阅读说明：本技术 具有作为离合器载体的扭振减振器的离合器单元、具有离合器单元的混合动力模块 (Clutch unit with torsional vibration damper as clutch carrier, hybrid module with clutch unit ) 是由 马尔科·格雷特尔 洛亚尔·格奥尔格·麦克米利安 马库斯·贝尔 卡斯滕·迈尔 于 2019-01-15 设计创作，主要内容包括：本发明涉及用于机动车的动力总成的离合器单元(1),其具有起驱动元件作用的转矩输入构件(2)和起从动元件作用的转矩输出构件(3),转矩输出构件能通过在使用摩擦副(4)的情况下能切换的离合器(5)与转矩输入构件(2)以传递转矩的方式连接,其中,离合器(5)具有两个子离合器(10、16),转矩输入构件(2)和转矩输出构件(3)能借助这两个子离合器以传递转矩的方式连接,其中,两个子离合器(10、16)中的一个子离合器构造为形状锁合式离合器(16、17),并且两个子离合器(10、16)中的另一子离合器构造为摩擦锁合式离合器(10、11)。此外,本发明还涉及具有第一驱动机的混合动力模块,第一驱动机的从动轴能通过这种离合器单元(1)与第二驱动机的从动轴或变速器输入轴连接。(The invention relates to a clutch unit (1) for a drive train of a motor vehicle, comprising a torque input element (2) acting as a drive element and a torque output element (3) acting as a driven element, which can be connected to the torque input element (2) in a torque-transmitting manner by means of a clutch (5) that can be switched using a friction pair (4), wherein the clutch (5) has two partial clutches (10, 16) by means of which the torque input element (2) and the torque output element (3) can be connected in a torque-transmitting manner, wherein one of the two partial clutches (10, 16) is designed as a form-locking clutch (16, 17), and the other of the two partial clutches (10, 16) is designed as a friction-locking clutch (10, 11). The invention further relates to a hybrid module having a first drive machine, the output shaft of which can be connected to the output shaft of a second drive machine or to the transmission input shaft by means of such a clutch unit (1).)

1. Clutch unit (1) for a drive train of a motor vehicle, having a torque input member (2) acting as a drive element and a torque output member (3) acting as a driven element, which can be connected to the torque input member (2) by means of a switchable clutch (5) in a torque-transmitting manner, wherein the clutch (5) has two partial clutches (10, 16) by means of which the torque input member (2) and the torque output member (3) can be connected in a torque-transmitting manner, characterized in that one of the two partial clutches (10, 16) is designed as a form-locking clutch (16, 17) and the other of the two partial clutches (10, 16) is designed as a friction-locking clutch (10, 16), 11).

2. Clutch unit (1) according to claim 1, wherein the direction of operation of the one sub-clutch (10, 16) is opposite to the direction of operation of the other sub-clutch (10, 16).

3. Clutch unit (1) according to claim 1 or 2, wherein the torsional vibration damper (6) is arranged such that it is decoupled from the drive train when the form-locking clutch (16, 17) is not actuated.

4. Clutch unit (1) according to claim 1, wherein the directions of operation of the two sub-clutches (10, 16) are identical.

5. Clutch unit (1) according to one of claims 1 to 4, characterized in that the friction-locking clutch (10, 11) and the positive-locking clutch (16, 17) have independent clutch stops for limiting the clutch travel.

6. Clutch unit (1) according to one of claims 1 to 5, characterized in that the clutch unit (1) is provided with a torsional vibration damper (6) with two masses (7, 8) damped relative to one another for reducing rotational irregularities, which is arranged between the torque input member (2) and the torque output member (3), wherein at least one of the two masses (7, 8) of the torsional vibration damper (6) is simultaneously designed as a carrier (9) for a friction pair (4).

7. Clutch unit (1) according to claim 6, wherein at least one mass (7, 8) carrying a friction pair (4) is configured as a lamination carrier (14).

8. Clutch unit (1) according to claim 6 or 7, wherein the clutch (5) and the torsional vibration damper (6) are arranged radially telescopically.

9. Clutch unit (1) according to any of claims 6 to 8, characterized in that the torsional vibration damper (6) is arranged outside the clutch (5) in radial direction.

