阅读说明：本技术 带有轴向套嵌从动缸的操作装置、离合系统以及驱动单元 (Actuating device with axially nested slave cylinder, clutch system and drive unit ) 是由 西蒙·奥特曼 菲利普·瓦格纳 于 2019-02-12 设计创作，主要内容包括：本发明涉及一种适用于机动车离合系统(2)的操作装置(1),所述操作装置带有两个分别设计用于操作离合器(5、6)的从动缸(3、4),其中,所述每个从动缸(3、4)都具有活塞(7a、7b)和在移动方向上引导所述活塞(7a、7b)的以及与所述活塞(7a、7b)限定流体腔(8a、8b)的壳体区域(9a、9b),并且带有供应单元(10),在所述供应单元(10)上按如下方式布置所述从动缸(3、4),即：针对所述每个从动缸(3、4),由所述供应单元(10)构成的流体输送通道(11a、11b)都与所述流体腔(8a、8b)以流体技术相连,其中,所述两个从动缸(3、4)的壳体区域(9a、9b)直接由所述供应单元(10)构成。此外,本发明还涉及一种适用于机动车动力总成系统的、带有所述操作装置(1)以及驱动单元(30)的离合系统(2)。(The invention relates to an actuating device (1) for a clutch system (2) of a motor vehicle, comprising two slave cylinders (3, 4) each designed for actuating a clutch (5, 6), wherein each slave cylinder (3, 4) has a piston (7a, 7b) and a housing region (9a, 9b) which guides the piston (7a, 7b) in the direction of movement and which delimits a fluid chamber (8a, 8b) with the piston (7a, 7b), and a supply unit (10), on which supply unit (10) the slave cylinders (3, 4) are arranged in such a way that: for each slave cylinder (3, 4), a fluid supply channel (11a, 11b) formed by the supply unit (10) is fluidically connected to the fluid chamber (8a, 8b), wherein the housing regions (9a, 9b) of the two slave cylinders (3, 4) are formed directly by the supply unit (10). The invention further relates to a coupling system (2) suitable for a motor vehicle drive train, having the operating device (1) and a drive unit (30).)

1. An actuating device (1) for a clutch system (2) of a motor vehicle, having two slave cylinders (3, 4) each designed for actuating a clutch (5, 6), wherein each slave cylinder (3, 4) has a piston (7a, 7b) and a housing region (9a, 9b) which guides the piston (7a, 7b) in a piston displacement direction and which delimits a fluid chamber (8a, 8b) with the piston (7a, 7b), and having a supply unit (10), on which supply unit (10) the slave cylinders (3, 4) are arranged in such a way that: for each slave cylinder (3, 4), a fluid feed channel (11a, 11b) formed by the supply unit (10) is fluidically connected to the fluid chamber (8a, 8b), characterized in that the housing regions (9a, 9b) of the two slave cylinders (3, 4) are formed directly by the supply unit (10).

2. The operating device (1) according to claim 1, characterised in that the housing region (9a) of the first slave cylinder (3) of the two slave cylinders (3, 4) is at least partially formed by a first section (48) of the supply unit (10) and/or a second section (49) of the supply unit (10), which is moulded separately from the first section (48) and is connected to the first section (48).

3. The operating device (1) according to claim 1 or 2, characterised in that the housing region (9b) of the second slave cylinder (4) of the two slave cylinders (3, 4) is formed entirely by a single section (49) of the supply unit (10).

4. Operating device (1) according to claim 3, characterized in that a radially inner first housing wall (51) of the housing region (9a) of the first slave cylinder (3) is formed by a section (49) of the supply unit (10) which completely forms the housing region (9b) of the second slave cylinder (4).

5. Operating device (1) according to claim 3 or 4, characterized in that a radially outer second housing wall (52) and/or a side wall (45) of the housing region (9a) of the first slave cylinder (3) is formed by a first section (48) of the supply unit (10).

6. Operating device (1) according to one of claims 2 to 5, characterised in that the fluid conveying channel (11a) of the first slave cylinder (3) is partly formed by a connection point (54) between the first section (48) and the second section (49).

