WO2022089681A1 - Agencement d'embrayage avec un embrayage de séparation et un amortisseur de vibrations de torsion pour une chaîne cinématique hybride - Google Patents

Agencement d'embrayage avec un embrayage de séparation et un amortisseur de vibrations de torsion pour une chaîne cinématique hybride Download PDF

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Publication number
WO2022089681A1
WO2022089681A1 PCT/DE2021/100673 DE2021100673W WO2022089681A1 WO 2022089681 A1 WO2022089681 A1 WO 2022089681A1 DE 2021100673 W DE2021100673 W DE 2021100673W WO 2022089681 A1 WO2022089681 A1 WO 2022089681A1
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WO
WIPO (PCT)
Prior art keywords
clutch
drive train
pressure plate
input shaft
arrangement
Prior art date
Application number
PCT/DE2021/100673
Other languages
German (de)
English (en)
Inventor
Marc Finkenzeller
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 WO2022089681A1 publication Critical patent/WO2022089681A1/fr

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Classifications

    • 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
    • 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
    • F16D13/58—Details
    • F16D13/70—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members
    • 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
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/13121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses characterised by clutch arrangements, e.g. for activation; integrated with clutch members, e.g. pressure 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
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range
    • 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
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/133—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses using springs as elastic members, e.g. metallic springs
    • F16F15/134—Wound springs

