DE102021120902A1 - Clutch unit with a separating clutch integrated in a torsional vibration damper - Google Patents

Abstract

The invention relates to a clutch unit (1) for the vibration-damped coupling of an output shaft of an internal combustion engine with a plurality of shafts of a motor vehicle drive train, having a primary component (2) and a secondary component (4) which is supported in a vibration-damped manner relative to the primary component (2) about an axis of rotation (3). Torsional vibration damper (5) and with a separating clutch (6) which is arranged on the secondary component (4) and has two torque outputs (9, 11), the separating clutch (6) having a clutch housing (7), a clutch housing (7) coupled in a torque-proof manner to the clutch housing (7), axially displaceable in the clutch housing (7) and a clutch disc (10) which is also arranged inside the clutch housing (7) and forms a first torque output (9), and wherein the secondary component (4) is directly connected to a second torque output ( 11) is rotationally coupled, with a di e axial position of the pressure plate (8) controlling actuating element (12) of the separating clutch (6) extends axially through a radially running side wall area (13) of the clutch housing (7).

Description

The invention relates to a clutch unit for the vibration-damped coupling of an output shaft of an internal combustion engine with a plurality of, preferably exactly two, shafts of a motor vehicle drive train. More preferably, at least one of the shafts is coupled to a rotor of an electric machine to form a hybrid motor vehicle drive train.

The aim of the invention is to provide a clutch unit with a separating clutch which is integrated in a torsional vibration damper and which has a structure which is as compact as possible, in particular in the axial direction.

According to the invention, this is achieved by the subject matter of claim 1 . Claim 1 claims a clutch assembly for vibration-damped coupling of an output shaft of an internal combustion engine with a plurality of, preferably exactly two, shafts of a motor vehicle drive train. The clutch assembly according to the invention has a torsional vibration damper having a primary component and a secondary component supported in a vibration-damping manner about an axis of rotation relative to the primary component, and a separating clutch which is arranged on the secondary component and has/forms two torque outputs. The separating clutch also has a clutch housing, a pressure plate which is non-rotatably coupled to the clutch housing and is arranged in the clutch housing so as to be axially displaceable, and a clutch disk which is also arranged inside the clutch housing and forms a first torque output (of the separating clutch). The secondary component is also rotationally coupled directly to a second torque output (the separating clutch), with an actuating element of the separating clutch controlling the axial position of the pressure plate also extending axially through a radially extending side wall region of the clutch housing.

Consequently, an actuating element is nested with the clutch housing of the damper-integrated separating clutch in a space-saving manner. The actuating element consequently extends from a side of the clutch housing axially remote from the clutch disk through the clutch housing to a side of the clutch housing axially facing the clutch disk. In this way, in particular, an axially compact structure is made possible.

Further advantageous embodiments are claimed in the dependent claims and explained in more detail below.

If the actuating element is implemented as a lever spring, preferably a cup spring, the axial structure is further reduced.

Furthermore, it is advantageous if the secondary component has a flange which is supported directly in the circumferential direction on a spring element, which spring element is supported further in the circumferential direction on the primary component. As a result, the construction of the torsional vibration damper is kept as simple as possible. The torsional vibration damper is therefore preferably designed as a spring damper, more preferably as a bow spring damper.

Furthermore, it is expedient if the primary component of the torsional vibration damper forms a spring receiving space, in which spring receiving space several spring elements distributed in the circumferential direction are arranged, with the secondary component protruding radially from the inside into this spring receiving space and being supported on the respective spring element on the circumferential side. As a result, the construction of the torsional vibration damper is kept as simple as possible.

Furthermore, it is expedient if the flange is supported on the primary component via a main bearing. The main bearing is more preferably designed as a roller bearing, for example as a ball bearing. This results in a robust support of the secondary component relative to the primary component.

It is also advantageous if the actuating element protrudes through an opening formed radially inside the annular side wall area. As a result, the manufacturing cost of the clutch assembly is further reduced.