7. Operating device (1) according to one of claims 1 to 6, characterised in that the piston (7a, 7b) of the respective slave cylinder (3, 4) is connected in a movement-proof manner to an operating bearing (16a, 16b) on the side (14) axially facing away from the fluid chamber (8a, 8b), and in that the operating bearing (16a) of the first slave cylinder (3) and/or the operating bearing (16b) of the second slave cylinder (4) is designed as a needle bearing or a ball bearing.

8. Clutch system (2) suitable for a motor vehicle drive train, comprising at least two clutches (5, 6) and one operating device (1) according to one of claims 1 to 7, wherein the first slave cylinder (3) is arranged and designed for operating the first clutch (5) and the second slave cylinder (4) is arranged and designed for operating the second clutch (6).

9. A drive unit (30) suitable for a motor vehicle drive train, comprising a clutch system (2) according to claim 8 and a transmission device (26), wherein a first transmission input shaft (27a) of the transmission device (26) is connected in a rotationally fixed manner to a clutch pack (28b) of the first clutch (5) and a second transmission input shaft (27b) of the transmission device (26) is connected in a rotationally fixed manner to a clutch pack (29b) of the second clutch (6).

10. Drive unit (30) according to claim 9, characterized in that the clutch system (2) is supported at least partially by means of the clutch bearing (25) on a bearing region (57) of a transmission housing (15) of a transmission device (26).

Technical Field

The invention relates to an actuating device for a clutch system of a motor vehicle (e.g. a passenger vehicle, truck, bus or other commercial vehicle), comprising two slave cylinders (a first slave cylinder and a second slave cylinder) which are each designed for actuating a clutch, wherein each slave cylinder has a piston and a housing region which guides the piston in its displacement direction and which delimits a fluid chamber with the piston, and comprising a supply unit on which the slave cylinders are arranged in such a way that: for each slave cylinder, a fluid feed channel formed by the supply unit is fluidically connected to the fluid chamber (of the slave cylinder). This results in an operating device with dual slave cylinders. The invention further relates to a coupling system suitable for a motor vehicle drive-train, having two clutches and the operating device. The invention further relates to a drive unit suitable for a motor vehicle drive train having the clutch system.

Background

Such background art is known, for example, from DE 102013216333 a 1. In this respect, a multi-clutch device, in particular a multi-clutch device designed as a dual clutch device, is disclosed. The multi-clutch device has a first friction clutch and a second friction clutch, wherein the two friction clutches are connected or connectable to the engine shaft on the one hand and to the transmission input shaft on the other hand. The two friction clutches can be operated by means of an operating device, wherein both clutch devices have the same operating device and therefore the friction clutches can be operated simultaneously.

However, the known operating device has proven to have the following disadvantages: the design dimensions are usually relatively large and the installation costs in the respective clutch system are high. The slave cylinders, which are usually supplied by means of so-called swivel joints, are mounted to the supply unit secured by the swivel joint by a relatively large number of mounting steps and are connected to the assembly of the clutch.

Disclosure of Invention

The object of the present invention is therefore to eliminate the disadvantages known from the background art and in particular to provide an actuating device for a clutch system, which can be installed in a simple manner in the clutch system with the least possible installation space requirement.

According to the invention, the object is achieved by the following solution: the housing regions of the two slave cylinders are formed directly by the supply unit.

This results in a particularly simple and compact design of the two slave cylinders with the supply unit. While also significantly reducing the number of components. This also ensures a simple installation.

Further advantageous embodiments are claimed in the dependent claims and are explained in detail below.

It is accordingly also advantageous if the (first) housing region of the first of the two slave cylinders is formed at least in part by a first section of the supply unit and/or a second section of the supply unit, which is molded separately from the first section and is connected to the first section. Thereby further reducing manufacturing costs.

In this case, it is advantageous if the (second) housing region of the second of the two slave cylinders is formed completely by a single section (preferably the second section) of the supply unit.

It is also advantageous if the first housing wall of the first (first) slave cylinder housing region, which is arranged radially inside, is formed by a section of the supply unit which completely forms the second (second) slave cylinder housing region.

The construction of the first slave cylinder is further simplified if the second housing wall of the first slave cylinder housing region, which is arranged radially outside (the housing wall of the first slave cylinder housing region radially outside the first housing wall), and/or the side wall is formed by the first section of the supply unit.

