DE102020122004A1 - Hybrid module with an axis of rotation for a drive train - Google Patents

Abstract

The invention relates to a hybrid module (1) with an axis of rotation (2) for a drive train (3), having at least the following components: - an engine connection side (4); - a transmission input side (5); - a torsional vibration damper (6), which damping of a torque transmission between the engine connection side (4) and the transmission input side (5);- a torque limiter unit (7) which comprises a friction pack (10) pressed by means of a first energy storage element (9) supported on an input flange (8), whereby by means the torque limiter unit (7) limits a torque transmission between the motor connection side (4) and the transmission input side (5) to a predetermined maximum torque; and- an electric drive machine (11), which is arranged between the engine connection side (4) and the transmission input side (5) for torque output, the torque limiter unit (7) in the torque flow between the engine connection side (4) and the transmission input side (5) on the transmission input side of the torsional vibration damper (6) is arranged. The hybrid module (1) is primarily characterized in that the torque limiter unit (7) is arranged radially outside of the torsional vibration damper (6). The hybrid module proposed here is compact and sensitive components of a drive train can thus be efficiently protected against excessive torque.

Description

The invention relates to a hybrid module with an axis of rotation for a drive train, a drive train with such a hybrid module, and a motor vehicle with such a drive train.

Hybrid modules are known as components in a drive train, for example in motor vehicles. These include an electric drive machine or a torque connection for an electric drive machine (e.g. by means of a belt drive) and are designed to be arranged axially between an internal combustion engine and a transmission gear. Depending on the application, the electric drive unit is set up to recuperate braking energy in motor-generator mode, to support torque output from the internal combustion engine (boosting), to drive purely electrically and/or (for example replacing a separate starter) to remove the combustion engine shaft from the Stand to a predetermined speed (e.g. idle speed or current driving-related speed). In one embodiment, the hybrid module includes a torsional vibration damper, which is set up to equalize a system-related, strongly fluctuating torque output of the combustion engine shaft of the internal combustion engine as early as possible (i.e. close to the internal combustion engine) in the torque flow. A torque limiter unit is increasingly required to protect the torsional vibration damper from a transmission-side torque shock or torque overshoot. The torque limiter unit is set up to interrupt torque transmission when a torque amount above a predetermined maximum torque is present. In many cases, the predetermined maximum torque is very high and it is a considerable effort to accommodate the torque limiter unit in a predetermined (small) installation space in a hybrid module or for a hybrid module.

The position of the torque limiter unit in the torque flow between the internal combustion engine and a consumer (for example a drive wheel of a motor vehicle) plays an important role. One situation is, for example, when a motor vehicle is driving on a slippery surface (e.g. ice). Because of the loss of adhesion to the ground, the drive train rotates to maximum speed there (drive wheels spin). If, after leaving the slippery surface, the traction of the drive wheel suddenly resumes, the entire drive mass generates an enormous impact moment (torque shock) against the weakest components of the drive train (e.g. shafts or torsional vibration dampers). Depending on where in the torque flow a torque limiter unit is arranged, the mass changes, which in the case described here oscillates against the stationary drive wheel.

Proceeding from this, the object of the present invention is to at least partially overcome the disadvantages known from the prior art. The features according to the invention result from the independent claims, for which advantageous configurations are shown in the dependent claims. The features of the claims can be combined in any technically meaningful way, whereby the explanations from the following description and features from the figures can also be used for this purpose, which include additional configurations of the invention.

• - eine Motoranschlussseite;
• - eine Getriebeeingangsseite;
• - einen Torsionsschwingungsdämpfer, welcher zur Dämpfung einer Drehmomentübertragung zwischen der Motoranschlussseite und der Getriebeeingangsseite eingerichtet ist;
• - eine Drehmomentbegrenzereinheit, welche ein mittels eines an einem Eingangsflansch abgestützten ersten Energiespeicherelements verpresstes Reibpaket umfasst, wobei mittels der Drehmomentbegrenzereinheit eine Drehmomentübertragung zwischen der Motoranschlussseite und der Getriebeeingangsseite auf ein vorbestimmtes Maximaldrehmoment begrenzt ist; und
• - eine elektrische Antriebsmaschine, welche zur Drehmomentabgabe zwischen der Motoranschlussseite und der Getriebeeingangsseite angeordnet ist,

wobei die Drehmomentbegrenzereinheit im Drehmomentfluss zwischen der Motoranschlussseite und der Getriebeeingangsseite getriebeeingangsseitig des Torsionsschwingungsdämpfers angeordnet ist.The invention relates to a hybrid module with an axis of rotation for a drive train, having at least the following components:

• - a motor connection side;
• - a transmission input side;
• - A torsional vibration damper, which is set up for damping a torque transmission between the engine connection side and the transmission input side;
• a torque limiter unit, which includes a friction package pressed by means of a first energy storage element supported on an input flange, with the torque limiter unit limiting torque transmission between the engine connection side and the transmission input side to a predetermined maximum torque; and
• - an electric drive machine, which is arranged for torque output between the motor connection side and the transmission input side,

wherein the torque limiter unit is arranged on the transmission input side of the torsional vibration damper in the torque flow between the engine connection side and the transmission input side.

