DE102020113618A1 - Clutch assembly - Google Patents

Abstract

The invention relates to a clutch arrangement (1), in particular for coupling an electric motor (2) and / or an internal combustion engine (3) to the drive train (4) of a motor vehicle (5), in particular by means of a hybrid module, comprising a clutch (6) with at least a clutch disc (7) which is arranged radially and axially between a pressure plate (8) and a counter-plate (10) axially opposite the pressure plate (9), so that a relative axial offset of the clutch disc (7) and / or pressure plate (9 ) and / or counter plate (10) a frictional connection can be produced between these components and a torque can thus be transmitted between the clutch disc (7) and the pressure plate (9) and the counter plate (10), the clutch disc (7) on an annular ring that is stationary in the axial direction Disc carrier (11) is arranged with the interposition of an axial spring element (12) so that when the clutch (6) is open, the axial spring element (12) engages the clutch s disc (7) is moved into a defined position between the pressure plate (9) and the counter plate (10) under spring force.

Description

The present invention relates to a clutch arrangement, in particular for coupling an electric motor and / or an internal combustion engine to the drive train of a motor vehicle, in particular by means of a hybrid module, comprising a clutch with at least one clutch disc which is positioned radially and axially between a pressure plate and a counter plate axially opposite the pressure plate is arranged so that by a relative axial offset of the clutch disc and / or pressure plate and / or counter plate, a frictional connection can be produced between these components and a torque can thus be transmitted between the clutch disc and the pressure plate and counter plate.

A drive train of a hybrid vehicle usually comprises a combination of an internal combustion engine and an electric motor and enables - for example in metropolitan areas - a purely electric mode of operation with sufficient range and availability, especially when driving overland. In addition, there is the possibility of driving the internal combustion engine and the electric motor at the same time in certain operating situations. The electric motor of hybrid vehicles mostly replaces the previously common starter for the internal combustion engine and the alternator in order to reduce the weight gain of the hybrid vehicle compared to vehicles with conventional drive trains.

As from the EP 0 773 127 A1 , DE 100 18 926 A1 and US 2007/0175726 A1 is known, a first clutch arrangement can be arranged between the internal combustion engine and the electric motor in order to separate the internal combustion engine from the electric motor and the rest of the drive train of the hybrid vehicle. In the case of a purely electric drive, the first clutch arrangement is then also referred to as a separating clutch - it is opened and the internal combustion engine is switched off, so that the output torque of the hybrid vehicle is generated solely by the electric motor.

Such separating clutches are usually operated by means of a hydraulic release system. A hydraulic release system usually has a master cylinder that transmits the pressure generated on the master cylinder to the slave cylinder via a hydraulic pressure line. By means of an axially displaceable piston and with the interposition of a clutch release bearing, the slave cylinder transmits the hydraulic pressure to a lever system, by means of which a frictional connection is established or released on the separating clutch. Fully hydraulic clutch systems, as they are usually used in hybrid modules, can, for example, be equipped with a central release mechanism, which is often also referred to as a Concentric Slave Cylinder (CSC). These clutch release systems based on a central release require a comparatively large amount of space within a hybrid module.

The separating clutches required for hybridizing conventional drive trains also have to meet special requirements in terms of size and energy efficiency compared to conventional clutch systems. In particular, separating clutches for P2 hybrid modules must have a particularly low drag torque when they are open. When the vehicle is driven by the electric motor and the internal combustion engine is switched off, high differential speeds often occur for a long time in the disengaged clutch between the drive side and the output side of the clutch. Even small drag torques occurring in the clutch can quickly lead to inadmissibly high energy inputs due to the large differential speeds. If the energy input into the disengaged clutch is too high, this can lead to increased wear of the friction linings and thus to the premature failure of the clutch. High energy inputs into the disengaged clutch can also have a negative impact on the range that the vehicle can cover on one battery charge without the assistance of the combustion engine.

The object of the invention is thus to provide a clutch arrangement which has the lowest possible drag torque even at high differential speeds with the most compact possible design.

