WO2018044776A1 - Torque transmission device for the drivetrain of a motor vehicle and drivetrain comprising such a torque transmission device - Google Patents

Torque transmission device for the drivetrain of a motor vehicle and drivetrain comprising such a torque transmission device Download PDF

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Publication number
WO2018044776A1
WO2018044776A1 PCT/US2017/048868 US2017048868W WO2018044776A1 WO 2018044776 A1 WO2018044776 A1 WO 2018044776A1 US 2017048868 W US2017048868 W US 2017048868W WO 2018044776 A1 WO2018044776 A1 WO 2018044776A1
Authority
WO
WIPO (PCT)
Prior art keywords
primary
torque transmission
clutch
transmission device
force transmission
Prior art date
Application number
PCT/US2017/048868
Other languages
French (fr)
Inventor
Rupert Stephen Tull De Salis
Marco Guckelmus
Roshan Jethwa
Marco Valentin Kachler
Sebastian Zindel
Hans Juergen Hauck
Jochen Boelling
Original Assignee
Borgwarner Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Borgwarner Inc. filed Critical Borgwarner Inc.
Priority to KR1020197007558A priority Critical patent/KR102381201B1/en
Priority to CN201780047660.7A priority patent/CN109562683B/en
Publication of WO2018044776A1 publication Critical patent/WO2018044776A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4833—Step up or reduction gearing driving generator, e.g. to operate generator in most efficient speed range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles

