts. The at least one second friction element of the separating clutch and the first friction elements of the first partial clutch are also advantageously designed as identical parts. This further reduces the manufacturing effort.

If the at least one first friction element of the separating clutch is arranged at the same radial height as the second friction elements of the first partial clutch, it is also useful if a (first) disk carrier of the first clutch component of the separating clutch and a (second) disk carrier of the second clutch component of the first partial clutch are dimensioned the same with regard to their the corresponding friction elements rotatably receiving toothing areas. In particular, it is advisable to design both toothed areas with the same diameter / pitch circle diameter. Thanks to the identical toothing, the same roller burnishing tool can be used during manufacture, which also reduces the manufacturing effort.

In addition, the manufacturing effort is reduced if the separating clutch and the first partial clutch each have a pressure ring and these pressure rings of the separating clutch and the first partial clutch are implemented as identical parts. Retaining rings, which each support one of the pressure rings, are also preferably implemented as identical parts. This further reduces the manufacturing effort.

If two (preferably hydraulic) actuating units interacting with the partial clutches are arranged radially inside the friction elements of the second partial clutch and further preferably in the axial direction at least partially at the same height as the friction elements of the second partial clutch, the compact axial design is further improved.

The invention also relates to a drive train for a motor vehicle, with this hybrid module according to the invention according to at least one of the embodiments described above.

In other words, the arrangement of a triple clutch according to the invention is used to reduce, in particular, axial installation space. A first partial clutch and a second partial clutch, which together form a double clutch, are nested radially with respect to one another; a separating clutch is arranged axially next to the first partial clutch. The separating clutch is dimensioned relatively large in the radial direction and requires relatively few friction elements / friction plates / friction disks in order to transmit a high torque, which results in a significant reduction in the axial installation space. All clutches are arranged radially and axially within a rotor of an electrical machine.

The invention will now be explained in more detail below with reference to a figure.

It shows the only one 1 a longitudinal sectional view of a hybrid module according to the invention according to a preferred embodiment.

The figure is only of a schematic nature and is therefore used exclusively for understanding the invention.

With the 1 is a preferred embodiment of a hybrid module according to the invention 1 illustrated. The hybrid module 1 is typically as a combined unit from an electrical machine 4th (for the sake of clarity only on the part of your rotor 5 shown) and several, namely three couplings 7th , 11 , 12 realized. The hybrid module 1 is in operation in a typical manner on a powertrain 2 a motor vehicle arranged. In particular is the hybrid module 1 along a central axis of rotation 21st considered, used between an output shaft of an internal combustion engine and several transmission input shafts of a transmission. The hybrid module 1 is typically used by the presence of the electrical machine 4th for training the drive train 2 as a hybrid drive train 2 .

The hybrid module 1 has an input shaft 3 on. The input shaft 3 is connected to the output shaft of the internal combustion engine in a rotationally fixed manner during operation. The input shaft 3 is relative to a partially shown housing 22nd rotatably mounted. The input shaft 3 penetrates the housing 22nd and protrudes into the interior of the hybrid module 1 inside. In one within the hybrid module 1 arranged area is the input shaft 3 with a disconnect clutch 7th connected. The disconnect clutch 7th , which is implemented here as a multi-plate clutch, has a first clutch component 10a on, which rotates with the input shaft 3 connected is. For this purpose there is a pot-shaped (first) lamella carrier 17th the disconnect clutch 7th directly rotatably on the input shaft 3 attached. The first coupling component 10a the disconnect clutch 7th points next to the first plate carrier 17th several on a first gear area 19a of the first lamellar carrier 17th non-rotatably, but axially displaceable relative to each other received first friction elements 8a on.

One with the first coupling component 10a optionally connectable second coupling component 16a the disconnect clutch 7th is at a central carrier 6th that is relative to the housing 22nd is rotatably mounted, added. The carrier 6th forms a sleeve-shaped torque transmission area 9 from, to its radial outside 23 directly the rotor 5 the electric machine 4th is recorded. The torque transmission area 9 has internal teeth 24 on which internal toothing 24 the second coupling component 16a directly with trains. On which the internal teeth 24 forming torque transmission area 9 are several second friction elements 8b the disconnect clutch 7th directly rotatably and axially displaceable relative to each other received. The first friction elements 8a and the second friction elements 8b the disconnect clutch 7th are typically arranged alternately to one another in the axial direction. Consequently, the first are friction elements 8a and the second friction elements 8b axially at the same level as the torque transmission area 9 / the rotor 5 as well as radially within the torque transmission area 9 arranged. In an open position of the disconnect clutch 7th are the friction elements 8a , 8b rotatably decoupled from each other, in a closed position of the separating clutch 7th are the friction elements 8a , 8b pressed against one another with a frictional connection. To operate the disconnect clutch 7th is a first hydraulic actuation unit 20a available.