This object is achieved by a clutch arrangement, in particular for coupling an electric motor and / or an internal combustion engine to the drive train of a motor vehicle, in particular by means of a hybrid module, comprising a clutch with at least one clutch disc which is located radially and axially between a pressure plate and one axially opposite the pressure plate Counter-plate is arranged so that a frictional connection between these components can be produced by a relative axial offset of the clutch disc and / or pressure plate and / or counter-plate and thus a torque can be transmitted between the clutch disc and the pressure plate and counter-plate, the clutch disc being stationary in the axial direction annular disc carrier is arranged with the interposition of an axial spring element so that when the clutch is disengaged, the axial spring element moves the clutch disk into a defined position between the pressure plate and the counterplate te offset by spring force.

The clutch arrangement according to the invention has a very low drag torque when the clutch is disengaged and at the same time enables a compact design that is adapted to the usual shape of the installation space between an internal combustion engine and an electric motor. The clutch arrangement according to the invention, in combination with its hydraulic actuation system, is particularly suitable for hybridizing existing conventional drive trains that have a torque converter, a wet clutch or a wet double clutch. This is discussed in greater detail below, in particular in the description of the exemplary embodiments.

First, the individual elements of the claimed subject matter of the invention are explained in the order in which they are named in the set of claims and particularly preferred embodiments of the subject matter of the invention are described below.

Motor vehicles in the sense of this application are land vehicles that are moved by machine power without being tied to railroad tracks. A motor vehicle can be selected, for example, from the group of passenger cars (cars), trucks (trucks), small motorcycles, light motor vehicles, motorcycles, motor buses (KOM) or tractors.

A hybrid electric vehicle, also known as a Hybrid Electric Vehicle (HEV), is an electric vehicle that is driven by at least one electric motor and another energy converter and draws energy from its electrical storage unit (battery) as well as an additional fuel.

In the context of this application, the drive train of a motor vehicle is understood to mean all components that generate the power for driving the motor vehicle in the motor vehicle and transmit it to the road via the vehicle wheels.

Depending on the point of intervention, a hybrid module can be divided into the following categories P0-P4, with P0: via a belt to the internal combustion engine, P1: directly behind the internal combustion engine, P2: behind the clutch arrangement, but in front of the vehicle transmission, P3: into the vehicle transmission and P4 on Vehicle wheel, possibly on a different axle, or as a wheel hub motor. The hybrid module according to the invention is preferably a P2 hybrid module, which is arranged within the drive train of a motor vehicle between the internal combustion engine and the vehicle transmission. Alternatively, it can also be preferred to arrange the hybrid module according to the invention as a P1 hybrid module. In purely electric driving, for example, the internal combustion engine is then disengaged by means of a corresponding clutch arrangement.

The vehicle transmission is the transmission in the drive train of a motor vehicle that converts the engine speed to the drive speed.

An internal combustion engine, also often referred to as an internal combustion engine, converts chemical energy into mechanical work. For this purpose, an ignitable mixture of fuel and air is burned in the combustion chamber of the internal combustion engine. Internal combustion, i.e. the generation of combustion heat in the internal combustion engine, is characteristic of internal combustion engines. The thermal expansion of the resulting hot gas is used to move pistons (rotors in Wankel engines).

An electric motor is an electrical machine that converts electrical power into mechanical power. As a rule, current-carrying conductor coils in electric motors generate magnetic fields whose mutual forces of attraction and repulsion are converted into motion. An electric motor can in principle also be operated as a generator, so that mechanical power is converted into electrical power.

A clutch arrangement in the context of this invention comprises at least one clutch. A clutch arrangement can have further components, such as an actuation system, which can also be referred to as a release system, or mechanical connection elements for integrating and coupling the clutch, for example within a hybrid module.

The clutch, also referred to as a separating clutch, preferably has a clutch disc, a pressure plate and a counter-plate.

A clutch has the function of interrupting or closing a torque flow within a drive train of a motor vehicle at a defined position in a switchable manner. For example, by means of a clutch, a driving engine side in a drive train of a motor vehicle can be shiftably coupled or uncoupled from the transmission side and thus, for example, enable a gear change of the transmission while driving and thereby be able to operate the driving motor in a preferred speed / torque range. Clutches can in particular also be used to couple or disengage an electric motor and / or internal combustion engine in the drive train within a hybridized drive train. Such clutches are often referred to as separating clutches.