In this context, it has also proven to be expedient if the clutch housing has a cover connected to the secondary component, preferably the flange, and the cover directly forms the side wall area. This further simplifies the assembly of the clutch unit.

Furthermore, it is advantageous if the second torque output has a hub area formed in one piece of material/integrally with a flange of the secondary component. This further simplifies the structure of the clutch unit.

If the second torque output is formed by a hub element fastened to the clutch housing, preferably the cover of the clutch housing, connection of the clutch unit to the drive train is further simplified.

In this regard, it is also beneficial for an axially compact design if the actuating element has radially inwardly protruding tongues, which protrude axially through a plurality of (axial) windows of the hub element that are distributed in the circumferential direction.

If the hub element is fastened to the clutch housing, preferably the cover, by means of several screws, the final assembly of the clutch unit can also be carried out in a simple manner by the customer.

In this regard, it is also expedient as an alternative if the hub element is fastened to the clutch housing by means of a plurality of rivets, as a result of which the manufacturing effort can in turn be reduced.

If a hub body of the clutch disk forming the first torque output has a toothed area that is arranged radially inside a toothed area of the second torque output, the torque outputs are nested with one another in an even more compact manner. Thus, it is further preferred if the toothed areas of the first torque output and the second torque output are arranged so as to cover/overlap axially at least in sections.

As an alternative to the arrangement radially inside, it is also expedient if a hub body of the clutch disc forming the first torque output has a toothed area that is arranged radially outside of a toothed area of the second torque output.

In other words, a damper-integrated K0 clutch (disconnect clutch) with a non-switchable connection (via the second torque output) to a rotor shaft (internal or external connection) is thus realized according to the invention. Preferably, a hub (hub member) is fixed to a cover. The hub has a radially closed area with axial openings (windows). The tongues of the actuating element of the K0 clutch are guided through the openings and between the areas. An (external) attachment of the hub takes place in the vertices of the areas. Alternatively, the hub is connected to an output of the dual-mass flywheel (torsional vibration damper) directly via an output flange (flange) of the dual-mass flywheel. The connection can be integral (internal).

The invention will now be explained in more detail below with reference to figures, in which context various exemplary embodiments are also shown.

• 1 eine Längsschnittdarstellung eines erfindungsgemäßen Kupplungsaggregates nach einem ersten Ausführungsbeispiel, wobei ein Betätigungselement einer Trennkupplung mehrere Fenster eines mit einem Kupplungsgehäuse verbundenen Nabenelementes durchdringt,
• 2 eine perspektivische Darstellung des im Längsschnitt gezeigten Kupplungsaggregates aus 1,
• 3 eine Längsschnittdarstellung eines erfindungsgemäßen Kupplungsaggregates nach einem zweiten Ausführungsbeispiel, wobei im Vergleich zu 1 Niete statt Schrauben zur Befestigung des Nabenelementes an dem Kupplungsgehäuse vorgesehen sind,
• 4 eine perspektivische Darstellung des im Längsschnitt gezeigten Kupplungsaggregates aus 3,
• 5 eine Längsschnittdarstellung eines erfindungsgemäßen Kupplungsaggregates nach einem dritten Ausführungsbeispiel, wobei ein weiterer Drehmomentausgang nun unmittelbar durch einen Flansch eines Sekundärbestandteils eines Drehschwingungsdämpfers gebildet ist, sowie
• 6 eine perspektivische Darstellung des im Längsschnitt gezeigten Kupplungsaggregates nach 5.

Show it:

• 1 a longitudinal sectional view of a clutch unit according to the invention according to a first embodiment, wherein an actuating element of a separating clutch penetrates several windows of a hub element connected to a clutch housing,
• 2 a perspective view of the clutch unit shown in longitudinal section 1 ,
• 3 a longitudinal sectional view of a clutch unit according to the invention according to a second embodiment, wherein compared to 1 rivets are provided instead of screws for fastening the hub element to the clutch housing,
• 4 a perspective view of the clutch unit shown in longitudinal section 3 ,
• 5 a longitudinal sectional view of a clutch unit according to the invention according to a third embodiment, wherein a further torque output is now formed directly by a flange of a secondary component of a torsional vibration damper, and
• 6 a perspective view of the clutch assembly shown in longitudinal section 5 .

