WO2021213572A1 - Embrayage de coupure à rotor intégré et module hybride p2 doté d'un tel embrayage de coupure - Google Patents

Embrayage de coupure à rotor intégré et module hybride p2 doté d'un tel embrayage de coupure Download PDF

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Publication number
WO2021213572A1
WO2021213572A1 PCT/DE2021/100261 DE2021100261W WO2021213572A1 WO 2021213572 A1 WO2021213572 A1 WO 2021213572A1 DE 2021100261 W DE2021100261 W DE 2021100261W WO 2021213572 A1 WO2021213572 A1 WO 2021213572A1
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WO
WIPO (PCT)
Prior art keywords
hybrid module
rotor
pressure plate
clutch
electric motor
Prior art date
Application number
PCT/DE2021/100261
Other languages
German (de)
English (en)
Inventor
Florian Treffeisen
Markus Heitbaum
Björn REUTER
Yannick Strub
Martin Loth
Original Assignee
Schaeffler Technologies AG & Co. KG
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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2021213572A1 publication Critical patent/WO2021213572A1/fr

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    • 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
    • B60K6/22—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
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/42—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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • F16D13/46—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs in which two axially-movable members, of which one is attached to the driving side and the other to the driven side, are pressed from one side towards an axially-located member
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a hybrid module for coupling and uncoupling an internal combustion engine to and from a drive train of a motor vehicle.
  • the hybrid module has an electric motor and a separating clutch which is arranged in the radial direction of the hybrid module inside the electric motor and which has a counter-pressure plate, a pressure plate that can be displaced to a limited extent in the axial direction of the hybrid module and a clutch disc that can be frictionally clamped between the counter-pressure plate and the pressure plate.
  • a drive train of a hybrid vehicle usually comprises a combination of an internal combustion engine and an electric motor and enables - for example in metropolitan areas - a purely electric mode of operation with sufficient range and availability when driving overland. There is also the option of driving the combustion engine and the electric motor at the same time in certain operating situations.
  • the electric motor mostly replaces the previously common starter for the internal combustion engine and, secondly, the previously common alternator in order to reduce the weight gain of the hybrid vehicle compared to vehicles operated exclusively with internal combustion engines.
  • a separating clutch can be arranged between the internal combustion engine and the electric motor in order to separate the internal combustion engine from the electric motor and from the rest of the drive train of the hybrid vehicle.
  • the separating clutch which is also referred to as a KO clutch, is then opened and the internal combustion engine switched off so that the drive torque of the hybrid vehicle is generated exclusively by the electric motor.
  • Such separating clutches are usually actuated by means of a hydraulic actuation system.
  • a hydraulic actuation system usually has a master cylinder that transmits the pressure generated on the master cylinder to a slave cylinder via a hydraulic pressure line.
  • the slave cylinder transmits the hydraulic pressure to a lever system by means of a piston that can be displaced in the axial direction and with the interposition of a clutch release bearing, by means of which a frictional connection is established or released on the separating clutch.
  • Fully hydraulic actuation systems as they are usually used in hybrid modules, can, for example, be equipped with a central slave cylinder, which is often also called a Concentric Slave Cylinder (CSC) is called.
  • CSC Concentric Slave Cylinder
  • a hybrid module can be divided into the following categories PO to P5 depending on the arrangement or the point of engagement of the electric motor in the drive train:
  • the electric motor is arranged in the torque path in front of the internal combustion engine and, for example, coupled to the internal combustion engine via a belt. With this arrangement of the electric motor, it is also sometimes referred to as a belt starter generator (RSG).
  • RSG belt starter generator
  • the electric motor is arranged in the torque path directly behind the combustion engine.
  • the electric motor can, for example, be arranged in a manner fixed to the crankshaft in the torque path in front of the starting or gear change clutch.
  • P2 The electric motor is arranged in the torque path between a separating clutch, often referred to as a KO clutch, and the starting or gear change clutch, but in the torque path in front of the vehicle transmission.
  • a separating clutch often referred to as a KO clutch
  • the starting or gear change clutch but in the torque path in front of the vehicle transmission.
  • the electric motor is arranged in the vehicle transmission and / or on the transmission output shaft.
  • the electric motor is arranged on an existing or separate vehicle axle.
  • the electric motor is arranged on or in the driven vehicle wheel, for example as a wheel hub motor.
  • separating clutches required for hybridizing conventional drive trains have to meet special requirements in terms of size and energy efficiency compared to conventional starting or gear change clutches.
  • separating clutches for P2 hybrid modules must have a particularly low drag torque in the open or disengaged state.
  • high differential speeds between the drive side and the output side of the disconnect clutch often occur for a long time in the disengaged separating clutch.
  • this object is achieved by a hybrid module with the features of the independent claim.
  • Preferred configurations of the hybrid module are set out in the dependent claims.
