Hybrid module with wear debris management for dry friction clutch

Abstract

The invention relates to a hybrid module (10), in particular for a drive train of a motor vehicle, which hybrid module (10) can be arranged as a P2 hybrid module in the drive train between an internal combustion engine side (B) of the motor vehicle directed toward the internal combustion engine and a vehicle transmission side (F) of the motor vehicle directed toward a vehicle transmission (12), the hybrid module comprising: at least one electric motor (14); at least one dry friction clutch (16) having an axis of rotation (D), the friction clutch (16) preferably being a dry multi-disk clutch; an input shaft (18), which can be coupled to the internal combustion engine of the motor vehicle; an output shaft (20), which can be coupled to the vehicle transmission (12) of the motor vehicle; wherein the at least one electric motor (14) and the at least one friction clutch (16) cooperate so that the electric motor (14) can be coupled to the drive train of the motor vehicle and / or disconnected from the drive train of the motor vehicle by means of the friction clutch (16), and the at least one friction clutch (16) is designed to remove and / or fix wear debris of the at least one friction clutch (16). This improves the distribution or discharge of wear debris in the case of a friction clutch (16), in particular a dry disconnect clutch.

Description

Technical Field

[0001] The invention relates to a dry multi-plate clutch, in particular for a hybrid powertrain, and to a hybrid powertrain having a dry multi-plate clutch for coupling and decoupling an internal combustion engine and / or having a dry multi-plate clutch integrated into the rotor of an electric machine, such as an electric motor or a generator. Background Art

[0002] With the growing market for hybrid powertrains, in particular in a P2 arrangement, there is an increasing demand for disconnect clutches. In many cases, dry-running disconnect clutches can be used here, which are characterized in particular by low drag torques and associated low power losses in the system. These dry-running disconnect clutches are usually dry multi-disc clutches, i.e. usually multi-disc clutches in which the disks are mounted so that they can move freely in the axial direction. When opening and closing the clutch, the disks move axially in the corresponding external or internal toothing.

[0003] The powertrain of a hybrid vehicle comprises a combination of an internal combustion engine and an electric motor and enables, in particular when travelling on land, a purely electric operating mode with sufficient range and usability, for example in urban areas. In addition, in certain operating situations, it is possible to drive the internal combustion engine and the electric motor simultaneously. The electric motor of a hybrid vehicle mainly replaces the common starting device previously used for the internal combustion engine and the alternator, in order to reduce the weight increase of the hybrid vehicle compared to a vehicle with a conventional powertrain.

[0004] As known from EP 0 773 127 A1, DE 100 18 926 A1 and US 2007 / 0175726 A1, a first clutch device can be arranged between the internal combustion engine and the electric motor to separate the internal combustion engine from the electric motor and the rest of the drive train of the hybrid vehicle. In the case of pure electric drive, the first clutch device is then opened and the internal combustion engine is switched off, so that the output torque of the hybrid vehicle is generated only by the electric motor.

[0005] There is a continuing need to provide hybrid modules with optimized, compact installation space. For the growing market for hybrid powertrains, in particular in a P2 arrangement, there is still an increasing demand for dry-running disconnect clutches which are characterized in particular by low drag torques and associated low power losses in the system.

[0006] In clutch arrangements, and in particular in dry disconnect clutches, there is a need to prevent wear debris - including, for example, castings and / or steel particles from lining material of the lining disc and any metal parts contained in the lining disc as well as the hot matter involved - from entering sensitive areas such as the area of ​​the electric motor or other functional areas of an exemplary hybrid powertrain. Summary of the invention

[0007] It is therefore an object of the present invention to improve the distribution or discharge of the output in a friction clutch, in particular a dry separating clutch.

[0008] According to the invention, this object is achieved by a hybrid module having the features of claim 1 and a multi-disk clutch having the features of claim 10. Preferred embodiments of the invention are specified in the dependent claims and in the following description, each of which can represent an aspect of the invention individually or in combination.

[0009] The invention therefore relates to a hybrid module, in particular for a drive train of a motor vehicle, which hybrid module can be arranged as a P2 hybrid module within the drive train between an internal combustion engine side of the motor vehicle, which faces the internal combustion engine, and a vehicle transmission side of the motor vehicle, which faces the vehicle transmission, and which has:

[0010] at least one electric motor;

[0011] at least one dry friction clutch having a rotation axis, the friction clutch preferably being a dry multi-disc clutch;

[0012] an input shaft that can be coupled to an internal combustion engine of a motor vehicle;

[0013] an output shaft that can be coupled to a vehicle transmission of a motor vehicle;

[0014] wherein at least one electric machine and at least one friction clutch cooperate in such a way that the electric machine can be coupled to a drive train of the motor vehicle and / or decoupled from the drive train of the motor vehicle by means of the friction clutch,

[0015] Therein, the at least one friction clutch is designed to remove and / or retain wear debris of the at least one friction clutch.