The hybrid module is primarily characterized in that the torque limiter unit is arranged radially outside of the torsional vibration damper.

In the following, reference is made to the axis of rotation mentioned when the axial direction, radial direction or the direction of rotation and corresponding terms are used without explicitly indicating otherwise. Unless explicitly stated otherwise, ordinal numbers used in the description above and below only serve to clearly distinguish them and do not reflect any order or ranking of the designated components. An ordinal number greater than one does not mean that another such component must necessarily be present.

A hybrid module is proposed here, by means of which a torque about an axis of rotation within a drive train can be transmitted or a torque about this axis of rotation can be generated by its electric drive machine. For this purpose, the hybrid module has a motor connection side, which is connected (preferably directly) in a torque-transmitting manner to a drive machine, for example an internal combustion engine, preferably a piston engine. The opposite side in the torque flow is the transmission input side, which can be connected to a transmission input shaft, the transmission including, for example, a transmission gear and, in many cases, also a shifting clutch or separating clutch. The hybrid module preferably has an axially short design which, for example, corresponds approximately to the overall length of a conventional torsional vibration damper, such as a dual-mass flywheel, a multi-flange damper or the like, and a coaxially arranged electric drive machine. The electric drive machine is preferably optimized to maximize the torque and thus has an axially short design in comparison to a power-optimized electric drive machine. Furthermore, the hybrid module includes a torsional vibration damper, which is designed, for example, as a dual-mass flywheel, as a multi-flange damper, rocker damper and/or centrifugal pendulum, and is set up, on the one hand, to equalize fluctuations in the torque from the engine connection side and, on the other hand, to protect the engine connection side from torque fluctuations on the transmission input side, in a motor vehicle, for example, starting from a driving wheel in overrun to protect. In the present case, the torsional vibration damper described here is not necessarily arranged with all (optional) components completely radially within the torque limiter unit. Rather, at least the damping and/or the energy-storing component is arranged on an effective radius radially inside the torque limiter unit or of the components (friction package) of the torque limiter unit that form the frictional connection. In the case of a dual-mass flywheel or a multi-flange damper, for example, the at least one helical compression spring is arranged radially inside the torque limiter unit.

In a preferred embodiment, the torsional vibration damper is permanently connected to the motor connection side in a torque-transmitting manner, preferably directly. The hybrid module also includes a torque limiter unit, with which a torque transmission between the motor connection side and the transmission input side is limited to a predetermined maximum torque, so that the motor connection side is protected against a transmission-side torque shock above the predetermined maximum torque, for example in a motor vehicle from a drive wheel in overrun mode. In one embodiment, the predetermined maximum torque (for example with a safety factor) is equal to the maximum torque that can be output by the internal combustion engine connected to the engine connection side. The torque limiter unit comprises an input flange, which is axially fixed and a friction assembly, which can be pressed axially and for this purpose comprises at least one element that can be moved axially (to a limited extent), which is pressed in this way by means of the (first) energy storage element, for example a plate spring or a plate spring assembly that the predetermined maximum torque is frictionally transmittable. It should be pointed out here that the input flange for the torque limiter unit forms both a torque input and a torque output, depending on the direction of the torque flow between the motor connection side and the transmission input side.

The friction pack or the part of the friction pack that is connected exclusively by friction then forms the output in precisely this sense; i.e. both as a torque input and as a torque output. Furthermore, the hybrid module includes an electric drive machine, which is arranged between the motor connection side and the transmission input side at least for outputting torque, preferably also for absorbing torque (for example for recuperation). Depending on the desired configuration of the hybrid module, torque output (or torque absorption) is possible both on the engine connection side and on the transmission input side. It is proposed here that the torque limiter unit is arranged on the transmission input side of the torsional vibration damper in the torque flow between the engine connection side and the transmission input side. A Torque shock from the transmission input side is thus already decoupled before the torsional vibration damper, in that the torque limiter unit limits the torque overshoot to the predetermined maximum torque or, under certain circumstances, an even lower torque can be transmitted. This has the advantage that on the one hand the mass affected by the torque impact is small and on the other hand the torsional vibration damper, which is sensitive to such a torque impact, is protected by the torque limiter unit.

