DE102021118703A1 - hybrid module - Google Patents

Abstract

The present invention relates to a hybrid module (1) for coupling and decoupling an internal combustion engine (4) to and from a drive train of a motor vehicle, with an electric motor (6) and a separating clutch (7) which are arranged in the radial direction (R) of the hybrid module (1) is arranged within the electric motor (6), the separating clutch (7) being a friction clutch (54) with a 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 clutch disc (17) that can be clamped with frictional locking between the counter-pressure plate (24) and the pressure plate (25), and wherein the separating clutch (7) also has a positive-locking clutch (55).

Description

The present invention relates to a hybrid module for coupling and decoupling 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 a friction clutch with 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 clamped by friction between the counter-pressure plate and the pressure plate having.

A drive train of a hybrid vehicle usually includes a combination of an internal combustion engine and an electric motor, and allows - for example in urban areas - a purely electric mode of operation with simultaneous sufficient range and availability for cross-country trips. In certain operating situations, there is also the option of being driven simultaneously by the internal combustion engine and the electric motor. In hybrid vehicles, the electric motor usually replaces the starter motor that used to be used for the internal combustion engine and the alternator that used to be used in the past, in order to reduce the increase in weight of the hybrid vehicle compared to vehicles powered exclusively by internal combustion engines.

How 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 case of purely electric operation, the separating clutch, which is also referred to as the K0 clutch, is then opened and the combustion engine is switched off, so that the drive torque of the hybrid vehicle is applied exclusively by the electric motor.

Such separating clutches are designed as friction clutches and are usually actuated by means of a hydraulic actuating system. A hydraulic actuation system usually has a master cylinder that transmits the pressure generated in 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 formed or released at the separating clutch. Fully hydraulic actuation systems, such as those typically used in hybrid modules, can be equipped with a concentric slave cylinder, for example, which is often also referred to as a concentric slave cylinder (CSC). These actuation systems, which are based on a central slave cylinder, 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.
• P1: Der Elektromotor ist im Drehmomentpfad direkt hinter dem Verbrennungsmotor angeordnet. Die Anordnung des Elektromotors kann beispielsweise kurbelwellenfest im Drehmomentpfad vor der Anfahr- bzw. Gangwechselkupplung erfolgen.
• P2: Der Elektromotor ist im Drehmomentpfad zwischen einer häufig als K0-Kupplung bezeichneten Trennkupplung und der Anfahr- bzw. Gangwechselkupplung, aber im Drehmomentpfad vor dem Fahrzeuggetriebe, angeordnet.
• P3: Der Elektromotor ist im Fahrzeuggetriebe und/oder auf der Getriebeausgangswelle angeordnet.
• P4: Der Elektromotor ist an einer bestehenden oder separaten Fahrzeugachse angeordnet.
• P5: Der Elektromotor ist am oder im angetriebenen Fahrzeugrad angeordnet, beispielsweise als Radnabenmotor.

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

• P0: The electric motor is arranged in the torque path in front of the combustion engine and is coupled to the combustion engine via a belt, for example. With this arrangement of the electric motor, it is also sometimes referred to as a belt starter generator (BSG).
• P1: The electric motor is located directly behind the combustion engine in the torque path. The electric motor can be arranged, for example, fixed to the crankshaft in the torque path in front of the starting or gear change clutch.
• P2: The electric motor is located in the torque path between a separating clutch, often referred to as a K0 clutch, and the starting or gear-changing 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 the hybridization of conventional drive trains have to meet special requirements in terms of size and energy efficiency compared to conventional starting and gear-change clutches. In particular, separating clutches for P2 hybrid modules must have particularly low drag torque in the open or disengaged state. If the motor vehicle is driven by the electric motor and the internal combustion engine is switched off, high differential speeds between the input side and the output side of the separating clutch often occur in the disengaged separating clutch for a longer period of time. Even small drag torques that occur in the separating clutch can quickly lead to impermissibly large energy inputs due to the large differential speeds. If the energy input in the disengaged separating clutch is too high, this can lead to increased wear on the friction linings of the clutch disc and thus to premature i lead to failure of the separating clutch. High energy inputs into the disengaged separating clutch can also negatively affect the range that the motor vehicle can cover with one battery charge without support from the internal combustion engine.

It is the object of the present invention to specify a hybrid module that enables the most compact possible design and at the same time can work together with high-torque internal combustion engines.

This object is achieved according to the invention by a hybrid module having the features of the independent claim. Preferred configurations of the hybrid module are set out in the dependent claims.

The hybrid module is designed for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle, with an electric motor and a separating clutch, which is arranged in the radial direction of the hybrid module inside the electric motor, the separating clutch on the one hand being a friction clutch with 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 disk that can be clamped by friction between the counter-pressure plate and the pressure plate. On the other hand, since the separating clutch has a positive-locking clutch, high torques can be transmitted to and in particular from the internal combustion engine and introduced via the hybrid module into the subsequent transmission with a compact design of the hybrid module.

The form-fitting clutch is preferably designed to establish its form-fitting connection when a specific torque to be transmitted by the friction clutch is reached.

Furthermore, a torque sensor is preferably provided, which is designed to permit a relative rotation between one of the plates and a clutch cover of the separating clutch when the specific torque to be transmitted by the friction clutch is reached, in order to establish the positive connection through the positive clutch.

