WO2020169144A1

WO2020169144A1 - Hybrid module with a clutch arrangement for a continuously variable transmission

Info

Publication number: WO2020169144A1
Application number: PCT/DE2020/100066
Authority: WO
Inventors: Jonathan Laigo
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2019-02-22
Filing date: 2020-02-03
Publication date: 2020-08-27
Also published as: DE102019104535A1

Abstract

The invention relates to a hybrid module (10) having a clutch arrangement (12) for a continuously variable transmission, having: - a drive body (18), - an output body (20), - wherein a plate assembly (30) for transmitting torque is arranged between a drive plate carrier (26) and an output plate carrier (28) in order, in the actuated state of the plate assembly (30), to transmit a torque of the internal combustion engine (14) via the drive body (18) to the output body (20), - an electric machine (16) which has a stator system (34) and a rotor system (36), wherein the stator system (34) and the rotor system (36) are designed so as to be rotatable relative to one another coaxially about the axis of rotation (D) for the purposes of generating a torque, - wherein the stator system (34) is connected rotationally fixedly to a clutch housing (32), - wherein the rotor system (36) is connected rotationally conjointly to the output plate carrier (28), such that torque generated by the electric machine (16) is transmitted onward via the output plate carrier (28).

Description

Hybrid module with a clutch arrangement for a continuously variable transmission

The invention relates to a hybrid module with a clutch arrangement for a

Continuously variable transmission of a motor vehicle, such as a car, truck, bus or other commercial vehicle.

A previously known hybrid module comprises at least one separating clutch, at least one further drive clutch and an electrical machine. The separating clutch is usually actuated by an electromechanical central release device which actuates a clutch arrangement directly mechanically via a ball screw drive, that is to say without a hydraulic transmission path. This means outside of the

Hybrid module does not require any installation space for the actuators. In order to efficiently transmit the torques up to 800 Newton meters without having to design the clutch arrangement accordingly, the torque is guided depending on its direction. A freewheel is used to transmit the tensile torque while

Torques in the direction of the internal combustion engine via the

Coupling assembly are performed.

For CVT transmissions in particular, i.e. for continuously variable transmissions, the space required for some vehicle configurations can be too large.

The object of the present invention is to create a hybrid module that is as compact as possible.

The object is achieved according to the invention by a hybrid module with the features of claim 1. Preferred embodiments of the invention are specified in the subclaims and the following description, which can each represent an aspect of the invention individually or in combination. The invention thus relates to a hybrid module with a clutch arrangement for a continuously variable transmission of a motor vehicle with an internal combustion engine and with an electric machine, the hybrid module having an axis of rotation that extends from an engine side to a transmission side, further comprising: one that extends along the axis of rotation Drive body,

an output body extending along the axis of rotation,

wherein the drive body is rotatably connected at its end facing the gearbox side to the output body, and wherein the drive body and the

Output bodies are formed coaxially to one another,

wherein the drive body is designed at its end facing the engine side for a rotationally fixed connection to a damper unit for damping

Rotational irregularities of the internal combustion engine, the damper unit being rotatably connectable to an input shaft of the internal combustion engine, the drive body having a drive disk carrier of the clutch arrangement at its end facing the transmission side, which is radially spaced from the axis of rotation,

wherein the output body is radially spaced from the axis of rotation

Having the output disk carrier of the clutch assembly,

wherein the output body for actuating the clutch assembly as

Rotating union is formed,

wherein a disk pack for torque transmission is arranged between the drive disk carrier and the output disk carrier in order to generate a torque of the internal combustion engine via the in the actuated state of the disk pack

To transfer the drive body to the output body,

a clutch housing, to which the drive body and the output body are rotatably arranged about the axis of rotation,

an electrical machine having a stator system and a rotor system, the stator system and the rotor system being designed such that they can be rotated coaxially to one another about the axis of rotation to generate a torque, the stator system being non-rotatably connected to the clutch housing, the rotor system being non-rotatable is connected to the output disk carrier, so that the torque generated by the electric machine via the

Output disk carrier is passed on, wherein the output body is formed, a torque to a

Transmission input shaft to transmit.

The clutch arrangement serves both as a separating clutch and as

Starting clutch for the continuously variable transmission. In connection with the further

Design of the hybrid module, in particular with the output body in the form of a rotary feedthrough and for actuating the clutch arrangement

A compact hybrid module can be created in combination with the electric machine.