10. Hybrid module having a first drive machine, the output shaft of which can be connected to the output shaft of a second drive machine or to a transmission input shaft by means of a clutch unit (1) according to one of the preceding claims.

Technical Field

The invention relates to a clutch unit for a drive train of a motor vehicle, comprising: a torque input element, which functions as a drive element, for example a crankshaft or a component fixed relative to the crankshaft, in particular for introducing a torque of a first drive machine, such as in particular an internal combustion engine; and a torque output member acting as a driven element, for example a transmission input shaft or a driven shaft of a second drive machine, in particular a driven shaft of an electric machine, wherein the torque output member can be connected to the torque input member in a torque-transmitting manner by means of a clutch, in particular a separating clutch, which can be switched, preferably using friction partners, for example friction linings and/or laminations, wherein the clutch has two partial clutches by means of which the torque input member and the torque output member can be connected in a torque-transmitting manner. The invention also relates to a hybrid module having a first drive machine, the output shaft of which can be connected to the output shaft of a second drive machine or to the transmission input shaft by means of such a clutch unit.

Background

Such clutch units are known from the prior art. DE 102009032336 a1, for example, discloses a torque transmission device for a drive train of a vehicle between a crankshaft of an internal combustion engine and a transmission input shaft of a transmission, comprising a separating clutch and a dual mass flywheel, wherein the dual mass flywheel and the separating clutch are arranged in series between the crankshaft and the transmission input shaft, wherein the dual mass flywheel is arranged on the crankshaft side and the separating clutch is arranged on the transmission input shaft side.

DE 102010054545 a1 also discloses a torque transmission device for a drive train of a vehicle between a crankshaft of an internal combustion engine and a transmission input shaft of a transmission, comprising a separating clutch and a dual mass flywheel, wherein the dual mass flywheel and the separating clutch are arranged in series between the crankshaft and the transmission input shaft, wherein the dual mass flywheel is arranged on the crankshaft side and the separating clutch is arranged on the transmission input shaft side, and wherein a rotor of an electric drive radially surrounds a component of the separating clutch, wherein the separating clutch is a multi-disk clutch.

However, the prior art always has the following disadvantages: that is to say that such a clutch unit and the upstream torsional vibration damper require a large installation space and the cost for reducing rotational irregularities is very high. The prior art also has the following disadvantages: in wet-running friction-based separating clutches, high losses are also formed by the belt exhaust torque; in dry-running friction-based separating clutches, the installation space requirement is also high; furthermore, in the case of a positive-locking clutch release, the controllability is difficult to achieve.

Disclosure of Invention

It is therefore the object of the present invention to avoid or at least reduce the disadvantages from the prior art. The following clutch units should be developed in particular: it preferably fulfills the function of a separating clutch on the one hand and of reducing rotational irregularities on the other hand, and at the same time reduces the required installation space and the costs thereof. In particular, the following separating clutch should be provided: in which small losses are formed, which require only little installation space, have good controllability and can be produced inexpensively.

The object of the invention is achieved in a generic device according to the invention in the following manner: the clutch thus has two partial clutches, by means of which the torque input member and the torque output member can be connected in a torque-transmitting manner, wherein one of the two partial clutches is designed as a form-locking clutch and the other partial clutch of the two partial clutches is designed as a friction-locking clutch.

This has the following advantages: this makes it possible to design the two partial clutches differently, so that the function of the separating clutch can be split into the partial clutches. Thus, for one function of the separating clutch, in particular the starting of the first drive machine, a friction-locking clutch can be used, and for the other function of the separating clutch, in particular the coupling of the first drive machine, a form-locking clutch can be used, so that the advantages of the two clutch types can be combined with one another. The object of the invention is achieved by the targeted assignment of functions to the two separating clutches, so that a high controllability of the starting engine with a lower torque requirement is achieved by the friction-locking clutch and a higher torque can be transmitted by the form-locking clutch. This results in a reduction of clutch losses and required installation space, as well as an improvement in the clutch operability and an optimization of costs.

Advantageous embodiments are claimed in the dependent claims and are set forth in detail subsequently.

It is also expedient for the clutch unit to have a torsional vibration damper, which has two masses which are damped relative to one another and serve to reduce rotational irregularities, in particular of the internal combustion engine, the torsional vibration damper being arranged between the torque input member and the torque output member, wherein at least one of the two masses of the torsional vibration damper is simultaneously designed as a carrier for the friction partners. This has the following advantages: the function to reduce rotational irregularities is integrated into a component that fulfills the function of the separating clutch (K0). In an advantageous manner, therefore, axial installation space can be saved and the costs for reducing rotational irregularities can be kept low.