The clutch disc is the central connecting element of the clutch system. Together with the pressure plate and the counter plate of the clutch, it forms a switchable friction system. When the clutch is engaged, the clutch disc is force-locked between the pressure plate and the counter plate. The clutch disc can have friction linings via which the frictional engagement can be established.

The function of the pressure plate within the clutch is to press the clutch disc against the counter plate and thus to bring about a switchable frictional connection between the pressure plate, the clutch disc and the counter plate. The pressure plate is in particular operatively connected to an actuation system, by means of which the pressure plate can be moved against the clutch disc or away from it, in particular axially in a translatory manner. The pressure plate can have friction linings, via which the frictional engagement can be established.

The counter plate provides a counter bearing for the pressure plate and the clutch disc. The counter plate is in particular axially fixed. However, it is also possible for the counter plate to be moved in the axial direction against the pressure plate during coupling. For this purpose, the counter-plate can also be operatively connected to the actuation system. The counter plate can have friction linings via which the frictional engagement can be established.

A hydraulic actuation system, also known as a release system, usually has a master cylinder that transmits the pressure generated on the master cylinder to the slave cylinder via a hydraulic pressure line. By means of an axially displaceable piston, the slave cylinder transmits the hydraulic pressure to a lever system which is operatively connected to the clutch, so that an axial displacement of the piston causes the clutch to be actuated.

According to an advantageous embodiment of the invention, it can be provided that the disk carrier projects beyond the counterplate and / or the pressure plate in the radial direction outward. This refinement is particularly advantageous if the installation space geometries are sufficient in the radial direction.

According to a further preferred development of the invention, it can also be provided that the at least one radially inwardly open U-shaped stop bracket is arranged on the outer radial periphery of the disk carrier, the axial spring element between a free leg of the U-shaped stop bracket and the Disc carrier is positioned and the clutch disc is connected to the stop bracket. This means that the rest position of the clutch disc can be defined more precisely and less sensitive to tolerances than via the force-free position of the axial spring elements alone.

Furthermore, according to a likewise advantageous embodiment of the invention, it can be provided that the clutch disc is supported in an axially fixed manner via the annular disc carrier on a roller bearing which is arranged radially below the clutch disc. The advantageous effect of this embodiment is based on the fact that the clutch disc is decoupled from axial movements and axial vibration excitations of the internal combustion engine or the torsional vibration damper by the roller bearing.

According to a further particularly preferred embodiment of the invention, it can be provided that the annular disk carrier has an outer diameter which is smaller than the outer diameter of the counter plate and / or the pressure plate. This configuration of the clutch arrangement offers a possible alternative, particularly in the case of radial installation space restrictions.

Furthermore, the invention can also be further developed in such a way that a secondary side of a torsional vibration damper is supported and centered in the radial direction on the roller bearing of the clutch disc. In this way, on the one hand, a high level of integration and space optimization can be achieved for a clutch arrangement, in particular for a hybrid module.

In a likewise preferred embodiment variant of the invention it can also be provided that a torque-transmitting, radially supporting and axially displaceable form-fitting connection point is provided between the secondary side of the torsional vibration damper and the roller bearing.

In this way, it can be achieved that the positive connection point enables axial plugging or pushing on, in particular of the secondary side of the torsional vibration damper, and a corresponding assembly interface is provided. Furthermore, an axial tolerance compensation between the torsional vibration damper and the coupling can be realized through the form-fitting connection point.

It can also be advantageous to further develop the invention in such a way that the clutch is supported on a co-rotating actuation system. The advantage that can be realized in this way is that co-rotating actuation systems are already known, for example from conventional drive trains, so that a hybridization of such existing conventional ones Drive concepts can be simplified by the clutch arrangement according to the invention, since an already existing actuation system can be adopted essentially unchanged.

According to a further preferred embodiment of the subject matter of the invention, it can be provided that the torque transmitted by the clutch is introduced into the electric motor and / or a transmission via the co-rotating actuation system.

Finally, the invention can also be implemented in an advantageous manner in such a way that the axial spring element is designed as a leaf spring which has particularly advantageous spring characteristics for the given application.

The invention is explained in more detail below with reference to figures without restricting the general inventive concept.