The hybrid module is in particular a plug-in module.

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

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

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

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

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

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

Piston release systems take place.

A rotary feedthrough enables fluids such as pressure and cooling oils

sealed transition between a fixed body and a

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

The aforementioned design enables a particularly compact flybridge module.

According to a preferred embodiment of the invention it is provided that the flybridge module is connected to the internal combustion engine via a transmission bell housing. This enables easy interchangeability of the flybridge module as

Slide-in module.

According to a preferred embodiment of the invention it is provided that the bell housing has at least one recess which is provided for the hydraulic actuation of the clutch arrangement via the output body designed as a rotary leadthrough. The access to the rotary feedthrough integrated in the bell housing enables a reduced number of components and thus a compact design.

In particular, appropriate seals are provided between the output body, which is designed as a rotary leadthrough, and the bell housing.

According to a preferred embodiment of the invention it is provided that the at least one recess extends radially to the axis of rotation up to one

Extends pressure oil channel system of the rotatable output body. This is a special one preferred option to make the design more compact. The recess is particularly preferably a bore.

According to a preferred embodiment of the invention it is provided that the hybrid module is connected to the transmission bell housing by means of fastening screws with fastening straps arranged on the coupling partition.

According to a preferred embodiment of the invention it is provided that a busbar system is arranged as a connection interface between the coupling partition and the stator support.

According to a preferred embodiment of the invention it is provided that the stator carrier is attached circumferentially to the coupling partition wall via several screw means.

According to a preferred embodiment of the invention it is provided that the transmission input shaft is designed for connection to a continuously variable transmission. The particular designed as a conical pulley belt transmission

Continuously variable transmission, also as CVT transmission ("CVT" = continuously variable

transmission), can be achieved by changing the axial distance between an input-side conical disk and the correspondingly configured input-side counter disk and a corresponding change in the axial distance between an output-side conical disk and the correspondingly configured

change the transmission ratio and thus the transmitted torque and the transmitted speed continuously. The minimum and maximum transmission ratio of the continuously variable transmission are determined by the minimum and maximum effective diameter of the

input-side and output-side conical disk set on the

Defined belt means. The shaft of the input-side cone pulley set can be coupled to a drive shaft of a motor vehicle engine or form the drive shaft. The shaft of the conical disk set on the output side can be coupled to an output shaft for driving a drive wheel of a motor vehicle, or it can form the output shaft. According to a preferred embodiment of the invention, it is provided that the stator system has a cooling system, in particular water cooling.

According to a preferred embodiment of the invention it is provided that the drive body is non-rotatably connected at its end facing the motor side to a damper unit for damping rotational irregularities of the

Internal combustion engine,

wherein the damper unit is rotatably connectable to an input shaft of the

Internal combustion engine.

The damper unit can be attached to the input shaft of the internal combustion engine, which is designed as a crankshaft.

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

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

Energy storage element be selected such that vibrations in the

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

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

can strike the opposite end of the energy storage element tangentially. If the torsional vibration damper is part of a two-mass flywheel, the primary mass can be one that can be coupled to a drive shaft of a motor vehicle engine Have flywheel. If the torsional vibration damper, as a pulley decoupler, is part of a pulley arrangement for driving ancillary units of a motor vehicle with the aid of a traction device, the

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

The use of a

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

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

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

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

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

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

Hybrid module,

FIG. 2: a perspective transmission side view of the hybrid module according to FIG. 1,

Fig. 3: a section of the hybrid module according to Fig. 2 and

FIG. 4: a perspective motor side view of the hybrid module according to FIG. 1.

Figure 1 shows an exemplary hybrid module 10 with a clutch arrangement 12 for a continuously variable transmission of a motor vehicle with an internal combustion engine 14 and with an electric machine 16, the hybrid module 10 having an axis of rotation D that extends from an engine side M to a transmission side G, furthermore having: a drive body 18 extending along the axis of rotation D, an output body 20 extending along the axis of rotation D,

wherein the drive body 18 is rotatably connected at its end facing the transmission side G to the output body 20, and wherein the drive body 18 and the

Output bodies 20 are formed coaxially to one another,

the drive body 18, at its end facing the engine side M, is designed for a rotationally fixed connection with a damper unit 22 for damping

Rotational irregularities of the internal combustion engine 14, the damper unit 22 being rotatably connectable to an input shaft 24 of the internal combustion engine 14,

wherein the drive body 18 at its end facing the transmission side M has a drive disk carrier 26 of the radially spaced from the axis of rotation D

Has clutch assembly 12,

wherein the output body 20 is radially spaced from the axis of rotation D.

