WO2009050066A1

WO2009050066A1 - Drive system for a vehicle

Info

Publication number: WO2009050066A1
Application number: PCT/EP2008/063399
Authority: WO
Inventors: Alexander Bartha; Wolfgang Grosspietsch; Christoph Kleuker; Steffen Matschas; Alessio Paone; Jörg SUDAU; Andreas Orlamünder; Matthias Tögel; Udo Niehaus
Original assignee: Zf Friedrichshafen Ag
Priority date: 2007-10-20
Filing date: 2008-10-07
Publication date: 2009-04-23
Also published as: DE102007050235A1

Abstract

The invention relates to a drive system for a vehicle, comprising a wet-running lamellar clutch (18) for selectively producing a torque-transmitting connection between a drive organ (14) and a driven organ (16), wherein the wet-running lamellar clutch (18) comprises an input area (20) having a drive-side disc package (60) and an output area (22) having a driven-side disc package (52), a rotor arrangement (38) of an electric motor (36) coupled to the output area (22) of the wet-running lamellar clutch (18), an interrupting clutch arrangement (26) having an input area (32) to be coupled to the drive organ (14) and an output area (34) coupled to the input area (20) of the wet-running lamellar clutch (18).

Description

Drive system for a vehicle

(Description)

Technical field and state of the art

The present invention relates to a drive system for a vehicle, in which by a wet-running multi-plate clutch, a torque between a drive unit, such as an internal combustion engine, and the wider range of a drive train, so for example a transmission is transmitted. The output range of the wet-running multi-plate clutch is further coupled to a rotor assembly of an electric machine, which can provide supportive or alone in a torque.

In a state in which the internal combustion engine is not operated and a drive torque is supplied from the electric machine, in general, the wet-running multi-plate clutch is in a disengaged state. In this case, a problem arises in that there is fluid in the region of the disk packs of this clutch, which due to its viscosity and due to the resulting also by the small distance between the individual blades shear forces leads to a drag torque, which binds the overall efficiency of such a system ,

SUMMARY OF THE INVENTION It is the object of the present invention to provide a drive system for a vehicle, with which the efficiency losses generated in particular by interaction with the fluid in this wet-running multi-plate clutch are reduced when using a wet-running multi-plate clutch as a starting clutch or also for carrying out switching operations. can be eliminated.

According to the invention this object is achieved by a drive system for a vehicle, comprising a wet-running multi-plate clutch for selectively producing a torque transmission connection between a Drive element and a driven member, wherein the wet-running multi-plate clutch has an input area with a drive-side plate set and an output range with a driven side plate set, a rotor assembly of an electric machine which is coupled to the output range of the wet-running multi-plate clutch, a terbrechungskupplungsanordnung to be coupled with the drive member Entrance area and a coupled to the input area of the wet-running multi-plate clutch output range.

In the drive system according to the invention, the interruption clutch arrangement thus provides the possibility of interrupting the torque flow between the drive element, that is, for example, a crankshaft of an internal combustion engine, and the input region of the wet-running multi-plate clutch.

In a state in which a drive torque is provided substantially only by the electric machine and thus the wet-running multi-plate clutch is also disengaged, drag torques transmitted by fluidic interaction can not be supported on the then non-rotating drive member and thus not contribute to efficiency losses. If a drive torque to be passed from the drive member via the wet-running multi-plate clutch in the drive train or vice versa, the braking torque of a drive assembly, so for example an internal combustion engine, are used, the interruption clutch assembly is engaged, so that there is a coupling between the input region of the wet-running multi-plate clutch and the drive member ,

In a particularly simple and wear-resistant design variant, it is proposed that the interruption clutch arrangement comprises a form-locking coupling. This form-locking coupling can basically be biased in the direction of canceling the positive connection. In order to be able to realize a form-locking connection between the input area and the output area, it is proposed that these comprise gearings which can be brought into rotational coupling engagement in each case. The removal and production of the positive connection can then take place, for example, by an axially displaceable toothed element of the output region.

In order to be able to realize a normal-open type of positive coupling, it is proposed that the toothed element is biased in the direction of canceling the Drehkopplungseingriffs. The production of the Drehkopplungseingriffs, ie the form-fitting state of the positive coupling can be done for example by a toothing element against its bias acting on Beaufschlagungsorgan.

