Torque transfer device and driveline

Abstract

The invention relates to a torque transmission device (20) and to a drive train (10) for a motor vehicle, wherein the torque transmission device (20) has a first input side (60), a second input side (65), an output side (70), a hydrodynamic converter (95), a lock-up clutch (100), a first torque transmission path (75) which extends between a branching point (85) and a merging point (95), and a second torque transmission path (80) which is configured in parallel to the first torque transmission path (75), wherein the hydrodynamic converter (95) is arranged in the first torque transmission path (75) and the lock-up clutch (100) is arranged in the second torque transmission path (80), wherein the first input side (60) can be connected to a crankshaft (35) for co-rotation, wherein the hydrodynamic converter (95) has a pump wheel (115) and a turbine wheel (120) which can be connected hydraulically to the pump wheel (115), wherein the branching point (85) is connected to the first input side (60) for co-rotation, wherein the pump wheel (115) and a first clutch input side (105) of the lock-up clutch (100) are each connected to the branching point (85) for co-rotation, wherein the second input side (65) is connected downstream of the merging point (90) in a torque flow of a first torque (M1) from the first input side (60) to the output side (70).

Description

Technical Field

[0001] The invention relates to a torque transmission device according to claim 1 and a drive train according to claim 9 . Background Art

[0002] To eliminate rotational irregularities in the drive train, a torsional vibration damper, such as a dual-mass flywheel or a torsional damper, is often inserted between the crankshaft output and the clutch input. This design requires considerable installation space in the axial direction, which is often only available to a limited extent, particularly in small motor vehicles. Summary of the Invention

[0003] The object of the present invention is to provide an improved torque transmitting device and an improved drive train for a motor vehicle, in particular for a hybrid vehicle.

[0004] This object is achieved by means of a torque transmission device according to claim 1 and a drive train according to claim 9. Advantageous embodiments are provided in the dependent claims.

[0005] It has been recognized that an improved torque transmission device for a powertrain of a motor vehicle can be provided, wherein the torque transmission device comprises a first input side, a second input side, an output side, a hydraulic converter, a lock-up clutch, a first torque transmission path extending between a bifurcation point and a junction, and a second torque transmission path configured to be parallel to the first torque transmission path. The hydraulic converter is arranged on the first torque transmission path, and the lock-up clutch is arranged on the second torque transmission path. The first input side is connectable to a crankshaft of an internal combustion engine for co-rotation, and a first torque can be introduced into the first input side via the first input side. The second input side is connectable to an electric machine in a torque-locked manner. The output side is connectable to a transmission. The hydraulic converter comprises a pump impeller and a turbine impeller, the turbine impeller being hydraulically connectable to the pump impeller. The bifurcation point is connected to the first input side for co-rotation. The pump impeller and the first clutch input side of the lock-up clutch are each connected to the bifurcation point for co-rotation. The second input side is connected downstream of the junction in the torque flow of the first torque from the first input side to the output side.

[0006] This design offers the advantage of a particularly compact torque transmission arrangement in the axial direction. Furthermore, during converter operation (i.e., with the lockup clutch disengaged), rotational irregularities in the first torque can be at least partially offset, resulting in a smoother and more uniform first torque at the output side than at the first input side. By arranging the second input side between the junction point and the output side in the torque flow, the drive train comprising the internal combustion engine and the electric machine can be designed to be particularly compact. In particular, the spatial separation of the electric machine from the internal combustion engine ensures good cooling of the electric machine and prevents overheating.

[0007] In another embodiment, the input side is designed to be rigid. Additionally or alternatively, the first input side is connected to the bifurcation point for common rotation. This design offers the advantage that, due to the rigid input side, the first torque is rigidly transmitted from the crankshaft directly to the bifurcation point by means of a rigid first torque transmission and from the bifurcation point to the pump wheel or the first clutch input side of the locking clutch, respectively, without (significantly) eliminating any rotational irregularities in the first torque. For example, the first torque transmission can be designed as a shaft or in the form of a disk, so that the required installation space is particularly small. For example, the first input side can be a flexure plate.

