WO2019228586A1

WO2019228586A1 - Multiple-clutch assembly having a pressure pot extending through a clutch; hybrid module and drive train

Info

Publication number: WO2019228586A1
Application number: PCT/DE2019/100390
Authority: WO
Inventors: Reiner Neukum
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2018-06-01
Filing date: 2019-05-02
Publication date: 2019-12-05
Also published as: DE112019002780A5; DE102018113084A1

Abstract

The invention relates to a multiple-clutch assembly (1) for a drive train of a motor vehicle, comprising two clutches (3, 4) which can be rotated about an axis of rotation (2) and are arranged adjacent to each other along the axis of rotation (2) and comprising two actuation systems (5, 6) which each interact with one of the two clutches (3, 4), wherein both a first actuation system (5) acting on a first clutch (3) and a second actuation system (6) acting on a second clutch (4) are arranged adjacent to the two clutches (3, 4) at least partially toward a common side in an axial direction of the axis of rotation (2), and wherein a pressure pot (7) of the first actuation system (5), which pressure pot axially extends through the second clutch (4) and directly acts on the first clutch (3) in an adjusting manner, is in multiple parts, wherein a first part (8) of the pressure pot (7) has a groove (9) which is delimited on both sides in an axial direction and extends peripherally in a peripheral direction, in which groove (9) end regions (10) of a plurality of segments (11) of a second part (12) of the pressure pot (7), which segments extend in the axial direction, are held at least in an axially fixed manner. The invention also relates to a hybrid module (20) and a drive train, each having said multiple-clutch assembly (1).

Description

Mehrfachkupplunqsanordnunq with a clutch cross

Pressure cooker; Hybrid module and drive train

The invention relates to a multiple clutch arrangement for a drive train of a motor vehicle, such as a car, truck, bus or other commercial vehicle, with two rotations about an axis of rotation and juxtaposed couplings along the axis of rotation and two actuation systems, each interacting with one of the two couplings, wherein both a first actuating system acting on a first clutch and a second actuating system acting on a second clutch are arranged in an axial direction of the axis of rotation at least partially to a common (axial) side next to the two clutches, and wherein the second clutch axially penetrating, on the first clutch immediately adjusting acting (first) pressure pot of the first actuation system is formed in several parts. In addition, the invention relates to a hybrid module for a drive train of a motor vehicle, with this multiple clutch arrangement. Furthermore, the invention relates to a drive train for a motor vehicle, again with this multiple clutch assembly.

Generic prior art is already well known. With the

DE 10 2009 059 944 A1, for example, discloses a hybrid module for a drive train of a vehicle. Further prior art is known from DE 10 2007 008 946 A1. Herein, a clutch system for motor vehicle drives with at least one clutch input and at least two transmission input shafts is disclosed.

However, the designs known from the prior art often have the disadvantage that they are constructed relatively complex and take up relatively much space in terms of their space.

It is therefore the object of the present invention to remedy the disadvantages known from the prior art and, in particular, to provide a multiple clutch arrangement which, on the one hand, has a secure functionality over one guaranteed as long as possible life, but at the same time takes the least possible space to complete.

This is inventively achieved in that a first part of the pressure pot has a limited in an axial direction on both sides, circumferential groove in a circumferential direction (also referred to as recess, recess, groove or groove) up, in which groove end portions of several in the axial direction extending segments of a second part of the pressure pot are received at least axially fixed.

This inventive design of the pressure pot is particularly simple in construction and thus realized as compact as possible. As a result, further installation space can be saved.

Further advantageous embodiments are claimed with the subclaims and explained in more detail below.

Accordingly, it is also advantageous if the end region of a first segment forms a flap which is folded over / bent over in a radial direction of the axis of rotation and which is held in the groove as seen in the axial direction via positive locking. As a result, the production of the pressure pot is further simplified.

If the segments are biased in the radial direction in such a way that their end regions are inserted / clamped in the groove with a specific radial prestress, a particularly robust connection is realized between the two parts of the pressure pot.

The groove is advantageously opened inward in the radial direction.

The groove is preferably implemented as a groove (made by machining). Alternatively, it is also advantageous if the groove is implemented as a recess (produced by a non-cutting, such as shaping machining). If the second part of the pressure pot forms a (first) support surface, which is closed in the circumferential direction and intended to contact a pressing element of the first clutch, this is implemented in a particularly stable manner.

To further increase the stability of the first part, it is accordingly also advantageous if the first part of the pressure pot forms a (second) support surface which is closed in the circumferential direction and provides for contacting an actuation bearing of the first actuation system.

