EP3927992A1

EP3927992A1 - Triple clutch for an axially parallel hybrid module with transmission-side control of three clutches via rotary input

Info

Publication number: EP3927992A1
Application number: EP20705274.7A
Authority: EP
Inventors: Reiner Neukum; Pascal Carl
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2019-02-19
Filing date: 2020-01-15
Publication date: 2021-12-29
Also published as: WO2020169139A1; DE102019104074A1; CN113439170A

Abstract

The invention relates to a clutch assembly (10) for a drive train of a motor vehicle, wherein the clutch assembly (10) comprises a housing (12) which delimits a wet chamber, a carrier body (14) mounted such that it can rotate relative to the housing (12) about an axis of rotation (D), an input shaft (16) mounted such that it can rotate relative to the housing (2) about the axis of rotation (D), a first clutch (18), a second clutch (24) and a third clutch (30). The clutch assembly (10) also comprises, integrated in the rotor (36) thereof, a first pressure oil inlet (39a), a second pressure oil inlet (41a), a third pressure oil inlet (43a) and a cooling oil inlet (50) in order to supply the three clutches (18, 24, 30) with pressure oil and cooling oil. This configuration of the clutch assembly (10) allows for a compact structure.

Description

Triple coupling for axially parallel hybrid module with transmission side

Control of three clutches via rotary lead-in

The invention relates to a clutch arrangement for a drive train of a

Motor vehicle, such as a car, truck, bus or other commercial vehicle, with three clutches.

The clutch arrangement is particularly suitable for a hybrid drive unit.

A hybrid drive unit is between an internal combustion engine, a

Arranged electric motor and a gearbox. The hybrid drive unit comprises a hybrid module with a clutch arrangement to which the electric motor and the internal combustion engine are connected. The clutch assembly includes a

Triple clutch, consisting of a double clutch with two clutches and a separating clutch for coupling a drive element, for example the internal combustion engine.

Such coupling arrangements include due to their variety of

Components usually have a corresponding installation space.

The object of the present invention is to create a clutch arrangement that is as compact as possible.

The object is achieved according to the invention by a clutch arrangement having the features of claim 1. Preferred embodiments of the invention are specified in the subclaims and the following description, which can each represent an aspect of the invention individually or in combination.

The invention thus relates to a clutch arrangement for a drive train of a motor vehicle, the clutch arrangement having:

a housing that delimits a wet area, a support body which is mounted so that it can rotate relative to the housing about an axis of rotation, preferably an input shaft which is mounted so as to be rotatable about the axis of rotation relative to the housing,

a first clutch which, via the carrier body, has a first primary clutch component connected to the input shaft and connected to the first

First coupling component having rotatable second first coupling component,

a second coupling, the two being rotatably connectable to each other

Having second clutch components and is arranged non-rotatably with a first second clutch component on or to the second first clutch component of the first clutch, and which can be connected to a first output shaft with a second second clutch component, and

a third clutch which has two third clutch components that can be rotatably connected to one another and is arranged with a first third clutch component in a rotationally fixed manner on or to the second first clutch component of the first clutch, and which has a second third clutch component with a second output shaft

is connectable,

further comprising a rotor that rotates fixedly with the second

The first clutch component, the first second clutch component and the first third clutch component is connected,

a first pressure chamber and a first channel for applying pressure oil to the first clutch, the first channel being supplied via a first pressure oil inlet, a second pressure chamber and a second channel for applying pressure oil to the second clutch, the second channel being supplied via a second pressure oil inlet,

a third pressure chamber and a third channel for applying pressure oil to the third clutch, the third channel being supplied via a third pressure oil inlet, a first compensation chamber,

a second compensation room,

a third compensation room,

whereby the three compensation chambers are supplied via a common cooling oil inlet, wherein the first pressure oil inlet, the second pressure oil inlet, the third pressure oil inlet and the cooling oil inlet are formed in a rotary union formed on the rotor.

The three compensation chambers are used to compensate for forces that arise under speed in the respective pressure chamber. Pressureless cooling oil is used for this.