Definitions

  • the present invention relates to a torque transmission device for a drivetrain of a motor vehicle, in particular for the drivetrain of a hybrid vehicle.
  • the present invention further relates to a drivetrain comprising such a torque transmission device.
  • Torque transmission devices for the drivetrain of hybrid vehicles are known from practice which have a torsional vibration damper comprising a primary element and a secondary element which are coupled to one another in a torsionally elastic manner, a tertiary element, and a clutch device for selective torque transmission between the secondary element and the tertiary element, wherein the clutch devices are most often designed as simple separating clutches in order to decouple the torsional vibration damper, which is driven by an internal combustion engine, from the tertiary element in the case that the drivetrain is now to be driven by an electric machine instead of the internal combustion engine.
  • the underlying object of the present invention is to create a drivetrain for a motor vehicle, in particular for a hybrid vehicle, which has such an advantageous torque transmission device.
  • the torque transmission device according to the invention is designed for the drivetrain of a motor vehicle, in particular for the drivetrain of a hybrid vehicle.
  • the torque transmission device has a torsional vibration damper which has a primary element and a secondary element which are torsionally elastically coupled to one another.
  • the primary element may also be referred to as the input side of the torsional vibration damper
  • the secondary element may be referred to as the output side of the torsional vibration damper
  • the torque transmission device has a tertiary element arranged downstream of the secondary element in the torque transmission path, wherein a clutch device is additionally provided between the secondary element and the tertiary element for selective torque transmission.
  • the clutch device may, for example, be designed as a separating clutch, wherein the clutch device is preferably a disk clutch, particularly preferably a normally closed disk clutch.
  • the tertiary element is additionally in rotary driving connection with an electric machine via a traction drive, wherein the electric machine is preferably operable as a generator and motor to produce a drivetrain for a hybrid vehicle.
  • a clutch actuating device for actuating the clutch device.
  • the clutch actuating device is preferably a hydraulically operable clutch actuating device.
  • the clutch actuating device may be formed, for example, by a piston-cylinder arrangement whose output member is formed by the piston of the piston-cylinder arrangement.
  • the clutch actuating device is arranged on the side of the primary element facing away from the clutch device.
  • the force of the clutch actuating device must indeed be transmitted past the primary element to the clutch device; however, the aforementioned arrangement enables a particularly compact structure of the torque transmission device and a good accessibility of the clutch actuating device for the purpose of operating or controlling the same.
  • a hydraulic clutch actuating device if necessary in the form of the piston-cylinder arrangement, may be supplied particularly quickly and easily with the corresponding hydraulic fluid, if necessary via the adjacent housing of an internal combustion engine.
  • the clutch actuating device is designed to be stationary.
  • the clutch actuating device may be arranged, for example, on a stationary housing, wherein it may be advantageous in this case if the clutch actuating device is arranged detachably on the specified housing, for example, a housing of an internal combustion engine.
  • the clutch actuating device may also, however, be designed as one piece with the specified stationary housing.
  • the cylinder of a clutch actuating device in the form of a piston-cylinder arrangement might be designed as one piece with the stationary housing.
  • the clutch actuating device interacts with the clutch device via a force transmission device in order to be able to cause an actuation of the clutch device, in particular in an arrangement of the clutch actuating device on the side of the primary element facing the clutch device.
  • the force transmission device extends through at least one recess in the primary element. It is hereby preferred if the force transmission device extends through at least two or more recesses in the primary element, wherein the recesses are preferably designed like windows.
  • the force transmission device also extends through at least one recess in the secondary element in order to circumvent the primary and also the secondary element in the most direct path. It is also hereby advantageous if at least two or more recesses are provided in the secondary element, through which the force transmission device may extend in order to be able to actuate the clutch device via the force transmission device. In addition, it is preferred if the force transmission device extends in the axial direction through corresponding axially formed recesses in the primary element, if necessary also in the secondary element, in order to guarantee a secure force transmission by the force transmission device.
  • the force transmission device has a first force transmission element, which extends through the at least one recess in the primary element, and a second force transmission element, designed as separate from the first force transmission element and is supported or supportable on the first force transmission element.
  • the specified second force transmission element extends through the previously mentioned at least one recess in the secondary element, wherein, due to the separation of the first force transmission element and the second force transmission element, the recesses in the secondary element may also be designed to be relatively small, particularly as the relative rotation between the primary element and secondary element may remain unconsidered. This simplifies not only the manufacturing of the torsional vibration damper; moreover a particularly stable secondary element of the torsional vibration damper is also created.
  • a wear- preventing and/or friction reducing device is arranged between the first force transmission element and an output member of the clutch device supported or supportable on the first force transmission element. This takes into account the fact that a relative rotation takes place between the first force transmission element and the output member of the clutch actuating device, in particular if the output member of the clutch actuating device is designed to be stationary, as this is additionally preferred.
  • a rolling bearing for rotary driving connection qualifies as the wear-preventing and/or friction reducing device, thus, for example an engagement bearing.
  • the wear-preventing and/or friction reducing device is formed by a sliding lining, which is made from a corresponding material to reduce the wear and the friction at the contact points between the first force transmission element and the output member of the clutch actuating device.
  • the sliding lining may, for example, be fixed on the first force transmission element or on the output member of the clutch actuating device.
  • a wear- preventing and/or friction reducing device is provided between the first force transmission element and the second force transmission element in order to take into account a relative rotational movement between the primary element on one side and the secondary element or tertiary element on the other side.
  • the wear-preventing and/or friction reducing device is formed by a sliding lining. This sliding lining may be fixed either on the first force transmission element or on the second force transmission element.
  • the first force transmission element and/or the second force transmission element has an annular section and support fingers, arranged on the annular section, which extend through the recesses in the primary element and/or the secondary element.
  • the support fingers are preferably arranged uniformly spaced apart from one another in the circumferential direction and/or designed as axial fingers which extend through corresponding axial recesses in the primary element and/or secondary element.
  • it is additionally preferred if the first force transmission element and/or the second force transmission element is float mounted on the primary element and/or secondary element in order to achieve a particularly simple structure.
  • a friction device is provided between the primary element and the secondary element; said friction device causes an increased friction between the primary element and the secondary element during actuation of the clutch device, preferably during opening of the same or in the open state of the same.
  • the friction device between the primary element and the secondary element has a friction lining on the primary element or the secondary element, against said friction lining the secondary element or the primary element may be pressed.
  • the friction lining is preferably formed from a material that acts to increase friction.
  • the friction lining is fixed in a friction lining carrier, for example, an annular disk, wherein the friction lining carrier is fastened on the primary element or secondary element in order to simplify the assembly.
  • the friction lining carrier, on which the friction lining is fixed is fastened by means of a securing ring on the primary element or the secondary element.
  • the provision of the friction lining on a friction lining carrier initially separate from the primary element of the secondary element additionally has the advantage that a spacer may be provided between the securing ring or another fastening means in order to be able to exactly determine the distance between the friction lining and the opposing secondary or primary element .
  • the tertiary element is formed by a gear wheel of the traction drive, preferably a chain wheel, wherein the tertiary element may alternatively be in rotary driving connection with such a gear wheel of the traction drive.
  • the gear wheel of the traction drive is preferably fixed on the tertiary element and/or alternatively is radially supported or supportable via the tertiary element.
  • the traction drive has a traction means in the form of a chain, so that the traction drive may also be called a chain drive, which has corresponding chain wheels and chain.
  • a particularly secure transmission of the torque is possible in a traction drive in the form of a chain drive, without necessitating an expensive tensioning of the traction means, by which means the structure of the torque transmission device is further simplified.
  • the electric machine is adjustable by adjusting the tension of a traction means of the traction drive. If, for example, an axially parallel electric machine is provided, then this may be adjusted by changing the spacing between the axis of the electric machine and the axis of the drivetrain. If the traction means if formed by a chain, as this has already been previously indicated, then it is additionally advantageous in this embodiment if no other tensioning devices are provided for tensioning the chain in order to maintain the structure of the torque transmission device particularly simple, without, however, limiting the functionality of the traction drive.
  • At least one additional vehicle component preferably a pump, particularly preferably a water pump, and air conditioning pump, and/or a pump for power assisted steering, is driven or drivable via the traction means, wherein the traction means of the traction drive, as already previously explained, is preferably a chain.
  • the clutch device is a disk clutch.
  • the disk clutch is preferably a normally closed and/or a wet-running disk clutch .
  • an output side of the disk clutch forming the clutch device if necessary a disk carrier or outer disk carrier, and the tertiary element, if necessary the gear wheel, have a common support section for radial support of the output side of the disk clutch and the tertiary element. It is hereby preferred if the common support section extends essentially in the radial direction, and particularly preferably is fixed radially inward at a support hub.
  • the output side of the disk clutch and the tertiary element are designed as one piece with one another. Alternatively, the initially separate output side of the disk clutch may, however, also have been fixed on the tertiary element.
  • an input side of the disk clutch if necessary a disk carrier or inner disk carrier, is arranged or fixed on the secondary element or designed as one piece with the secondary element.
  • a radial section connected rotationally fixed to the secondary element, if necessary via the input side of the clutch device, extends inwardly in the radial direction via the input side of the clutch device or the disk clutch.
  • Such a radial section may, for example, be designed together with the input side of the clutch device as one piece with the secondary element of the torsional vibration damper. In each case, the radial section is suited for the arrangement of additional functional components of the torque transmission device.
  • the recesses for the force transmission device are provided in the radial section so that axial recesses are analogously formed, through which the force transmission device, if necessary the second force transmission element, may extend in the axial direction.
  • a spring device acts to close the clutch device between the radial section on the one side and the clutch device on the other side.
  • the spring device which may, for example, be a disk spring, is not directly supported or supportable on the radial section, but instead indirectly via a support ring fixed on the radial section, wherein the support ring is preferably detachably fixed on the radial section.
  • the spring device does not interact directly with the clutch device or its disks, but instead acts on the clutch device or its disks via the second force transmission element.
  • the second force transmission element or its annular section similarly forms a pressure plate for the clutch device or the disk set of the clutch device.
  • the previously mentioned friction device is arranged between the radial section and the primary element in order to enable a space-saving arrangement of the friction device.
  • the torsional vibration damper, the clutch device, and the tertiary element, if necessary the gear wheel are arranged in a common wet space. It is hereby preferred if a traction means of the traction drive, thus, for example, the previously mentioned chain, is also arranged in the common wet space. In addition, it is preferred in this embodiment if the wet space is delimited by a housing or housing section of the drive unit, thus, for example, of the internal combustion engine, and a housing cover which is fixed on the specified housing of the drive unit.
  • an output side of the torque transmission device may be brought into rotary driving connection with a component downstream in the torque transmission path via a flexplate, said component is preferably another clutch device, a torque converter, and/or a transmission.
  • the component is thereby fastened to the flexplate via a securing ring.
  • flexplates are conventionally screwed to the downstream component, a simple securing ring is used here in order to cause a fastening or fastenability in the axial direction.
