DE102020121621A1 - Hybrid module - Google Patents

Abstract

The present invention relates to a hybrid module (1) for connecting and disconnecting an internal combustion engine (4) to and from a drive train of a motor vehicle, with an electric motor (6) and a disconnecting clutch (7), which extend in the radial direction (R) of the hybrid module (1) is arranged inside the electric motor (6), and the one counter-pressure plate (24), a clutch cover (26) connected to the counter-pressure plate (24) in a rotationally fixed manner, a pressure plate (1) which can be displaced to a limited extent in the axial direction (A) of the hybrid module (1) 25) and a clutch disc (17) that can be frictionally clamped between the counter-pressure plate (24) and the pressure plate (25), the hybrid module (1) also having a hydraulic actuating device (43) for engaging and / or disengaging the separating clutch (7) which is centered in the radial direction (R) over an inner diameter of the clutch cover (26).

Description

The present invention relates to a hybrid module for coupling and uncoupling an internal combustion engine to and from a drive train of a motor vehicle. The hybrid module has an electric motor and a separating clutch which is arranged in the radial direction of the hybrid module inside the electric motor and which has a counter-pressure plate, a pressure plate that can be displaced to a limited extent in the axial direction of the hybrid module and a clutch disc that can be frictionally clamped between the counter-pressure plate and the pressure 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 when driving overland. There is also the option of driving the combustion engine and the electric motor at the same time in certain operating situations. In hybrid vehicles, the electric motor mostly replaces the previously common starter for the internal combustion engine and, secondly, the previously common alternator in order to reduce the weight gain of the hybrid vehicle compared to vehicles operated exclusively with internal combustion engines.

As from the EP 0 773 127 A1 is known, a separating clutch 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 from the rest of the drive train of the hybrid vehicle. In the purely electric mode of operation, the separating clutch, which is also referred to as a KO clutch, is then opened and the internal combustion engine switched off so that the drive torque of the hybrid vehicle is generated exclusively by the electric motor.

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

• P0: Der Elektromotor ist im Drehmomentpfad vor dem Verbrennungsmotor angeordnet und beispielsweise über einen Riemen mit dem Verbrennungsmotor gekoppelt. Bei dieser Anordnung des Elektromotors wird dieser auch gelegentlich als Riemenstartergenerator (RSG) bezeichnet.

A hybrid module can be divided into the following categories P0 to P5 depending on the arrangement or the point of engagement of the electric motor in the drive train:

• P0: The electric motor is arranged in the torque path in front of the internal combustion engine and, for example, coupled to the internal combustion engine via a belt. With this arrangement of the electric motor, it is also sometimes referred to as a belt starter generator (RSG).

P1: The electric motor is arranged in the torque path directly behind the combustion engine. The electric motor can, for example, be arranged in a manner fixed to the crankshaft in the torque path in front of the starting or gear change clutch.

P2: The electric motor is arranged in the torque path between a separating clutch, often referred to as a KO clutch, and the starting or gear change clutch, but in the torque path in front of the vehicle transmission.

P3: The electric motor is arranged in the vehicle transmission and / or on the transmission output shaft.

P4: The electric motor is arranged on an existing or separate vehicle axle.

P5: The electric motor is arranged on or in the driven vehicle wheel, for example as a wheel hub motor.

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

It is the object of the present invention to specify a hybrid module which enables a construction that is as compact as possible.

According to the invention, this object is achieved by a hybrid module with the features of the independent claim. Preferred configurations of the hybrid module are set out in the dependent claims.

According to a first aspect, a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle is proposed, with an electric motor and a separating clutch, which is arranged in the radial direction of the hybrid module within the electric motor, and which has a counter pressure plate, one in axial direction of the hybrid module has limited displaceable pressure plate and a friction-locked clutch disc between the counter-pressure plate and the pressure plate, the electric motor having a rotor which is rotatably supported by a rotor web with respect to a stator of the electric motor, the counter-pressure plate forming the rotor web. Since the counter-pressure plate forms the rotor web, that is, the counter-pressure plate and the rotor web are one component, this component performing the functions of the counter-pressure plate, namely the provision of a friction surface that cannot be displaced in the axial direction, that is, an axially fixed friction surface for the frictional contact of the clutch disc and the rotor web, namely the indirect or direct support of the rotor in the radial and axial direction, combined into one another, at least one separate component is saved, whereby in particular installation space can be saved in the axial direction.

According to a preferred exemplary embodiment, the clutch disc is connected in a rotationally fixed manner and fixedly in the axial direction to an input shaft which can be rotatably connected to the internal combustion engine. Thus the comparatively low mass of the clutch disc compared to the counterpressure plate and the pressure plate is assigned to the internal combustion engine, which has advantages when coupling and uncoupling the internal combustion engine, in particular with regard to a lower mass inertia. This makes it possible that the internal combustion engine-side torsional vibration damper can be made smaller or can be omitted entirely, whereby further installation space can be saved.

Furthermore, it is advantageous if the input shaft has a flange on which at least one friction lining of the clutch disc, which can be frictionally clamped with the rotor web designed as a counter-pressure plate and / or the pressure plate, which can be displaced to a limited extent in the axial direction, via at least one spring plate, rotatably and axially Direction is tied elastically. This type of connection makes it possible to dispense with the ability of the clutch disc to be displaced in the axial direction without increasing the drag torque of the clutch of the hybrid module due to the friction lining of the clutch disc resting slightly on the counter-pressure plate or the pressure plate when the clutch is disengaged. In this way, too, installation space can be saved in the axial direction of the hybrid module.

