WO2015070856A2

WO2015070856A2 - Clutch device and motor vehicle powertrain

Info

Publication number: WO2015070856A2
Application number: PCT/DE2014/200572
Authority: WO
Inventors: Daniel Helmer; Marc Finkenzeller
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2013-11-13
Filing date: 2014-10-20
Publication date: 2015-05-21
Also published as: CN205991115U; WO2015070856A3; DE112014005279A5; DE212014000218U1

Abstract

The invention relates to a clutch device with an actuator, in particular for a powertrain of a motor vehicle. The powertrain has an internal combustion engine, an electric machine with a stator and a rotor, and a transmission device. The clutch device can be arranged in the powertrain between the internal combustion engine on one side and the electric machine and the transmission device on the other side. The actuator has an electric eddy current brake with a brake stator and a brake rotor, wherein the brake stator has an inner stator with a central coil. The invention also relates to a motor vehicle powertrain having an internal combustion engine, an electric machine with a stator and a rotor, a transmission device, and such a clutch device, said clutch device being arranged between the internal combustion engine on one side and the electric machine and the transmission device on the other side and the clutch device actuator being integrated into the rotor of the electric machine.

Description

Coupling device and motor vehicle drive train

The invention relates to a coupling device with an actuating device,

in particular for a drive train of a motor vehicle, the drive train having an internal combustion engine, an electric machine with a stator and a rotor and a transmission device, wherein the coupling device in the drive train between the internal combustion engine on the one hand and the electric machine and the transmission device on the other hand can be arranged having the actuator an electric eddy current brake with a brake stator and a brake rotor. Moreover, the invention relates to a motor vehicle drive train having an internal combustion engine, an electric machine with a stator and a rotor, a transmission device and such a coupling device.

From DE 10 2012 222 1 10 A1 discloses a clutch device is known with an actuator for a drive train of a motor vehicle having an internal combustion engine, an electric machine with a stator and a rotor and a transmission device, wherein the coupling device in the drive train between the internal combustion engine on the one hand and the electrical machine and the transmission device is arranged on the other hand, in which the coupling device and the actuating device are integrated in the rotor of the electric machine.

From the German patent application with the file number 10 2013 210 452.9 a coupling device is known with an actuating device, in particular for a drive train of a motor vehicle having an internal combustion engine, an electric machine with a stator and a rotor and a transmission device, wherein the coupling device in the drive train between the Internal combustion engine on the one hand and the electric machine and the transmission device on the other hand can be arranged, the coupling device and the actuator are integrated into the rotor of the electric machine and the actuator comprises an electric eddy current brake with a Bremsenstator and a brake rotor, wherein the Bremsenstator at least one electromagnet with a coil and a core, wherein the coil and the core are arranged concentrically with each other.

From the German patent application with the file number 10 2012 219 043.0 is

Eddy current brake is known, comprising a metallic disc, which in one of a Magnetic arrangement trained magnetic field is formed, wherein the metallic disc is formed of two materials, wherein a first material has a high permeability, while a second material has a low electrical resistivity to specify an eddy current brake, in which set an optimal magnetic flux and the maximum of the braking torque of the eddy current brake is optimized towards lower speeds.

The invention has the object to improve a coupling device mentioned above structurally and / or functionally. In particular, an effort should be reduced. In particular, a cost should be reduced. In particular, a production cost should be reduced. In particular, a number of parts should be reduced. In particular, an effectiveness of an eddy current brake should be increased. In particular, an effective diameter of an eddy current brake should be increased. In particular, an increased braking torque should be generated. In addition, a motor vehicle drive train is to be provided with such a coupling device.

The object is achieved with a coupling device with an actuating device, in particular for a drive train of a motor vehicle, the drive train having an internal combustion engine, an electric machine with a stator and a rotor and a transmission device, wherein the coupling device in the drive train between the internal combustion engine on the one hand and the electrical machine and the transmission device on the other hand can be arranged, the actuating device comprising an electric eddy current brake with a brake stator and a brake rotor, wherein the brake stator has an inner stator with a central coil.