Having the output disk carrier 28 of the clutch assembly 12,

wherein the output body 20 for actuating the clutch assembly 12 as

Rotating union is formed,

a disk set 30 for torque transmission being arranged between the drive disk carrier 26 and the output disk carrier 28, in order to transmit a torque of the internal combustion engine 14 via the drive body 18 to the output body 20 in the actuated state of the disk set 30,

a clutch housing 32, to which the drive body 18 and the output body 20 are rotatably arranged about the axis of rotation D,

an electrical machine 16, which has a stator system 34 and a rotor system 36, the stator system 34 and the rotor system 36 being designed in such a way that they can be rotated coaxially to one another about the axis of rotation D in order to generate a torque,

the stator system 34 being non-rotatably connected to the clutch housing 32, the rotor system 36 being non-rotatably connected to the output disk carrier 28, so that the torque generated by the electric machine 16 is via the

Output disk carrier 28 is forwarded,

wherein the output body 20 is formed, a torque to a

Transmission input shaft 38 to be transmitted. The clutch arrangement 12 comprises at least the drive disk carrier 26, the output disk carrier 28 and the disk pack 30. This is a friction clutch.

Overall, a disk pack 30 of the clutch arrangement 12 can be in the actuated and in the non-actuated state. The formulation of the actuated state of the disk set 30 means here that the inner disks and outer disks of the disk set 30 are in operative connection along the axis of rotation D in such a way that torque is transmitted. Inactivated state means that

The disk pack 30 and thus the clutch arrangement 12 are idling with regard to a transmission of the torque of the internal combustion engine 14, that is to say in no operative connection.

The hybrid module 10 thus comprises the output body 20 designed as a rotary feedthrough and for the hydraulic actuation of the clutch arrangement 12

Clutch assembly 12 serves both as a disconnect clutch and as

Starting clutch for the continuously variable transmission.

The hybrid module 10 is in particular a slide-in module. As shown in FIG. 1, the damper unit 22 is attached to the input shaft 24 of the internal combustion engine 14, which is designed as a crankshaft.

The hybrid module 10 also includes, in particular, a shaft of a hydraulic pump 44 and an associated roller bearing 46, which is in particular a ball bearing.

The structure includes, in particular, a bell housing 40 and a

Coupling partition 42.

The bell housing 40 preferably has a recess 48 which is provided for the hydraulic actuation of the clutch arrangement 12 via the output body 20. In particular, the at least one static extends

Recess 48 radially to the axis of rotation D up to a pressure oil channel system 50 of the rotatable output body 20. In particular, the stator system 34 is on a stator carrier 52

Clutch housing 32 arranged.

The rotor system 36 is preferably on the output disk carrier 28

shrunk on, which also serves as an outer carrier for lamellae of the lamella pack 30, particularly preferably for steel lamellae.

On the engine side M is a clutch counter plate 54 radially on the outside

Attached output disk carrier 28, particularly preferably pinned. A central bearing 56 is arranged radially inward, which thus forms a bearing on the engine side.

On the transmission side G, a rotor flange 58 is arranged between the output disk carrier 28 and the output body 20. At least one releasable connecting means 60, for example a screw connection, preferably connects the

Output disk carrier 28 with the rotor flange 58. A thermal joint connection 62a, in particular a welded connection, also preferably connects the output body 20 to the rotor flange 58.

The output body 20 is coaxial with the shaft 44 of a hydraulic pump

arranged, which is connected to the clutch housing 32 in stock. The

Components are preferably connected to one another in a form-fitting manner.

The torque of the output body 28 is preferably via a

Internal toothing 64 is transferred to the transmission input shaft 38.

The disk pack 30, having multi-part clutch linings and steel disks, enables the torque of the internal combustion engine 14 to be transmitted to the transmission input shaft 38.