Definitions

  • the present invention relates to a clutch arrangement for a drive train of a motor vehicle, the clutch arrangement being positionable within the drive train, in particular between an internal combustion engine and a vehicle transmission of the motor vehicle, comprising a torsional vibration damper with a primary flywheel and a secondary flywheel which, counter to the action of a spring element, is coaxial with respect to the primary flywheel is rotatable about a common axis of rotation, the primary flywheel being able to be coupled to the internal combustion engine on the input side, and the secondary flywheel being connected to an actuatable clutch on the output side, so that the torsional vibration damper can be coupled to a transmission input shaft in a torque-transmitting manner and is arranged in the drive train so that it can be decoupled from the transmission input shaft, with the clutch has a clutch counter-pressure plate which is non-rotatably and axially secured relative to the transmission input shaft is ated and has a clutch pressure plate coupled to an axially displaceable clutch piston, so that a frictional connection
  • a drive train of a hybrid vehicle includes a combination of an internal combustion engine and an electric motor, and allows - for example in urban areas - a purely electric mode of operation with simultaneous sufficient range and availability, especially for cross-country trips.
  • an internal combustion engine and an electric motor allows - for example in urban areas - a purely electric mode of operation with simultaneous sufficient range and availability, especially for cross-country trips.
  • a first Be arranged clutch assembly to separate the internal combustion engine from the electric motor and the rest of the drive train of the hybrid vehicle.
  • the first clutch arrangement is then opened and the internal combustion engine is switched off, so that the output torque of the hybrid vehicle is applied solely by the electric motor.
  • torsional vibration dampers are also known in principle from the prior art, which have the task of damping vibrations, in particular between an internal combustion engine and a downstream transmission.
  • Combustion engines in particular do not deliver constant torque.
  • the constantly changing angular speeds of the crankshaft of the internal combustion engine generate vibrations that can be transmitted to the vehicle transmission via the clutch system and the transmission input shaft.
  • these vibrations can cause unwanted rattling noises.
  • Torsional vibration dampers are intended to reduce these vibrations between the internal combustion engine and the transmission.
  • a clutch arrangement for a drive train of a motor vehicle wherein the clutch arrangement can be positioned within the drive train, in particular between an internal combustion engine and a vehicle transmission of the motor vehicle, comprising a torsional vibration damper with a primary flywheel and a secondary flywheel, which counteracts the action of a spring element relative to the primary flywheel is rotatable coaxially about a common axis of rotation, the primary flywheel being coupled to the internal combustion engine on the input side, and the secondary flywheel being connected to an actuatable clutch on the output side, so that the torsional vibration damper is connected to a transmission input shaft is arranged in the drive train so that it can be coupled in a torque-transmitting manner and decoupled from the transmission input shaft, with the clutch having a clutch counter-pressure plate which is rotationally proof and axially secured relative to the transmission input shaft and has a clutch pressure plate coupled to an axially displaceable clutch piston, so that the axial offset of the clutch piston causes a frictional connection
  • a very compact clutch arrangement can be realized, with the damping effect being able to be further improved by arranging a centrifugal pendulum on the transmission input shaft.
  • a restoring spring element which is designed in particular as a disk spring, is used to generate the contact pressure force of the clutch. This is designed in such a way that it can be used at the same time to transmit the torque, which will be discussed in more detail below.
  • a clutch arrangement has the basic function of creating a detachable, non-positive and/or positive connection between a clutch input side and a clutch output side for the transmission of a torque.
  • a torsional vibration damper can be designed as a dual-mass flywheel.
  • a dual-mass flywheel can include, in particular, a primary flywheel, a secondary flywheel, a rotary plain bearing, one or more spring devices and possibly one or more damper devices.
  • DMF dual mass flywheel
  • the flywheel mass is divided into the primary flywheel mass (primary flywheel) and the secondary flywheel mass (secondary flywheel).
  • a spring device is arranged in the flow of torque between the primary flywheel and the secondary flywheel, which spring device connects the primary flywheel and the secondary flywheel with one another in a torsionally soft manner.
  • the spring device can in particular comprise a bow spring.
  • a damping device for example in the form of a friction clutch, can preferably be arranged in the torque flow between the primary flywheel and the secondary flywheel.
  • the function of the primary flywheel is to couple the drive side of the dual-mass flywheel to the spring device.
  • the primary flywheel can in particular be made in several parts and can include a primary flywheel disk which is connected to the primary wheel hub in particular via a primary connecting disk.
  • the primary flywheel and the primary connecting disk can preferably be connected to one another in a torque-proof manner by means of riveted connections.
  • the primary flywheel can in particular have a receptacle for the spring device.
  • the receptacle, in particular for an arc spring is preferably arranged in the form of a channel in the primary flywheel. It is particularly preferred that the receptacle for the spring device is formed monolithically with the primary flywheel.
  • a centrifugal pendulum is set up to eliminate rotational irregularities or torsional vibrations in the drive train.
  • the rotational irregularities can come in particular from a reciprocating internal combustion engine.
  • a centrifugal pendulum works like this follows: If the rotational movement of the transmission input shaft is accelerated, the centrifugal pendulum absorber stores energy, if the transmission input shaft is decelerated again, the centrifugal pendulum absorber releases the temporarily stored energy again and can thus minimize the rotational irregularities that occur in the drive train.
  • a centrifugal pendulum can comprise a pendulum flange for connection to the transmission input shaft and one or more pendulum masses, each of which is attached so that it can be displaced along a pendulum track in the plane of rotation of the pendulum flange.
  • a simple centrifugal pendulum can have aerial tramways that only allow the pendulum masses to be shifted.
  • the pendulum masses can also be rotated about their own axes in addition to their displacement movement, so that the rotational impulse of the pendulum masses can be used for improved energy storage.
  • a centrifugal pendulum can also have pendulum end position dampers, which have the function of dampening a possible impact of a pendulum mass before it reaches one of its end positions along its pendulum track, in order to reduce or completely prevent unwanted noise from an undamped impact within the centrifugal pendulum.
  • the clutch assembly may be housed in a clutch housing.
