阅读说明：本技术 用于机动车辆的传动系的具有旋转轴线的混合动力模块 (Hybrid module with axis of rotation for a drive train of a motor vehicle ) 是由 R·迈因哈德 于 2019-07-29 设计创作，主要内容包括：本发明涉及一种用于机动车辆(4)的传动系(3)的具有旋转轴线(2)的混合动力模块(1),该混合动力模块至少包括以下部件：用于接收扭矩的驱动轴连接点(5)；用于输出扭矩的传动轴连接点(6)；用于从电机(8)接收扭矩的扭矩接收装置(7)；具有两个片保持器(10、11)的干式多片离合器(9),这两个片保持器可以绕旋转轴线(2)相对于彼此旋转,具体是包括片堆叠(19)的外部保持器(10)和内部保持器(11),其中如果用目标接触压力轴向压紧片堆叠(19),则目标扭矩只能从驱动轴连接点(5)传递到扭矩接收装置(7)并传递到传动轴连接点(6)。该混合动力模块(1)的特征尤其在于,在每种情况下：内部保持器(11)扭转刚性地连接到驱动轴连接点(5)；并且外部保持器(10)扭转刚性地连接到传动轴连接点(6)和扭矩接收装置(7)。借助此处提出的混合动力模块以及多片离合器的外部保持器和内部保持器的特定布置,当借助混合动力模块的电机冷启动内燃发动机时,可以实现低噪声排放。(The invention relates to a hybrid module (1) having a rotation axis (2) for a drive train (3) of a motor vehicle (4), comprising at least the following components: a drive shaft connection point (5) for receiving a torque; a driveshaft connection point (6) for the output of torque; a torque receiving means (7) for receiving torque from the motor (8); dry multi-plate clutch (9) with two plate holders (10, 11) which can be rotated relative to each other about a rotational axis (2), in particular an outer holder (10) and an inner holder (11) comprising a plate stack (19), wherein a target torque can only be transferred from a drive shaft connection point (5) to a torque receiving device (7) and to a drive shaft connection point (6) if the plate stack (19) is axially pressed with a target contact pressure. The hybrid module (1) is characterized in particular in that, in each case: the inner holder (11) is torsionally rigidly connected to the drive shaft connection point (5); and the outer holder (10) is torsionally rigidly connected to the propeller shaft connection point (6) and to the torque receiving means (7). By means of the specific arrangement of the hybrid module and the outer and inner retainers of the multiplate clutch proposed here, low noise emissions can be achieved when cold starting the internal combustion engine by means of the electric machine of the hybrid module.)

1. Hybrid module (1) with a rotation axis (2) for a drive train (3) of a motor vehicle (4), comprising at least the following components:

-a drive shaft connection point (5) for receiving torque;

-a propeller shaft connection point (6) for outputting a torque;

-torque receiving means (7) for receiving torque from the electric machine (8);

-a dry multi-plate clutch (9) having two plate holders (10, 11) which can rotate relative to each other about the axis of rotation (2), in particular an outer holder (10) and an inner holder (11), at least one outer plate (12, 13, 14, 15) being mounted axially movably in the outer holder (10) and a number of inner plates (16, 17, 18) corresponding to the number of outer plates (12, 13, 14, 15) being mounted axially movably in the inner holder (11) such that the at least one outer plate (12, 13, 14, 15) and the corresponding number of inner plates (16, 17, 18) form a plate stack (19),

a target torque can only be transmitted from the drive shaft connection point (5) to the torque receiving device (7) and to the drive shaft connection point (6) if the sheet stack (19) is axially compressed with a target contact pressure,

it is characterized in that the preparation method is characterized in that,

in each case:

-the inner holder (11) is torsionally rigidly connected to the drive shaft connection point (5); and is

-the outer holder (10) is torsionally rigidly connected to the propeller shaft connection point (6) and the torque receiving means (7).

2. Hybrid module (1) according to claim 1, wherein the inner holder (11) is radially supported on the driveshaft connection point (6) by means of a rolling bearing (20), wherein the rolling bearing (20) is arranged axially overlapping the stack of sheets (19).

3. Hybrid module (1) according to claim 1 or 2, wherein the outer holder (10) is designed slotted, wherein preferably a dust guide (21) is arranged radially outside the stack of sheets (19).

4. Hybrid module (1) according to one of the preceding claims, wherein the external holder (10) comprises a sheet carrier (22), wherein the sheet carrier (22) is integrally formed with the torque receiving device (7), preferably with a rotor carrier (23).

5. Hybrid module (1) according to one of the preceding claims, wherein normal springs (24) and pressure pads (25) are provided to compress the stack of sheets (19), wherein the pressure pads (25) have the following sections:

-an outer section (26) for transmitting axial forces to the stack of sheets (19);

-an inner section (27) for receiving an axial actuation force from an actuation device (28); and

-a central section (29), wherein the normal spring (24) is effectively pre-tensioned against the central section (29) such that the stack of sheets (19) is held by the normal spring (24) in a normal state,

wherein the outer section (26) is designed to be axially flexible, such that the pressure pad (25) forms a regulating spring which can delay the transmission of an axial contact pressure on the sheet stack (19).

6. A drive train (3) comprising an internal combustion engine (38) with a drive shaft (39), a transmission (40) with a drive shaft (41), and an electric machine (8), wherein the electric machine (8) can be coupled between the drive shaft (39) and the drive shaft (41) by means of the torque receiving device (7) of the hybrid module (1) according to one of the preceding claims, in that a torque transmission between the electric machine (8) and the drive shaft (41) can be released by means of the dry-multi-plate clutch (9) of the hybrid module (1).

7. Drive train (3) according to claim 6, wherein the electric machine (8) is designed for electric drive and is preferably permanently connected to the drive shaft (31) in a torque-transmitting manner.

8. A motor vehicle (4) comprising at least one drive wheel (32, 33) drivable by means of a drive train (3) according to claim 7.

Technical Field

The invention relates to a hybrid module for a drive train of a motor vehicle, having an axis of rotation, comprising at least the following components:

-a drive shaft connection point for receiving torque;

-a driveshaft connection point for output torque;

-a torque receiving means for receiving torque from the electric machine;

a dry multi-plate clutch having two plate holders which can rotate relative to each other about an axis of rotation, in particular an outer holder and an inner holder comprising a stack of plates,

wherein the target torque can only be transferred from the drive shaft connection point to the torque receiving device and to the driveshaft connection point if the axial compression tab stack is pressed with the target contact pressure. The hybrid module is characterized in particular in that, in each case:

the inner holder is torsionally rigidly connected to the drive shaft connection point; and is

The outer holder is torsionally rigidly connected to the propeller shaft connection point and the torque receiving means.

