DE102019116593A1 - Multi-plate clutch with optimized sliding friction; Hybrid module, double clutch device and drive train - Google Patents

Abstract

The invention relates to a multi-plate clutch (1) for a hybrid module (2) of a motor vehicle drive train (3), with a first clutch component (4a) and a second clutch component (4b) that can optionally be coupled non-rotatably to the first clutch component (4a), the first clutch component ( 4a) has a first carrier (7) prepared for rotationally fixed connection to a rotor (5) of an electrical machine (6) as well as a first group (8) of friction elements (9a, 9b, 9c) that is rotationally fixed to the first carrier (7) and the second coupling component (4b) has a second carrier (10) and a second group (11) of friction elements (12a, 12b) coupled in a rotationally fixed manner to the second carrier (10), the friction elements (9a, 9b, 9c) of the first Group (8) are arranged side by side in an axial direction of a common axis of rotation (13) alternately with the friction elements (12a, 12b) of the second group (11), an axially fixed connection to the first carrier (7) The first friction element (9a) of the first group (8) is rotatably fixed by a driver element (14) with a second friction element (9b) of the first group (8), which is held in a rotationally fixed and axially relatively displaceable manner on the first friction element (9a) of the first group (8) connected is. The invention also relates to a hybrid module (2) and a double clutch device (30), each designed with a multi-plate clutch (1). The invention also relates to a drive train (3).

Description

The invention relates to a multi-plate clutch, preferably implemented as a multi-plate clutch, for a hybrid module of a motor vehicle drive train / a drive train of a motor vehicle, such as a car, truck, bus or other commercial vehicle, with a first coupling component and a second coupling component that can optionally be coupled non-rotatably to the first coupling component, wherein the first clutch component has a first carrier prepared for rotationally fixed connection to a rotor of an electric machine and a first group of friction elements that is rotationally fixedly coupled to the first carrier and the second clutch component has a second carrier and a second group of friction elements that are rotationally fixedly coupled to the second carrier, and wherein the friction elements of the first group are arranged side by side alternately with the friction elements of the second clutch in an axial direction of a common axis of rotation. The invention also relates to a hybrid module for a motor vehicle drive train, with this multi-plate clutch; a double clutch device, also for a motor vehicle drive train, which can be arranged in a hybrid module and is also equipped with this multi-plate clutch; as well as a drive train.

Generic multi-disc clutches are already sufficiently known to the applicant. For example, the DE 10 2017 130 284 A1 a clutch in the manner of a multi-plate clutch and a multi-plate clutch. Furthermore, the applicant is aware of the internal state of the art, which has been filed under the file number 10 2018 119 003.4 for a German patent application at the German Patent and Trademark Office. This last-named patent application discloses, among other things, a special disk pack for a clutch in a drive train of a motor vehicle.

In the case of the known multi-plate clutches, however, there is in principle the disadvantage that relatively high friction losses can arise when the clutch is engaged when torque is transmitted during operation. These frictional losses are caused to a large extent by the displacement of the friction elements along their toothing. A frictional force opposing the displacement increases proportionally to the torque. This sliding friction effect increases as the number of friction elements increases, so that large parts of the engagement force are lost. In addition, the sliding friction can mean that the respective clutch does not release properly and this results in a high drag torque. If vibrations occur when closing / modulating the clutch (e.g. as a result of the rotational irregularity of an internal combustion engine), this friction is undesirably reduced, which leads to undesirable torque jumps. In this case, the corresponding multi-plate clutch can no longer be regulated. When the clutch is closed, the friction can even mean that the clutch does not separate properly when it is opened and the high drag torques that arise can even lead to thermal stress and possibly to the destruction of the clutch.

It is therefore the object of the present invention to eliminate the disadvantages known from the prior art and, in particular, to provide a multi-plate clutch which has a lower friction loss when it is actuated, while at the same time ensuring a radial design that is as compact as possible.