The first section is preferably connected to the second section in the axial direction (along the longitudinal axis of the supply unit). The slave cylinders are thereby flexibly arranged in an axially nested manner.

It is also advantageous if the fluid supply channel section of the first slave cylinder is formed by a connection between the first section and the second section. This saves more installation space.

The installation space requirement is further reduced if the seal used at the connection between the first section and the second section for sealing the first slave cylinder fluid supply line against the environment is embodied in the form of a planar seal.

The first section and the second section are preferably connected in a form-fitting and/or force-fitting manner, for example by means of a connector with an optional retaining clip security (designed as a snap connection), by means of a screw connection or by means of a rivet connection. In addition or as an alternative to a form-fitting and/or force-fitting connection, a material-fitting connection, for example in the form of a weld, is also preferred.

The first section is preferably made of metal, for example an aluminum alloy or a steel alloy, and the second section is preferably made of a plastic material.

It is also advantageous if the piston of the respective slave cylinder is connected to the actuating bearing in a movement-proof manner on the side facing axially away from the fluid chamber, and the actuating bearing of the first slave cylinder and/or the actuating bearing of the second slave cylinder is/are designed as (axial/axial) needle bearings. This further saves axial installation space. In a further preferred embodiment, the operating bearing of the first slave cylinder and/or the operating bearing of the second slave cylinder are likewise designed as ball bearings.

Advantageously, each slave cylinder is designed as a Concentric slave cylinder (CSC/"Concentric slave cylinder").

In order to further reduce the production costs, the piston and/or the actuating bearing and/or a piston seal provided on the piston for sealing the fluid chambers of the two slave cylinders is designed as a common part.

The invention further relates to a clutch system for a motor vehicle drive-train, comprising at least two clutches and an actuating device according to the invention according to at least one of the above-described embodiments, wherein a first slave cylinder is arranged and designed for actuating the first clutch and a second slave cylinder is arranged and designed for actuating the second clutch.

It has proven to be further advantageous in connection with the clutch system if the anti-rotation component of the first and/or second clutch coupling, for example the clutch cover, receives the drive gear for driving the oil pump in a rotationally fixed manner. The drive gear is preferably located radially outside the supply unit base section and/or in a sideways axial direction of the first and second sections.

The invention further relates to a drive unit for a drive train of a motor vehicle, comprising a coupling system according to at least one of the above-described embodiments of the invention and a transmission device, wherein a first transmission input shaft of the transmission device is connected in a rotationally fixed manner to a coupling assembly of a first clutch and a second transmission input shaft of the transmission device is connected in a rotationally fixed manner to a coupling assembly of a second clutch.

If the clutch system is supported at least partially by means of clutch bearings (preferably radial thrust ball bearings or deep groove ball bearings) on the bearing region of the transmission housing of the transmission device, a robust bearing structure is achieved on the transmission side.

The connection between the transmission housing and the operating device can also be designed more compactly if the bearing region of the transmission housing is simultaneously used as a fastening region for accommodating the supply unit.

It is also advantageous if the clutch bearing is axially supported on the first section of the supply unit.

In other words, the invention provides an axially nested CSC housing for the first clutch K1 and the second clutch K2 by means of a housing (first and second housing regions) integrated in the fluid supply adapter (supply unit). An operating system (operating device) with an optimized installation space is thus proposed for a three-clutch/hybrid module (clutch system). The actuating devices (slave cylinders) for the first clutch (K1) and the second clutch (K2) are nested axially in series. The fixing and feeding of the two operating devices takes place by means of a radially inwardly arranged feed member (feed unit). The pressure chambers of the K1 and K2 operating devices/housings (first and second housing regions) are formed by or integrated in supply members (supply units).

Drawings

The present invention will be described in detail below with reference to the accompanying drawings.

Fig. 1 shows a longitudinal section through a drive unit of an operating device according to a preferred embodiment of the invention, wherein the structure of the operating device and of a clutch system which interacts with the operating device can be clearly seen, and

fig. 2 is a detailed view of the longitudinal section of the drive unit in the region of the operating device shown in fig. 1.

The drawings are merely schematic in nature and are provided to aid in understanding the present invention. Like elements are provided with like reference numerals.