It is now proposed here that the torque limiter unit is arranged radially outside of the torsional vibration damper. Thus, the torque limiter unit can be designed with a large diameter and thus a large torque can be transmitted as a result of the large torque lever with a relatively small extent of the friction surface and/or a relatively small axial contact pressure. The space required is therefore small, in particular in the axial direction, and the bearing costs are reduced as a result of the low axial contact pressure force in comparison to a torque limiter unit with a smaller diameter.

In a preferred embodiment, the hybrid module is wet, with at least one of the components of the hybrid module running in an oil bath, preferably all of the functional components mentioned here, such as the torsional vibration damper, the torque limiter unit and the electric drive machine in an oil bath, particularly preferably in a common bath. to run.

It is also proposed in an advantageous embodiment of the hybrid module that the torque limiter unit is arranged in a radial overlap with the electric drive machine.

It is proposed here that the torque limiter unit is arranged in a radial overlap with the electric drive machine, so that the outer diameter of the torque limiter unit and the electric drive machine define the necessary radial installation space. In one embodiment, the torque limiter unit and the electric drive machine are arranged axially, preferably directly, adjacent to one another.

In a preferred embodiment, the torque limiter unit is arranged in an axial overlap with the torsional vibration damper, with a required axial space being defined as roughly the required axial length of a torsional vibration damper or a torque limiter unit with the very large diameter here. In an embodiment with a torque limiter unit directly adjacent to the electric drive machine, a very small axial installation space can be achieved and at the same time the effective circle of the torque limiter unit is made very large.

It is also proposed in an advantageous embodiment of the hybrid module that the torsional vibration damper comprises a primary disk, a secondary disk and at least one second energy storage element, with a mass part being connected to the primary disk radially outside, preferably axially overlapping, the torque limiter unit.

In this embodiment, the torsional vibration damper is designed with a primary disk and a secondary disk, which can be oscillated by means of at least one (second) energy storage element and are thus supported on one another in a damping manner. Such an energy storage element is, for example, a helical spring, preferably an arc spring or a helical spring with a straight spring axis. The primary disk, which is arranged in the torque flow on the engine side, is preferably connected to a mass part, so that the primary disk forms a flywheel together with the mass part. The mass part is formed in one piece with the rest of the primary disk, for example. However, the mass part is not defined here as a proprietary component of the torsional vibration damper. Rather, the function of a flywheel (on the engine side) is combined with the torsional vibration damper or integrated into the torsional vibration damper with the mass part.

In one embodiment, the primary disk is connected to a counter disk, the primary disk and the counter disk being arranged axially on both sides of the secondary disk, so that the secondary disk is arranged swingably between the primary disk and the counter disk. In one embodiment, the secondary disk is guided in the axial direction exclusively by means of elastic support means, for example at least one plate spring, (axially) on both sides of the secondary disk on the primary disk or the counter disk. It is proposed here that the mass part is arranged radially outside of the torque limiter unit, so that the effective radius of the mass part and thus the mass inertia acting on the primary disk is large even with a relatively low mass of the mass part.

It is further proposed in an advantageous embodiment of the hybrid module that that the friction pack of the torque limiter unit comprises at least one friction disk, a pressure plate and a counter-plate, the friction disk being preferably integrally connected to the secondary disk of the torsional vibration damper in a permanently torque-transmitting manner.

The friction pack of the torque limiter unit proposed here comprises a pressure plate and a counter-plate, between which at least one friction disk is arranged, for example an intermediate plate between two friction disks. The pressure plate (and optionally the intermediate plate) are pressed axially in the direction of the counterplate by means of the (first) energy storage element, so that the friction disk(s) are frictionally connected to the plates on both sides axially. In the configuration proposed here, the friction disk is permanently connected in a torque-transmitting manner to the secondary disk of the torsional vibration damper according to the embodiment described above. In a preferred embodiment, the friction disk forms the secondary disk of the torsional vibration damper in one piece, so that the number of components and the assembly steps are small. In one embodiment with at least one second friction disk, this is preferably connected to the secondary disk in a torque-transmitting manner via an axial web, the second friction disk being axially displaceable relative to the first friction disk. In this embodiment, the pressure plate and the counterplate (and optionally the intermediate plate) are permanently connected in a torque-transmitting manner to the input flange of the torque limiter unit, for example by means of a bolt rivet or a spacer plate. Such a spacer plate is functionally similar to a step bolt, with the spacer plate forming a plate plane which is aligned parallel to a circumferential diameter of the friction pack or tangentially thereto.

At least one pin is formed axially on both sides, which extends axially through the counter-plate and the input flange and which is deformed for riveting, for example compressed, so that its radial extent is increased and thus the counter-plate and the input flange are determined axially by means of the axial dimensions of the spacer plate are spaced apart from each other in a defined manner. The pressure plate (and/or optionally the intermediate plate) is supported in a torque-transmitting manner between a plurality of spacer plates and/or axial slots in a spacer plate and suspended in an axially movable manner. The at least one friction disk is arranged radially inside the spacer plates.