[0016] The invention therefore provides that, when the friction clutch is in operation, wear debris generated by the friction between the friction devices, in particular between the plates, is removed from the friction clutch or fixed. Since the friction clutch is a dry friction clutch, in particular centrifugal force and / or gravity or the force of the earth's gravity can be used to remove the wear debris.

[0017] The fact that the at least one friction clutch is designed to conduct away wear debris of the at least one friction clutch means, in other words, that the friction clutch has a wear debris management device. The friction clutch may preferably be a multi-disk clutch, in particular for a hybrid drive train.

[0018] First, the individual elements of the inventive subject matter are explained in the order in which they are named in the claim group, and particularly preferred embodiments of the inventive subject matter are described below.

[0019] Depending on the intervention point, hybrid modules can be divided into the following categories P0 to P4, where P0: connected to the internal combustion engine via a belt, P1: directly behind the internal combustion engine, P2: behind the clutch device but in front of the vehicle transmission, P3: in the vehicle transmission, and P4: at the wheel, possibly on a different axle or as a wheel hub motor. A P2 hybrid module is arranged in the drive train of a motor vehicle between the internal combustion engine and the vehicle transmission. For example, in a purely electric drive, the internal combustion engine is disengaged by a corresponding clutch device. The hybrid module according to the invention is designed as a P2 hybrid module.

[0020] In the context of the present application, the drive train of a motor vehicle is understood to mean all components of a motor vehicle which generate power for driving the motor vehicle and transmit the power to the road via the wheels.

[0021] For the purposes of this application, a motor vehicle is a land vehicle that moves by mechanical power, not constrained by railway tracks. The motor vehicle may be selected from the group of, for example, a passenger car, a truck, a scooter, a light motor vehicle, a motorcycle, a bus or a tractor.

[0022] A hybrid electric vehicle (HEV) is an electric vehicle that is driven by at least one electric motor and another energy converter and draws energy from its electrical storage unit (battery) as well as additional fuel.

[0023] An internal combustion engine converts chemical energy into mechanical energy. For this purpose, a combustible mixture of fuel and air is burned in the combustion chamber of the internal combustion engine. The characteristic of an internal combustion engine is "internal combustion", i.e., combustion heat is generated in the internal combustion engine. The thermal expansion of the generated hot gases is used to move the piston (rotor in the Wankel engine).

[0024] A vehicle transmission is a transmission in the driveline of a motor vehicle that converts engine speed to drive speed.

[0025] For example, an electric motor is an electric motor that converts electrical energy into mechanical energy. Typically, current-carrying conductor coils in an electric motor generate a magnetic field, the mutual attraction and repulsion of which is converted into motion. An electric motor can also be a generator and convert mechanical energy into electrical energy.

[0026] In order to actuate the clutch device designed as a friction clutch, in particular to close the friction clutch, a hydraulic fluid, in particular oil, can be pumped into the pressure chamber, whereby the pressure in the pressure chamber increases. The increased pressure in the pressure chamber can overcome the spring force of the spring element acting on the pressure tank outside the pressure chamber and cause the pressure tank to be displaced axially. As a result, the pressure tank can be pressed against the pressure plate and frictionally squeeze the friction lining between the pressure plate axially displaced by the pressure tank and the counterpart plate fixed in the axial direction to close the friction clutch and generate a torque flow via the friction clutch. The friction clutch can be designed in particular as a multi-disk clutch, in which an outer disk connected to an outer disk carrier in a rotationally fixed but axially displaceable manner, in particular designed as a friction lining or a steel disk, and an inner disk connected to an inner disk carrier in a rotationally fixed but axially displaceable manner, in particular designed as a steel disk or a friction lining, are arranged alternately one after the other, and the outer disk and the inner disk can be frictionally pressed between the counterpart plate and the pressure plate to generate a torque flow between the outer disk carrier and the inner disk carrier. In traction mode, the torque generated in the internal combustion engine and / or the electric machine can be introduced via the outer disc carrier and conducted via the inner disc carrier, in particular to the transmission input shaft of the motor vehicle transmission, or vice versa. When the pressure in the pressure chamber decreases, the spring force of the spring element can move the pressure tank back into the axial starting position of the pressure tank, in particular the open position of the friction clutch, wherein the hydraulic fluid previously pumped into the pressure chamber can be displaced to the outlet. In principle, the clutch can also be actuated via a piston release system. The clutch device has the basic function of producing a releasable non-positive connection between the clutch input shaft and the clutch output shaft for the purpose of transmitting torque.

[0027] The function of a multi-disc clutch is to establish a releasable non-positive connection between a clutch input shaft and a clutch output shaft for the purpose of transmitting torque.

[0028] The alternating inner and outer disks of the disk pack can be brought into non-positive contact by axially moving and compressing their respective friction linings during coupling, so that the inner and outer disks rotate synchronously about the common rotation axis of the corresponding disk pack.