  • a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle with an electric motor and a separation clutch, which is arranged in the radial direction of the hybrid module within the electric motor, and which has a counter pressure plate, a in the axial direction of the hybrid module has limited displaceable pressure plate and a friction-locked clutch disc between the counter-pressure plate and the pressure plate, the electric motor having a rotor which is rotatably supported by a rotor web with respect to a stator of the electric motor, the counter-pressure plate forming the rotor web.
  • the counter-pressure plate forms the rotor web, that is, the counter-pressure plate and the rotor web are one component, this component performing the functions of the counter-pressure plate, namely the provision of a friction surface that cannot be displaced in the axial direction, that is, an axially fixed friction surface for the frictional contact of the clutch disc and the rotor web, namely the indirect or direct support of the rotor in the radial and axial direction, combined into one another, at least one separate component is saved, whereby in particular installation space can be saved in the axial direction.
  • the clutch disc is connected in a rotationally fixed manner and fixedly in the axial direction to an input shaft which can be rotatably connected to the internal combustion engine.
  • the mass of the clutch disc which is comparatively low in comparison to the counter-pressure plate and the pressure plate, is thus assigned to the internal combustion engine, which is the case when the internal combustion engine is coupled and uncoupled, in particular with regard to a lower inertia, has advantages. This makes it possible for the internal combustion engine-side torsional vibration damper to be dimensioned smaller or to be omitted entirely, as a result of which further installation space can be saved.
  • the input shaft has a flange on which at least one friction lining of the clutch disc, which can be frictionally clamped with the rotor web designed as a counter-pressure plate and / or the pressure plate, which can be displaced to a limited extent in the axial direction, via at least one spring plate, rotatably and axially Direction is tied elastically.
  • This type of connection makes it possible to dispense with the ability of the clutch disc to be displaced in the axial direction without increasing the drag torque of the clutch of the hybrid module due to the friction lining of the clutch disc resting slightly on the counter-pressure plate or the pressure plate when the clutch is disengaged. In this way, too, installation space can be saved in the axial direction of the hybrid module.
  • the rotor web which is designed as a counter-pressure plate, is mounted in a stationary and rotatable manner in the axial direction by a rotor bearing on a housing of the electric motor that supports the stator.
  • the housing of the electric motor has a housing collar, on the outside of which the rotor bearing is arranged, and through the interior of which the input shaft, which can be rotatably connected to the internal combustion engine and which can be rotated via an input-side bearing on the inside of the housing collar, extends is stored.
  • This way of integrating components on the input side of the hybrid module additionally reduces the space required for the hybrid module.
  • the rotor bearing rotates permanently between the rotor and the housing collar, while the input-side bearing between the housing collar and the rotor shaft only rotates when the separating clutch is closed.
  • Housing and rotor can swap places in a different arrangement, so that the arrangement rotor shaft - input-side bearing - rotor - rotor bearing - housing collar is created radially from the outside inwards.
  • the rotor bearing would rotate permanently again, but the input-side bearing would only be in the open state of the separating clutch turn.
  • the arrangement can optimize the drag torques.
  • the bearing on the input side should be arranged in such a way that it rotates as little operating time as possible.
  • the rotor web designed as a counter pressure plate is connected in the radial direction outside the clutch disk to a rotor arm, or merges into a rotor arm, on the outside of which the rotor is designed in a rotationally fixed manner with the rotor arm.
  • the rotor arm is connected non-rotatably to a clutch cover to which the pressure plate is connected via leaf springs so that it is non-rotatable and can be displaced to a limited extent in the axial direction.
  • the rotor arm is preferably rotatably connected to an output-side torsional vibration damper, preferably with a centrifugal pendulum, and an output flange of the output-side torsional vibration damper is preferably rotatably engageable with a spline of an output shaft, for example a transmission input shaft.
  • an output-side torsional vibration damper preferably with a centrifugal pendulum
  • an output flange of the output-side torsional vibration damper is preferably rotatably engageable with a spline of an output shaft, for example a transmission input shaft.
  • a hydraulic actuating device preferably connected non-rotatably to the clutch cover, for engaging and / or disengaging the separating clutch is oil-tight, but rotatable, connected via an inner surface of the output shaft.
  • the provision of a rotatability is necessary due to the connection of the torsional vibration damper on the output side.
  • the rotationally fixed and axially fixed connection of the clutch cover and / or the output-side torsional vibration damper is inside in the radial direction and / or in the axial direction of the stator of the electric motor, which is preferably designed as an internal rotor.
  • This also further reduces the installation space that the hybrid module requires, in particular if the said connection is arranged both in the radial direction and in the axial direction within the stator.
  • the stator of the electric motor which is arranged on the outside in the radial direction, thus defines the largest outer diameter that the hybrid module requires as installation space.
  • a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle with an electric motor and a separating clutch , which is arranged in the radial direction of the hybrid module within the electric motor, and which has a counter-pressure plate, a clutch cover connected to the counter-pressure plate in a rotationally fixed manner, a pressure plate that can be displaced to a limited extent in the axial direction of the hybrid module and a clutch disc that can be frictionally clamped between the counter-pressure plate and the pressure plate
  • the The hybrid module also has a hydraulic actuating device for engaging and / or disengaging the separating clutch, which is attached to the clutch cover in a rotationally fixed and axially fixed manner.