The two clutches further preferably together form a double clutch.

It is also expedient if, in the circumferential direction between two adjacent segments, a window is provided on the second part, through which window the second coupling projects in sections in the radial direction.

In addition, the invention relates to a Flybridmodul for a powertrain of a motor vehicle, having a stator and a rotor having electric machine and a multiple clutch assembly according to the invention according to at least one of the embodiments described above, each clutch of the multiple clutch arrangement with one of two of them optionally with each other drehverbindbaren coupling components with the rotor is rotationally coupled.

In addition, the invention relates to a drive train for a motor vehicle, this drive train is preferably realized as a hybrid powertrain, with an inventive multiple clutch assembly according to at least one of the previously described embodiments or the hybrid module according to at least the previously described embodiment.

In other words, therefore, according to the invention, a pressure pot for a passage of a multi-plate clutch (second clutch) is realized for a double clutch or in a hybrid module. The pressure pot of the coupling has two parts which are connected to one another such that segments of a (second) part are brought into engagement with a groove of a further (first) part. The invention will now be explained in more detail with reference to figures.

Show it:

1 is a longitudinal sectional view of a multiple coupling arrangement according to the invention used in a hybrid module according to a preferred embodiment, the basic structure of the multiple coupling arrangement being clearly recognizable,

FIG. 2 shows a perspective view of a pressure pot of a first actuating system of the multiple coupling arrangement, shown partially cut away in the longitudinal direction; and FIG

Fig. 3 is a perspective view of the longitudinally cut pressure pot, similar to Fig. 2, wherein the two parts forming the pressure pot are not yet connected to each other.

The figures are merely schematic in nature and serve only to understand the invention. The same elements are given the same reference numerals.

1 shows the basic structure of a multiple coupling arrangement 1 according to the invention. In its operation, the multiple clutch arrangement 1 is part of a drive train, not shown in greater detail for the sake of clarity, in the form of a hybrid drive train of a motor vehicle. The multiple clutch arrangement 1 is used in the torque transmission direction between an output shaft of an internal combustion engine and a plurality of transmission input shafts of a transmission. The multiple clutch assembly 1 typically has a plurality of clutches 3, 4, 26 for reacting the various states of the powertrain. In this embodiment, the multiple clutch arrangement 1 is part of a hybrid module 20, but according to further embodiments it can be used exclusively as a clutch arrangement, such as a dual clutch. In addition to the multiple clutch arrangement 1, the hybrid module 20 has an electric machine 23. The electric machine 23 furthermore has a stator 21 fastened in a housing 27 of the hybrid module 20. A rotor 22 of the electric machine 23 is rotatably disposed relative to the stator 21 radially inside the stator 21. The rotor 22 is mounted via a rotor carrier 28 relative to the housing 27. Thus, with the multiple clutch arrangement 1 in this embodiment, a triple clutch is realized, which forms the hybrid module 20 in combination with the electric machine 23.

The multiple clutch assembly 1 has two clutches 3, 4 designed as a double clutch 18 and a single clutch in the form of a third clutch 26. The third clutch 26 is disposed between an input shaft 29 and the rotor carrier 28 to selectively decouple or couple the rotor carrier 28 from the internal combustion engine. A first clutch constituent 24c of the third clutch 26 is non-rotatably connected to the input shaft 29, whereas a second clutch constituent 25c of the third clutch 26 is non-rotatably connected to the rotor carrier 28. The rotor carrier 28 is connected to the input shaft 29 with the third clutch 26 closed (first clutch component 24c and second clutch component 25c rotatably connected) and in an open position of the third clutch 26 (first clutch component 24c and second clutch component 25c rotatably coupled from each other) freely rotatable relative to the input shaft 29.

The first clutch 3 forms a first partial clutch of the dual clutch 18. The first clutch 3 has a first clutch component 24a, which is connected directly to the rotor carrier 28 in a rotationally fixed manner. The rotor carrier 28 has a sleeve section 32, to the radial inner side of which a plurality of first friction elements 30 of the first coupling component 24 a are held in a rotationally fixed manner and are displaceable relative to one another along an axis of rotation 2 in the axial direction. Several second friction elements 31 of the first clutch 3 are in the axial direction alternately to the first friction elements 30 and thus in the radial direction at the same height as the first one Friction elements 30 arranged that the first and second friction elements 30, 31 are selectively brought together in frictional engagement with each other. The second friction elements 31 belong to a second clutch constituent 25a of the first clutch 3 and are rotatably mounted and received in the axial direction relative to one another displaceably on a first friction element carrier 33a. The first friction element carrier 33a is connected in a typical manner during operation further rotatably connected to a first transmission input shaft of a transmission. For actuating the first clutch 3 between its closed position and its open position, a first actuating system 5 is provided.