The coupling device may have a rotation axis. The coupling device may have a friction clutch. The coupling device may have a multi-plate clutch. The coupling device may have at least one outer disk and at least one inner disk. The at least one outer fin and / or the at least one inner fin may have friction linings. The at least one outer disk may be associated with the rotor and / or the transmission device. The at least one inner disk may be associated with the internal combustion engine. The coupling device may have a housing. The housing may be formed by means of the rotor. The coupling device may have a pressure plate. The coupling device may have a pressure plate. The pressure plate can be displaced axially limited relative to the pressure plate. The at least one outer fin and the at least one inner fin can be clamped between the pressure plate and the pressure plate. The clutch device may include a clutch input part and a clutch output part. The terms "clutch input part" and "clutch output part" refer to a power flow direction directed toward the at least one drivable vehicle wheel. The coupling input part may have the at least one inner plate. The clutch input part can be drive-connected to the internal combustion engine. The clutch output member may include the at least one outer fin. The clutch output member may be drive-connectable with the electric drive machine. The clutch output member may be drive-connectable to the rotor of the electric drive machine. The clutch output member may be drive-connectable with the transmission device. The clutch output member may be drivably connectable to the input shaft of the transmission device.

The clutch device can, starting from a fully disengaged operating position, in which there is substantially no power transmission between the clutch input part and the clutch output part, to a fully engaged actuation position in which substantially complete power transmission takes place between the clutch input part and the clutch output part, depending on the actuation an increasing Enable power transmission, wherein a power transmission between the clutch input part and the clutch output part non-positively, in particular by friction, can take place. Conversely, starting from a fully engaged operating position in which there is substantially complete power transmission between the clutch input part and the clutch output part to a fully disengaged operating position in which substantially no power transmission occurs between the clutch input part and the clutch output part, depending on the operation, decreasing power transmission be possible. A fully engaged actuation position may be a closed actuation position. A fully disengaged operating position may be an open operating position. By means of the actuating device, the pressure plate of the coupling device can be axially displaceable. By means of the actuating device, the coupling device can be opened or closed. By means of the actuating device, the coupling device can be engaged or disengaged.

The actuator may comprise a rotatable ramp means having first ramps and second ramps. The actuating device may have a freewheel device operable in the reverse direction or the release direction. The coupling device can be actuated by means of the internal combustion engine. The first ramps and the second ramps may each be arranged annularly in the circumferential direction of the coupling device. The first ramps and the second ramps may be arranged axially opposite each other. The first ramps and the second ramps may be rotatable relative to one another. The ramp device can enable movement in the axial direction on the basis of a movement in the circumferential direction of the coupling device. The ramp device can be effective axially. Rolling elements, in particular balls, can be arranged between the first ramps and the second ramps. The ramps can each form running surfaces for the rolling elements. The ramps can each be designed as Wälzkörperrampen, in particular as ball ramps. The ramps can be arranged distributed in the circumferential direction of the coupling device. The ramps may each be oblique to a plane perpendicular to the axis of rotation of the coupling device. The ramps can each rise and / or fall in the circumferential direction of the coupling device. The ramps can each be one-sided rising. The ramps can each be rising on both sides. The first ramps and the second ramps may each be geometrically complementary to each other. The first ramps may each correspond to the second ramps such that upon movement of the first ramps and the second ramps in the circumferential direction of the coupling device relative to each other, the first ramps and the second ramps move away from or towards each other in the direction of extent of the axis of rotation of the coupling device. The first ramps can support the rolling elements from radially inside. The second ramps can support the rolling elements from radially outside. The rolling elements may have a diameter such that they are held captive between the first ramps and the second ramps. The rolling elements can be arranged in a rolling element cage. This ensures a uniform assignment of the rolling elements to the ramps. The second ramps can be arranged on the pressure plate of the coupling device.

The freewheel device may have an inner ring and an outer ring. The inner ring can be designed as an inner star. The freewheel device may comprise clamping body. The clamping body can act between the inner ring and the outer ring. By means of the freewheel device, a rotation of inner ring and outer ring relative to each other in a first rotational direction allows and be locked in a direction opposite to the first direction of rotation second rotational direction. The first direction of rotation may be the release direction and the second direction of rotation may be the reverse direction. The inner ring may be associated with the internal combustion engine. The outer ring may be associated with the actuator. The freewheel device may have a transmission element. The transmission element may be pot-shaped. The transmission element can be arranged on the outer ring. The first ramps can be arranged on the transmission element of the freewheel device.