[0029] On the other hand, if the inner and outer plates are pushed axially away from each other by the disengagement process, there is no longer any non-positive contact between the inner and outer plates, so that the inner and outer plates can rotate freely against each other and therefore no torque is transmitted between the inner and outer plates.

[0030] According to a preferred embodiment of the invention, it is provided that at least one friction clutch has one or more wear debris reservoirs for receiving wear debris. Wear debris can thus be collected in a reliable manner in the one or more wear debris reservoirs. In this way, it is possible to prevent, for example, wear debris from entering the region of the electric machine and damaging the electric machine.

[0031] For example, one or more wear debris reservoirs may be arranged axially between two or more outer discs. Axially means along or parallel to the axis of rotation. It has been found that this is an advantageous arrangement for receiving and securing wear debris.

[0032] One or more wear debris reservoirs are preferably arranged radially inwardly of the outer plate carrier of the friction clutch. It has been found that this is an advantageous arrangement for receiving and securing wear debris.

[0033] The one or more wear debris reservoirs are also preferably arranged to extend axially toward the vehicle transmission side on the outer plate carrier of the friction clutch. It has been found that this is an advantageous arrangement for receiving and fixing wear debris.

[0034] Arrangements of one or more wear debris reservoirs may be present in addition to one another, or merely individually.

[0035] According to a preferred embodiment of the invention, it is provided that at least one friction clutch has one or more external channels for conducting away and / or securing wear debris from the at least one friction clutch. It has been found that wear debris previously collected at undesirable locations can be conducted away via the one or more external channels and then secured without adversely affecting the function of the friction clutch or the hybrid module.

[0036] The one or more external channels preferably penetrate the outer plate carrier of the friction clutch in a substantially radial manner. Here, substantially radial means that the main extension axis of the external channel is guided radially with respect to the axis of rotation, so that wear debris can be guided away or fixed in the operating state of the friction clutch. As a result, wear debris is not blocked by centrifugal forces in the channel parallel to the axis of rotation.

[0037] The wear debris control system for protecting the motor from wear debris is also preferably arranged radially on the outside of the one or more external channels and at least partially axially between the one or more external channels and the motor. This enables protection of the motor and safe or reliable conduction of wear debris after the wear debris has penetrated the one or more external channels.

[0038] According to a preferred embodiment of the invention, it is provided that the wear debris control system is fixed to the transmission housing on the hybrid module, preferably to the end shield of the hybrid module, wherein the preferred end shield has one or more channels which are arranged such that in an operating state of the friction clutch, wear debris can be led away and / or fixed through one or more external channels and then through one or more passages. This makes it possible, for example, to protect the electric machine and to safely or reliably lead away wear debris after it has penetrated the one or more external channels.

[0039] According to a preferred embodiment of the invention, it is provided that the hybrid module has a rotationally fixed end cap having one or more wear debris reservoirs for receiving wear debris. This embodiment can, but need not, be combined with a wear debris control system and / or one or more of the aforementioned external channels. This arrangement of the wear debris reservoir reduces the risk that wear debris will collect elsewhere, for example on the motor, and cause damage.

[0040] According to a preferred embodiment of the invention, it is provided that at least one friction clutch has an inner disk carrier with one or more internal channels, wherein preferably, the one or more internal channels penetrate the inner disk carrier in a substantially radial manner. It has been found that wear debris previously collected at undesirable points radially inside the inner disk carrier can be conducted away through the one or more internal channels and then fixed without adversely affecting the function of the friction clutch or the hybrid module.

[0041] According to a preferred embodiment of the invention, it is provided that the hybrid module has an axially acting paddle wheel geometry located radially inside the inner disk carrier. This increases the efficiency of removing wear debris.

[0042] According to a preferred embodiment of the invention, it is provided that the hybrid module has a radially acting paddle wheel geometry located radially inside the inner disk carrier. This increases the efficiency of removing wear debris.

[0043] According to a preferred embodiment of the invention, it is provided that the hybrid module has a hybrid module housing and preferably has at least one damper unit, wherein at least at least one electric machine, at least one friction clutch, preferably designed as a multi-disk clutch, and preferably at least one damper unit are arranged in the hybrid module housing, wherein the at least one damper unit is preferably arranged in the drive train between the internal combustion engine connection and the friction clutch. This enables the hybrid module to run smoothly without the functionality of the hybrid module being reduced due to wear debris.

[0044] The internal combustion engine of the hybrid module has the function of introducing the torque generated by the internal combustion engine into the subsequent hybrid module in the drive train. The internal combustion engine of the hybrid module can be designed, for example, as a shaft, a hollow shaft, a flange or a hub.