It is also expedient for at least one mass element carrying/accommodating the friction partners to be designed as a lamination carrier.

It is also advantageous if the clutch and the torsional vibration damper are arranged at least partially, preferably completely, in the same region in the axial direction. That is to say, the clutch and the torsional vibration damper are arranged at the same axial height. Therefore, the total axial length is reduced by the axial length for the function of reducing rotational unevenness.

It is advantageous here if the clutch and the torsional vibration damper are nested radially, i.e. arranged one behind the other in the radial direction. The radial telescoping significantly saves axial installation space, which would otherwise be required for the torsional vibration damper.

It is also expedient for the torsional vibration damper to be arranged outside the clutch in the radial direction. It is particularly preferred that the torsional vibration damper is arranged such that it radially surrounds the clutch. The moment of inertia can thus be advantageously increased.

In an alternative embodiment, it is also possible for the torsional vibration damper to be arranged radially within the clutch, so that the clutch radially surrounds the torsional vibration damper.

In particular, the form-locking clutch is preferably designed as a shifting claw device/claw clutch. It is particularly advantageous if the form-locking clutch is arranged and designed in such a way that it serves to couple the internal combustion engine to the drive train, i.e. the transmission input shaft of the motor vehicle is driven by the internal combustion engine. In this way, it is advantageously achieved that the output shaft of the internal combustion engine is coupled to the transmission input shaft without slip and with very little loss.

It is also advantageous if the friction-locking clutch is designed as a single-disk/multi-disk clutch. This prevents a sudden transfer of torque when the friction clutch is closed.

It is also advantageous if the friction-locking clutch and the positive-locking clutch have independent or separate clutch stops for limiting the clutch travel.

It is particularly preferred that the friction clutch is arranged and designed such that it is used to start the internal combustion engine via the second drive motor. For starting the internal combustion engine, the output shaft of the electric machine is coupled to the internal combustion engine via a friction-locking clutch, so that the torque applied by the electric machine can be used for starting, i.e., for towing, the internal combustion engine.

In a preferred embodiment, the friction surfaces of the friction-locking clutch are embodied flat or conical.

It is also expedient for the actuating direction of one partial clutch to be opposite to the actuating direction of the other partial clutch. Thus, differently large control surfaces can be used for the two partial clutches. In addition, simple engagement and disengagement of the connection by the form-locking clutch is possible, and the torsional vibration damper can be engaged/disengaged during the connection by the friction-locking clutch.

It is also advantageous if the actuating surfaces of the friction-locking partial clutch are not as large as the actuating surfaces of the form-locking partial clutch. This has the following advantages: i.e. without having to compromise between the necessary driving force of the friction clutch and the necessary operating speed of the positive-locking clutch.

It is also advantageous if the torsional vibration damper is arranged such that it is decoupled from the drive train when the form-locking partial clutch is not actuated. That is, when the friction-locking partial clutch is closed and the form-locking partial clutch is open, the torsional vibration damper is crossed. That is to say, the torsional vibration damper is part of the drive train only when the form-locking partial clutch is closed. The torsional vibration damper therefore advantageously does not have to be entrained when the internal combustion engine is being towed, but rather in the drive train when it is also necessary to reduce rotational irregularities.

It is also possible that the operating direction of one sub-clutch, in which the sub-clutch is adjusted in order to be operated, is the same as the operating direction of the other sub-clutch. That is to say, both partial clutches are actuated in the same actuating direction. The actuating system for actuating the two partial clutches is in particular arranged and designed in such a way that the friction-locking partial clutch is actuated before the form-locking partial clutch. In a simple manner, it is therefore achieved that the internal combustion engine is first pulled by actuating the friction-locking partial clutch before the internal combustion engine is coupled to the transmission input shaft by actuating the form-locking partial clutch to drive the motor vehicle.

Furthermore, it is advantageous if the two partial clutches are designed such that they are actuated by rotating the actuator (drehdurchfur hung). The necessary contact pressure for the friction lock clutch and the necessary speed for the form-locking clutch can thereby be achieved.