• 1 eine erste Ausführungsform der Kupplungsanordnung im geöffneten Betriebszustand in einer schematischen Querschnittsansicht,
• 2 eine erste Ausführungsform der Kupplungsanordnung im eingekuppelten Betriebszustand in einer schematischen Querschnittsansicht,
• 3 eine zweite Ausführungsform der Kupplungsanordnung im geöffneten Betriebszustand in einer schematischen Querschnittsansicht,
• 4 eine zweite Ausführungsform der Kupplungsanordnung im eingekuppelten Betriebszustand in einer schematischen Querschnittsansicht, und
• 5 eine schematische Blockschaltdarstellung eines Kraftfahrzeugs mit einer erfindungsgemäßen Kupplungsanordnung.

Show it:

• 1 a first embodiment of the clutch arrangement in the open operating state in a schematic cross-sectional view,
• 2 a first embodiment of the coupling arrangement in the coupled operating state in a schematic cross-sectional view,
• 3 a second embodiment of the clutch arrangement in the open operating state in a schematic cross-sectional view,
• 4th a second embodiment of the coupling arrangement in the coupled operating state in a schematic cross-sectional view, and
• 5 a schematic block diagram of a motor vehicle with a clutch arrangement according to the invention.

the 1-2 show a first embodiment of a clutch assembly 1 , especially for coupling an electric motor 2 and / or an internal combustion engine 3 with the drive train 4th of a motor vehicle 5 as exemplified in the 5 is shown.

The clutch assembly includes a clutch 6th with at least one annular clutch disc 7th , which radially and axially in an annular space between a pressure plate 8th and one of the pressure plate 9 axially opposite counter plate 10 is arranged. By a relative axial offset of the actuated pressure plate 9 against the counter plate 10 there is a frictional connection between the clutch disc 7th and manufactured these components and so a torque between the clutch disc 7th and the pressure plate 9 as well as counter plate 10 transferable.

The clutch disc 7th is on an annular disk carrier that is stationary in the axial direction 11 with the interposition of an axial spring element 12th arranged so that when the clutch is open 6th the axial spring element 12th the clutch disc 7th in a defined position between the pressure plate 9 and the counter plate 10 offset by spring force.

The necessary axial displacement of the clutch disc 7th to release the clutch 6th is thus through the axial spring element 12th allows, which is formed in the embodiment shown as a leaf spring or a plurality of leaf springs. The axial spring element 12th is in the embodiment shown 1 between the target carrier 11 and the clutch linings or the lining suspension segments and consists of several leaf springs arranged on the circumference. When the pressure plate 8th when opening the clutch 6th is moved away from the counter plate 10, the axial spring elements 8th of the disc mechanism relax and ensure that the clutch disc 7th with their friction surfaces a piece of the counter plate 10 swings away and then assumes a defined rest position. The way the clutch disc 7th from the pressure plate 9 swings away is smaller than the lift (travel of the pressure plate to open the clutch) of the pressure plate 9 . This not only creates the frictional contact between the counterplate 10 and the clutch disc 7th released, but also the frictional contact between the clutch disc 7th and the pressure plate 8th .

From the 1 it can also be seen that in the embodiment shown, the disk carrier 11 the counter plate 10 and the pressure plate 9 protrudes outward in the radial direction.

To the rest position of the clutch disc 7th To be able to set it particularly precisely, the clutch disc oscillates 7th in this embodiment of the 1 not just down to the force-free position of the axial spring elements 12th back, but the disc mechanism is with several stop brackets distributed around the circumference 13th provided, which represent a mechanical limit for the swing-back path. The axial spring element 12th is between a free leg of a U-shaped stop bracket 13th and the disc carrier 11 positioned and the clutch disc 7th is on an outer surface of the U-shaped stop bracket 13th fixed.

So that the clutch disc 7th with the clutch open 6th as little contact as possible with the adjacent friction surfaces from the counterplate 10 and the pressure plate 8th and thus drag torque is avoided, is the clutch disc 7th via a separate roller bearing 14th supported. Through this roller bearing 14th becomes the target carrier 11 rotatable but axially fixed on the counter plate 10 the clutch 6th supported. The safe, exact axial positioning of the disc carrier 11 to the counter plate 10 makes it possible to use the otherwise common axially displaceable spline between the clutch disc 7th and its respective neighboring component with which it is connected for the purpose of torque transmission (usually the drive or output shaft).