  • the function of the clutch housing is to accommodate and store the clutch components arranged in it and to protect against the unintentional entry of dirt and moisture.
  • the clutch housing generally has an engine-side opening on or in which the primary flywheel connected to the engine is arranged and a transmission-side opening through which the transmission input shaft is passed into the transmission.
  • the clutch housing can preferably be screwed to the engine-side opening on the engine block of the vehicle, while the transmission-side opening is fixed to the transmission. In principle, however, it is also possible for the clutch housing and/or the transmission housing and/or—if present—the differential housing to be combined into one housing component.
  • the flange is a centrifugal pendulum flange of a centrifugal pendulum which is non-rotatably connected to the transmission input shaft.
  • the clutch counter-pressure plate is designed in one piece with the flange. This allows a further optimization of the installation space of the clutch arrangement.
  • the restoring spring element is non-rotatably connected both to the clutch pressure plate and to the flange, as a result of which the compact design of the clutch arrangement can be further improved.
  • the secondary flywheel prefferably has a toothing, in particular a splined toothing, via which the secondary flywheel is in torque-transmitting engagement with a corresponding toothing of the clutch, so that the secondary flywheel is axially offset relative to the clutch is slidably arranged.
  • the invention can also be further developed such that the transmission input shaft is designed as a hollow shaft and a clutch cylinder can be positioned on the transmission input shaft in a torque-transmitting and axially secured manner, with the clutch piston being guided on the clutch cylinder so that it can be displaced axially.
  • This configuration also contributes to making the clutch arrangement particularly compact.
  • the clutch can be actuated hydraulically.
  • the clutch is configured as a normally-closed clutch.
  • the centrifugal pendulum is arranged axially offset to the torsional vibration damper and the Torsional vibration damper has an effective effective radius and the centrifugal pendulum has an effective effective radius, the effective effective radius of the centrifugal pendulum 0.9-1.1, preferably 0.95-1.05, most preferably 0.98-1.02 times the effective effective radius of the torsional vibration damper.
  • the effective effective radius of the centrifugal pendulum 0.9-1.1, preferably 0.95-1.05, most preferably 0.98-1.02 times the effective effective radius of the torsional vibration damper.
  • the invention can also be advantageously implemented such that the effective radius of action of the centrifugal pendulum is arranged radially above the clutch, as a result of which an axially short variant of the clutch arrangement can be implemented.
  • the object of the invention is also achieved by a hybrid module for a drive train of a motor vehicle, wherein the hybrid module can be positioned within the drive train between an internal combustion engine and a vehicle transmission of the motor vehicle, comprising an electric motor and a clutch arrangement according to one of the preceding claims 1 -10, by means of which the electric motor can be coupled into the drive train or can be decoupled from it.
  • the hybrid module has a clutch arrangement that is configured as a K0 clutch.
  • a hybrid module structural and functional elements of a hybridized drive train can be spatially and/or structurally combined and preconfigured, so that a hybrid module can be integrated in a particularly simple manner into a drive train of a motor vehicle.
  • an electric motor and a clutch system in particular with a separating clutch for coupling the electric motor into and/or decoupling the electric motor from the drive train, can be present in a hybrid module.
  • Motor vehicle understood all components in the motor vehicle performance generate for the drive of the motor vehicle and transmitted to the road via the vehicle wheels.
  • a hybrid module can be divided into the following categories P0-P4 depending on the point of intervention of the electric motor in the drive train:
  • the electric motor is arranged in front of the internal combustion engine and is coupled to the internal combustion engine via a belt, for example. 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 directly behind the internal combustion engine.
  • the electric motor can be arranged, for example, on the crankshaft in front of the starting clutch,
  • P2 the electric motor is located between a separating clutch, often referred to as K0, and the starting clutch, but in front of the vehicle transmission in the drive train,
  • the electric motor is arranged in the vehicle transmission and/or the transmission output shaft
  • the electric motor is arranged on or in the vehicle wheel, for example as a wheel hub motor.
  • the hybrid module is a P2 hybrid module.
  • the hybrid module and/or the clutch arrangement can be coupled to an internal combustion engine flywheel. That is,
  • Internal combustion engine flywheel has the function possible To compensate for rotational irregularities of the internal combustion engine and to overcome so-called idle strokes and dead centers through the absorbed kinetic energy.
  • the internal combustion engine flywheel is, for example, non-positively connected to the crankshaft of an internal combustion engine.
  • the rotational movement of the crankshaft allows the internal combustion engine flywheel to store kinetic energy and, because of its mass inertia, continues to rotate even when the internal combustion engine is not supplying any power at certain points in time.
  • the internal combustion engine flywheel can thus ensure smooth running of the internal combustion engine, especially at low speeds.
  • motor vehicles are land vehicles that are moved by machine power without being tied to railroad tracks.
  • a motor vehicle can be selected, for example, from the group of passenger cars (cars), trucks (lorries), mopeds, light motor vehicles, motorcycles, buses (COM) or tractors.
  • the invention will be explained in more detail below with reference to figures without restricting the general inventive idea.
  • a hybrid electric vehicle also referred to as a hybrid electric vehicle (HEV) is an electric vehicle that is powered by at least one electric motor and another energy converter and draws energy from both its electrical storage (battery) and additional fuel that is carried.
  • HEV hybrid electric vehicle
  • Figure 1 shows a clutch assembly in a schematic axial section
  • FIG. 2 shows a motor vehicle with a clutch arrangement in a schematic block circuit view.
  • FIG. 1 shows an embodiment of a clutch arrangement 1 according to the invention for a drive train 2 of a motor vehicle 3, as shown by way of example in FIG.
  • the clutch arrangement 1 is positioned within the drive train 2 between an internal combustion engine 4 and a vehicle transmission 5 of the motor vehicle 3 .
  • the clutch arrangement 1 has a torsional vibration damper 6 with a primary flywheel 7 and a secondary flywheel 8 which can be rotated coaxially about a common axis of rotation 21 against the action of a spring element 9 relative to the primary flywheel 7 .
  • the primary flywheel 7 is coupled to the internal combustion engine 3 on the input side, while the secondary flywheel 8 is connected to an actuatable clutch 10 on the output side.
  • the torsional vibration damper 6 can thus be coupled in a torque-transmitting manner to a transmission input shaft 11 and can be decoupled from the transmission input shaft 11 in the drive train 2 .
  • the clutch 10 has a clutch counter-pressure plate 15 which is fixed against the transmission input shaft 11 in a rotationally fixed and axially secured manner.