Also preferably, in the radial direction inside the clutch cover, there is an actuating device configured non-rotatably with the clutch cover for engaging and/or disengaging the separating clutch, in particular the friction clutch, and particularly preferably the torque sensor is arranged between a rotor of the electric motor and the actuating device.

The form-fitting clutch preferably includes a ramp system, by means of which the relative rotation between one of the plates and the clutch cover can be converted into an axial movement to produce the form-fitting connection.

The ramp system is preferably arranged in the radial direction within a rotor carrier of the electric motor.

Furthermore, the ramp system preferably has a ramp that is stationary in the axial direction and a ramp that can be displaced in the axial direction, the ramp that can be displaced in the axial direction being prestressed by at least one elastic means, preferably a leaf spring.

The ramp which is stationary in the axial direction is preferably supported in the axial direction on the rotor carrier and/or on a rotor web.

According to a further preferred exemplary embodiment, the positive connection of the positive clutch is arranged in the radial direction outside of the frictional connection of the friction clutch.

According to a further preferred exemplary embodiment, a centrifugal force compensation device, which counteracts a centrifugal force-related increase in pressure of hydraulic oil in the actuating device, is arranged in the radial direction within the positive connection of the positive-locking clutch and/or in the radial direction within the torque sensor.

According to a preferred exemplary embodiment, the clutch disk is connected in a rotationally fixed manner and fixed in the axial direction to an input shaft that can be connected in rotation to the internal combustion engine. The mass of the clutch disc, which is comparatively small compared to the counter-pressure plate and the pressure plate, is therefore assigned to the internal combustion engine, which has advantages when coupling and decoupling the internal combustion engine, in particular with regard to a lower mass inertia. This makes it possible for torsional vibration dampers on the internal combustion engine to be dimensioned smaller or to be omitted entirely, as a result of which additional 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 that can be displaced to a limited extent in the axial direction, is non-rotatably and axially via at least one spring plate ler direction is elastically connected. This type of connection means that the clutch disc does not need to be able to be moved in the axial direction without increasing the drag torque of the separating clutch of the hybrid module due to the slight contact of the friction lining of the clutch disc on the counter-pressure plate or the pressure plate when the separating clutch is in the disengaged state. In this way, too, space can be saved in the axial direction of the hybrid module.

According to a further preferred exemplary embodiment, the rotor web is mounted in a stationary and rotatable manner in the axial direction by a rotor bearing on a housing of the electric motor that carries the stator. The integration of the separating clutch and electric motor in this area further reduces the installation space required.

It is particularly 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 connected in rotation with the internal combustion engine, extends and can be rotated via an input-side bearing on the inside of the housing collar is stored. This way of integrating components on the input side of the hybrid module also reduces the required installation space of the hybrid module.

In the previous exemplary embodiment, the rotor bearing between the rotor and the housing collar rotates continuously, while the input-side bearing between the housing collar and the rotor shaft only rotates when the separating clutch is in the closed state. Housing and rotor can swap places in another 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 again permanently, but the bearing on the input side would only rotate when the separating clutch was in the open state. Depending on the time proportions of the separating clutch (open vs. closed), the arrangement can be used to optimize the drag torque. The input-side bearing should be arranged in such a way that it rotates for as little operating time as possible.

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

Furthermore, it is advantageous if the rotor carrier is non-rotatably connected to a clutch cover, to which the pressure plate is non-rotatably connected via leaf springs and is limitedly displaceable in the axial direction. Both of the previous measures further reduce the installation space of the hybrid module.

The rotor carrier is preferably non-rotatably connected to a torsional vibration damper on the output side, preferably a centrifugal pendulum, and an output flange of the torsional vibration damper on the output side can preferably be non-rotatably engaged with splines of an output shaft, for example a transmission input shaft. Particularly with regard to a compact design and a large damping capacity, it is advantageous if a rocker-type damper is used as the torsional vibration damper on the output side, since this still has a large damping capacity even with a comparatively small outer diameter.

According to a further preferred exemplary embodiment, a hydraulic actuating device for engaging and/or disengaging the separating clutch, preferably non-rotatably and axially connected to the clutch cover, is connected in an oil-tight but rotatable manner via an inner surface of the output shaft. The provision of twistability 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 ability to rotate, and thus to simplify storage and protection against oil leakage.

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

Furthermore, it is advantageous if the flow of 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, frictionally clamped 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 travels to engage and/or disengage the separating clutch corresponds to the path that the pressing plate to engage and/or disengage the disconnect clutch. The transmission ratio of the separating clutch is thus 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 that is required for the actuating stroke and that has to be kept available in the installation space of the hybrid module is very small. This further reduces the installation space of the hybrid module.

According to a further preferred exemplary 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 by 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 actuating device can be held in position on the clutch cover without the interposition of further components, as a result of which the installation space required by the hybrid module is reduced.

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 retaining ring is detachable, this allows the actuating device to be replaced without destroying it in the event of damage, without having to reserve additional space for this purpose.