Since two assemblies are generally to be coupled together by the form-locking coupling in a process for producing the positive connection, rotate at least at slightly different speed, it is further proposed that the form-locking coupling is assigned a synchronization arrangement.

This synchronization arrangement may, for example, comprise synchronizer friction surfaces at the input region and the output region of the form-locking coupling, which frictionally engage upon adjustment of the form-locking coupling in the direction of producing the positive connection prior to production of the positive connection.

Also, the wet-running multi-plate clutch may include the same one of these disc packs in frictional engagement pressing urging member for producing the friction engagement between the two disc packs.

In order to design the wet-running multi-plate clutch in principle as a normal-open clutch, it is further proposed that the loading member of the wet-running multi-plate clutch is biased towards disengagement. The actuation of the two clutches, that is, the wet-running multi-plate clutch and the form-locking coupling can be realized in a structurally simple manner, that the Beaufschlagungsorgane be acted upon by fluid pressure against the respective bias. It can be provided that the wet-running multi-plate clutch and the positive-locking clutch each have a pressurized fluid space for receiving the respective pressurizing member beaufschlagendem pressurized fluid.

In order to make the structure very simple and also to realize the operation with the least possible control effort, it is further proposed that the pressure fluid space of the wet-running multi-plate clutch and the pressure fluid space of the form-locking coupling are in communication and can be fed via a common pressure fluid feed line with pressurized fluid.

If care is taken in such an embodiment that on the one hand, the force acting on the Beaufschlagungsorgan the wet-running multi-plate clutch bias and acting on this Beaufschlagungsorgan pressure fluid force are coordinated and on the other hand, the force acting on the Beaufschlagungsorgan the form-fitting coupling bias and acting on this Beaufschlagungsorgan pressure fluid force coordinated in that, when the fluid pressure is increased, firstly the positive-locking clutch is brought into a state with established positive engagement between its input region and output region and the wet-running multi-plate clutch is brought into an at least partially engaged state with further increasing fluid pressure, then it becomes possible to first increase the positive-locking clutch by increasing the pressure Activate, that is to produce the coupling of the input range of the wet-running multi-plate clutch to the drive member, and then at further he high pressure to operate the wet-running multi-plate clutch with retained positive engagement of the positive clutch, ie to adjust between a disengaged and an engaged state. In the drive system according to the invention can be provided for suppressing torsional vibrations that the input portion of the interrupter clutch assembly is coupled to a secondary side of a torsional vibration damper assembly and that a primary side of the Torsionsschwingungsdämpferanordnung is to be coupled to the drive member.

A very space-saving arrangement can further be realized in that the rotor assembly of the electric machine and a stator assembly of the electric machine, the wet-running multi-plate clutch and the interruption clutch arrangement are arranged radially outwardly surrounding.

Brief description of the drawings

The present invention will be described below in detail with reference to the accompanying drawings. It shows:

1 shows a principle-like longitudinal sectional view of a drive system constructed according to the invention;

Fig. 2 shows the drive system shown in Fig. 1 in a state in which a drive torque is supplied from an electric machine;

Fig. 3 is the drive system shown in Fig. 1 in a state in which a drive torque is supplied from an internal combustion engine.

FIG. 4 shows the drive system shown in FIG. 1 in a state in which a braking torque of an internal combustion engine is used; FIG.

Fig. 5 is a partial longitudinal sectional view of a variant of the embodiment of the drive system shown in Fig. 1;

6 is a partial cross-sectional view taken along a line VI - VI in Fig. 5th Best way to carry out the invention

In Fig. 1, a drive system constructed according to the invention, which can also be used as a hybrid module in a drive train of a vehicle, generally designated 10. This drive system 10 can also be used to transmit a torque between a drive unit designed for example as an internal combustion engine 12 or a drive shaft 14 thereof and a shaft, for example a transmission input shaft, which acts as a drive member 16.

The drive system 10 comprises as a central module a wet-running multi-plate clutch 18 described in more detail below with an input region 20 and an output region 22. The output region 22 is rotationally fixedly coupled to the output member 16 and thus rotatable about an axis of rotation A therewith.

In the torque flow between the internal combustion engine 12 and the wet-running multi-disc clutch 18 are also a Torsionsschwingungs- damper assembly 24 and an interruption clutch 26. A primary side 28 of the Torsionsschwingungsdämpferanordnung 24 is coupled to the drive shaft 14, while a secondary side 30 of the torsional vibration damper assembly 24, for example as Dual-mass flywheel or gas spring dual-mass flywheel may be constructed, is coupled to an input portion 32 of the interruption clutch assembly 26. An output portion 34 of the disconnect clutch assembly 26 is coupled to the input portion 20 of the wet-running multi-disc clutch 18.