Background

Hybrid modules for hybrid drive trains are known from the prior art, which are designed to integrate the torque of an electric machine into a (conventional) drive train comprising an internal combustion engine with a drive shaft and a transmission with a drive shaft. The hybrid module then comprises a connection for the (additional) electric machine or comprises the (additional) electric machine and a friction clutch for releasably coupling the electric machine to transmit torque. Alternatively, the electric machine is designed as a main drive unit, and the internal combustion engine can be switched by means of a friction clutch of the hybrid module or can be connected to the electric machine to start the motor (start).

The electric machine is arranged, for example, like an alternator (for example, instead of an alternator, offset from the motor axis of the internal combustion engine, generally parallel to this axis) and is connected to the transmission shaft and/or the drive shaft by means of a traction drive (for example, a vee belt drive), with a friction clutch interposed. According to another embodiment, the electric machine is arranged coaxially with the motor axis, i.e. in line with the drive shaft of the internal combustion engine, wherein the friction clutch is arranged in the centre of the electric machine, connected to the rotor of the electric machine.

In a configuration in which the friction clutch is releasably connected to the drive shaft, said friction clutch is also referred to as K0[ clutch 0 ]. In the configuration in which the friction clutch is releasably connected to the drive shaft, the friction clutch is also referred to as K1[ clutch 1 ].

The torque can be transmitted to the drive shaft and/or the propeller shaft by means of the electric machine, whereby the torque emitted by the drive shaft can be superimposed, i.e. a so-called supercharging takes place. In some applications, it is also possible to start the internal combustion engine by means of the electric machine, i.e. to pull the starting drive shaft from a standstill. Thus, the starter motor and starter ring gear previously used may be eliminated. Furthermore, in some applications, the electric machine may operate as a generator, i.e. it is designed to convert torque input from the outside into electrical energy. The torque input from the outside is input by the transmission (i.e. for regeneration) or by the internal combustion engine, wherein the electrical energy can be discharged directly or via an energy store to the consumer.

In some applications, a further electric machine is provided as electric drive motor, by means of which (e.g. purely) electric drive can be performed. The electric drive motor transfers torque to the transmission in parallel with the internal combustion engine or separately. The latter case is referred to as electric only drive. Thus, if the electrical energy accumulator no longer has sufficient available energy, the internal combustion engine is used as an energy source, for example as a so-called range extender. This takes place via the electric machines of the hybrid module in the form of a torque output to the transmission and/or a charging of the electrical energy accumulator. If two corresponding shift states of the internal combustion engine are to be provided separately, it is necessary to use both the K0 clutch and the K1 clutch, wherein the friction clutch of the hybrid module then forms the K0 clutch and the K1 clutch is connected downstream of the hybrid module in the torque train from the drive shaft to the transmission. If the K1 clutch is inserted, the driveshaft connection point of the hybrid module is connected to the K1 clutch shaft input via the module shaft and only indirectly (in fact releasably) connected to the transmission input shaft via the K1 clutch.

In many applications, it is desirable for the friction clutch of the hybrid module to be designed with a smaller outer diameter. In order to be able to transmit the required torque, therefore, a multiplate clutch is preferably used as the friction clutch, wherein preferably a dry multiplate clutch is used which is simpler to implement and has sufficient wear resistance for the application. In addition, the efficiency is generally higher due to the lower co-rotating mass compared to wet multiplate clutches in which the coolant is carried.

The multi-plate clutch has at least one friction plate and a corresponding number of pairs of plates. The number of plates is determined by the configuration of the multiple plate clutch. Generally, a friction plate has a friction surface in the axial direction on the left and right sides, which may be in contact with the friction surface of the adjacent counter plate and may be pressed to transmit a frictional force. The friction plates are therefore mounted axially displaceably in the plate holder, for example as outer plates in a so-called outer holder. The counter piece is mounted in a corresponding manner axially movably in the other piece holder, for example as an inner piece in a so-called inner holder. Therefore, the friction plates should be capable of being brought into frictional contact with the corresponding friction surfaces on the left and right sides in the axial direction. Thus, on the axially outer side of the plate stack, for example on the left side of the first friction plate (viewed from left to right), a contact pressure plate or presser plate is provided which has a first (friction plate side) friction surface on the side facing the first friction plate (corresponding for example to the right) and a force application surface for introducing a contact pressure on the opposite side (corresponding for example to the left). On the other axially outer side of the plate stack, for example to the right of the last friction plate (viewed from left to right), the corresponding friction plate-side friction surface is itself formed by the friction plate-side plate holder itself (e.g. the inner holder). This configuration makes the number (n-1) of the counter plates (including the friction surfaces on both sides) correspond to one less than the number (n) of the friction plates. It should be noted that the contact pressure pad or preform is not referred to herein as a counter-pad. In this configuration, the number of friction pairs corresponds to twice the number of friction plates. However, other configurations are possible, wherein as large a number of friction pairs as possible should be achieved with as small a number of plates as possible.

In order to transmit torque, the sheets in the stack of sheets are pressed together axially, so that the torque can be transmitted frictionally, which in the first method corresponds to the product of the mean radius of the friction surfaces, the contact pressure, the friction coefficient and the number of friction pairs. For example, the contact pressure is provided by a central slave cylinder in the center of the pad holder, which, due to disengagement, releases a diaphragm spring (also referred to simply as a disc spring) from a deflected position to an engaged position, thus applying the spring force of the diaphragm spring to the contact pressure pad or the pressure pad. In some cases, further elements such as adjusting springs and/or pressure tanks can be inserted axially, wherein the pressure tanks preferably simultaneously form a transmission element between the central slave cylinder and the diaphragm spring and/or between the diaphragm spring and the adjusting spring.