[0045] According to a preferred embodiment of the present invention, it is provided that the drive body is rotationally fixed to a damper unit at its end facing the engine side, and the damper unit is used to damp the rotation irregularity of the internal combustion engine, wherein the damper unit can be rotationally fixed to the input shaft of the internal combustion engine. The damper unit can be attached to the input shaft of the internal combustion engine designed as a crankshaft. The damper unit can be particularly preferably a dual-mass flywheel. Technically, this means that the main mass and the auxiliary mass, which is coupled to the main mass in a limited rotational manner via an energy storage element and is particularly designed as an arc spring, can form a mass-spring system, which can damp the rotation irregularity of the speed and torque of the driving force generated by the motor vehicle engine in a specific frequency range. The mass moment of inertia of the main mass and / or the auxiliary mass and the spring characteristics of the energy storage element can be selected so that vibrations in the frequency range of the main engine sequence of the motor vehicle engine can be damped. The mass moment of inertia of the main mass and / or the auxiliary mass can be particularly affected by the attached additional mass. The main mass can have a disk to which a cover is connected, thereby defining a substantially annular receiving space for the energy storage element. The main mass can, for example, strike the energy storage element tangentially via an indentation protruding into the receiving space. The output flange of the secondary mass, which can strike the opposite end of the energy storage element tangentially, can protrude into the receiving space. If the torsional vibration damper is part of a dual-mass flywheel, the main mass can have a flywheel that can be connected to the drive shaft of the motor vehicle engine. If the torsional vibration damper as a pulley coupling is part of a pulley arrangement for driving an auxiliary unit of a motor vehicle by means of a traction device, the main mass can form a pulley, on which the traction device, in particular a V-belt, can act on the radially outer surface of the pulley to transmit torque. If the torsional vibration damper is used as a disk damper, in particular a clutch disk of a friction clutch, the main mass can be connected to a disk area supporting a friction lining, and the secondary mass can be connected to a transmission input shaft of a motor vehicle transmission. In other words, the task of the damper unit is to damp vibrations between the engine and the transmission. The internal combustion engine in particular does not output a constant torque. The changing angular velocity of the crankshaft generates vibrations which can be transferred to the vehicle transmission via the clutch system and the transmission input shaft. Here, these vibrations can cause undesirable rattling noises. Torsional vibration dampers are designed to reduce these vibrations between the engine and the transmission.

[0046] The use of a centrifugal pendulum with at least one pendulum mass is also preferably provided for the clutch device. Under the influence of the centrifugal force, at least one pendulum mass of the centrifugal pendulum tries to occupy a position as far away from the center of rotation as possible. The "zero position" is the position that the pendulum mass can occupy in the radially outer position, which is the farthest from the center of rotation in the radial direction. At a constant drive speed and a constant drive torque, the pendulum mass will occupy this radially outer position. In the case of speed fluctuations, the pendulum mass deflects along its pendulum path due to its inertia. The pendulum mass can thus move in the direction of the center of rotation. The centrifugal force acting on the pendulum mass is divided into a tangential component and another component normal to the pendulum path. The tangential force component provides a restoring force that attempts to bring the pendulum mass back to its "zero position", while the normal force component acts on the force introduction element that causes the speed fluctuation, in particular on a flywheel connected to the drive shaft of the motor vehicle engine, and generates a counter torque on the flywheel that counteracts the speed fluctuation and damps the introduced speed fluctuation. In the case of particularly strong speed fluctuations, the pendulum mass may therefore swing to a maximum value and occupy the farthest position in the radial direction. For this purpose, the track provided in the carrier flange and / or the pendulum mass has a suitable curvature, in which a coupling element designed in particular as a roller can be guided. Preferably, at least two rollers are provided, each of which is guided on the track of the carrier flange and the pendulum track of the pendulum mass. In particular, more than one pendulum mass is provided. A plurality of pendulum masses are preferably guided in a uniformly distributed manner in the circumferential direction on the carrier flange. The inertial mass of the pendulum mass and / or the relative movement of the pendulum mass with respect to the carrier flange is designed in particular to damp a specific frequency range of rotational irregularities, in particular a specific frequency range of an engine sequence of a motor vehicle engine. In particular, more than one pendulum mass and / or more than one carrier flange are provided. For example, two pendulum masses connected to each other via rivets or bolts designed in particular as spacer bolts are provided, the carrier flange being positioned between the two pendulum masses in the axial direction of the torsional vibration damper. Alternatively, two flange parts of the carrier flange can be provided, which are connected to one another, in particular in an approximately Y-shaped form, between which the pendulum mass is positioned.

[0047] According to a preferred embodiment of the invention, it is provided that the friction clutch is designed as a multi-disc clutch with an outer disk and an inner disk, wherein one or more outer disks are designed as steel disks and / or one or more inner disks are designed as lining disks. Wear debris caused by such a disk arrangement can be reliably guided away or fixed.

[0048] According to a preferred embodiment of the invention, it is provided that the friction clutch is designed as a multi-disc clutch with an outer disk and an inner disk, wherein one or more outer disks are designed as steel disks and / or one or more inner disks are designed as lining disks. Wear debris caused by such a disk arrangement can be reliably guided away or fixed.