As explained in more detail below, this interrupt clutch assembly 26 is preferably designed as a form-locking coupling, so it can be switched between a state in which the torque transmission connection between the drive shaft 14 and the input portion 20 of the wet-running multi-plate clutch 18 in principle is interrupted, so no torque can be transmitted, and a state in which a rotationally fixed coupling is made and thus a torque flow between the drive shaft 14 and the input portion 20 of the wet-running multi-disc clutch 18 is ensured.

The drive system 10 further comprises a generally designated 36 electric machine, the rotor assembly 38 is coupled to the output portion 22 of the wet-running multi-plate clutch and the output member 16 for common rotation about the axis of rotation A.

In a drive system 10 constructed in this way, the following operating states, which are now explained with reference to FIGS. 2 to 4, can be realized.

Fig. 2 shows a state in which a drive torque supplied exclusively by the electric machine 36 and, as indicated by an arrow M, is transmitted to the output member 16. The wet-running multi-plate clutch 18 is disengaged in this state, so that essentially only their

Output region 22 together with the rotor assembly 38 and the

Output member 16 will rotate. Also, the interruption clutch assembly 26 is in the disengaged state, i. the torque flow between the

Entrance area 20 of the wet-running multi-plate clutch 18 and the

Drive shaft 14 of the internal combustion engine 12 is interrupted.

In this state, although due to the fluidic interaction in the wet-running multi-plate clutch 18, a drag torque can be generated, which the input portion 20 of the wet-running multi-disc clutch 18 and thus the output portion 34 of the interruption clutch assembly 26 for

Rotation drives. However, this drag torque is not at the entrance

32 of the disconnect clutch assembly 26 because the output portion 34 is rotationally coupled therefrom. In the wet running

Multi-plate clutch 18 occurring drag torque do not lead to then

Efficiency losses when driving torque from the electric machine 36 is delivered.

In the state shown in FIG. 3, the internal combustion engine 12 supplies a drive torque M. The electric machine 36 is deactivated, for example, or can possibly also supply a supporting torque. The torque is conducted via the torsional vibration damper assembly 24 into the input portion 32 of the break clutch assembly 26. Since this is now engaged, so a rotary coupling between the input portion 32 and the output portion 34 thereof is made, also the input portion 20 of the wet-running multi-disc clutch 18 is connected for common rotation with the drive shaft 14. The wet-running multi-disc clutch 18 can now be switched between the engagement state and a disengagement state, so as to be effective as a start-up clutch or to perform switching operations.

4, a state is shown in which the braking torque of the internal combustion engine 12 is used, that is, the torque flow from the output member 16 to the drive shaft 14 effective as a drive member. Also in this state, the interruption clutch assembly 26 is engaged, which means that a rotationally fixed coupling between its input portion 32 and output portion 34 is made. The wet-running multi-plate clutch 18 is engaged.

By the above-explained basic structure of a drive system according to the invention, it becomes possible to operate both with the drive of the electric machine and with the drive of an internal combustion engine, whereby energy losses due to drag torques generated in the wet-running multi-plate clutch are largely excluded when the internal combustion engine is not operating can be.

A structural design variant of such a drive system 10 will be explained in detail below with reference to FIGS. 5 and 6. It can be seen in the left part of Fig. 5, the drive shaft 14 of the internal combustion engine 12, which is coupled in a conventional manner with the primary side 28 of the two-stage designed here Torsionsschwingungsdämpferanordnung 24. The secondary side 30 is essentially provided by a disk-like component 40, which is connected radially inwardly with a ring-like component 42 which essentially provides the input region 32 of the interrupt clutch arrangement 26. This component 42 is rotatably mounted on a fixed disc-like support member 44. On the component 42, in turn, a housing assembly 46 is rotatably mounted and closed with respect to this fluid-tight. This housing assembly 46 provides a housing for both the here designed as a form-locking coupling 48 interrupt clutch assembly 26 and the wet-running multi-disc clutch 18. In particular, this housing assembly 46 forms a plate support section 50 for a Abfhebsseitelle disk set 52 of the wet-running multi-plate clutch 18. This output side plate set 52 forms together with the housing assembly 46 and a thus firmly connected hollow shaft member 54 substantially the output region 22 of the wet-running multi-disc clutch 18. It can be seen that radially On the outside of this housing assembly 46, the rotor arrangement 38 of the electric machine 36 is arranged or fixed, so that it surrounds the wet-running multi-disc clutch 18 and also the positive-locking clutch 48 radially on the outside. For example, a stator assembly 56 of the electric machine 36 is supported on a fixed assembly together with the support member 44.