The second clutch 4 is constructed in the structure corresponding to the first clutch 3. The second clutch 4, which in turn forms a second partial clutch of the double clutch 18, is rotationally fixed on the part of its first friction elements 30 of a first Kupplungsbe- part 24b and slidably disposed in the axial direction relative to each other on the radially inner side of the sleeve portion 32. A plurality of second friction elements 31 of a second clutch component 25b of the second clutch 4 are connected in a rotationally fixed manner to a second friction element carrier 33b. The second friction element carrier 33b is typically further connected to a second transmission input shaft of the transmission. For actuating the second clutch 4 between its closed position and its open position, a second actuation system 6 is provided.

All clutches 3, 4, 26 are each designed as (friction) multi-disc clutches, so that the corresponding friction elements 31, 30 are also referred to as lamellae / friction discs. In the closed position of the respective clutch 3, 4, 26, their first and second clutch components 24a, 25a; 24b, 25b; 24c, 25c via the friction elements 30, 31 with each other in the direction of rotation / circumferential direction around the rotation axis 2 around frictionally connected. In the open position of the respective clutch 3, 4, 26 whose first and second coupling components 24a, 25a;

24b, 25b; 24c, 25c freely rotatable relative to each other. Furthermore, with regard to the friction elements 30, 31 of the different clutches 3, 4, 26, it can be seen that the friction elements 30, 31 of the first clutch 3 are radially outwardly and largely axially aligned with the friction elements 30, 31 of FIG third clutch 26 are arranged. The friction elements 30, 31 of the second clutch 4 are arranged in the axial direction next to the friction elements 30, 31 of the first clutch 3. The friction elements 30, 31 of the second clutch 4 are arranged in the axial direction next to the friction elements 30, 31 of the third clutch 26. The friction elements 30, 31 of the second clutch 4 are also arranged in the radial direction at least partially at the same height with the friction elements 30, 31 of the first clutch 3. All the friction elements 30, 31 of the clutches 3, 4, 26 are arranged radially inside and in the axial direction between two opposite ends of the sleeve section 32. Thus, the clutches 3, 4, 26 are arranged completely radially inside the rotor 22.

The two actuating systems 5, 6 of the first and second clutches 3, 4 are arranged towards a common axial side of the two first and second clutches 3, 4. The respective actuating system 5, 6 is equipped with a hydraulic slave cylinder or designed as such. In essence, the two first and second actuating systems 5, 6 have the same structure. A piston 34a, 34b of the respective actuating system 5, 6 is connected to an actuating bearing 16a,

16b (in the form of an angular contact ball bearing) of the respective actuating system 5, 6 in operative connection. The respective actuating bearing 16a, 16b is further coupled with a pressure pot 7, 35 non-displaceable.

Furthermore, with regard to the first actuating system 5, it can be seen that a first pressure pot 7 extends through a part of the second clutch 4 in the axial direction of the axis of rotation 2. The first pressure pot 7 is coupled to the first actuating bearing 16a so as to be non-displaceable and acts to adjust the friction elements 30, 31 of the first clutch 3. The first pressure pot 7 protrudes in the axial direction through the first friction elements 30 of the second clutch 4. The first pressure pot 7 has a first support surface 15, which is coupled to a pressing element 14 which is arranged at the end and forms a first friction element 30 so as to be non-displaceably coupled. The first Support surface 15, as further in connection with FIGS. 2 and 3, runs completely in the circumferential direction and is thus realized as a closed annular surface.