The coupling device can be generated by means of an engine generated by the internal combustion engine

Moments be operable. The coupling device can be closable by means of the internal combustion engine. The coupling device can be closable by means of a torque generated by the internal combustion engine. The coupling device can be actuated by controlling a rotational speed of the internal combustion engine. The clutch device may be closable and / or apparent by controlling a rotational speed of the internal combustion engine.

The freewheel device can in the reverse direction and the coupling device can in

Closing direction be actuated when a speed of the internal combustion engine associated shaft is greater than a rotational speed of the clutch output member and / or the rotor is. The freewheel device can in the release direction and the coupling device can be actuated in the opening direction when a speed of the internal combustion engine associated shaft is smaller than a rotational speed of the coupling output part and / or the rotor.

The actuating device may have a moment sensor. The torque sensor can be arranged between the internal combustion engine and the clutch device, in particular the clutch input part. The moment sensor may have a first sensor part and a second sensor part. The first sensor part and the second sensor part can be rotated relative to each other to a limited extent. The first sensor part may be rotatably connected to the internal combustion engine. The second sensor part may be rotatably connected to the coupling device, in particular the coupling input part. The moment sensor may have at least one energy store. The at least one energy store can be effective between the first sensor part and the second sensor part. The at least one energy store can be supported on the one hand on the first sensor part and on the other hand on the second sensor part. The torque sensor can serve to block the freewheel device only from a predetermined offset torque when a rotational speed of the internal combustion engine is greater than a rotational speed of the clutch device. The torque sensor can serve to ensure opening of the clutch device when a rotational speed of the internal combustion engine is less than a rotational speed of the clutch device.

The eddy current brake can be eddy current losses of moving in a magnetic field

Use brake rotor for braking. The brake stator may have an electromagnet. The electromagnet can serve to generate a magnetic field. The brake rotor can be electrically conductive. An air gap may be formed between the brake stator and the brake rotor. The eddy current brake can be used to close the clutch device serve. For controlling the eddy current brake, an electrical control device may be provided. With the aid of the eddy current brake, the actuating device can be acted upon in such a way that the first ramps and the second ramps rotate relative to one another.

The brake stator can be multi-part. The brake stator can be in two parts. Of the

Brake stator can have a radially inner inner stator. The brake stator may have a radially outer outer stator. The brake stator may have a single coil. The central coil may be the only coil. The central coil may have a rotationally symmetrical shape. The central coil may have a coil axis.

The inner stator may have a first claw pole with first pole claws and a second claw pole

Claw pole having second pole claws and the central coil can be encompassed by the first claw pole with its first Polklauen and the second claw pole with its second pole claws. The first claw pole may have a disc section. The disk portion may have a radially outer edge. The first pole claws may be disposed on the radially outer edge of the disc portion. The first pole claws can be arranged at least in sections to the disc section of the first claw pole approximately at right angles. The first pole claws may be distributed on the disc portion of the first claw pole in the circumferential direction. Gaps can be formed between the first pole claws. The second claw pole may have a disk section. The disk portion may have a radially outer edge. The second pole claws may be disposed on the radially outer edge of the disc portion. The second pole claws can be arranged at least in sections to the disc section of the second claw pole approximately at right angles. The second pole claws may be distributed on the disc portion of the second claw pole in the circumferential direction. Gaps can be formed between the second pole claws.

The first claw pole and the second claw pole can be arranged with their disk sections parallel to one another and spaced apart from one another. The first pole claws can each have a free end. The second pole claws may each have a free end. The first claw pole and the second claw pole may be arranged such that the free ends of the first pole claws and the free ends of the second pole claws are opposed to each other. The first pole claws and the second pole claws can each intermesh alternately. The first pole claws may engage the gaps formed between the second pole claws. The second pole claws can be used between the first intervene th Polklauen formed gaps. The free ends of the first Polklauen and the free ends of the second Polklauen can each be made narrow tapered.

The brake rotor may have a pot-like shape with a wall portion, and the wall portion may be disposed radially outside of the inner stator. The brake rotor can be arranged with its wall portion at Polklauen the claw poles. The brake rotor may have a bottom portion. The brake rotor may be disposed with its bottom portion on the disk portion of the second claw pole. The brake rotor may be arranged with its bottom portion parallel to the disk portion of the second claw pole.