According to a further preferred exemplary embodiment, the rotor web, which is designed as a counter-pressure plate, is mounted in a stationary and rotatable manner in the axial direction by a rotor bearing on a housing of the electric motor that supports the stator. By integrating the separating clutch and electric motor in this area, the space required is also reduced.

In particular, it is advantageous in this context if the housing of the electric motor has a housing collar, on the outside of which the rotor bearing is arranged, and through the interior of which the input shaft, which can be rotatably connected to the internal combustion engine and which can be rotated via an input-side bearing on the inside of the housing collar, extends is stored. This way of integrating components on the input side of the hybrid module additionally reduces the space required for the hybrid module.

In the previous exemplary embodiment, the rotor bearing rotates permanently between the rotor and the housing collar, while the input-side bearing between the housing collar and the rotor shaft only rotates when the separating clutch is closed. Housing and rotor can swap places in a different arrangement, so that the arrangement rotor shaft → input-side bearing → rotor → rotor bearing → housing collar is created radially from the outside to the inside. In this case, the rotor bearing would rotate permanently again, but the input-side bearing would only rotate when the separating clutch is open. Depending on the time proportions of the separating clutch (open versus closed), the arrangement can optimize the drag torques. The bearing on the input side should be arranged in such a way that it rotates as little operating time as possible.

It is advantageous if the rotor web designed as a counter pressure plate is connected in the radial direction outside the clutch disk to a rotor arm, or merges into a rotor arm, on the outside of which the rotor is designed in a rotationally fixed manner with the rotor arm.

Furthermore, it is advantageous if the rotor arm is connected non-rotatably to a clutch cover to which the pressure plate is connected via leaf springs so that it is non-rotatable and can be displaced to a limited extent in the axial direction. Both of the previous measures additionally reduce the installation space of the hybrid module.

The rotor arm is preferably rotatably connected to an output-side torsional vibration damper, preferably with a centrifugal pendulum, and an output flange of the output-side torsional vibration damper is preferably rotatably engageable with a spline of an output shaft, for example a transmission input shaft. In particular with regard to a compact design and a large damper capacity, it is advantageous if a pendulum rocker damper is used as the output-side torsional vibration damper, since this still has a large damper capacity even with a comparatively small outer diameter.

According to a further preferred embodiment, a hydraulic actuating device, preferably connected non-rotatably to the clutch cover, for engaging and / or disengaging the separating clutch is oil-tight, but rotatable, connected via an inner surface of the output shaft. The provision of a rotatability is necessary due to the connection of the torsional vibration damper on the output side. Alternatively, however, it is also possible, if no torsional vibration damper is provided on the output side, to dispense with the rotatability and thus to simplify the storage and protection against oil leaks.

According to a further preferred embodiment, the rotationally fixed and axially fixed connection of the clutch cover and / or the output-side torsional vibration damper is arranged in the radial direction and / or in the axial direction within the stator of the electric motor, which is preferably designed as an internal rotor. This also further reduces the installation space that the hybrid module requires, in particular if the said connection is arranged both in the radial direction and in the axial direction within the stator. The stator of the electric motor, which is arranged on the outside in the radial direction, thus defines the largest outer diameter that the hybrid module requires as installation space.

According to a second aspect, which can preferably also be considered independently of the first aspect and / or the preceding, preferred exemplary embodiments, a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle is proposed, with an electric motor and a separating clutch , which is arranged in the radial direction of the hybrid module within the electric motor, and which has a counter-pressure plate, a clutch cover connected to the counter-pressure plate in a rotationally fixed manner, a pressure plate that can be displaced to a limited extent in the axial direction of the hybrid module and a clutch disc that can be frictionally clamped between the counter-pressure plate and the pressure plate, the The hybrid module also has a hydraulic actuating device for engaging and / or disengaging the separating clutch, which is attached to the clutch cover in a rotationally fixed and axially fixed manner. By integrating the actuating device into the hybrid module, the installation space of the hybrid module is further reduced, since additional external interfaces can be dispensed with.

The actuating force to be applied by the actuating device for engaging and / or disengaging the separating clutch is preferably completely supported within the hybrid module free of relatively rotatable components. External components for supporting the actuating force can thus be dispensed with, which further reduces the installation space required.

Furthermore, it is advantageous if the flow of the actuating force through the hybrid module is closed with the participation of at least the following sequence of components of the hybrid module: housing of the actuating device, actuating piston, pressure plate, friction-locked clutch disc, counter-pressure plate, rotor carrier of the electric motor, clutch cover, housing of the actuating device .

According to a further preferred exemplary embodiment, the separating clutch is actuated directly, so that the path that the actuating device covers to engage and / or disengage the separating clutch corresponds to the path that the pressure plate covers to engage and / or disengage the separating clutch. The transmission ratio of the separating clutch is therefore one to one. This makes it possible to use an actuating device with a very short actuating stroke, as a result of which the path which is required for the actuating stroke and which has to be kept in the installation space of the hybrid module is very short. This further reduces the installation space of the hybrid module.

According to a further preferred embodiment, a pressure pot is arranged in the flow of the actuating force between one or the actuating piston of the actuating device and the pressure plate. The actuating force can be transmitted to the pressure plate in a simple manner through the pressure pot.

The clutch cover preferably has an inner edge against which an outer edge of the housing of the actuating device rests in the radial direction and / or in the axial direction. In this way, the actuation device on the clutch cover can be held in position without the interposition of further components, which reduces the installation space required by the hybrid module.