It is particularly advantageous here to realize the rotary actuator with a small friction diameter. Thus, the loss torque remains small.

It is also expedient for the two partial clutches to be arranged such that they are actuated by a common actuation system. Additional elements for actuation can thus be dispensed with.

The clutch unit according to the invention is also advantageously used in wet-running systems, since the actuation can be integrated simply by rotating the actuator.

In particular, it is preferred that the torsional vibration damper is designed as a dual mass flywheel having a primary flywheel mass arranged on the engine side/primary side, i.e. on the internal combustion engine side, and a secondary flywheel mass arranged on the transmission side/secondary side.

In a preferred embodiment, the friction-locking partial clutch and the form-locking partial clutch are connected to the secondary side of the dual mass flywheel, i.e. to the transmission side of the dual mass flywheel.

In this case, it is advantageous if the friction-locking partial clutch is arranged in the direction of the engine/internal combustion engine or if the form-locking partial clutch is arranged in the direction of the engine. Furthermore, it is preferred that the friction-locking partial clutch is designed as a cone clutch with conically arranged friction elements.

In a further preferred embodiment, the friction-locking partial clutch is connected to the primary side/primary mass of the dual-mass flywheel and the form-locking partial clutch is connected to the secondary side/secondary mass of the dual-mass flywheel.

It is advantageous here if the two partial clutches are arranged axially telescopically or if the two partial clutches are arranged radially telescopically. The required installation space can thus be kept very small.

In an additional advantageous embodiment, a latching element is provided on the clutch, which latching element facilitates the adjustment of the entry point, in which the dog teeth of the claw clutch are engaged, and the intermediate position, in which neither of the partial clutches is actuated, when the form-locking partial clutch is actuated, in which the dog teeth of the dog clutch are engaged, and the form-locking partial clutch is thus closed. This improves the controllability and the "permanent-standing" behavior of the form-locking partial clutch.

The object of the invention is also achieved by a hybrid module, for example for a P2 hybrid application, having a first drive machine, in particular an internal combustion engine, the output shaft of which can be connected to the output shaft of a second drive machine, in particular the output shaft of an electric machine or the transmission input shaft, by means of a clutch unit according to the invention.

In this case, it is advantageous if the output shaft of the first drive machine is used as a torque input member and/or the output shaft of the second drive machine or the transmission input shaft is used as a torque output member. It is also expedient if a friction-locking partial clutch of the clutch is used to start the first drive machine via the output shaft of the second drive machine, and/or if a positive-locking partial clutch of the clutch is used to couple the output shaft of the first drive machine and the output shaft of the second drive machine or the transmission input shaft without slip.

In other words, the invention relates to a structural assembly in which the function of a disconnect clutch and the function of reducing rotational irregularities of an internal combustion engine are integrated. In this case, both functions are arranged essentially radially one inside the other in order to be designed as short as possible in the axial direction. Here, the function for reducing rotational irregularities is located radially outward, and the function for disengaging the clutch is located radially inward. In order to reduce rotational irregularities, for example, a dual-mass flywheel or a centrifugal pendulum can be used.

Additionally, the function of the disconnect clutch is divided into a function for coupling the internal combustion engine with the transmission and a function for towing the internal combustion engine. For coupling to an internal combustion engine, form-locking elements (shift jaw devices) are used, and for traction, friction elements that can be modulated are used. The friction element can be designed in a single-sided or multi-sided manner and flat or conical manner.

The direction of movement for both functions may be the same or opposite. When the function is performed in one direction of movement, a "friction function" is first performed at the start of the internal combustion engine before a "coupling function" without slip is performed. Independently of the actuation in the same or opposite direction, the realization of the "coupling" function is characterized in that no or only little loss occurs after the execution of the movement for activating the function. The implementation of the function in the opposite direction is advantageous, since, on the one hand, a simple active engagement and disengagement can be achieved for the clutch function, and, on the other hand, for the "traction", the function for reducing rotational irregularities can be bridged during the starting process, which can significantly reduce the mechanical load thereof. Furthermore, it is thereby possible to use differently large control surfaces, so that there is no need to compromise between the necessary pressing force of the friction element and the necessary operating speed for the jaw-type device. In wet-running systems, the actuation of both functions can advantageously be achieved by the shaft and the rotary actuator with a small friction diameter.

