EP3478524A1

EP3478524A1 - Torque-transmission device

Info

Publication number: EP3478524A1
Application number: EP17726921.4A
Authority: EP
Inventors: Tobias HÖCHE; Tobias DIECKHOFF; Daniel Lorenz; Andreas Orlamünder; Ingrid Hoffelner; Wolfgang Grosspietsch; Steffen Matschas; Johannes Friess; Christofer EBERT; Matthias Kram; Dennis Egler; Axel Rohm; Erwin Wack; Bernd Unseld; Thomas Dögel; Matthias Reisch
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2016-06-30
Filing date: 2017-05-29
Publication date: 2019-05-08
Also published as: WO2018001661A1; DE102016211954A1; CN109414982A; US20200309232A1

Abstract

The invention relates to a torque-transmission assembly (1) for a drive train of a motor vehicle, comprising an input region (25), which can be rotated about an axis of rotation (A), and an output region (35), which can be rotated about an axis of rotation (B), wherein a torque path (M) extends from the input region (25) to the output region (35), wherein first a torsional-vibration damping unit (15) and then a transmission unit (33) are positioned between the input region (25) and the output region (35) along the torque path (M), wherein a first slip assembly (30) and/or a second slip assembly (38) is provided for producing a rotational-speed slip in the torque path (M) between the input region (25) and the output region (35) for vibration damping.

Description

The torque transfer device

The present invention relates to a torque transmission device for a drive train of a motor vehicle having an input region, which is formed primarily by an internal combustion engine, a subsequent torsional vibration damping unit and a transmission assembly and a subsequent output range, which is mainly formed by a transmission output shaft.

A torque transmission device is known from the prior art of DE 10 2014 206 330 A1, in which a torsional vibration damping arrangement with a damping unit in a housing region is provided between a drive unit and a transmission unit.

US 2011259698 AA also shows a torque transmission device with a torsional vibration damping arrangement, comprising a torsion damper and an absorber unit, in a housing area in front of a gear unit.

A disadvantage of this torque transmission device known from the prior art, however, is that the individual components which are responsible for the one part for the torsional vibration reduction and the other for the torque transmission, its operation according to not advantageous, space-saving and cost provided or arranged in the Drehmomentübertragunsgvorrichtung.

Object of the present invention is therefore to provide a torque transmitting device, in which a torsional vibration reduction, and a torque transmission powerful, space-saving and cost-effective.

This object is achieved by a torque transmission arrangement according to patent claim 1.

According to the invention, this is a torque transmission arrangement for a drive train of a motor vehicle, comprising one about an axis of rotation (A). a torque path (M) extending from the input region to the output region, wherein between the input region and the output region along the torque path (M) first a torsional vibration damping unit and subsequently a transmission unit ( 33) are positioned,

characterized,

in that a first slip arrangement and / or a second slip arrangement is provided for generating a rotational speed slip in the torque path (M) between the input area and the output area for a vibration damping.

A further advantageous embodiment provides that the first and / or second slip arrangement provides a rotational speed slip which is set or controllable at an operating point of the torque transmission arrangement.

Also, the torsional vibration damping unit may comprise, along the torque path (M), at least a first space area configured as a dry space or a wet room.

Further, it may be advantageous if the torsional vibration damping unit along the torque path (M) comprises a second space area, which is designed as a drying room or as a wet room.

Also, the transmission unit may include a third room area, wherein the third room area is designed as a wet room.

A further advantageous embodiment provides that in the torsional vibration damping unit in the torque path (M) a first spring set and / or a Til- gereinheiteinheit and / or a second spring set and / or the first slip assembly and / or an electric drive unit and / or first starting element is provided. These are all components that can be advantageously operated in an oil mist-containing space. Furthermore, a converter unit or a double clutch can be provided in the torsional vibration damping unit in the torque path (M) in the first space area and / or in the second space area.

Also, a second starting element and / or the second slip arrangement is provided in the third space region and in the torque path (M).

Furthermore, it can be advantageous if the converter unit comprises a torque converter with a converter lockup clutch.

In a further advantageous embodiment, the Tilgereinheit, in particular as a variable speed Tilgereinheit, or a fixed frequency Tilgereinheit, or a Tilgereinheit for two or more engine orders is executed.

Also, the transmission unit may comprise a gear arrangement, which is designed in particular as an automated planetary gear or a manual or automated manual transmission, or a dual-clutch transmission or a continuously variable transmission.

Further advantages may result if the slip arrangement is designed as a dry single disc clutch or a dry multi-plate clutch or a wet-running multi-disc clutch or a planetary gear with a brake or a magnetorheological clutch or an electrorheological clutch, or a magnetic clutch or a magnetic powder clutch. Particularly advantageous in this case are the embodiments that are wet-running, since a heat energy produced at the slip arrangement can be released to a medium, which reduces the thermal load on the slip arrangement and consequently the slip arrangement can be operated in a safer and more reproducible manner.