  • the rotary driving connection may hereby be carried out in a positive locking way. In each case, this enables a particularly simple assembly and disassembly.
  • the primary element is fixed or fixable on the output side of the drive unit via multiple fastening openings in the primary element.
  • Assembly openings are thereby provided in the tertiary element, if necessary the gear wheel, arranged in alignment with the fastening openings.
  • the number of assembly openings is lower than the number of fastening openings, wherein at least one of the assembly openings may be arranged in alignment with at least two fastening openings by rotating the tertiary element relative to the primary element.
  • one assembly opening may be analogously used for two or more fastening openings, in order to guide a corresponding fastening means and fastening tool through, without having to provide a plurality of assembly openings which would weaken the tertiary element, if necessary, the gear wheel.
  • a number of assembly openings has proven to be hereby advantageous which corresponds to half of the number of the fastening openings or fewer.
  • a torsional vibration absorber is arranged on the primary element, the secondary element, or the tertiary element, if necessary, the gear wheel, in order to be able to prevent any torsional vibrations more effectively than through the torsional vibration damper alone.
  • the torsional vibration absorber has, in this case, preferably at least one inertial mass part moveable or rotatable relative to the primary element, secondary element, or tertiary element, if necessary, gear wheel; however, said inertial mass part is itself not arranged in the torque transmission path of the drivetrain or the torque transmission device.
  • a reset device like a spring device, may be assigned to the at least one inertial mass part .
  • the secondary element of the torsional vibration damper is supported on the primary element by means of a radial bearing, preferably a slide bearing.
  • a radial bearing as a slide bearing enables the mounting to be provided relatively far outward in the radial direction, without causing a particularly high design expense.
  • the slide bearing has a secondary-element- side sliding surface and a primary element sliding side surface assigned to the secondary-element-side sliding surface, of which one is formed by a support element with a sliding layer arranged thereon, if necessary, a Teflon layer, and the support element is fixed on the secondary element or the primary element.
  • the primary element and the secondary element are torsionally elastically coupled by the spring element, which is preferably arranged in an accommodation space of the primary or secondary element, said accommodation space is delimited outward in the radial direction and in the axial directions by the primary or secondary element, wherein at least one, if necessary, window-like opening is provided in a delimiting section of the primary or secondary element facing the tertiary element or gear wheel in the axial direction.
  • the delimiting section of the primary or secondary element may satisfy its function of retaining the spring element, whereas the coolant and/or lubricant, preferably oil, may be supplied in a targeted way out of the accommodation space to the tertiary element or gear wheel, consequently to the traction drive and the traction means via the at least one opening, which effects not only an improved lubrication, but also a fast removal of the coolant and/or lubricant. It is hereby preferred if multiple openings, spaced apart from one another in the circumferential direction, are provided in the delimiting section.
  • the drivetrain according to the invention for a motor vehicle has a drive unit, preferably an internal combustion engine, and a torque transmission device of the type according to the invention arranged between the drive unit and a transmission.
  • a drive unit preferably an internal combustion engine
  • a torque transmission device of the type according to the invention arranged between the drive unit and a transmission.
  • Figure 1 shows a schematic representation of one embodiment of a drivetrain with a torque transmission device
  • Figure 2 shows a partial side view of the torque transmission device from Figure 1 in more detail in a cutaway view.
  • FIG. 1 shows a schematic representation of a drivetrain 2 for a motor vehicle, more specifically, for a hybrid vehicle.
  • Drivetrain 2 has a drive unit 4 in the form of an internal combustion engine.
  • the output side 6 of drive unit 4 is coupled to a torque transmission device 8, whose structure will be discussed in greater detail later with reference to Figure 2.
  • An output side 10 of torque transmission device 8 is, in contrast, connected via a flexplate 12 to a component 14 downstream in the torque transmission path, for example, another clutch device, a torque converter, and/or a transmission, so that a rotary driving connection is established.
  • Figure 2 shows previously mentioned torque transmission device 8 in detail.
  • the opposite axial directions 16, 18, the opposite radial directions 20, 22, and the opposite circumferential directions 24, 26 are indicated by corresponding arrows, wherein circumferential directions 24, 26 may also be designated as rotational directions, and axis of rotation 28 torque transmission device 8 is indicated in Figure 2.
  • Torque transmission device 8 has a torsional vibration damper 30.
  • Torsional vibration damper 30 has an input-side primary element 32.
  • Primary element 32 is connected in a rotationally fixed way inward in radial direction 22 to output side 6 of drive unit 4, for example to the crankshaft end, via a first radial section 34.
  • multiple fastening openings 36 are provided in first radial section 34 spaced apart from one another in circumferential direction 24, 26 and extending in axial direction 16, 18 through first radial section 34, and into which openings fastening means 38, in this case in the form of screws, are inserted in order to fasten primary element 32 on output side 6 of drive unit 4.
  • First radial section 34 extends outward in radial direction 20 up to an axial section 40, wherein multiple recesses 42 are provided in first radial section 34 spaced apart from one another in circumferential direction 24, 26, which will be discussed later in more detail.
  • Specified recesses 42 extend in radial direction 16, 18 through first radial section 34 of primary element 32.
  • Axial section 40 extends, starting from the end of first radial section 34 facing in radial direction 20, in axial direction 16 up to a second radial section 44, which extends further outward in radial direction 20.
  • Axial section 40 forms a primary-element-side sliding surface 46 facing outward in radial direction 20, said sliding surface is assigned to a secondary-element-side sliding surface 48 on the secondary element of torsional vibration damper 30, to be described later in greater detail .
  • the end of second radial section 44 lying outward in radial direction 20 surrounds an accommodation space 50 of torsional vibration damper 30 in axial direction 16, 18 and outward in radial direction 20, wherein accommodation space 50 is an accommodation space extending essentially in circumferential direction 24, 26.
  • Accommodation space 50 functions to accommodate a spring device 52 which may be, for example, multiple helical springs. Spring device 52 functions in the torsionally elastic coupling of primary element 32 to a secondary element 54 of torsional vibration damper 30.
  • Secondary element 54 has a first radial section 56 which extends outward in radial direction 20 into accommodation space 50 and inward in radial direction 22 up to an axial section 58 of secondary element 54.
  • Axial section 58 extends, starting from first radial section 56, in axial direction 18, wherein axial section 58 is supported inwardly in radial direction 22 at least partially on primary-element-side sliding surface 46 via secondary-element-side sliding surface 48.
  • a radial bearing between secondary element 54 and primary element 32 is thus provided here, which will be described later in greater detail.
  • a second radial section 60 which extends, starting from axial section 58 further inward in radial direction 22, connects to the end of axial section 58 facing in axial direction 18.
  • torque transmission device 8 has a tertiary element 62, wherein a clutch device 64 is provided between secondary element 54 and tertiary element 62 for selective torque transmission.
  • Clutch device 64 is designed as a disk clutch with a disk set 66 made from outer and inner disks. In the embodiment depicted, this is thereby a normally closed and wet- running disk clutch.
  • Clutch device 64 has an essentially tubular input side 68 in the form of an inner disk carrier, wherein input side 68 is essentially formed by axial section 58 of secondary element 54, and axial section 58 has for this purpose a corresponding rotary driving contour for the inner disks of disk set 66.
  • Axial section 58 forming input side 68 may thereby be designed as one piece with first radial section 56 and/or as one piece with second radial section 60 of secondary element 54; however, a two part or multi-part design is also possible.
  • clutch device 64 has an essentially tubular output side 70, which extends in axial direction 16, 18 and is designed as the outer disk carrier of clutch device 64.
  • output side 70 of clutch device 64 has a corresponding rotary driving contour for achieving a rotary entrainment between output side 70 and the outer disks of disk set 66.
  • Output side 70 extends in axial direction 18 up to tertiary element 62, to which output side 70 is connected in a rotationally fixed manner, wherein output side 70 may also be designed as one piece with tertiary element 62, as this is indicated in Figure 2.
  • Tertiary element 62 extends essentially in radial directions 20, 22, starting from the connection point at output side 70 of clutch device 64.
  • tertiary element 62 extends, starting from the end of output side 70 of clutch device 64 facing in radial direction 18, inward in radial direction 22 in a support section 72 up to a support hub 74.
  • Support section 72 consequently forms a common support section 72 for radial support of both output side 70 of clutch device 64 and also tertiary element 62, wherein, due to common support section 72, a particularly compact structure may be achieved with respect to the axial structural length of torque transmission device 8.
  • tertiary element 62 extends, starting from the end of output side 70 of clutch device 64 facing in axial direction 18, radially outward in radial direction 20 in another radial section 76, wherein radial section 76 has a toothing 78 on the end facing outward in radial direction 20, said toothing is to be discussed later in greater detail.
  • Tertiary element 62 is connected to an electric machine 82 via traction drive 80, shown in Figure 1, in such a way that tertiary element 62 is in rotary driving connection with electric machine 82.
  • electric machine 82 is arranged axially parallel to drivetrain 2.
  • Traction drive 80 is designed in the embodiment shown as a chain drive, so that this has a traction means 84 in the form of a chain 86. Chain 86 thereby encircles on the one side a gear wheel 88 of electric machine 82 and on the other side a gear wheel 90, which forms tertiary element 62 or is in rotary driving connection with tertiary element 62.
  • gear wheel 90 might, for example, be fixed on tertiary element 62.
  • tertiary element 62 is formed from gear wheel 90 or is designed as one piece with the same.
  • gear wheels 88, 90 are also designed as chain wheels, wherein previously mentioned toothing 78 on tertiary element 62 or gear wheel 90 engages in chain 86.
  • Electric machine 82 is arranged in such a way that this is adjustable by changing the tension of traction means 84 in the form of chain 86. Stated more precisely, the distance between axis of rotation 28 and the axis of electric machine 82 may be changed, wherein electric machine 82 may subsequently be locked while retaining the adjusted distance. Additional tensioning means are preferably omitted.
  • At least one additional vehicle component 92 is drivable or driven by traction means 84 in the form of chain 86.
  • additional vehicle component 92 has a corresponding input wheel 93 which is likewise designed as a chain wheel and engages in traction means 84 in the form of chain 86.
  • Additional vehicle component 92 is preferably a water pump, an air conditioning pump, and/or a pump for a power-assisted steering of the motor vehicle .
  • Tertiary element 62 or gear wheel 90 is supported via its support hub 74 with the aid of corresponding radial bearing 94 in radial direction 20, 22 on output side 6 of drive unit 4 and on primary element 32 of torsional vibration damper 30, wherein support hub 74 is additionally in rotary driving connection with an output side 10 of torque transmission device 8, wherein output side 10, which is designed here as an output hub, is detachably fixed on support hub 74, in this case by means of an intermeshing toothing 98.
  • Output side 10 is connected rotationally fixed to flexplate 12 extending essentially in radial direction 20, 22, so that - as is also clear from both Figures 1 and 2 - output side 10 of torque transmission device 8 is or may be brought via flexplate 12 into rotary driving connection with component 14 downstream in the torque transmission path.
  • additional component 14 is secured on flexplate 12 in axial directions 16, 18 via a securing ring 102 such that an expensive screwing of flexplate 12 to subsequent component 14 may be omitted.
  • flexplate 12 has for this purpose projecting lugs 104 on its end facing outward in radial direction 20, said lugs extend in axial direction 18 and are spaced apart from one another in circumferential direction 24, 26.
  • Connector 106 of subsequent component 14 has, in contrast, projecting lugs in radial direction 20, which may be pushed between projecting lugs 104 in order to achieve a positive locking rotary driving connection.
  • the axial securing of connector 106 on flexplate 12 is carried out, in contrast, via the previously mentioned securing ring 102.
  • torsional vibration damper 30, clutch device 64, tertiary element 62 or gear wheel 90, and also traction means 84 in the form of chain 86 are arranged in a common wet space 108.
  • Said wet space 108 is delimited in axial direction 16 in particular by a housing 110 of drive unit 4 and in axial direction 18 by a housing cover 112, wherein - as shown in Figure 1 - gear wheel 88 of electric machine 82 and input wheel 93 of additional vehicle component 92 are arranged within said wet space 108.
  • Torque transmission device 8 additionally has a clutch actuating device 114 to actuate clutch device 64.
  • Clutch actuating device 114 is arranged on the side of primary element 32 of torsional vibration damper 30 facing away from clutch device 64.
  • clutch actuating device 114 is arranged on the side of primary element 32 facing in axial direction 16 and clutch device 64 is arranged on the side of primary element 32 facing in axial direction 18.
  • Clutch actuating device 114 is a hydraulically drivable clutch actuating device in the form of a piston-cylinder arrangement, wherein the actuating piston - in this case designed as ring shaped - is arranged in the cylinder to be displaceable in axial direction 16, 18, wherein the actuating piston is also subsequently identified as output member 116 of clutch actuating device 114.