If no torque is to be transmitted, the plates in the plate stack are axially spaced from one another, such as by a central slave cylinder deflecting a diaphragm spring, thereby preventing the introduction of a spring force from the diaphragm spring onto the plate stack. The plates are automatically spaced apart from each other in the manner of a slip clutch due to the opposing torques or are actively separated from each other by a spring arrangement. The separation means that in this case there is practically no more contact, i.e. no torque transmission, or the remaining axial force in the direction of the spring force of the pressing sheet stack is so low that the resistive torque that can still be transmitted is negligible or at least sufficiently low for the reaction forces in the system. For example, the transmissible torque is so low that the rotor shaft of the electric machine cannot be rotated by the transmissible torque generated by the internal combustion engine, and vice versa, the crankshaft of the internal combustion engine cannot be rotated by the electric machine.

A sheet retainer (also referred to as a sheet canister) is connected to or integrally formed with the hub such that the sheet retainer can be permanently connected to the drive shaft and/or the propeller shaft in a torque transmitting manner. For example, the external holder is connected to the drive shaft, wherein in one embodiment the torsional vibration damper and/or the torsional vibration absorber are interconnected between them and/or in parallel. The inner retainer is connected to a torque receiving device, which is either a traction disk or a rotor or rotor connection, and to a transmission input shaft or module shaft. The torque receiving means is preferably designed for both receiving and outputting torque, so that for example both a boost (i.e. torque receiving means from the electric machine to the multi-plate clutch) and a generator mode (i.e. torque output from the multi-plate clutch to the electric machine) are possible.

Currently, the internal combustion engine is still typically started by means of a starter ring gear and a separate starter motor, i.e. another electric machine. This is due to the fact that although sufficient torque can be achieved for cold starting of the internal combustion engine, the power transmission via the multiplate clutch of the hybrid module (designed as the K0 clutch) is still insufficient. Two different types of start-up are distinguished, in particular direct start-up and dynamic start-up. For a direct start, the hot internal combustion engine is started, wherein the rotor shaft of the electric machine is accelerated from a standstill to the required starting speed with the K0 clutch closed. For dynamic starting, the rotor shaft of the electric machine is first brought to the required cold start speed with the K0 clutch disengaged, and only then is the K0 clutch engaged (by grinding). The crankshaft of the cold internal combustion engine is then raised to the desired starting speed. For dynamic start-up, vibrations occur, resulting in the generation of unpleasant noise. In this regard, it has been found that this is caused by the flexibility of the multi-plate clutch which causes the opposing friction surfaces of the plate stack which have been in contact with or are in the process of being engaged to slip vibrationally.

It is therefore an object of the present invention to at least partially overcome the disadvantages known from the prior art. The features according to the invention emerge from the independent claims, advantageous embodiments of which are shown in the dependent claims. The features of the claims may be combined in any technically reasonable manner and the explanations in the following description and the features in the drawings, including additional embodiments of the invention, may also be used for this purpose.

Disclosure of Invention

The invention relates to a hybrid module for a drive train of a motor vehicle, having an axis of rotation, comprising at least the following components:

-a drive shaft connection point for receiving torque;

-a driveshaft connection point for output torque;

-a torque receiving means for receiving torque from the electric machine;

a dry multi-plate clutch having two plate holders which can rotate relative to each other about an axis of rotation, in particular an outer holder and an inner holder, wherein at least one outer plate is mounted axially movably in the outer holder and a number of inner plates corresponding to the number of outer plates is mounted axially movably in the inner holder, such that the at least one outer plate and the corresponding number of inner plates form a plate stack,

wherein the target torque can only be transferred from the drive shaft connection point to the torque receiving means and/or to the propeller shaft connection point if the axial compression piece stack is pressed with the target contact pressure.

The hybrid module is characterized in particular in that, in each case:

the inner holder is torsionally rigidly connected to the drive shaft connection point; and is

The outer holder is torsionally rigidly connected to the propeller shaft connection point and the torque receiving means.

In the following, reference is made to the mentioned axis of rotation if the axial direction, the radial direction or the circumferential direction and the corresponding terms are used without further explicit indication. Ordinals used in the foregoing and subsequent descriptions are used for purposes of clarity of distinction only and do not indicate an order or ranking of designated parts unless explicitly stated otherwise. An ordinal number greater than one does not necessarily imply that another such element is necessarily present. It should be noted that although the permanent connection transmitting the torque cannot be separated in use, it may optionally be equipped with a damping device and/or a torsional vibration absorber, so that damping and/or damping may be achieved. In contrast, a torsionally rigid connection is not provided with a damping device or a vibration absorber, and the damping effect is due to the low and negligible flexibility of the component materials and/or the connection, as occurs in the transmission of torque, for example, by means of a spline joint. A torsionally rigid connection is therefore a special case of a permanent connection that transmits torque.

Hybrid modules are therefore designed to releasably connect an internal combustion engine and an electric machine to an electric consumer in a torque-transmitting manner. Hybrid modules therefore have a drive shaft connection point for receiving torque from the drive shaft of the internal combustion engine, wherein a torsional vibration damper (e.g. a dual mass flywheel) is often inserted and/or a torsional vibration absorber (e.g. a centrifugal pendulum) is connected in parallel, so that the drive shaft connection point is only indirectly connected to the drive shaft in a vibration-damped manner in practice. However, the connection between the driveshaft connection point and the output side of the decoupling device (e.g. the secondary mass of the dual-mass flywheel) is permanently connected to the combustion engine side plate holder (i.e. here the inner holder) in a torque-transmitting manner; thus, the coupling cannot be disengaged by input signals and/or forces, and therefore does not include a disconnect clutch.

Furthermore, the hybrid module has a driveshaft connection point for outputting a torque to an electrical consumer, wherein the electrical consumer has at least one drive wheel for driving a motor vehicle, for example. However, the auxiliary unit is typically driven via a separate auxiliary drive train (e.g., a traction drive). For some applications, it is advantageous to connect a further separating clutch (e.g. a friction clutch) as the K1 clutch of the transmission input shaft upstream of the hybrid module, so that the hybrid module can be separated from the transmission and from the at least one consumer. The drive shaft connection point is therefore connected via the module shaft to the clutch input of the K1 clutch. The K1 clutch releasably connects the module shaft to the transmission input shaft. In some embodiments, a further or only at least one torsional vibration absorber or even one torsional vibration damper is inserted here, wherein the shaft is adjusted accordingly.