It may also be advantageous for the first and / or the second slip arrangement to form a starting clutch. This is particularly favorable for a space, since no additional starting clutch must be installed. It may also be advantageous if the first spatial region is separated from the second spatial region by means of a separate separating element.

In this case, the separating element is provided with a radially outer circumferential seal.

Further, the transmission unit may comprise a third space area, wherein the third space area is designed as a wet room, wherein the first space area is separated to the third space area by means of a partition element which is designed as a separate partition element or integral with a housing element of the torsional vibration damping unit or integrally with a housing element of the gear unit is formed.

Also, the second space area may be separated to the third space area by means of a partition member formed as a separate partition member or formed integrally with a housing member of the torsional vibration damping unit or integrally with a housing member of the gear unit.

A further advantageous embodiment provides that the housing element of the torsional vibration damping unit and the housing element of the gear unit are integrally formed

Also, the first spring set and / or second set of springs may be single-row or multi-row.

Further, it may be that the axis of rotation (A) to the rotation axis (B) is coaxial or that the axis of rotation (A) to the axis of rotation (B) is off-axis.

Furthermore, it may be advantageous if a first torque transmission path and, in parallel therewith, a second torque transmission path and a coupling arrangement for superimposing the torques transmitted via the torque transmission paths are provided between the input region and the output region, wherein in the first torque transmission path a first phase shifter path is provided. provided for generating a phase shift of rotational irregularities guided over the first torque transmission path with respect to rotational irregularities conducted via the second torque transmission path, the slip arrangement being provided in the torque path (M) after the coupling arrangement.

In the following, the invention will be explained in more detail with reference to illustrations. The embodiments illustrated in the drawings represent only preferred embodiments and are not intended to define the scope of the invention. This is defined solely by the appended claims.

It show in

FIG. 1 shows a schematic representation of a torque transmission arrangement according to the invention;

Figures 2 to 33: further embodiments of erfindungsgenmäßen torque transmission arrangement

In the following, identical or functionally identical components are denoted by the same reference numerals.

FIG. 1, like FIG. 2, shows a torque transmission arrangement 1, in which an input part 11 of a first spring set 10 is fixed in a rotationally fixed manner to a crankshaft 51 of a drive unit 50, for example an internal combustion engine. In the case shown here, this spring set is designed constructively as a dual mass flywheel with spring plate / sliding shoes. Alternatively, this can be built with a bow springs or run as a converter-spring set. This can be filled with a lubricant (oil or grease) and is located in a first space region 17, which is separated by a partition wall 4 together with the associated seal 5 from a second space region 19 oil-tight. The first space area 17 is made dry, ie free of lubricant, while in the second space area 19 is a lubricant. It is preferable to provide oil for this, which is in the form of an oil mist, a so-called droplet lubrication or an oil bath. can lie. Alternatively, the use of a grease or a fluid grease is possible. The ratio of an axial space height 3 from the first space area 17 to an axial space height 3 of the second space area 19 is between 1: 3 and 1: 5. A tilter unit 6 is connected to an output part 12 of the first spring set 10, but this is already in the second space area 19. To save axial space, it can also be arranged in an axial plane radially inside the first spring set 10 in the first space area 17. The absorber unit 6 is variable speed, but can also be implemented as a Festfrequenztilger. Likewise, this variable speed can be designed for two engine orders. Taking into account the tolerance situation, the ratio between an outer diameter of the absorber masses 18 and a diameter of a housing element 34 can be designed for a technically reasonable interval of 0.9 to 0.98, wherein the interval limits refer to a maximum space of the order 0300 ± 2O mm , which is determined by the geometry of the housing 34. With the output part 12 of the first spring set 10, the input part 21 of the second spring set 20 is rotationally connected. The built-in helical compression springs 23 of the second spring set 20 can be made straight or curved. The output part 22 of the second spring set 20 is rotationally connected to an input part 31 of a slip assembly 30. An output part 32 is in turn rotationally connected to a transmission input shaft 7. The

Slippananodnung 30, which may for example be designed as a clutch may consist of one or more friction surfaces. In order to achieve the lowest possible moment of inertia of the entire rotatable mass, the second spring set 20 and the slip assembly 30 are radially built so compact that the outer diameter is smaller than that of the first spring set 10 and the Tilgereinheit 6. A rigidity ratio between the first 10 and second spring set 20 is between 1: 7 and 1:10, wherein the ratio between the spring outer diameter of the first 10 and second spring set 20 is approximately 1 ± 0.3.

Depending on the design and function, an oil-tight separating element 8 with a seal 9 can be provided between the second space region 19 and the gear unit 33 or it may also be a variant possible, which provides that the second space area 19 merges into the transmission unit 33.