A substantially the input portion 20 of the wet-running multi-plate clutch providing slat support 58 carries substantially non-rotatably anthebsseitiges disk set 60. It can be seen that drive-side fins and output side fins alternate alternately and thus can be brought into frictional engagement with opposing friction surfaces.

The disk carrier 58 is rotatably mounted on an insert part 62 of the housing assembly 46 which is for example designed in several parts. At his from the Drive Lamellenpaket 60 distal end of the plate carrier 58 is fixedly connected to a transfer ring 64 of a generally designated 66 synchronization arrangement of the output portion 34 of the interrupter coupling assembly 26 and form-fitting coupling 48. The transfer ring 64 is rotatably mounted on the component 42 of the input portion 32 of the interruption clutch assembly 26. As the sectional view of FIG. 6 shows, radially adjoins the transmission ring 64, a synchronizing ring 68 at. The synchronizing ring 68 and the transmission ring 64 are in rotational coupling engagement with respective teeth 70, 72, but are axially displaceable with respect to each other.

The synchronizing ring 68 surrounding radially outside a toothed ring 74 is provided. This is connected via a toothing 76 in rotationally coupling engagement with a toothing 78 of the synchronizing ring and is therefore rotatably coupled thereto, but axially displaceable with respect to this. In this way, the rotationally fixed connection between the toothed ring 74 and the transfer ring 64 and thus the plate carrier 58 is made.

The toothed ring 74 and the ring-like component 42 have in their axially mutually opposite regions in each case axially facing each other oriented

Gears 80, 82 on. By axial displacement of the toothed ring 74 on the annular member 42 to these teeth 80, 82 in

Drehkopplungseingriff be brought. Basically, however, is the

Gear ring 74 biased by one or more circumferentially distributed, effective as biasing elements 84 helical compression springs in the direction of the annular member 42 away and thus his teeth 80 not in

Drehkopplungseingriff with the teeth 82 on the annular member 42. Further, one recognizes in Fig. 5 a between the synchronizing ring 68 and the

Gearing ring 74 effective latching mechanism 86. This may, distributed over the circumference, comprise a plurality of spring-loaded ball elements which engage in corresponding depressions on the inner circumference of the toothed ring 74, so that upon overcoming a predetermined cogging torque of Gear ring 74 is displaceable with respect to the synchronizing ring 78, but otherwise is coupled by this latching mechanism 86 therewith.

It can be seen further in FIG. 5 that the synchronizing ring 68 and the ring-like component 42 have frustoconical surfaces 88, 90 lying opposite each other. These are in the basic state shown in Fig. 5, in which the positive-fit clutch 48 is in the disengaged state, facing each other with a small axial distance.

On the insert member 62 are two piston-like Beaufschlagungsorgane 92, 94 axially movable, but performed completed fluid-tight. Thus, between the positive-engagement clutch 48 associated Beaufschlagungsorgan 92 and the insert member 62, a pressure fluid chamber 96 is formed. Between the Beaufschlagungsorgan 94 of the wet-running multi-disc clutch 18 and the insert member 62, a pressure fluid chamber 98 is formed.

The two pressure fluid chambers 96, 98 communicate with each other via a connection opening 100. By means of a common pressure fluid feed line 102, pressure fluid can be conducted into the pressure fluid chamber 96 from a source of pressurized fluid, for example a pump or the like arranged in a transmission, and also into the pressure fluid space 98 via the connection opening 100. This means that basically the same fluid pressure will act on the two piston-like loading members 92, 94. By this fluid pressure the biasing member 92 is acted against the biasing action of the biasing springs 84 and the piston-like Beaufschlagungsorgan 94 against the biasing action of a trained example as a plate spring biasing spring 104 is applied. This biasing member 104 loads the biasing member 94 in the direction of the disk packs 52, 60, so that the wet-running multi-plate clutch 18 is basically of the normal-open type and only by increasing the fluid pressure in the pressure fluid chamber 98 can be adjusted in the direction of engagement. The form-fitting coupling 48 is of the normal-open type and can by increasing the fluid pressure in the pressure fluid chamber 96th in the direction of engagement, ie in the direction of producing the positive connection between the teeth 80, 82 are adjusted.