In particular, it is advantageous if the housing of the actuating device is fastened to the clutch cover via a locking ring on the housing side. Since the locking ring is detachable, a non-destructive exchange of the actuating device is made possible in this way in the event of damage, without having to reserve additional installation space for this.

According to a further preferred embodiment, the clutch cover has a potted area in the radial direction outside the inner edge, into which a part of an actuating piston of the actuating device, and preferably a part of a pressure pot, extends in the axial direction. This type of arrangement of the components of the hybrid module allows the installation space required in the axial direction for the hybrid module to be further reduced.

According to a further preferred exemplary embodiment, the housing of the actuating device has a housing collar in the radial direction within the outer edge, via which the actuating device is rotatably connected to an output shaft, for example a transmission input shaft, preferably oil-tight. This also allows the installation space required by the hybrid module to be further reduced.

According to a third aspect, which can preferably be considered independently of the first and / or second aspect and / or the preceding, preferred exemplary embodiments, a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle is proposed, with an electric motor and a separating clutch, which is arranged in the radial direction of the hybrid module inside the electric motor and which has a counter-pressure plate, a clutch cover connected to the counter-pressure plate in a rotationally fixed manner, a pressure plate that can be displaced to a limited extent in the axial direction of the hybrid module, and a clutch disc that can be frictionally clamped between the counter-pressure plate and the pressure plate , wherein the hybrid module further has a hydraulic actuation device for engaging and / or disengaging the separating clutch, which is centered in the radial direction over an inner diameter of the clutch cover. Because the hydraulic actuation device for engaging and / or disengaging the separating clutch is centered over an inside diameter of the clutch cover, further components for centering the actuation device can be dispensed with, which reduces the space required for the hybrid module.

The actuating device is preferably concentric with the clutch cover and / or with an output shaft connected to the separating clutch, for example a transmission input shaft. This concentric structure leads to a reduced space requirement for the hybrid module, particularly in the radial direction.

According to a further preferred exemplary embodiment, the actuating device is connected to the output shaft in an oil-tight manner and can be supplied with hydraulic oil through the output shaft. Separate hydraulic lines are therefore not required, which reduces the space required for the hybrid module.

The housing of the actuating device preferably has a housing collar within the outer edge in the radial direction, via which the actuating device is rotatably and oil-tightly connected to the output shaft, thereby reducing the installation space required by the hybrid module.

According to a further preferred embodiment, the actuating device is attached to the clutch cover in a rotationally fixed and axially fixed manner.

According to a fourth aspect, which can preferably be considered independently of the first and / or second and / or third aspect and / or the preceding, preferred exemplary embodiments, a hybrid module for connecting and disconnecting an internal combustion engine to and from a drive train of a motor vehicle is proposed , with an electric motor and a separating clutch, which is arranged in the radial direction of the hybrid module inside the electric motor, and which has a counter pressure plate, a clutch cover connected to the counter pressure plate in a rotationally fixed manner, a pressure plate that can be displaced to a limited extent in the axial direction of the hybrid module and one between the counter pressure plate and the pressure plate having frictionally clampable clutch disc, the clutch cover having a plurality of perforations distributed in the circumferential direction of the hybrid module, through which tongues of a centrifugal force compensation device extend in the radial direction. Since the clutch cover has several openings distributed in the circumferential direction of the hybrid module, through which tongues of a centrifugal force compensation device extend in a radial direction Extending through the direction, the hybrid module can be designed to be particularly compact.

According to a preferred exemplary embodiment, the hybrid module also has a hydraulic actuation device for engaging and / or disengaging the separating clutch, and the centrifugal force compensation device is designed to counteract an increase in pressure of the hydraulic oil in the actuation device caused by centrifugal force.

According to a further preferred embodiment, the openings are formed in the potted area of the clutch cover. This enables a particularly compact construction of the hybrid module.

It is also advantageous if the tongues, preferably radially inner ends of the tongues, of the centrifugal force compensation device are in contact with the actuating piston and / or with a pressure pot arranged between the actuating piston and the pressure plate. As a result, the centrifugal force compensation device can be centered in a simple manner, so that no further components are necessary for centering the centrifugal force compensation device. By dispensing with other components, the installation space required by the hybrid module can be reduced.

The centrifugal compensation device is preferably designed as a plate spring which has support tabs and angled centrifugal vanes in its radial outer periphery, the tongues in its radial inner periphery and a force ring in the radial direction between the support straps, the angled centrifugal vanes and the tongues. With this one-piece construction of the centrifugal force compensation device, the number of components and the space requirement can be reduced.

Furthermore, the support tabs, the angled centrifugal force wings and the force ring are preferably arranged in the radial direction outside the potted area of the clutch cover, which enables a particularly compact construction of the hybrid module.

It is also advantageous if the support tabs rest on a surface of the clutch cover facing away from the clutch disc, preferably in an area that lies in the radial direction between the potted area and a rotationally fixed and axially fixed connection of the clutch cover to a rotor carrier of the electric motor. This structure also makes it possible to reduce the installation space taken up by the hybrid module.

• 1 eine Schnittansicht durch ein Ausführungsbeispiel eines Hybridmoduls,
• 2 eine Detailansicht aus 1, die einen Teil einer Trennkupplung und einer Betätigungseinrichtung des Hybridmoduls zeigt,
• 3 eine Detailansicht aus 1, die eine eingangsseitige Lagerung, insbesondere einer Kupplungsscheibe des Hybridmoduls, zeigt,
• 4 eine perspektivische Ansicht der Kupplungsscheibe des Hybridmoduls aus 1,
• 5 eine Detailansicht der Betätigungseinrichtung des Hybridmoduls aus 1, und
• 6 eine Detailansicht einer Fliehkraftkompensationseinrichtung des Hybridmoduls aus 1.