In the transmission unit 33, a conventional step machine, a manual transmission, an automated transmission, a dual-clutch transmission or a continuously variable transmission can be provided. In addition, this may also contain electrical drive components (mild, full or plug-in hybrid). Furthermore, additional or stand-alone electric drive components, for example a belt starter generator before or after the gear unit 33, between the drive unit 50 and the torsional vibration damping unit 15, in front of the drive unit 50 or in the torsional vibration damping unit 15 can be realized.

The upstream first spring set 10 in the dry first space 17, designed as a dual mass flywheel results together with the connected between the first and second spring set 10, 20 Tilgereinheit 6 a significantly improved decoupling result than conventional damper systems, in which the Tilgereinheit 6 the two spring sets 10, 20th is downstream.

However, since such a circuit causes rotational nonuniformity resonances during driving operation, it is advantageous to allow the downstream slip arrangement 30 to slip while driving in order to combat these resonances.

The grease-lubricated spring set 10 designed as a dual mass flywheel in the first dry space area 24 has advantages over a spring set in the moist space 26 with respect to rigidity, spring angle and vibration behavior.

In contrast to a Tilgereinheit in the dry space 17, the absorber masses 18 of the Tilgereinheits 6 can be selected to be larger in the second space area 19. In addition, a wet-running slip arrangement 30 is more easily controllable than a dry slip arrangement and, moreover, can better dissipate the heat generated during the slip process. Figures 3 and 4 show a variant, as already described in Figures 1 and 2, but without the Tilgereinheit 6. However, axial space and mass moment of inertia to reduce the Tilgereinheit 6 can be omitted. Due to the positive effects of the slip assembly 30 wins freedom for the interpretation of the two remaining sets of springs 10, 20. The slip assembly 6 is thus a better decoupling achievable than two conventional series-connected spring sets 10, 20 at a rigid drive.

Figures 5 and 6 show an advantageous axially compact design variant, as already described in Figures 1 and 2, but without the second spring set 20. As also described in Figures 1 and 2, the first set of springs 10 is advantageous in the drying space 24th arranged. The Tilgereinheit 6 and the

Slip arrangement 30 are advantageously arranged in the moist space 26, since these components are advantageously operated in an oil-mist-containing or even slightly oil-filled space in order to minimize wear and friction of these components. It may also be advantageous to dissipate heat energy from the slip assembly 30 and thus achieve a stable heat balance. However, in order to reduce axial space and moment of inertia, the second spring set 20 can be omitted. Due to the positive effects of the slipping clutch one wins freedoms for the design of the remaining spring set 10 and de Tilgereinheit 6. It is thus a better decoupling achievable than a conventional spring set 10 with downstream Tilgereinheit 6 in rigid drive.

FIG. 7 shows a torque transmission arrangement 1, in which an input part 11 of a first spring set 10 is fixed in a rotationally fixed manner to a crankshaft 51 of a drive unit 50, for example an internal combustion engine. In the case shown here, this spring set is designed constructively as a dual mass flywheel with spring plate / sliding shoes. Alternatively, this can be built with a bow springs or run as a converter-spring set. This can be filled with a lubricant (oil or grease) and is located in a first space region 17, which is separated by a partition wall 4 together with the associated seal 5 from a second space region 19 oil-tight. The first room area 17 is executed dry, ie free of lubricant, while in the second space area 19 is a lubricant. Preferably, this oil is provided, which may be in the form of an oil mist, a so-called droplet lubrication or an oil bath. Alternatively, the use of a grease or a fluid grease is possible. The droplet lubrication could for example be realized by a corresponding in a housing member 16 of the slip assembly 30, here as an oil-cooled multi-disc clutch, also known as a HCC, namely hydrodynamic cooled clutch, placed valve, not shown here, which is directed directly to a Tilgerbolzen 91 is. Alternatively, the use of a grease or a fluid grease is possible. Depending on requirements, the partition wall 4 can also be omitted and thus present a larger dry area.

To the output part 12 of the first spring set 10, the Tilgereinheit 6 is connected, which is here axially on the transmission side next to the first spring set 10 in the second space portion 19. To save axial installation space, the absorber unit 6 can also be arranged in an axial plane radially inside the first spring set 10 in the dry first space region 24. The Tilgereinheit 6 is variable speed, but can also be designed as Festfrequenztilger. Likewise, this variable speed can be designed for two or more engine orders. With the output part 12 of the first spring set 10, the input part 31 of the slip assembly 30 is rotationally connected. By the co-rotating housing element 16 is a

Slip assembly space 92 oil-tight to the first space area 17 and oil-tight separated to the second space area 19. In the second space area 19 is a lubricant. Preferably, this oil is provided, which may be in the form of an oil mist, a so-called. Droplet lubrication or an oil bath. Alternatively, the use of a grease or a fluid grease is possible. The output part 32 of the slip assembly 30 is rotationally fixed to the input part 21 of the

Slip assembly space 92 located second spring set 20 attached. Whose output part 22 is in turn rotationally connected to the transmission input shaft 7. The installed helical compression springs 23 may be straight or curved.