A clutch designed in this way is also called a triple clutch, it being possible for this in particular to be a separating clutch, for example the first clutch, and a double clutch, having the second and third clutch.

The input shaft is in particular a crankshaft of the internal combustion engine.

The phrase wet room means that it is a wet-running, i.e. oil-lubricated, clutch.

The formulations “to or to” and “to or with” show that the respective formulations are to be understood as synonymous. It is true that the components can optionally be made in one piece, but this is not a direct part of the chosen formulation.

A rotary feedthrough enables fluids such as pressure and cooling oils

sealed transition between a fixed body and a

rotating body, in this case the rotor, or between bodies rotating against one another.

It is thus provided that the clutch arrangement is built on the rotor. In addition to holding the clutch components, this is preferably also used to mount the clutch assembly on an outer transmission input shaft and to supply pressure and cooling oil. The design of the double clutch can correspond to the state of the art. The second and third clutches are included

preferably arranged radially, the pressure and compensation chambers for the second and third clutches being located next to one another below the two clutches. The separating clutch, so the first clutch, can also be located radially above the Be arranged double clutch. Above and below refer to the radial position with the axis of rotation as the axis of origin. The pressure and

Compensation space for the separating clutch is preferably also located axially next to those of the double clutch, but on a significantly larger one

Diameter or radius. The supply of pressure and cooling oil is integrated into the rotor as a rotary feedthrough in the area of the gearbox wall. The inventive solution therefore consists in particular in that all three clutches are supplied by this rotary feedthrough.

The inventive connection of the three clutches to the oil network increases the complexity of the rotor, but it has been found that the number of parts and the space requirement are reduced. In addition, the

Coupling arrangement better to the because of shorter distances to the valve block

Oil supply are connected.

The clutch arrangement according to the invention is particularly suitable for the hybridization of an automatic transmission with an electric motor arranged axially parallel.

According to a preferred embodiment of the invention it is provided that the rotary leadthrough is arranged along the axis of rotation on the end piece of the rotor provided for the gear to be connected. The end piece here is to be understood as the part of the rotor which is at least partially covered by the housing and which extends beyond the housing along the axis of rotation.

According to a preferred embodiment of the invention it is provided that the first pressure oil inlet is arranged at the same radial distance to the axis of rotation as an oil pump wheel to be mounted.

According to a preferred embodiment of the invention it is provided that the clutch arrangement has an adapter for supplying the first pressure oil inlet. According to an alternative embodiment of the invention it is provided that the coupling arrangement has a receptacle for an adapter of a

Has to be connected gear for supplying the first pressure oil input.

The arrangement of the first pressure oil inlet axially next to the pump wheel using the adapter has the advantage that the interfaces from the

existing dual clutch transmission can be retained. The larger diameter is based on the assembly of the drive wheel of the oil pump, which should take place before the assembly of the clutch arrangement in the hybrid module. At the same time, a very compact design can be achieved.

According to a preferred embodiment of the invention it is provided that the first pressure oil inlet, the second pressure oil inlet, the third pressure oil inlet and the cooling oil inlet are arranged in the rotor pointing radially to the axis of rotation.

In particular, it can be provided that the first pressure oil inlet, the second pressure oil inlet, the third pressure oil inlet and the cooling oil inlet are arranged on the rotor at the same radial distance from the axis of rotation.

The above-mentioned designs enable particularly compact ones

Clutch assemblies.

According to a preferred embodiment of the invention, it is provided that the cooling oil inlet is arranged on an end face of the adapter or of the rotor which faces a gear to be mounted. This further increases the compactness and also reduces the manufacturing costs. Both the adapter and the rotor allow a compact design with a cooling oil inlet arranged on the face.

According to a preferred embodiment of the invention it is provided that the clutch arrangement has at least one damper unit which is arranged within the housing delimiting the wet area and interacts with the carrier body, the at least one damper unit being connected in particular to the carrier body for vibration damping. By integrating the damper unit in the wet area, it is possible, in particular, to save axial installation space along the axis of rotation.