  • the clutch also has a clutch pressure plate 17 coupled to an axially displaceable clutch piston 16, so that the axial displacement of the clutch piston 16 creates or releases a frictional connection between the clutch counter-pressure plate 15 and the clutch pressure plate 17.
  • the secondary flywheel 7 there is a toothing 13 configured as a spline, via which the secondary flywheel 7 is in torque-transmitting engagement with a corresponding toothing 14 of the clutch 10 .
  • the clutch pressure plate 17 is subjected to spring force in the axial direction, in that a restoring spring element 20, formed from a plate spring, is supported on the one hand on a radially extending flange 25 and non-rotatably connected to the transmission input shaft 11 and on the other hand on a section 24 of the clutch pressure plate 17, which supports the flange 25 passes through in the axial direction and protrudes from the flange 25 in the axial direction.
  • the flange 25 is a centrifugal pendulum flange 19 of a centrifugal pendulum 12 which is non-rotatably connected to the transmission input shaft 11.
  • the clutch counter-pressure plate 15 is formed in one piece with the flange 25 and the restoring spring element 20 is non-rotatably connected both to the clutch pressure plate 17 and to the flange 25 .
  • the figure also shows that the transmission input shaft 11 is designed as a hollow shaft and a clutch cylinder 18 can be positioned on the transmission input shaft 11 in a torque-transmitting and axially secured manner, with the clutch piston 16 being guided on the clutch cylinder 18 in an axially displaceable manner.
  • the clutch 10 can be actuated hydraulically.
  • the clutch 10 is configured as a normally-closed clutch. It can also be seen from Figure 1 that the centrifugal pendulum 12 is arranged axially offset to the torsional vibration damper 6 and the torsional vibration damper 6 has an effective effective radius 22 and the centrifugal pendulum 12 has an effective effective radius 23, the effective effective radius of the centrifugal pendulum being 0.9-1.1, preferably 0.95 -1 .05, most preferably 0.98-1 .02 times the effective radius of action of the torsional vibration damper 6 corresponds. The effective effective radius 23 of the centrifugal pendulum 12 is arranged radially above the clutch 10 .
  • the torsional vibration damper 6 is connected to a crankshaft (not shown) of the internal combustion engine 4 and the secondary flywheel 8 is centered on the primary side.
  • a disk carrier with teeth 13 is riveted to the secondary flywheel 8 and forms the interface between the clutch 10 designed as a separating clutch and the torsional vibration damper 6 .
  • the unspecified clutch disc has an external toothing 14 which is in engagement with the toothing 13 of the disk carrier. Through this geared coupling, the torque is transmitted from the torsional vibration damper 6 to the clutch disk and enables an axial movement of the clutch disk.
  • the clutch disc itself consists of a toothed element with the external teeth 14, carrier plates and riveted or bonded friction linings.
  • optional spring segments can be installed in order to implement a corresponding pad deflection.
  • the friction linings are preferably softly connected axially via the carrier plates, so that friction losses in the teeth 13, 14 have no effect on the controllability and torque capacity of the clutch 10.
  • the clutch 10 designed as a separating clutch is designed to be normally closed.
  • the clutch pressure plate 17 extends through the clutch counter-pressure plate 15 and is positively connected to the restoring spring element 20 designed as a cup spring. For this purpose, there are recesses on the inner and outer diameter of the disc spring force edge. The torque is conducted via the power edge and via a rivet connection to the clutch counter-pressure plate 15 and thus to the transmission input shaft 11 .
  • the clutch pressure plate 17 is fixed axially to the diaphragm spring 20 via a retaining ring. The pressing force is transferred to the clutch pressure plate 17 via the retaining ring.
  • the clutch cylinder 18 is fixed on the transmission input shaft 11 via a central screw, not designated in any more detail.
  • the torque is transmitted positively via gearing.
  • the centrifugal pendulum 12 is not connected directly to the secondary flywheel 8 of the torsional vibration damper 6, but is fastened radially outside the clutch 10 on the centrifugal pendulum flange 19.
  • the centrifugal pendulum 12 thus rotates at transmission speed even when the separating clutch 10 is disengaged.
  • friction elements can be arranged between the centrifugal pendulum flange 19 and the pendulum masses. This can prevent rattling noises from occurring at low transmission speeds.
  • FIG. 2 shows a hybrid module 26 for a drive train 2 of a motor vehicle 3, the hybrid module 26 being positioned within the drive train 2 between an internal combustion engine 4 and a vehicle transmission 5 of the motor vehicle 3.
  • the hybrid module 26 includes an electric motor 27 and a clutch arrangement 1 as is known from FIG. 1, by means of which the electric motor 27 can be coupled into the drive train 2 or can be decoupled from it.
  • the hybrid module 26 is configured in particular as a K0 clutch.
  • the invention is not limited to the embodiments shown in the figures. The foregoing description is therefore not to be considered as limiting but as illustrative.
  • the following patent claims are to be understood in such a way that a mentioned feature is present in at least one embodiment of the invention. This does not exclude the presence of other features. If the patent claims and the above description define 'first' and 'second' feature, this designation serves to distinguish between two features of the same type, without establishing a ranking.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un agencement d'embrayage (1) pour une chaîne cinématique (2) d'un véhicule automobile (3), l'agencement d'embrayage (1) pouvant être positionné dans la chaîne cinématique (2), en particulier entre un moteur à combustion interne (4) et une transmission de véhicule (5) du véhicule automobile (3), comprenant un amortisseur de vibrations de torsion (6) avec un volant d'inertie primaire (7) et un volant d'inertie secondaire (8) qui peut tourner coaxialement par rapport à un axe de rotation commun (21) par rapport au volant d'inertie primaire (7) à l'encontre de l'action d'un élément ressort (9), le volant d'inertie primaire (7) pouvant être couplé du côté entrée au moteur à combustion interne (3), et le volant d'inertie secondaire (8) étant relié du côté sortie à un embrayage actionnable (10), de sorte que l'amortisseur de vibrations de torsion (6) soit disposé dans la chaîne cinématique (2) de manière à pouvoir être couplé de manière à transmettre un couple à un arbre d'entrée de transmission (11) et être découplé de l'arbre d'entrée de transmission (11), l'embrayage (10) comportant une plaque de contre-pression d'embrayage (15), qui est fixée de manière immobilisée axialement et pour la rotation conjointe, par rapport à l'arbre d'entrée de transmission (11), et une plaque de pression d'embrayage (17), qui est couplée à un piston d'embrayage (16) mobile axialement, de sorte qu'un engagement par friction entre la plaque de contre-pression d'embrayage (15) et la plaque de pression d'embrayage (17) puisse être établi ou libéré par le déplacement axial du piston d'embrayage (16).
PCT/DE2021/100673 2020-10-30 2021-08-05 Agencement d'embrayage avec un embrayage de séparation et un amortisseur de vibrations de torsion pour une chaîne cinématique hybride WO2022089681A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020128561.2 2020-10-30
DE102020128561 2020-10-30