Alternatively, the second spring set 20 can also be omitted or the first spring set 10 one or more other spring sets are connected downstream of the first spring set 10 and the Tilgereinheit 6, between the Tilgereinheit 6 and the slip assembly 30 in the drying room 24 or in the damp room 19 or in the

Slip arrangement space 92 can be located.

The slip assembly 30 may consist of one or more friction surfaces. In order to achieve the lowest possible moment of inertia, the slip assembly 30 is here built radially so compact that the outer diameter is significantly smaller than that of the first spring set 10 and the Tilgereinheit 6 are. Depending on the design and function, an oil-tight separating element 8 with a seal 9 can be provided between the second space region 19 and the gear unit 33, or a variant can also be possible which provides that the second space region 19 merges into the gear unit 33.

In the transmission unit 33, a conventional step machine, a manual transmission, an automated transmission, a dual-clutch transmission or a continuously variable transmission can be provided. In addition, this may also contain electrical drive components (mild, full or plug-in hybrid). Furthermore, additional or stand-alone electric drive components, for example a belt starter generator before or after the gear unit 33, between the drive unit 50 and the torsional vibration damping unit 15, in front of the drive unit 50 or in the torsional vibration damping unit 15 can be realized. The illustrated combination of spring set 10 designed as a two-mass flywheel with external Tilgereinheit 6, both in the drying room 24 and ZMS in the drying room 24 and the absorber unit in the moist space 26, and a wet slip assembly 30 in co-rotating sealed housing 16, provides a very good Rotationsleich- formigkeitsentkopplung in a compact and lightweight construction. Due to the resulting low moment of inertia, this solution is particularly suitable for sporty vehicles, which should represent a high acceleration capacity. The modular design makes it possible to use some components for other powertrain variants as well.

FIG. 8 shows a torsional vibration damping arrangement 1 as in FIG. 7 described, however, the slip assembly 30 is further radially outwardly arranged, so that the second spring set 20 can be compactly arranged radially further inside and the Tilgeranordnung 6 is radially disposed within the helical compression springs 23 of the first spring set 10, and here is the partition wall 4 omitted. As a result, axial space can be saved. Since the slip assembly 30 is surrounded by the second spring set 20 oil-tight from a housing member 16, the first spring set 10, here designed as a dual mass flywheel, with the absorber assembly 6, and the slip assembly 30 with the second spring set 20, are accommodated in a common space which is dry or oil mist laden, or partially filled with oil. The illustrated combination first spring set 10 designed as a dual mass flywheel with internal Tilgereinheit 6, both in the drying chamber 24 and a wet slip assembly 30 in co-rotating sealed housing 16, provides a very good rotational nonuniformity decoupling in a design with only small axial extent. This slim design is therefore particularly suitable in space-critical applications such as gearboxes for transversely mounted engines. The modular design makes it possible to use some components for other powertrain variations.

FIG. 9 shows a torsional vibration damping arrangement 1 as described in FIGS. 1 and 2, but an electric drive unit 40 is additionally mounted on the output part 32 of the slip arrangement 30, a stator 41 of the electric drive unit 40 being connected in a rotationally fixed manner to the housing element 34 and the rotor drefest with an outer disk carrier 93 of the slip arrangement 30th

FIG. 10 shows a torsional vibration damping arrangement 1 as described in FIGS. 1 and 2, but here the starting function is taken over by one or more clutches or brakes integrated in the transmission, advantageously in automated planetary gear transmissions, since the starting functionality is provided by a clutch integrated in the transmission or brake is realized, the slip assembly 30 can be optimized for the slip function or possibly smaller and lighter, resulting in a reduced mass moment of inertia again. 11 shows a torsional vibration damping arrangement 1 with a first spring set 10 and a downstream absorber unit 6. The starting function and the slip function are taken over by one or more clutches or brakes integrated in the transmission (73; 30), also as an inner starting element (IAE).

FIG. 12 shows a torsional vibration damping arrangement 1 with a first spring set 10 and a downstream second spring set 20, as well as a downstream absorber unit 6. Behind these three elements, the slip arrangement 30 is arranged in front of the transmission unit 33. This design provides excellent decoupling since the assembly of absorber unit 6 behind the first 10 and second spring set 20 in conjunction with the slip assembly 30 is the most powerful topology.

FIG. 13 shows a torsional vibration damping arrangement 1 with a first spring set 10, a downstream spring set 20 and a downstream absorber unit 6. The starting and slip function is performed in the transmission unit 33 by one or more clutches or brakes 73; 30, also referred to as inner starting element as IAE, taken over. Since the starting and slip function of one or more integrated in the transmission clutches or brakes, also known as inner starting element (IAE)), resulting in comparison to the figure 12, a reduced moment of inertia or more space for more powerful spring sets 10, 20 and / or the absorber unit 6.