A damper unit, which is normally in

Torque converters is used. This has the advantage that both the

There is no wet room separation between the damper unit and clutches, as well as an additional sheet metal level for the clutch drive. The triple clutch is arranged next to the damper.

The damper unit can particularly preferably be a dual-mass flywheel. This technically means that the primary mass and that of the particular as

Arc spring designed energy storage element to the primary mass limited rotatably coupled secondary mass can form a mass-spring system that can dampen rotational irregularities in the speed and in the torque of the drive power generated by a motor vehicle engine in a certain frequency range. The mass moment of inertia of the primary mass and / or the secondary mass as well as the spring characteristic of the

Energy storage element be selected such that vibrations in the

Frequency range of the dominant engine orders of the motor vehicle engine can be damped. The mass moment of inertia of the primary mass and / or the secondary mass can in particular be influenced by an attached additional mass. The primary mass can have a disk, to which a cover can be connected, whereby a substantially annular

Receiving space for the energy storage element can be limited. The primary mass can, for example, tangentially strike the energy storage element via impressions protruding into the receiving space. An output flange of the secondary mass can protrude into the receiving space, which flange is attached to the

can strike the opposite end of the energy storage element tangentially. If the torsional vibration damper is part of a dual mass flywheel, the primary mass can have a flywheel that can be coupled to a drive shaft of a motor vehicle engine. If the torsional vibration damper as

Pulley decoupler is part of a pulley arrangement for driving auxiliary units of a motor vehicle with the aid of a traction device, the

Form primary mass a pulley, on the radially outer circumferential surface the traction device, in particular a V-belt, can attack for torque transmission. If the torsional vibration damper is used as a disk damper, in particular a clutch disk of a friction clutch, the primary mass can be coupled to a disk area bearing friction linings, while the secondary mass can be coupled to a transmission input shaft of a motor vehicle transmission.

The use of a centrifugal pendulum with at least one pendulum mass is preferably also provided. Under the influence of centrifugal force, the at least one pendulum mass of the centrifugal pendulum strives to assume a position as far away as possible from the center of rotation. The “zero position” is the position furthest radially from the center of rotation, which the pendulum mass can assume in the radially outer position. With a constant drive speed and constant drive torque, the pendulum mass will assume this radially outer position. In the event of speed fluctuations, the pendulum mass deflects due to its inertia along its pendulum path. The pendulum mass can thereby be shifted towards the center of rotation. The centrifugal force acting on the pendulum mass is divided into a tangential component and a further component normal to the pendulum path. The tangential force component provides the restoring force that wants to bring the pendulum mass back into its "zero position", while the

Normal force component on one introducing the speed fluctuations

Force introduction element, in particular one with the drive shaft of the

Motor vehicle engine connected flywheel, acts and there a

Counter-torque is generated that counteracts the speed fluctuation and dampens the speed fluctuations initiated. With particularly strong ones

With fluctuations in speed, the pendulum mass can therefore have swung out to the maximum and assume the radially most inner position. The in that

For this purpose, the carrier flange and / or the tracks provided in the pendulum mass have suitable curvatures in which a coupling element, in particular designed as a roller, can be guided. At least two rollers are preferably provided, each of which is guided on a track of the carrier flange and a pendulum track of the pendulum mass. In particular, more than one pendulum mass is provided. A plurality of pendulum masses are preferably guided on the carrier flange in a uniformly distributed manner in the circumferential direction. The inertial mass of the pendulum mass and / or the movement of the pendulum mass relative to the carrier flange is designed in particular to dampen a certain frequency range of rotational irregularities, in particular an engine order of the motor vehicle engine. In particular, more than one pendulum mass and / or more than one carrier flange is provided. For example, two pendulum masses connected to one another via bolts or rivets designed in particular as spacer bolts are provided, between which the carrier flange is positioned in the axial direction of the torsional vibration damper. Alternatively, two flange parts of the carrier flange, in particular connected to one another in a substantially Y-shape, can be provided, between which the pendulum mass is positioned.

The two output shafts can in particular be designed as a coaxial solid gear shaft and hollow gear shaft.