[0049] The present invention also relates to a friction clutch, in particular a multi-plate clutch, for a hybrid module, in particular for a transmission system of a motor vehicle, which hybrid module can be arranged as a P2 hybrid module in the transmission system between an internal combustion engine side of the motor vehicle directed toward the internal combustion engine and a vehicle transmission side of the motor vehicle directed toward the vehicle transmission, and which hybrid module has the characteristics of a hybrid module according to at least one of the aforementioned characteristics, and is characterized by the characteristics of a multi-plate clutch according to at least one of the aforementioned characteristics. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In the following, the invention is described by way of example using preferred exemplary embodiments with reference to the accompanying drawings, wherein the features shown below may represent aspects of the invention both individually and also in combination. In the drawings:

[0051] Figure 1 A first preferred embodiment of a hybrid module according to the teachings of the present invention is shown;

[0052] Figure 2 A second preferred embodiment of a hybrid module according to the teachings of the present invention is shown;

[0053] Figure 3 A third preferred embodiment of a hybrid module according to the teachings of the present invention is shown;

[0054] Figure 4 A fourth preferred embodiment of a hybrid module according to the teachings of the present invention is shown;

[0055] Figure 5 A fifth preferred embodiment of a hybrid module according to the teachings of the present invention is shown;

[0056] Figure 6 A sixth preferred embodiment of a hybrid module according to the teachings of the present invention is shown; and

[0057] Figure 7 A seventh preferred embodiment of a hybrid module in accordance with the teachings of the present invention is shown. DETAILED DESCRIPTION

[0058] Figure 1A basic exemplary embodiment of a dry friction clutch 16 according to the invention is shown in an exemplary manner. The dry friction clutch 10 is designed as a dry multi-disc clutch and in particular comprises a plurality of outer disks 16a designed, for example, as steel disks and a corresponding plurality of inner disks 16b designed, for example, as lining disks. The multi-disc clutch has an axial axis corresponding to the rotation axis D of the friction clutch 16 and a radial axis extending transversely to the rotation axis D. The outer disk 16a is suspended on the outside in the radial direction and can be displaced in the axial direction. The inner disk 16b is suspended on the inside in the radial direction and can be displaced in the axial direction. By moving the inner disk 16b and the outer disk 16a relative to each other in the axial direction, the inner disk 16b and the outer disk 16a adjacent in the axial direction can be frictionally engaged with each other, so that torque can be transmitted from the inner disk 16b to the outer disk 16a, and vice versa.

[0059] The multi-disk clutch also has a drive ring as inner disk carrier 34, on which the inner disk 16 b is suspended in a torque-transmitting manner. The outer disk 16 a is suspended from a rotor pot as outer disk carrier 24. In operation, in the engaged state of the multi-disk clutch, torque can be transmitted between the drive ring via the inner disk 16 b and the outer disk 16 a to the rotor pot, and vice versa, depending on whether there is a pulling or pushing operation.

[0060] The arrangement of the steel disk and the lining disk can in principle be carried out in both the inner and outer directions. In principle, a separate toothed ring can also be attached to both types of disks. Here, as an example, only an embodiment of an inner friction disk with a toothed ring in combination with an outer steel disk without an additional toothed ring is disclosed.

[0061] The torque introduced by the rotor via the outer disk carrier 24 is introduced into the steel disk via the annular carrier plate. The carrier plate has a toothing on the outer diameter, which is in contact with the outer disk carrier 24. In addition, the carrier plate comprises spring elements that enable an axial path between the steel disk and the outer disk carrier. Since the stiffness of the outer leaf spring element 26 is kept as low as possible, there is no longer any relative movement / sliding friction in the toothing even at low torques.

[0062] The lining disc transfers the torque from the steel disc to the inner disc carrier 34. This also takes place between the friction lining and the inner disc carrier via an annular carrier plate. Depending on the surface pressure, the toothing can be incorporated directly into the carrier plate or, in the case of high coupling torques, directly into an additional toothed ring. The additional toothed ring is then riveted to the carrier plate. The inner carrier plate also includes spring elements that enable an axial path between the lining disc and the inner disc carrier 34. The functional principle is the same as on the outside.

[0063] The friction clutch 16 is provided especially for the hybrid module 10. The basic concept of the hybrid module 10 is the management of wear debris from the friction clutch 16. Thus, a hybrid module 10 is provided, especially for a drive train of a motor vehicle, which can be arranged as a P2 hybrid module in the drive train between an internal combustion engine side B of the motor vehicle leading to the internal combustion engine and a vehicle transmission side F of the motor vehicle leading to the vehicle transmission 12, which has:

[0064] at least one electric motor 14;

[0065] at least one dry friction clutch 16 having an axis of rotation D, the friction clutch 16 preferably comprising a dry multi-disk clutch;

[0066] an input shaft 18 which may be coupled to an internal combustion engine of a motor vehicle;

[0067] an output shaft 20 that can be coupled to a vehicle transmission 12 of a motor vehicle;

[0068] The at least one electric machine 14 and the at least one friction clutch 16 cooperate in such a way that the electric machine 14 can be coupled to and / or disconnected from the drive train of the motor vehicle by means of the friction clutch 16 .