FIG. 14 shows a torque transmission arrangement 1, as described in FIG. However, the starting function of one or more in the gear unit 33 placed and integrated clutches or brakes 73; 30 taken over. However, since the starting functionality is realized by a built-in clutch or brake, the slip assembly 30 can be optimized for the slip function or built smaller and lighter, which again results in a reduced moment of inertia. In addition, this does not have to be completely disconnected. may not be optimized for drag torque.

FIG. 15 shows a torque transmission arrangement 1 with a first spring set 10, a downstream second spring set 20 and a downstream absorber unit 6. The slip arrangement 30 is taken over here by a double clutch 77. The transmission unit 33 is embodied here as a dual-clutch transmission 84. As shown here, the first spring set is placed in the drying room 24 and the second spring set 20, the absorber unit 6 and the dual clutch 77 in the humid chamber 26. It is also conceivable to provide the dual clutch 77 with a closed housing, so that the second spring set 20 and the Tilgereinheit 6 can also be operated in the drying room 24. Instead of a slip clutch here a double clutch is open or closed (not shown) installed, which direct the torque as usual via two coaxial shafts in the DKG gearbox, in which the two shafts are not simultaneously in operative engagement depending on the engaged gear. It is also conceivable to completely accommodate the arrangement in the drying room and to realize a closed double clutch with oil filling. Of the function, this variant is like that in Figure 12, but with dual-clutch functionality. At least one of the two clutches can actively slip.

FIG. 16 shows a torque transmission arrangement 1, as already described in FIG. However, here after the slip arrangement 30, a hydromechanical torque converter 71 is provided, whereby the torque increase can be used when starting.

FIG. 17 shows a torque transmission arrangement 1, as already described in FIG. However, here after the slip assembly 30 in the wet room 26, the second spring set 20 is provided.

FIG. 18 shows a torque transmission arrangement 1, as already described in FIG. 17. However, a hydromechanical torque converter 71 is provided after the second spring set 20. Here, too, is the first Spring set 10 in the drying chamber 24 and the Tilgereinheit 6 with the slip assembly 30, the second spring set 20 and the hydromechanical torque converter 71 in the moist space 26, which can be used when starting the torque increase.

FIG. 19 shows a torque transmission arrangement 1, as already described in FIGS. 1 and 2, but without the slip arrangement 30 located in the moist space 26. The slip function and also the starting function is provided by one or more clutches or brakes 73 integrated in the transmission; 30 taken over. This results in comparison with the figure 1, a reduced moment of inertia or more space for more powerful spring sets 10, 20 and / or the Tilgereinheit. 6

FIG. 20 shows a torque transmission arrangement 1, as already described in FIG. However, here the absorber unit 6 is positioned between the first spring assembly 10 and the second spring assembly 20. The slip and the starting function is taken here by the double clutch 77, which also works as a slip assembly 30, which conduct the torque as usual via two coaxial shafts in the DKG transmission, in which the two shafts depending on the engaged gear not simultaneously in operative engagement are. It is also conceivable to accommodate the arrangement completely in the drying room and to realize a closed double clutch with oil filling. At least one of the two clutches can actively slip.

FIG. 21 shows a torque transmission arrangement 1, as already described in FIG. 17. However, here is the starting function of a starting element 73, which is located in the transmission unit 33, taken. In this case, the starting element 73 can be taken over by one or more integrated clutches or brakes in the transmission unit 33. Thus, the slip assembly 30 can be optimized for the slip function or u.U. be built smaller and lighter, which again results in a reduced mass moment of inertia. In addition, this does not have to be able to completely separate and it may have u.U. not optimized for dragging moments.

FIG. 22 shows a torque transmission arrangement 1, as already described in the FIG. gur 8 described. However, here the slip assembly 30 is designed as a hydrodynamic multi-plate clutch. The hydrodynamic multi-plate clutch is surrounded by a housing element 16 and can therefore be operated in the dry space, as well as the first spring set with the Tilgereinheit 6. Within the housing member 16, the second spring set 20 is provided. The housing member 16 surrounds the hydrodynamic multi-plate clutch in the second set of springs oil-tight. The modular design makes it possible to use some components for other powertrain variations

FIG. 23 shows a torque transmission arrangement 1 with a first spring set 10, which is positioned in the drying space 24. Subsequently, a second spring set 20 is positioned in a moist space 26. The starting and slip function is taken over here in the gear unit 23 by a starting element 73 or a slip arrangement 30. The starting and trailing functions can be carried out by one or more clutches or brakes integrated in transmissions. By eliminating the Tilgereinheits 6 and the separate slip assembly 30 can be built very small axially. In addition, one gains without the Tilgereinheit 6 and the positive effects of the slipping inner starting element (IAE) freedoms for the interpretation of the two remaining spring sets 10, 20. Due to the slip in the IAE better decoupling is achieved than in two conventional spring sets 10 connected in series, 20 with rigid drive