According to a further preferred exemplary embodiment, the clutch cover has a potted area in the radial direction outside the inner edge, into which part of an actuating piston of the actuating device, and preferably part of a pressure pot, extends in the axial direction. By arranging the components of the hybrid module in this way, the structural space required for the hybrid module in the axial direction can be further reduced.

According to a further preferred exemplary embodiment, the housing of the actuating device has a housing collar in the radial direction inside 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 further preferred exemplary embodiment, the non-rotatable 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 required by the hybrid module, in particular if said connection is arranged inside the stator both in the radial direction and in the axial direction. 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.

The hydraulic actuating device for engaging and/or disengaging the separating clutch is preferably centered on an inner diameter of the clutch cover, so that further components for centering the actuating device can be dispensed with, thereby reducing the required installation space of 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.

The clutch cover preferably has a plurality of openings distributed in the circumferential direction of the hybrid module, through which tongues of the centrifugal force compensation device extend in the radial direction, as a result of which the hybrid module can be designed to be particularly compact.

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

According to a further preferred exemplary embodiment, the openings are formed in the potted area of the clutch cover. A particularly compact construction of the hybrid module is possible as a result.

Furthermore, it is 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 other components for centering the centrifugal force compensation device are necessary. By dispensing with additional components, the installation space required by the hybrid module can be reduced.

The centrifugal force compensation device is preferably designed as a disc spring, which has support tabs and angled centrifugal vanes in its radial outer circumference, the tongues in its radial inner circumference and a power ring in the radial direction between the support tabs, the angled centrifugal vanes and the tongues. This one-piece construction of the centrifugal force compensation device allows the number of components and the space requirement to be reduced.

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

It is also advantageous if the support lugs rest on a surface of the clutch cover facing away from the clutch disk, preferably in an area that lies in the radial direction between the potted area and a non-rotatable 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 space taken up by the hybrid module.

• 1 eine Schnittansicht durch ein Ausführungsbeispiel eines Hybridmoduls, und
• 2 eine Detailansicht aus 1, die einen Momentenfühler des Hybridmoduls zeigt,

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

• 1 a sectional view through an embodiment of a hybrid module, and
• 2 a detailed view 1 , which shows a torque sensor of the hybrid module,

In the 1 and 2 1 shows an embodiment of a hybrid module 1, more precisely a P2 hybrid module. Features and combinations of features in the description of the 1 and 2 are not shown as essential to the invention are to be understood as optional.

The hybrid module 1, which in 1 is shown in an overall view, has an input side 2 and an output side 3 . The hybrid module 1 can be connected directly or indirectly to an internal combustion engine 4 via the input side 2 . In the exemplary embodiment shown, the internal combustion engine 4 is connected to an input-side torsional vibration damper 5, for example a dual-mass flywheel with arc springs or straight compression springs, in particular in conjunction with a centrifugal pendulum. The torsional vibration damper 5 on the input side is non-rotatably connected to the input side 2 of the hybrid module 1 via its output side, preferably by means of a spline 9.

On its output side 3, the hybrid module 1 is non-rotatably connected to an output shaft 33, preferably by means of splines 35. The output shaft 33 can be, for example, a transmission input shaft.

The hybrid module has an electric motor 6 and a separating clutch 7 . The electric motor 6 is an electric machine that can be operated both as a motor drive and as a generator as a generator. The separating clutch 7 is what is known as a K0 clutch, which is designed for coupling and decoupling the internal combustion engine 4 to and from a drive train of a motor vehicle in which the hybrid module 1 is arranged. The separating clutch 7 is arranged inside the electric motor 6 in the radial direction R of the hybrid module 1 . The separating clutch 7 has a friction clutch 54 , which is designed as a dry single-disk clutch in the exemplary embodiment shown, and a positive-locking clutch 55 .

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

In the case of a direct connection of the internal combustion engine 4 to the hybrid module 1, the input shaft 8 can also be the crankshaft itself or an extension of the crankshaft of the internal combustion engine 4. The input shaft 8 is rotatably mounted with respect to the electric motor 6 by a bearing 11 on the input side, which is designed as an axial bearing and/or as a radial bearing. For this purpose, the input-side bearing 11 is arranged between the input shaft 8 lying on the inside in the radial direction R and a housing 14 of the electric motor 6 lying on the outside in the radial direction R.

At its end facing away from the internal combustion engine 4 , the input shaft 8 has a flange 10 . In the axial direction A, the flange 10 of the input shaft 8 is formed inside the separating clutch 7 . Likewise is the flange 10 of the input shaft 8 in the radial direction R within the separating clutch 7 is formed.

The flange 10 of the input shaft 8 carries a clutch disc 17, which is assigned at least to the friction clutch 54, but in particular is also assigned to the positive clutch 55, and which frictionally engages between a counter-pressure plate 24 of the friction clutch 54, which is fixed in the axial direction A of the hybrid module 1, and an in axial direction A limited displaceable pressure plate 25 of the friction clutch 54 is clamped. In particular, the input shaft 8 is fixedly mounted in the axial direction A with respect to the housing 14 of the electric motor 6 .

In the area of the input-side bearing 11, the housing 14 of the electric motor 6 has a housing collar 15 which extends in the axial direction A in the direction of the flange 10 of the input shaft 8, i.e. extending away from the internal combustion engine 4. The outer diameter of the inner housing collar 15 of the electric motor 6 essentially corresponds to the outer diameter of the flange 10 of the input shaft 8.