The present invention is explained in more detail below on the basis of a preferred exemplary embodiment in conjunction with the associated figures. In these show:

• 1 a sectional view through an embodiment of a hybrid module,
• 2 a detailed view 1 , which shows part of a separating clutch and an actuating device of the hybrid module,
• 3 a detailed view 1 , which shows a bearing on the input side, in particular a clutch disc of the hybrid module,
• 4th a perspective view of the clutch disc of the hybrid module 1 ,
• 5 a detailed view of the actuator of the hybrid module 1 , and
• 6th a detailed view of a centrifugal force compensation device of the hybrid module 1 .

In the 1 until 6th is an embodiment of a hybrid module 1 , more precisely a P2 hybrid module. Features and combinations of features in the description of the 1 until 6th are not shown as essential to the invention, are to be understood as optional.

The hybrid module 1 , this in 1 is shown in an overall view, has an input side 2 and an exit page 3 on. Via the entry page 2 is the hybrid module 1 directly or indirectly with an internal combustion engine 4th connectable. In the illustrated embodiment, the internal combustion engine is 4th with an input-side torsional vibration damper 5 , for example a two-mass flywheel with bow springs or straight compression springs, in particular in connection with a centrifugal pendulum. The input-side torsional vibration damper is on its output side 5 with the entry side 2 of the hybrid module 1 non-rotatably connected, preferably by means of a spline 9 .

On his home page 3 is the hybrid module 1 with an output shaft 33 non-rotatably connected, preferably by means of a spline 35 . At the output shaft 33 it can be, for example, a transmission input shaft.

The hybrid module has an electric motor 6th and a disconnect clutch 7th on. With the electric motor 6th it is an electrical machine that can be operated as a motor drive or as a generator as a generator. With the disconnect clutch 7th it is a so-called KO coupling, which is used to couple and uncouple the internal combustion engine 4th to and from a drive train of a motor vehicle in which the hybrid module 1 is arranged, is formed. The disconnect clutch 7th is in the radial direction R. of the hybrid module 1 inside the electric motor 6th arranged. The disconnect clutch 7th is designed in the illustrated embodiment as a dry single-plate clutch.

On the entry side 2 of the hybrid module 1 is the torque of the internal combustion engine 4th either directly or indirectly via the input-side torsional vibration damper 5 on an input shaft 8th of the hybrid module 1 transferable. The input shaft 8th can also be referred to as an intermediate shaft or hybrid shaft. The input shaft 8th extends along an axis of rotation D. of the hybrid module 1 .

With a direct connection to the internal combustion engine 4th to the hybrid module 1 it may be with the input shaft 8th also to the crankshaft itself or an extension of the crankshaft of the internal combustion engine 4th Act. Through an entry-side warehouse 11 , which is designed as a thrust bearing and / or a radial bearing, is the input shaft 8th rotatable with respect to the electric motor 6th stored. The input-side bearing is for this purpose 11 between that in the radial direction R. internal input shaft 8th and one in the radial direction R. external housing 14th of the electric motor 6th arranged.

On their internal combustion engine 4th the opposite end has the input shaft 8th a flange 10 on. In the axial direction A. is the flange 10 the input shaft 8th inside the disconnect clutch 7th educated. So is the flange 10 the input shaft 8th in the radial direction R. inside the disconnect clutch 7th educated.

The flange 10 the input shaft 8th carries a clutch disc 17th that are frictionally engaged between one in the axial direction A. of the hybrid module 1 fixed counter pressure plate 24 the disconnect clutch 7th and one in the axial direction A. limited displaceable pressure plate 25th the disconnect clutch 7th is clampable. In particular is the input shaft 8th in the axial direction A. fixed with respect to the housing 14th of the electric motor 6th stored.

The case 14th of the electric motor 6th points in the area of the entry-side bearing 11 a case collar 15th on, which extends in the axial direction A. towards the flange 10 the input shaft 8th extends, ie from the internal combustion engine 4th extends away. The outer diameter of the inner housing collar 15th of the electric motor 6th corresponds essentially to the outside diameter of the flange 10 the input shaft 8th .

On the internal combustion engine 4th facing side extends the housing 14th of the electric motor 6th in the radial direction R. outward. This area also limits the installation space of the hybrid module 1 and borders the hybrid module 1 to the internal combustion engine 4th or to the input-side torsional vibration damper 5 down. The housing carries in its outer diameter 14th a stator 12th of the electric motor 6th , preferably by a further, ie external housing collar, which extends in the axial direction A. equally from the internal combustion engine 4th extends away, and in the inner diameter of the stator 12th of the electric motor 6th is arranged.

This additional, external housing collar defines the outer diameter of the hybrid module 1 and limits the hybrid module in the radial direction R. to the outside, for example with respect to a clutch bell.

In the radial direction R. between an outer surface of the inner housing collar 15th of the electric motor 6th and an inner surface of the counter pressure plate 24 the disconnect clutch 7th is a rotor bearing 21 arranged. The rotor bearing 21 serves as a radial bearing as well as a thrust bearing and ensures that the counter pressure plate 24 although in the circumferential direction U of the hybrid module 1 rotatable with respect to the housing 14th of the electric motor 6th is mounted in the axial direction A. of the hybrid module 1 regarding the housing 14th of the electric motor 6th however is firm. This is done, for example, on the internal combustion engine 4th facing side on the outer surface of the inner housing collar 15th and in the inner circumference of the counter pressure plate 24 annular projections formed around the rotor bearing 21 hold in place. On the internal combustion engine 4th facing away from the side have the outer surface of the inner housing collar 15th and the inside diameter of the counter pressure plate 24 for example, annular grooves in which an inner retaining ring 22nd in the case collar 15th and an external locking ring 23 in the counter pressure plate 24 are let in.