[0008] In another embodiment, the torque transfer device comprises a disconnect clutch. The disconnect clutch is arranged between the second input side and the turbine wheel of the hydrodynamic converter and is designed to, in the closed state, connect the turbine wheel to the second input side in a torque-locked manner. In the first open state, the disconnect clutch is designed to disconnect the second input side from the turbine wheel. This embodiment offers the advantage that during purely electric operation of the drivetrain—that is, when, for example, the combustion chamber is deactivated and only the electric machine is active and providing the second torque—the second torque is not reduced by drag torque in the hydrodynamic converter but is instead essentially transferred from the second input side to the output side. The disconnect clutch is in the closed state when the internal combustion engine drives the first torque to drive the output side and / or drives the electric machine when the electric machine switches to generator operation. Rotational irregularities in the first torque primarily occur at low speeds. The intensity of the rotational irregularities decreases with increasing speed. The fact that the lockup clutch is open at low speeds below a predetermined speed and the torque transmission device operates in converter mode means that rotational irregularities from the first input side are transmitted only to the disconnect clutch via the converter, with significantly reduced rotational irregularities. This allows the disconnect clutch to be designed to be particularly compact overall because it does not have to transmit the first torque, which has high rotational irregularities. Above the predetermined speed, the lockup clutch is closed, bypassing the hydrodynamic converter. Above the predetermined speed, rotational irregularities are much weaker than at low speeds, preventing the disconnect clutch from being overloaded even when the lockup clutch is closed.

[0009] In another embodiment, the disconnect clutch is arranged between the second input side and the merging point. Thus, the disconnect clutch is arranged downstream of the merging point in the torque flow of the first torque and upstream of the second input side. Alternatively, the disconnect clutch can be arranged between the turbine wheel and the merging point.

[0010] In another embodiment, the torque transmission device comprises a first damping device, wherein the first damping device is arranged between the lockup clutch and the second input side, preferably between the lockup clutch and the junction or the disconnect clutch. The first damping device is designed to at least partially offset rotational irregularities of the first torque. The first damping device comprises at least one first torsional damper, in particular a dual-mass flywheel, a series damper and / or a simple torsional damper and / or a centrifugal pendulum. This embodiment offers the advantage that rotational irregularities in the first torque can be offset (above a predetermined speed) during the torque transmission of the first torque from the first input side to the output side even when the lockup clutch is closed and the disconnect clutch is closed, i.e., when the hydrodynamic converter is bypassed.

[0011] In another embodiment, the torque transmission device has a housing that delimits the interior of the housing and a flexure plate, wherein a first torque transmission path and a second torque transmission path are formed at least in sections in the interior of the housing. The flexure plate is connected to the housing for common rotation and the flexure plate forms a first input side. The housing rigidly connects the impeller to the flexure plate for common rotation. The disconnect clutch is formed in the interior of the housing or on the outside of the housing. The second input side is arranged on the outside of the housing. This design offers the advantage that the volume of the interior of the housing can be kept particularly low, so that the volume of the converter fluid is also particularly low. As a result, the torque transmission device is designed to be particularly light overall.

[0012] In another embodiment, the torque transmission device includes a second damping device. The second damping device is arranged between the second input side and the output side and is designed to at least partially offset rotational irregularities of the first torque. The second damping device includes at least one second torsional damper, in particular a dual-mass flywheel, a series damper, and / or a simple torsional damper, and / or another centrifugal pendulum. The downstream arrangement of the second damping device in the torque flow offers the advantage that the second damping device can be arranged in a dry space or outside the housing interior.

[0013] In another embodiment, the second torsional damper has a second input part, a second output part, and at least one second energy storage element, wherein the second input part is rotatable relative to the second output part against the action of the second energy storage element, wherein the second input part is connected for co-rotation to the second input side, and the second output part is connected for co-rotation to the output side, preferably rigidly connected for co-rotation to the output side. A further centrifugal pendulum is arranged at the second output part or the second input part.

[0014] A particularly advantageous drive train for a motor vehicle can be provided, wherein the drive train comprises the aforementioned torque transmission device, an internal combustion engine, and an electric motor, wherein the internal combustion engine has a crankshaft. The crankshaft is connected to a first input side for co-rotation. The internal combustion engine is designed to provide a first torque at the first input side. The electric motor is connected on its output side to a second input side for co-rotation and is designed to provide a second torque at the second input side. The second input side is designed to superimpose the first torque and the second torque. This embodiment offers the advantage that a particularly good and cost-effective hybrid drive train can be provided for a motor vehicle. In particular, the drive train has a particularly short and compact design in both radial and axial directions.