In conjunction with Figs. 2 and 3, the inventive design of the first pressure pot 7 can be seen. The first pressure pot 7 consists exclusively of two individual parts 8, 12. The two parts 8, 12 are fixedly connected to each other via a positive connection in the axial direction. Flierzu has a (second) part 12 more of the first support surface 15 of axially projecting segments 11. The respective segments 11 are designed web-like and extend in the axial direction essentially straight. With one of the first support surface 15 axially remote end region

10 (free end), the segments 11 are connected in positive engagement with a (first) part 8. For this purpose, the respective end portion 10 is realized by a in the radial direction of the axis of rotation 2 outwardly folded / bent tab 13. This lug 13 projects into a groove 9 of the first part 8 which is open in the radial direction. The first part 8 is substantially disc-shaped and cup-shaped and extends from the region forming the groove 9 in the radial direction to the first actuating bearing 16a (FIG. 1) inwards. The respective segments

11 of the second part 12 are so biased in the radial direction that they are pressed under a certain biasing force in the radial direction to an inner side / at a bottom of the groove 9. For fastening the two first and second parts 8, 12 shown separately in FIG. 3, accordingly, the respective segments 11 are first to be elastically deformed inwards in the radial direction with a certain pretension and to relax again after being inserted into the groove 9 or solve so that they engage in the groove 9 accordingly. The groove 9 is implemented as a groove.

Furthermore, in FIGS. FIGS. 2 and 3 clearly show that the segments 11 are generally of identical design. The segments 11 are distributed uniformly along the circumferential direction about the axis of rotation 2. Between each two adjacent segments 11, as exemplified in FIG. 2 for a first segment 11 a and a second segment 11 b, a window 19 is formed in each case. Through this window 19 protrudes in the assembled state of the multiple clutch assembly 1 of FIG. 1, a respective extension on the first friction element 30 therethrough to be in the form of positive contact with the inside of the sleeve portion 32 in the direction of rotation. Via a support ring 38 of the second clutch 4, which support ring 38 is fixedly connected to the sleeve portion 32, the second part 12 / the first pressure pot 7 is centered at its outer diameter.

The first part 8, with its region extending essentially in the radial direction, forms a second support surface 17, which is connected to the first actuation bearing 16a so as to be non-displaceable. For biasing the first Drucktop- 7 in a corresponding starting position, a biasing spring 36 is indicated in Fig. 1, which is clamped axially between the first pressure pot 7 and the rotor carrier 28.

A (second) pressure pot 35 of the second clutch 4 is arranged radially inside the first pressure pot 7. The second pressure pot 35 is embodied in one piece and coupled in a manner fixed against displacement with the second actuating bearing 16b of the second actuating system 6 arranged radially in the first actuating bearing 16a.

The third clutch 26 is actuated by means of a further actuator 37, which is also referred to as the third actuating system. This actuating device 37 is also realized as a hydraulic slave cylinder, but is arranged in the axial direction on a side of the friction elements 30, 31 of the clutches 3, 4, 26 facing away from the two actuating systems 5, 6.

In other words, in principle, a hybrid module 20 with an electric machine 23 with a rotor 22, and a first partial clutch (first clutch 3) and a second partial clutch (second clutch 4) of a multiple clutch device (multiple clutch arrangement 1) , in particular a dual-clutch device, with which partial clutches 3, 4 torque can be transmitted from the rotor 22 and / or from the separating clutch (third clutch 26) to a drive train. The separating clutch 26, the first partial clutch 3 and the second partial clutch 4 are arranged within the space enclosed by the rotor 22. Everyone Clutch 3, 4, 26 is associated with an actuating system 5, 6, 37 for actuating the respective clutch 3, 4, 26, wherein at least two of the actuating systems 2, 6 are arranged axially on one side of the rotor 22. The separating clutch 26 of the hybrid module 20 is provided for the mechanical and detachable coupling of the drive unit, which may in particular be an internal combustion engine. The space enclosed by the rotor 22 of the electric machine 23 is essentially a cylindrical space, which is bounded radially by the rotor 22. The clutches 3, 4, 26 of the hybrid module 20 are preferably friction clutches, which optionally have adjusting devices to compensate for the wear occurring over the service life. The actuating systems 5, 6, 37 used for actuating the clutches 3, 4, 26 are preferably electrical or hydraulic systems or optionally a combination of electrical and hydraulic function. The preferred field of application are hybrid modules 20 with triple clutch 3, 4, 26 as well as double clutches with axially arranged clutches (ie multiple clutch arrangement 1 without integrated electric machine).