The supply of pressurized fluid may, for example, take place through the hollow-shaft-like component 54 and also through at least one region of the output member 16, which is coupled in a rotationally fixed manner to this hollow-shaft-like component 54, for example by splines or the like.

The operating states described above with reference to FIGS. 2 to 4 can be adjusted by adjusting the fluid pressure in the pressurized fluid spaces

96, 98 is varied. If this pressure is at a comparatively low value or if the two pressure fluid spaces 96, 98 are essentially unpressurised, then the two actuation members 92, 94 are in each case recognizable in FIG. 5

Moved position and both clutches, so both the wet-running multi-plate clutch 18, and the positive clutch 48 are disengaged. This corresponds to the state of Fig. 2, in which a drive torque through the

Electric machine 36 can be generated.

If it is intended to change over to the state shown in FIG. 3, the fluid pressure is increased, which leads to the fact that first due to the tuning of the

Biasing elements 84, 104 and the respective associated, acted upon by a fluid pressure surfaces of the piston-like loading members 92, 94 the

Beaufschlagungsorgan 92 is displaced against the bias of the biasing springs 84 and thereby axially displaces the toothed ring 74. By the latching mechanism 86 of this takes the synchronizer 68 axially with, until the two friction surfaces 88, 90 come into mutual contact. When making this

Frictional engagement, the teeth 80, 82 are still disengaged. The frictional engagement has the consequence that a possibly existing speed difference between the annular member 42 and the input portion 20 of the wet-running multi-disc clutch 18 is eliminated. A then continuing movement of the

Gear ring 74 in the axial direction with no longer axially displaceable

Synchronizing ring 68 is possible by triggering the latching mechanism 86, so that with further increase in fluid pressure then the two gears 80, 82 can be brought into rotational coupling engagement and the form-locking coupling 48 in the form-locking state, that is engaged. It may be advantageous to design at least one of the teeth 80, 82 with teeth to be tapered in the axial direction on the other toothing, so that when still overlapping the teeth of the two teeth 80, 82 by then slipping off angled relative surfaces a slight relative rotation between the input area 32 and the output area 34 of the form-locking coupling 48 can be forced.

In the fluid pressure required for engaging the positive clutch 48, the wet-running multi-plate clutch 18 is still in the disengaged state. That this pressure is not sufficient to displace the piston-like actuating member 94 against the biasing action of the biasing member 104 so that the disk sets 52, 60 are brought into frictional interaction. Only a further increase in the fluid pressure causes this with the result that the wet-running multi-plate clutch 18 can be adjusted between an engagement state and a disengagement by the variation of the fluid pressure in a region which is above that value required to engage the positive clutch 48 without canceling the positive connection of the form-locking coupling 48. It can thus be achieved in the state shown in Figs. 3 and 4, in which then either a torque from the drive shaft 14 is directed to the example designed as a transmission input shaft output member 16, or is passed in the engine braking state, ie thrust state in the other direction. In this state, in principle, a supporting torque can be provided by the electric machine 36.

The state in which the positive-fit clutch 48 is engaged and also the wet-running multi-disc clutch 18 can be engaged can also be used to start the internal combustion engine 12 via the electric machine 36. For this purpose, the pressure must be raised to a range in which the wet-running multi-disc clutch 18 then a torque of the rotor assembly 38 and therefore its output region 22 can be transmitted to its input region 20 and via the form-locking coupling 48 to the drive shaft 14. For this purpose, however, it is necessary to provide a sufficient fluid pressure. This can be done, for example, that a pump arranged for example in a transmission is driven by the electric machine 36 via the hollow shaft portion 54, at first not yet existing fluid pressure and thus not engaged wet running multi-disc clutch 18. If sufficient fluid pressure is present, then the engagement state of the two clutches 48, 18 are obtained and the internal combustion engine are started. Alternatively, it is also possible to associate such a pump with a separate electromotive drive, which may be dimensioned smaller than the electric machine 36, which may contribute in particular to a start-up phase 24 in a considerable relief of an on-board voltage system.