The housing 14 of the electric motor 6 extends outwards in the radial direction R on the side facing the internal combustion engine 4 . This area likewise limits the installation space of the hybrid module 1 and delimits the hybrid module 1 from the internal combustion engine 4 or from the torsional vibration damper 5 on the input side. In its outer diameter, the housing 14 carries a stator 12 of the electric motor 6, preferably through a further, i.e. external, housing collar, which likewise extends away from the internal combustion engine 4 in the axial direction A, and in the inner diameter of which the stator 12 of the electric motor 6 is arranged.

This further, external housing collar defines the outer diameter of the hybrid module 1 and delimits the hybrid module outwards in the radial direction R, for example in relation to a clutch bell housing.

A rotor bearing 21 is arranged in the radial direction R between an outer surface of the inner housing collar 15 of the electric motor 6 and an inner surface of a rotor web. The rotor bearing 21 serves both as a radial bearing and as an axial bearing and ensures that the rotor web is rotatably supported in the circumferential direction U of the hybrid module 1 with respect to the housing 14 of the electric motor 6, but in the axial direction A of the hybrid module 1 with respect to the housing 14 of the electric motor 6 however is fixed. For example, this is done with an inner snap ring 22, which is inserted into an annular groove in the housing collar 15, and with an annular projection as an outer support 23, which is formed on the rotor web.

The counter-pressure plate 24 of the friction clutch 54 extends outwards in the radial direction R and, on its side facing away from the internal combustion engine 4, has a friction surface for contact with the clutch disk 17, more precisely on one or more friction linings 18 of the clutch disk 17 facing the internal combustion engine 4.

In its radial outer circumference, a rotor carrier 16, which can also be referred to as a rotor pot, is connected in a rotationally fixed manner to the rotor web, for example formed in one piece with it or pressed onto it. A rotor 13 of the electric motor 6 is arranged in a rotationally fixed manner on the outer circumference of the rotor carrier 16 and is connected to the rotor carrier 16 . The rotor 13 is arranged in the radial direction R within the stator 12, so that the electric motor 6 is designed as a so-called internal rotor. To rotate the rotor 13, the stator 12 interacts electromagnetically with the rotor 13.

The rotor web is thus supported by the rotor bearing 21 in a stationary and rotatable manner in the axial direction A on the housing 14 of the electric motor 6 that carries the stator 12 . The rotor bearing 21 is arranged on the outside of the housing collar 15 of the housing 14 of the electric motor 6, and the input shaft 8, which can be rotatably connected to the internal combustion engine 4 and is rotatably mounted via the input-side bearing 11 on the inside of the housing collar 15, extends through the interior of the housing collar 15 is.

The clutch disk 17 is non-rotatably connected to the input shaft 8, more precisely to the flange 10 of the input shaft 8, without a spline. For this purpose, the clutch disc 17 has an annular friction lining carrier 19 which is connected to the flange 10 of the input shaft 8 in a rotationally fixed manner in the radial direction R on the inside via one or more spring plates 20 . In particular, the ring-shaped spring plate 20 or the ring-segment-shaped spring plates 20 are riveted on their inner circumference to the flange 10 of the input shaft 8 and on their outer circumference they are riveted to the friction lining carrier 19 .

The spring plate(s) 20 enable a forced lift from the counter-pressure plate 24 and from the pressure plate 25 in the disengaged state of the separating clutch 7, whereby a friction or drag torque can be prevented in the disengaged state of the separating clutch 7 without the input shaft 8 having to be equipped with a Spline is equipped on which the clutch disk 17 would be arranged displaceably in the axial direction A. Although this is not shown, it is also conceivable that the spring plate 20 and the friction lining carrier 19 are designed in one piece.

The friction lining carrier 19 is provided with friction linings 18 on its side facing the internal combustion engine 4 and on its side facing away from the internal combustion engine 4 . These friction linings 18 can be riveted to the friction lining carrier 19, for example, but can also be glued to it. Other types of non-rotatable connection are also conceivable. It should be mentioned that the friction lining carrier 19 preferably has a friction lining spring system which is effective in the axial direction A between the friction linings 18 or is in contact with such a system. However, it is also conceivable that no friction lining spring system is arranged between the friction linings.

The clutch disc is thus non-rotatably and firmly connected in the axial direction A to the input shaft 8 which can be connected in rotation to the internal combustion engine 4 . The at least one friction lining 18 of the clutch disk 17, the counter-pressure plate 24 and/or the pressure plate 25, which can be displaced to a limited extent in the axial direction A, can be frictionally clamped and is non-rotatably connected via the at least one spring plate 20 and is connected elastically in the axial direction A to the flange 10 of the input shaft 8.