The Bremsenstator may have a coil-free outer stator, which may be arranged radially outside of the brake rotor. The outer stator may have a flat ring-like shape. The outer stator can be magnetically permeable. The outer stator may be made thin in the radial direction.

In addition, the solution of the problem underlying the invention with a

Motor vehicle drive train having an internal combustion engine, an electric machine with a stator and a rotor, a transmission device and such a coupling device, wherein the coupling device between the internal combustion engine on the one hand and the electric machine and the transmission device on the other hand is arranged and integrated with the actuating device in the rotor of the electric machine ,

The motor vehicle drive train may have at least one drivable vehicle wheel. The motor vehicle drive train may have a torsional vibration damper, in particular a dual mass flywheel. The automotive powertrain may be a hybrid powertrain. The automotive powertrain may be a parallel hybrid powertrain. The automotive powertrain may be a full hybrid powertrain. The automotive powertrain may include a first energy converter and a second energy converter. The first energy converter can be used to convert chemical energy into kinetic energy. The internal combustion engine may be the first energy converter. The internal combustion engine may be operable with a hydrocarbon such as gasoline, diesel, liquefied petroleum gas (LPG, GPL), compressed natural gas (CNG), or liquefied natural gas (LNG). The internal combustion engine can be operated with hydrogen. For supplying energy to the first energy converter, a first energy store may be provided. The first energy store may be a fuel tank. The first energy store may be a fluid tank. The second energy converter can be used to convert electrical energy into kinetic energy. The electric machine can be the second Be energy converter. The electric machine can be operated as a motor. The electric machine can be operated as a generator. The electric machine can structurally combine a motor and a generator. For supplying energy to the second energy converter, a second energy store may be provided. The second energy store may be an electrical energy store. The second energy store may be an accumulator. The first energy converter and / or the second energy converter can serve for the selective or parallel drive of the motor vehicle.

The electric machine may have a housing. The stator may be fixed to the housing. The stator may be arranged radially outside the rotor. The electric machine may have at least one shaft or hub. The rotor may be fixedly mounted on the at least one shaft or hub. The rotor may be disposed radially inside the stator. The rotor may have a sleeve-like shape. The rotor may have a pipe-section-like shape. The rotor may have a hollow cylindrical shape. The rotor may have a pot-like shape. Within the rotor, a receiving space may be formed. In the receiving space, the coupling device and the actuating device can be arranged. The coupling device and the actuating device can be arranged radially inside the rotor. The coupling device and the actuating device can be arranged axially within the rotor.

The transmission device may have a transmission input shaft and a transmission output shaft. The terms "input shaft" and "output shaft" refer to a power flow direction emanating from the engine or from the electric machine. The transmission device can have a stepped transmission. The transmission device may have a continuously variable transmission. The transmission device can be manually switched. The transmission device can be automatically switched. The transmission input shaft may be drive-connectable to the electric machine. The transmission input shaft may be drive-connectable to the rotor of the electric machine. The transmission input shaft may be drivingly connected to the clutch device. The transmission input shaft may be drive connected to a clutch output member. The transmission output shaft may be drivingly connected to the at least one drivable wheel.

A clutch device integrated into the rotor can be a clutch device which is arranged at least approximately completely within the rotor. A clutch device integrated into the rotor can be a clutch device which is arranged radially at least approximately completely within the rotor. A coupling device integrated into the rotor can be a coupling device which is axially at least approximately fully engaged. is constantly arranged inside the rotor. An actuating device integrated into the rotor can be an actuating device which is arranged at least approximately completely within the rotor. An actuating device integrated into the rotor can be an actuating device which is arranged radially at least approximately completely within the rotor. An actuating device integrated in the rotor can be an actuating device which is arranged axially at least approximately completely within the rotor. The coupling device and the actuating device can be arranged axially next to each other. The actuating device can be arranged on a side facing the internal combustion engine. The coupling device can be arranged on a side facing the transmission device.