According to a preferred embodiment of the invention, it is provided that the clutch arrangement has a gearwheel which is arranged radially on the outside of the rotor, the gearwheel being designed to transmit torque between an electric motor and the clutch arrangement. Thus, a gear can be used for the connection of an electric motor, which on the transmission side of the

Coupling arrangement is arranged. An intermediate gear between the gear of the clutch arrangement and the gear of the electric motor can also be used for torque transmission. Alternatively, a chain can also be used for torque transmission via the gearwheel of the clutch arrangement.

To actuate the clutch arrangement designed as a friction clutch, in particular to close the friction clutch, a hydraulic fluid, in particular oil, can be pumped into a pressure chamber, whereby the pressure in the pressure chamber increases. The rising pressure in the pressure chamber can act as the spring force of the outside of the pressure chamber on the pressure pot

Overcome the spring element and move the pressure pot axially. As a result, the pressure pot can press against a pressure plate and frictionally press a friction lining between the pressure plate, which is axially displaced by the pressure pot, and a counter-plate that is fixed in the axial direction, in order to close the friction clutch and produce a torque flow via the friction clutch. The Friction clutch can in particular be designed as a multi-disk clutch, in which outer disks connected to an outer disk carrier in a rotationally test but axially displaceable, in particular designed as friction linings or steel plates, and rotationally connected to an inner disk carrier but axially displaceable,

in particular designed as steel plates or friction linings, inner disks are provided alternately one behind the other, which can be frictionally pressed between the counter plate and the pressure plate in order to bring about a torque flow between the outer disk carrier and the inner disk carrier. In traction operation, this can be done in an internal combustion engine and / or an electric one

Machine generated torque is introduced via the outer disc carrier and via the inner disc carrier, in particular to a transmission input shaft of a

Motor vehicle transmission, are diverted or vice versa. When the pressure in the pressure chamber is reduced, the spring force of the spring element can move the pressure pot back into its, in particular the open position of the friction clutch corresponding, axial starting position, whereby the hydraulic fluid previously pumped into the pressure chamber can be displaced to an outlet.

In the following, the invention is explained by way of example with reference to the attached drawings using preferred exemplary embodiments, wherein the features presented below can represent an aspect of the invention both individually and in combination. Show it:

1: a sectional view of a first embodiment of a preferred one

Clutch assembly,

2: a sectional view of a second embodiment of a preferred one

Clutch assembly and

3: a sectional view of a third embodiment of a preferred one

Clutch assembly.

Figure 1 shows a first embodiment of a clutch arrangement 10 for a drive train of a motor vehicle. The clutch arrangement 10 has: a housing 12 which delimits a wet area,

one mounted relative to the housing 12 so as to be rotatable about an axis of rotation D.

Carrier body 14,

preferably an input shaft 16 which is mounted relatively rotatably about the axis of rotation D relative to the housing 2,

a first clutch 18, which via the carrier body 14 a rotation test with the

First first coupling component 20 connected to the input shaft 16 and a second first coupling component 20 which can be rotatably connected to the first first coupling component

Having first coupling component 22,

a second coupling 24, the two being rotatably connected to one another

Having second clutch components 26, 28 and with a first

Second clutch component 26 rotatably on or to the second

First clutch component 22 of the first clutch 18 is arranged, and which can be connected to a second second clutch component 28 with a first output shaft, and

a third clutch 30, the two being rotatably connectable to each other

Having third clutch components 32, 34 and with a first

Third clutch component 32 rotatably on or to the second

First clutch component 22 of the first clutch 18 is arranged, and with a second third clutch component 34 with a second output shaft

is connectable.

Furthermore, having a rotor 36 which is non-rotatably connected to or with the second first clutch component 22, the first second clutch component 26 and the first third clutch component 32.