The rotor carrier 16 extends in the axial direction A of the hybrid module 1 and is connected to a clutch cover 26 with the interposition of a torque sensor 56 so that it can rotate to a limited extent in the circumferential direction U and is axially fixed. Starting from this axially fixed connection 32 of the clutch cover 26 to the rotor carrier 16 , the clutch cover 26 extends inward in the radial direction R of the hybrid module 1 . The pressure plate 25 is connected to the clutch cover 26 via leaf springs 30 distributed in the circumferential direction U of the hybrid module 1 in a rotationally fixed manner and with limited displacement in the axial direction A. On its surface facing the internal combustion engine 4 , the pressure plate 25 has a friction surface which can be brought into frictional contact with the clutch disk 17 , more precisely with the friction lining 18 of the clutch disk 17 facing away from the internal combustion engine 4 .

Furthermore, the rotor carrier 16 is connected by the axially fixed connection 32 to a torsional vibration damper 31 on the output side, more precisely to its input flange 57, in a rotationally fixed and axially fixed manner. The torsional vibration damper 31 on the output side can be, for example, a rocker damper. If necessary, the torsional vibration damper 31 on the output side is additionally equipped with a centrifugal pendulum, i.e. with a torsional vibration absorber.

The connection 32 thus ensures a rotationally fixed and axially fixed connection of the rotor carrier 16 to the input flange 57 of the output-side torsional vibration damper 31 and a limited rotatable and axially fixed connection of the two components 16, 57 in the circumferential direction U with the interposition of the torque sensor 56 to the clutch cover 26. For this purpose For example, in the area of connection 32, oblong holes in the shape of arcuate segments are provided in clutch cover 26, which allow a slight, relative rotation of clutch cover 26 under prestressing of compression springs (or possibly other elastic means) of torque sensor 56 with respect to rotor carrier 16 and with respect to input flange 57.

In particular, the axially fixed connection 32 is arranged in the radial direction R and in the axial direction A within the stator 12 . Furthermore, the axially fixed connection 32 is arranged in the axial direction A next to the rotor 13 on the side of the rotor 13 facing away from the internal combustion engine 4, preferably on the same diameter as the rotor 13.

An output flange of the output-side torsional vibration damper 31 can be brought into engagement with the output shaft 33, for example the transmission input shaft, in a torque-proof manner via the splines 35. Although this is not shown, it is also conceivable, for example, for the output shaft 33 to be connected to the rotor carrier 16 or to the clutch cover 26 without the interposition of a torsional vibration damper 31 on the output side.

In the radial direction R within the leaf springs 30 the clutch cover 26 has a potted area 27 . In the radial direction R within the potted area 27 of the clutch cover 26 , the clutch cover 26 is delimited by an inner edge 29 .

The hybrid module 1 also has a hydraulic actuating device 43 for engaging and/or disengaging the separating clutch 7, in particular the friction clutch 54, which is fastened to the clutch cover 26 in a rotationally fixed and axially fixed manner.

The actuating force to be applied by the actuating device 43 for engaging and/or disengaging the separating clutch 7, in particular the friction clutch 54, is completely supported within the hybrid module 1 without any relatively rotatable components. The flow of the actuating force through the hybrid module 1 involves at least the following sequence of components of the Hybrid module 1 closed: housing 45 of the actuating device 43, actuating piston 44, frictionally clamped clutch disk 17, counter-pressure plate 24, rotor carrier 16 of the electric motor 6, clutch cover 26, housing 45 of the actuating device 43. In addition, in the flow of the actuating force between the actuating piston 44 of the actuating device 43 and a pressure pot 42 can be arranged on the pressure plate 25 .

The hydraulic actuating device 43 for engaging and/or disengaging the separating clutch 7, in particular the friction clutch 54, is connected in an oil-tight but rotatable manner via an inner surface 34 of the output shaft 33. This non-rotatable connection to the clutch cover 26 can take place in a force-fitting manner, but can also take place in a form-fitting manner, for example by means of a dowel pin or a spline. The relative rotatability of the actuating device 43, more precisely of the housing 45 of the actuating device 43, to the output shaft 33 is necessary because the output shaft 33 can be rotated in the circumferential direction U of the hybrid module 1 to a limited extent relative to the clutch cover 26 due to the interposition of the torsional vibration damper 31 on the output side.

If the output shaft 33 is directly or indirectly non-rotatably connected to the rotor carrier 16 or to the clutch cover 26, the rotatability of the actuating device 43 with respect to the output shaft 33 can be dispensed with, as a result of which the oil supply 53 of the actuating device 43 through the output shaft 33 is simpler.

The inner edge 29 of the clutch cover 26 rests against an outer edge 47 of the housing 45 of the actuating device 43 in the radial direction R. Furthermore, the inner edge 29 of the clutch cover 26 also rests in the axial direction A on the outer edge 47 of the housing 45 of the actuating device 43 , more precisely with a surface of the clutch cover 26 close to the inner edge, which faces the internal combustion engine 4 . On the side of the clutch cover 26 facing away from the internal combustion engine 4, the housing 45 of the actuating device 43 is fastened to the clutch cover 46 via a locking ring 48 on the housing side.

The locking ring 48 on the housing side is embedded in a circumferential groove made in the outer edge 47 of the housing 45 . The outer edge 47 of the housing 45 of the actuating device 43 thus represents a centering edge, via which the actuating device 43 is centered on the clutch cover 26 and is connected to the clutch cover 26 in a fixed manner. The actuating device 43 is thus fastened to the clutch cover 23 in a rotationally fixed and axially fixed manner.