This is achieved according to the invention in that a first friction element of the first group, which is axially fixedly connected to the first carrier, is connected to a second friction element of the first group in a rotationally fixed manner via a driver element received on the first friction element of the first group in a rotationally fixed and relatively axially movable manner.

This coupling of the first friction element to the second friction element via the driver element means that it is no longer necessary to accommodate and guide the friction elements in an axial toothing and thus it is possible to move the friction elements axially relative to one another without generating additional friction force. The friction losses in the corresponding axial toothing that have hitherto occurred when the second friction element is displaced relative to the first friction element are even avoided. This reduces the frictional torques that occur during operation, so that the multi-plate clutch is operated much more efficiently.

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

Accordingly, it is also advantageous if the first carrier is a carrier which directly receives the rotor of the electrical machine on a sleeve-shaped receiving area or is at least prepared for fixing the rotor. The first group of friction elements and the second group of friction elements are more preferably arranged radially within this receiving area. This ensures a space-saving implementation of the multi-plate clutch.

If the driver element is axially biased by means of a first spring unit in such a way that the driver element exerts an axial biasing force on the Second friction element of the first group generated away from the first friction element of the first group, a robust support of the friction elements in an open position of the multi-plate clutch is enabled.

In addition, it is useful in this context if an axially fixed stop (preferably fixed directly provided on the first carrier) is arranged in such a way that the second friction element of the first group is pressed against this stop in an open position of the multi-plate clutch. By providing a defined starting position for the second friction element, the probability of a drag torque occurring is further reduced.

In this regard, it is also advantageous if a third friction element of the first group is designed as a pressure plate, connected in a non-shiftable manner to a displacement element of a clutch actuation mechanism and attached to an axially fixed area by means of a second spring unit. As a result, the first group has at least three friction elements which can be moved with as little wear as possible relative to the first carrier.

Furthermore, it is advantageous if the first spring unit and / or the second spring unit have / has a spring element designed as a leaf spring, plate spring or wave spring. This results in an axially even more compact design of the spring unit.

The driver element is made even more robust if it forms a plurality of axially protruding support areas distributed in the circumferential direction, each support area with its free axial end area resting directly on this second friction element while positively locking a projection of the second friction element of the first group.

The driver element consequently forms a toothing (preferably in the form of a toothed ring / toothed ring area) on an end face facing the second friction element of the first group, which engages in the axial direction in a corresponding counter-toothing of the second friction element, while the second friction element is held in a rotationally fixed manner.

The driver element is advantageously implemented in a ring shape (/ as a driver ring).

If the driver element is formed in such a way that it supports the second friction element of the first group in a centered manner relative to the first carrier, the friction elements of the first group are easily centered relative to one another.

The invention also relates to a hybrid module for a motor vehicle drive train, with an electrical machine and a multi-plate clutch according to the invention according to at least one of the embodiments described above, a rotor of the electrical machine being rotationally coupled to the first carrier (preferably attached to a radial outside of the receiving area) .

Furthermore, the invention relates to a double clutch device for a motor vehicle drive train, with two partial clutches that can each be coupled to a transmission input shaft, at least one partial clutch being designed as a multi-plate clutch according to at least one of the embodiments described above.

The double clutch device is preferably simply prepared on the part of the first carrier for connection to the rotor or to a rotor carrier receiving the rotor. In a further preferred embodiment, the rotor or the rotor carrier is even already attached to the first carrier.

The invention also relates to a drive train for a motor vehicle, with the hybrid module or the double clutch device.

In other words, according to the invention, a multiple clutch, preferably a triple clutch in the form of a hybrid module, alternatively also a single clutch / disconnect clutch with optimized sliding friction is realized. Instead of a toothing formed between the friction elements of at least one clutch component and a carrier, a driver element is provided, which is connected to an axially fixed friction plate (first friction element of the first group) and an axially movable friction plate (second friction element of the first group). A multi-disc clutch for a hybrid module is therefore proposed. The axially fixed lamella is axially fixed to the rotor arm (via the first carrier). This first lamella is non-rotatably connected to the second axially movable lamella via the driver element. For this purpose, the driver element is connected to the first lamella in an axially flexible and prestressed manner. Even with the gradual closing of the individual lamellas, no friction loss is generated by a toothing that would depend on the torque that has already been transmitted.