Finally, the hybrid module also has a torque receiving device for receiving torque from the electric machine and for outputting torque to the electric machine which can be operated in generator mode, for example for the regeneration of braking energy of the motor vehicle. For example, the torque receiving means is a friction disc or a carrier piece which can be permanently connected to the friction disc in a torque-transmitting manner. Alternatively, the torque receiving device is a rotor or a rotor carrier or a carrier to which it can be permanently connected in a torque-transmitting manner. In this embodiment, the stator and its torque support are preferably also integrated into the hybrid module, wherein preferably the entire hybrid module can be integrated into a housing of the transmission (e.g. transmission bell housing).

A dry-type multiplate clutch having two plate holders which can be rotated relative to one another about an axis of rotation is arranged centrally in the hybrid module, wherein the multiplate clutch is usually designed, for example, with respect to the functional principle. Thus, an outer holder and an inner holder are provided, which can be rotated relative to each other about a rotational axis. At least one outer plate is axially rotatably mounted in the outer holder and a number of inner plates corresponding to the number of outer plates is axially movably mounted in the inner holder, for example four outer plates and five inner plates are provided.

If the axial compression piece stack is pressed with a target contact pressure, the target torque can only be transferred from the drive shaft connection point to the torque receiving means and to the propeller shaft connection point. The transmission of this torque is interrupted or reduced to a sufficiently low resisting torque in the uncompressed state of the sheet stack.

It is now proposed here that the inner holder is torsionally rigidly connected to the drive shaft connection point. And further provides that the outer holder is torsionally rigidly connected to the propeller shaft connection point and the torque receiving means. This configuration is the exact opposite of the currently known embodiments of the prior art. Here, a connection of the inner holder to the drive shaft connection point and of the outer holder to the drive shaft connection point or the torque receiving device in a tilt-proof manner is preferred, for example by means of a connection with axial overlap which is as long as possible or an integral design.

The advantage of this configuration is that the inner holder is designed with very little radial expansion and therefore with a shorter lever. Thus, the internal holder may be designed to be very stiff with respect to sliding vibrations in the stack of sheets caused by the electric machine of the hybrid module lifting the drive shaft of the internal combustion engine from a stationary state during a cold start. The external holder is less subject to such loads because the motor typically does not produce torsional vibrations in the relevant excitation frequency range. In one embodiment, the outer holder is also supported directly or indirectly via a rotor carrier which is very rigidly supported, for example via a bearing of the drive shaft connection point, wherein such a bearing is usually designed as a double-row axially tensioned rolling bearing, for example in an O-arrangement. Such rigid bearings are generally necessary in order to keep the gap size between the rotor and the stator sufficiently constant during operation.

This not only reduces or even eliminates noise emissions when engaging a multi-plate clutch, but also significantly reduces wear on the friction linings of the plate stack. Occasional frictional vibrations can significantly affect torque build-up and desired frictional torque. The frictional vibration may free the plate to (axially) wobble such that the (axial) displacement friction in the plate teeth is (not constantly) reduced and opposed to the contact pressure; this in turn causes fluctuations in the maximum transmissible torque. If the generation of frictional vibrations is prevented by the above measures, the torque build-up can be made more constant.

According to one advantageous embodiment of the hybrid module, the inner holder is radially supported on the driveshaft connection point by means of a rolling bearing, wherein the rolling bearing is arranged axially overlapping the sheet stack.

In this embodiment, on the one hand, the very rigidly mounted propeller shaft connection point serves as a radial pair bearing, as is also generally known. However, the rolling bearing of the inner holder is also arranged to axially overlap the stack of sheets. Thus, the axial lever proportional to the axial centre of vibration generation to be avoided in the stack of sheets is very short or even zero. Therefore, the rigidity of the inner holder against the inclination vibration and deformation vibration around the circumferential axis is significantly increased. For such applications, the noise emission during cold start can be prevented, or in the current noise control concept of the motor vehicle concerned, at least the noise emission during cold start can be reduced or shifted to an area no longer perceptible to the driver.

According to an advantageous embodiment of the hybrid module, the outer holder is designed slotted, wherein preferably the dust deflector is arranged radially outside the stack of sheets.

In order to increase the radial installation space for the stack of sheets and thus the maximum (target) torque that can be transmitted at the same contact pressure, it is proposed here to design the outer holder slotted. This means that, unlike the known embodiment, the outer holder is not formed with a relief shape that also replicates the radially inner sheet stop on the radially outer side. Instead, the tab stop is formed by a radially inner slot-shaped recess in the outer holder. In an advantageous embodiment, the slot is formed radially continuous, so that the corresponding external lug of the outer plate can be placed in full radial overlap with the radial wall thickness of the external holder in the region of the slot. Thus, the torque transmittable between the outer holder and the outer plate is sufficiently large.

In embodiments with radially continuous slots, where the surrounding components are to be protected against wear and escape of dust from the sheet stack, the dust deflector(s) are preferably also arranged radially outside the sheet stack or at least radially outside the slots. Preferably, the dust deflector is formed of a thin and/or light material. For example, the dust deflector is designed as a duct directed away from the rotor and positioned radially outward. During operation, dust and/or wear may be removed by centripetal force and/or cooling airflow.

According to one advantageous embodiment of the hybrid module, the external holder comprises a sheet carrier, wherein the sheet carrier is integrally formed with the torque receiving device, preferably with the rotor carrier.

The outer holder is integrally formed as a can, for example, in a deep-drawn manner. Alternatively, the outer holder comprises a plurality of separate parts which are joined together, for example by means of tooth welding or a firm connection. The plate carrier is a component of an outer holder, in which the outer plates are permanently and axially movably mounted in a torque-transmitting manner. For example, the piece carrier is designed to be slotted or formed as previously described. The blade carrier is connected to the torque receiving means, i.e. for example directly or indirectly to the rotor of the electric motor or to a pulley with a drive using an off-axis electric motor. Preferably, the segment carrier forms a holder for the rotor and/or integrally forms the rotor carrier which extends radially inward to the rolling bearing, or assumes this function in its entirety. In a particularly preferred embodiment, the plate carrier with the component for a firm connection to the transmission input shaft or the module shaft also forms a bearing seat for the internal holder, for example designed as described above.