The potted area 27 of the clutch cover 26 is arranged in the radial direction R outside the inner edge 29 of the clutch cover 26 . A part of the actuating piston 44 of the actuating device 43 that can be displaced in the axial direction A extends into the potted region 27 in the axial direction A of the hybrid module 1 .

The axially fixed housing 45 of the actuating device 43 is sealed in an oil-tight manner by a piston seal 46 . In the potted area 27 of the clutch cover 26, the actuating piston 44 presses on the pressure pot 42, which in turn presses on the pressure plate 25 in order to engage the separating clutch 7. This pressure takes place against the bias of the leaf springs 30 in the axial direction A of the hybrid module 1. To disengage the separating clutch 7, the leaf springs 30 pull the pressure plate 25 away from the clutch disk 17 or from the counter-pressure plate 24. This movement is transmitted to the actuating piston 44 via the pressure pot 42 , so that hydraulic oil is pressed back from the working chamber of the actuating device 43 , which is sealed off by the piston seal 46 , into the oil-supplying output shaft 33 .

At this point it should be mentioned that the separating clutch 7, more precisely the friction clutch 54, is actuated directly, so that the path that the actuating device 43, more precisely the actuating piston 44 of the actuating device 43, has to engage and/or disengage the separating clutch 7 or the friction clutch 54 travels, corresponds to the path that the pressure plate 25 travels to engage and/or disengage the separating clutch 7 or the friction clutch 54 . The same applies to the distance covered by the pressure pot 42 to engage and/or disengage the separating clutch 7 or the friction clutch 54 .

As already mentioned above, the hydraulic actuating device 43 for engaging and/or disengaging the separating clutch 7 , in particular the friction clutch 54 , is centered in the radial direction R over the inner diameter of the clutch cover 26 . In particular, the actuating device 43 is concentric with the clutch cover 26 and/or with the output shaft 33 connected to the separating clutch 7, in particular the friction clutch 54, for example the transmission input shaft, which in turn defines the axis of rotation D of the hybrid module 1 together with the input shaft 8 of the hybrid module 1 .

The housing 45 of the actuating device 43 has 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. A flange bearing 51, which is preferably designed as a radial bearing, and a flange seal 52 are arranged between the inner surface 34 of the output shaft 33 and a lateral surface 50 of the housing collar 49 of the actuating device 43. The flange bearing 51 is arranged on the side of the hybrid module 1 facing the internal combustion engine 4 , while the flange seal 52 is arranged on the side of the hybrid module 1 facing the transmission, ie on the side of the hybrid module 1 facing away from the internal combustion engine 4 . The actuating device 43 is thus rotatable and oil-tight on the output shaft 33 and can be supplied with hydraulic oil by the oil supply 53 provided in the output shaft 33 in order to use the actuating piston 44 to engage and/or disengage the separating clutch 7, in particular the friction clutch 54 , to move in the axial direction A.

The clutch cover 26 has a plurality of openings 28 which are distributed in the circumferential direction U of the hybrid module 1 and through which tongues 39 of a centrifugal force compensation device 36 extend in the radial direction R. In particular, the openings 28 are formed in the potted area 27 of the clutch cover 26 .

The centrifugal force compensation device 36 is designed to counteract an increase in pressure of the hydraulic oil in the actuating device 43 caused by centrifugal force. In a preferred embodiment, the centrifugal force compensation device 36 has a cup spring 37 as a preload spring. In its radial outer circumference, the plate spring 37 has support tabs 40 and angled centrifugal vanes 41, both of which are distributed in the circumferential direction U. In its radial inner circumference, the disk spring 37 has the said tongues 39, which are distributed equally in the circumferential direction U.

In the radial direction R between the support tabs 40, the angled centrifugal vanes 41 and the tongues 39, the disc spring 37 has a power ring 38 which connects the tongues 39, the support tabs 40 and the angled centrifugal vanes 41 in the circumferential direction U with one another. The tongues 39, preferably radially inner ends of the tongues 39, of the centrifugal force compensation device 36 are in contact with the actuating piston 44, and preferably likewise with the pressure pot 42.

The support brackets 40, the angled centrifugal wings 41 and the power ring 38 are arranged in the radial direction R outside of the pressure pot 42 and outside of the potted area 27 of the clutch cover 26. The support tabs 40 rest on a surface of the clutch cover 26 that faces away from the clutch disc 17 or the internal combustion engine 4, i.e. on a surface of the clutch cover 26 that faces the transmission, preferably in an area that is in the radial direction R between the potted area 27 and the non-rotatable and axially fixed connection 32 of the clutch cover 26 with the rotor carrier 16 of the electric motor 6 is located.

As a result of this arrangement, the centrifugal force that acts on the angled centrifugal vanes 41, particularly at high speeds, ensures that the force ring 38 of the centrifugal force compensation device 36 rises more strongly, and thus the force exerted by the leaf springs 30 via the pressure plate 25 and the pressure pot 42 the actuating piston 44 of the actuating device 43 increases the restoring force exerted. This increased restoring force counteracts the hydraulic oil, which in turn is driven outwards into the actuating piston 44 at high speeds by the centrifugal force and thus tries to unintentionally move the actuating piston 44 in the engagement direction of the separating clutch 7 or the friction clutch 54.