• 1 eine Längsschnittdarstellung eines Hybridmoduls mit einer in einer Doppelkupplungseinrichtung eingesetzten erfindungsgemäßen Mehrscheibenkupplung nach einem ersten Ausführungsbeispiel, wobei neben der Doppelkupplungseinrichtung an das Hybridmodul anschließende Bereiche einer Verbrennungskraftmaschine und eines Getriebes eines Antriebsstranges angedeutet sind,
• 2 eine Längsschnittdarstellung der in 1 eingesetzten Mehrscheibenkupplung in alleiniger Darstellung, wobei der nähere Aufbau der Mehrscheibenkupplung gut erkennbar ist,
• 3 eine Längsschnittdarstellung einer in 2 eingesetzten Baugruppe bestehend aus einem ersten Träger und mehreren Reibelementen zweier unterschiedlicher Teilkupplungen der Doppelkupplungseinrichtung,
• 4 eine perspektivische Ansicht der in 3 dargestellten Baugruppe in Vollansicht,
• 5 eine perspektivische Ansicht eines Zusammenbaus aus einem ersten Reibelement einer ersten Reibelementegruppe und einem Mitnehmerelement,
• 6 eine perspektivische Ansicht des in 5 eingesetzten Mitnehmerelementes von seiner dem ersten Reibelement der ersten Reibelementegruppe zugewandten Seite,
• 7 eine Längsschnittdarstellung einer in einem Hybridmodul als Trennkupplung eingesetzten erfindungsgemäßen Mehrscheibenkupplung nach einem zweiten Ausführungsbeispiel,
• 8 eine Längsschnittdarstellung eines Teils des Hybridmoduls nach 7 in einem Bereich der Mehrscheibenkupplung,
• 9 eine perspektivische Ansicht eines in den 7 und 8 eingesetzten Mitnehmerelementes von seiner dem ersten Reibelement der ersten Reibelementegruppe zugewandten Seite, sowie
• 10 eine Längsschnittdarstellung einer ebenfalls als Trennkupplung eingesetzten erfindungsgemäßen Mehrscheibenkupplung nach einem dritten Ausführungsbeispiel, wobei gegenüber dem zweiten Ausführungsbeispiel ein mit einem Schwingungsdämpfer weiter verbundener Zahnkranzbereich unmittelbar mit einem zweiten Träger ausgebildet ist.

The invention is explained in more detail below with reference to figures in connection with various exemplary embodiments. Show it:

• 1 a longitudinal sectional view of a hybrid module with a multiple-disc clutch according to the invention used in a double clutch device according to a first Embodiment, with areas of an internal combustion engine and a transmission of a drive train being indicated in addition to the dual clutch device,
• 2 a longitudinal sectional view of the in 1 used multi-disc clutch in a single representation, whereby the detailed structure of the multi-disc clutch is clearly visible,
• 3 a longitudinal sectional view of an in 2 used assembly consisting of a first carrier and several friction elements of two different partial clutches of the double clutch device,
• 4th a perspective view of the in 3 shown assembly in full view,
• 5 a perspective view of an assembly of a first friction element of a first friction element group and a driver element,
• 6th a perspective view of the in 5 inserted driver element from its side facing the first friction element of the first friction element group,
• 7th a longitudinal sectional view of a multi-plate clutch according to the invention used as a separating clutch in a hybrid module according to a second exemplary embodiment,
• 8th a longitudinal sectional view of part of the hybrid module according to 7th in one area of the multi-plate clutch,
• 9 a perspective view of one in the 7th and 8th used driver element from its side facing the first friction element of the first friction element group, as well as
• 10 a longitudinal sectional view of a multi-plate clutch according to the invention, also used as a separating clutch, according to a third exemplary embodiment, with a toothed ring region further connected to a vibration damper being formed directly with a second carrier compared to the second exemplary embodiment.