In summary and in other words, the invention thus provides, inter alia, an e-clutch with a simplified eddy-current brake. The eddy current brake can be designed with only one central coil. A central winding may be placed inside the eddy current brake. The winding can be enclosed by two claw poles. By Klauenpolgeometrie several poles can be realized by a component. Claws can intervene alternately. This can lead to changing fields, whereby a braking torque can be increased. The winding and the two claw poles can together form an inner stator. A cup-shaped disc of the eddy current brake can rotate about the inner stator. A magnetic flux can be closed by an external stator. This component can only be a thin permeable ring. As a result, an effective diameter of the eddy current brake and thus also its braking torque can be increased. The magnetic flux can be conducted via a claw pole in the direction of the disc. It can penetrate the disk, causing eddy currents to be induced for the first time, and can then be equally divided right and left in the outer stator. Via adjacent poles, it can pass from the outer stator through the disc back into the claw poles and for the second time induce eddy currents in the disc.

In particular, optional features of the invention are referred to as "may." Accordingly, there is an embodiment of the invention each having the respective feature or features.

With the invention, an effort is reduced. A cost is reduced. A manufacturing effort is reduced. A number of parts is reduced. An effectiveness of an eddy current brake is increased. An effective diameter of an eddy current brake is increased. An increased braking torque can be generated. Hereinafter, an embodiment of the invention will be described with reference to figures. From this description, further features and advantages. Concrete features of this embodiment may represent general features of the invention. Features associated with other features of this embodiment may also represent individual features of the invention.

They show schematically and by way of example:

1 shows a drive train of a motor vehicle with a parallel full hybrid drive and arranged in the drive train coupling device,

2 shows a rotor of an electric drive machine with integrated coupling device and actuating device for a drive train of a motor vehicle,

Fig. 3 is an eddy current brake for an actuator of a coupling device for a drive train of a motor vehicle and

4 shows an inner stator of an eddy current brake for an actuating device of a coupling device for a drive train of a motor vehicle.

Fig. 1 shows a drive train 100 of a not otherwise shown here

The drive train 100 has a power cutting machine 104, a dual mass flywheel 106, the clutch device 102, an electric drive machine 108, a transmission 110, and at least one driveable one Wheel 1 12 on. The prime mover 108 is operable as a motor. The clutch device 102 is arranged in the drive train 100 between the dual-mass flywheel 106 and the electric drive machine 108. The clutch device 102 is arranged in the drive train 100 between the dual-mass flywheel 106 and the transmission 1 10.

The clutch device 102 has a clutch input part 1 14 and a clutch output part 1 16. The clutch input part 1 14 is connected to the dual mass flywheel 106. The clutch output part 16 is connected to the electric drive machine 108. The electric drive machine 108 has a stator 1 18 and a rotor 120. The clutch output part 1 16 is connected to the rotor 120 of the electric drive machine 108. The clutch output part 1 16 is connected to the transmission 1 10. The electric drive machine 108 is connected to the transmission 1 10. The rotor 120 of the electric drive machine 108 is connected to the transmission 1 10. 2 shows a rotor 200 of an electric drive machine with integrated multi-plate clutch 202, which is not otherwise illustrated here, such as clutch device 102 according to FIG. 1, with an actuating device 204 for a motor vehicle with a hybrid drive.

The rotor 200 has an axis of rotation 206. The rotor 200 has a pot-like shape. In the rotor 200, a cylindrical accommodating space is formed. The multi-plate clutch 202 and the actuator 204 are arranged in the receiving space. The multi-plate clutch 202 and the actuating device 204 are arranged in the extension direction of the rotational axis 206 and in the radial direction within the rotor 200.

The multi-plate clutch 202 has a clutch input part and a clutch output part. The clutch input part has inner disks, such as 208. The inner plates 208 are associated with the internal combustion engine. The clutch output member has outer fins such as 210. The outer plates 210 are rotatably connected to the rotor 200. The multi-plate clutch 202 has a pressure plate 212 and a pressure plate 214. The inner disks 208 and the outer disks 210 are alternately arranged between the pressure plate 212 and the pressure plate 214, respectively. The pressure plate 212 is fixedly connected to the rotor 200. The pressure plate 214 is rotatably connected to the rotor 200 and axially displaceable relative to the pressure plate 212 limited. Thus, the fins 208, 210 between the pressure plate 212 and the pressure plate 214 can be clamped. By means of the actuating device 204, the pressure plate 214 can be beaufschalgbar in the clutch closing direction.