By the axial spring elements 12th the clutch disc 7th with the clutch open 6th only against the stop bracket 13th have to press and thus the rest position is determined by the geometry of the stops, the rest position of the clutch disc can 7th can be defined more precisely and less sensitive to tolerances than via the force-free position of the axial spring elements 12th .

The clutch disc 7th the in 1 clutch assembly shown 1 has when the clutch is open 6th not only because of this no contact with the adjacent friction surfaces of the counterplate 10 and the pressure plate 9 because the clutch disc 7th of the elastic mechanism of the axial spring elements 12th is pushed into a defined rest position and does not have to move axially by itself through contact with the adjacent friction surfaces in a spline, but also because the clutch disc 7th through the roller bearing 14th of axial movements and axial vibration excitations of the internal combustion engine 2 or the torsional vibration damper 16 is decoupled. The secondary side 15th of the torsional vibration damper 16 is in the radial direction on the roller bearing 14th supported and centered.

What the 1 and 2 what can also be seen is that between the secondary side 15th of the torsional vibration damper 16 and the roller bearing 14th a torque-transmitting, radially supporting and axially displaceable form-fitting connection point 17th is provided in the form of a spline. This form-fitting connection point 17th is designed to be axially pluggable and also serves as an assembly interface and axial tolerance compensation between the torsional vibration damper 16 and the clutch 6th .

In the 1-2 is the combustion engine on the left 3 and its unspecified crankshaft flange indicated. The torque of the internal combustion engine 3 is first on a torsional vibration damper 16 , executed in the illustrated embodiment as a two-mass flywheel (DMF), transferred. Via the secondary side 15th of the torsional vibration damper 16 , the one designed as a spline connection point 17th with the clutch disc 7th the clutch 6th connected, the torque is applied to the clutch 6th transferred and from there with the clutch closed 6th to the electric motor 2 forwarded.

It is also shown in the figure that the clutch 6th on a rotating actuation system 18th is supported.

It can also be seen from the figure that the clutch 6th transmitted torque via the co-rotating actuation system 18th in the electric motor 2 and / or a transmission 19th initiated.

The coupling 6th relies on their operating system 18th off that firmly with the intermediate shaft 20th connected is. The intermediate shaft 20th is in turn locked in rotation with the rotor arm 21 tied together. In the illustrated embodiment of the 1 is the rotor arm 21 one piece with the intermediate shaft 20th executed. The intermediate shaft 20th is through the angular contact ball bearings 22nd in O-arrangement together with the rotor of the electric motor 2 on the partition wall fixed to the housing 23 supported.

Thus also the clutch 6th and its operating system 18th both fixed to the intermediate shaft 20th connected by the angular contact ball bearings 22nd rotatably mounted, axially and radially supported and centered. The torque of the electric motor 2 regardless of whether it is exclusively from the electric motor 2 or from the one with him through the closed clutch 6th connected internal combustion engine 3 was generated by a main torque transmission element, not shown, to the transmission 19th transfer. The main torque transmission element is with its drive side with the rotor of the electric motor 2 connected and with its output side to a unit that absorbs the torque of the drive module, for example the gearbox 19th .

In the embodiment of 1 the main torque transmission element is indicated by two disc hubs of a double clutch, not shown. For this reason, two transmission input shafts, which are not designated in more detail, are also shown to match a double clutch.

The torque can always be transmitted in both directions via the path described here. For example, the electric motor can 2 Transferring torque to the internal combustion engine (for example to start the internal combustion engine) and it is also possible to transfer torque from the gearbox to one or both drive motors (for example to the recuperation or to use the engine drag torque as an engine braking function).

The hydraulic actuation system 18th is on that of the gearbox 19th groundbreaking end of the intermediate shaft 20th attached. There is also a sleeve-like component 24 of the actuation system 18th on the intermediate shaft 20th plugged on, and rotatably fixed to the intermediate shaft by a form-fitting connection contour in the form of a spline 20th tied together. In addition, the sleeve-shaped component is 24 axially on the intermediate shaft 20th fixed. The intermediate shaft, which is designed as a hollow shaft, has for this purpose 20th at her of transmission 19th The pioneering end on the inner diameter has a threaded section into which a screw 25th is screwed in, the head of which is on the axial gearbox 19th remote end of the intermediate shaft 20th protrudes radially outward and axially on the sleeve-shaped component 24 of the actuation system 18th supports.