Detailed Description

In viewing the drive unit 30 shown in fig. 1, a preferred embodiment of the handling device 1 according to the invention can be seen. In this illustration, the operating device 1 has been installed in the drive unit 30 and is in operative connection with the clutches 5, 6 of the clutch system 2 of the drive unit 30. The operating device 1 is mounted in an interior space 22 of a clutch housing 23 of the clutch system 2. In addition to the clutch system 2, which is designed here as a hybrid module, the drive unit 30 also has a transmission device 26, of which only the transmission input shafts 27a and 27b and a part of the transmission housing 15 are shown for the sake of clarity. In operation, the drive unit 30 is a component of a hybrid vehicle powertrain system (hybrid powertrain system).

As can be seen in detail in fig. 1, the clutch system 2 has a total of three clutches 5, 6, 33 with regard to the clutch system 2. The three clutches 5, 6, 33 are also referred to as triple clutches. The first clutch 5 and the second clutch 6 together form a double clutch. The third clutch is embodied in the form of a separating clutch 33.

The input section 34 (also referred to as the coupling/intermediate section) of the clutch system 2 is operatively connected directly or indirectly to an output shaft of the internal combustion engine, which is not shown here to ensure overview. The input part 34 is mounted directly on the output shaft in a rotationally fixed manner or is indirectly connected to the output shaft by means of a torsional vibration damping device, for example a dual mass flywheel. The input part 34 is mounted in a pivotable manner on the clutch housing 23 of the clutch system 2. The input portion 34 extends from the axially outer side of the clutch housing 23 into the inner space 22 of the clutch housing 23. In the inner space 22, the input portion 34 carries a first clutch pack 35a constituting the disconnect clutch 33. The input part 34 has in particular a bearing region 36 of the first clutch pack 35 a. A plurality of first friction elements 20 (first clutch pack 35a) are accommodated on the bearing region 36 in a rotatable and axially displaceable manner relative to one another. On the other second clutch partner 35b of the separating clutch 33, a plurality of second friction elements 21 are again provided, which are arranged in an alternating manner in the axial direction with the first friction elements 20. The second friction elements 21 are accommodated on the holder 37 in a manner such that they can be swiveled and axially displaced relative to one another.

The holder 37 at the same time forms a sleeve-like rotor receiving region 38. The rotor receiving region 38 receives a rotor 39 of an electric motor 40 on its radial outer side in a rotationally fixed manner. The electric machine 40 is also typically an integral part of the clutch system 2. The electric motor 40 is arranged coaxially with the rotary shaft 13 (of the rotor 39/clutch system 2). The rotor 39 therefore likewise extends continuously about the axis of rotation 13. The stator of the electric motor 40, which is not shown in detail here to ensure overview, is accommodated in a fixed manner in the clutch housing 23. The rotor 39 is normally supported rotatably relative to the stator (via a bracket 37) and is drivable by the stator.

The two clutches 5 and 6 act between the carrier 37 and the respective transmission input shafts 27a, 27b of the transmission device 26. The friction elements 20, 21 of the first clutch 5 are arranged radially outside (at least partially) the friction elements 20, 21 of the separator clutch 33. At the same time, the friction elements 20, 21 of the first clutch 5 are arranged axially offset from the friction elements 20, 21 of the second clutch 6.

The first clutch pack 28a of the first clutch 5 is formed directly from the carrier 37 and the first friction element 20. The first friction elements 20 of the first clutch 5 are accommodated on the radial inside of the carrier 37/rotor receiving region 38 in a rotationally fixed and axially displaceable manner relative to one another. The second clutch arrangement 28b of the first clutch 5 is connected in a rotationally fixed manner to the first transmission input shaft 27 a. The second clutch pack 28b has a (first) friction element carrier 41a, on which a plurality of second friction elements 21 of the first clutch 5 are accommodated in a rotationally fixed and axially displaceable manner relative to one another. The first friction element carrier 41a is mounted in a rotationally fixed manner on the first transmission input shaft 27 a. In the closed position of the first clutch 5, its friction elements 20 and 21 are normally pressed axially together in the following manner: they are connected to one another in the direction of rotation in a friction-fit manner. In this closed position, the two clutch packs 28a and 28b are thus pivoted together. In the open position of the first clutch 5, the two clutch packs 28a and 28b are rotationally decoupled and can therefore rotate freely relative to one another. For actuating the first clutch 5, the actuating device 1 described in more detail below has a first slave cylinder 3.