  • the actuating force to be applied by the actuating device for engaging and / or disengaging the separating clutch is preferably completely supported within the hybrid module free of relatively rotatable components. External components for supporting the actuating force can thus be dispensed with, which further reduces the installation space required.
  • the flow of the actuating force through the hybrid module is closed with the participation of at least the following sequence of components of the hybrid module: housing of the actuating device, actuating piston, pressure plate, friction-locked clutch disc, counter-pressure plate, rotor carrier of the electric motor, clutch cover, housing of the actuating device .
  • the separating clutch is actuated directly, so that the path taken by the actuating device to engage and / or disengage the Disconnect clutch travels, corresponds to the path that the pressure plate travels to engage and / or disengage the disconnect clutch.
  • the transmission ratio of the separating clutch is therefore one to one. This makes it possible to use an actuating device with a very short actuating stroke, as a result of which the path which is required for the actuating stroke and which has to be kept in the installation space of the hybrid module is very short. This further reduces the installation space of the hybrid module.
  • a pressure pot is arranged in the flow of the actuating force between one or the actuating piston of the actuating device and the pressure plate.
  • the actuating force can be transmitted to the pressure plate in a simple manner through the pressure pot.
  • the clutch cover preferably has an inner edge against which an outer edge of the housing of the actuating device rests in the radial direction and / or in the axial direction. In this way, the actuation device on the clutch cover can be held in position without the interposition of further components, which reduces the installation space required by the hybrid module.
  • the housing of the actuating device is fastened to the clutch cover via a locking ring on the housing side. Since the securing ring is detachable, a non-destructive exchange of the actuating device is made possible in this way in the event of damage, without having to reserve additional installation space for this.
  • the clutch cover has a potted area in the radial direction outside the inner edge, into which a part of an actuating piston of the actuating device, and preferably a part of a pressure pot, extends in the axial direction.
  • the housing of the actuating device has a housing collar in the radial direction within the outer edge, via which the actuating device is rotatably connected to an output shaft, for example a transmission input shaft, preferably oil-tight. This also allows the installation space required by the hybrid module to be further reduced.
  • a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle with an electric motor and a separating clutch, which is arranged in the radial direction of the hybrid module inside the electric motor and which has a counter-pressure plate, a clutch cover connected in a rotationally fixed manner to the counter-pressure plate, a pressure plate that can be displaced to a limited extent in the axial direction of the hybrid module, and a clutch disc that can be frictionally clamped between the counter-pressure plate and the pressure plate
  • the hybrid module further has a hydraulic actuation device for engaging and / or disengaging the separating clutch, which is centered in the radial direction over an inner diameter of the clutch cover. Because the hydraulic actuation device for engaging and / or disengaging the separating clutch is centered over an inner diameter of the clutch cover, further components
  • the actuating device is preferably concentric with the clutch cover and / or with an output shaft connected to the separating clutch, for example a transmission input shaft.
  • This concentric structure leads to a reduced space requirement for the hybrid module, particularly in the radial direction.
  • the actuating device is connected to the output shaft in an oil-tight manner and can be supplied with hydraulic oil through the output shaft. Separate hydraulic lines are therefore not required, which reduces the space required for the hybrid module.
  • the housing of the actuating device preferably has a housing collar within the outer edge in the radial direction, via which the actuating device is rotatably and oil-tightly connected to the output shaft, thereby reducing the installation space required by the hybrid module.
  • the actuating device is attached to the clutch cover in a rotationally fixed and axially fixed manner.
  • a hybrid module for connecting and disconnecting an internal combustion engine to and from a drive train of a motor vehicle is proposed , with an electric motor and a separating clutch, which is arranged in the radial direction of the hybrid module inside the electric motor, and which has a counter pressure plate, a clutch cover connected to the counter pressure plate in a rotationally fixed manner, a pressure plate that can be displaced to a limited extent in the axial direction of the hybrid module and one between the counter pressure plate and the pressure plate having frictionally clampable clutch disc, the clutch cover having a plurality of perforations distributed in the circumferential direction of the hybrid module, through which tongues of a centrifugal force compensation device extend in the radial direction. Since the clutch cover has a
  • the hybrid module also has a hydraulic actuation device for engaging and / or disengaging the separating clutch, and the centrifugal force compensation device is designed to counteract an increase in pressure of the hydraulic oil in the actuation device caused by centrifugal force.
  • the openings are formed in the potted area of the clutch cover. This enables a particularly compact construction of the hybrid module.
  • the tongues, preferably radially inner ends of the tongues, of the centrifugal force compensation device are in contact with the actuating piston and / or with a pressure pot arranged between the actuating piston and the pressure plate.