The counter pressure plate 24 extends in the radial direction R. to the outside and points to its the internal combustion engine 4th facing away from a friction surface to rest on the clutch disc 17th , more precisely on one or more of the internal combustion engine 4th facing friction linings 18th the clutch disc 17th , on.

In its radial outer circumference is a rotor arm 16 , which can also be referred to as a rotor pot, rotatably with the counter pressure plate 24 connected, for example pressed onto this. In the outer circumference of the rotor arm 16 is a rotor 13th of the electric motor 6th non-rotatably arranged and with the rotor arm 16 tied together. The rotor 13th is in the radial direction R. inside the stator 12th arranged so that the electric motor 6th is designed as a so-called internal rotor. To turn the rotor 13th stands the stator 12th in electromagnetic interaction with the rotor 13th .

Although this is not shown, it is also possible that the counter pressure plate 24 one piece with the rotor arm 16 is formed or in the rotor arm 16 transforms. It is equally possible that the rotor 13th directly on the counter pressure plate 24 is arranged. In any case, the counter pressure plate forms 24 a rotor web that holds the rotor 13th in the radial direction R. supported and over the rotor bearing 21 rotatable on the housing collar 15th of the electric motor 6th stores.

Thus it is used as a counter pressure plate 24 trained rotor web through the rotor bearing 21 in the axial direction A. stationary and rotatable on the the stator 12th load-bearing housing 14th of the electric motor 6th stored. On the outside of the housing collar 15th of the housing 14th of the electric motor 6th is the rotor bearing 21 arranged, and through the interior of the housing collar 15th extends to the internal combustion engine 4th rotatable input shaft 8th over the entry-side warehouse 11 on the inside of the housing collar 15th is rotatably mounted. This storage is detailed in 3 shown.

Likewise, in 3 the clutch disc 17th the disconnect clutch 7th of the hybrid module 1 shown. The clutch disc 17th is non-rotatable without a spline on the input shaft 8th , more precisely on the flange 10 the input shaft 8th , connected.

For this purpose, the clutch disc 17th an annular friction lining carrier 19th on that in the radial direction R. inside over one or more spring steel sheets 20th non-rotatably with the flange 10 the input shaft 8th connected is. In particular, the annular spring plate 20th or are the ring segment-shaped spring steel sheets 20th in their inner circumference with the flange 10 the input shaft 8th riveted and in their outer circumference with the friction lining 19th riveted.

That or the spring steel sheets 20th enable a forced lift from the counter pressure plate 24 and from the pressure plate 25th when the clutch is disengaged 7th , whereby in the disengaged state of the separating clutch 7th a friction or drag torque can be prevented without affecting the input shaft 8th is equipped with a spline on which the clutch disc 17th in the axial direction A. would be displaceably arranged. Although this is not shown, it is also conceivable that the spring plate 20th and the friction lining 19th are formed in one piece.

The friction lining carrier 19th is on its the internal combustion engine 4th facing side and on its the internal combustion engine 4th remote side with friction linings 18th Mistake. These friction linings 18th can with the friction lining 19th be riveted, for example, but can also be glued to this. Other types of non-rotatable connection are also conceivable. It should be mentioned that the friction lining 19th preferably one in the axial direction A. between the friction linings 18th has effective friction lining suspension or is in contact with one. However, it is also conceivable that no friction lining suspension is arranged between the friction linings. The entire clutch disc 17th is in 4th shown in a perspective view, together with the connection of the clutch disc 17th to the input shaft 8th .

The clutch disc is thus non-rotatable and in the axial direction A. firmly with that of the internal combustion engine 4th rotatable input shaft 8th tied together. The at least one friction lining 18th the clutch disc 17th , the one with the as a counter pressure plate 24 trained rotor web and / or in the axial direction A. limited displaceable pressure plate 25th Is frictionally clamped is via the at least one spring plate 20th non-rotatable and in the axial direction A. elastic on the flange 10 the input shaft 8th tied up.

The rotor arm 16 extends in the axial direction A. of the hybrid module 1 and is with a clutch cover 26th non-rotatably connected. Based on this rotationally fixed and axially fixed connection 32 of the clutch cover 26th with the rotor arm 16 extends the clutch cover 26th in the radial direction R. of the hybrid module 1 inside. The pressure plate 25th is about in the circumferential direction U of the hybrid module 1 distributed leaf springs 30th non-rotatable and in the axial direction A. Can be moved to a limited extent on the clutch cover 26th tied up. The pressure plate 25th points to their the internal combustion engine 4th facing surface on a friction surface with the clutch disc 17th , more precisely that of the internal combustion engine 4th facing away from the friction lining 18th the clutch disc 17th , can be brought into contact with friction.

Furthermore, the rotor-arm is 16 due to the non-rotatable and axially fixed connection 32 with a torsional vibration damper on the output side 31 tied together. With the torsional vibration damper on the output side 31 it can, for example, be a pendulum rocker damper. Possibly the output-side torsional vibration damper 31 additionally equipped with a centrifugal pendulum, ie with a torsional vibration damper.