In an alternative embodiment, the external holder is formed separately from the torque-receiving device and holds the pretension axially displaceably relative thereto, for example by means of a spring device (e.g. a leaf spring). Alternatively, the pressing is stacked or supported with its pressing pieces. The outer plate carrier is connected to the rotor carrier via a leaf spring. For example, the leaf springs are inclined or preformed when viewed tangentially. Therefore, the contact pressure can be increased (pull direction) and decreased (push direction) by the circumferential force generated at the time of closing. The greater the inclination of the leaf spring, the greater the gain that can be achieved, which is significant, for example a gain of 50%. Thus, the wafer spring force and separation force may be reduced.

Preferably, the axially movable outer holder is also designed as a tie rod with integrally formed or separately mounted contact pressure pads.

According to one advantageous embodiment of the hybrid module, normal springs and pressure pads are provided to compress the stack of sheets, wherein the pressure pads have the following sections:

-an outer section for transmitting axial forces to the stack of sheets;

-an inner section for receiving an axial actuation force from an actuation device; and

a central section, wherein the normal spring is effectively pre-tensioned against the central section such that the stack of sheets is held by the normal spring in a normal state,

wherein the outer section is designed to be axially flexible such that the pressure pad forms an adjusting spring which can delay the transmission of the axial contact pressure on the stack of sheets.

In this embodiment, the pressure pad is also formed as a regulating spring, since the outer section, i.e. the radially outer region, is designed to be very flexible. The elasticity of the adjusting spring or here the pressure pad increases the ratio of the actuator stroke to the coupling torque. Increasing the actuator stroke increases the resolution of the torque and the set torque is more robust against fluctuations, tolerances, thermal variations, etc.

Preferably, the normal spring (e.g. a diaphragm spring, also called a disk spring) or a set of diaphragm springs is supported between axially fixed components (e.g. a rotor carrier or a pulley carrier) and acts in a pretensioned manner on the pressure pad in order to compress the stack of sheets with it. The actuating device (e.g. a central slave cylinder, preferably a Concentric Slave Cylinder (CSC) or a ball ramp system) acts on the inner cross section, i.e. on the radially inner region, and opens the multi-plate clutch when actively activated from the outside (e.g. when the pressure rises in the slave cylinder of the CSC). The central segment is located radially between the outer and inner segments, but not necessarily exactly centrally. This position should be designed according to the desired spring characteristics of the normal spring and the integrally formed adjustment spring.

Independently of the previously described embodiments of the normal spring, the pressure pad is preferably designed integrally with the tie rod or together with the tie rod via a firm fit in order to contract the stack of sheets.

In one embodiment, neither the normal spring nor the central section is provided, wherein preferably no leaf spring or lining spring is provided. The pressure pad is then preferably designed for active compression, i.e. normal disengagement of the plate stack or normal disengagement of the multi-plate clutch. Regardless of the normal state of the multiplate clutch, the pressure pad still has the overall function of a regulating spring.

According to a further aspect, a drive train is proposed, which comprises an internal combustion engine having a drive shaft, a transmission having a drive shaft, and an electric machine, wherein the electric machine can be coupled between the drive shaft and the drive shaft by means of the torque-receiving device of the hybrid module according to the above-described embodiments, in that the torque transmission between the electric machine and the drive shaft can be released by means of the dry multi-plate clutch of the hybrid module.

The drive train is therefore designed to transmit the torque provided by the engine (for example an internal combustion engine or an electric drive motor) and delivered to the at least one consumer via its drive shaft. Exemplary consumers are at least one drive wheel of a motor vehicle and/or a generator for providing electrical energy. Conversely, inertial energy may also be received from the drive wheels, for example. This inertial energy is preferably transferred by means of a hybrid module to an electric machine, which can be operated as a generator for regeneration, i.e. for electrical storage of braking energy. Furthermore, in a preferred embodiment, the torque can be transmitted from the internal combustion engine and the electric machine to the consumer by means of a multiplate clutch. In this regard, for example in applications in motor vehicles, reference is made to known requirements for the drive train.

The use of the multiplate clutch described above is particularly advantageous for the purpose of transmitting torque in a targeted manner and/or by means of manual transmissions with different transmission ratios, or for the purpose of separating the torque transmission from the electric machine and/or the torque transmission from the internal combustion engine of the electric consumer. The multiplate clutch according to the present description is designed to be particularly rigid against sliding vibrations and is particularly suitable for use as a K0 clutch in a hybrid powertrain having a conventional configuration without a powered electric machine (combustion engine drive train), but with only an alternator, which is replaced by a hybrid module. The installation space required for the hybrid module is small and the noise emissions, which are generally low and/or usual, can still be maintained.

According to an advantageous embodiment of the drive train, the electric machine is designed for electric drive and is preferably permanently connected to the drive shaft in a torque-transmitting manner.

In this embodiment, the electric machine of the hybrid module is designed for purely electric drive, so the power split between the internal combustion engine and the electric machine (of the hybrid module) is no longer described as a hybrid of a conventional combustion engine drive train. At the same time, however, the installation space required is similar to that of a pure combustion engine drive train, so that in some cases it is possible to provide both conventional combustion engine configurations and power hybrid configurations in the same installation space configuration without great effort.

Thus, in one embodiment, the internal combustion engine can then only be started during operation (propulsion) of at least one drive wheel of the motor vehicle, since the further clutch towards the transmission is dispensed with. In an alternative embodiment, the K1 clutch is connected upstream of the transmission input, so that the internal combustion engine can also be started when the motor vehicle is at a standstill. In both cases, the speed difference between the electric machine and the internal combustion engine is achieved at start-up by means of a multiplate clutch.

In another alternative embodiment, the K0 clutch is connected upstream of the hybrid module on the combustion engine side, and the multiplate clutch forms the K1 clutch. This configuration functionally corresponds to the previous embodiment, with the multi-plate clutch acting as the K0 clutch and the downstream K1 clutch.

According to another aspect, a motor vehicle is proposed, comprising at least one drive wheel which can be driven by means of a drive train according to an embodiment as described above.

Nowadays, most motor vehicles have front-wheel drive, so it is preferable to place at least one drive machine (e.g. an internal combustion engine and/or (another) electric drive motor) and/or (at least one) electric machine in front of the cab and transverse to the main driving direction. In this arrangement, the installation space is particularly small, so that it is particularly advantageous to use a small belt hybrid module. However, for embodiments with a rear arrangement, the installation space is also significantly limited, for example, by having the largest possible free-available luggage space. The use of hybrid modules in two-wheeled motor vehicles is similar and for this reason requires a significant improvement in performance with the same installation space.