[0069] Therein, the at least one friction clutch 16 is designed to conduct away and / or fix wear debris of the at least one friction clutch 16 .

[0070] like Figures 1 to 7 As shown in FIG. , the removal or fixation of the wear debris present in the dry friction clutch 16 can be carried out in different ways. Figures 1 to 7 The exemplary embodiments in FIG. 1 are preferred exemplary embodiments that are independent of one another. Merely by way of example and not by way of limitation, the friction clutch 16 is shown in all embodiments as a multi-disc clutch and the electric machine 14 is shown as an electric motor.

[0071] exist Figure 1In the exemplary embodiment shown in , the wear debris generated is retained in the direct clutch area, in this example in the form of a multi-disc clutch, i.e. in a wear debris reservoir 22 serving as a reservoir area. Under the action of centrifugal forces, the wear debris is deposited in the clutch area in the best possible radial position encapsulated outwards and remains in this best possible radial position. The lateral or axial boundaries of the coupling area protrude far enough inwards in the radial direction to prevent the wear debris from escaping laterally. Sufficient free area outside the direct functional area, for example the leaf spring working area, is present in the clutch area to store all wear debris occurring during the service life without interruption, i.e. in the reservoir area. In particular, according to Figure 1 Therefore, it is provided that at least one friction clutch 16 has one or more wear debris reservoirs 22 for receiving wear debris between multiple outer plates 16a, wherein multiple wear debris reservoirs 22 are arranged radially inwardly on an outer plate carrier 24 of the friction clutch 16.

[0072] exist Figure 2 As shown in Figure 1 Different or in addition to Figure 1 In the exemplary embodiment other than , the radially outer boundary of the direct coupling area is not completely encapsulated, but is provided with an outer channel 26 directed radially outwards. Furthermore, between the area radially outside the described outer channel 26 and the area radially outside the electric machine 14 designed as an electric motor, there is a wear debris control system 28 designed as a baffle to protect the electric motor from wear debris. The wear debris control system can be fixed to the gear system or designed to rotate with the rotor of the electric motor. Figure 2 , the wear debris leaves the direct clutch area radially outward under the action of centrifugal force and remains on the left side, that is, on the side of the baffle facing away from the transmission. The side facing away from the transmission is the internal combustion engine side B. In particular, according to Figure 2 , it is therefore provided that the friction clutch 16 has one or more external channels 26 to conduct away and / or fix wear debris of the friction clutch 16. The one or more external channels 26 preferably penetrate the outer plate carrier 24 of the friction clutch 16 in a substantially radial manner. In this case, a wear debris control system 28 for protecting the motor 14 from the influence of wear debris is preferably arranged radially outside the one or more external channels 26, at least partially axially between the one or more external channels 26 and the motor 14.

[0073] exist Figure 3 As shown in Figure 2 Different or in addition to Figure 2In the exemplary embodiment other than , the wear debris control system 28 formed as a baffle fixed to the gear housing is designed so that the wear debris is guided in the direction of the passage 32 in the bearing housing 30 formed as a partition wall under the influence of the centrifugal force acting thereon. The wear debris passes through the passage 32 into the radially outer region of the partition wall on the side facing away from the transmission and remains in this radially outer region. In particular, according to Figure 2 It is therefore provided that the friction clutch 16 has one or more external channels 26 for conducting away and / or fixing wear debris of at least one friction clutch 16, wherein preferably, the one or more external channels 26 penetrate the outer plate carrier 24 of the friction clutch 16 approximately radially, wherein a wear debris control system 28 for protecting the electric machine 14 from wear debris is preferably arranged radially on the outside of the one or more external channels 26 and at least partially axially between the one or more external channels 26 and the electric machine 14. In addition, according to Figure 3 It is provided that the wear debris control system 28 is arranged to be fixed to a transmission housing on the hybrid module 10, preferably fixed to an end cover 30 of the hybrid module 10, wherein the end cover 30 has one or more passages 32, and the one or more passages are arranged so that when the friction clutch 16 is in an operating state, wear debris can be led away and / or fixed through one or more external channels 26 and then through one or more passages 32.