The connection 32 thus ensures a rotationally fixed and axially fixed connection of the rotor arm 16 , the clutch cover 26th and an input flange of the output side Torsional vibration damper 31 together. In particular, the rotationally fixed and axially fixed connection 32 in the radial direction R. and in the axial direction A. inside the stator 12th arranged. Furthermore, the rotationally fixed and axially fixed connection 32 in the axial direction A. next to the rotor 13th on that of the internal combustion engine 4th remote side of the rotor 13th arranged, preferably on the same diameter as the rotor 13th .

An output flange of the output-side torsional vibration damper 31 is about the spline 35 with the output shaft 33 , for example the transmission input shaft, rotatably brought into engagement. Although this is not shown, it is also conceivable, for example, that the output shaft 33 without the interposition of a torsional vibration damper on the output side 31 to the rotor arm 16 or on the clutch cover 26th is connected.

In the radial direction R. inside the leaf springs 30th shows the clutch cover 26th a potted area 27 on. In the radial direction R. within the potted area 27 of the clutch cover 26th is the clutch cover 26th by an inner edge 29 limited.

The hybrid module 1 also has a hydraulic actuator 43 for engaging and / or disengaging the disconnect clutch 7th on, the non-rotatable and axially fixed on the clutch cover 26th is attached.

The one from the actuator 43 for engaging and / or disengaging the disconnect clutch 7th The actuating force to be applied is completely free of relatively rotatable components within the hybrid module 1 supported. This is in 2 through the closed flow of force K shown. The flow of actuation force through the hybrid module 1 is with the participation of at least the following sequence of components of the hybrid module 1 closed: housing 45 the actuator 43 , Actuating piston 44 , friction-locked clutch disc 17th , Counter pressure plate 24 , Rotor arm 16 of the electric motor 6th , Clutch cover 26th , Casing 45 the actuator 43 . In addition, the actuating force can flow between the actuating piston 44 the actuator 43 and the pressure plate 25th a pressure pot 42 be arranged.

Over an inner surface 34 the output shaft 33 is preferably non-rotatably with the clutch cover 26th connected hydraulic actuator 43 for engaging and / or disengaging the disconnect clutch 7th Oil-tight, but connected so that it can be twisted. This non-rotatable connection to the clutch cover 26th can take place in a force-locking manner, but can also take place in a form-locking manner, for example by means of a dowel pin or a spline. The relative rotatability of the actuator 43 , more precisely the case 45 the actuator 43 to the output shaft 33 is required as the output shaft 33 by interposing the torsional vibration damper on the output side 31 in the circumferential direction U of the hybrid module 1 limited to the clutch cover 26th is rotatable.

When the output shaft 33 directly or indirectly non-rotating on the rotor arm 16 or on the clutch cover 26th is connected, can affect the rotatability of the actuating device 43 with respect to the output shaft 33 can be dispensed with, thereby reducing the oil supply 53 the actuator 43 through the output shaft 33 made easier throughout.

The inside edge 29 of the clutch cover 26th lies on an outer edge 47 of the housing 45 the actuator 43 in the radial direction R. as shown in the detailed representation in 5 is shown. The inner edge is also located 29 of the clutch cover 26th also in the axial direction A. on the outer edge 47 of the housing 45 the actuator 43 on, more precisely with a surface of the clutch cover close to the inside edge 26th that the internal combustion engine 4th is facing. On the internal combustion engine 4th facing away from the clutch cover 26th is the case 45 the actuator 43 via a locking ring on the housing 48 on the clutch cover 46 attached.

The circlip on the housing side 48 is in one in the outer edge 47 of the housing 45 introduced circumferential groove. The outer edge 47 of the housing 45 the actuator 43 thus represents a centering edge over which the actuating device 43 on the clutch cover 26th is centered and fixed to the cover with the clutch cover 26th connected is. Thus, the actuator 43 non-rotatably and axially fixed on the clutch cover 23 attached.

The potted area 27 of the clutch cover 26th is in the radial direction R. outside the inner margin 29 of the clutch cover 26th arranged. In the potted area 27 extends in the axial direction A. of the hybrid module 1 part of the in the axial direction A. displaceable actuating piston 44 the actuator 43 into it.

Through a piston seal 46 is the axially fixed housing 45 the actuator 43 sealed oil-tight. In the potted area 27 of the clutch cover 26th the actuating piston presses 44 on the pressure pot 42 , which in turn on the pressure plate 25th pushes to the disconnect clutch 7th to engage. This pressure takes place against the bias of the leaf springs 30th in the axial direction A. of the hybrid module 1 . To disengage the disconnect clutch 7th draw the leaf springs 30th the pressure plate 25th from the clutch disc 17th or from the counter pressure plate 24 path. About the pressure pot 42 this movement is on the actuating piston 44 transferred so that hydraulic oil from the through the piston seal 46 sealed working space of the actuating device 43 into the oil-supplying output shaft 33 is pressed back.

At this point it should be mentioned that the disconnect clutch 7th is actuated directly, so that the way the actuator 43 , more precisely the actuating piston 44 the actuator 43 , for engaging and / or disengaging the disconnect clutch 7th covered, corresponds to the path that the pressure plate 25th for engaging and / or disengaging the disconnect clutch 7th covered. The same goes for the way the pressure pot 42 for engaging and / or disengaging the disconnect clutch 7th covered.

As mentioned earlier, the hydraulic actuator is 43 for engaging and / or disengaging the disconnect clutch 7th in the radial direction R. over the inside diameter of the clutch cover 26th centered. In particular, the actuator 43 concentric with the clutch cover 26th and / or with the one with the disconnect clutch 7th connected output shaft 33 , for example the transmission input shaft, which in turn together with the input shaft 8th of the hybrid module 1 the axis of rotation D. of the hybrid module 1 Are defined.