  • the centrifugal force compensation device can be centered in a simple manner, so that no further components are necessary for centering the centrifugal force compensation device. By dispensing with other components, the installation space required by the hybrid module can be reduced.
  • the centrifugal force compensation device is preferably designed as a plate spring which has support tabs in its radial outer circumference and angled centrifugal force vanes in its radial inner circumference has the tongues and in the radial direction between the support tabs, the angled centrifugal vanes and the tongues a force ring.
  • the support tabs, the angled centrifugal force wings and the force ring are preferably arranged in the radial direction outside the potted area of the clutch cover, which enables a particularly compact construction of the hybrid module.
  • the support tabs rest on a surface of the clutch cover facing away from the clutch disc, preferably in an area that lies in the radial direction between the potted area and a rotationally fixed and axially fixed connection of the clutch cover to a rotor carrier of the electric motor. This structure also makes it possible to reduce the installation space taken up by the hybrid module.
  • Figure 1 is a sectional view through an embodiment of a hybrid module
  • FIG. 2 shows a detailed view from FIG. 1, which shows part of a separating clutch and an actuating device of the hybrid module,
  • FIG. 3 shows a detailed view from FIG. 1, which shows a bearing on the input side, in particular a clutch disc of the hybrid module,
  • FIG. 4 shows a perspective view of the clutch disc of the hybrid module from FIG. 1,
  • FIG. 5 shows a detailed view of the actuating device of the hybrid module from FIG. 1, and
  • FIG. 6 shows a detailed view of a centrifugal force compensation device of the hybrid module from FIG. 1.
  • Features and combinations of features that are not shown as being essential to the invention in the description of FIGS. 1 to 6 are to be understood as optional.
  • the hybrid module 1 which is shown in an overall view in FIG. 1, has an input side 2 and an output side 3.
  • the hybrid module 1 can be connected directly or indirectly to an internal combustion engine 4 via the input side 2.
  • the internal combustion engine 4 is connected to an input-side torsional vibration damper 5, for example a two-mass flywheel with arc springs or straight compression springs, in particular in connection with a centrifugal pendulum.
  • the input-side torsional vibration damper 5 is non-rotatably connected to the input side 2 of the hybrid module 1 via its output side, preferably by means of a spline 9.
  • the hybrid module 1 On its output side 3, the hybrid module 1 is non-rotatably connected to an output shaft 33, preferably by means of a spline 35.
  • the output shaft 33 can be a transmission input shaft, for example.
  • the hybrid module has an electric motor 6 and a separating clutch 7.
  • the electric motor 6 is an electric machine that can be operated both as a drive motor and as a generator as a generator.
  • the separating clutch 7 is a so-called KO clutch, which is designed to couple and uncouple the internal combustion engine 4 to and from a drive train of a motor vehicle in which the hybrid module 1 is arranged.
  • the separating clutch 7 is arranged in the radial direction R of the hybrid module 1 inside the electric motor 6.
  • the separating clutch 7 is designed as a dry single-disk clutch.
  • the torque of the internal combustion engine 4 is either directly or indirectly via the input side
  • Torsional vibration damper 5 can be transmitted to an input shaft 8 of hybrid module 1.
  • the input shaft 8 can also be referred to as an intermediate shaft or a hybrid shaft.
  • the input shaft 8 extends along an axis of rotation D of the hybrid module 1.
  • the input shaft 8 can also be the crankshaft itself or an extension of the crankshaft of the internal combustion engine 4.
  • the input shaft 8 is rotatably supported with respect to the electric motor 6 by an input-side bearing 11, which is designed as an axial bearing and / or as a radial bearing.
  • the input-side bearing 11 is arranged between the input shaft 8 lying on the inside in the radial direction R and a housing 14 of the electric motor 6 lying on the outside in the radial direction R.
  • the input shaft 8 has a flange 10.
  • the flange 10 of the input shaft 8 is formed in the interior of the separating clutch 7.
  • the flange 10 of the input shaft 8 is likewise formed in the radial direction R within the separating clutch 7.
  • the flange 10 of the input shaft 8 carries a clutch disc 17 which can be frictionally clamped between a counter-pressure plate 24 of the separating clutch 7, which is fixed in the axial direction A of the hybrid module 1, and a pressure plate 25 of the separating clutch 7, which can be displaced to a limited extent in the axial direction A.
  • the input shaft 8 is fixedly mounted in the axial direction A with respect to the housing 14 of the electric motor 6.
  • the housing 14 of the electric motor 6 has in the area of the input-side bearing 11 a housing collar 15 which extends in the axial direction A in the direction of the flange 10 of the input shaft 8, i.e. away from the internal combustion engine 4.
  • the outer diameter of the inner housing collar 15 of the electric motor 6 essentially corresponds to the outer diameter of the flange 10 of the input shaft 8.
  • the housing 14 of the electric motor 6 extends outward in the radial direction R. This area likewise limits the installation space of the hybrid module 1 and delimits the hybrid module 1 from the internal combustion engine 4 or from the torsional vibration damper 5 on the input side.