  • Clutch actuating device 114 is designed as stationary, in the present example is fixed or arranged on stationary housing 110, wherein is may be advantageous if clutch actuating device 114 is detachably arranged on stationary housing 110. Alternatively, however, at least the cylinder of clutch actuating device 114 may be designed as one piece or partially as one piece with housing 110.
  • Clutch actuating device 114 does not interact directly with clutch device 64 via its output member 116; rather, a force transmission device 118 is provided via which clutch actuating device 114 interacts with clutch device 64.
  • Said force transmission device 118 designed in this case in two parts, extends in axial direction 16, 18 through recesses 42 in primary element 32 and also through recesses 120 in second radial section 60 of secondary element 54.
  • Recesses 120 are arranged spaced apart from one another in circumferential direction 24, 26 in second radial section 60 of secondary element 54 and extend through the same in axial direction 16, 18.
  • force transmission device 118 is designed in at least two parts.
  • force transmission device 118 has a first force transmission element 122, which extends through recesses 42 in primary element 32.
  • First force transmission element 122 is designed to be separate or separated from a second force transmission element 124 which is supported or supportable in axial direction 16 on first force transmission element 122 and extends through recesses 120 in second radial section 60 of secondary element 54.
  • First force transmission element 122 has an annular section 126 extending in circumferential direction 24, 26, which is arranged on the side of primary element 32 facing in axial direction 18, wherein projecting support fingers 128 are arranged on annular section 126 in axial direction 16 which each extend through one of recesses 42 on the side of primary element 32 facing in axial direction 16 to achieve a rotary driving connection to primary element 32. Support fingers 128 thereby align in axial direction 16 with output member 116 of clutch actuating device 114.
  • first force transmission element 122 is float mounted on primary element 32 in axial direction 16, 18.
  • Second force transmission element 124 also has an annular section 130 extending in circumferential direction 24, 26 and support fingers 132 arranged on annular section 130 extending in axial direction 16, which extend in radial direction 16 through recesses 120 in second radial section 60 of secondary element 54 to achieve a rotary driving connection to secondary element 54, such that annular section 130 is arranged on the side of secondary element 54 facing in axial direction 18, while support fingers 132 each extend through individual recesses 120 on the side of secondary element 54 facing in axial direction 16 in order to be supported or supportable there on annular section 126 of first force transmission element 122.
  • annular section 130 of second force transmission element 124 further extends in radial direction 20 via axial section 58 of secondary element 54 forming input side 68 of clutch device 64 in order to function there as a pressure plate for disk set 66 of clutch device 64.
  • a wear-preventing and/or friction-reducing device 134 is arranged in axial direction 16, 18 between first force transmission element 122 or the ends of support fingers 128 facing in axial direction 16 on the one side and output member 116 of clutch actuating element 114 supported or supportable on first transmission element 122 on the other side; said wear-preventing and/or friction-reducing device takes into account the relative rotation between first force transmission element 122 with respect to output member 116 of clutch actuating device 114, which is also preferably designed to be stationary in circumferential direction 24, 26, and is thus non-rotatable .
  • Wear-preventing and/or friction-reducing device 134 may thereby be fixed either on first force transmission element 122 or on output member 116, wherein the former variant is implemented by way of example in the embodiment shown. Wear-preventing and/or friction-reducing device 134 may also be formed by a sliding lining in the embodiment shown, the material of which is selected in such a way that wear and friction are reduced in the area between first force transmission element 122 and output member 116 of clutch actuating device 114.
  • a wear-preventing and/or friction-reducing device 136 is also arranged in axial direction 16, 18 between first force transmission element 122 and second force transmission element 124, wherein in this case, it should also be a sliding lining which may be fixed either on support fingers 132 of second force transmission element 124 or on annular section 126 of first force transmission element 122.
  • Device 136 may, however, also alternatively be a wear-preventing and/or friction-increasing device 136, for example, a friction lining, particularly as by this means the friction between primary and secondary elements is increased during actuation of force transmission device 118, and thus the friction device, to be described later in greater detail, may be unloaded.
  • clutch device 64 is a normally closed disk clutch.
  • a spring device 138 - in this case in the form of a disk spring - is provided for closing clutch device 64 when this is not actuated or opened by clutch actuating device 114.
  • Specified spring device 138 functions between second radial section 60 of secondary element 54 on the one side and disk set 66 of clutch device 64 on the other side.
  • spring device 138 is supported or supportable in axial direction 18 on second radial section 60 and in axial direction 16 on disk set 66 of clutch device 64.
  • the support is not carried out directly in this case.
  • a support ring 140 detachably fixed on second radial section 60, is provided on which spring device 138 is supported or supportable in axial direction 18, while the support of spring device 138 on disk set 66 of clutch device 64 is carried out via previously mentioned second force transmission element 124 which thus - as already previously mentioned - also forms the pressure plate pressible against disk set 66.
  • disk set 66 is supported in axial direction 16 on first radial section 56 of secondary element 54, wherein a supporting projection 142 projecting in axial direction 18 is provided on first radial section 56 of secondary element 54 for this purpose.
  • torque transmission device 8 has a friction device 144 which is provided and functions between primary element 32 and secondary element 54.
  • friction device 144 causes an increased friction between primary element 32 and secondary element 54.
  • friction element 144 is arranged between second radial section 60 of secondary element 54 and first radial section 34 of primary element 32.
  • Friction device 144 thereby has an annular friction lining carrier 146, detachably fixed on primary element 32, which friction lining carrier is in rotary driving connection with primary element 32 via rotary driving contours on friction lining carrier 146 and on primary element 32 that correspond with one another.
  • Friction lining 146 is fixed on primary element 32 in axial direction 18 by means of a securing ring 148, wherein the support of friction lining carrier 146 in axial direction 18 is carried out on securing ring 148 via an, in this case, annular, intermediate piece 150.
  • a friction lining 147 is fixed on the side of friction lining carrier 146 facing secondary element 54 in axial direction 16; secondary element 54 or its second radial section 60 is supportable in axial direction 18 on this friction lining when clutch device 64 is actuated.
  • intermediate piece 150 By selecting intermediate piece 150 with a corresponding extension in axial direction 16, 18, the relative position of friction lining carrier 146 to secondary element 54 may be exactly preadjusted, wherein the intermediate piece may also be identified analogously here as a spacer or a spacer ring.
  • intermediate piece 150 as shown in Figure 2, equally functions as a protection against the expansion of securing ring 148 and thus as a rotational securing piece. It has hereby proven advantageous that intermediate piece 150 is designed as a sheet metal part or as a formed sheet metal part.
  • a rotational vibration absorber 152 may be provided on primary element 32, secondary element 54, and/or tertiary element 62 or gear wheel 90, as this is indicated by way of example in the embodiment shown by means of rotational vibration absorber 152 on tertiary element 62 or gear wheel 90.
  • such a rotational vibration absorber 152 would have at least one inertial mass part 154, movable relative to primary element 32, secondary element 54, or, as shown here, tertiary element 62 or gear wheel 90, or rotatable in circumferential direction 24, 26 about axis of rotation 28, wherein a, likewise elastic, return device may be assigned to such an inertial mass part 154, such a return device being known from the prior art yet not depicted in Figure 2.
  • primary element 32 is fixable or fixed on output side 6 of drive unit 4 via fastening openings 36 and by means of fastening means 38.
  • multiple assembly openings 156 are provided in tertiary element 62 or gear wheel 90, stated more precisely in common support section 72 of the same, said assembly openings extend in axial direction 16, 18 through specified support section 72 and are arranged aligned at least with some of fastening openings 36 in primary element 32.
  • Specified assembly openings 156 may function for guiding through not only fastening means 38, but also the associated tools for actuating fastening means 38.
  • the number of assembly openings 156 is lower than the number of fastening openings 36.
  • at least one of assembly openings 156 may be arranged in successive alignment with at least two fastening openings 36 by rotating tertiary element 62 or gear wheel 90 relative to primary element 32.
  • a first fastening opening 36 or a first fastening means 38 is accessible in a first relative rotational position via assembly opening 156, while another or a second fastening opening 36 and a second fastening means 38 is accessible via the same assembly opening 156 in the second relative rotational position.
  • torque transmission device 8 Another feature of torque transmission device 8 consists in that clutch device 64 or its disk set 66 is arranged in radial direction 20, 22 nested with spring device 52 of torsional vibration damper 30. This correspondingly applies for friction device 144 and clutch device 64 or its disk set 66. Both have the advantage of a lower axial structural length. [0059] Subsequently, additional features of torque transmission device 8 and its functionality are described in greater detail with reference to Figures 1 and 2.
  • torsional vibration damper 30 causes a damping of the torsional vibrations originating from drive unit 4, wherein rotational vibration absorber 152 also contributes to absorbing of rotational vibrations.
  • the at least one additional vehicle component 92 and gear wheel 88 of electric machine 82 are driven via traction drive 80, thus gear wheel 90 and traction means 84 in the form of chain 86, in generator operation, wherein, however, electric machine 82 may also be operated as a motor in order to support drive unit 4 in the sense of a boost function.
  • Output member 116 or the actuating piston of clutch actuating device 114 is in the output position shown in Figure 2, i.e., retracted in axial direction 16 so that no contact exists between output member 116 and first force transmission element 122.
  • First force transmission element 122 is also correspondingly designed so that such contact does not occur between first force transmission element 122 and output member 116.
  • a spring device 158 is assigned to the same, formed here by way of example by an annular corrugated spring, which is supported in axial direction 18 on a support ring 160 detachably fixed on the housing of clutch actuating device 114 and in opposite axial direction 16 on output member 116.
  • a closed clutch device 64 a closed force flow is achieved via spring device 138, second force transmission element 124, disk set 66, first radial section 56, axial section 58, second radial section 60, and support ring 140, on which spring device 138 is supported in turn. [0061] If drive train 2 is only to be driven via electric machine 82 operating as a motor, then clutch device 64 must be opened.
  • hydraulic pressure is applied to hydraulically operated clutch actuating device 114 or the pressure chamber assigned to output member 116 in the form of the actuating piston so that output member 116 is displaced in axial direction 18 against the reset force of spring device 158.
  • output member 116 contacts wear-preventing and/or friction reducing device 134, in this case the sliding lining, on first force transmission element 122 which is consequently likewise displaced in axial direction 18.
  • First force transmission element 122 via wear-preventing and/or friction reducing device 136, additionally presses against second force transmission element 124 which consequently is displaced in axial direction 18 against the reset force of spring device 138. This results in that second force transmission element 124, which functions equally as the pressure plate for disk set 66, is no longer pressed against disk set 66 so that clutch device 64 is opened.
  • second radial section 60 of secondary element 54 is likewise forced in axial direction 18, by which means friction device 144 becomes active in that it increases the friction between secondary element 54 and primary element 32.
  • Output side 10 of torque transmission device 8 may be driven by electric machine 82 in motor operation by means of traction drive 80, wherein the at least one additional vehicle component 92 may also be driven by electric machine 82 in motor operation via traction drive 80.
  • the previously mentioned radial bearing for supporting secondary element 54 on primary element 32 is a slide bearing with secondary-element-side sliding surface 48 and primary-element-side sliding surface 46 assigned to secondary-element-side sliding surface 48.
  • secondary-element-side sliding surface 48 is formed by an essentially tubular carrier element 162, fixed on secondary element 54, with a sliding layer 164 arranged thereon, the sliding layer comprises a different material from the carrier element 162 and is preferably designed as a Teflon layer.
  • Sliding layer 164 may also be formed by a sliding lining, among others .
  • primary element 32 and secondary element 54 are torsionally elastically coupled to one another by a spring device 52 which is arranged in accommodation space 50 of primary element 32.
  • Accommodation space 50 is delimited outwardly in radial direction 20 and in axial directions 16, 18 by primary element 32.
  • primary element 32 has a delimiting section 166, extending in radial direction 20, 22 and facing tertiary element 62 or gear wheel 90 in axial direction 18, in which delimiting section multiple window-like openings 168 are provided spaced apart from one another in circumferential direction 24, 26.
  • delimiting section 166 may satisfy its function for retaining spring device 52, while coolant and/or lubricant, preferably oil, may be supplied out of accommodation space 50 in a targeted way to tertiary element 62 or gear wheel 90, consequently to the traction drive and traction means 84 via at least one opening 168.
  • coolant and/or lubricant preferably oil