The second clutch 6 is designed to a maximum extent in accordance with the first clutch 5. The second clutch 6 likewise has a first clutch pack 29a, which additionally has a plurality of first friction elements 20. The first friction elements 20 of the second clutch 6 are likewise accommodated on the radial inside of the carrier 37/rotor receiving region 38 in a rotationally fixed and axially displaceable manner relative to one another. The second clutch arrangement 29b of the second clutch 6 is connected in a rotationally fixed manner to the second transmission input shaft 27 b. The second clutch pack 29b of the second clutch 6 in turn has a plurality of second friction elements 21 and a (second) friction element carrier 41 b. The second friction element carrier 41b is mounted in a rotationally fixed manner on the second transmission input shaft 27 b. In the closed position of the second clutch 6, its friction elements 20 and 21 are normally pressed axially together in the following manner: they are connected to one another in the direction of rotation in a friction-fit manner. In this closed position, the two clutch packs 29a and 29b are thus pivoted together. In the open position of the second clutch 6, the two clutch packs 29a and 29b are rotationally decoupled and can therefore rotate freely relative to one another. For actuating the second clutch 6, the actuating device 1 described in more detail below has a second slave cylinder 4.

As can be seen in fig. 1, the first transmission input shaft 27a is arranged radially inside the second transmission input shaft 27 b. The second transmission input shaft 27b is therefore embodied in the form of a hollow shaft.

The operating device 1 according to the invention is designed as a double-slave cylinder/double-slave cylinder unit, as is shown in detail in fig. 2. The operating device 1 has two slave cylinders 3 and 4 which are connected together in a modular fashion with a supply unit 10 which accommodates them. The individual slave cylinders 3, 4 are designed as concentric slave cylinders 3, 4.

The two slave cylinders 3, 4 have housing regions 9a, 9 b. Each housing region 9a, 9b is directly formed by at least one section 48, 49 of the supply unit 10. Accordingly, the first slave cylinder 3 has a first housing region 9a, one part/section of which is formed directly from the first section 48 and the other part/section is formed directly from the second section 49. The second slave cylinder 4 has a second housing region 9b which is formed directly and completely by the second section 49.

The two sections 48 and 49 of the supply unit 10 are directly connected to one another in the axial direction and are fixed to one another. In addition, the supply unit 10 has a sleeve-like base section 50. The base section 50 is an area of the supply unit 10 that is fixedly accommodated or pressed into the transmission housing 15. The base section 50 is fixedly accommodated on the radially inner side of the bearing region 57 of the transmission housing 15. In addition, the two segments 48 and 49 are also firmly connected to the base segment 50. On the axial side of the base section 50 facing the segments 48 and 49, the first segment 48 is directly fixed. Thereby, the supply unit 10 is integrally fixed to the transmission case 15.

The connection between the two sections 48 and 49 and the connection between the first section 48 and the base section 50 is made in the form of a form-fit and/or force-fit, for example by means of a connector (snap connection), if appropriate locked by means of a retaining clip. Bolt connections, rivet connections may also be used. A material-fit connection is also conceivable. The first section 48 is preferably made of metal and the second section 49 is preferably made of plastic. The base section 50 is likewise made of plastic.

A (first) housing wall 51 of the first housing region 9a, which is arranged radially inward, is formed by the second section 49. For this purpose, the second section 49 has a web region 58 which extends from the second housing region 9b to the first section 48. The web region 58 forms the first housing wall 51. The second housing wall 52 arranged radially outside the first housing wall 51 and the axial side wall 45 of the first housing region 9a (connecting the two housing walls 51, 52) are formed directly by the region of the first portion 48 which projects radially outward from the web region 58.