Via the at least one recess 48 in the clutch housing 32, pressurized oil is fed from a clutch actuation unit into the output body 28 designed as a rotary feedthrough. For this purpose 28 seals 66 are in the output body

appropriate. The pressure oil is fed into a pressure chamber via the pressure oil channel system 50 68, which arises from at least a pressure piston 70 and a sealing plate 72. This results in an axial movement of the pressure piston 70 along the axis of rotation D. The axial movement in the direction of the motor side M leads to an actuated state of the disk set 30 in order to generate a torque of the

Internal combustion engine 14 to be transmitted via the drive body 18 to the output body 20. In other words, this means closing the as separating and

Starting clutch designed clutch assembly 12 and thus ensures the axial contact force for the torque transmission.

So that the clutch assembly 12 remains open in the basic state, so in

In the non-actuated state of the disk set 30, a plurality of compression springs 74 are arranged circumferentially on a mounting piston 76 on the engine side M of the pressure piston 70 and generate a counterforce to the pressure oil along the axis of rotation D in order to generate enough lift in the clutch arrangement 12.

As an alternative to the compression springs 74, a plate spring, which is not shown, can also be used.

To transmit the torque of the internal combustion engine 14 is the

Drive body 18, preferably via a thermal joint 62b, in particular a welded connection, to drive disk carrier 26

connected.

In order to secure the damper unit 22 against fluid contact from the area of the wet space of the clutch arrangement 12, a radial shaft seal 78 arranged between the clutch partition wall 42 and the drive body 18 is provided.

The drive disk carrier 26 is preferably supported by at least two radial 80 and two axial needle bearings 82.

The central bearing 56 is in particular a deep groove ball bearing or 4-point bearing. The central bearing 56 is preferably arranged on the coupling partition 42, which is made of steel, and is in particular fastened by means of a threaded ring.

A disc spring is preferably provided to compensate for tolerances and to generate a defined preload in the axial needle bearings 82.

A resolver stator is preferably arranged on the coupling partition 42 and an RLS rotor is preferably fastened to the output disk carrier 28.

The hybrid module 10 is thus a complete unit that can be removed separately before it is installed in the bell housing 40.

The stator system 34 has at least one busbar system 84 as

Connection interface. In particular, this connection interface must also be sealed off from the bell housing 40.

FIGS. 2 and 4 show the hybrid module 10 in a perspective view, FIG. 2 showing the transmission side G and FIG. 4 the engine side M of the hybrid module 10.

FIG. 3 shows how the stator carrier 52 can be arranged on the coupling partition 42.

The hybrid module 10 can be attached to the clutch partition wall 42 with or without

arranged fastening tabs 86 can be arranged in the bell housing 40 by means of fastening screws 88.

On the motor side M, an external toothing on the drive body 18 is a

Interface to the damper unit 22.

On the transmission side G, the internal toothing 64 on the output body 20 is an interface to the transmission input shaft 38. The stator carrier 52 can, for example, be centered on the coupling partition 42 via at least two pins 90 and attached to the coupling partition 42 circumferentially via a plurality of screw means 92. Between the coupling partition wall 42 and the stator support 52 is a

Busbar system 84 arranged.

The sealing concept for the hybrid module 10 can provide O-rings or flat seals.

The hybrid module 10 is particularly suitable for a coaxial one for 48 volts

trained or a high-voltage trained electrical machine.

Furthermore, the hybrid module 10, the stator system 34 of the electrical machine 16 can be designed with or without water cooling.

In particular, the hybrid module 10 is provided for a CVT transmission, that is to say a continuously variable transmission, with a converter interface and rotary feedthrough. The hybrid module 10 is also particularly suitable for an A / T transmission with a converter interface and rotary feedthrough. However, in this case an additional starting clutch should be provided. The clutch assembly 12 in

Hybrid module 10 then only serves as a separating clutch.