[0015] In another embodiment, in an operating state of the drivetrain, the internal combustion engine is configured to drive the first input side at a first speed, and the electric motor is configured to drive the second input side at a second speed. In this operating state, the lockup clutch is open. If the speed drops below a predetermined differential speed due to the speed difference between the first and second speeds, the disconnect clutch switches to an open state, and the second input side is disconnected from the turbine wheel. This embodiment offers the advantage that, for example, drag torque in the hydrodynamic converter is avoided, particularly when the internal combustion engine is deactivated or, for example, operating only at idle speed to drive auxiliary units, the second torque provided by the electric motor can be used to drive the output side without significantly reducing the second torque due to the drag torque. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The present invention will be described in more detail below with reference to the accompanying drawings. In the accompanying drawings:

[0017] Figure 1 shows a schematic functional diagram of a drive train according to a first embodiment of a motor vehicle;

[0018] Figure 2 shows a functional diagram of a drive train according to a second embodiment;

[0019] Figure 3 shows a functional diagram of a drive train according to a third embodiment;

[0020] Figure 4shows a functional diagram of a drive train according to a fourth embodiment;

[0021] Figure 5 shows a functional diagram of a drive train according to a fifth embodiment;

[0022] Figure 6 shows a functional diagram of a drive train according to a sixth embodiment;

[0023] Figure 7 shows a functional diagram of a drive train according to a seventh embodiment;

[0024] Figure 8 Shown Figure 7 Detail of a semi-longitudinal section of the drive train shown in;

[0025] Figure 9 Shown Figure 3 A semi-longitudinal section of the constructional configuration of the drive train shown in ; and

[0026] Figure 10 A functional diagram of a drive train according to an eighth embodiment is shown. DETAILED DESCRIPTION

[0027] Figure 1 A schematic functional diagram of a drive train 10 according to a first embodiment of a motor vehicle is shown.

[0028] In this example, the drivetrain 10 has an internal combustion engine 15 , a torque transmitting device 20 , an electric machine 25 , and a transmission 30 .

[0029] The internal combustion engine 15 can be designed as a reciprocating piston engine. The internal combustion engine 15 has a crankshaft 35. In an activated state, the internal combustion engine 15 provides a first torque M1 at the crankshaft 35. The crankshaft 35 has a first speed n1 during operation.

[0030] For example, the motor 25 can be designed as a brushless DC motor. The motor 25 has a rotor 40 and a stator 45, wherein the rotor 40 is mounted in a manner that allows it to rotate around a rotation axis 50 (the rotation axis 50 is at Figure 1 (not shown). The stator 45 is arranged in the motor vehicle for co-rotation. In this respect, the motor 25 can be designed as an internal rotor, for example. During operation of the motor 25, the motor 25 provides a second torque M2 at a second speed n2.

[0031] The transmission 30 can be designed as a continuously variable transmission or an automatic transmission, for example. The transmission 30 has a transmission input shaft 55 .

[0032] The torque transmission device 20 is arranged between the internal combustion engine 15 and the electric machine 25. Figure 1, the rotating masses about the axis of rotation 50 are symbolically shown by means of rectangles. Rigid torque transmission is represented by straight lines. The torque transmission device 20 has a first input side 60, a second input side 65, and an output side 70. The output side 70 is connected to the transmission 30 for common rotation by means of the transmission input shaft 55.

[0033] The first input side 60 is connected to the crankshaft 35 for common rotation. The second input side 65 is connected to the rotor 40 .

[0034] The torque transmission device 20 further comprises a first torque transmission path 75 and a second torque transmission path 80 , wherein the first torque transmission path 75 and the second torque transmission path 80 extend between a divergence point 85 and a merging point 90 .

[0035] In the first torque transmission path 75, the torque transmission device 20 has a hydrodynamic converter 95, and in the second torque transmission path 80, the torque transmission device has a lockup clutch 100. The lockup clutch 100 has a first clutch input side 105 and a first clutch output side 110, wherein the lockup clutch 100 is designed to be switchable. In a first open state, the torque transmission between the first clutch input side 105 and the first clutch output side 110 is essentially interrupted. In a first closed state of the lockup clutch 100, the first clutch input side 105 is connected to the first clutch output side 110 for common rotation. The hydrodynamic converter 95 also has a pump wheel 115 and a turbine wheel 120, wherein the pump wheel 115 can be switched by means of a converter fluid 125 (in Figure 1 ) is connected to the turbine wheel 120 in a torque-locked manner.

[0036] The first input side 60 is connected to the branching point 85 via the first torque transmission 130. When the internal combustion engine 15 is activated and provides the first torque M1, the branching point 85 of the first input side 60 is connected downstream of the first input side 60 when transmitting the first torque M1 from the first input side 60 to the output side 70.