The figures are only of a schematic nature and serve exclusively for understanding the invention. The same elements are provided with the same reference numbers. Furthermore, the various features of the different exemplary embodiments can, in principle, be freely combined with one another.

A structure of a clutch assembly 1 according to the invention is in 1 can be seen in detail based on the first embodiment. The clutch unit 1 forms a unit consisting of a torsional vibration damper 5, which is preferably designed as a dual-mass flywheel, and a separating clutch 6, which is preferably designed as a friction clutch, more preferably as a single-disc friction clutch.

The clutch assembly 1 is rotatable about a central axis of rotation 3; the corresponding components of the clutch unit 1 are consequently arranged concentrically to this axis of rotation 3 . The directional information used here, namely the axial direction, the radial direction and the circumferential direction, are considered in relation to this axis of rotation 3 . The term axial/axial direction is thus a direction along the axis of rotation 3 , the term radial/radial direction is a direction perpendicular to the axis of rotation 3 and the circumferential direction is a direction along a circular line running concentrically to the axis of rotation 3 .

With regard to the general structure of the torsional vibration damper 5, it can be seen that it has a primary component 2, which is alternatively also referred to as the primary mass and, during operation, is permanently non-rotatably connected to a crankshaft of an internal combustion engine, not shown here for the sake of clarity. A secondary component 4 of the torsional vibration damper 5, also referred to as a secondary mass, is resiliently supported in the circumferential direction relative to the primary component 2 via a plurality of spring elements 15, which are preferably realized as arc springs. The spring elements 15 are distributed in the circumferential direction. The torsional vibration damper 5 is thus implemented as a spring damper, with the spring elements 15 serving to resiliently support the secondary component 4 relative to the primary component 2 within a limited torsional angle range.

The secondary component 4 has a flange 14 which, viewed axially, is arranged centrally in relation to the spring elements 15 and is supported on these on one side in the circumferential direction. The spring elements 15 are accommodated in a radially outer spring accommodation space 26 in the form of an annular space of the primary component 2 . The flange 14 extends inward in the radial direction away from an abutment/contact area (within the spring receiving space 26) in contact with the spring elements 15.

In the usual way, the torsional vibration damper 5 also has a friction device 28 in order to dampen the relative movements between the primary component 2 and the secondary component 4 .

The separating clutch 6 is attached/arranged to the flange 14 . On closer inspection, the flange 14 even forms a first clutch component of the separating clutch 6 . The flange 14 forms a counter-plate/counter-pressure plate 29 of the separating clutch 6. A clutch housing 7 of the separating clutch 6 is provided/designed/attached to the flange 14. The clutch housing 7 has a cover 30 . The cover 30 extends inwardly from its attachment portion 31 fixed to the flange 14 in both the axial and radial directions. The cover 30 thus has a radially extending side wall area 13 which is arranged at an axial distance from the flange 14 . The cover 30 thus encloses an annular clutch receiving space 32.

A clutch disk 10, which forms a second clutch component of the separating clutch 6 that can be coupled to the first clutch component, is accommodated in the clutch housing 7/clutch receiving space 32. The clutch disk 10 is arranged axially between the counterplate 29 and a pressure plate 8, forming the single-disk clutch. The pressure plate 8 is axially adjustable by means of an actuating element 12, which is implemented here as a plate spring. The axially displaceable pressure plate 8 can thus be adjusted between an engaged first position, in which the clutch disc 10 is pressed frictionally against the counter-plate 29, and a disengaged second position, in which the clutch disc 10 is arranged/spaced relative to the counter-plate 29 without torque transmission. For the purpose of adjustment, the actuating element 12 is further coupled to a corresponding release mechanism and/or hydraulic system during operation.