In each housing area 9a, 9b, a piston 7a, 7b is accommodated so as to be axially movable, i.e. movable along the rotation axis 13. The pistons 7a, 7b together with the housing regions 9a, 9b enclose the fluid chambers 8a, 8 b. The other structures of the two slave cylinders 3, 4 are substantially identical. To operate the respective first or second clutch 5, 6, a pressure is applied to the respective fluid chamber 8a, 8b during operation.

The first housing region 9a has an axial (first) opening 42a aligned in the direction of the first clutch 5. The first clutch 5 can be operated through the opening 42a (through the first operation bearing 16 a). The first housing region 9a is of annular configuration as a whole. In the first housing region 9a, a first piston 7a, which is designed as an annular piston, is accommodated in a movable manner. In order to seal the first fluid chamber 8a enclosed between the first piston 7a and the second housing region 9a, two piston seals 43a, 43b are used on the radial inside and on the radial outside of the first piston 7a between the first piston 7a and the first housing region 9 a. A first piston seal 43a in the form of a piston seal is accommodated on the radial inside of the first piston 7a, and a second piston seal 43b in the form of a piston seal is accommodated on the radial outside of the first piston 7 a. The first piston 7a is axially received/guided within the first housing region 9a during the entire displacement stroke carried out during operation. The piston seals 43a, 43b are designed as O-rings, a-rings or groove seals.

As shown in fig. 2, the first piston 7a is supported in the initial position (retracted position) on the stop region 44 of the first housing region 9a, i.e. on the side wall 45. When pressure is applied to the (first) fluid chamber 8a, the first piston 7a will be moved to its extended position and thereby clear the stop area 44 on the first piston 7 a. In order to actuate the first clutch 5/in order to transmit the pressure to be transmitted to the (first) pressure tank 46 of the first clutch 5 when the first piston 7a is moved from its retracted position into its extended position, the first piston 7a is (indirectly) connected to the first pressure tank 46 in a rotationally fixed but rotationally fixed manner by means of the (first) actuating bearing 16 a. The first operating bearing 16a is supported on the side axially facing the first pressure tank 46 by a washer 59. The first operating bearing 16a is designed as a needle bearing, i.e. as an axial needle bearing. The first pressure tank 46 is in turn coupled in an axially displaceable manner to the friction elements 20, 21 of the first clutch 5.

The second slave cylinder 4 is designed according to the first slave cylinder 3. The second housing region 9b thus also accommodates the second piston 7b (annular piston) in a movable manner and encloses the second fluid chamber 8b therewith. As a support means in the initial position shown in fig. 2, the second housing region 9b, which is formed completely and directly from the second section 49, likewise has a stop region 44 in the side wall 56 of the second housing region 9 b. The (second) opening 42b of the second housing region 9b is co-directional in the axial direction with the first opening 42 a. The second actuating bearing 16b is likewise designed in the form of an axial needle bearing, which is arranged between the second piston 7b and a further (second) pressure tank 47 (of the second clutch 6). The second operating bearing 16b is supported axially directly on the (second) pressure tank 47 of the second clutch 6. The second piston 7b is likewise provided with piston seals 43a, 43 b. The first piston seal 43a of the first slave cylinder 3 and the first piston seal 43a of the second slave cylinder 4 are designed as common parts. The second piston seal 43b of the first slave cylinder 3 and the second piston seal 43b of the second slave cylinder 4 are designed as common parts. The first and second operating bearings 16a, 16b are likewise designed as common parts. The two pistons 7a, 7b are likewise designed as a common part.

The housing regions 9a, 9b of the two slave cylinders 3 and 4 are arranged/designed together on the radial outside of the supply unit 10. The supply unit 10, which is also referred to as a supply member as a whole, is designed substantially in the shape of a sleeve. The supply unit 10 has a longitudinal axis 12, which in fig. 1 and 2 is arranged coaxially with a rotational axis 13. The supply unit 10 is therefore used both for radial and axial positioning/accommodation of the two slave cylinders 3 and 4/ housing regions 9a, 9 b.

In addition, the supply unit 10 is also used to supply the fluid chambers 8a and 8b with fluid during operation. For this purpose, a first fluid feed channel 11a, which is fluidically connected to the first fluid chamber 8a and is formed by a first channel region, which passes axially through the base section 50 and the first subsection 48, and a second channel region, which opens radially outward into the first fluid chamber 8a, is introduced into the supply unit 10. In this case, a second channel region is provided in the axial connecting point 54 between the two sections 48, 49 by means of a corresponding cavity. The first fluid duct 11a is sealed against the environment in the region of the second duct by a seal, for example a flat seal 55.