Abstract

The present invention relates to a torque transmission device (8) for the drivetrain (2) of a motor vehicle comprising a torsional vibration damper (30), which has a primary element (32) and a secondary element (54) which are torsionally elastically coupled to one another, a tertiary element (62), and a clutch device (64) between the secondary element (54) and the tertiary element (62) for selective torque transmission, wherein the tertiary element (62) is in rotary driving connection with an electric machine (82) via a traction drive (80). The present invention further relates to a drivetrain comprising such a torque transmission device (8).

Description

TORQUE TRANSMISSION DEVICE FOR THE DRIVETRAIN OF A MOTOR VEHICLE AND DRIVETRAIN COMPRISING SUCH A TORQUE TRANSMISSION DEVICE
Description
[0001] The present invention relates to a torque transmission device for a drivetrain of a motor vehicle, in particular for the drivetrain of a hybrid vehicle. The present invention further relates to a drivetrain comprising such a torque transmission device. [0002] Torque transmission devices for the drivetrain of hybrid vehicles are known from practice which have a torsional vibration damper comprising a primary element and a secondary element which are coupled to one another in a torsionally elastic manner, a tertiary element, and a clutch device for selective torque transmission between the secondary element and the tertiary element, wherein the clutch devices are most often designed as simple separating clutches in order to decouple the torsional vibration damper, which is driven by an internal combustion engine, from the tertiary element in the case that the drivetrain is now to be driven by an electric machine instead of the internal combustion engine.
[0003] It is an object of the present invention to refine a torque transmission device of the generic type in such a way that this has a particularly simple and compact, thus space-saving, structure. In addition, the underlying object of the present invention is to create a drivetrain for a motor vehicle, in particular for a hybrid vehicle, which has such an advantageous torque transmission device.
[0004] This problem is solved by the features listed in Patent Claims 1 or 14. Advantageous embodiments of the invention are the subject matter of the subclaims. [0005] The torque transmission device according to the invention is designed for the drivetrain of a motor vehicle, in particular for the drivetrain of a hybrid vehicle. Thus, the torque transmission device has a torsional vibration damper which has a primary element and a secondary element which are torsionally elastically coupled to one another. Thus, the primary element may also be referred to as the input side of the torsional vibration damper, while the secondary element may be referred to as the output side of the torsional vibration damper, wherein within the drivetrain, the torque from the drive unit of the motor vehicle, thus, for example, the internal combustion engine, is applied to the primary element or the input side, if necessary by means of a flywheel or another intermediary component. In addition, the torque transmission device has a tertiary element arranged downstream of the secondary element in the torque transmission path, wherein a clutch device is additionally provided between the secondary element and the tertiary element for selective torque transmission. Thus, the clutch device may, for example, be designed as a separating clutch, wherein the clutch device is preferably a disk clutch, particularly preferably a normally closed disk clutch. The tertiary element is additionally in rotary driving connection with an electric machine via a traction drive, wherein the electric machine is preferably operable as a generator and motor to produce a drivetrain for a hybrid vehicle.
[0006] In one preferred embodiment of the torque transmission device according to the invention, a clutch actuating device is provided for actuating the clutch device. The clutch actuating device is preferably a hydraulically operable clutch actuating device. Thus, the clutch actuating device may be formed, for example, by a piston-cylinder arrangement whose output member is formed by the piston of the piston-cylinder arrangement.
[0007] In one advantageous embodiment of the torque transmission device according to the invention, the clutch actuating device is arranged on the side of the primary element facing away from the clutch device. By this means, the force of the clutch actuating device must indeed be transmitted past the primary element to the clutch device; however, the aforementioned arrangement enables a particularly compact structure of the torque transmission device and a good accessibility of the clutch actuating device for the purpose of operating or controlling the same. Thus, for example, a hydraulic clutch actuating device, if necessary in the form of the piston-cylinder arrangement, may be supplied particularly quickly and easily with the corresponding hydraulic fluid, if necessary via the adjacent housing of an internal combustion engine. [0008] In order to further simplify the structure and in particular to prevent the occurrence of centrifugal oil pressure within the corresponding pressure chamber of the cylinder in a hydraulic clutch actuating device, the clutch actuating device is designed to be stationary. Thus, the clutch actuating device may be arranged, for example, on a stationary housing, wherein it may be advantageous in this case if the clutch actuating device is arranged detachably on the specified housing, for example, a housing of an internal combustion engine. Alternatively, the clutch actuating device may also, however, be designed as one piece with the specified stationary housing. Thus, for example, the cylinder of a clutch actuating device in the form of a piston-cylinder arrangement might be designed as one piece with the stationary housing.
[0009] In one particularly preferred embodiment of the torque transmission device according to the invention, the clutch actuating device interacts with the clutch device via a force transmission device in order to be able to cause an actuation of the clutch device, in particular in an arrangement of the clutch actuating device on the side of the primary element facing the clutch device. For this purpose, the force transmission device extends through at least one recess in the primary element. It is hereby preferred if the force transmission device extends through at least two or more recesses in the primary element, wherein the recesses are preferably designed like windows. Depending on the embodiment variant of the secondary element, it is also potentially advantageous if the force transmission device also extends through at least one recess in the secondary element in order to circumvent the primary and also the secondary element in the most direct path. It is also hereby advantageous if at least two or more recesses are provided in the secondary element, through which the force transmission device may extend in order to be able to actuate the clutch device via the force transmission device. In addition, it is preferred if the force transmission device extends in the axial direction through corresponding axially formed recesses in the primary element, if necessary also in the secondary element, in order to guarantee a secure force transmission by the force transmission device. [0010] In one particularly advantageous embodiment of the torque transmission device according to the invention, the force transmission device has a first force transmission element, which extends through the at least one recess in the primary element, and a second force transmission element, designed as separate from the first force transmission element and is supported or supportable on the first force transmission element. This has the advantage that only relatively small recesses must be provided in the primary element to guide the first force transmission element through, particularly as the relative rotation of the secondary element or tertiary element relative to the primary element does not need to be considered in the design of the recesses. Consequently, a particularly rigid or stable primary element is created in this way for the torsional vibration damper, while, in addition, a relatively direct force transmission from the clutch actuating device to the clutch device via the force transmission device is possible. In this embodiment, it is additionally preferred if the specified second force transmission element extends through the previously mentioned at least one recess in the secondary element, wherein, due to the separation of the first force transmission element and the second force transmission element, the recesses in the secondary element may also be designed to be relatively small, particularly as the relative rotation between the primary element and secondary element may remain unconsidered. This simplifies not only the manufacturing of the torsional vibration damper; moreover a particularly stable secondary element of the torsional vibration damper is also created.
[0011] In another preferred embodiment of the torque transmission device according to the invention, a wear- preventing and/or friction reducing device is arranged between the first force transmission element and an output member of the clutch device supported or supportable on the first force transmission element. This takes into account the fact that a relative rotation takes place between the first force transmission element and the output member of the clutch actuating device, in particular if the output member of the clutch actuating device is designed to be stationary, as this is additionally preferred. A rolling bearing for rotary driving connection qualifies as the wear-preventing and/or friction reducing device, thus, for example an engagement bearing. In the sense of a particularly compact structure of the torque transmission device, it is however preferred, if the wear-preventing and/or friction reducing device is formed by a sliding lining, which is made from a corresponding material to reduce the wear and the friction at the contact points between the first force transmission element and the output member of the clutch actuating device. The sliding lining may, for example, be fixed on the first force transmission element or on the output member of the clutch actuating device.
[0012] In another embodiment of the torque transmission device according to the invention, a wear- preventing and/or friction reducing device is provided between the first force transmission element and the second force transmission element in order to take into account a relative rotational movement between the primary element on one side and the secondary element or tertiary element on the other side. In this embodiment, it is also preferred if the wear-preventing and/or friction reducing device is formed by a sliding lining. This sliding lining may be fixed either on the first force transmission element or on the second force transmission element.
[0013] In another advantageous embodiment of the torque transmission device according to the invention, the first force transmission element and/or the second force transmission element has an annular section and support fingers, arranged on the annular section, which extend through the recesses in the primary element and/or the secondary element. The support fingers are preferably arranged uniformly spaced apart from one another in the circumferential direction and/or designed as axial fingers which extend through corresponding axial recesses in the primary element and/or secondary element. In this embodiment, it is additionally preferred if the first force transmission element and/or the second force transmission element is float mounted on the primary element and/or secondary element in order to achieve a particularly simple structure.
[0014] In another particularly advantageous embodiment of the torque transmission device according to the invention, a friction device is provided between the primary element and the secondary element; said friction device causes an increased friction between the primary element and the secondary element during actuation of the clutch device, preferably during opening of the same or in the open state of the same.
[0015] In another advantageous embodiment of the torque transmission device according to the invention, the friction device between the primary element and the secondary element has a friction lining on the primary element or the secondary element, against said friction lining the secondary element or the primary element may be pressed. In contrast to the previously mentioned sliding lining, the friction lining is preferably formed from a material that acts to increase friction. In this embodiment, it is preferred if the friction lining is fixed in a friction lining carrier, for example, an annular disk, wherein the friction lining carrier is fastened on the primary element or secondary element in order to simplify the assembly. In this embodiment, it is additionally preferred if the friction lining carrier, on which the friction lining is fixed, is fastened by means of a securing ring on the primary element or the secondary element. The provision of the friction lining on a friction lining carrier initially separate from the primary element of the secondary element additionally has the advantage that a spacer may be provided between the securing ring or another fastening means in order to be able to exactly determine the distance between the friction lining and the opposing secondary or primary element .
[0016] In another advantageous embodiment of the torque transmission device according to the invention, the tertiary element is formed by a gear wheel of the traction drive, preferably a chain wheel, wherein the tertiary element may alternatively be in rotary driving connection with such a gear wheel of the traction drive. In the latter case, the gear wheel of the traction drive is preferably fixed on the tertiary element and/or alternatively is radially supported or supportable via the tertiary element.
[0017] In another advantageous embodiment of the torque transmission device according to the invention, the traction drive has a traction means in the form of a chain, so that the traction drive may also be called a chain drive, which has corresponding chain wheels and chain. In contrast to traction drives, in which a belt or a band is used as the traction means, a particularly secure transmission of the torque is possible in a traction drive in the form of a chain drive, without necessitating an expensive tensioning of the traction means, by which means the structure of the torque transmission device is further simplified.
[0018] In another advantageous embodiment of the torque transmission device according to the invention, the electric machine is adjustable by adjusting the tension of a traction means of the traction drive. If, for example, an axially parallel electric machine is provided, then this may be adjusted by changing the spacing between the axis of the electric machine and the axis of the drivetrain. If the traction means if formed by a chain, as this has already been previously indicated, then it is additionally advantageous in this embodiment if no other tensioning devices are provided for tensioning the chain in order to maintain the structure of the torque transmission device particularly simple, without, however, limiting the functionality of the traction drive. [0019] In another advantageous embodiment of the torque transmission device according to the invention, at least one additional vehicle component, preferably a pump, particularly preferably a water pump, and air conditioning pump, and/or a pump for power assisted steering, is driven or drivable via the traction means, wherein the traction means of the traction drive, as already previously explained, is preferably a chain.
[0020] In another advantageous embodiment of the torque transmission device according to the invention, the clutch device is a disk clutch. The disk clutch is preferably a normally closed and/or a wet-running disk clutch .
[0021] In another advantageous embodiment of the torque transmission device according to the invention, an output side of the disk clutch forming the clutch device, if necessary a disk carrier or outer disk carrier, and the tertiary element, if necessary the gear wheel, have a common support section for radial support of the output side of the disk clutch and the tertiary element. It is hereby preferred if the common support section extends essentially in the radial direction, and particularly preferably is fixed radially inward at a support hub. [0022] In another advantageous embodiment of the torque transmission device according to the invention, the output side of the disk clutch and the tertiary element are designed as one piece with one another. Alternatively, the initially separate output side of the disk clutch may, however, also have been fixed on the tertiary element.
[0023] In another advantageous embodiment of the torque transmission device according to the invention, an input side of the disk clutch, if necessary a disk carrier or inner disk carrier, is arranged or fixed on the secondary element or designed as one piece with the secondary element. [0024] In another advantageous embodiment of the torque transmission device according to the invention, a radial section, connected rotationally fixed to the secondary element, if necessary via the input side of the clutch device, extends inwardly in the radial direction via the input side of the clutch device or the disk clutch. Such a radial section may, for example, be designed together with the input side of the clutch device as one piece with the secondary element of the torsional vibration damper. In each case, the radial section is suited for the arrangement of additional functional components of the torque transmission device.
[0025] In another advantageous embodiment of the torque transmission device according to the invention, the recesses for the force transmission device, if necessary for the second force transmission element, are provided in the radial section so that axial recesses are analogously formed, through which the force transmission device, if necessary the second force transmission element, may extend in the axial direction. [0026] In another advantageous embodiment of the torque transmission device according to the invention, a spring device acts to close the clutch device between the radial section on the one side and the clutch device on the other side. It is hereby preferred if the spring device, which may, for example, be a disk spring, is not directly supported or supportable on the radial section, but instead indirectly via a support ring fixed on the radial section, wherein the support ring is preferably detachably fixed on the radial section. In addition, it is preferred if the spring device does not interact directly with the clutch device or its disks, but instead acts on the clutch device or its disks via the second force transmission element. Analogously, the second force transmission element or its annular section similarly forms a pressure plate for the clutch device or the disk set of the clutch device.