The clutch disc 10 forms a first torque output 9 of the separating clutch 6 and is non-rotatably connected to a (first) shaft of the drive train during operation. That first shaft is, for example, a transmission input shaft of a transmission.

In the first embodiment of the 1 and 2 the essentially disc-shaped actuating element 12 has on its radial inner side tongues 20 which protrude radially inwards and are distributed in the circumferential direction. These tongues 20 also protrude axially from the pressure plate 8 on an axial side facing away from the pressure plate 8 . The tongues 20 protrude axially through a central (axially continuous) opening 17 of the disk-shaped side wall area 13, as also in FIG 2 to recognize. The tongues 20 thus penetrate the clutch housing 7 axially.

Furthermore, in 1 with the clutch housing 7, namely the cover 30, a hub member 19 rotatably connected. This hub element 19 forms a second torque output 11 of the separating clutch 6. The separating clutch 6 is thus equipped with two torque outputs 9, 11 according to the invention. The second torque output 11 of the separating clutch 6 is a component that is permanently connected to the secondary component 4 in a torque-proof manner.

During operation, the hub element 19 forming the second torque output 11 is non-rotatably connected to a further (second) shaft of the drive train. That second shaft is, for example, a rotor shaft of an electrical machine designed as a drive machine.

To guide the tongues 20 through, the hub element 19 is equipped directly with a plurality of axial windows 27 distributed in the circumferential direction. The tongue 20 penetrate the windows 27 axially. In the circumferential direction between the respective directly adjacent windows 27, the hub element 19 runs continuously in the radial direction.

Consequently, on the one hand, the clutch disk 10 forms a (first) toothed region 24 (serration) on the part of its hub body 23, which is connected to the first shaft of the drive train during operation. The hub element 19 forms a (second) toothing area 25 (serration) which is connected to the second shaft during operation.

It can also be seen that the (first) toothed area 24 of the first torque output 9 in this embodiment is arranged radially inside but axially overlapping with the (second) toothed area 25 of the second torque output 11 .

Combined with 1 It is again easy to see that a plurality of screws 21 distributed in the circumferential direction are used to fasten the hub element 19 to the cover 30 . The screws 21 protrude through the cover 30 and the hub element 19 radially outside the window 27.

In the second embodiment according to 3 and 4 the screws 21 are each replaced by a rivet 22.

In the third embodiment of the 5 and 6 that second torque output 11 is also integrated directly into the flange 14 of the secondary component 4 . Accordingly, the flange 14 has a hub area 18 formed in one piece with it, which hub area 18 protrudes axially and forms the second torque output 11 . The hub area 18 is directly provided with the second toothed area 25 .

It can also be seen that in the 5 and 6 that second toothed area 25 is arranged radially inside a main bearing 16 supporting the flange 14 relative to the primary component 2 .

In addition, in the 5 and 6 It can be seen that the hub area 18 is arranged radially inside the first toothed area 24, but the first toothed area 24 protrudes/covers axially in a certain section.

In other words, according to the invention, a non-switchable connection between a combustion engine (internal combustion engine) and an electric motor (electrical machine) is realized via an additional toothing (toothing area 25), which sits on a damper (torsional vibration damper 5) on the secondary side. The teeth can be formed from different components or attached to different components.

Two solution approaches can be pursued, a solution with external force flow ( 1 until 4 ) and a solution with internal force flow ( 5 and 6 ).

In the solution with an external power flow, the first clutch output (first torque output 9) is the inner one of the two hubs (toothing area 24), which can be shifted using a K0 clutch (separating clutch 6). This (first) hub corresponds to a normal clutch disc hub and is connected to a (solid) shaft at the transmission input. As an additional and second clutch output (second torque output 11), a further (second) hub (toothed area 25) is connected to the clutch cover (cover 30) in a form-fitting/fuel-locking/material-locking manner (e.g. as in 1 and 2 screwed or as in 3 and 4 riveted) or integrated into it. The final assembly of the other second hub can happen in-house or later outside of the assembly process of the assembly, for example at the customer.