According to the european classification, this problem is more serious for passenger cars of the small car class, but these are the focus of hybrid power. The functional units used in passenger cars of the small car class are significantly reduced in size compared to passenger cars of the larger car class. However, the available installation space of a small car is much smaller. The transmission has a small-sized multiplate clutch. At the same time, the noise emission is extremely low, even in the case where the power motors can be connected coaxially in the hybrid module to the hybrid module or where off-axis torque-transmitting motors can be connected to the hybrid module via traction drives, for example, which is designed for purely electric drive for urban traffic, the maximum speed can reach 60km/h [ sixty kilometers per hour ]. Producing the hybrid module is also cost effective.

Passenger cars are classified into vehicle categories according to, for example, size, price, weight and performance, with this definition changing based on market demand. In the us market, vehicles in the car and mini car categories are classified according to the european union into the sub-compact car category, whereas in the uk market they correspond to the mini car and city car categories, respectively. Examples of small car classes are Alfa Romeo Mito, Volkswagen Polo, Ford Fiesta, or Renault Clio. Among the small car classes, the well-known full Hybrid vehicles are BMW i3, Audi A3 e-tron, or Toyota Yaris Hybrid.

Drawings

The invention described above is explained in detail below on the basis of a related art background and with reference to the associated drawings showing preferred embodiments. The invention is in no way limited by the purely schematic drawings, it being noted that the drawings are not dimensionally accurate and are not suitable for defining proportions. Hereinafter, the following description will be given of,

FIG. 1 shows a conventional hybrid module with a central multi-plate clutch;

FIG. 2 schematically illustrates a powertrain having a hybrid module;

FIG. 3 shows a hybrid module with an axially movable outer retainer;

FIG. 4 illustrates a hybrid module having an external retainer integrally formed with a torque receiving device;

FIG. 5 shows a hybrid module with a normally open multi-plate clutch;

FIG. 6 shows a hybrid module having friction disks; and is

Fig. 7 shows a drive train in a motor vehicle with a hybrid module.

Detailed Description

Fig. 1 shows a conventional hybrid module 34 with a rotational axis 2, wherein the multiplate clutch 9 is arranged coaxially within an electric machine 8 which is close to the rotational axis 2 at the center. On the left-hand side of the illustration, a sectional view is shown of a drive shaft 47 of an internal combustion engine 50 (not shown, see fig. 2 or 7) for switchable transmission of torque to the drive shaft 31 or the module shaft 30 by means of a multi-plate clutch 9. The drive shaft 47 is connected via a drive mount 46 of the dual-mass flywheel 45 (here by means of a screw connection with the primary mass), and the dual-mass flywheel 45 (here with the secondary mass) is connected to the drive shaft connection point 5 of the conventional hybrid module 34 (here designed as a spline joint). For the sake of clarity, however, the hybrid module 1 according to fig. 3 to 6 is implemented in the same way without general limitations.

In fig. 1, the drive shaft connection point 5 is connected to a conventional outer holder 36 which is supported radially inwardly on the drive shaft connection point 6 by means of a rolling bearing 20. Here it can be seen that the rolling bearing 20 is arranged axially offset from the sheet stack 19. In the conventional external holder 36, the outer sheets 12 to 15 are mounted axially movably and permanently in a torque-transmittable manner in a conventional (here shaped) sheet carrier 41 of the sheet stack 19. The same sheet stack 19 comprises inner sheets 16 to 18, which are arranged alternately axially opposite the outer sheets 12 to 15 and are mounted in a conventional inner holder 35, by means of which they can be displaced permanently and axially in a torque-transmitting manner. Further, the pressing piece 39 is mounted in the conventional inner holder 35 like one of the inner pieces. Further, the pair of sheets 40 is integrally formed with the conventional inner holder 35.

In order to transmit torque from the conventional outer holder 36 to the conventional inner holder 35, the plate stack 19 is axially compressed by means of a normal spring 24, here designed as a diaphragm spring or a disc spring, with the multi-plate clutch 9 being designed in a normally closed configuration by means of a normal pressure pad 43 and a regulating spring 44 in the normal state (here designed separately).

An actuating device 28 is provided to achieve torque transmission from the drive shaft 47 to the drive shaft 31 or the module shaft 30 (and to the torque receiving device 7), which actuating device is designed in this case as a hydrostatic driven piston with a release bearing. In this case, the actuating device 28 is supplied from the outside via the hydrostatic line 68. The release bearing acts on the conventional pressure pad 43 opposite the normal spring 24, so that the normal force (from left to right in the illustration) resulting from the installation-related pretensioning of the normal spring 24 on the sheet stack 19 is reversed.

In this case, the conventional inner holder 35 is firmly connected to the torque receiving device 7, which is connected for example to a rotor 37 of the electric motor 8, which can be rotated about the axis of rotation 2 by means of a stator 38. The rotor 37 is connected to the drive shaft connection point 6 by means of a conventional internal holder 35 and is supported on the housing 48 by means of the module shaft 30 or the drive shaft 31 and a central bearing 49. The speed of the rotor 37 can be detected by means of a rotor position sensor, a so-called resolver 42.

The conventional inner retainer 35 is connected to a propeller shaft connection point 6 which is permanently connected to the module shaft 30 or the propeller shaft 31 by means of a spline joint in a torque-transmitting manner, irrespective of whether a K1 clutch 53 (see fig. 2 or fig. 6) is provided or not. The module shaft 30 or the transmission shaft 31 and thus the entire multiplate clutch 9 are rotatably supported relative to the housing 48 via a central bearing 49, which is formed here by two separate ball bearings.

Fig. 2 shows a schematic representation of a (hybrid) drive train 3, wherein on the left-hand side of the illustration an internal combustion engine 50 can be seen, here with two pistons, which is permanently connected to its drive shaft 47 via a dual mass flywheel 45 and is connected in a torque-transmitting manner to the drive shaft connection point 5 of the hybrid module 1. The electric machine 8 of the hybrid module 1 is supported with its stator 38 in a torsional manner (for example on the housing 48, see fig. 3). The rotor 37 is permanently, preferably torsionally rigidly, connected to the torque receiving device 7 in a torque transmitting manner. To start the internal combustion engine 50, the multiplate clutch 9, which in this case is designed as the K0 clutch, is closed. In order to transmit the torque of the electric machine 8 of the hybrid module 1 to the consumer (in this case, for example, the drive wheels 32 or 33) by means of the transmission 51 (for example, a transmission gear), the K1 clutch 53 can be closed here with the drive shaft connection point 6, which makes it possible to transmit the torque releasably via the drive shaft 31. To provide torque from the internal combustion engine 50 to the electric machine 8, the K0 clutch 52 and the K1 clutch 53 should be closed simultaneously. In one embodiment, the K1 clutch is designed as an actively closing separating clutch, for example a so-called wedge clutch. In another embodiment, the K1 clutch 53 is omitted such that the rotor 37 of the motor 8 is permanently co-rotated with the drive wheels 32, 33.