[0037] Between the branching point 85 and the merging point 90, the first torque transmission path 75 and the second torque transmission path 80 run in parallel. Here, the pump wheel 115 is connected to the branching point 85 for common rotation by means of a second torque transmission 135. The third torque transmission 140 connects the turbine wheel 120 for common rotation to the merging point 90. The first clutch input side 105 is connected to the branching point 85 for common rotation by means of a fourth torque transmission 145, and the first clutch output side 110 is connected to the merging point 90 for common rotation by means of a fifth torque transmission 150.

[0038] The torque transmission device 20 may include a disconnect clutch 160 , wherein the disconnect clutch 160 is arranged between the junction 90 and the second input side 65 . The disconnect clutch 160 has a second clutch input side 165 and a second clutch output side 170 .

[0039] Disconnect clutch 160 has a second, closed state and a second, open state. In the second, closed state, second clutch input side 165 is torque-lockedly connected to second clutch output side 170, preferably for common rotation. In the second, open state, second clutch input side 165 is substantially decoupled from second clutch output side 170, such that torque transfer between second clutch input side 165 and second clutch output side 170 is inhibited. In this regard, disconnect clutch 160 can be arranged outside of housing 175 between second input side 165 and housing 175.

[0040] The torque transmission device 20 may further include a housing 175. The housing 175 defines a housing interior 176. At least the first and second torque transmission paths 75, 80, and the lockup clutch 100 and the fluid converter 95, respectively disposed in the first and second torque transmission paths 75, 80, are disposed in the housing interior 176.

[0041] The second clutch input side 165 is connected to the junction 90 by means of the sixth torque transfer 155. The seventh torque transfer 180 connects the second clutch output side 170 for common rotation to the second input side 65. The second input side 65 can be connected to the output side 70 for common rotation by means of the eighth torque transfer 185.

[0042] The torque transmission device 20 has a first operating state and at least a second operating state, wherein in the first operating state, the lockup clutch 100 is open and thus the torque transmission between the first clutch input side 105 and the first clutch output side 110 is substantially interrupted. In the first operating state, the torque transmission device 20 switches to converter operation.

[0043] The powertrain 10 for a motor vehicle can operate in several different operating states. In a first operating state, the internal combustion engine 15 is activated. Here, the internal combustion engine 15 provides a first torque M1 at a first speed n1 via the crankshaft 35 of the first input side 60. The first torque M1 is transmitted from the first input side 60 to the branching point 85 via the first torque transmission 130. In the first operating state, the lockup clutch 100 is open, substantially interrupting torque transmission between the first clutch input side 105 and the first clutch output side 110. Through the open lockup clutch 100, the first torque M1 from the first input side 60 is transmitted via the first torque transmission 130 to the branching point 85 and, due to the open state of the lockup clutch 100, is transmitted to the pump impeller 115 via the second torque transmission 135. The pump impeller 115 drives the turbine impeller 120 using the converter fluid 125.

[0044] The hydraulic converter 95 may have a guide wheel 190, wherein the guide wheel 190 is shown in FIG. Figure 1 (not shown in the figure). The guide wheel 190 is designed to guide the converter fluid 125 between the pump wheel 115 and the turbine wheel 120. In this regard, the guide wheel 190 can increase the torque of the first torque M1 applied to the turbine wheel 120. The increased first torque M1U applied to the turbine wheel 120 is transmitted to the merging point 90 via the third torque transmission 140. The merging point 90 transmits the increased first torque M1U to the second clutch input side 165 via the sixth torque transmission 155.

[0045] Disconnect clutch 160 is closed, connecting second clutch input side 165 to second clutch output side 170 for common rotation. A first increased torque M1U is transmitted to second input side 65 via the closed disconnect clutch 160. In a first operating state of driveline 10, electric machine 25 is deactivated. Increased first torque M1U is transmitted to second input side 65 via disconnect clutch 160. First increased torque M1U is transmitted from first input side 60 via eighth torque transmission 185 to output side 70. At output side 70, first increased torque M1U is directed from torque transfer device 20 toward transmission 30.

[0046] In the second operating state of the drivetrain 10, the lockup clutch 100 is closed, connecting the first clutch input side 105 to the first clutch output side 110 in a friction-locking manner. The lockup clutch 100 bypasses the hydrodynamic converter 95. In the closed state of the lockup clutch 100, the torque transfer of the first torque M1 from the first input side 60 to the output side 70 causes the first torque M1 from the first input side 60 to be transmitted to the branching point 85 via the first torque transmission 130. Via the closed lockup clutch 100, the fourth torque transmission 145 and the fifth torque transmission 150 transmit the first torque M1 to the merging point 90. From the merging point 90, the first torque M1 is transmitted to the second clutch input side 165 via the sixth torque transmission 155. In the second closed state of the disconnect clutch 160, the second clutch input side 165 is connected to the second clutch output side 170 in a friction-locking manner. In this second closed state, the first torque M1 is thus transmitted to the seventh torque transmission 180 and, consequently, to the second input side 65 via the disconnect clutch 160. The first torque M1 is transferred from the second input side 65 to the output side 70 via the eighth torque transfer 185 .