FIG. 24 shows a torque transmission arrangement 1, as already described in FIG. However, here are the first spring set, hereinafter the second spring set, further below the Tilgereinheit 6 and subsequently the slip assembly 30 and the subsequent converter unit 70 in a space area, preferably a dry or damp room provided. However, since the entire rotational nonuniformity decoupling is arranged in the wet space and the converter housing is no longer arranged between the two spring sets 10, 20 as an intermediate mass, but on the primary side, this is advantageous for the decoupling.

FIG. 25 shows a torque transmission arrangement 1, as already described in FIG. However, here before the double clutch 77 is a slip arrangement 30 is provided. Thus, the slip function is performed purely by the slip assembly 30 and the starting function purely from the dual clutch 77.

FIG. 26 shows a torque transmission arrangement 1, as already described in FIG. However, the second spring set 20 is omitted here. The start-up and slip function is provided here in the gear unit 33. In this case, the starting function of a starting element 73, for example, one or more clutches or brakes in the transmission unit 33 can be adopted. The slip function takes over a slip arrangement, which is also located in the transmission unit 33. These can also be taken over by a starting element, such as a brake or a clutch. In this case, the first spring set 10 and the absorber unit 6 is located in a drying space 24 or a moist space 26. Whereas the starting element 73 and the slip arrangement 30 are located in the wet space 29.

FIG. 27 shows a torque transmission arrangement 1, as already described in FIG. However, the starting function and the slip function is taken over by a dry-running single-disk friction clutch. The first spring set 10 and the absorber unit 6 and the slip arrangement 30, which is also used as a starting element 73, are preferably located here in a drying space 24.

FIG. 28 shows a torque transmission arrangement 1, as already described in FIG. However, the slip assembly 30 and the startup member 73 is formed by a two-disc dry clutch.

FIG. 29 shows a torque transmission arrangement 1 with a slip arrangement 30 between a drive unit 50 and a gear unit 33. Before the slip arrangement 30 is a torsional vibration damping unit 15 with a first torque transmission path 61 and a second torque transmission path 62, both starting from the drive unit 50 in the first torque transmission path 61 is a phaser 64 is located and thereby meet the first torque transmission path 61 and the second torque transmission path 62 to a clutch assembly 63, here as a Planetenradgetnebe is formed. The output region of the clutch assembly 63 is formed by a ring gear which rotatably connected to the input part of

Slip assembly 30 is connected. In this case, the downstream slip arrangement 30 may be provided in the already mentioned different embodiments, for example, a multi-plate clutch, a double clutch, a converter bridging clutch or as a starting element, which sits in the gear unit 33. The downstream slip arrangement 30 enables even better rotational nonuniformity decoupling, in particular in the region of low rotational speeds and for cylinder deactivation. The coupling arrangement 63 and coupling are conceivable in various variants. The slip arrangement 30 can be embodied in various forms already mentioned, for example a multi-plate clutch, double clutch, lockup clutch, or an inner starting element in the transmission (IAE).

Likewise, the coupling gear can be designed in a variety of variants, such as a Doppelhohlrad-gear, Doppelsonnenrad gear, sun and ring gear, lever mechanism or more.

FIG. 30 shows a torque transmission arrangement 1 in which the input part 1 1 of the first spring set 10 is connected in a rotationally fixed manner to the crankshaft 51. The first spring set 10 is structurally designed as a dual mass flywheel with spring plate / sliding shoes. Alternatively, it can also be built with bow springs. This can be filled with a lubricant (oil or grease) and is located in the dry first space 24, ie it is free of lubricant. The output part 12 of the first spring set 10 is rotationally connected to the co-rotating transducer housing 104. With the converter housing 104 a Tilgereinheit 6 is connected, which is located radially within the first spring set 10. With appropriate space ratios, this can also be arranged radially within the first spring set 10 in order to save axial space. The Tilgereinheit 6 is variable speed, but can also be designed as Festfrequenztilger. Likewise, this variable speed can be designed for two engine orders. The converter housing 104 is part of the hydrodynamics via the pump shell 107 and drives the turbine 108. The stator 109 is mounted via a freewheel. The hydro Dynamics can be bridged via a slip-lock converter lock-up clutch 72, which also works as a slip assembly 30. The output part 32 of the lockup clutch 72 is rotationally connected to the turbine 108, which in turn is rotationally connected to the transmission input shaft 7.