[0027] In another advantageous embodiment of the torque transmission device according to the invention, the previously mentioned friction device is arranged between the radial section and the primary element in order to enable a space-saving arrangement of the friction device.
[0028] In another preferred embodiment of the torque transmission device according to the invention, the torsional vibration damper, the clutch device, and the tertiary element, if necessary the gear wheel, are arranged in a common wet space. It is hereby preferred if a traction means of the traction drive, thus, for example, the previously mentioned chain, is also arranged in the common wet space. In addition, it is preferred in this embodiment if the wet space is delimited by a housing or housing section of the drive unit, thus, for example, of the internal combustion engine, and a housing cover which is fixed on the specified housing of the drive unit.
[0029] In another preferred embodiment of the torque transmission device according to the invention, an output side of the torque transmission device may be brought into rotary driving connection with a component downstream in the torque transmission path via a flexplate, said component is preferably another clutch device, a torque converter, and/or a transmission. The component is thereby fastened to the flexplate via a securing ring. While flexplates are conventionally screwed to the downstream component, a simple securing ring is used here in order to cause a fastening or fastenability in the axial direction. The rotary driving connection may hereby be carried out in a positive locking way. In each case, this enables a particularly simple assembly and disassembly.
[0030] In another preferred embodiment of the torque transmission device according to the invention, the primary element is fixed or fixable on the output side of the drive unit via multiple fastening openings in the primary element. Assembly openings are thereby provided in the tertiary element, if necessary the gear wheel, arranged in alignment with the fastening openings. However, the number of assembly openings is lower than the number of fastening openings, wherein at least one of the assembly openings may be arranged in alignment with at least two fastening openings by rotating the tertiary element relative to the primary element. By this means, one assembly opening may be analogously used for two or more fastening openings, in order to guide a corresponding fastening means and fastening tool through, without having to provide a plurality of assembly openings which would weaken the tertiary element, if necessary, the gear wheel. A number of assembly openings has proven to be hereby advantageous which corresponds to half of the number of the fastening openings or fewer. [0031] In another preferred embodiment of the torque transmission device according to the invention, a torsional vibration absorber is arranged on the primary element, the secondary element, or the tertiary element, if necessary, the gear wheel, in order to be able to prevent any torsional vibrations more effectively than through the torsional vibration damper alone. The torsional vibration absorber has, in this case, preferably at least one inertial mass part moveable or rotatable relative to the primary element, secondary element, or tertiary element, if necessary, gear wheel; however, said inertial mass part is itself not arranged in the torque transmission path of the drivetrain or the torque transmission device. A reset device, like a spring device, may be assigned to the at least one inertial mass part .
[0032] In another preferred embodiment of the torque transmission device according to the invention, the secondary element of the torsional vibration damper is supported on the primary element by means of a radial bearing, preferably a slide bearing. The embodiment of the radial bearing as a slide bearing enables the mounting to be provided relatively far outward in the radial direction, without causing a particularly high design expense. In this embodiment, if is additionally preferred if the slide bearing has a secondary-element- side sliding surface and a primary element sliding side surface assigned to the secondary-element-side sliding surface, of which one is formed by a support element with a sliding layer arranged thereon, if necessary, a Teflon layer, and the support element is fixed on the secondary element or the primary element.
[0033] In another preferred embodiment of the torque transmission device according to the invention, the primary element and the secondary element are torsionally elastically coupled by the spring element, which is preferably arranged in an accommodation space of the primary or secondary element, said accommodation space is delimited outward in the radial direction and in the axial directions by the primary or secondary element, wherein at least one, if necessary, window-like opening is provided in a delimiting section of the primary or secondary element facing the tertiary element or gear wheel in the axial direction. The latter has the advantage that the delimiting section of the primary or secondary element may satisfy its function of retaining the spring element, whereas the coolant and/or lubricant, preferably oil, may be supplied in a targeted way out of the accommodation space to the tertiary element or gear wheel, consequently to the traction drive and the traction means via the at least one opening, which effects not only an improved lubrication, but also a fast removal of the coolant and/or lubricant. It is hereby preferred if multiple openings, spaced apart from one another in the circumferential direction, are provided in the delimiting section.
[0034] The drivetrain according to the invention for a motor vehicle has a drive unit, preferably an internal combustion engine, and a torque transmission device of the type according to the invention arranged between the drive unit and a transmission. [0035] The invention will be subsequently described in greater detail with the aid of an exemplary embodiment with reference to the appended drawings.
Figure 1 shows a schematic representation of one embodiment of a drivetrain with a torque transmission device, and Figure 2 shows a partial side view of the torque transmission device from Figure 1 in more detail in a cutaway view.
[0036] Figure 1 shows a schematic representation of a drivetrain 2 for a motor vehicle, more specifically, for a hybrid vehicle. Drivetrain 2 has a drive unit 4 in the form of an internal combustion engine. The output side 6 of drive unit 4 is coupled to a torque transmission device 8, whose structure will be discussed in greater detail later with reference to Figure 2. An output side 10 of torque transmission device 8 is, in contrast, connected via a flexplate 12 to a component 14 downstream in the torque transmission path, for example, another clutch device, a torque converter, and/or a transmission, so that a rotary driving connection is established.
[0037] Figure 2 shows previously mentioned torque transmission device 8 in detail. In the figure, the opposite axial directions 16, 18, the opposite radial directions 20, 22, and the opposite circumferential directions 24, 26 are indicated by corresponding arrows, wherein circumferential directions 24, 26 may also be designated as rotational directions, and axis of rotation 28 torque transmission device 8 is indicated in Figure 2.
[0038] Torque transmission device 8 has a torsional vibration damper 30. Torsional vibration damper 30 has an input-side primary element 32. Primary element 32 is connected in a rotationally fixed way inward in radial direction 22 to output side 6 of drive unit 4, for example to the crankshaft end, via a first radial section 34. For this purpose, multiple fastening openings 36 are provided in first radial section 34 spaced apart from one another in circumferential direction 24, 26 and extending in axial direction 16, 18 through first radial section 34, and into which openings fastening means 38, in this case in the form of screws, are inserted in order to fasten primary element 32 on output side 6 of drive unit 4.
[0039] First radial section 34 extends outward in radial direction 20 up to an axial section 40, wherein multiple recesses 42 are provided in first radial section 34 spaced apart from one another in circumferential direction 24, 26, which will be discussed later in more detail. Specified recesses 42 extend in radial direction 16, 18 through first radial section 34 of primary element 32. Axial section 40 extends, starting from the end of first radial section 34 facing in radial direction 20, in axial direction 16 up to a second radial section 44, which extends further outward in radial direction 20. Axial section 40 forms a primary-element-side sliding surface 46 facing outward in radial direction 20, said sliding surface is assigned to a secondary-element-side sliding surface 48 on the secondary element of torsional vibration damper 30, to be described later in greater detail . [0040] The end of second radial section 44 lying outward in radial direction 20 surrounds an accommodation space 50 of torsional vibration damper 30 in axial direction 16, 18 and outward in radial direction 20, wherein accommodation space 50 is an accommodation space extending essentially in circumferential direction 24, 26. Accommodation space 50 functions to accommodate a spring device 52 which may be, for example, multiple helical springs. Spring device 52 functions in the torsionally elastic coupling of primary element 32 to a secondary element 54 of torsional vibration damper 30.
[0041] Secondary element 54 has a first radial section 56 which extends outward in radial direction 20 into accommodation space 50 and inward in radial direction 22 up to an axial section 58 of secondary element 54. Axial section 58 extends, starting from first radial section 56, in axial direction 18, wherein axial section 58 is supported inwardly in radial direction 22 at least partially on primary-element-side sliding surface 46 via secondary-element-side sliding surface 48. A radial bearing between secondary element 54 and primary element 32 is thus provided here, which will be described later in greater detail. A second radial section 60, which extends, starting from axial section 58 further inward in radial direction 22, connects to the end of axial section 58 facing in axial direction 18. [0042] In addition, torque transmission device 8 has a tertiary element 62, wherein a clutch device 64 is provided between secondary element 54 and tertiary element 62 for selective torque transmission. Clutch device 64 is designed as a disk clutch with a disk set 66 made from outer and inner disks. In the embodiment depicted, this is thereby a normally closed and wet- running disk clutch. Clutch device 64 has an essentially tubular input side 68 in the form of an inner disk carrier, wherein input side 68 is essentially formed by axial section 58 of secondary element 54, and axial section 58 has for this purpose a corresponding rotary driving contour for the inner disks of disk set 66. Axial section 58 forming input side 68 may thereby be designed as one piece with first radial section 56 and/or as one piece with second radial section 60 of secondary element 54; however, a two part or multi-part design is also possible. In addition, clutch device 64 has an essentially tubular output side 70, which extends in axial direction 16, 18 and is designed as the outer disk carrier of clutch device 64. For this purpose, output side 70 of clutch device 64 has a corresponding rotary driving contour for achieving a rotary entrainment between output side 70 and the outer disks of disk set 66. Output side 70 extends in axial direction 18 up to tertiary element 62, to which output side 70 is connected in a rotationally fixed manner, wherein output side 70 may also be designed as one piece with tertiary element 62, as this is indicated in Figure 2.
[0043] Tertiary element 62 extends essentially in radial directions 20, 22, starting from the connection point at output side 70 of clutch device 64. Thus, tertiary element 62 extends, starting from the end of output side 70 of clutch device 64 facing in radial direction 18, inward in radial direction 22 in a support section 72 up to a support hub 74. Support section 72 consequently forms a common support section 72 for radial support of both output side 70 of clutch device 64 and also tertiary element 62, wherein, due to common support section 72, a particularly compact structure may be achieved with respect to the axial structural length of torque transmission device 8. In addition, tertiary element 62 extends, starting from the end of output side 70 of clutch device 64 facing in axial direction 18, radially outward in radial direction 20 in another radial section 76, wherein radial section 76 has a toothing 78 on the end facing outward in radial direction 20, said toothing is to be discussed later in greater detail.
[0044] Tertiary element 62 is connected to an electric machine 82 via traction drive 80, shown in Figure 1, in such a way that tertiary element 62 is in rotary driving connection with electric machine 82. As is clear from Figure 1, electric machine 82 is arranged axially parallel to drivetrain 2. Traction drive 80 is designed in the embodiment shown as a chain drive, so that this has a traction means 84 in the form of a chain 86. Chain 86 thereby encircles on the one side a gear wheel 88 of electric machine 82 and on the other side a gear wheel 90, which forms tertiary element 62 or is in rotary driving connection with tertiary element 62. In the latter case, gear wheel 90 might, for example, be fixed on tertiary element 62. In the embodiment shown according to Figure 2, however, tertiary element 62 is formed from gear wheel 90 or is designed as one piece with the same. Due to the fact that traction drive 80 is designed as a chain drive in the embodiment shown, gear wheels 88, 90 are also designed as chain wheels, wherein previously mentioned toothing 78 on tertiary element 62 or gear wheel 90 engages in chain 86. Electric machine 82 is arranged in such a way that this is adjustable by changing the tension of traction means 84 in the form of chain 86. Stated more precisely, the distance between axis of rotation 28 and the axis of electric machine 82 may be changed, wherein electric machine 82 may subsequently be locked while retaining the adjusted distance. Additional tensioning means are preferably omitted.
[0045] In addition, it is clear from Figure 1 that at least one additional vehicle component 92 is drivable or driven by traction means 84 in the form of chain 86. For this purpose, additional vehicle component 92 has a corresponding input wheel 93 which is likewise designed as a chain wheel and engages in traction means 84 in the form of chain 86. Additional vehicle component 92 is preferably a water pump, an air conditioning pump, and/or a pump for a power-assisted steering of the motor vehicle .
[0046] Tertiary element 62 or gear wheel 90 is supported via its support hub 74 with the aid of corresponding radial bearing 94 in radial direction 20, 22 on output side 6 of drive unit 4 and on primary element 32 of torsional vibration damper 30, wherein support hub 74 is additionally in rotary driving connection with an output side 10 of torque transmission device 8, wherein output side 10, which is designed here as an output hub, is detachably fixed on support hub 74, in this case by means of an intermeshing toothing 98. Output side 10 is connected rotationally fixed to flexplate 12 extending essentially in radial direction 20, 22, so that - as is also clear from both Figures 1 and 2 - output side 10 of torque transmission device 8 is or may be brought via flexplate 12 into rotary driving connection with component 14 downstream in the torque transmission path. As is clear from Figure 2, additional component 14 is secured on flexplate 12 in axial directions 16, 18 via a securing ring 102 such that an expensive screwing of flexplate 12 to subsequent component 14 may be omitted. As is clear from Figure 2, flexplate 12 has for this purpose projecting lugs 104 on its end facing outward in radial direction 20, said lugs extend in axial direction 18 and are spaced apart from one another in circumferential direction 24, 26. Connector 106 of subsequent component 14 has, in contrast, projecting lugs in radial direction 20, which may be pushed between projecting lugs 104 in order to achieve a positive locking rotary driving connection. The axial securing of connector 106 on flexplate 12 is carried out, in contrast, via the previously mentioned securing ring 102.
[0047] As is clear from Figures 1 and 2, torsional vibration damper 30, clutch device 64, tertiary element 62 or gear wheel 90, and also traction means 84 in the form of chain 86 are arranged in a common wet space 108. Said wet space 108 is delimited in axial direction 16 in particular by a housing 110 of drive unit 4 and in axial direction 18 by a housing cover 112, wherein - as shown in Figure 1 - gear wheel 88 of electric machine 82 and input wheel 93 of additional vehicle component 92 are arranged within said wet space 108.
[0048] Torque transmission device 8 additionally has a clutch actuating device 114 to actuate clutch device 64. Clutch actuating device 114 is arranged on the side of primary element 32 of torsional vibration damper 30 facing away from clutch device 64. In other words, clutch actuating device 114 is arranged on the side of primary element 32 facing in axial direction 16 and clutch device 64 is arranged on the side of primary element 32 facing in axial direction 18. Clutch actuating device 114 is a hydraulically drivable clutch actuating device in the form of a piston-cylinder arrangement, wherein the actuating piston - in this case designed as ring shaped - is arranged in the cylinder to be displaceable in axial direction 16, 18, wherein the actuating piston is also subsequently identified as output member 116 of clutch actuating device 114. Clutch actuating device 114 is designed as stationary, in the present example is fixed or arranged on stationary housing 110, wherein is may be advantageous if clutch actuating device 114 is detachably arranged on stationary housing 110. Alternatively, however, at least the cylinder of clutch actuating device 114 may be designed as one piece or partially as one piece with housing 110.