Furthermore having a first pressure chamber 38 and a first channel 39 for

Acting on the first clutch 18 with pressurized oil, the first channel 39 being supplied via a first pressurized oil inlet 39a,

a second pressure chamber 40 and a second channel 41 for loading the second clutch 24 with pressurized oil, the second channel 41 via a second

Pressure oil inlet 41 a is supplied,

a third pressure chamber 42 and a third channel 43 for applying pressure oil to the third clutch 30, the third channel 43 being supplied via a third pressure oil inlet 43a,

a first compensation chamber 44 of the first clutch 18, a second compensation chamber 46 of the second clutch 24,

a third compensation chamber 48 of the third clutch 30,

the three compensation chambers 44, 46, 48 being supplied via a common cooling oil inlet 50,

wherein the first pressure oil inlet 39a, the second pressure oil inlet 41a, the third pressure oil inlet 43a and the cooling oil inlet 50 are formed in a rotary leadthrough 52 formed on the rotor 36.

A coupling designed in this way is also called a triple coupling.

The phrase wet room here means that it is a wet-running, that is to say oil-lubricated, clutch arrangement 10.

The clutch assembly 10 is designed in particular such that the

Rotary feedthrough 52 is arranged along the axis of rotation D on the end piece of the rotor 36 provided for the transmission to be connected.

In particular, the first embodiment according to FIG. 1 is suitable for the first pressure oil inlet 39a to be arranged at the same radial distance from the axis of rotation D as an oil pump wheel to be mounted.

According to the first embodiment, as shown in FIG. 1, it is provided that the clutch arrangement 10 has a receiving option for an adapter 54 of a transmission to be connected for supplying the first pressure oil inlet 39a as part of a flybridge module. Alternatively, according to a further embodiment, it can be provided that the clutch arrangement 10 has an adapter 54 for supplying the first pressurized oil inlet 39a.

According to a second embodiment according to FIG. 2 it is provided that the first pressure oil inlet (39a), the second pressure oil inlet (41a), the third pressure oil inlet (43a) and the cooling oil inlet (50) in the rotor (36) radially to the axis of rotation (D) are arranged pointing. It is particularly preferred that the first pressure oil inlet 39a, the second pressure oil inlet 41a, the third pressure oil inlet 43a and the cooling oil inlet 50 are arranged on the rotor 36 at the same radial distance from the axis of rotation D. According to a third embodiment according to FIG. 3, it is provided that the cooling oil inlet 50 is arranged on an end face 56 of the adapter 54 or of the rotor 36 which faces a gear to be mounted.

According to FIGS. 1 to 3 it is provided that the clutch arrangement 10 has at least one damper unit 58 which is arranged within the housing 12 delimiting the wet space and interacts with the support body 14, the damper unit 58 being connected to the support body 14 for vibration damping. By integrating the damper unit 58 into the housing 12, which is designed as a wet space, it is possible, in particular, to save axial installation space along the axis of rotation D.

Furthermore, according to FIGS. 1 to 3, it is provided that the clutch arrangement 10 has a gear 60 which is arranged radially on the outside on the rotor 36, the gear 60 being designed to transmit torque between an electric motor and the clutch arrangement 10.

Overall, it is possible for at least one additional intermediate gear to be used instead of a single gear 60. This allows the

Circumferential speeds at the gears 60 can be reduced.

Alternatively, a chain instead of the gear 60 for the

Torque transmission between the electric motor and the clutch assembly 10 can be used.

List of reference symbols for coupling arrangement

casing

Carrier body

Input shaft

First clutch

First first coupling component

Second first coupling component

Second clutch

First second clutch component

Second second clutch component

Third clutch

First third clutch component

Second third coupling component

rotor

First printing room

First channel

a First pressure oil inlet

Second printing room

Second channel

a Second pressure oil inlet

Third printing room

Third channel

a Third pressure oil inlet

First compensation room

Second compensation room

Third compensation room

Cooling oil inlet

Rotating union

adapter

Face

Damper unit 60 gear

D axis of rotation

Claims

1. Clutch arrangement (10) for a drive train of a motor vehicle, the clutch arrangement (10) having:

a housing (12) which delimits a wet area,

a support body (14) mounted relative to the housing (12) so as to be rotatable about an axis of rotation (D),

a first coupling (18) which, via the carrier body (14), has a first first coupling component (20) for rotationally fixed connection to an input shaft (16) and has a second first coupling component (22) which can be rotatably connected to the first first coupling component (20),