The second fluid supply channel 11b, which is likewise introduced into the supply unit 10, is designed separately from the first fluid supply channel 11a and is fluidically connected to the second fluid chamber 8 b. The second fluid supply channel 11b is formed by a channel region which passes axially through the base section 50, the first section 48 and the second section 49. The second fluid supply channel 11b opens axially into the second fluid chamber 8 b. Thus, the respective slave cylinders 3, 4 can be controlled in accordance with the fluid pressures in the respective fluid delivery passages 11a, 11 b. In order to seal the connecting region 17a or 17b between the base section 50 and the bearing region 57, the sealing rings 18 are arranged in an axially offset manner. The sealing ring 18 is embodied, for example, in the form of an O-ring, an a-ring or a groove sealing ring.

In addition, a third fluid feed channel (not shown here to ensure the overview) can also be introduced into the supply unit 10, which channel serves to feed/be used as a cooling fluid feed channel into the interior 22. The supply unit 10 is therefore also used to deliver cooling fluid when the drive unit 30 is operating, in order to cool the respective friction elements 20, 21 of the clutches 5, 6, 33. The third fluid supply channel then opens preferably directly into the interior 22 of the clutch system 2.

In addition, the carrier 37 has a disk region 14 which extends radially inward from the rotor receiving region 38 in the radial direction. The disk region 14, which is also referred to as a clutch cover, is supported on the bearing region 57 via the clutch bearing 25. The clutch bearing 25 is designed as a radial thrust ball bearing or can also be designed as a deep groove ball bearing. Thus, the first and second clutches 5, 6 are radially supported (in terms of their first clutch components 28a, 29 a) at least partially by the clutch bearing 25 during operation. The clutch bearing 25 is arranged on the radially outer side of the bearing region 57. The clutch bearing 25 is accommodated on the bearing region 57 by means of the first bearing ring 24a (radial bearing inner ring). A second bearing ring 24b (radial bearing outer ring) of the clutch bearing 25, which is roll-supported relative to the first bearing ring 24a, is accommodated on the disk region 14. In addition, the first segment 48 is supported axially and radially on the clutch bearing 25 (i.e., the first bearing ring 24a accommodated on the transmission housing side). With this arrangement of the clutch bearing 25, the supply unit 10 is supported centrally on the clutch housing 15 by the first portion 48. The disk region 14 also accommodates, in operation, a drive gear 19 for driving the oil pump in a rotationally fixed manner.

It can also be seen in fig. 1 that the two clutches 5, 6 are also provided with return springs 31, 32, respectively. A first return spring 31, which exerts a return action on the first pressure tank 46, is arranged on the side of the second clutch 6 friction elements 20, 21 axially facing away from the first clutch 5 friction elements 20, 21. A second restoring spring 32, which exerts a restoring action on the second pressure tank 47, is likewise arranged on the side of the second clutch 6 friction elements 20, 21 which faces axially away from the first clutch 5 friction elements 20, 21. In principle, the return springs 31, 32 can be arranged in other positions.

In other words, the invention implements an axially nested clutch lever combination (first and second slave cylinders 3, 4). This results in a module/a single unit (formed by the triple clutch 2 and the CSC 1). For this purpose, a cover fixing solution has been developed, in which a radial thrust ball bearing 25 is integrated into the clutch cover 14. The CSC (operating device 1) is supported by its two partial systems (first and second slave cylinders 3, 4) on the radial thrust ball bearing 25 by means of a carrier element (first segment 48). Thereby generating an internal force flow. Then, the fluid supply can be realized by a simple member (supply unit 10) connected.