The figures are merely of a schematic nature and are used exclusively for understanding the invention. The same elements are provided with the same reference symbols. The different features of the various exemplary embodiments can also be freely combined with one another.

A first embodiment of a multiple-disc clutch implemented as a friction clutch according to the invention 1 is related to the 1 to 6th to recognize in detail. With the 7th to 10 two further exemplary embodiments are also illustrated, but in principle according to the multi-plate clutch 1 of the first embodiment are constructed and function. For the sake of brevity, the differences between these exemplary embodiments are therefore only explained below.

Coming back to 1 it can be seen that the multi-plate clutch according to the invention 1 in a hybrid module 2 is used or as part of the hybrid module 2 is trained. The hybrid module 2 is further typically in a powertrain 3 a motor vehicle used. The drive train 3 is in this illustration on the part of two transmission input shafts 26a , 26b a transmission illustrated. The transmission input shafts 26a , 26b are on an output side of the hybrid module 2 connected, as explained in more detail below. The hybrid module is on the input side 2 in operation with an output shaft 33 connected to an internal combustion engine not shown here for the sake of clarity.

In the first embodiment according to 1 is between the output shaft 33 and an input-side separating clutch 34 of the hybrid module 2 a vibration damper 31 used in the form of a dual mass flywheel. The disconnect clutch 34 is thus between the vibration damper 31 and an input shaft 35 / Intermediate shaft of the hybrid module 2 used effectively. The input shaft 35 goes into a rotor arm 36 of the hybrid module 2 about. The rotor arm 36 serves for the non-rotatable mounting of a rotor 5 an electrical machine 6th of the hybrid module 2 . The electric machine 6th has next to relative to a housing 37 rotatable rotor 5 a stator fixed to the housing 38 on. The radially inside the stator 38 arranged rotor 5 is at the same time on a radial outside of a sleeve-shaped receiving area 29 of the rotor arm 36 attached. Furthermore are with the rotor arm 36 two, each with a multi-plate clutch according to the invention 1 forming partial couplings 27 , 28 appropriate.

In the 2 partial couplings shown in more detail 27 , 28 together form a double clutch device 30th out. The double clutch device 30th is furthermore how out 2 can be seen as a built-in module that can be converted into the hybrid module in one step 2 can be integrated, composed.

Since the two partial couplings 27 , 28 essentially have the same structure and function, the following is representative of both partial clutches 27 , 28 their detailed training based on the first partial coupling 27 described.

As the multi-plate clutch according to the invention 1 trained first partial coupling 27 has a first carrier 7th on. The first carrier 7th is to be fixed directly to the receiving area 29 / the rotor arm 36 prepared. In further embodiments, it is in principle also possible that this first carrier 7th immediately the recording area 29 with trains. As with the cooperation of the 1 and 2 can be seen is the first carrier 7th with an axially extending cage area 39 radially from the inside on the sleeve-shaped receiving area 29 of the rotor arm 36 supported.

The multi-disc clutch 1 has a first friction element group, ie a first group 8th on several friction elements 9a , 9b , 9c on. This first group 8th is directly on the first carrier 7th rotatably received and thus forms with the first carrier 7th a first coupling component 4a the multi-disc clutch 1 out. A second coupling component 4b the multi-disc clutch 1 is with another second carrier 10 equipped in a typical manner according to 1 with a first transmission input shaft 26a is rotatably connected. The second carrier 10 also has several, here two friction elements 12a , 12b on which a second group of friction elements, ie a second group 11 on friction elements 12a , 12b form. The second carrier 10 and the second group 11 on friction elements 12a , 12b thus forms the second coupling component 4b the multi-disc clutch 1 from which second coupling component 4b optionally with the first coupling component 4a is rotationally connectable.