In the solution with internal power flow, the first clutch output is the outer of the two hubs, which can be shifted using the K0 clutch. This (first) hub corresponds to a normal clutch disc hub and is connected to a (first) (hollow) shaft at the transmission input. As an additional and second clutch output, another (second) hub is firmly connected to the flange 14 of the dual-mass flywheel or even integrated into it (as in 5 and 6 ). This results in a direct, damped transmission of torque from the combustion engine to the transmission. The second hub is connected to the second shaft at the gearbox input. The output torque corresponds to the input torque.

Reference List

1

clutch unit

2

primary ingredient

3

axis of rotation

4

secondary ingredient

5

torsional vibration damper

6

disconnect clutch

7

clutch housing

8th

pressure plate

9

first torque output

10

clutch disc

11

second torque output

12

actuator

13

sidewall area

14

flange

15

spring element

16

main camp

17

opening

18

hub area

19

hub element

20

Tongue

21

screw

22

rivet

23

hub body

24

spline area of the hub body

25

Gear area of the second torque output

26

spring receiving space

27

Window

28

friction device

29

counter plate

30

Lid

31

attachment area

32

clutch accommodation space

Claims (10)

Clutch unit (1) for the vibration-damped coupling of an output shaft of an internal combustion engine to a plurality of shafts of a motor vehicle drive train, having a torsional vibration damper (5) having a primary component (2) and a secondary component (4) supported in a vibration-damping manner relative to the primary component (2) about an axis of rotation (3). and with a separating clutch (6) which is arranged on the secondary component (4) and has two torque outputs (9, 11), the separating clutch (6) having a clutch housing (7), a clutch housing (7) coupled in a rotationally fixed manner and being axially displaceable in relation to the clutch housing (7). pressure plate (8) arranged in the clutch housing (7) and a clutch disk (10) also arranged inside the clutch housing (7) and forming a first torque output (9), and the secondary component (4) being rotationally coupled directly to a second torque output (11). is, wherein also a the axial position of the Anpre The actuating element (12) of the separating clutch (6) that controls the ss plate (8) extends axially through a radially extending side wall area (13) of the clutch housing (7). Clutch unit (1) after claim 1 , characterized in that the secondary component (4) has a flange (14) which is supported directly in the circumferential direction on a spring element (15), which spring element (15) is further supported in the circumferential direction on the primary component (2). Clutch unit (1) after claim 2 , characterized in that the flange (14) is supported on the primary component (2) via a main bearing (16). Clutch unit (1) according to one of Claims 1 until 3 , characterized in that the actuating element (12) projects through an opening (17) formed radially inside the annular side wall region (13). Clutch unit (1) according to one of Claims 1 until 4 , characterized in that the second torque output (11) has a hub portion (18) formed integrally with a flange (14) of the secondary component (4). Clutch unit (1) after claim 5 , characterized in that a the first torque output (9) forming the hub body (23) of the clutch disc (10) has a toothed area (24) which is arranged radially outside a toothed area (25) of the second torque output (11). Clutch unit (1) according to one of Claims 1 until 4 , characterized in that the second torque output (11) is formed by a hub element (19) fastened to the clutch housing (7). Clutch unit (1) after claim 7 , characterized in that a the first torque output (9) forming the hub body (23) of the clutch disc (10) has a toothed area (24) which is arranged radially inside a toothed area (25) of the second torque output (11). Clutch unit (1) after claim 7 or 8th , characterized in that the actuating element (12) has radially inwardly projecting tongues (20) which protrude axially through a plurality of circumferentially distributed windows (27) of the hub element (19). Clutch unit (1) according to one of Claims 7 until 9 , characterized in that the hub element (19) is fixed to the clutch housing (7) by means of a plurality of screws (21) or a plurality of rivets (22).

Images