Reference list hybrid module

Clutch assembly

Internal combustion engine

Electric machine

Drive body

Output body

Damper unit

Input shaft

Drive plate carrier

Output disk carrier

Disk pack

Clutch housing

Stator system

Rotor system

Transmission input shaft

Bell housing

Coupling partition

Shaft of a hydraulic pump

roller bearing

Recess

Pressurized oil channel system

Stator carrier

Coupling counter plate

Central warehouse

Rotor flange

Detachable lanyard

a thermal joint

b Thermal joint connection

Internal gearing

Seals

Pressure chamber 70 plunger

72 sealing plate

74 compression springs

76 Retaining Piston

78 Radial Shaft Seal

80 radial bearings

82 axial needle bearings

84 busbar system

86 fastening straps

88 fastening screws

90 pen

92 screws

D axis of rotation

M engine side

G gear side

Claims

1. Hybrid module (10) with a clutch arrangement (12) for a continuously variable transmission of a motor vehicle with an internal combustion engine (14) and with a

Electric machine (16), the hybrid module (10) having an axis of rotation (D) which extends from an engine side (M) to a transmission side (G), further comprising:

a drive body (18) extending along the axis of rotation (D), an output body (20) extending along the axis of rotation (D), the drive body (18) being rotatably connected to the output body (20) at its end facing the gearbox side (M) ), and wherein the drive body (18) and the output body (20) are formed coaxially to one another,

wherein the drive body (18) at its end facing the engine side (M) is designed for a rotationally fixed connection to a damper unit (22) for damping rotational irregularities of the internal combustion engine (14), the

The damper unit (22) can be connected non-rotatably to an input shaft (24) of the

Internal combustion engine (14),

wherein the drive body (18) has at its end facing the gear side (G) a drive disk carrier (26) of the clutch arrangement (12) which is radially spaced from the axis of rotation (D),

wherein the output body (20) radially from the axis of rotation (D)

has spaced-apart output disk carrier (28) of the clutch arrangement (12), the output body (20) being designed as a rotary feedthrough for actuating the clutch arrangement (12),

wherein between the drive disk carrier (26) and the

Output disk carrier (28), a disk set (30) is arranged for torque transmission in order to apply a torque of the internal combustion engine (14) via the drive body (18) to the actuated state of the disk set (30)

To transmit output body (20), a clutch housing (32) to which the drive body (18) and the

The output body (20) is arranged rotatably about the axis of rotation (D),

an electrical machine (16) having a stator system (34) and a rotor system (36), the stator system (34) and the rotor system (36) being designed such that they are rotatable about the axis of rotation (D) coaxially to one another Generation of a torque,

wherein the stator system (34) is rotatably connected to the clutch housing (32),

wherein the rotor system (36) is rotatably connected to the output disk carrier (28) so that the torque generated by the electric machine (16) is passed on via the output disk carrier (28),

wherein the output body (20) is formed, a torque to a

Transmission input shaft (38) to be transferred.

2. Hybrid module (10) according to claim 1, characterized in that the

Hybrid module (10) is connected to the internal combustion engine (14) via a transmission bell housing (40).

3. Hybrid module (10) according to claim 1, characterized in that the

Gear bell housing (40) has at least one recess (48) for the

hydraulic actuation of the clutch assembly (12) via the as

Rotary feedthrough formed output body 20 is provided.

4. Hybrid module (10) according to the preceding claim, characterized

characterized in that the at least one recess (48) extends radially towards the

Axis of rotation (D) extends to a pressure oil channel system (50) of the rotatable output body (20).

5. Hybrid module (10) according to at least one of the preceding claims, characterized in that the hybrid module (10) is connected to the transmission bell housing (40) with fastening tabs (86) arranged on the coupling partition (42) by means of fastening screws (88).

6. Hybrid module (10) according to at least one of the preceding claims, characterized in that a busbar system (84) is arranged as a connection interface between the coupling partition (42) and the stator carrier (52).

7. Hybrid module (10) according to at least one of the preceding claims, characterized in that the stator carrier (52) is attached circumferentially to the coupling partition (42) via a plurality of screw means (92).

8. Hybrid module (10) according to at least one of the preceding claims, characterized in that the transmission input shaft (38) is designed for connection to a continuously variable transmission.

9. Hybrid module (10) according to at least one of the preceding claims, characterized in that the stator system (34) is a cooling system,

in particular has water cooling.

10. Hybrid module (10) according to at least one of the preceding claims, characterized in that the drive body (18) at its end facing the engine side (M) is non-rotatably connected to a damper unit (22) for damping rotational irregularities of the internal combustion engine (14),

wherein the damper unit (22) is rotatably connectable to an input shaft (24) of the internal combustion engine (14), and

wherein the damper unit (22) is in particular a two-mass flywheel.