The multi-disc clutch, also known as a multi-disc clutch 1 is typically via a clutch actuation mechanism 19th , here with a hydraulic actuator 40 is further connected, operated. There is a sliding element for this 18th the clutch actuation mechanism 19th realized as a pressure pot, the sliding element 18th at the same time the second partial coupling 28 axially penetrates. Alternatively, the actuation device can be designed as a mechanical actuation device, an electrical actuation device or as a lever actuator.

A first friction element 9a the first group 8th is axially fixed to the first carrier 7th supported. This first friction element 9a is on the first carrier 7th , namely at a free end of the cage area 39 fixed. Two more friction elements 9b , 9c the first group 8th are relative to this first friction element 9a arranged axially displaceable. One centrally between the first friction element 9a and a third friction element 9c arranged second friction element 9b is according to the invention by a driver element 14th on the first friction element 9a fixed. The driver element 14th as it is in conjunction with the 3 to 6th is evident, on the one hand, via a first spring unit 15th rotatably but axially relatively displaceable on the first friction element 9a attached and on the other hand non-displaceable on the second friction element 9b supported.

The driver element 14th has in this embodiment an annular fastening area 41 on. This annular attachment area 41 is essentially in the radial direction with respect to a central axis of rotation 13 (the input shaft 35 / of the rotor arm 36 ) arranged. The attachment area 41 is about the first spring unit 15th on one of the second friction element 9b facing away from the axial side of the first friction element 9a non-rotatably, but axially displaceable suspended / received. The first spring unit 15th has several spring elements in this version 22nd in the form of leaf springs and is therefore also referred to as a leaf spring unit. The first spring unit 15th preferably has at least one, more preferably a plurality of leaf spring assemblies distributed in the circumferential direction.

For the installation of the driver element 14th on the second friction element 9b are several arranged distributed in the circumferential direction, on the fastening area 41 subsequent support areas 23 intended. The support areas 23 are implemented in the form of axial tabs. The support areas 23 have a front receiving groove / a receiving hole 42 on. In this receiving hole 42 engages the second friction element 9b provided projection 25th one. How out 5 showing is that head start 25th realized as a radially protruding nose. This creates each support area 23 an end area 24 of the driver element 14th from that the lead 25th supports / receives positively in the direction of rotation and for a non-rotatable connection of the first friction element 9a with the second friction element 9b cares. The support areas distributed in the circumferential direction 23 consequently form a kind of toothing, which toothing in one through the projections 25th formed counter-toothing of the second friction element 9b axially engages for the non-rotatable connection of the driver element 14th with the second friction element 9b . The first spring unit 15th is with their spring elements 22nd used so biased that the driver element 14th an axial biasing force in the direction of the second friction element 9b , from the first friction element 9a generated away. More in the circumferential direction to the support areas 23 converted protrusions 25th serve as stop elements to rest against an axial stop 16 of the first carrier 7th .

That as a pressure plate 17th implemented third friction element 9c is in turn by means of a second spring unit 20th with a stuck with the first carrier 7th coupled area 21st connected. This area fixed to the carrier 21st is immediate as a first friction element 9a the second partial coupling 28 educated. This is the third friction element 9c the first partial coupling 27 by means of the second spring unit 20th , which is also implemented as a leaf spring unit, rotatably fixed to the first carrier 7th directly connected and axially displaceable relative to this via a spring preload.

It can also be seen that on the first carrier 7th directly to the definition of an end position of the second friction element 9b relative to the first friction element 9a an axial stop 16 is implemented in the form of a groove / groove. In an initial position of the multi-disc clutch 1 , which corresponds to an open position, the second friction element lies 9b at this axial stop 16 so that there is an air gap between the two groups 8th , 11 consists of friction elements. How out 4th is apparent, the stop can define an end position of the second friction element 9b relative to the first friction element 9a also be designed as a tangentially arranged stop.

The friction elements 12a , 12b the second group 11 are directly on an outside of the second carrier 10 fixed. A first friction element 12a this second group 11 is implemented as a friction plate with cushioning and axially fixed on the second carrier 10 fixed. A second friction element 12b the second group 11 is in turn rotationally fixed to the second carrier 10 connected, but arranged axially displaceably relative to this.