It is also proposed in an advantageous embodiment of the hybrid module that at least one of the friction disks of the friction pack has two friction linings,
at least one of the friction linings being axially loose and centered by means of an axial connection between the backing plate and the input flange, preferably the axial connection being formed by a plurality of shims.

In this embodiment, it is proposed that at least one of the friction disks of a friction pack, as described above, has a friction lining on both sides axially, so that a coefficient of friction between the plates and the friction disk can be set efficiently and optimally. In this preferred embodiment, at least one of the friction linings, preferably all of the friction linings used, is axially loosely connected to the friction disk, ie it is merely inserted during assembly and not glued or riveted. If the predetermined maximum torque is exceeded, relative rotation between the friction disc and the relevant loose friction lining is therefore possible. This means that parts costs or material costs, production costs and quality assurance can be implemented more cost-effectively. The at least one loose friction lining is centered by means of the axial connection between the counterplate and the input flange, so that assembly is simple and at the same time no additional centering of the component is necessary.

In a preferred embodiment, this axial connection, which creates a permanent torque transmission between the backing plate and the input flange, is formed by a plurality of spacer plates. The spacer plates are designed as described above and thus form multiple contact points for the loose friction lining, the contact points of the spacer plates being arranged concentrically to the axis of rotation. This is already advantageous for a desired balancing of the torque limiter unit. In an advantageous assembly method, at least some or all of the spacer plates are first preassembled with the counterplate or with the input flange. The friction linings and the at least one friction disk and the pressure plate (and optionally the intermediate plate) are then inserted axially in the desired sequence, with the at least one friction disk then preferably also being pre-centered by means of the spacer plates, and the pressure plate (and optionally the intermediate plate) being centered . In an alternative embodiment, spacer bolt rivets (also referred to as step bolts) are used instead of the spacer plates. At least the friction linings are then preferably centered with such stepped bolts.

In one embodiment, only some of the components forming the axial connection, for example spacer plates, are set up for centering the friction lining, preferably only three (separate) components of the axial connection spaced apart from one another by approximately 120° in the circumferential direction. This is achieved, for example, in that the relevant centering components (e.g. spacer plates) are offset radially inwards in comparison to the other components (e.g. stepped bolts) of the axial connection.

It is also proposed in an advantageous embodiment of the hybrid module that the electric drive machine is arranged upstream of the torque limiter unit on the transmission input side.

In this embodiment it is proposed that the electric drive machine is arranged between the torque limiter unit and the transmission input side, for example a spline element. In one embodiment, a rotor or its rotor carrier is connected to the input flange, for example riveted or formed in one piece. In many embodiments, it was found that it is not necessary to protect the rotor from torque impact, so that a configuration of the hybrid module that makes efficient use of the installation space and requires few components can be achieved here.

• - Gehäusedeckel, bevorzugt umfassend eine Abdeckkappe;
• - verbrennerseitiges Dichtblech; und
• - Motorwandung einer Verbrennungskraftmaschine.

It is also proposed in an advantageous embodiment of the hybrid module that the torque limiter unit and the torsional vibration damper, preferably for wet operation, are housed using at least one of the following components:

• - Housing cover, preferably comprising a cap;
• - combustion-side sealing plate; and
• - Engine wall of an internal combustion engine.

It is now proposed here that the torque limiter unit and the torsional vibration damper are housed, for example housed in such a way that they can be operated wet, particularly preferably in an oil bath, i.e. liquid-cooled, so that the thermal masses and thus the total mass of such a hybrid module are kept low can be. In order to form such a housing, a housing cover is preferably provided, which is preferably arranged on the transmission side for easy assembly and is connected, for example, to an engine wall of the internal combustion engine, which is connected to the torsional vibration damper in a torque-transmitting manner. In a particularly preferred embodiment, a cover cap is provided in the housing cover, via which the liquid, for example a transmission oil, can be introduced, for example, at least during the first installation. The housing cover is sealed against a transmission input shaft, for example, in a fluid-tight manner with a dynamic sealing ring (for example a radial shaft sealing ring). Alternatively, a connection that is fluid-tight and communicates with the environment is formed to a transmission housing of the transmission that is connected on the transmission input side. In an alternative embodiment or additionally, a connection to a wet-running transmission is created via a hollow shaft, for example the transmission input shaft, so that a common fluid can be used with the transmission.

In one embodiment, a sealing plate on the burner side is provided, which is arranged axially between a motor wall of the associated internal combustion engine, with the sealing plate preferably being connected to the housing cover, for example screwed, very particularly preferably by means of the same screw connection by means of which the housing cover is connected to the motor wall. In one embodiment, the housing cover and the sealing plate can be preassembled with one another and can preferably be assembled as a structural unit in a drive train. The sealing plate is sealed against a crankshaft, for example, in a fluid-tight manner with a dynamic sealing ring (for example a radial shaft sealing ring).