  • the housing 14 In its outer diameter, the housing 14 carries a stator 12 of the electric motor 6, preferably by means of a further, ie external housing collar, which extends in the axial direction A away from the internal combustion engine 4 and in the inner diameter of which the stator 12 of the electric motor 6 is arranged.
  • This further, external housing collar defines the outer diameter of the hybrid module 1 and delimits the hybrid module in the radial direction R to the outside, for example with respect to a clutch bell.
  • a rotor bearing 21 is arranged in the radial direction R between an outer surface of the inner housing collar 15 of the electric motor 6 and an inner surface of the counter-pressure plate 24 of the separating clutch 7.
  • the rotor bearing 21 serves equally as a radial bearing as well as an axial bearing and ensures that the counter-pressure plate 24 is indeed mounted rotatably in the circumferential direction U of the hybrid module 1 with respect to the housing 14 of the electric motor 6, in the axial direction A of the hybrid module 1 with respect to the housing 14 of the electric motor 6 is fixed, however.
  • annular projections are formed in order to hold the rotor bearing 21 in place.
  • the outer surface of the inner housing collar 15 and the inner diameter of the counterpressure plate 24 have, for example, annular grooves in which an inner locking ring 22 in the housing collar 15 and an outer locking ring 23 in the counterpressure plate 24 are embedded.
  • the counterpressure plate 24 extends outward in the radial direction R and, on its side facing away from the internal combustion engine 4, has a friction surface for contact with the clutch disc 17, more precisely on one or more friction linings 18 of the clutch disc 17 facing the internal combustion engine 4.
  • a rotor arm 16 which can also be referred to as a rotor pot, is non-rotatably connected to the counter-pressure plate 24, for example pressed onto it.
  • a rotor 13 of the electric motor 6 is arranged in a rotationally fixed manner in the outer circumference of the rotor arm 16 and is connected to the rotor arm 16.
  • the rotor 13 is arranged in the radial direction R inside the stator 12, so that the electric motor 6 is designed as a so-called internal rotor.
  • the stator 12 In order to rotate the rotor 13, the stator 12 is in electromagnetic interaction with the rotor 13.
  • the counter-pressure plate 24 may be formed in one piece with the rotor arm 16 or to merge into the rotor arm 16. It is equally possible for the rotor 13 to be arranged directly on the counter-pressure plate 24. In any case, the counter-pressure plate 24 forms a rotor web that the rotor 13 in a radial Is supported in the direction R and is rotatably mounted on the housing collar 15 of the electric motor 6 via the rotor bearing 21.
  • the rotor web which is embodied as a counter-pressure plate 24, is supported by the rotor bearing 21 in a stationary and rotatable manner in the axial direction A on the housing 14 of the electric motor 6 that supports the stator 12.
  • the rotor bearing 21 is arranged on the outside of the housing collar 15 of the housing 14 of the electric motor 6, and the input shaft 8, which can be rotatably connected to the internal combustion engine 4 and is rotatably mounted on the inside of the housing collar 15 via the input-side bearing 11, extends through the interior of the housing collar 15 is. This storage is shown in detail in FIG.
  • the clutch disk 17 of the separating clutch 7 of the hybrid module 1 is shown in FIG.
  • the clutch disk 17 is non-rotatably connected to the input shaft 8, more precisely to the flange 10 of the input shaft 8, without a spline.
  • the clutch disk 17 has an annular friction lining carrier 19, which is connected in a rotationally fixed manner to the flange 10 of the input shaft 8 in the radial direction R inside via one or more spring plates 20.
  • the inner circumference of the ring-shaped spring plate 20 or the ring-segment-shaped spring plates 20 is riveted to the flange 10 of the input shaft 8 and their outer circumference is riveted to the friction lining carrier 19.
  • the spring plate (s) 20 enable a forced lift from the counter pressure plate 24 and from the pressure plate 25 in the disengaged state of the separating clutch 7, whereby a friction or drag torque can be prevented in the disengaged state of the separating clutch 7 without the input shaft 8 having a Splines are equipped on which the clutch disc 17 would be arranged to be displaceable in the axial direction A.
  • the spring plate 20 and the friction lining carrier 19 are formed in one piece.
  • the friction lining carrier 19 is provided with friction linings 18 on its side facing the internal combustion engine 4 and on its side facing away from the internal combustion engine 4. These friction linings 18 can, for example, be riveted to the friction lining carrier 19, but can also be glued to the latter. Other types of non-rotatable connections are also available conceivable. It should be mentioned that the friction lining carrier 19 preferably has a friction lining suspension acting in the axial direction A between the friction linings 18 or is in contact with such a system. However, it is also conceivable that no friction lining suspension is arranged between the friction linings.
  • the entire clutch disk 17 is shown in a perspective view in FIG. 4, together with the connection of the clutch disk 17 to the input shaft 8.
  • the clutch disc is non-rotatably and fixedly connected in the axial direction A to the input shaft 8 which can be rotatably connected to the internal combustion engine 4.