Drawings

The invention is subsequently elucidated with the aid of the drawing. Wherein:

fig. 1 shows a longitudinal section through a clutch unit according to the invention in a first exemplary embodiment, with a friction-locking partial clutch of the separating clutch and a form-locking partial clutch, which are connected to a secondary mass of a torsional vibration damper, wherein the friction-locking partial clutch is arranged in the direction of a first drive machine;

fig. 2 shows a longitudinal section through a clutch unit in a second exemplary embodiment, with a friction-locking partial clutch and a form-locking partial clutch, which are connected to a secondary mass of a torsional vibration damper, wherein the form-locking partial clutch is arranged in the direction of the first drive machine;

fig. 3 shows a longitudinal section through a clutch unit in a third exemplary embodiment, with a friction-locking partial clutch, which is connected to the primary mass of the torsional vibration damper, and a form-locking partial clutch, which is connected to the secondary mass of the torsional vibration damper, wherein the partial clutches are arranged axially telescopically;

fig. 4 shows a longitudinal section through a clutch unit in a fourth exemplary embodiment, with a friction-locking partial clutch, which is connected to the primary mass of the torsional vibration damper, and a form-locking partial clutch, which is connected to the secondary mass of the torsional vibration damper, wherein the partial clutches are arranged radially telescopically;

fig. 5 shows a longitudinal section through a clutch unit in a fifth exemplary embodiment, which has a friction-locking partial clutch designed as a cone clutch; and is

Fig. 6 shows a longitudinal section through a clutch unit in a sixth exemplary embodiment, which has a locking element for a positive-locking partial clutch.

The drawings are merely symbolic and serve only to understand the invention. Like elements are denoted by like reference numerals. Different features of the embodiments may be interchanged.

Detailed Description

Fig. 1 shows a clutch unit 1 for a drive train of a motor vehicle. The clutch unit 1 has a torque input member 2 functioning as a driving element (or a driven element) and a torque output member 3 functioning as a driven element (or a driving element). The torque output member 3 can be connected to the torque input member 2 in a torque-transmitting manner via a switchable clutch/disconnect clutch 5 using the friction pair 4. The clutch unit 1 also has a torsional vibration damper 6 for reducing rotational irregularities, which is designed as a dual-mass flywheel. The torsional vibration damper 6 has a primary mass 7 connected to the torque input member 2 and a secondary mass 8 connected to the torque output member 3 via the clutch 5. The primary mass 7 is damped relative to the secondary mass 8. The primary mass 7 or the secondary mass 8 simultaneously serves as a carrier 9 for the friction pair 4 of the clutch 5 or is formed integrally with the carrier 9.

The clutch 5 has a friction-locking partial clutch 10, which is designed as a multiplate clutch 11. When the friction-locking partial clutch 10 is closed, the torque input member 2 and the torque output member 3 are connected in a torque-transmitting manner. The multiplate clutch 11 has an inner lamination carrier 12 and an outer lamination carrier 14, the inner lamination carrier 12 accommodating inner laminations 13 in a rotationally fixed but axially displaceable manner, and the outer lamination carrier 14 accommodating outer laminations 15 in a rotationally fixed but axially displaceable manner. The inner and outer laminations 13, 15 serve as friction pairs 4. The outer lamination carrier 14 is formed integrally with the primary mass 7 or the secondary mass 8. In the first exemplary embodiment shown in fig. 1, the outer lamination carrier 14 is formed integrally with the secondary mass 8.

The torsional vibration damper 6 is arranged at the same axial level as the clutch 5, so that the torsional vibration damper 6 and the clutch 5 are arranged radially telescopically. The torsional vibration damper 6 is arranged radially outside the clutch 5, so that the torsional vibration damper radially surrounds the clutch.

The clutch 5 has a form-locking partial clutch 16, which is designed as a dog clutch/dog shift device 17. When the form-locking partial clutch 16 is closed, the torque input member 2 and the torque output member 3 are connected in a torque-transmitting manner. The dog clutch 17 has a dog 18 on the torque output member side and a dog 19 on the torque input member side.

The form-locking partial clutch 16 and the friction-locking partial clutch 10 are actuated by rotating the actuator 20. The actuating direction of the form-locking partial clutch 16 is opposite to the actuating direction of the friction-locking partial clutch 10. The steering direction may also be the same, even if this is not shown in the figures.