In one embodiment, the housing of the torque limiter unit and the torsional vibration damper is formed in part by the engine wall of the internal combustion engine, which is connected to the torsional vibration damper in a torque-transmitting manner. This eliminates an additional component. This is also advantageous, for example, when a common transmission housing is formed for the transmission connected to the hybrid module on the transmission side and for the hybrid module. In a preferred embodiment, a dynamic seal is formed between the enclosed space of the hybrid module and the space behind the engine wall, for example by means of a radial shaft seal. In addition, additional axial installation space is saved in this embodiment and another component is saved. It should be pointed out at this point that the housing cover is also an optional component, for example if a housing bell is provided, which is used for other transmission parts and is not counted as part of the hybrid module alone which can be manufactured by different suppliers.

• - zumindest eine Antriebsmaschine mit einer Maschinenwelle;
• - ein Getriebe zum Übertragen eines Drehmoments der zumindest einen Maschinenwelle an einen Verbraucher; und
• - ein Hybridmodul nach einer Ausführungsform gemäß der obigen Beschreibung, wobei ein Drehmoment zwischen der zumindest einen Antriebsmaschine und dem Verbraucher mittels des Hybridmoduls vorbestimmt begrenzt und gegen Torsionsschwingungen gedämpft verbunden ist.

According to a further aspect, a drive train is proposed, having at least the following components:

• - At least one drive machine with a machine shaft;
• - A gear for transmitting a torque of at least one machine shaft to a consumer; and
• - A hybrid module according to an embodiment according to the above description, wherein a torque between the at least one drive motor and the consumer is limited in a predetermined manner by means of the hybrid module and is connected in a manner damped against torsional vibrations.

The drive train proposed here includes a hybrid module in an embodiment according to the above description, with the torque limiter unit included therein limiting torque transmission from the prime mover or its machine shaft to at least one consumer, for example the drive wheels in a motor vehicle, to a predetermined maximum torque. Torque transmission between the consumer and the machine shaft is preferably possible in both directions, for example in a motor vehicle to accelerate the motor vehicle (traction operation) and in the opposite direction (overrun mode), for example to use the engine brake to decelerate the motor vehicle and/or to recuperate braking energy. The drive machine is, for example, an internal combustion engine and/or an electric drive machine. In one embodiment, the motor connection side of the hybrid module is connected torque-proof to the machine shaft (preferably a combustion engine shaft) and the transmission input side is connected torque-proof to the at least one consumer (at least indirectly, for example via a gearbox). The transmission preferably includes a friction clutch and a (preferably switchable) transmission. The drive train is hybridized, with the hybrid module preferably being connected upstream of a transmission according to a P1 configuration or P2 configuration. In one embodiment, a further electric drive machine is provided, for example in a separate electrical line and/or connected to the same transmission, for example at the rear.

With the drive train proposed here, which includes the hybrid module described above, early, i.e. low-mass, separation of the transmission causing a torque impact from the most sensitive components, such as the torsional vibration damper and the crankshaft of a piston engine, can be protected in a small installation space and at the same time is very small space required.

According to a further aspect, a motor vehicle is proposed, having at least one driving wheel, which can be driven by means of a drive train according to an embodiment according to the above description.

The installation space is particularly small in motor vehicles due to the increasing number of components and it is therefore particularly advantageous to use a drive train of small size. With the desired so-called downsizing of the drive machine with a simultaneous reduction in operating speeds, the intensity of the disruptive torsional vibrations and also with increasing torques or a reduction in the size of the torque limiter unit, the requirement for the preload forces for a required maximum torque is increased. A similar problem arises with so-called hybridization, in which an electric drive machine is used more and more frequently during operation or even forms the main source of torque and the smallest possible internal combustion engine is to be used, which, however, has to be switched on and off the drive train much more frequently. It is therefore a challenge to provide sufficient actuation force with low parts costs and little available installation space at the same time.

This problem is exacerbated in the case of passenger cars in the small car class according to the European classification. The aggregates used in a passenger car in the small car class are not significantly smaller than in passenger cars in larger car classes. Nevertheless, the space available in small cars is much smaller.

With the motor vehicle proposed here comprising the drive train described above, an internal combustion engine is protected from damage in operating situations that may occur, while at the same time the required installation space is small, preferably less than with conventional (for example hybrid) drive trains.