The case 45 the actuator 43 points in the radial direction R. within the outer margin 47 a case collar 49 on which the actuator 43 rotatable and oil-tight on the output shaft 33 is connected. Between the inner surface 34 the output shaft 33 and a lateral surface 50 of the housing collar 49 the actuator 43 are on the one hand a flange bearing 51 , which is preferably designed as a radial bearing, and on the other hand a flange seal 52 arranged. The flange bearing 51 is on that of the internal combustion engine 4th facing side of the hybrid module 1 arranged while the flange seal 52 on the side of the hybrid module facing the transmission 1 , ie on the internal combustion engine 4th remote side of the hybrid module 1 is arranged. Thus, the actuator 43 on the one hand rotatable and on the other hand oil-tight to the output shaft 33 tied up and through those in the output shaft 33 provided oil supply 53 can be supplied with hydraulic oil to the actuating piston 44 for engaging and / or disengaging the disconnect clutch 7th in the axial direction A. to relocate.

Like this in the detail view of 6th is shown, has the clutch cover 26th several, in the circumferential direction U of the hybrid module 1 perforations arranged in a distributed manner 28 on, through which tongues 39 a centrifugal compensation device 36 in the radial direction R. extend through. In particular, the breakthroughs 28 in the potted area 27 of the clutch cover 26th educated.

The centrifugal compensation device 36 is designed, a centrifugal force-related pressure increase of the hydraulic oil in the actuating device 43 to counteract. In a preferred embodiment, which is described in 6th is shown, has the centrifugal force compensation device 36 a disc spring 37 as a preload spring. The disc spring has in its radial outer circumference 37 Support brackets 40 and angled centrifugal blades 41 on, both in the circumferential direction U are arranged distributed. The disc spring has in its radial inner circumference 37 said tongues 39 on that equally in the circumferential direction U are arranged distributed.

In the radial direction R. between the support brackets 40 , the angled centrifugal blades 41 and the tongues 39 shows the disc spring 37 a power ring 38 on who's the tongues 39 , the support straps 40 and the angled centrifugal blades 41 in the circumferential direction U connects with each other. The tongues 39 , preferably radially inner ends of the tongues 39 , the centrifugal compensation device 36 are located with the actuating piston 44 , and preferably equally with the pressure pot 42 , in Appendix.

The support straps 40 who have favourited angled centrifugal blades 41 and the power ring 38 are in the radial direction R. outside the pressure pot 42 and outside the potted area 27 of the clutch cover 26th arranged. The support straps 40 lie on one of the clutch disc 17th or the internal combustion engine 4th remote surface of the clutch cover 26th , ie on a surface of the clutch cover facing the transmission 26th on, preferably in an area that extends in the radial direction R. between the potted area 27 and the rotationally fixed and axially fixed connection 32 of the clutch cover 26th with the rotor arm 16 of the electric motor 6th lies.

This arrangement leads to the fact that the centrifugal force, particularly at high speeds, acts on the angled centrifugal forceps 41 acts, ensures that the power ring 38 the centrifugal compensation device 36 stronger and thus the leaf springs 30th via the pressure plate 25th and the pressure pot 42 on the actuating piston 44 the actuator 43 exerted restoring force increased. This increased restoring force counteracts the hydraulic oil, which in turn increases outwards into the actuating piston at high speeds due to the centrifugal force 44 is driven and thereby tries the actuating piston 44 unintentionally in the direction of engagement of the separating clutch 7th to relocate.

The preceding exemplary embodiments relate to a hybrid module 1 for connecting and disconnecting an internal combustion engine 4th to and from a drive train of a motor vehicle with an electric motor 6th and a disconnect clutch 7th that in the radial direction R. of the hybrid module 1 inside the electric motor 6th is arranged, and the one counter pressure plate 24 , one in the axial direction A. of the hybrid module 1 limited displaceable pressure plate 25th and one between the counter pressure plate 24 and the pressure plate 25th frictionally locking clutch disc 17th having, the electric motor 6th a rotor 13th having, by a rotor web with respect to a stator 12th of the electric motor 6th is rotatably supported, the counter pressure plate 24 forms the rotor web.

In addition, the previous exemplary embodiments relate to a hybrid module 1 for connecting and disconnecting an internal combustion engine 4th to and from a drive train of a motor vehicle, with an electric motor 6th and a disconnect clutch 7th that in the radial direction R. of the hybrid module 1 inside the electric motor 6th is arranged, and the one counter pressure plate 24 , one with the counter pressure plate 24 non-rotatably connected clutch cover 26th , one in the axial direction A. of the hybrid module 1 limited displaceable pressure plate 25th and one between the counter pressure plate 24 and the pressure plate 25th frictionally locking clutch disc 17th having, the hybrid module 1 also a hydraulic actuator 43 for engaging and / or disengaging the disconnect clutch 7th has, which are rotationally fixed and axially fixed on the clutch cover 26th is attached.

In addition, the previous exemplary embodiments relate to a hybrid module 1 for connecting and disconnecting an internal combustion engine 4th to and from a drive train of a motor vehicle, with an electric motor 6th and a disconnect clutch 7th that in the radial direction R. of the hybrid module 1 inside the electric motor 6th is arranged, and the one counter pressure plate 24 , one with the counter pressure plate 24 non-rotatably connected clutch cover 26th , one in the axial direction A. of the hybrid module 1 limited displaceable pressure plate 25th and one between the counter pressure plate 24 and the pressure plate 25th frictionally locking clutch disc 17th having, the hybrid module 1 also a hydraulic actuator 43 for engaging and / or disengaging the disconnect clutch 7th has that in the radial direction R. over an inner diameter of the clutch cover 26th is centered.