As mentioned earlier, the rotor is 5 the electric machine 4th on the radial outside 23 the torque transmission range 9 appropriate. The rotor 5 has several rotor laminations, not shown here for the sake of clarity, which are joined together to form a rotor laminated core. The laminated rotor core is directly on the outside 23 attached. The outside 23 preferably has an outer diameter of greater than or equal to 200 mm. The rotor 5 acts during operation in a typical manner with a stator of the electrical machine, not shown here for the sake of clarity 4th together. The electric machine 4th is therefore coaxial with the common axis of rotation 21st the input shaft 3 arranged. This means that the rotor is 5 ring around the central axis of rotation 21st extends around.

Next to the disconnect clutch 7th , which serves as a coupling element to the internal combustion engine, are two, a common double clutch 13 forming, partial couplings 11 , 12 intended. The first partial coupling 11 and the second partial coupling 12 are each constructed as a multi-disc clutch and are therefore similar in function to the separating clutch 7th implemented. The first partial coupling 11 and the second partial coupling 12 are each between the torque transmission area 9 and a transmission input shaft of a transmission not shown here for the sake of clarity. During the first partial coupling 11 between the torque transmission area 9 / the carrier 6th and a first transmission input shaft is used, the second partial clutch 12 between the torque transmission area 9 / the carrier 6th and a second transmission input shaft used.

The first partial coupling 11 is with their friction elements 14a , 14b in the radial direction at the same height as the friction elements 8a , 8b the disconnect clutch 7th arranged. Also is the first partial coupling 11 with their friction elements 14a , 14b at the same axial height as the torque transmission area 9 arranged. Several first friction elements 14a the first partial coupling 11 , which is a first coupling component 10b the first partial coupling 11 are assigned to the internal teeth 24 the torque transmission range 9 directly rotatably and axially displaceable relative to each other received. A second coupling component 16b the first partial coupling 11 has a (second) lamella carrier 18th on, which is further connected to the first transmission input shaft. The second lamella carrier 18th has a second Toothing area 19b on, the multiple second friction elements 14b the first partial coupling 11 rotatably and axially displaceable relative to each other receives. The second friction elements 14b the first partial coupling 11 are at the same level in the radial direction as the first friction elements 8a the disconnect clutch 7th arranged. And vice versa are the first friction elements 14a the first partial coupling 11 in the radial direction at the same height as the second friction elements 8b the disconnect clutch 7th arranged. The first gear area 19a and the second gear area 19b thus have the same diameter.

The first partial coupling 11 is with a radially inward of the second partial coupling 12 arranged second hydraulic actuation unit 20b operable. The second hydraulic actuation unit 20b is in particular with a housing area forming a hydraulic pressure chamber and a piston radially inside the friction elements 15a , 15b the second partial coupling 12 arranged.

The second partial coupling 12 is like the first partial coupling 11 , axially next to the friction elements 8a , 8b the disconnect clutch 7th and also radially inside the friction elements 14a , 14b the first partial coupling 11 arranged. As can be seen, the friction elements 15a , 15b the second partial coupling 12 a greater radial extent than the friction elements 8a , 8b the disconnect clutch 7th as well as the friction elements 14a , 14b the first partial coupling 11 . Several a first coupling component 10c the second partial coupling 12 associated first friction elements 15a are on a next with the carrier 6th connected sleeve element 25th rotatably and axially displaceable relative to each other received. Sleeve element 25th and first friction elements 15a thus together form the first coupling component 10c the second partial coupling 12 . A second coupling component 16c the second partial coupling 12 is through a further (third) lamella carrier 26th , which is further connected to the second transmission input shaft in a rotationally fixed manner during operation, as well as several second friction elements 15b educated. The second partial coupling 12 is thus essentially according to the first partial clutch 11 educated. The second partial coupling 12 is by means of a likewise radially inside the friction elements 15a , 15b arranged third hydraulic actuation unit 20c actuated.