Fig. 3 shows the hybrid module 1 with the axis of rotation 2, wherein the inner holder 11 and the outer holder 10 are now functionally inverted, so that the inner holder 11 is torsionally rigidly connected to the drive shaft connection point 5 and the outer holder 10 is torsionally rigidly formed with the torque receiving device 7 and the propeller shaft connection point 6. In general function, the illustrated construction corresponds to the conventional embodiment, for example, according to fig. 1, and reference is therefore made to the description here. For example, the sheet stack 19 is designed in a conventional manner and comprises a plurality of outer and inner sheets. In this case, the multiplate clutch 9 is also designed to be normally closed.

In all the illustrated multiplate clutches 9 in fig. 3 to 6, at least two positions of the actuating device 28 and of the pressure pad 25 (and optionally of the normal spring 24) are shown, in fact in the disengaged and engaged states, in the new condition and with the greatest signs of wear or subsidence. One of the two positions is shown in dashed lines. These indicate that the extreme positions of the axial actuation travel with the corresponding mounting length must be set.

Now the rolling bearing 20 (the bearing designed for the inner holder 11) is arranged axially overlapping the stack of sheets 19. The possible tilting or bending torques on the inner holder 11 are therefore very low compared to the embodiment according to fig. 1. It should be noted, however, that this is an optional feature. Since in this configuration an axial installation space is available, the rolling bearing 20 is designed in two rows, whereby an increased tilting resistance is also achieved compared to a single row of rolling bearings. Alternatively, the rolling bearing 20 is designed in a row and/or with larger rolling elements or other types of rolling elements, such as needles or cylinders.

In the construction according to fig. 3, the outer holder 10 is designed to be axially movable like a draw bar, wherein the outer holder 10 integrally comprises the contact pressure plate 39 and the plate carrier 22 (here designed to be slotted). The counterplate 40 is formed by an axially fixed part of the outer holder 10, which extends radially, for example in the shape of a circular disk, and is torsionally rigidly connected to the drive shaft connection point 6. For pressing the sheet stack 19, a normal spring 24 (or in this case a spring set with two alternately positioned diaphragm or disk springs) is provided, which acts with an axial force (normal force, to the right according to the illustration) on a central section 29 of the pressure pad 25. The sheet stack 19 is thus pressed (normally) by means of the contact pressure sheets 39 of the outer holder 10 acting as tie rods.

This normal force of the normal spring 24 is transmitted to the outer holder 10 via the outer section 26 of the pressure pad 25, which is designed to be flexible, so that it has the properties of a tuning spring, i.e. an extended torque displacement property, and thus a better torque resolution. When the normal spring 24 is set correspondingly to the axial pretensioning in connection with its mounting, the part of the outer holder 10 designed to be axially movable like a tie rod is pulled to the right by the pressure pad 25 according to the illustration.

An actuating device 28, which is for example a hydrostatic driven piston as shown in fig. 1, is provided to open the stack of sheets 19. The actuating means 28 acts on the inner section 27 of the pressure pad 25 such that the normal spring 24 is compressed (and even further pre-tensioned) (shown on the left in the illustration) and such that the tension is reversed from the outer section 26 to contact the pressure plate 39.

In the configuration of the hybrid module 1 shown in fig. 3, a leaf spring 54 or a leaf spring set is optionally also provided, which is mounted in a pretensioned manner between an axially fixed part of the torque receiving device 7 or of the outer holder 10 and the contact pressure plate 39, so that the contact pressure can be increased (pull direction) and reduced (push direction) by the circumferential force generated upon closure. The leaf springs 54 connect the plate carriers 22 and the contact pressure plates 39 of the outer holder 10 to the torque receiving means 7 forming a rotor carrier. Thus, the sheet carrier 22 of the outer holder 10 is axially displaceable. The arrangement of the leaf springs 54 radially outside the sheet stack 19 prevents or at least reduces wobbling of the sheet carriers 22 of the outer holder 10 in the event of frictional vibrations.

Here, the module shaft 30 or the transmission shaft 31 is supported on the housing 48 via a central bearing 49, which is preferably a double-row rolling bearing pretensioned in an O-shaped arrangement. In this case a separate rotor carrier 23 is provided, which rotor carrier, however, may also be integrated in embodiments where the axially fixed part of the outer holder 10 is connected to the drive shaft connection point 6. (see fig. 6).

For clarity, fig. 4 shows a similar construction to that of fig. 3, with substantially the same or similar components, and reference is therefore made to the previous description in this regard. In this case, the outer holder 10 is axially fixed to the torque receiving device 7 or its sheet carrier 22 is designed integrally with the torque receiving device 7. Here, the counter piece 40 is (optionally) connected by means of a locking screw to a radially extending part which integrally forms the propeller shaft connection point 6. In this case, the sheet carriers 22 of the outer holder 10 are designed to be slotted. In order to protect the motor gap of the electrical machine 8, a (optionally) thin tubular dust guide 21 is provided, which is positioned radially outwards and prevents wear and dust from entering the motor gap between the rotor 37 and the stator 38. The normal spring 24 is designed (only here compared to fig. 3) with one diaphragm spring and functions in exactly the same way as the normal spring 24 described in fig. 3. In this case, the pressure pad 25 is designed in one piece with a tie rod which acts on the contact pressure disk 39 with tension, for example by means of a retaining ring. Preferably, in this case, the pressure pad 25 is also configured to be flexible in its outer section 26, so that no additional adjusting spring is required.