Through this screw 25th becomes the sleeve-shaped component 24 axially against an unspecified recess of the intermediate shaft 20th pressed and so axially on the intermediate shaft 20th fixed. The actuation system 18th is not only used to the clutch 6th to open and close, but also as a fastening element on which all axially fixed components of the coupling 6th be attached directly or indirectly. The counter plate 10 the clutch 6th is directly with the sleeve-shaped component 24 of the actuating element 18th connected and supports the other clutch components, the clutch disc 7th and the secondary side 15th of the torsional vibration damper 16 away.

When the clutch is closed 6th becomes the clutch disc 7th from the pressure plate 8th pressed against the counter plate 10. This operating state is in the 2 shown. The one to pinch the clutch disc 7th required force comes from the piston 26th of the actuation system 18th , which in the illustrated embodiment of the 1 in one piece in a pressure pot 27 passes over and with the pressure plate 8th connected is. The axially movable pressure plate 8th is about axial spring elements 12th , for example in the form of leaf springs, with the axially fixed counter plate 10 tied together. This can be done, for example, by an additional component, such as a leaf spring carrier, and riveted connections.

the 3-4 show a further embodiment of the coupling arrangement 1 , where the 3 the clutch assembly 1 in their engaged operating state and the 4th shows the clutch assembly in its released operating state. If there is sufficient axial installation space available, the disk carrier 11 compared with the execution of the 1 and 2 - Are formed radially greatly reduced, as it is in the 3 is shown. The clutch disc 7th protrudes here from the radial inside between the counter-plate 10 and the pressure plate 8th into it. The clutch disc 7th is about the ring-shaped disc carrier 11 axially fixed on a roller bearing 14th is supported, which is radially below the clutch disc 7th is arranged. The ring-shaped disc carrier 11 has an outer diameter which is smaller than the outer diameter of the counter-plate 10 and the pressure plate 9 . The disk carrier engages around here differently than in the embodiment of FIG 1-2 not the counter plate 10 but is within that of the pressure plate 8th and clutch disc 8th formed annular space radially below the pressure plate 8th arranged.

In this embodiment, too, the elastic mechanism is the axial spring element 12th equipped with an end stop. With the clutch open 6th pull the axial spring elements 12th the clutch disc 7th from the counter plate 10 away until the pad suspension segments on the stop contour 28 of the disc carrier 11 issue. This position corresponds to the rest position of the clutch disc 7th where the clutch disc 7th with the clutch open 6th both to the counter plate 10 as well as the pressure plate 8th is axially objectionable (ventilated). Will the clutch 6th closed, presses the pressure plate 8th the clutch disc 7th against the counter plate 10 and the lining suspension segments lift from the stop contour 28 of the disc carrier 11 away.

In the embodiment of 3 and 4th is the counter plate 10 not extended radially inwards within the friction surface and directly with the sleeve-shaped component 24 of the actuation system 18th tied together. The counter plate 10 is radially outside the friction surface with a clutch cover 29 connected to the clutch disc 7th and pressure plate 8th reaching around and behind the pressure plate 8th radially up to the sleeve-shaped component 24 is drawn inwards. The clutch cover 29 not only provides support for the counter plate 10 on the actuation system 18th , but it also carries all the other clutch components. The clutch cover 29 and the pressure pot 27 are nested in one another so movably that the clutch cover 29 axially fixed with the sleeve-shaped component 24 of the actuation system 18th can be connected and the pressure pot 27 axially movable with piston 26th and pressure plate 8th connected is.

In the embodiment of 3 and 4th this is realized by putting axially behind the pressure plate 8th axially extending extensions of the pressure pot 27 through the clutch cover 29 protrude to the pressure plate 8th to be in operative connection and radially further inward axially extending extensions of the clutch cover 29 through openings in the pressure pot 27 protrude to the sleeve-shaped component 24 of the actuation system 18th to be attached.