[0049] Clutch actuating device 114 does not interact directly with clutch device 64 via its output member 116; rather, a force transmission device 118 is provided via which clutch actuating device 114 interacts with clutch device 64. Said force transmission device 118, designed in this case in two parts, extends in axial direction 16, 18 through recesses 42 in primary element 32 and also through recesses 120 in second radial section 60 of secondary element 54. Recesses 120 are arranged spaced apart from one another in circumferential direction 24, 26 in second radial section 60 of secondary element 54 and extend through the same in axial direction 16, 18.
[0050] As already previously indicated, force transmission device 118 is designed in at least two parts. Thus, force transmission device 118 has a first force transmission element 122, which extends through recesses 42 in primary element 32. First force transmission element 122 is designed to be separate or separated from a second force transmission element 124 which is supported or supportable in axial direction 16 on first force transmission element 122 and extends through recesses 120 in second radial section 60 of secondary element 54. [0051] First force transmission element 122 has an annular section 126 extending in circumferential direction 24, 26, which is arranged on the side of primary element 32 facing in axial direction 18, wherein projecting support fingers 128 are arranged on annular section 126 in axial direction 16 which each extend through one of recesses 42 on the side of primary element 32 facing in axial direction 16 to achieve a rotary driving connection to primary element 32. Support fingers 128 thereby align in axial direction 16 with output member 116 of clutch actuating device 114. Thus, first force transmission element 122 is float mounted on primary element 32 in axial direction 16, 18. Second force transmission element 124 also has an annular section 130 extending in circumferential direction 24, 26 and support fingers 132 arranged on annular section 130 extending in axial direction 16, which extend in radial direction 16 through recesses 120 in second radial section 60 of secondary element 54 to achieve a rotary driving connection to secondary element 54, such that annular section 130 is arranged on the side of secondary element 54 facing in axial direction 18, while support fingers 132 each extend through individual recesses 120 on the side of secondary element 54 facing in axial direction 16 in order to be supported or supportable there on annular section 126 of first force transmission element 122. As is clear from Figure 2, annular section 130 of second force transmission element 124 further extends in radial direction 20 via axial section 58 of secondary element 54 forming input side 68 of clutch device 64 in order to function there as a pressure plate for disk set 66 of clutch device 64.
[0052] It is additionally clear from Figure 2 that a wear-preventing and/or friction-reducing device 134 is arranged in axial direction 16, 18 between first force transmission element 122 or the ends of support fingers 128 facing in axial direction 16 on the one side and output member 116 of clutch actuating element 114 supported or supportable on first transmission element 122 on the other side; said wear-preventing and/or friction-reducing device takes into account the relative rotation between first force transmission element 122 with respect to output member 116 of clutch actuating device 114, which is also preferably designed to be stationary in circumferential direction 24, 26, and is thus non-rotatable . Wear-preventing and/or friction- reducing device 134 may thereby be fixed either on first force transmission element 122 or on output member 116, wherein the former variant is implemented by way of example in the embodiment shown. Wear-preventing and/or friction-reducing device 134 may also be formed by a sliding lining in the embodiment shown, the material of which is selected in such a way that wear and friction are reduced in the area between first force transmission element 122 and output member 116 of clutch actuating device 114. In a corresponding way, a wear-preventing and/or friction-reducing device 136 is also arranged in axial direction 16, 18 between first force transmission element 122 and second force transmission element 124, wherein in this case, it should also be a sliding lining which may be fixed either on support fingers 132 of second force transmission element 124 or on annular section 126 of first force transmission element 122.
[0053] Device 136 may, however, also alternatively be a wear-preventing and/or friction-increasing device 136, for example, a friction lining, particularly as by this means the friction between primary and secondary elements is increased during actuation of force transmission device 118, and thus the friction device, to be described later in greater detail, may be unloaded. [0054] As already previously mentioned, clutch device 64 is a normally closed disk clutch. For this purpose, a spring device 138 - in this case in the form of a disk spring - is provided for closing clutch device 64 when this is not actuated or opened by clutch actuating device 114. Specified spring device 138 functions between second radial section 60 of secondary element 54 on the one side and disk set 66 of clutch device 64 on the other side. In other words, spring device 138 is supported or supportable in axial direction 18 on second radial section 60 and in axial direction 16 on disk set 66 of clutch device 64. However, the support is not carried out directly in this case. Instead, a support ring 140, detachably fixed on second radial section 60, is provided on which spring device 138 is supported or supportable in axial direction 18, while the support of spring device 138 on disk set 66 of clutch device 64 is carried out via previously mentioned second force transmission element 124 which thus - as already previously mentioned - also forms the pressure plate pressible against disk set 66. In addition, disk set 66 is supported in axial direction 16 on first radial section 56 of secondary element 54, wherein a supporting projection 142 projecting in axial direction 18 is provided on first radial section 56 of secondary element 54 for this purpose.
[0055] Furthermore, torque transmission device 8 has a friction device 144 which is provided and functions between primary element 32 and secondary element 54. During actuation of clutch device 64 or opening of the same, which will be described again later in greater detail, friction device 144 causes an increased friction between primary element 32 and secondary element 54. Stated more precisely, friction element 144 is arranged between second radial section 60 of secondary element 54 and first radial section 34 of primary element 32. Friction device 144 thereby has an annular friction lining carrier 146, detachably fixed on primary element 32, which friction lining carrier is in rotary driving connection with primary element 32 via rotary driving contours on friction lining carrier 146 and on primary element 32 that correspond with one another. Friction lining 146 is fixed on primary element 32 in axial direction 18 by means of a securing ring 148, wherein the support of friction lining carrier 146 in axial direction 18 is carried out on securing ring 148 via an, in this case, annular, intermediate piece 150. In contrast, a friction lining 147 is fixed on the side of friction lining carrier 146 facing secondary element 54 in axial direction 16; secondary element 54 or its second radial section 60 is supportable in axial direction 18 on this friction lining when clutch device 64 is actuated. By selecting intermediate piece 150 with a corresponding extension in axial direction 16, 18, the relative position of friction lining carrier 146 to secondary element 54 may be exactly preadjusted, wherein the intermediate piece may also be identified analogously here as a spacer or a spacer ring. In addition, intermediate piece 150, as shown in Figure 2, equally functions as a protection against the expansion of securing ring 148 and thus as a rotational securing piece. It has hereby proven advantageous that intermediate piece 150 is designed as a sheet metal part or as a formed sheet metal part.
[0056] In addition, a rotational vibration absorber 152 may be provided on primary element 32, secondary element 54, and/or tertiary element 62 or gear wheel 90, as this is indicated by way of example in the embodiment shown by means of rotational vibration absorber 152 on tertiary element 62 or gear wheel 90. In each case, such a rotational vibration absorber 152 would have at least one inertial mass part 154, movable relative to primary element 32, secondary element 54, or, as shown here, tertiary element 62 or gear wheel 90, or rotatable in circumferential direction 24, 26 about axis of rotation 28, wherein a, likewise elastic, return device may be assigned to such an inertial mass part 154, such a return device being known from the prior art yet not depicted in Figure 2.
[0057] As already previously indicated, primary element 32 is fixable or fixed on output side 6 of drive unit 4 via fastening openings 36 and by means of fastening means 38. To simplify the assembly or disassembly, multiple assembly openings 156 are provided in tertiary element 62 or gear wheel 90, stated more precisely in common support section 72 of the same, said assembly openings extend in axial direction 16, 18 through specified support section 72 and are arranged aligned at least with some of fastening openings 36 in primary element 32. Specified assembly openings 156 may function for guiding through not only fastening means 38, but also the associated tools for actuating fastening means 38. However, in order to not weaken support section 72 too greatly by assembly openings 156, the number of assembly openings 156 is lower than the number of fastening openings 36. However, in order to guarantee the accessibility of all fastening openings 36 or fastening means 38 through assembly openings 156 in axial direction 16, at least one of assembly openings 156 may be arranged in successive alignment with at least two fastening openings 36 by rotating tertiary element 62 or gear wheel 90 relative to primary element 32. Thus, a first fastening opening 36 or a first fastening means 38 is accessible in a first relative rotational position via assembly opening 156, while another or a second fastening opening 36 and a second fastening means 38 is accessible via the same assembly opening 156 in the second relative rotational position.
[0058] Another feature of torque transmission device 8 consists in that clutch device 64 or its disk set 66 is arranged in radial direction 20, 22 nested with spring device 52 of torsional vibration damper 30. This correspondingly applies for friction device 144 and clutch device 64 or its disk set 66. Both have the advantage of a lower axial structural length. [0059] Subsequently, additional features of torque transmission device 8 and its functionality are described in greater detail with reference to Figures 1 and 2.
[0060] If clutch device 64 is closed or if the same is not actuated via clutch actuating device 114, then a torque generated by drive unit 4 is transmitted via output side 6, primary element 32, spring device 52, secondary element 54, clutch device 64, and tertiary element 62 or gear wheel 90 to output side 10 of torque transmission device 8. In this context, torsional vibration damper 30 causes a damping of the torsional vibrations originating from drive unit 4, wherein rotational vibration absorber 152 also contributes to absorbing of rotational vibrations. The at least one additional vehicle component 92 and gear wheel 88 of electric machine 82 are driven via traction drive 80, thus gear wheel 90 and traction means 84 in the form of chain 86, in generator operation, wherein, however, electric machine 82 may also be operated as a motor in order to support drive unit 4 in the sense of a boost function. Output member 116 or the actuating piston of clutch actuating device 114 is in the output position shown in Figure 2, i.e., retracted in axial direction 16 so that no contact exists between output member 116 and first force transmission element 122. First force transmission element 122 is also correspondingly designed so that such contact does not occur between first force transmission element 122 and output member 116. To retract output member 116, a spring device 158 is assigned to the same, formed here by way of example by an annular corrugated spring, which is supported in axial direction 18 on a support ring 160 detachably fixed on the housing of clutch actuating device 114 and in opposite axial direction 16 on output member 116. In the case of a closed clutch device 64, a closed force flow is achieved via spring device 138, second force transmission element 124, disk set 66, first radial section 56, axial section 58, second radial section 60, and support ring 140, on which spring device 138 is supported in turn. [0061] If drive train 2 is only to be driven via electric machine 82 operating as a motor, then clutch device 64 must be opened. For this purpose, hydraulic pressure is applied to hydraulically operated clutch actuating device 114 or the pressure chamber assigned to output member 116 in the form of the actuating piston so that output member 116 is displaced in axial direction 18 against the reset force of spring device 158. As a result of this, output member 116 contacts wear-preventing and/or friction reducing device 134, in this case the sliding lining, on first force transmission element 122 which is consequently likewise displaced in axial direction 18. First force transmission element 122, via wear-preventing and/or friction reducing device 136, additionally presses against second force transmission element 124 which consequently is displaced in axial direction 18 against the reset force of spring device 138. This results in that second force transmission element 124, which functions equally as the pressure plate for disk set 66, is no longer pressed against disk set 66 so that clutch device 64 is opened.
[0062] Since the actuating force of clutch actuating device 114, acting in axial direction 18, also acts on second radial section 60 of secondary element 54 via first force transmission element 122, second force transmission element 124, spring device 138, and support ring 140, second radial section 60 of secondary element 54 is likewise forced in axial direction 18, by which means friction device 144 becomes active in that it increases the friction between secondary element 54 and primary element 32.
[0063] Output side 10 of torque transmission device 8 may be driven by electric machine 82 in motor operation by means of traction drive 80, wherein the at least one additional vehicle component 92 may also be driven by electric machine 82 in motor operation via traction drive 80. [0064] The previously mentioned radial bearing for supporting secondary element 54 on primary element 32 is a slide bearing with secondary-element-side sliding surface 48 and primary-element-side sliding surface 46 assigned to secondary-element-side sliding surface 48. As is clear in Figure 2, secondary-element-side sliding surface 48 is formed by an essentially tubular carrier element 162, fixed on secondary element 54, with a sliding layer 164 arranged thereon, the sliding layer comprises a different material from the carrier element 162 and is preferably designed as a Teflon layer. Sliding layer 164 may also be formed by a sliding lining, among others .
[0065] As already previously mentioned, primary element 32 and secondary element 54 are torsionally elastically coupled to one another by a spring device 52 which is arranged in accommodation space 50 of primary element 32. Accommodation space 50 is delimited outwardly in radial direction 20 and in axial directions 16, 18 by primary element 32. Thus, primary element 32 has a delimiting section 166, extending in radial direction 20, 22 and facing tertiary element 62 or gear wheel 90 in axial direction 18, in which delimiting section multiple window-like openings 168 are provided spaced apart from one another in circumferential direction 24, 26. Consequently, delimiting section 166 may satisfy its function for retaining spring device 52, while coolant and/or lubricant, preferably oil, may be supplied out of accommodation space 50 in a targeted way to tertiary element 62 or gear wheel 90, consequently to the traction drive and traction means 84 via at least one opening 168. This effects not only an improved lubrication, but also a fast removal of coolant and/or lubricant.
References
2 Drivetrain
4 Drive unit
6 Output side
8 Torque transmission device
10 Output side
12 Flexplate
14 Component
16 Axial direction
18 Axial direction
20 Radial direction
22 Radial direction
24 Circumferential direction
26 Circumferential direction
28 Axis of rotation
30 Torsional vibration damper
32 Primary element
34 First radial section
36 Fastening openings
38 Fastening means
40 Axial section
42 Recesses
44 Second radial section
46 Primary-element-side sliding surface
48 Secondary-element-side sliding surface
50 Accommodation space
52 Spring device
54 Secondary element
56 First radial section
58 Axial section
60 Second radial section 62 Tertiary element
64 Clutch device
66 Disk set
68 Input side
70 Output side
72 Support section
74 Support hub
76 Radial section
78 Toothing
80 Traction drive
82 Electric machine
84 Traction means
86 Chain
88 Gear wheel
90 Gear wheel
92 Additional vehicle component
93 Input wheel
94 Radial bearing
98 Intermeshing toothing
102 Securing ring
104 Protruding lugs
106 Connector
108 Common wet space
110 Housing
112 Housing cover
114 Clutch actuating device
116 Output member
118 Force transmission device
120 Recesses
122 First force transmission element
124 Second force transmission element
126 Annular section 128 Support fingers
130 Annular section
132 Support fingers
134 Wear-preventing/ friction-reducing device
136 Wear-preventing/ friction-reducing device
138 Spring device
140 Support ring
142 Support projection
144 Friction device
146 Friction lining carrier
147 Friction lining
148 Securing ring
150 Intermediate piece
152 Torsional vibration absorber
154 Inertial mass part
156 Assembly openings
158 Spring device
160 Support ring
162 Carrier element
164 Sliding coating
166 Delimiting section
168 Openings