  • the at least one friction lining 18 of the clutch disc 17, which can be frictionally clamped with the rotor web designed as a counter-pressure plate 24 and / or the pressure plate 25, which can be displaced to a limited extent in the axial direction A, is non-rotatable via the at least one spring plate 20 and is elastic in the axial direction A on the flange 10 the input shaft 8 connected.
  • the rotor arm 16 extends in the axial direction A of the hybrid module 1 and is non-rotatably connected to a clutch cover 26. Starting from this rotationally fixed and axially fixed connection 32 of the clutch cover 26 with the rotor carrier 16, the clutch cover 26 extends inward in the radial direction R of the hybrid module 1.
  • the pressure plate 25 is connected to the clutch cover 26 via leaf springs 30 distributed in the circumferential direction U of the hybrid module 1 so that it cannot rotate and can be displaced to a limited extent in the axial direction A.
  • the pressure plate 25 has on its surface facing the internal combustion engine 4 a friction surface which can be brought into frictional engagement with the clutch disk 17, more precisely with the friction lining 18 of the clutch disk 17 facing away from the internal combustion engine 4.
  • the rotor arm 16 is connected to an output-side torsional vibration damper 31 by the rotationally fixed and axially fixed connection 32.
  • the torsional vibration damper 31 on the output side can be, for example, a pendulum rocker damper. If necessary, the output-side torsional vibration damper 31 is additionally equipped with a centrifugal pendulum, i.e. with a torsional vibration damper.
  • connection 32 thus ensures a rotationally fixed and axially fixed connection of the rotor arm 16, the clutch cover 26 and an input flange of the output-side torsional vibration damper 31 to one another.
  • the rotationally fixed and axially fixed connection 32 is inside the stator 12 in the radial direction R and in the axial direction A arranged.
  • the rotationally fixed and axially fixed connection 32 is arranged in the axial direction A next to the rotor 13 on the side of the rotor 13 facing away from the internal combustion engine 4, preferably on the same diameter as the rotor 13.
  • An output flange of the output-side torsional vibration damper 31 can be brought into rotationally fixed engagement with the output shaft 33, for example the transmission input shaft, via the spline 35.
  • the output shaft 33 is connected to the rotor carrier 16 or to the clutch cover 26 without the interposition of an output-side torsional vibration damper 31.
  • the clutch cover 26 In the radial direction R within the leaf springs 30, the clutch cover 26 has a potted area 27. In the radial direction R within the potted area 27 of the clutch cover 26, the clutch cover 26 is delimited by an inner edge 29.
  • the hybrid module 1 also has a hydraulic actuating device 43 for engaging and / or disengaging the separating clutch 7, which is attached to the clutch cover 26 in a rotationally fixed and axially fixed manner.
  • the actuating force to be applied by the actuating device 43 for engaging and / or disengaging the separating clutch 7 is completely supported within the hybrid module 1, free of relatively rotatable components. This is shown in FIG. 2 by the closed flow of force K.
  • the flow of the actuating force through the hybrid module 1 is closed with the participation of at least the following sequence of components of the hybrid module 1: housing 45 of actuating device 43, actuating piston 44, friction-locked clutch disc 17, counter-pressure plate 24, rotor carrier 16 of electric motor 6, clutch cover 26, housing 45 of the actuating device 43.
  • a pressure pot 42 can be arranged in the flow of the actuating force between the actuating piston 44 of the actuating device 43 and the pressure plate 25.
  • the hydraulic actuating device 43 for engaging and / or disengaging the separating clutch 7, which is preferably non-rotatably connected to the clutch cover 26, is connected in an oil-tight but rotatable manner via an inner surface 34 of the output shaft 33.
  • This non-rotatable connection to the clutch cover 26 can take place in a non-positive manner, but can also take place in a form-fitting manner, for example by means of a dowel pin or a spline.
  • the relative rotatability of the actuating device 43, more precisely of the housing 45 the actuating device 43 to the output shaft 33 is necessary because the output shaft 33 can be rotated to a limited extent relative to the clutch cover 26 in the circumferential direction U of the hybrid module 1 by interposing the output-side torsional vibration damper 31.
  • the output shaft 33 is directly or indirectly connected non-rotatably to the rotor arm 16 or to the clutch cover 26, the rotatability of the actuating device 43 with respect to the output shaft 33 can be dispensed with, which makes the oil supply 53 of the actuating device 43 through the output shaft 33 easier.
  • the inner edge 29 of the clutch cover 26 rests against an outer edge 47 of the housing 45 of the actuating device 43 in the radial direction R, as is shown in the detailed illustration in FIG. Furthermore, the inner edge 29 of the clutch cover 26 also rests in the axial direction A on the outer edge 47 of the housing 45 of the actuating device 43, more precisely with a surface of the clutch cover 26 close to the inner edge that faces the internal combustion engine 4.
  • the housing 45 of the actuating device 43 is fastened to the clutch cover 46 via a securing ring 48 on the housing side.