As already explained above, the separating clutch 7 has, on the one hand, the friction clutch 54 with the counter-pressure plate 24, the pressure plate 25 that can be displaced to a limited extent in the axial direction A of the hybrid module 1, and the clutch disk 17 that can be frictionally clamped between the counter-pressure plate 24 and the pressure plate 25. On the other hand, the separating clutch 7 has the form-fitting clutch 55 . The form-fitting clutch 55 is designed to produce its form-fitting connection when a specific torque to be transmitted by the friction clutch 54 is reached.

The torque sensor 56 is provided and designed to allow a relative rotation between one of the plates 24, 25 and the clutch cover 26 of the separating clutch 7 or the friction clutch 54 when the specific torque to be transmitted by the friction clutch 54 is reached, in order to ensure the positive locking by the positive locking clutch 55 to produce. Arranged in the radial direction R inside the clutch cover 26 is an actuating device 43 embodied in a rotationally fixed manner with the clutch cover 26 for engaging and/or disengaging the separating clutch 7 or the friction clutch 54 . The torque sensor 56 is arranged between the rotor 13 of the electric motor 6 and the actuating device 43 .

The positive coupling 55 includes a ramp system 58, through which the relative rotation between the one of the plates 24, 25 and the Clutch cover 26 can be converted into an axial movement to produce the form fit. The ramp system 58 is arranged in the radial direction R within a rotor carrier 16 of the electric motor 6 .

The ramp system 58 has a ramp 59 that is stationary in the axial direction A but can be rotated relatively and a ramp 60 that can be displaced in the axial direction A, the ramp 60 that can be displaced in the axial direction A being directly or indirectly controlled by at least one elastic means, preferably a leaf spring 62, is prestressed and non-rotatably connected to the rotor carrier 16 or the rotor web. In particular, the ramp system 58 is designed as a ball ramp system in order to replace sliding friction with rolling friction and to minimize friction losses, with balls 61 being arranged between stationary ramps 59 and movable ramps 60 .

The ramp 59 which is stationary in the axial direction A is supported in the axial direction A on the rotor carrier 16 and/or on the rotor web.

The positive connection of the positive clutch 55 is arranged in the radial direction R outside the frictional connection of the friction clutch 54 . For this purpose, an axial toothing 64 is preferably formed on the ramp 60 that can be displaced in the axial direction A, which is formed in a corresponding counterpart, which is preferably formed on the outer circumference of the clutch disc 17, particularly preferably in the radial extension of the friction lining carrier 19 from the friction lining carrier 19, in order to Produce positive locking when the displaceable ramp 60 is displaced in the direction of the clutch disc 17. An axial bearing 63 is arranged in the axial direction A between the rotor carrier 16 or the rotor web and the stationary ramp 59 in order to allow limited relative rotation of the stationary ramp 59 . In the exemplary embodiment shown, the leaf springs 62 pretension the counter-pressure plate 24 (and thus also the displaceable ramp 60) against the ramp 59 which is stationary in the axial direction A.

The centrifugal force compensation device 36, which counteracts a pressure increase in hydraulic oil in the actuating device 43 caused by the centrifugal force, is arranged in the radial direction R inside the form fit of the form-fit clutch 55 and/or in the radial direction R inside the torque sensor 56.

The function of the hybrid module 1 is as follows: In order to start the internal combustion engine 4 by the electric motor 6, the friction clutch 54 is engaged by the actuating device 43 in order to transmit a torque on the overrun side. The ramp system 58 is not twisted in the process. Torque is transmitted from the rotor 13 of the electric motor 6 to the internal combustion engine 4 on the one hand via the leaf springs 30 and the pressure plate 25 to the clutch disc 17 and on the other hand via the counter-pressure plate 24. The counter-pressure plate 24 is connected to the stationary ramp 59. The torque is transmitted to the balls 61 and thus to the counter-pressure plate 24 via the ramp 60, which can be displaced in the axial direction A and is non-rotatably connected via the leaf springs 62 to the rotor carrier 16 or the rotor web. For this purpose, the thrust-side ramp 59 of the ramp system 58 is designed very steeply or as a stop, so that the ramp system 58 is not rotated relative to it. The axial force, which is introduced via the pressure plate 25 onto the clutch disk 17 , is supported via the counter-pressure plate 24 or the ramp 59 , which is stationary in the axial direction A and can be rotated to a limited extent, and the axial bearing 63 . The axial bearing 63 enables low-friction rotation of the freely stationary ramp 59 relative to the rotor 13 of the electric motor 6.

In order to connect the internal combustion engine 4 in traction mode, the friction clutch 54 is also engaged and the speed of the internal combustion engine 4 is synchronized with the speed of the electric motor 6 . When a defined switching torque is reached, the counter-pressure plate 24 rotates together with the ramp 59, which is stationary in the axial direction A and has limited rotatability, relative to the rotor 13, which results in an axial movement of the displaceable ramp 60. In order to enable this relative rotation, the torque sensor 56 is preferably provided between the rotor 13 and the actuating device 43 rotating with it. Alternatively, the clutch disk 17 would have to slip relative to the pressure plate 25 in order to rotate the ramp system 58 .