As already mentioned, the second partial clutch is 28 in the same way as the first partial coupling 27 implemented. The second carrier 10 the second partial coupling 28 is, however, with a second transmission input shaft 26b ( 1 ) connected.

Combined with 7th is then a second embodiment of the multi-plate clutch according to the invention 1 illustrated. In this version there is the multi-disc clutch 1 no longer as part of a double clutch system 30th implemented, but directly as the disconnect clutch 34 of the hybrid module 2 realized. The multi-disc clutch 1 is therefore preferred between the vibration damper 31 and the rotor arm 36 used effectively. The first coupling component 4a is in turn with the rotor arm 36 non-rotatably connected. In particular, is the first carrier 7th now directly through the rotor arm 36 educated. The second coupling component 4b is on the input side with the vibration damper 31 connected. This is the second carrier 10 directly with a gear rim area 32 equipped with the vibration damper 31 is still in mesh. Combined with 9 can also be seen that the front-side receiving holes 42 can also have a shape other than rectangular. These are implemented, for example, with a wave-shaped base.

As in the third embodiment according to 10 This gear rim area can be recognized in this context 32 also directly in one piece with one the second group 11 receiving area of the second carrier 10 be formed and not as in the embodiment of 7th to 9 two-part.

In other words, it is a hybrid module 2 implemented in P2 arrangement. The rotor 5 the electric machine 6th is about the case 37 as well as the central warehouse for the stator 38 mounted and over a shaft 35 with the disconnect clutch 34 connected. The disconnect clutch 34 himself is at the ZMS 31 connected and the double clutch 30th in the rotor 5 integrated. The double clutch 30th is designed as multi-disc clutches due to the torque capacity required and the limited actuation force. The slats 9a , 9b , 9c should not be shifted in a toothing as before. This can be solved by adding a movable driver element 14th Torque-proof via leaf springs or wave springs, for example 15th , 22nd is connected and this driver element 14th and the slat 9b do not perform any axial movement relative to one another.

The basic structure of a triple clutch 2 is in the 1 and 2 shown. The damper 31 is as usual with the crankshaft 33 screwed. Interface between separating clutch 34 and ZMS 31 is the tensioning toothing on the secondary flange / driving gear rim 32 on the disconnect clutch 34 . The disconnect clutch 34 itself is on the intermediate shaft 35 stored, whereby the operating forces when engaging the disconnect clutch 34 can be supported internally. The double clutch 30th is designed in such a way that this is a module in the rotor 5 the electric machine 6th can be inserted. This enables easy assembly by the customer.

In a first exemplary embodiment, the solution is a concept of the rotor-integrated double clutch 30th with the aid of the K1 partial clutch 27 with two disks, the function being explained schematically as follows: The driver element 14th controls the middle slat 9b , the left lamella 9a is fixed to the cage 39 and the rotor 5 connected; the right lamella 9c is like from pressure plates 17th known, by means of leaf springs or wave springs 20th axially movable on the rotor 5 (via fixed slat 9a the K2 clutch 28) connected. The coupling 27 is by means of a pressure pot 18th coming from the right pressed shut. The driving element 14th is by means of leaf springs 15th torque-proof on the fixed lamella 9a the K1 27 is suspended and has the clutch open 27 one of the Leaf springs 15th Axial force exerted to the right, which is spread over the middle lamella 9b and their stop 16 in the cage 39 supports. The axial force enables the coupling to be pressed on 27 in the non-actuated state, the stop 16 gives the end position of the lamella 9b before so the clutch 27 is appropriately ventilated. When the clutch is engaged 27 becomes the middle lamella 9b through the clutch disc 12a with pad suspension pushed to the left. Due to the bias of the driver element 14th this is also moved to the left, but there is no relative movement. At this point in time there is already momentum over the middle lamella 9b transferred, which, however, does not have a negative effect via sliding friction. The coupling 27 is completely closed by the middle slat 9b the air gap to the lining lamella 12a closes and this to the rigid slat 9b presses. The torque-dependent displacement friction has been removed from the system. In return you get a displacement force from the leaf springs 15th , 20th on the right lamella 9c as well as on the driving element 14th arise. On the one hand, however, this is no longer dependent on the moment, i.e. not at its greatest at the maximum moment, but linear and only depends on the position of the leaf springs 15th , 20th dependent. On the other hand, this can be selected to be correspondingly small, so that its influence can also be kept lower in percentage terms than in the case of sliding friction.