a second coupling (24), the two being rotatably connected to one another

Having second clutch components (26, 28) and with a first

Second clutch component (26) is arranged non-rotatably on the second primary clutch component (22) of the first clutch (18), and which can be connected to a first output shaft with a second second clutch component (28), and

a third coupling (30), the two being rotatably connected to one another

Having third coupling components (32, 34) and with a first

Third clutch component (32) is arranged non-rotatably on the second first clutch component (22) of the first clutch (18), and which can be connected to a second output shaft with a second third clutch component (34),

a rotor (36) which is non-rotatably connected to the second first clutch component (22), the first second clutch component (26) and the first third clutch component (32),

a first pressure chamber (38) and a first channel (39) for applying pressure oil to the first clutch (18), the first channel (39) being supplied via a first pressure oil inlet (39a),

a second pressure chamber (40) and a second channel (41) for applying pressure oil to the second clutch (24), the second channel (41) being supplied via a second pressure oil inlet (41 a), a third pressure chamber (42) and a third channel (43) for applying pressure oil to the third clutch (30), the third channel (43) being supplied via a third pressure oil inlet (43a),

a first compensation chamber (44) of the first clutch (18),

a second compensation chamber (46) of the second clutch (24),

a third compensation space (48) of the third clutch (30),

the three compensation chambers (44, 46, 48) being supplied via a common cooling oil inlet (50),

wherein the first pressure oil inlet (39a), the second pressure oil inlet (41a), the third pressure oil inlet (43a) and the cooling oil inlet (50) are formed in a rotary union (52) formed on the rotor (36).

2. Coupling arrangement (10) for a drive train of a motor vehicle according to claim 1, characterized in that the rotary leadthrough (52) is arranged along the axis of rotation (D) on the end piece of the rotor (36) provided for the transmission to be connected.

3. clutch arrangement (10) for a drive train of a motor vehicle according to claim 1 or 2, characterized in that the first pressure oil inlet (39a) is arranged at the same radial distance to the axis of rotation (D) as an oil pump wheel to be mounted.

4. clutch arrangement (10) for a drive train of a motor vehicle according to at least one of the preceding claims, characterized in that the clutch arrangement (10) has an adapter (54) for supplying the first

Has pressure oil inlet (39a).

5. clutch arrangement (10) for a drive train of a motor vehicle according to claim 1 to 3, characterized in that the clutch arrangement (10) has a receptacle for an adapter of a transmission to be connected for supplying the first pressure oil input (39a).

6. clutch arrangement (10) for a drive train of a motor vehicle according to claim 1 to 5, characterized in that the first pressure oil inlet (39a), the the second pressure oil inlet (41a), the third pressure oil inlet (43a) and the cooling oil inlet (50) are arranged in the rotor (36) pointing radially to the axis of rotation (D).

7. clutch arrangement (10) for a drive train of a motor vehicle according to at least one of the preceding claims, characterized in that the first pressure oil inlet (39a), the second pressure oil inlet (41a), the third

The pressure oil inlet (43a) and the cooling oil inlet (50) are arranged on the rotor (36) at the same radial distance from the axis of rotation (D).

8. clutch arrangement (10) for a drive train of a motor vehicle according to claim 1 to 5, characterized in that the cooling oil inlet (50) is arranged on an end face (56) of the adapter (54) or of the rotor (36) facing towards a gearbox to be mounted is.

9. clutch arrangement (10) for a drive train of a motor vehicle according to at least one of the preceding claims, characterized in that the clutch arrangement (10) has at least one damper unit (58) which is arranged within the housing (12) delimiting the wet area and with the Carrier body (14) interacts, the at least one damper unit (58) being connected to the carrier body (14) in particular for vibration damping.

10. Clutch arrangement (10) for a drive train of a motor vehicle according to at least one of the preceding claims, characterized in that the clutch arrangement (10) has a gear wheel (60) which is arranged radially outside on the rotor (36), the gear wheel (60 ) is designed to transmit torque between an electric motor and the clutch arrangement (10).