[0074] exist Figure 4 As shown in Figure 1 Different or in addition to Figure 1 In an exemplary embodiment other than , the area within the coupling area which is enclosed laterally and radially outwards is designed as a reservoir, so that wear debris collects in this reservoir. This collection process is preferably supported by leakage from, in particular, a hydraulic actuation system, which simultaneously collects in this area under the effect of centrifugal forces. In particular, according to Figure 1 Therefore, it is provided that at least one friction clutch 16 has one or more wear debris reservoirs 22 for receiving wear debris between a plurality of outer disks 16a, wherein a plurality of wear debris reservoirs 22 are arranged radially inwardly on an outer disk carrier 24 of the friction clutch 16. One or more wear debris reservoirs 22 are arranged on the outer disk carrier 24 of the friction clutch 16 so as to extend axially toward the vehicle transmission side F. It is shown that the outer disk carrier 24 can be designed for this purpose with Figure 1 The outer disc carrier in is different to form a larger reservoir.

[0075] exist Figure 5 As shown in Figure 2 Different or in addition to Figure 2In an exemplary embodiment other than , the partition wall is provided with a trap-shaped region, that is to say sufficiently closed laterally and radially outwardly, in which region wear debris can permanently collect. Figure 1 It is therefore provided that the friction clutch 16 has one or more external channels 26 for conducting away and / or securing wear debris of at least one friction clutch 16. The one or more external channels 26 preferably penetrate the outer plate carrier 24 of the friction clutch 16 in a substantially radial manner. Optionally, a wear debris control system 28 for protecting the electric machine 14 from wear debris is optionally arranged radially outside the one or more external channels 26, at least partially axially between the one or more external channels 26 and the electric machine 14. It is preferably provided that the hybrid module 10 has a rotationally fixed end cap 30 having one or more wear debris reservoirs 22 for receiving wear debris.

[0076] exist Figure 6 As shown in Figure 3 Different or in addition to Figure 3 In the exemplary embodiment other than , the radially outward transport of the wear debris under the effect of centrifugal force is supported by an internal axially acting paddle wheel geometry 38, which is located in the inner disk carrier 34. For this purpose, in a preferred arrangement, the inner disk carrier 34 is provided with an internal channel 36 in the main cylindrical area. In particular, according to Figure 6 It is therefore provided that the friction clutch 16 has one or more external channels 26 for conducting away and / or retaining wear debris of the friction clutch 16, wherein the one or more external channels 26 preferably penetrate the outer plate carrier 24 of the friction clutch 16 in a substantially radial manner. It is provided that the hybrid module 10 has a rotationally fixed end cap 30 having one or more wear debris reservoirs 22 for receiving wear debris.

[0077] Optionally, it is provided that at least one friction clutch 16 has an inner disk carrier 34 with one or more internal channels 36, wherein the one or more internal channels 26 preferably penetrate the inner disk carrier 34 in a substantially radial manner. It is also optionally provided that the hybrid module 10 has an axially acting paddle wheel geometry 38 on the inner side of the inner disk carrier 34.

[0078] exist Figure 7 As shown in Figure 6 Different or in addition to Figure 6 In an exemplary embodiment other than , the centrifugal force which transports the wear debris radially outwards is supported by an inner radially acting paddle wheel geometry, which in this case is located in the inner cylindrical region of the inner disk carrier. Figure 6It is therefore provided that the friction clutch 16 has one or more external channels 26 for conducting away and / or retaining wear debris of the friction clutch 16, wherein the one or more external channels 26 preferably penetrate the outer plate carrier 24 of the friction clutch 16 in a substantially radial manner. It is provided that the hybrid module 10 has a rotationally fixed end cap 30 having one or more wear debris reservoirs 22 for receiving wear debris.

[0079] Optionally, it is provided that at least one friction clutch 16 has an inner disk carrier 34 with one or more internal channels 36, wherein the one or more internal channels 26 preferably penetrate the inner disk carrier 34 in a substantially radial manner. It is also optionally provided that the hybrid module 10 has an axially acting paddle wheel geometry 38 on the inner side of the inner disk carrier 34.

[0080] Figure 7 Also shown is a radially outer clutch bell housing 44. The clutch bell housing 44 may be part of the end shield 30, or may be arranged on the hybrid module 10 in some other manner. The clutch bell housing 44 is not limited to Figure 7 Therefore, the clutch bell housing 44 can also be configured, for example, according to Figures 1 to 6 The clutch bell housing 44 preferably forms the wear debris reservoir 22 .

[0081] In principle, in all exemplary embodiments, the hybrid module 10 can have a hybrid module housing and preferably at least one damper unit 40, wherein at least at least one electric motor 14, at least one friction clutch 16, preferably a multi-disc clutch, and preferably at least one damper unit 40 are arranged in the hybrid module housing, wherein at least one damper unit 40 is preferably arranged in the drive train between the internal combustion engine connection 42 and the friction clutch 16.

[0082] The invention is intended for use with a dry friction clutch 16 or a disconnect clutch, in particular a K0 module in a P2 arrangement. However, the strategy shown can be directly transferred to other applications, preferably applications with hybrid powertrains. Particular mention should be made of the triple clutch and K1 module for a dedicated hybrid powertrain.