As in the 4th to 6th further to be recognized is the lamella 9b multiple teeth 25th on the outer diameter, which the torque in the driving element 14th should be transferred. Twelve teeth are shown 25th , but only six interventions (in the receiving hole 42 ). The six remaining teeth 25th should be used as a stop in the cage 39 act. However, the stop can also be designed differently. The driving element 14th has several areas 23 on, with which the torque from the slat 9b is transmitted. These areas have a tooth profile 42 on that to the teeth 25th the slat 9b fits. The driving element 14th is with open areas 23 shown so that nesting can take place over the circumference. The entrainment element is connected 14th with leaf springs 15th on the fixed slat 9a . It is conceivable (and also implemented in the specific example) that the entrainment element 14th the centering of the lamella 9b takes over. The K2 coupling 28 is constructed in the same way. This is where the spacer is 9b about the driver 14th pulled to the right against a stop. The friction discs 12a , 12b are partially softly connected via the lining segments in order to keep the displacement towards the downforce as low as possible.

This is a dry multi-disc clutch that is integrated into the rotor 1 (Two-disc clutch) implemented. To close the clutch 1 this becomes active via a slave cylinder 40 pressed shut. The transmittable torque can be regulated on the one hand via the system pressure (pressure or force regulation). In addition, the disk pack can optionally have a modulation spring or one or more disks with pad suspension, so that position control via the actuator is possible and the contact force results accordingly from the position approached and the associated spring characteristic.

In a further preferred embodiment, the rotor-integrated separating clutch is 34 implemented with optimized sliding friction. Instead of the outer disk carrier, the torque of the outer disks takes place 9a , 9b , 9c rigid or via various spring elements 22nd . The pressure pot 18th including pressure bar 17th are about leaf or wave springs 20th with the rotor arm 36 connected (and thus without sliding friction). The counter pressure plate 9a is fixed to the rotor arm 36 connected and supported by the pressure pot 18th applied contact pressure. The intermediate lamella 9b is via a driver 14th and leaf springs 15th on the counter pressure plate 9a tied up. That in the intermediate lamella 9b The torque introduced is transmitted via the driver (without tooth friction) 14th and the leaf springs 15th transfer. The leaf springs 15th allow the axial displacement of the intermediate plate 9b and push it to the right against a stop 16 on the rotor arm 36 . This also ensures that the clutch 1 ventilates and the drag torque is reduced to a minimum. The driver 14th can be designed to save space radially, which has a positive effect on the surface area and the friction radius. The design is also based on three discs (three friction elements in the second group 11 ) expandable. The friction discs 12a , 2 B are on the inner basket 10 stored, which in turn via the driver ring gear 32 with the ZMS 31 / Burner is connected. In order to reduce the sliding friction here, too, an axial connection of the lamellae is necessary 12a , 12b conceivable. In order to be able to save even more installation space and reduce parts, the inner plate carrier 10 and the drive ring gear 32 be standardized to a component ( 10 ).