In addition, the previous exemplary embodiments relate to a hybrid module 1 for connecting and disconnecting an internal combustion engine 4th to and from a drive train of a motor vehicle, with an electric motor 6th and a disconnect clutch 7th that in the radial direction R. of the hybrid module 1 inside the electric motor 6th is arranged, and the one counter pressure plate 24 , one with the counter pressure plate 24 non-rotatably connected clutch cover 26th , one in the axial direction A. of the hybrid module 1 limited displaceable pressure plate 25th and one between the counter pressure plate 24 and the pressure plate 25th frictionally locking clutch disc 17th having, the clutch cover 26th several, in the circumferential direction U of the hybrid module 1 perforations arranged in a distributed manner 28 has through which tongues 39 a centrifugal compensation device 36 in the radial direction R. extend through.

List of reference symbols

1

Hybrid module

2

Entry page

3

Exit page

4th

Internal combustion engine

5

Torsional vibration damper on the input side

6th

Electric motor

7th

Disconnect clutch

8th

Input shaft

9

Splines of the input shaft

10

Input shaft flange

11

Entrance warehouse

12th

stator

13th

rotor

14th

Housing of the electric motor

15th

Housing collar of the electric motor

16

Rotor arm

17th

Clutch disc

18th

Friction lining

19th

Friction lining

20th

Spring plate

21

Rotor bearing

22nd

Inner locking ring

23

External locking ring

24

Counter pressure plate

25th

Pressure plate

26th

Clutch cover

27

Potted area of the clutch cover

28

Opening in the clutch cover

29

Inner edge

30th

Leaf springs

31

Output torsional vibration damper

32

Torsionally fixed / axially fixed connection

33

Output shaft

34

Inner surface of the output shaft

35

Splines on the output shaft

36

Centrifugal compensation device

37

Disc spring

38

Power ring

39

tongue

40

Support bracket

41

Centrifugal wing

42

Pressure pot

43

Actuator

44

Actuating piston

45

Housing of the actuating device

46

Piston seal

47

Outer edge

48

Circlip on the housing side

49

Housing collar of the actuating device

50

Outer surface of the housing collar

51

Flange bearing

52

Flange seal

53

Oil supply

D.

Axis of rotation

K

Power flow

A.

Axial direction

R.

Radial direction

U

Circumferential direction

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]

Claims (10)

Hybrid module (1) for connecting and disconnecting an internal combustion engine (4) to and from a drive train of a motor vehicle, with an electric motor (6) and a disconnecting clutch (7), which in the radial direction (R) of the hybrid module (1) within the Electric motor (6) is arranged, and one counter pressure plate (24), a clutch cover (26) connected in a rotationally fixed manner to the counter pressure plate (24), a pressure plate (25) which can be displaced to a limited extent in the axial direction (A) of the hybrid module (1) and a pressure plate (25) between the counter-pressure plate (24) and the pressure plate (25) has a friction-locked clutch disc (17), the hybrid module (1) also having a hydraulic actuating device (43) for engaging and / or disengaging the separating clutch (7), which in the radial direction (R) is centered over an inside diameter of the clutch cover (26). Hybrid module (1) after Claim 1 wherein the actuating device (43) is concentric with the clutch cover (26) and / or with an output shaft (33) connected to the separating clutch (7), for example a transmission input shaft. Hybrid module (1) after Claim 2 , wherein the actuating device (43) is connected to the output shaft (33) in an oil-tight manner and can be supplied with hydraulic oil through the output shaft (33). Hybrid module (1) according to one of the Claims 1 until 3 , wherein the clutch cover (26) has an inner edge (29) on which an outer edge (47) of a housing (45) of the actuating device (43) rests in the radial direction (R) and / or in the axial direction (A). Hybrid module (1) after Claim 4 , the housing (45) of the actuating device (43) being fastened to the clutch cover (26) via a locking ring (48) on the housing side. Hybrid module (1) after Claim 4 or 5 , wherein the clutch cover (26) has a potted area (27) in the radial direction (R) outside the inner edge (29), in which part of an actuating piston (44) of the actuating device (43), and preferably a part a pressure pot (42) extends in the axial direction (A). Hybrid module (1) according to one of the Claims 4 until 6th , the housing (45) of the actuating device (43) having a housing collar (49) in the radial direction (R) within the outer edge (47), via which the actuating device (43) is connected to the output shaft (33) in a rotatable and oil-tight manner. Hybrid module (1) according to one of the Claims 1 until 7th , wherein the actuating device (43) is non-rotatably and axially fixed on the clutch cover (26). Hybrid module (1) according to one of the Claims 1 until 8th wherein the actuating force to be applied by the actuating device (43) for engaging and / or disengaging the separating clutch (7) is completely supported within the hybrid module (1) free of relatively rotatable components. Hybrid module (1) after Claim 9 , wherein the flow of the actuating force through the hybrid module (1) is closed with the participation of at least the following sequence of components of the hybrid module (1): housing (45) of the actuating device (43), actuating piston (44), pressure plate (25), frictionally clamped Clutch disc (17), counter pressure plate (24), rotor carrier (16) of the electric motor (6), clutch cover (26), housing (45) of the actuating device (43).

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