The first space area 17 is separated from the second space 19 by a partition wall 4 and a seal 5. The first space 17 is dry, i. Free of

Lubricant, while in the second space 19 is a lubricant. Preferably, this oil is provided, which may be in the form of an oil mist, a so-called. Droplet lubrication or an oil bath. Alternatively, the use of a grease or a fluid grease is possible. For example, droplet lubrication could be realized by a valve placed in transducer housing 104, which is directed directly to the absorber pins. However, the first partition 4 can also be omitted, resulting in a large preferably dry first space 17. For oil-tight sealing of the first space 17 and second space 19 from the wet space 29 of the transmission, a partition wall 8 mit_einer seal 9 is provided.

Alternatively, the first spring set 10, one or more other spring sets are connected downstream, which may be located between the first spring set 10 and 6 Tilgereinheit or after the Tilgereinheit 6.

The transmission unit 33 may be designed as a conventional tap-changer, as a manual transmission, an automated manual transmission, a dual-clutch transmission or as a continuously variable transmission. In addition, this may also contain electrical drive components, such as mild, full or plug-in hybrid. Furthermore, additional or individual electric drive components, for example belt starter generator before or after the transmission, between the engine and the torque transmission unit, can be realized in front of the engine or in the torque transmission unit. During the starting process, the torque increase of the torque converter 70 can be used. The modular design makes it possible to use some components for other powertrain variations.

FIG. 31 shows a variant as described in FIG. 12, but completely in FIG Wet room. If the boundary conditions make it possible, it is also possible to remove the partition between the wet chamber and the gear unit and thus integrate the torsional vibration damping unit directly into the gearbox.

FIG. 32 shows a torque transmission arrangement 1 with a preferred stoopology, namely a first set of springs, optionally directly downstream of further spring sets, an absorber unit 6, a slip arrangement 30 and the following transmission unit 33. Here, in FIG. 32, the starting function would also be based on the slip arrangement 30 are taken over.

FIG. 33 shows a torque transmission arrangement 1, as already described in FIG. 32, but here, in addition to the slip arrangement 30, an additional starting element 73 is provided which undertakes the actual starting operation.

Numeral torque transmission arrangement

automated hybrid transmission

space height

partition wall

poetry

Tilgereinheit / speed-adaptive Tilgereinheit / variable speed-proof Tilgereinheit

Transmission input shaft

Separator / bulkhead / end shield

Seal / O-ring

1 . Spring set / torsion damper / dual mass flywheel / converter spring set

Entrance part of the first spring set

Output part first spring set

separating element

Disconnect coupling / KO coupling / slip clutch

Torsional vibration damping unit

housing element

first room area

Tilgereinheitmasse

second room area

2. Spring set / torsion damper

Input part second spring set

Output part second spring set

Helical compression spring

drying room

entrance area

humidor

Inner disk carrier

third room area wet room

first slip arrangement

Entrance part first slip arrangement

Output part first slip arrangement

gear unit

housing element

output range

housing element

transmission assembly

second slip arrangement

Axial offset compensation unit / flexplate / angular offset compensation unit electric drive unit

Stator electric machine

Rotor electric machine

automated planetary gear

manual / automated manual transmission

Driveplate / connection plate

rotorarm

space height

Antriebsaggragt

crankshaft

output element

ground ring

first torque transmission path

second Drehmomentübertragunsgweg

coupling arrangement

phase shifter

converter unit

torque converter

Converter lockup clutch

first starting element (brake or clutch)

second starting element (brake or clutch)

splines 76 hub / absorber unit hub

77 double clutch

80 railway sheet

84 dual-clutch transmission

85 hub disc

86 coil spring

88 Abdecklblech

90 spacer

91 stopper bolt

92 Slip arrangement room

93 Outer plate carrier

95 snap ring

96 radial shaft seal

97 spline

98 Between hub

99 cross bore

100 transmission input shaft

101 Between hub

02 cover plate

103 rotor hub

104 Wanlder housing

105 deep-drawn sheet metal

106 casting flange

107 pump shell

108 turbine

109 stator

1 10 centering seat

1 15 pre-damper

1 16 hub disc

1 17 hub disc

1 18 torsion damper hub

120 torsional vibration damping arrangement

A rotation axis B rotation axis

M torque

Me torque electric drive unit

Claims

claims

1. A torque transmission arrangement (1) for a drive train of a motor vehicle, comprising an input shaft (25) rotatable about an axis of rotation (A) and an output shaft (35) rotatable about an axis of rotation (B), wherein a torque path (M) from the input portion (25 extending to the output region (35), wherein between the input region (25) and the output region (35) along the torque path (M) first a torsional vibration damping unit (15) and subsequently a transmission unit (33) are positioned,

characterized,

in that a first slip arrangement (30) and / or a second slip arrangement (38) is provided for generating a rotational speed slip in the torque path (M) between the input area (25) and the output area (35) for a vibration damping.

2. A torque transmission arrangement (1) according to claim 1, characterized in that the first and / or second slip arrangement (30; 38) provides a fixed at an operating point of the torque transmission arrangement fixed or controllable speed slip.