[0083] In a hybrid drive train, in particular of a motor vehicle, the internal combustion engine is connected via the crankshaft to a friction clutch 16 designed as a multi-disk clutch, which is designed as a K0 clutch or a disconnect clutch, for disconnecting and connecting the internal combustion engine to the hybrid drive train. The multi-disk clutch is designed concentrically with the electric machine 14. The torque can be transmitted to the wheels of the motor vehicle via the output shaft 20. The output shaft 20 can therefore be connected to the multi-disk clutch and the electric machine 14. The multi-disk clutch is in particular integrated into the rotor of the electric machine 14. The electric machine 14 is preferably an electric motor and / or an electric generator.

[0084] Reference numerals list

[0085] 10 Hybrid module 12 Vehicle transmission 14 Electric machine 16 Friction clutch 16a Outer plate 16b Inner plate 18 Input shaft 20 Output shaft 22 Wear debris reservoir 24 Outer plate carrier 26 External passage 28 Wear debris control system 30 End cover 32 Passage 34 Inner plate carrier 36 Internal passage 38 Paddle wheel geometry 40 Damper unit 42 Internal combustion engine connection 44 Clutch bell housing B Internal combustion engine side F Vehicle transmission side D Axis of rotation

Claims

1. A hybrid power module (10) for a powertrain of a motor vehicle, wherein: The hybrid module (10) can be arranged as a P2 hybrid module in the drive train between an internal combustion engine side (B) of the vehicle directed toward the internal combustion engine and a vehicle transmission side (F) of the motor vehicle directed toward the vehicle transmission (12), the hybrid module comprising: - at least one electric motor (14); - at least one dry friction clutch (16) having an axis of rotation (D), the friction clutch being a dry multi-disc clutch; - an input shaft (18) which can be coupled to the internal combustion engine of the motor vehicle; - An output shaft (20) capable of being coupled to the vehicle transmission (12) of the motor vehicle; wherein at least one of the motors (14) and at least one of the friction clutches (16) cooperate so that the motor (14) can be coupled to the transmission system of the motor vehicle and / or disconnected from the transmission system of the motor vehicle by means of the friction clutch (16), characterized in that at least one of the friction clutches (16) is designed to guide away and / or fix wear debris of at least one of the friction clutches (16), and at least one of the friction clutches (16) has one or more external channels (26) for guiding away and / or fixing wear debris of at least one of the friction clutches (16). The invention relates to a method for controlling the wear debris of the motor (14) from wear debris, wherein the wear debris control system (28) is arranged radially outside the one or more external channels (26), the wear debris control system (28) being designed as a baffle fixed to the gear housing, and enabling the wear debris to be guided under the influence of centrifugal force in the direction of a passage (32) in the end cover (30) formed as a partition wall, the one or more passages being arranged so that in the operating state of the friction clutch (16), the wear debris can pass through the one or more external channels (26) and then be guided away through the one or more passages (32) and enter the side of the end cover (30) serving as a partition wall facing away from the transmission.

2. The hybrid power module (10) according to claim 1, characterized in that At least one of the friction clutches (16) has one or more wear debris reservoirs (22) for receiving wear debris, wherein the one or more wear debris reservoirs (22) are arranged radially inwardly on an outer plate carrier (24) of the friction clutch (16), and wherein the one or more wear debris reservoirs (22) are arranged to extend axially on the outer plate carrier (24) of the friction clutch (16) toward the vehicle transmission side (F).

3. The hybrid power module (10) according to claim 2, characterized in that: The one or more external channels (26) penetrate substantially radially through the outer plate carrier (24) of the friction clutch (16).

4. The hybrid power module (10) according to claim 3, characterized in that The wear debris control system (28) is at least partially disposed axially between the one or more external passages (26) and the electric machine (14).

5. The hybrid power module (10) according to claim 1, characterized in that The end cap has one or more wear debris reservoirs (22) for receiving wear debris.

6. The hybrid power module (10) according to claim 1, characterized in that At least one of the friction clutches (16) has an inner disk carrier (34) with one or more internal channels (36), wherein the one or more internal channels (26) penetrate the inner disk carrier (34) in a substantially radial manner.

7. The hybrid power module (10) according to claim 6, characterized in that The hybrid module (10) has an axially acting paddle wheel geometry (38) located radially inside the inner disk carrier (34).

8. The hybrid power module (10) according to claim 6, characterized in that The hybrid module (10) has a radially acting paddle wheel geometry (38) located radially inside the inner disk carrier (34).

9. The hybrid module (10) according to any one of the preceding claims, characterized in that The hybrid module (10) has a hybrid module housing and has at least one damper unit (40), wherein at least one of the electric machines (14), at least one of the friction clutches (16) and at least one damper unit (40) are arranged in the hybrid module housing, wherein the at least one damper unit (40) is arranged in the drive train between an internal combustion engine connection (42) and the friction clutch (16).

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