In all embodiments, the friction-locking partial clutch 10 and the form-locking partial clutch 16 have separate or separate stops, so that the clutch unit 1 is distinguished from a classical transmission synchronization unit.

In the first exemplary embodiment shown in fig. 1, the outer disk carrier 14 for the friction-locking partial clutch 10 and the torque-input-member-side teeth 19 for the positive-locking partial clutch 16 are firmly connected to the secondary mass 8 of the torsional vibration damper 6. The secondary mass 8 is coupled to the primary mass 7 by a spring 21. The friction-locking partial clutch 10 is arranged in the engine direction, i.e. close to the torque input member 2, and the form-locking partial clutch is arranged in the transmission direction, i.e. close to the torque output member 3 or the transmission input shaft. The rotary actuator is arranged in the axial direction between the form-locking partial clutch 16 and the friction-locking partial clutch 10.

In the second exemplary embodiment shown in fig. 2, the outer disk carrier 14 for the friction-locking partial clutch 10 and the claw 19 on the torque input member side for the positive-locking partial clutch 16 are firmly connected to the secondary mass 8 of the torsional vibration damper 6. The friction-locking partial clutch 10 is arranged in the transmission direction, i.e. close to the torque output member 3, and the form-locking partial clutch is arranged in the engine direction, i.e. close to the torque input member 2 or the transmission input shaft. The rotary actuator is arranged in the axial direction between the form-locking partial clutch 16 and the friction-locking partial clutch 10.

In the third exemplary embodiment shown in fig. 3, the outer lamination carrier 14 for the friction-locking partial clutch 10 is firmly connected to the primary mass 7 of the torsional vibration damper 6, and the teeth 19 for the torque input member side of the positive-locking partial clutch 16 are firmly connected to the secondary mass 8 of the torsional vibration damper 6. The friction-locking partial clutch 10 is arranged in the engine direction, i.e. close to the torque input member 2, and the form-locking partial clutch is arranged in the transmission direction, i.e. close to the torque output member 3 or the transmission input shaft. The partial clutches 10, 16 are arranged telescopically in the axial direction. The rotary actuator is arranged in the axial direction between the form-locking partial clutch 16 and the friction-locking partial clutch 10.

In the fourth exemplary embodiment shown in fig. 4, the outer lamination carrier 14 for the friction-locking partial clutch 10 is firmly connected to the primary mass 7 of the torsional vibration damper 6, and the teeth 19 for the torque input member side of the positive-locking partial clutch 16 are firmly connected to the secondary mass 8 of the torsional vibration damper 6. The partial clutches 10, 16 are arranged telescopically in the radial direction, wherein the form-locking partial clutch 16 is arranged radially outside the friction-locking partial clutch 10. The two partial clutches 10, 16 are arranged on the engine side and the rotary actuator 20 on the transmission side.

Fig. 5 shows a clutch unit 1 in a fifth embodiment, except for the following features: the friction-locking clutch 10 is designed as a cone clutch 22 with conical friction linings and not as a multi-plate clutch with flat friction linings as in the first exemplary embodiment, which corresponds to the first exemplary embodiment in all other features.

Fig. 6 shows a clutch unit 1 in a sixth embodiment, with the following additional features: in the sixth embodiment, a locking element 23 is present, which corresponds in all other features to the fourth embodiment. The locking means 23 have spring-loaded balls 24 which engage in corresponding recesses 25 when the claw clutch 17 is placed in the end position (in which the claws 18, 19 are engaged), i.e. the claw clutch 17 is actuated, or when the claw clutch is placed in the intermediate position (in which the claw clutch 17 and the multiplate clutch 11 are disengaged).

List of reference numerals

1 Clutch Unit

2 Torque input Member

3 Torque output Member

4 friction pair

5 Clutch/disconnect Clutch

6 torsional vibration damper

7 Primary mass part

8 Secondary Mass part

9 laminated carrier

10 friction lock sub-clutch

11 multiple-disc clutch

12 inner lamination carrier

13 inner lamination

14 outer lamination carrier

15 outer lamination

16-form-locking sub-clutch

17 jaw clutch

18 claw tooth

19 claw tooth

20 rotating actuator

21 spring

22-cone clutch

23 catch

24 ball

25 space part