  • the securing ring 48 on the housing side is let into a circumferential groove made in the outer edge 47 of the housing 45.
  • the outer edge 47 of the housing 45 of the actuating device 43 thus represents a centering edge via which the actuating device 43 is centered on the clutch cover 26 and is connected to the clutch cover 26 in a fixed manner.
  • the actuating device 43 is thus attached to the clutch cover 23 in a rotationally fixed and axially fixed manner.
  • the potted area 27 of the clutch cover 26 is arranged in the radial direction R outside the inner edge 29 of the clutch cover 26.
  • the axially fixed housing 45 of the actuating device 43 is sealed oil-tight by a piston seal 46.
  • the actuating piston 44 presses on the pressure pot 42, which in turn presses on the pressure plate 25 in order to engage the separating clutch 7.
  • This pressure takes place against the bias of the leaf springs 30 in the axial direction A of the hybrid module 1.
  • the leaf springs 30 pull the pressure plate 25 from the clutch disk 17 or from the Counter pressure plate 24 away. This movement is transmitted to the actuating piston 44 via the pressure pot 42, so that hydraulic oil is pressed back from the working chamber of the actuating device 43, which is sealed by the piston seal 46, into the oil-supplying output shaft 33.
  • the separating clutch 7 is actuated directly, so that the path that the actuating device 43, more precisely the actuating piston 44 of the actuating device 43, travels to engage and / or disengage the separating clutch 7 corresponds to the path that the pressure plate 25 moves back to engage and / or disengage the separating clutch 7. The same applies to the path that the pressure pot 42 covers to engage and / or disengage the separating clutch 7.
  • the hydraulic actuation device 43 for engaging and / or disengaging the separating clutch 7 is centered in the radial direction R over the inner diameter of the clutch cover 26.
  • the actuating device 43 is concentric with the clutch cover 26 and / or with the output shaft 33 connected to the separating clutch 7, for example the transmission input shaft, which in turn defines the axis of rotation D of the hybrid module 1 together with the input shaft 8 of the hybrid module 1.
  • the housing 45 of the actuating device 43 has a housing collar 49 in the radial direction R within the outer edge 47, via which the actuating device 43 is connected to the output shaft 33 in a rotatable and oil-tight manner.
  • a flange bearing 51 which is preferably designed as a radial bearing, and, on the other hand, a flange seal 52 are arranged.
  • the flange bearing 51 is arranged on the side of the hybrid module 1 facing the internal combustion engine 4, while the flange seal 52 is arranged on the side of the hybrid module 1 facing the transmission, i.e.
  • the actuating device 43 is on the one hand rotatable and on the other hand connected to the output shaft 33 in an oil-tight manner and can be supplied with hydraulic oil by the oil supply 53 provided in the output shaft 33 in order to close the actuating piston 44 for engaging and / or disengaging the separating clutch 7 in the axial direction A. relocate.
  • the clutch cover 26 has a plurality of perforations distributed in the circumferential direction U of the hybrid module 1 28 through which tongues 39 of a centrifugal force compensation device 36 extend in the radial direction R.
  • the openings 28 are formed in the potted area 27 of the clutch cover 26.
  • the centrifugal force compensation device 36 is designed to counteract an increase in pressure of the hydraulic oil in the actuating device 43 caused by centrifugal force.
  • the centrifugal force compensation device 36 has a plate spring 37 as a preload spring.
  • the plate spring 37 In its radial outer circumference, the plate spring 37 has support tabs 40 and angled centrifugal vanes 41, both of which are arranged distributed in the circumferential direction U.
  • the plate spring 37 In its radial inner circumference, the plate spring 37 has the said tongues 39, which are arranged equally distributed in the circumferential direction U.
  • the plate spring 37 has a force ring 38 which connects the tongues 39, the support straps 40 and the angled centrifugal vanes 41 to one another in the circumferential direction U.
  • the tongues 39, preferably radially inner ends of the tongues 39, of the centrifugal force compensation device 36 are in contact with the actuating piston 44, and preferably equally with the pressure pot 42.
  • the support tabs 40, the angled centrifugal force vanes 41 and the force ring 38 are arranged in the radial direction R outside the pressure pot 42 and outside the potted area 27 of the clutch cover 26.
  • the support tabs 40 rest on a surface of the clutch cover 26 facing away from the clutch disk 17 or the internal combustion engine 4, ie on a surface of the clutch cover 26 facing the transmission, preferably in an area that extends in the radial direction R between the potted area 27 and the non-rotatable area and axially fixed connection 32 of the clutch cover 26 with the rotor carrier 16 of the electric motor 6.
  • the preceding exemplary embodiments relate to a hybrid module 1 for coupling and uncoupling an internal combustion engine 4 to and from a drive train of a motor vehicle with an electric motor 6 and a separating clutch 7, which is arranged in the radial direction R of the hybrid module 1 within the electric motor 6, and one Has counter-pressure plate 24, a pressure plate 25 which can be displaced to a limited extent in the axial direction A of the hybrid module 1 and a clutch disc 17 which can be frictionally clamped between the counter-pressure plate 24 and the pressure plate 25, the electric motor 6 having a rotor 13 which is supported by a rotor web with respect to a stator 12 of the electric motor 6 is rotatably supported, the counter-pressure plate 24 forming the rotor web.