The actuating device 204 has a ramp device. The ramp device has a ramp ring 216 with first ramps. The ramp device has second ramps. The second ramps are arranged on the pressure plate 214. The ramp ring 216 with the first ramps is rotatable about the axis of rotation 206 relative to the pressure plate 214 with the second ramps. Bullets, such as 218, are disposed between the first ramps and the second ramps. The actuating device 204 has a freewheel device 220. The freewheel device 220 has an inner ring 222, an outer ring 224 and locking body, such as 226 on. A first rotational direction of the freewheel device 220 is a reverse direction, a second rotational direction opposite the first rotational direction is a release direction. In the release direction, the inner ring 222 and the outer ring 224 are rotatable relative to each other. In the reverse direction prevent the locking body 226 a relative rotation between the inner ring 222 and outer ring 224, so that a mechanical power is transferable. The freewheel device 220 has a free-wheeling pot 228. The freewheel pot 228 is connected on the one hand to the outer ring 224 and on the other hand to the ramp ring 216 of the actuating unit. direction 204 firmly connected. The inner ring 222 is fixedly connected to a shaft 230, which in turn is drivingly connected to the internal combustion engine.

When a rotational speed of the shaft 230 is greater than a rotational speed of the clutch output part or the rotor 200, the freewheel device 220 is actuated in the reverse direction. About the inner ring 222, the locking body 226, the outer ring 224 and the freewheel pot 228 then the ramp ring 216 is rotated. The rotation of the ramp ring 216 then causes via the balls 218 an axial loading of the pressure plate 214 in the clutch closing direction. When a rotational speed of the shaft 230 is smaller than a rotational speed of the clutch output part or the rotor 200, the freewheel device 220 is actuated in the release direction. The pressure plate 214 is then not acted upon and the multi-plate clutch 202 can open.

The actuating device has a torque sensor 232. The torque sensor 232 is disposed between the shaft 230 and the clutch input part of the multi-plate clutch 202. The torque sensor 232 has a first sensor part 234 and a second sensor part 236. The first sensor part 234 and the second sensor part 236 are rotatable limited relative to each other. The first sensor part 234 is rotatably connected to the shaft 230. The second sensor part 236 is rotatably connected to the clutch input part. The moment sensor 236 has energy stores, which are supported on the one hand on the first sensor part 234 and on the other hand on the second sensor part 236. The torque sensor 232 serves to ensure that the freewheel device 220 blocks only from a predetermined offset torque when a rotational speed of the shaft 230 is greater than a rotational speed of the rotor 200. The torque sensor 232 serves to ensure opening of the multi-plate clutch 202 when a rotational speed of the shaft 230 is less than a rotational speed of the stator 200. Incidentally, reference is additionally made in particular to FIG. 1 and the associated description.

FIG. 3 shows an eddy current brake 300 for an actuating device of a coupling device for a drive train of a motor vehicle, such as actuating device 204 according to FIG. 2. The eddy current brake 300 has a brake stator and a brake rotor 302. The brake stator has an inner stator 304 and an outer stator 306. FIG. 4 shows the inner stator 304. The inner stator 304 has a first claw pole 308 with a disc portion 310 and pole claws, such as 312. The inner stator 304 has a second claw pole 314 with a disc portion 316 and pole claws, such as 318. The inner stator 304 has a central coil 320.

The pole claws 312 of the first claw pole 308 are arranged on the disc section 310 radially outside. The pole claws 312 of the first claw pole 308 are each angled to the disc section 310 at approximately 90 ° and each have a free narrowly tapered the end up. The pole claws 312 of the first claw pole 308 are distributed on the disc portion 310 in the circumferential direction. Between the Polklauen 312 of the first claw pole 308 gaps are formed.

The pole claws 318 of the second claw pole 314 are arranged on the disc section 316 radially outside. The pole claws 318 of the second claw pole 314 are each angled to the disc portion 316 at about 90 ° and each have a free narrow tapered end. The pole claws 318 of the second claw pole 314 are arranged distributed on the disc portion 316 in the circumferential direction. Between the Polklauen 318 of the second claw pole 314 gaps are formed.