List of reference symbols

1

Multi-disc clutch

2

Hybrid module

3

Powertrain

4a

first coupling component

4b

second coupling component

5

rotor

6th

electric machine

7th

first carrier

8th

first friction element group

9a

first friction element of the first group

9b

second friction element of the first group

9c

third friction element of the first group

10

second carrier

11

second group of friction elements

12a

first friction element of the second group

12b

second friction element of the second group

13

Axis of rotation

14th

Driver element

15th

first spring unit

16

attack

17th

Pressure plate

18th

Sliding element

19th

Clutch actuation mechanism

20th

second spring unit

21st

Area

22nd

Spring element

23

Support area

24

End area

25th

head Start

26a

first transmission input shaft

26b

second transmission input shaft

27

first partial coupling

28

second partial coupling

29

Recording area

30th

Double clutch device

31

Vibration damper

32

Ring gear area

33

Output shaft

34

Disconnect clutch

35

Input shaft

36

Rotor arm

37

casing

38

stator

39

Cage area

40

Actuator

41

Attachment area

42

Receiving hole

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 102017130284 A1 [0002]

Claims (10)

Multi-plate clutch (1) for a hybrid module (2) of a motor vehicle drive train (3), with a first clutch component (4a) and a second clutch component (4b) that can optionally be coupled non-rotatably to the first clutch component (4a), the first clutch component (4a) being one for non-rotatable connection with a rotor (5) of an electrical machine (6) has prepared first carrier (7) and a first group (8) of friction elements (9a, 9b, 9c) coupled non-rotatably to the first carrier (7) and the second coupling component (4b) has a second carrier (10) as well as a second group (11) of friction elements (12a, 12b) coupled non-rotatably to the second carrier (10), the friction elements (9a, 9b, 9c) of the first group (8) are arranged side by side in an axial direction of a common axis of rotation (13) alternately with the friction elements (12a, 12b) of the second group (11), characterized in that one is axially fixed to the first carrier (7) it is the first friction element (9a) of the first group (8) via a rotationally fixed and axially relatively displaceable on the first friction element (9a) of the first group (8) received driver element (14) with a second friction element (9b) of the first group (8) connected is. Multi-disc clutch (1) Claim 1 , characterized in that the driver element (14) is axially pretensioned by means of a first spring unit (15) in such a way that the driver element (14) exerts an axial pretensioning force on the second friction element (9b) of the first group (8) from the first friction element (9a ) the first group (8) generated away. Multi-disc clutch (1) Claim 1 or 2 , characterized in that an axially fixed stop (16) is arranged such that the second friction element (9b) of the first group (8) is pressed against this stop (16) in an open position of the multi-disc clutch (1). Multi-disc clutch (1) according to one of the Claims 1 to 3 , characterized in that a third friction element (9c) of the first group (8) is designed as a pressure plate (17), connected to a sliding element (18) of a clutch actuation mechanism (19) and connected to an axially fixed area by means of a second spring unit (20) (21) is attached. Multi-disc clutch (1) according to one of the Claims 2 to 4th , characterized in that the first spring unit (15) and / or the second spring unit (20) have / has a spring element (22) designed as a leaf spring, plate spring or wave spring. Multi-disc clutch (1) according to one of the Claims 1 to 5 , characterized in that the driver element (14) forms a plurality of axially projecting support areas (23) distributed in the circumferential direction, each support area (23) with its free axial end area (24), while positively locking a projection (25) of the second Friction element (9b) of the first group (8), rests directly on this second friction element (9b). Multi-disc clutch (1) according to one of the Claims 1 to 6th , characterized in that the driver element (14) is shaped in such a way that it supports the second friction element (9b) of the first group (8) in a centered manner relative to the first carrier (7). Hybrid module (2) for a motor vehicle drive train (3), with an electrical machine (6) and a multi-disc clutch (1) according to one of the Claims 1 to 7th , wherein a rotor (5) of the electrical machine (6) is rotationally coupled to the first carrier (7). Double clutch device (30) for a motor vehicle drive train (3), with two partial clutches (27, 28) that can each be coupled to a transmission input shaft (26a, 26b), at least one partial clutch (27, 28) as a multi-plate clutch (1) according to one of the Claims 1 to 8th is trained. Drive train (3) for a motor vehicle, with a hybrid module (2) Claim 8 and / or a double clutch device (30) Claim 9 .

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