In the embodiment according to the invention, the part (second part 12) of the pressure pot 7, which realizes the passage over the second coupling 4, does not have a closed surface on the side of the actuating device (on the side of the first and second actuating systems 5, 6). The individual segments 11 are deformed in the contact area to the first part 8 of the pressure pot 7 in the radial direction. In order to guarantee sufficient stability of the assembly, the individual segments 11 of the passage are supported axially on the first part 8 of the pressure pot 7. In addition, the first part 8 of the pressure pot 7 secures the individual segments 11 radially, so that no rotational speed influences occur in the contact region of the two components 8, 12 and the stability of the penetration remains constant. Due to the groove geometry (groove 9) of the first part 8 of the pressure pot 7, the two parts 8, 12 remain connected to one another. For assembly, the individual segments 11 of the passage are easily bent radially inwards. As a result, space is saved both radially and axially. In addition, eliminates a previously necessary component for permanent connection of the two parts (such as a separate retaining ring). The two parts 8, 12 are, as shown in FIGS. 2 and 3 can be seen, put together, wherein the individual segments 11 of the passage are bent radially inwardly. After plugging of the two parts 8, 12 engage the segments 11 of the passage (second part 12) in the groove 9 of the first part 8 of the pressure pot 7. About the support ring 38 of the other coupling 4, the penetration is centered on the outer diameter.

LIST OF REFERENCES

Multiple clutch arrangement

axis of rotation

first clutch

second clutch

first actuation system

second actuation system

first pressure pot

first part

groove

end

segment

a first segment

b second segment

second part

flap

presser

first support surface

a first actuation bearing

b second actuator bearing

second support surface

Double coupling

window

hybrid module

stator

rotor

electric machine

a first clutch constituent of the first clutch b first clutch constituent of the second clutchc first clutch constituent of the third clutcha second clutch constituent of the first clutchb second clutch constituent of the second clutch c second clutch component of the third clutch third clutch

casing

rotorarm

input shaft

first friction element

second friction element

sleeve section

a first friction element carrier

b second friction element carrier

a first piston

b second piston

second pressure pot

biasing spring

actuator

support ring

Claims

claims

1. A multiple clutch arrangement (1) for a drive train of a motor vehicle, having two rotatable about a rotational axis (2) and along the rotational axis (2) juxtaposed clutches (3, 4) and two each with one of the two clutches (3 , 4) cooperating actuation systems (5, 6), both a first actuation system (5) acting on a first clutch (3) and a second actuation system (6) acting on a second clutch (4) an axial direction of the axis of rotation (2) at least partially to a common side next to the two clutches (3, 4) are arranged, and wherein the second clutch (4) axially penetrating, on the first clutch (3) directly acting acting pressure pot (7) of the first actuating system (5) is formed in several parts, characterized in that a first part (8) of the Drucktop- (7) bounded in an axial direction on both sides, in a circumferential direction umlau Fende groove (9), in which groove (9) end portions (10) of a plurality of axially extending segments (11) of a second part (12) of the pressure pot (7) are at least received axially fixed.

2. multiple clutch assembly (1) according to claim 1, characterized in that the end region (10) of a first segment (11 a) in a radial direction of the axis of rotation (2) folded flap (13) is formed, which via a positive connection in the axial Direction in the groove (9) is held.

3. multiple clutch assembly (1) according to claim 1 or 2, characterized in that the segments (11) are biased in the radial direction such that their end portions (10) are inserted with a radial bias in the groove (9).

The multiple clutch assembly (1) according to any one of claims 1 to 3, characterized in that the groove (9) is opened inward in the radial direction.

5. Multiple coupling arrangement (1) according to one of claims 1 to 4, characterized in that the second part (12) of the pressure pot (7) has a The support surface (15), which is closed in the circumferential direction and forms a contact surface for contacting a pressing element (14) of the first coupling (3), forms.

6. Multiple coupling arrangement (1) according to one of claims 1 to 5, characterized in that the first part (8) of the pressure pot (7) has a circumferentially closed circumferential, for contacting an actuating bearing (16a) of the first actuating system (5). provided support surface (17) forms.

7. Multiple coupling arrangement (1) according to one of claims 1 to 6, characterized in that the two clutches (3, 4) together form a double clutch (18).

8. Multiple coupling arrangement (1) according to one of claims 1 to 7, characterized in that in the circumferential direction between two adjacent segments (11) a window (19) on the second part (12) is provided, through which window (19) the second clutch (4) projects in sections in the radial direction.

9. Flybridmodul (20) for a drive train of a motor vehicle, with a one nen Stator (21) and a rotor (22) having electric machine (23) and a multiple clutch assembly (1) according to one of claims 1 to 8, wherein each clutch (3, 4) is rotationally coupled to the rotor (22) by one of its two clutch components (24a, 24b), which are optionally rotatable with respect to one another.

10. Drive train for a motor vehicle, with a multiple clutch arrangement (1) according to one of claims 1 to 8 or a hybrid module (20) according to claim 9.