The first claw pole 308 with its disc section 310 and the second claw pole 314 with its disc section 316 are arranged on both sides of the central coil 320. The pole claws 312 of the first claw pole 308 and the pole claws 318 of the second claw pole 314 surround the central coil 320 radially on the outside. The free ends of the pole claws 312 of the first claw pole 308 and the free ends of the pole claws 318 of the second claw pole 314 are opposed to each other. The pole claws 312 of the first claw pole 308 and the pole claws 318 of the second claw pole 314 alternately engage each other. The first claw pole 308 and the second claw pole 314 surround the central coil 320 radially inward.

The brake rotor 302 has a pot-like shape with a bottom portion 322 and a wall portion 324. The brake rotor 302 is arranged with its bottom portion 322 on the second claw pole 314 and with its wall portion 324 radially outside of the inner stator 304.

The outer stator 306 is spoolless and has a thin, flat-ring-like shape. The outer stator 306 is magnetically permeable. The outer stator 306 is disposed radially outward of the brake rotor 302.

The inner stator 304 and the outer stator 306 are fixedly connected to a support member 326. The support part 326 has a flange portion and a boss portion. The support member 326 and the outer stator 306 form a housing-like receptacle for the inner stator 304 and the brake rotor 302. The first claw pole 308 is disposed on the flange portion of the support member 326. The hub portion of the support member 326 projects through a central recess of the inner stator 304. The brake rotor 302 is rotatably supported by a bearing 328 on the hub portion of the support member 326. Incidentally, reference is additionally made in particular to FIG. 1 -2 and the associated description. LIST OF REFERENCES

100 powertrain

102 coupling device

104 internal combustion engine

106 dual mass flywheel

108 electric machine

110 gearbox

1 12 wheel

1 14 input section

1 16 output section

1 18 stator

120 rotor

200 rotor

202 multi-plate clutch

204 actuator

206 axis of rotation

208 inner lamella

210 outer lamella

212 pressure plate

214 pressure plate

216 ramp ring

218 ball

220 freewheel device

222 inner ring

224 outer ring

226 blocking body

228 freewheel pot

230 wave

232 moment sensor

234 first sensor part

236 second sensor part

300 eddy current brake 302 brake rotor

304 indoor stator

306 outdoor stator

308 first claw pole

310 disk section

312 pole claw

314 second claw pole

316 disc section

318 pole claw

320 central coil

322 floor section

324 wall section

326 carrier part

328 bearings

Claims

claims

1 . Coupling device (102, 202) with an actuating device (204), in particular for a drive train (100) of a motor vehicle, the drive train (100) comprising an internal combustion engine (104), an electric machine (108) with a stator (1 18) and a Rotor (120) and a transmission device (1 10), wherein the coupling device (102, 202) in the drive train (100) between the internal combustion engine (104) on the one hand and the electric machine (108) and the transmission device (1 10) on the other hand can be arranged , the actuating device (204) comprising an electric eddy current brake (300) with a brake stator and a brake rotor (302), characterized in that the brake stator has an inner stator (304, 400) with a central coil (320, 406).

2. Coupling device (102, 202) according to claim 1, characterized in that the inner stator (304, 400) has a first claw pole (308, 402) with first pole claws (312) and a second claw pole (314, 404) with second pole claws ( 318) and the central spool (320, 406) is gripped by the first claw pole (308, 402) with its first pole claws (312) and the second claw pole (314, 404) with its second pole claws (318).

Third coupling device (102, 202) according to at least one of the preceding claims, characterized in that the first pole claws (312) and the second pole claws (318) each intermesh alternately.

4. Coupling device (102, 202) according to at least one of the preceding claims, characterized in that the brake rotor (302) has a pot-like shape with a wall portion (324) and the wall portion (324) radially outside of the inner stator (304, 400) is.

5. Coupling device (102, 202) according to at least one of the preceding claims, characterized in that the brake stator has a coil-free outer stator (306) which is arranged radially outside of the brake rotor (302).

6. Motor vehicle drive train (100) comprising an internal combustion engine (104), an electric machine (108) with a stator (1 18) and a rotor (120), a transmission device (1 10) and a coupling device (102, 202) for at least one of the preceding claims, wherein the coupling means (102, 202) between the internal combustion engine (104) on the one hand and the electric machine (108) and the transmission device (1 10) on the other hand and with the actuating device (204) in the rotor (120) of the electric machine (108) is integrated.