Passenger cars are assigned to a vehicle class according to, for example, size, price, weight and performance, with this definition being subject to constant change according to market needs. In the US market, vehicles are classified as subcompacts and subcompacts According to European classification, they are assigned to the subcompact car class and in the British market they correspond to the supermini or city car class. Examples of the subcompact class are a Volkswagen up! or a Renault Twingo. Examples of the small car class are an Alfa Romeo MiTo, Volkswagen Polo, Ford Ka+ or Renault Clio. Well-known hybrid vehicles are the BMW 330e or the Toyota Yaris Hybrid. An Audi A6 50 TFSI e or a BMW X2 xDrive25e, for example, are known as mild hybrids.

• 1: ein Hybridmodul mit einer Rotationsachse in einer Schnittansicht;
• 2: ein Hybridmodul mit einer Rotationsachse in einer weiteren Ausführungsform in einer Schnittansicht;
• 3: ein Reibbelag in einer Vorderansicht; und
• 4: ein Antriebsstrang mit Hybridmodul in einem Kraftfahrzeug.

The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way restricted by the purely schematic drawings, it being noted that the drawings are not true to scale and are not suitable for defining size relationships. It is presented in

• 1 : a hybrid module with an axis of rotation in a sectional view;
• 2 1: a hybrid module with an axis of rotation in a further embodiment in a sectional view;
• 3 : a friction lining in a front view; and
• 4 : a drive train with a hybrid module in a motor vehicle.

In 1 a hybrid module 1 with a rotation axis 2 is shown in a sectional view. The hybrid module 1 comprises a torsional vibration damper 6, a torque limiter unit 7 and an electric drive motor 11. The torsional vibration damper 6 is configured with a primary disk 12, a secondary disk 13 and a counter disk 34 as well as a second energy storage element between the primary disk 12 and the secondary disk 13 to reduce rotational irregularities 14 executed. The torsional vibration damper 6 is connected via the primary disk 12 by means of an engine connection 35 (here a plurality of screws) to a combustion engine shaft 28 of an internal combustion engine 27, thus on the engine connection side 4 (cf 4 ) connected in a torque-transmitting manner. Furthermore, the primary disk 12 is permanently torque-transmittingly connected to a counter disk 34 by means of a first rivet 36 radially outside of the second energy storage element 14 , so that the primary disk 12 and the counter disk 34 are arranged axially on both sides of the oscillatable secondary disk 13 . In addition, the secondary disk 13 is (optionally) supported on both sides in the axial direction by means of elastic support means, here by means of a left disk spring 37 against the primary disk 12 and by means of a right disk spring 38 against the counter disk 34. In the embodiment shown, the primary disk 12 is connected to a mass part 15 permanently connected in a torque-transmitting manner, so that the primary disk 12 forms a flywheel together with the mass part 15 . The mass part 15 is (optionally) formed in one piece with the rest of the primary disk 12 . Irrespective of this, here (optionally) the mass part 15 protrudes in the radial direction beyond the torque limiter unit 7 . In addition (optionally), the mass part 15 is arranged in an axial overlap with the torque limiter unit 7, here (optionally) even completely protruding beyond the torque limiter unit 7 in the axial direction. The torsional vibration damper 6 is connected to the torque limiter unit 7 in a torque-transmitting manner by means of the secondary disk 13, which here (optionally) also forms a (first) friction disk 16 of the torque limiter unit 7 in one piece.

The torque limiter unit 7 includes a friction assembly 10 which is pressed by means of a first energy storage element 9 supported on an input flange 8 . The friction assembly 10 here has a pressure plate 18, an (optional) intermediate plate 39 and a counter-plate 19, and (here correspondingly two) friction discs 16,17. The friction pack 10 is permanently connected to the input flange 8 in a torque-transmitting manner by means of an axial connection 21 . The axial connection 21 is created here, for example, by means of a plurality of spacer plates 22 . A power clamp is formed between the counterplate 19 and the input flange 8 by means of a (first) energy storage element 9, in this case two disc springs (disc spring assembly) or diaphragm spring (assembly) arranged in series. The (first) energy storage element 9 designed as a disc spring or membrane spring for compressing the friction assembly 10 is here (optionally) supported on its inner circumference on the input flange 8 . The first friction disk 16 is arranged axially between the counterplate 19 and the intermediate plate 39 , and a second friction disk 17 is arranged axially between the intermediate plate 39 and the pressure plate 18 . The second friction disc 17 has a collar with an axial extent and is connected in a torque-transmitting manner to the first friction disc 16 or to the secondary disc 13 in an axially movable manner. Friction linings 20 (for example according to the embodiment in 3 ) Arranged so that a coefficient of friction between the plates 18,19,39 and the friction disc 16,17 can be adjusted efficiently and optimally.