3. torque transmission arrangement (1) according to claim 1 or 2, characterized in that the torsional vibration damping unit (15) along the torque path (M) comprises at least a first space area (17), as a drying room (24) or as a wet room (26) is executed.

4. A torque transmission assembly (1) according to claim 3, characterized in that the torsional vibration damping unit (15) along the torque path (M) comprises a second space portion (19), which is designed as a drying space (24) or as a wet space (26).

5. A torque transmission assembly (1) according to claim 3 or 4, characterized in that the transmission unit comprises a third space area (28), wherein the third space area (28) as a wet room (29) is executed.

6. torque transmission arrangement (1) according to one of claims 3 to 5, characterized in that in the torsional vibration damping unit (15) in the torque path (M) a first spring set (10) and / or a Tilgereinheiteinheit (6) and / or a second spring set ( 20) and / or the first slip arrangement (30) and / or an electric drive unit (40) and / or a first starting element (73) is provided.

7. torque transmission arrangement (1) according to claim 6, characterized in that in the torsional vibration damping unit (15) in the torque path (M) in the first space area (17) and / or in the second space area (19) a converter unit (70) or a double clutch (77 ) is provided.

8. torque transmission arrangement (1) according to one of claims 5 to 7, characterized in that in the third space area (28) and in the torque path (M), a second starting element (74) and / or the second slip arrangement (38) is provided.

9. torque transmission arrangement (1) according to claim 7, characterized in that the converter unit (70) comprises a torque converter (71) with a lockup clutch (72).

10. torque transmission arrangement (1) according to one of claims 6 to 9, characterized in that the Tilgereinheit (6), in particular as a variable speed Tilgereinheit, or a FestfrequenzTilgereinheit, or a Tilgereinheit for two or more engine orders is executed.

11. A torque transmission arrangement (1) according to any one of claims 1 to 10, characterized in that the gear unit (33) comprises a gear arrangement (37), in particular as an automated planetary gear or a manual or automated manual transmission, or a dual-clutch transmission or a continuously variable transmission is.

12. The torque transmission arrangement (1) according to claim 1, characterized in that the slip arrangement (30) is a dry single disc clutch or a dry multi-disc clutch or a wet-running multi-disc clutch or a planetary gear with a brake or a magnetorheological clutch or an electrorheological clutch, or a magnetic clutch or a magnetic powder clutch is executed.

13. A torque transmission arrangement (1) according to any one of claims 1 to 12, characterized in that the first and / or the second slip arrangement (30; 38) forms a starting clutch.

14. A torque transmission arrangement (1) according to claim 4, characterized in that the first space area (17) to the second space area (19) by means of a separate separating element (8) is separated.

15. A torque transmission arrangement (1) according to claim 14, characterized in that the separating element (8) is provided with a radially outer circumferential seal (9).

16. A torque transmission arrangement (1) according to claim 3, characterized in that the torsional vibration damping unit (15) comprises a third space area (28), wherein the third space area (28) is designed as a wet room (29), wherein the first space area (17). to the third space area (28) is separated by means of a separating element (13), which is designed as a separate separating element or integral with a housing element (34) of the torsional vibration damping unit (15) or integral with a housing element (36) of the gear unit (33 ) is formed.

17. A torque transmission assembly (1) according to claim 4 and 5, characterized in that the second space portion (19) to the third space portion (28) by means of a separating element (13) is separated, which is formed as a separate separating element or integral with a housing element (34) the rotation vibration damping unit (15) or integral with a housing element (36) of the gear unit (33) is formed.

18. A torque transmission arrangement (1) according to claim 16 or 17, characterized in that the housing element (34) of the torsional vibration damping unit (15) and the housing element (36) of the gear unit (42) are integrally formed

19. A torque transmission arrangement (1) according to any one of claims 6, 7, 9 or 10, characterized in that the first spring set (10) and / or second spring set (20) are formed in a single row or multi-row.

20. A torque transmission arrangement (1) according to any one of claims 1 to 19, characterized in that the axis of rotation (A) to the axis of rotation (B) is coaxial or that the axis of rotation (A) to the axis of rotation (B) is offset in axis.

21. The torsional vibration damping arrangement with a torque transmission arrangement (1) according to one of claims 1 to 20, wherein between the input area (25) and the output area (35) a first torque transmission path (61) and parallel thereto a second torque transmission path (62) and a coupling arrangement (63 ) are provided for superimposing on the torque transmission paths (61, 62) guided torques, wherein in the first Drehmomentübertragungsweg (61) a first phase shifter assembly (64) for generating a phase shift of over the first Drehmomentübertragungsweg (61) guided rotational irregularities with respect to the second Drehmomentübertragungsweg ( 62) is provided, characterized in that the slip arrangement (30) is provided in the torque path (M) after the coupling arrangement.