For the rotor 39 with a bearing arrangement of radial thrust ball bearings on the hybrid module side and the three clutch (clutch system 2) with the clutch group K0 ( friction elements 20, 21 of the separator clutch 33), K1 ( friction elements 20, 21 of the first clutch 5) and K2 ( friction elements 20, 21 of the second clutch 6), it is proposed that the transmission side is supported on the counter bearing (bearing region 57) in the transmission by means of radial thrust or deep groove ball bearings 25. The clutch lever members 3 and 4 are constituted by an operating device K1 (first slave cylinder 3) and an operating device K2 (second slave cylinder 4), which are fitted in series with each other. The fixing and supply of the operating devices 3, 4 takes place by means of one component (second section 49). Said member is connected to a support member (base section 50) responsible for the supply of hydraulic liquid. A carrier element (first section 48) is introduced between the two elements 49 and 50 in order to allow the forces exerted on the subsystems 3 and 4 to be supported on the radial thrust ball bearing 25. Thereby achieving an internal force flow. The clutch force is internally supported in the three clutch 2.

The components 48 and 49 and 50 constitute an overall housing. The component 49 is fixed to the component 48, wherein a type of seal is introduced in order to seal the pressure chamber K1 (first fluid chamber 8 a). The seal may be a flat seal 55. Member 48 may be connected to member 49 by a connector and locked by a retaining clip or simply screwed, riveted or welded to members 49 and 48. Plastic materials are contemplated for the parts 49 and 50, while aluminum or steel is contemplated for the member 48 for its support function.

Here, the member 50 is responsible for the following functions: receiving pressurized fluid from the transmission bell and cooling oil for the clutches 5, 6. For this purpose, the conveying geometry is arranged in the rear region and a seal 18 is arranged between them. They may be designed as O-rings. Member 49 may continue to direct fluid to disconnect clutch K26 and distribute fluid to K15. In addition, the guide diameter and the components of the pressure chamber are also located here. The CSC K2 (second slave cylinder 4) is thus completely located in the component 49, wherein the two pressure chamber walls are likewise represented by the component 49. In CSC K1 (first slave cylinder 3), the inner piston diameter can only be set via the housing 49. The exterior diameter of CSC K13 is represented by scaffold member 48. This member 48 is responsible for centering all members 49, 50 and is itself centered on the bearing 25, which is centered in the transmission bell. The subsystems K13 and K24 are each formed by a piston (7a/7b), a bearing 16a, 16b (in the figures designed as a needle bearing (likewise, ball bearings are considered)), as well as a washer 60 and a seal 43a, 43 b. Ideally, the components are designed in such a way that: the needle bearings 16a, 16b, seals 43a, 43b and/or 7a/7b are precisely identical to save tooling costs and parts. In the case of the cover-fixed variant, a drive is also provided for the customer's oil pump on the clutch 2. For this purpose, a gear 19 is fixed to the clutch cover 14, and this gear drives the pump by rotating the clutch 2.

Description of the reference numerals

1 operating device

2 Clutch system

3 first slave cylinder

4 second slave cylinder

5 first clutch

6 second clutch

7a first piston

7b second piston

8a first fluid chamber

8b second fluid Chamber

9a first housing area

9b second housing area

10 supply unit

11a first fluid transport passageway

11b second fluid transfer channel

12 longitudinal axis

13 rotating shaft

14 disc area

15 Transmission housing

16a first operating bearing

16b second operating bearing

17a first connection region

17b second connection region

18 sealing ring

19 drive gear

20 first friction element

21 second friction element

22 inner space

23 Clutch housing

24a first bearing ring

24b second bearing ring

25 Clutch bearing

26 speed changer device

27a first Transmission input shaft

27b second Transmission input shaft

28a first Clutch Assembly of the first Clutch

28b second Clutch Assembly of the first Clutch

29a first clutch pack of a second clutch

29b second clutch assembly of a second clutch

30 drive unit

31 first return spring

32 second return spring

33 disconnect clutch

34 input part

35a first clutch pack of a disconnect clutch

35b second clutch pack of disconnect clutch

36 support area

37 support

38 rotor receiving area

39 rotor

40 electric machine

41a first friction element holder

41b second Friction element holder

42a first opening

42b second opening

43a first piston seal

43b second piston seal

44 stop area

45 side wall of the first housing region

46 first pressure tank

47 second pressure tank

48 first section

49 second section

50 base section

51 first housing wall

52 second housing wall

54 connection site

55 Flat seal

56 side wall of the second housing area

57 bearing region

58 connecting piece area

59 washer.