In the embodiment of 3 and 4th is a mass ring 30th on the secondary side 15th of the torsional vibration damper 16 attached axially between the arc spring duct of the torsional vibration damper 16 and the partition 23 extends outward and the inertia of the assembly between the arc springs of the torsional vibration damper 16 and the clutch disc 7th elevated.

The directions of axial, radial, tangential and circumferential direction refer to the axis of rotation around which the motors and the coupling rotate.

The invention is not limited to the embodiments shown in the figures. The above description is therefore not to be regarded as restrictive, but rather as explanatory. The following claims are to be understood in such a way that a named feature is present in at least one embodiment of the invention. This does not exclude the presence of further features. If the patent claims and the above description define “first” and “second” features, this designation serves to distinguish between two similar features without defining an order of precedence.

List of reference symbols

1

Clutch assembly

2

Electric motor

3

Internal combustion engine

4th

Powertrain

5

Motor vehicle

6th

coupling

7th

Clutch disc

8th

Pressure plate

9

Pressure plate

10

Counter plate

11

Disc carrier

12th

Axial spring element

13th

Stop bracket

14th

roller bearing

15th

Secondary side

16

Torsional vibration damper

17th

Liaison

18th

Actuation system

19th

transmission

20th

Intermediate shaft

21

Rotor arm

22nd

Angular contact ball bearings

23

Partition

24

sleeve-shaped component

25th

screw

26th

Pistons

27

Pressure pot

28

Stop contour

29

Clutch cover

30th

Mass 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

• EP 0773127 A1 [0003]
• DE 10018926 A1 [0003]
• US 2007/0175726 A1 [0003]

Claims (10)

Clutch arrangement (1), in particular for coupling an electric motor (2) and / or an internal combustion engine (3) to the drive train (4) of a motor vehicle (5), in particular by means of a hybrid module, comprising a clutch (6) with at least one clutch disc (7) ), which is arranged radially and axially between a pressure plate (8) and a counter-plate (10) axially opposite the pressure plate (9), so that a relative axial offset of the clutch disc (7) and / or pressure plate (9) and / or Counterplate (10) a frictional connection can be established between these components and a torque can thus be transmitted between the clutch disk (7) and the pressure plate (9) and counterplate (10), characterized in that the clutch disk (7) is attached to an annular disk carrier that is stationary in the axial direction (11) with the interposition of an axial spring element (12) is arranged so that when the clutch (6) is open, the axial spring element (12) the clutch switch eibe (7) is moved into a defined position between the pressure plate (9) and the counter plate (10) under spring force. Coupling arrangement (1), according to Claim 1 , characterized in that the disk carrier (11) projects beyond the counter plate (10) and / or the pressure plate (9) in the radial direction outward. Clutch arrangement (1) according to one of the preceding claims, characterized in that the at least one radially inwardly open U-shaped stop bracket (13) is arranged on the outer radial periphery of the disc carrier (11), the axial spring element (12) between a free leg of the U-shaped stop bracket (13) and the disc carrier (11) is positioned and the clutch disc (7) is connected to the stop bracket (13). Clutch arrangement (1) according to one of the preceding claims, characterized in that the clutch disc (7) is supported axially fixed via the annular disc carrier (11) on a roller bearing (14) which is arranged radially below the clutch disc (7), Clutch arrangement (1) according to one of the preceding claims, characterized in that the annular disc carrier (11) has an outer diameter which is smaller than the outer diameter of the counter plate (10) and / or the pressure plate (9). Clutch arrangement (1) according to one of the preceding claims, characterized in that a secondary side (15) of a torsional vibration damper (16) is supported and centered in the radial direction on the roller bearing (14) of the clutch disc (7). Clutch arrangement (1) according to one of the preceding claims, characterized in that a torque-transmitting, radially supporting and axially displaceable positive connection point (17) is provided between the secondary side (15) of the torsional vibration damper (16) and the roller bearing (14). Clutch arrangement (1) according to one of the preceding claims, characterized in that the clutch (6) is supported on a co-rotating actuation system (18). Clutch arrangement (1) according to one of the preceding claims, characterized in that the torque transmitted by the clutch (6) is introduced into the electric motor (2) and / or a transmission (19) via the co-rotating actuation system (18). Clutch arrangement (1) according to one of the preceding claims, characterized in that the axial spring element (12) is designed as a leaf spring.

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