The input flange 8 is in the torque flow directly at the transmission input side 5 arranged and shown connected by means of a spline 40 with the transmission input shaft 41 torque-transmitting. In addition, the electric drive machine 11 is connected to the input flange 8 via its rotor carrier 29 by means of a second rivet 42 , so that a torque can also be output to the transmission input shaft 41 by means of the electric drive machine 11 . A rotor 43 is permanently accommodated by the rotor carrier 29 in a torque-transmitting manner, which can be driven by means of a rotationally fixed (torque-supported) stator 44 and/or is therefore set up as an eddy-current brake for recuperation. The electric drive machine 11 is (optionally) arranged on the transmission input side, according to the illustration on the right side, of the torque limiter unit 7 and (optionally) arranged in a radial overlap with the torque limiter unit 7 .

Here the hybrid module 1 is encased by means of a housing cover 23 and a sealing plate 25 . The sealing plate 25 is arranged between an engine wall 26 and the torsional vibration damper 6 . The enclosed space of the hybrid module 1 is sealed in a fluid-tight manner with respect to the combustion engine shaft 28 by means of a radial shaft sealing ring 45 on the engine connection side and with respect to the transmission input shaft 41 by means of a radial shaft sealing ring 46 on the transmission input side. The liquid, for example a gear oil, can be introduced via an (optional) cover cap 24 arranged on the transmission input side, for example at least during the first installation. In the embodiment shown, the housing cover 23 and the sealing plate 25 are connected (tightly) to the motor wall 26 by means of a common screw connection 47 and fixed with torque support.

In 2 a hybrid module 1 with a rotation axis 2 is shown in a further embodiment in a sectional view. The embodiment is similar to that according to FIG 1 , so that only the differences should be shown here without loss of generality. It should be noted that at least all the differences shown are independent of each other and the 1 and 2 embodiments shown shows only the smallest number of the permutations highlighted here.

Unlike in the embodiment according to 1 the motor connection 35 of the primary pulley 12 is created here by means of a central screw connection. Face gearing 48 is set up between primary disk 12 and combustion engine shaft 28 to ensure torque transmission.

The axial connection 21 from the primary disk 12 to the counter disk 34 is arranged with a first rivet 36 radially inside the second energy storage element 14 (in 1 radially outside of the second energy storage element 14).

The secondary disk 13 is arranged here freely, ie without axial pretension, between the primary disk 12 and the counter disk 34 .

Here the friction pack 10 of the torque limiter unit 7 has only a first friction disc 16 and no intermediate plate 39 .

In contrast to the previously shown embodiment, the torque limiter unit 7 is axially preloaded by means of a (first) energy storage element 9 comprising a single disc spring.

The (first) energy storage element 9 designed as a disc spring or membrane spring for compressing the friction assembly 10 is supported on its outer circumference on the input flange 8 .

The housing of the hybrid module 1 is designed without a separate sealing plate 25 here. The radial shaft sealing ring 45 on the engine connection side is arranged between the engine wall 26 and the combustion engine shaft 28 .

The input flange 8 is designed here with an axial offset, with space being created, for example, for an axially wider electric drive machine 11 and/or the electric drive machine 11 being able to be arranged axially further towards the torque limiter unit 7 .

In 3 a friction lining 20 is shown schematically in a front view. The friction lining 20 is by means of a plurality (eight here) the axial connection 21 (cf 1 and 2 ) forming spacer plates 22 to the axis of rotation 2 centered. The friction lining 20 is preferably exclusively inserted, ie loose. The friction lining 20 is then neither axially connected to the respective friction disc 16,17 nor to the respective plate 18,19,39. A torque transmission to the respective friction disk 16,17 and the respective plate 18,19,39 is created solely by friction. In one embodiment, only some of the spacer plates 22 are set up for centering the friction lining 20, preferably just three of the spacer plates 22 spaced apart from one another by approximately 120° in the circumferential direction, for example by placing the centering spacer plates 22 in question radially inward compared to the other spacer plates 22 are offset.

In 4 is a purely schematic drive train 3 with a hybrid module 1 in a motor vehicle Vehicle 33 is shown in a top view, with a first drive machine 27, for example an internal combustion engine 27, with its combustion engine shaft 28 and a second drive machine 11, for example an electric drive machine, with a rotor carrier 29 along the axis of rotation 2 and transverse to it in a transverse front arrangement the longitudinal axis 49 and in front of the driver's cab 50 of the motor vehicle 33 are arranged. This concept is referred to as a hybrid electric vehicle, for example. The electric drive machine 11 is arranged here coaxially with a torsional vibration damper 6 and a torque limiter unit 7 and preferably forms a unit with them as a so-called hybrid module 1, for example according to one embodiment 1 and 2 . The drive train 3 is set up to propel the motor vehicle 33 by driving a left driving wheel 31 and a right driving wheel 32 (here optionally the front axle of the motor vehicle 33) by means of a torque output from at least one of the drive machines 27,11. By means of the torsional vibration damper 6, the torque output of the combustion engine shaft 28 of the internal combustion engine 27 is equalized as early as possible (ie close to the internal combustion engine 27) in the torque flow. The torque limiter unit 7 is set up to limit the torque transmission between the combustion engine shaft 28 and the transmission input shaft 41 to a predetermined maximum torque. In this way, the torsional vibration damper 6 and the internal combustion engine 27 are protected from a transmission-side torque shock or torque overshoot. The rotor carrier 29 is, for example, permanently connected to the transmission input shaft 41 of a transmission 30 . The transmission 30 is not shown in detail here. It includes, for example, an infinitely variable step-up transmission.