Through the arrangement of the disconnect clutch 7th with their first friction elements 8a , 8b as far outside as possible in the radial direction is the number of friction elements 8a , 8b the disconnect clutch 7th lower than that of the first partial coupling 11 as well as the second partial coupling 12 . There are two first friction elements in this embodiment 8a and two second friction elements 8b realized. These friction elements 8a , 8b the disconnect clutch 7th are between a first pressure plate 27a and a first pressure ring 28a arranged. While the first pressure plate 27a with the first actuation unit 20a is coupled is the first thrust ring 28a axially fixed to the torque transmission area 9 supported. For the axial support of the first pressure ring 28a becomes a first locking ring 29a used.

The number of friction elements 14a , 14b the first partial coupling 11 is higher than the number of friction elements 8a , 8b the disconnect clutch 7th . There are a total of six first friction elements 14a intended. There are also six second friction elements 14b intended. The friction elements 14a , 14b the first partial coupling 11 are between a second pressure plate 27b and a second pressure ring 28b arranged. The second pressure ring 28b is by means of a second locking ring 29b axially supported. The first and second pressure rings 28a and 28b are implemented as identical parts. Also are the two locking rings 29a and 29b realized as identical parts. It is also advantageous if the first friction elements are also used 8a the disconnect clutch 7th and the second friction elements 14b the first partial coupling 11 are implemented as identical parts. Furthermore, the second friction elements 8b the disconnect clutch 7th and the first friction elements 14a the first partial coupling 11 realized as identical parts.

With regard to the second partial coupling 12 it should be noted that a total of six first friction elements 15a and six second friction elements 15b available.

There is also a third pressure plate 27c available. The third pressure plate 27c works with the third actuation unit 20c together. On one of the third pressure plates 27c axially facing away side of the unit on first and second friction elements 15a , 15b is a direct / integral part through the sleeve element 25th trained (third) pressure ring 28c intended. One the second friction elements 15b non-rotatably and axially displaceable relative to one another receiving third toothing area 19c of the third lamellar carrier 26th consequently has a smaller diameter than the first and second toothed areas 19a , 19b .

In other words, according to the invention, the couplings K1 (first partial coupling 11 ) and K2 (second partial coupling 12 ) nested radially and the K0 (separating clutch 7th ) arranged axially next to the K1. The K0 , which typically needs to transmit less torque than the two partial clutches K1 , K2 , thus only requires a few friction plates (first and second friction elements 8a , 8b) to transmit the torque, which leads to a significant reduction in the axial installation space requirement. All clutches 7th , 11 , 12 are inside the E-machine rotor 5 arranged. In particular, it is advantageous to use the embodiment according to the invention with a larger inner rotor diameter, ie up to greater than 200 mm (standard mostly 182 mm).

How 1 shows is the clutch K2 radially inside the coupling K1 arranged. The operation of the two clutches K1 , K2 is located radially inside the coupling K2 . The radial nesting of the couplings K1 and K2 has the advantage that, as with radially nested double clutches, it is used in the manufacture of the plates 14a , 14b ; 15a , 15b Use of internal waste becomes possible: The punching waste in the manufacture of the K1 (/ the friction elements 14a , 14b) is used for the K2 (/ the friction elements 15a , 15b) used. Furthermore, K1 and K2 can be cooled with the same cooling oil flow. The axial arrangement of the K0 next to the K1 not only has the above-mentioned advantage of increasing axial installation space but also makes it possible to use identical parts: The steel plates of the K1 and the K0 (second friction elements 8b and first friction elements 14a) designed identically. The lining disks of the K1 and K0 (first friction elements 8a and second friction elements 14b) designed identically. For the identical toothing (first and second toothing area 19a , 19b) the inner disc carrier 17th , 18th The K1 and the K0 may be the same roller burnishing tool. In addition, the pressure rings are 28a , 28b the K1 and K0 are identical. Furthermore, the locking rings are 29a , 29b the K1 and K0 are identical.

In order to generate further axial installation space, it would also be conceivable to design parts of the K1 and K0 differently (e.g. reduction of the lamellar thickness for the K0, since it is less heavily loaded). Another special feature is the shared use of the rotor arm 6th as the outer disk carrier of the clutches K1 and K0 . The construction shown is currently for a coaxial hybrid module 1 intended. However, due to its installation space advantage, the arrangement offers the potential to be used in further future triple clutch applications, in particular for hybrid modules with a large inner rotor diameter (larger than the standard diameter of 182mm).