It should finally be pointed out that the number of lamellae of the two disk packs, as shown in FIG. 5, is only an example. Of course, the two disk packs may also have more or less than the slats shown. In particular, it could also be provided that in at least one of the disk packs only one blade is present.

Claims

claims

A drive system for a vehicle, comprising: a wet-running multi-disc clutch for selectively producing a torque transmission connection between a drive member and an output member, wherein the wet-running multi-disc clutch has an input region with an antifriction plate pack (60) and an output area (22) with a driven-side plate pack (52),

- A rotor assembly (38) of an electric machine (36) which is coupled to the output region (22) of the wet-running multi-disc clutch (18), - an interruption clutch assembly (26) with one with the

Drive member (14) to be coupled input region (32) and one with the input region (20) of the wet-running multi-disc clutch (18) coupled output region (34).

2. Drive system according to claim 1, characterized in that the interruption clutch arrangement (26) comprises a form-locking coupling (48).

3. Drive system according to claim 2, characterized in that the form-locking coupling (48) in the direction

Canceling the positive connection is biased.

4. Drive system according to claim 2 or 3, characterized in that the input region (32) of the positive clutch (48) and the output region (34) of the positive locking clutch (48) in Drehkopplungseingriff engageable toothings (82, 80).

5. Drive system according to claim 4, characterized in that the output region (34) of the form-locking coupling (48) comprises a toothing element (74) which can be displaced axially to produce and cancel the rotary coupling engagement.

6. Drive system according to claim 3 and claim 5, characterized in that the toothed element (74) is biased in the direction of canceling the Drehkopplungseingriffs.

7. Drive system according to claim 6, characterized in that the toothed element (74) is associated with this against the bias in the direction of producing the Drehkopplungseingriffs acted upon Beaufschlagungsorgan (92).

8. Drive system according to one of claims 2 to 7, characterized in that the form-locking coupling (48) is associated with a synchronization arrangement (60).

9. Drive system according to claim 4 and claim 8, characterized in that the synchronization arrangement (66) at the input region (32) and the output region (34) of the form-locking coupling (48) Synchronisierreibflächen (90, 88), which upon adjustment of the positive coupling ( 48) in the direction of producing the positive connection before producing the positive connection frictionally engage.

10. Drive system according to one of claims 1 to 9, characterized in that the wet-running multi-disc clutch (18) comprises a disc packs (52, 60) in frictional engagement urging Beaufschlagungsorgan (94).

1 1. Drive system according to claim 10, characterized in that the Beaufschlagungsorgan (94) of the wet-running multi-disc clutch (18) is biased towards disengagement.

12. Drive system according to claim 7 and 1 1, characterized in that the Beaufschlagungsorgane (92, 94) can be acted upon by fluid pressure against the respective bias voltage.

13. Drive system according to claim 12, characterized in that the wet-running multi-disc clutch (18) and the positive-locking clutch (48) each have a pressurized fluid space (98, 96) for receiving the respective urging member (94, 92) beaufschlagendem pressurized fluid.

14. Drive system according to claim 13, characterized in that the pressure fluid space (98) of the wet-running multi-disc clutch (18) and the pressure fluid chamber (96) of the form-locking coupling (48) communicate with each other and can be fed via a common pressure fluid feed line (102) with pressurized fluid.

15. Drive system according to claim 14, characterized in that on the one hand on the Beaufschlagungsorgan (94) of the wet-running multi-disc clutch (18) acting bias and acting on this Beaufschlagungsorgan (94) pressure fluid force are coordinated and on the other hand on the Beaufschlagungsorgan (92) the positive-locking coupling (48) acting bias and the force acting on this Beaufschlagungsorgan (92) pressure fluid force coordinated so that when increasing the fluid pressure first the positive coupling (48) brought into a state with established positive connection between the input region (32) and output region (34) is and at further increasing fluid pressure the wet-running multi-plate clutch (18) is brought into an at least partially engaged state.

16. Drive system according to one of the preceding claims, characterized in that the input region (32) of the interruption clutch arrangement (26) is coupled to a secondary side (30) of a torsional vibration damper arrangement (24) and that a primary side (28) of the torsional vibration damper arrangement (24) is to be coupled to the drive member (14).

17. Drive system according to one of the preceding claims, characterized in that the rotor arrangement (38) of the electric machine (36) and a stator arrangement (56) of the electric machine (36), the wet-running multi-plate clutch (18) and the interrupt clutch arrangement (26) are arranged radially surrounding outside.