The hybrid module proposed here is compact and sensitive components of a drive train can thus be efficiently protected against excessive torque.

reference list

1

hybrid module

2

axis of rotation

3

powertrain

4

motor connection side

5

Transmission input side

6

torsional vibration damper

7

torque limiter unit

8th

input flange

9

first energy storage element

10

friction pack

11

electric drive machine

12

primary pulley

13

secondary disc

14

second energy storage element

15

mass part

16

first friction disc

17

second friction disc

18

pressure plate

19

counter plate

20

friction lining

21

axial connection

22

spacer plate

23

housing cover

24

cover cap

25

sealing plate

26

engine wall

27

internal combustion engine

28

combustion shaft

29

rotor carrier

30

transmission

31

left drive wheel

32

right drive wheel

33

motor vehicle

34

counter washer

35

motor connection

36

first rivet

37

left disc spring

38

right disc spring

39

intermediate plate

40

spline

41

transmission input shaft

42

second rivet

43

rotor

44

stator

45

radial shaft sealing ring on the engine connection side

46

Transmission input side radial shaft seal

47

screw connection

48

spur gearing

49

longitudinal axis

50

driver's cabin

Claims (9)

Hybrid module (1) with an axis of rotation (2) for a drive train (3), having at least the following components: - a motor connection side (4); - a transmission input side (5); - A torsional vibration damper (6), which is set up for damping a torque transmission between the engine connection side (4) and the transmission input side (5); - a torque limiter unit (7), which comprises a friction pack (10) pressed by means of a first energy storage element (9) supported on an input flange (8), with the torque limiter unit (7) enabling torque transmission between the engine connection side (4) and the transmission input side (5th ) is limited to a predetermined maximum torque; and - an electric drive machine (11), which is arranged between the engine connection side (4) and the transmission input side (5) for torque output, the torque limiter unit (7) in the torque flow between the engine connection side (4) and the transmission input side (5) on the transmission input side of the torsional vibration damper (6) is arranged, characterized in that the torque limiter unit (7) is arranged radially outside of the torsional vibration damper (6). Hybrid module (1) after claim 1 , wherein the torque limiter unit (7) is arranged in a radial overlap with the electric drive machine (11). Hybrid module (1) after claim 1 or 2 , wherein the torsional vibration damper (6) comprises a primary disc (12), a secondary disc (13) and at least one second energy storage element (14), a mass part (15) with the primary disc (12) radially outside, preferably axially overlapping the Torque limiter unit (7) is connected. Hybrid module (1) according to one of the preceding claims, wherein the friction pack (10) of the torque limiter unit (7) comprises at least one friction disk (16, 17), a pressure plate (18) and a counter-plate (19), the friction disk (16), preferably in one piece, with the secondary disc (13) of the torsional vibration damper (6) is permanently connected in a torque-transmitting manner. Hybrid module (1) after claim 4 , wherein at least one of the friction disks (16,17) of the friction pack (10) has two friction linings (20), wherein at least one of the friction linings (20) is axially loose and by means of an axial connection (21) between the backing plate (19) and the Input flange (8) is centered, the axial connection (21) preferably being formed by a plurality of spacer plates (22). Hybrid module (1) according to one of the preceding claims, wherein the electric drive machine (11) is arranged upstream of the torque limiter unit (7) on the transmission input side. Hybrid module (1) according to one of the preceding claims, wherein the torque limiter unit (7) and the torsional vibration damper (6), preferably for wet operation, are housed by means of at least one of the following components: - Housing cover (23), preferably comprising a cover cap (24); - Combustor-side sealing plate (25); and - Motor wall (26) of an internal combustion engine (27). Drive train (3), having at least the following components: - At least one drive machine (27,11) with a machine shaft (28,29); - A gear (30) for transmitting a torque of the at least one machine shaft (28,29) to a consumer (31,32); and - A hybrid module (1) according to any one of the preceding claims, wherein a torque between the at least one drive motor (27) and the consumer (31,32) by means of the hybrid module (1) is predetermined limited and connected damped against torsional vibrations. Motor vehicle (33) having at least one driving wheel (31, 32) which is driven by a drive train (3). claim 8 is drivable.

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