The radially outer ramp 60, which can be displaced in the axial direction A, is preloaded with the leaf springs 62, so that the switching moment can be set together with the preloading force and the ramp angle, from which point the positive locking is activated. As soon as the ramp 59 rotates and the positive locking engages, part of the torque is transmitted from the clutch disc 17 via the outer ramp 60, which can be displaced in the axial direction A, and the leaf springs 62 to the rotor 13 and thus to the transmission.

The previous exemplary embodiments relate to a hybrid module 1 for coupling and decoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, with an electric motor 6 and a separating clutch 7, which is arranged in the radial direction R of the hybrid module 1 inside the electric motor 6, the Separating clutch 7 has, on the one hand, a friction clutch 54 with a counter-pressure plate 24, a pressure plate 25 that can be displaced to a limited extent in axial direction A of hybrid module 1, and a clutch disk 17 that can be frictionally clamped between counter-pressure plate 24 and pressure plate 25, and with separating clutch 7 on the other hand having a positive-locking clutch 55 has.

Reference List

1

hybrid module

2

entry page

3

exit page

4

combustion engine

5

Torsional vibration damper on the input side

6

electric motor

7

disconnect clutch

8th

input shaft

9

Input shaft splines

10

Input shaft flange

11

Input side warehouse

12

stator

13

rotor

14

housing of the electric motor

15

Housing collar of the electric motor

16

rotor carrier

17

clutch disc

18

friction lining

19

friction lining carrier

20

spring plate

21

rotor bearings

22

Internal locking ring

23

Outer Support

24

backing plate

25

pressure plate

26

clutch cover

27

Potted area of clutch cover

28

Breakthrough in the clutch cover

29

inner edge

30

leaf springs

31

Torsional vibration damper on the output side

32

Axial connection

33

output shaft

34

inner surface of the output shaft

35

Output shaft splines

36

centrifugal force compensation device

37

disc spring

38

power ring

39

Tongue

40

support tab

41

centrifugal wings

42

pressure pot

43

actuating device

44

actuating piston

45

Housing of the actuator

46

piston seal

47

outer edge

48

Housing-side retaining ring

49

Housing collar of the operating device

50

lateral surface of the housing collar

51

flange bearing

52

flange gasket

53

oil supply

54

friction clutch

55

Positive clutch

56

torque sensor

57

Input flange of the torsional vibration damper on the output side

58

ramp system

59

Fixed Ramp

60

Movable ramp

61

balls

62

leaf spring

63

thrust bearing

64

axial gearing

D

axis of rotation

A

axial direction

R

radial direction

u

circumferential direction

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited 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 coupling and decoupling an internal combustion engine (4) to and from a drive train of a motor vehicle, with an electric motor (6) and a separating clutch (7), which is mounted in the radial direction (R) of the hybrid module (1) within the electric motor (6), the separating clutch (7) being a friction clutch (54) with a counter-pressure plate (24), a pressure plate (25) that 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 frictionally clampable clutch disc (17), and wherein the separating clutch (7) also has a form-fitting clutch (55). Hybrid module (1) after claim 1 , wherein the form-fitting clutch (55) is designed to produce its form-fitting connection when a specific torque to be transmitted by the friction clutch (54) is reached. Hybrid module (1) after claim 2 A torque sensor (56) is provided, which is designed to detect a relative rotation between one of the plates (24, 25) and a clutch cover (26) of the separating clutch (7) when the specific torque to be transmitted by the friction clutch (54) is reached allow to establish the positive fit through the positive clutch (55). Hybrid module (1) after claim 3 , wherein in the radial direction (R) inside the clutch cover (26) there is arranged an actuating device (43) designed to be non-rotatable with the clutch cover (26) for engaging and/or disengaging the separating clutch (7), and the torque sensor (56) between a Rotor (13) of the electric motor (6) and the actuating device (43) is arranged. Hybrid module (1) after claim 3 or 4 , wherein the form-fitting clutch (55) comprises a ramp system (58) through which the relative rotation between one of the plates (24, 25) and the clutch cover (26) can be converted into an axial movement to produce the form-fitting connection. Hybrid module (1) after claim 5 , wherein the ramp system (58) is arranged in the radial direction (R) within a rotor support (16) of the electric motor (6). Hybrid module (1) after claim 5 or 6 , wherein the ramp system (58) has a ramp (59) that is stationary in the axial direction (A) and a ramp (60) that can be displaced in the axial direction (A), the ramp (60) that can be displaced in the axial direction (A) being replaced by at least one elastic means, preferably a leaf spring (62), is biased. Hybrid module (1) after claim 7 , wherein the ramp (59), which is stationary in the axial direction (A), is supported on the rotor carrier (16) in the axial direction (A). Hybrid module (1) according to one of Claims 1 until 8th , wherein the positive connection of the positive clutch (55) is arranged in the radial direction (R) outside of the frictional connection of the friction clutch (54). Hybrid module (1) according to one of Claims 4 until 9 , wherein a centrifugal force compensation device (36), which counteracts a pressure increase in hydraulic oil in the actuating device (43) caused by centrifugal force, in the radial direction (R) within the positive connection of the positive-locking clutch (55) and/or in the radial direction (R) within the torque sensor ( 56) is arranged.

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