  • the preceding exemplary embodiments relate to a hybrid module 1 for coupling and uncoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, with an electric motor 6 and a separating clutch 7, which is arranged in the radial direction R of the hybrid module 1 within the electric motor 6, and which has a counter pressure plate 24, a clutch cover 26 non-rotatably connected to the counter pressure plate 24, a pressure plate 25 which can be displaced to a limited extent in the axial direction A of the hybrid module 1 and a clutch disc 17 which can be frictionally clamped between the counter pressure plate 24 and the pressure plate 25, the hybrid module 1 also having a has hydraulic actuating device 43 for engaging and / or disengaging the separating clutch 7, which is attached to the clutch cover 26 in a rotationally fixed and axially fixed manner.
  • the preceding exemplary embodiments relate to a hybrid module 1 for coupling and uncoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, with an electric motor 6 and a separating clutch 7, which is arranged in the radial direction R of the hybrid module 1 within the electric motor 6, and which has a counter pressure plate 24, a clutch cover 26 non-rotatably connected to the counter pressure plate 24, a pressure plate 25 which can be displaced to a limited extent in the axial direction A of the hybrid module 1 and a clutch disc 17 which can be frictionally clamped between the counter pressure plate 24 and the pressure plate 25, the hybrid module 1 also having a has hydraulic actuating device 43 for engaging and / or disengaging the separating clutch 7, which is centered in the radial direction R over an inner diameter of the clutch cover 26.
  • the preceding exemplary embodiments relate to a hybrid module 1 for coupling and uncoupling an internal combustion engine 4 to and from a drive train of a motor vehicle, with an electric motor 6 and a separating clutch 7, which is arranged in the radial direction R of the hybrid module 1 within the electric motor 6, and which has a counter-pressure plate 24, a clutch cover 26 connected in a rotationally fixed manner to the counter-pressure plate 24, a pressure plate 25 which can be displaced to a limited extent in the axial direction A of the hybrid module 1, and a clutch disc 17 which can be frictionally clamped between the counter-pressure plate 24 and the pressure plate 25, the clutch cover 26 having a plurality of, has openings 28 distributed in the circumferential direction U of the hybrid module 1, through which tongues 39 of a centrifugal force compensation device 36 extend in the radial direction R.

Abstract

La présente invention concerne un module hybride (1) destiné à accoupler et à désaccoupler un moteur à combustion interne (4) à une chaîne cinématique d'un véhicule à moteur, ledit module hybride comportant un moteur électrique (6) et un embrayage de coupure (7) qui est monté dans la direction radiale (R) du module hybride (1) à l'intérieur du moteur électrique (6) et présente un plateau de réaction (24), un plateau de pression (25) pouvant se déplacer de manière limitée dans la direction axiale (A) du module hybride (1) et un disque d'embrayage (17) qui peut être serré par friction entre le plateau de réaction (24) et le plateau de pression (25), le moteur électrique (6) présentant un rotor (13) qui est soutenu de manière à tourner relativement au stator (12) du moteur électrique (6) par un élément de liaison de rotor, le plateau de réaction (24) constituant l'élément de liaison de rotor.
PCT/DE2021/100261 2020-04-24 2021-03-16 Embrayage de coupure à rotor intégré et module hybride p2 doté d'un tel embrayage de coupure WO2021213572A1 (fr)

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DE102021119137A1 (de) 2021-06-22 2022-12-22 Schaeffler Technologies AG & Co. KG Trennkupplung mit verzahntem Eingriff der Kupplungsscheiben an einer Antriebswelle und Hybridantriebsstrang mit solcher Trennkupplung
DE102021119138A1 (de) 2021-07-23 2023-01-26 Schaeffler Technologies AG & Co. KG Trennkupplung mit Blattfederkaskade sowie Hybridantriebsstrang mit entsprechender Trennkupplung
DE102021119139A1 (de) 2021-07-23 2023-01-26 Schaeffler Technologies AG & Co. KG Mehrscheiben-K0 mit axial weichen Anbindungen der Anpressplatten und Kupplungsscheiben mit rotorträgerfester Anbindung der Zwischenplatte und Anpressplatte sowie Hybridantriebsstrang mit solcher Trennkupplung

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EP0773127A2 (fr) 1995-11-13 1997-05-14 Toyota Jidosha Kabushiki Kaisha Dispositif d'entraînement hybride pour véhicule, avec embrayage pour contrÔler un train planétaire lié au moteur générateur
DE102015209554A1 (de) * 2015-05-26 2016-12-01 Volkswagen Aktiengesellschaft Kupplungsanordnung für ein Kraftfahrzeug
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