For the sake of clarity, fig. 5 shows the hybrid module 1 in a configuration similar to that of fig. 4, with substantially the same or similar components, so reference is made in this regard to the description there. The multi-plate clutch 9 is now normally open, so that the plate stack 19 is now pressed only with active actuation by means of the actuating device 28. In contrast to the above configuration, the positions of the contact pressure sheet 39 and the counter sheet 40 are exchanged in the axial direction, and the pressure pad 25 acts on the contact pressure sheet 39 (from right to left) with pressure as a contact pressure (from right in the drawing). Preferably, the pressure pad 25 is also designed to be soft in this case, so that no adjustment spring is required.

The torque-receiving means 7 and the sheet carrier 22 of the outer holder 10 are separate components, in which case they are firmly connected to one another, for example by means of welding. The radial extension of the outer holder 10 is designed integrally with the sheet carrier 22 and is formed separately from the drive shaft connection point 6, wherein in this embodiment the outer holder is welded to the drive shaft connection point 6. In this case, the actuating means 28 is a mechanical ball ramp system, in which the axial distance between the first ramp (here the right side) and the second ramp (here the left side) changes when a torque is applied from the outside. This relative rotation of the two ramps takes place with low friction via the rolling elements (here designed as balls). The change in axial distance between the two ramps is achieved by actuating the pressure pad 25.

Fig. 6 shows a configuration of the hybrid module 1 for an off-axis arrangement of the electric machine 8 (not shown, see fig. 7), wherein here too the K1 clutch is shown independently of the configuration. The torque receiving means 7, here designed integrally as a pulley and as a plate carrier 22 of the outer holder 10, is connected by means of welding (optionally) to radially extending and axially fixing parts of the outer holder 10, which comprise the counter plate 40 and also form counter bearings for the normal spring 24. This radially extending part of the outer holder 10 is also the rotor carrier 23 for the pulley and is designed in one piece with the drive shaft connection point 6. For the sake of clarity, the construction of the actuating means 28 and the pressure pad 25 as well as the normal spring 24 and the contact pressure plate 39 and the plate stack 19 is designed as in fig. 4, and reference is made to the description there in this regard.

The propeller shaft connection point 6 is here connected torsionally rigidly to the module shaft 30, which in turn is permanently connected in a torque-transmitting manner (here torsionally rigidly, here for example by means of screws) to the K1 pair of plates 56 of the K1 clutch 53. The K1 clutch 53 includes a co-rotating clutch cover 55, a K1 contact pressure plate 58 and a K1 friction disk 57 which may be pressed against a pair of K1 plates 56 supported by a K1 diaphragm spring 59 on the K1 clutch cover 55, so that in this case a target torque is permanently connected to the propeller shaft 31 in a torque-transmitting manner via a K1 propeller hub 61 by means of a K1 torsional damper 60.

It should again be noted that the similarities between the different configurations of the hybrid module 1 are chosen here for the sake of clarity and are shown in the following way for the sake of simplicity: it can be seen that the different functional components in the illustrations according to fig. 3 to 6 are interchangeable with each other and therefore further combinations are disclosed, for example by exchanging the configurations of the actuating device 28, the plate stack 19 or the multi-plate clutch 9, the coaxial arrangement of the electric motor 8 or even the off-axis arrangement with the traction drive, etc. Furthermore, only the dual mass flywheel 45 is optionally inserted and in one embodiment omitted or connected downstream of the hybrid module 1 or integrated at another point of the hybrid module 1. Furthermore, for example, at least one centrifugal pendulum is arranged in the torque flow, preferably axially close to the drive shaft 47. In one embodiment, the electric machine 8 is not designed for cold starting of the internal combustion engine 50, and a starter motor, for example coupled via a ring gear, is additionally provided.

Fig. 7 shows the (hybrid) drive train 3 in the motor vehicle 4 only schematically, wherein the drive train 3 (with the internal combustion engine 50, the electric machine 8 and the hybrid module 1 with the axis of rotation 2, the electric motor axis 64 or the combustion motor axis 63) is located in front of the cab 67 and transversely to the longitudinal axis 62 of the motor vehicle 4. By means of the drive train 3, the left and right drive wheels 32, 33 can be driven via a chassis (not shown in detail), here optionally the front wheels of the motor vehicle 4. The electric machine 8 is arranged off-axis here parallel to the internal combustion engine 50 and its electric motor shaft 65 is permanently connected to the hybrid module 1 in a torque-transmitting manner via a traction drive (e.g. a belt 66). The internal combustion engine 50 is permanently connected to the hybrid module 1 via its drive shaft 47 in a torque-transmitting manner, and the hybrid module 1 is in turn connected to a drive shaft 31 of a transmission 51, for example a manual transmission or a continuous transmission. The hybrid module 1 is designed, for example, as shown in fig. 6 and comprises a multiplate clutch 9 designed as a K0 clutch 52 (see fig. 6), wherein the K1 clutch 53 (see fig. 6) is omitted here.

By means of the specific arrangement of the hybrid module and the outer and inner retainers of the multiplate clutch proposed here, low noise emissions can be achieved when cold starting the internal combustion engine by means of the electric machine of the hybrid module.

List of reference numerals

1 hybrid module 2 axis of rotation 3 drive train 4 motor vehicle 5 drive shaft connection point 6 drive shaft connection point 7 torque receiving means 8 motor 9 multi-plate clutch 10 outer retainer 11 inner retainer 12 first outer plate 13 second outer plate 14 third outer plate 15 fourth outer plate 16 first inner plate 17 second inner plate 18 third inner plate 19 plate stack 20 rolling bearing 21 dust guide 22 plate carrier 23 rotor carrier 24 normal spring 25 pressure pad 26 outer segment 27 inner segment 28 actuating means 29 center segment 30 module shaft 31 drive shaft 32 left drive wheel 33 right drive wheel 34 conventional hybrid module 35 conventional outer retainer 36 conventional outer retainer 37 rotor 38 stator 39 contacts pressure plate 40 versus plate 41 conventional plate carrier 42 conventional rotor carrier 43 conventional pressure pad 44 conventional regulating spring 45 dual mass flywheel 46 Drive mount 47 drive shaft 48 housing 49 center bearing 50 internal combustion engine 51 transmission 52K 0 clutch 53K 1 clutch 54 plate spring 55K 1 clutch cover 56K 1 to plate 57K 1 friction disc 58K 1 contact pressure plate 59K 1 diaphragm spring 60K 1 torsional damper 61K1 drive shaft 62 longitudinal axis 63 combustion motor axis 64 electric motor axis 65 electric motor shaft 66 with 67 cab 68 hydrostatic line