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WO2022089681A1 true WO2022089681A1 (fr) 2022-05-05

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PCT/DE2021/100673 WO2022089681A1 (fr) 2020-10-30 2021-08-05 Agencement d'embrayage avec un embrayage de séparation et un amortisseur de vibrations de torsion pour une chaîne cinématique hybride

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US20020038751A1 (en) * 2000-09-22 2002-04-04 Nsk-Warner K.K. Starting clutch and method for controlling same
US20040154893A1 (en) * 2003-02-06 2004-08-12 Braford Thomas E. Start-up clutch assembly
US20070175726A1 (en) 2004-06-03 2007-08-02 Peugeot Citroen Automobiles Sa Hydraulic clutch transmission element for a hybrid traction chain of a motor vechicle, and motor vehicle comprising one such element
DE102015225422A1 (de) * 2015-12-16 2017-06-22 Schaeffler Technologies AG & Co. KG Trennkupplung für ein Kraftfahrzeug
DE102017129269A1 (de) * 2017-03-06 2018-09-06 Schaeffler Technologies AG & Co. KG Hybridmodul mit integrierter Sensoreinrichtung sowie Hybridantriebsstrang mit Hybridmodul
WO2018228638A1 (fr) * 2017-06-16 2018-12-20 Schaeffler Technologies AG & Co. KG Module hybride pour une chaîne cinématique d'un véhicule automobile, unité hybride et procédé de montage d'un module hybride
DE102019130192A1 (de) * 2019-09-19 2021-03-25 Schaeffler Technologies AG & Co. KG Hybrider Antriebsstrang mit Trennkupplungsmodul und Elektromotor in P3-Konfiguration
DE102019128329A1 (de) * 2019-10-21 2021-04-22 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer mit integrierter Trennkupplung

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