List of reference symbols

1

Hybrid module

2

Powertrain

3

Input shaft

4th

electric machine

5

rotor

6th

carrier

7th

Disconnect clutch

8a

first friction element of the separating clutch

8b

second friction element of the separating clutch

9

Torque transmission range

10a

first coupling component of the separating clutch

10b

first coupling component of the first partial coupling

10c

first coupling component of the second partial coupling

11

first partial coupling

12

second partial coupling

13

Double coupling

14a

first friction element of the first partial clutch

14b

second friction element of the first partial clutch

15a

first friction element of the second partial clutch

15b

second friction element of the second partial clutch

16a

second coupling component of the separating clutch

16b

second coupling component of the first partial coupling

16c

second coupling component of the second partial coupling

17th

first lamella carrier

18th

second lamella carrier

19a

first gear area

19b

second gear area

19c

third gear area

20a

first actuation unit

20b

second actuation unit

20c

third actuation unit

21st

Axis of rotation

22nd

casing

23

Outside

24

Internal gearing

25th

Sleeve element

26th

third lamella carrier

27a

first pressure plate

27b

second pressure plate

27c

third pressure plate

28a

first pressure ring

28b

second pressure ring

28c

third pressure ring

29a

first locking ring

29b

second locking ring

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

• WO 2019/015714 A1 [0002]

Claims (10)

Hybrid module (1) for a drive train (2) of a motor vehicle, with an input shaft (3) connectable to an output shaft of an internal combustion engine, an electrical machine (4), a carrier (6) rotatably coupled to a rotor (5) of the electrical machine (4) ), a separating clutch (7) acting between the input shaft (3) and the carrier (6), the separating clutch (7) having several friction elements (8a, 8b) radially within a sleeve-shaped torque transmission area (9) coupled to the rotor (5) ) of the carrier (6) is arranged, as well as two partial couplings (11, 12) each connected to the carrier (6) in a rotationally fixed manner with one of their coupling components (10b, 10c) forming a double clutch (13), with both a first partial clutch (11 ) and a second partial clutch (12) has a plurality of friction elements (14a, 14b, 15a, 15b) arranged radially within the torque transmission region (9), characterized in that the friction elements (14a, 14b) of the first partial clutch (11) are arranged offset in an axial direction of the input shaft (3) with respect to the friction elements (8a, 8b) of the separating clutch (7) and the friction elements (15a, 15b) of the second partial clutch (12) in turn are arranged radially inside the friction elements (14a, 14b) of the first partial clutch (11). Hybrid module (1) after Claim 1 , characterized in that the friction elements (8a, 8b) of the separating clutch (7) are arranged at the same radial height as the friction elements (14a, 14b) of the first partial clutch (11). Hybrid module (1) after Claim 1 or 2 , characterized in that the separating clutch (7) has a smaller number of friction elements (8a, 8b; 14a, 14b; 15a, 15b) than the first partial clutch (11) and / or than the second partial clutch (12). Hybrid module (1) according to one of the Claims 1 to 3 , characterized in that the number of friction elements (8a, 8b) of the separating clutch (7) is less than half the number of friction elements (14a, 14b) of the first partial clutch (11) and / or less than half the number of friction elements ( 15a, 15b) of the second partial coupling (12). Hybrid module (1) according to one of the Claims 1 to 4th , characterized in that the separating clutch (7) has a first clutch component (10a) comprising at least one first friction element (8a), which is non-rotatably connected to the input shaft (3), and a second clutch component (16a) comprising at least one second friction element (8b) ), which is attached to the carrier (6). Hybrid module (1) according to one of the Claims 1 to 5 , characterized in that the first partial clutch (11) comprises a first clutch component (10b) comprising a plurality of first friction elements (14a), which is connected to the carrier (6) in a rotationally fixed manner, and a second clutch component (16b) comprising a plurality of second friction elements (14b) having. Hybrid module (1) according to one of the Claims 1 to 6th , characterized in that the at least one first friction element (8a) of the separating clutch (7) and the second friction elements (14b) of the first partial clutch (11) are designed as identical parts and / or the at least one second friction element (8b) of the separating clutch (7 ) and the first friction elements (14a) of the first partial clutch (11) are designed as identical parts. Hybrid module (1) according to one of the Claims 1 to 7th , characterized in that a disk carrier (17) of the first clutch component (10a) of the separating clutch (7) and a disk carrier (18) of the second clutch component (16b) of the first partial clutch (11) rotatably with respect to the corresponding friction elements (8a; 14b) receiving toothing area (19a, 19b) are dimensioned the same. Hybrid module (1) according to one of the Claims 1 to 8th , characterized in that two actuating units (20b, 20c) cooperating with the partial clutches (11, 12) are arranged radially inside the friction elements (15a, 15b) of the second partial clutch (12). Drive train (2) for a motor vehicle, with a hybrid module (1) according to at least one of the Claims 1 to 9 .

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