Claims

Claims
1. A torque transmission device (8) for the drivetrain (2) of a motor vehicle comprising a torsional vibration damper (30) which has a primary element (32) and a secondary element (54) which are torsionally elastically coupled to one another, a tertiary element (62), and a clutch device (64) between the secondary element (54) and the tertiary element (62) for selective torque transmission, wherein the tertiary element (62) is in rotary driving connection to an electric machine (82) via a traction drive (80) .
2. The torque transmission device (8) according to Claim 1, characterized in that a clutch actuating device
(114) is provided for actuating the clutch device (64), is preferably arranged and/or designed to be stationary on the side of the primary device (32) facing away from the clutch device (64) and/or is arranged, if necessary, detachably on a stationary housing (110) and/or is hydraulically drivable and/or interacts with the clutch device (64) via a force transmission device (118), said force transmission device extends through at least one recess (42) in the primary element (32), if necessary also through at least one recess (120) in the secondary element (54), wherein the force transmission device (118) has particularly preferably a first force transmission element (122), which extends through the at least one recess (42) in the primary device (32), and a second force transmission device (124), designed to be separate from the first force transmission element (122), is supported or supportable on the first force transmission element (122), and likewise extends, if necessary, through the at least one recess (120) in the secondary element ( 54 ) .
3. The torque transmission device (8) according to
Claim 2, characterized in that a wear-preventing and/or friction reducing device (134, 136), preferably a sliding lining, is arranged between the first force transmission element (122) and an output member (116) of the clutch actuating device (114) supported or supportable on the first force transmission element (122), and/or between the first force transmission element (122) and the second force transmission element (124); and/or the first and/or second force transmission element (122; 124) has an annular section (126; 130) and support fingers (128; 132) arranged on the annular section (126; 130); which support fingers extend through the recesses (42; 120) in the primary element (32) and/or secondary element such that the first force transmission element (122) and/or the second force transmission element (124) is mounted, particularly preferably float mounted, on the primary element (32) and/or the secondary element (54) .
4. The torque transmission device (8) according to one of the preceding claims, characterized in that a friction device (144) is provided between the primary element (32) and the secondary element (54) and causes an increased friction between the primary element (32) and the secondary element (54) during actuation of the clutch device (64), preferably during opening of the same, wherein the friction device (144) preferably has a friction lining (147) on the primary element (32) or secondary element (54) against which the secondary element (54) or primary element (32) can be pressed, and the friction lining (147) is particularly preferably fixed on a friction lining carrier (146), which is fastening on the primary element (32) or secondary element (54), if necessary by means of a securing ring (148) .
5. The torque transmission device (8) according to one of the preceding claims, characterized in that the tertiary element (72) is formed by a gear wheel (90) of the traction drive (80) or is in rotary driving connection with such a drive, and/or the traction drive (80) has a traction means (84) in the form of a chain (86), and/or the electric machine (82) is adjustable by changing the tension of a traction means (84) of the traction drive (80), and/or at least one additional vehicle component (92), preferably a pump, particularly preferably a water pump, an air conditioning pump, and/or a pump for power-assisted steering, is drivable or driven via the traction means (84) .
6. The torque transmission device (8) according to one of the preceding claims, characterized in that the clutch device (64) is a disk clutch, preferably a normally closed and/or wet-running disk clutch, wherein an output side (70) of the disk clutch, if necessary, a disk carrier or outer disk carrier, and the tertiary element (62), if necessary the gear wheel (90), have particularly preferably a common support section (72) for radial support, and/or are designed as one piece with one another, and/or an input side (68) of the disk clutch, if necessary a disk carrier or inner disk carrier, is particularly preferably arranged on the secondary element (54) or is designed as one piece with the same.
7. The torque transmission device (8) according to one of the preceding claims, characterized in that a radial section (60) connected rotationally fixed to the secondary element (54) extends inward in radial direction (22) via the input side (68) of clutch device (64), wherein the recesses (120) for the force transmission device (118), if necessary the second force transmission element (124), are preferably arranged in the radial section (60), and/or a spring device (138), if necessary a disk spring, for closing the clutch device (64) acts preferably between the radial section (60), if necessary a support ring (140) fixed thereon or detachably fixed thereon, and the clutch device (64), if necessary via the second force transmission element (124), and/or the friction device (144) is preferably arranged between the radial section (60) and the primary element (32) .
8. The torque transmission device (8) according to one of the preceding claims, characterized in that the torsional vibration damper (30), the clutch device (64), and the tertiary element (62), if necessary the gear wheel (90), preferably also a traction means (84) of the traction drive (80), are arranged in a common wet space (108), which is delimited particularly preferably by a housing (110) of the drive unit (4) and by a housing cover ( 112 ) .
9. The torque transmission device (8) according to one of the preceding claims, characterized in that an output side (10) of the torque transmission device (8) is or can be brought via a flexplate (12) into rotary driving connection with a component (14) downstream in the torque transmission path, preferably another clutch device, a torque converter, and/or a transmission, wherein the component (14) is fastened or fastenable to the flexplate (12) via a securing ring (102) .
10. The torque transmission device (8) according to one of the preceding claims, characterized in that the primary element (32) is fastened or fastenable on the output side (6) of the drive unit (4) via multiple fastening openings (36), wherein assembly openings (156) are provided in the tertiary element (62), if necessary the gear wheel (90), arranged aligned with the fastening openings (36), wherein the number of the assembly openings (156) is lower than the number of fastening openings (36), and at least one of the assembly openings (156) can be arranged aligned with at least two fastening openings (36) by rotating the tertiary element (62) relative to the primary element (32) .
11. The torque transmission device (8) according to one of the preceding claims, characterized in that a torsional vibration absorber (152) is arranged on the primary element (32), the secondary element (54), or the tertiary element (62), if necessary the gear wheel (90), wherein the torsional vibration absorber (152) has at least one inertial mass part (154) movable or rotatable relative to the primary element (32), secondary element (54), or tertiary element (62), if necessary the gear wheel (90) .
12. The torque transmission device (8) according to one of the preceding claims, characterized in that the secondary element (54) is supported on the primary element (32) by means of a radial bearing, preferably a slide bearing, wherein the slide bearing has particularly preferably a secondary-element-side sliding surface (48) and a primary-element-side sliding surface (46) assigned to the secondary-element-side sliding surface (48), of which one is formed by a carrier element (162) with a sliding coating (164), in particular a Teflon coating, arranged thereon, and said carrier element is fastened to the secondary element (54) or primary element (32) .
13. The torque transmission device (8) according to one of the preceding claims, characterized in that the primary element (32) and the secondary element (54) are torsionally elastically coupled by a spring device (52), which is preferably arranged in an accommodation space (50) of the primary or secondary element (32; 54), which space is delimited outward in radial direction (20) and in the axial directions (16, 18) by the primary or secondary element (32; 54), wherein at least one, if necessary window-like, opening (168) is provided in a delimiting section (166) of the primary or secondary element (32; 54) facing the tertiary element (62) or gear wheel (90) in axial direction (18) .
14. A drivetrain (2) for a motor vehicle comprising a drive unit (4), preferably an internal combustion engine, and a torque transmission device (8) according to one of the preceding claims arranged in the torque transmission path between the drive unit (4) and a transmission .
PCT/US2017/048868 2016-08-31 2017-08-28 Torque transmission device for the drivetrain of a motor vehicle and drivetrain comprising such a torque transmission device WO2018044776A1 (en)

Priority Applications (2)

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KR1020197007558A KR102381201B1 (en) 2016-08-31 2017-08-28 Torque transmission device for a drivetrain of a motor vehicle and a drivetrain comprising such a torque transmission device
CN201780047660.7A CN109562683B (en) 2016-08-31 2017-08-28 Torque transmission device for a drive train of a motor vehicle and drive train comprising such a torque transmission device

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DE102016010482.1A DE102016010482A1 (en) 2016-08-31 2016-08-31 Drehmomentübertragunasvorrichtung for the powertrain of a motor vehicle and drive train with such a torque transmission device
DE102016010482.1 2016-08-31

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DE102019123789B4 (en) * 2019-09-05 2022-03-24 Schaeffler Technologies AG & Co. KG torque transmission device
DE102019124192A1 (en) * 2019-09-10 2021-03-11 Schaeffler Technologies AG & Co. KG Separating clutch with adjustable return spring support, drive train and method for adjusting the spring force of a return spring of a separating clutch
DE102020101129A1 (en) * 2020-01-20 2021-07-22 Schaeffler Technologies AG & Co. KG Torsional vibration damper with torque limiting device

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KR102381201B1 (en) 2022-03-31

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