[0047] The third operating state of the drive train 10 is substantially identical to the first operating state of the drive train 10. Furthermore, the electric machine 25 is enabled and provides a second torque M2 at the second input side 65. The first torque M1 and the second torque M2 act in the same direction to drive the output side 70. Here, the second input side 65 acts as a summing element to superimpose the increased first torque M1U transmitted to the second input side 65 via the hydrodynamic converter 95 during converter operation with the second torque M2. The sum of the increased first torque M1U and the second torque M2 is transmitted to the output side 70 via the eighth torque transmission 185 for driving the transmission 30.

[0048] The fourth operating state of the powertrain 10 is substantially the same as the second operating state described above. Furthermore, the electric machine 25 can be operated as a generator or enabled. In generator operation, the electric machine 25 operates with a second torque M2 that is opposite to the first torque M1, such that the first torque M1 transmitted to the output side 70 via the torque transmission device 20 is reduced by the second torque M2 at the output side 70.

[0049] Alternatively, the motor 25 can be enabled so that the first torque M1 and the second torque M2 act in the same direction. Here, the second input side 65 acts as a summing element to transfer the sum of the first torque M1 and the second torque M2 from the second input side 65 to the output side 70 via the eighth torque transmission 185.

[0050] In a fifth operating state of the powertrain 10, the internal combustion engine 15 is deactivated or rotates at the first speed n1, for example, to drive an auxiliary unit. The electric machine 25 is activated and provides the second torque M2. The decoupling clutch 160 is open, such that the torque transmission between the second clutch input side 165 and the second clutch output side 170 is interrupted. This prevents the second torque M2 from being transmitted in the direction of the internal combustion engine 15 or the first input side 60. The second torque M2 is transmitted from the second input side 65 to the output side 70 via the eighth torque transmission 185. Thus, in the fifth operating state, the transmission 30 is operated exclusively by the electric machine 25. By opening and providing the decoupling clutch 160 between the second input side 65 and the merging point 90, it is avoided that, when the internal combustion engine 15 is deactivated or rotates at the first speed n1 which is lower than the second speed n2 at which the second input side 65 rotates, the rotating turbine wheel 120 acts on the stationary pump wheel 115 by means of the variator fluid 125 and, thus, the second torque M2 for driving the output side 70 is reduced by a drag torque which occurs therebetween in the hydrodynamic variator 95.

[0051] Furthermore, the downstream arrangement of the electric machine 25 in the torque flow of the first torque M1 from the first input side 60 to the output side 70 allows the electric machine 25 to be accommodated in a particularly space-saving manner.

[0052] Furthermore, Figure 1 The design shown in Fig. 1 allows the first input side 60 to be connected directly to the crankshaft 35 for co-rotation, such that a further vibration damper, in particular a dual-mass flywheel, can be dispensed with between the first input side 60 and the crankshaft 35.

[0053] Both the pump wheel 115 and the first clutch input side 105 are connected to the branching point 85 for co-rotation by means of the fourth torque transmission 145 and the second torque transmission 135. Furthermore, the first torque transmission 130 connects the branching point 85 to the first input side 60 for co-rotation. The first input side 60 is designed to be rigid in the circumferential direction.

[0054] For example, if the first input side 60 is designed as a flex plate 344, this has particular advantages. The fact that a dual-mass flywheel between the first input side 60 and the crankshaft 35 can be dispensed with means that the torque transmission device 20 is designed particularly compactly.

[0055] When the lock-up clutch 100 is open, in the variator operation of the torque transmission device 20 (corresponding to the first operating state and the third operating state), the rotational irregularities produced by the internal combustion engine 15 are at least partially compensated by the hydrodynamic variator 95, such that the torque transmission device 20 is designed particularly advantageously in terms of vibrations.

[0056] Furthermore, since the disconnect clutch 160 is arranged outside the housing 175 , the disconnect clutch 160 can be designed to be particularly optimized in terms of space saving. In particular, the disconnect clutch 160 can be designed as a dry-running clutch.

[0057] Figure 2 A functional diagram of a drive train 10 according to a second embodiment is shown.

[0058] The design of the transmission system 10 is Figure 1 The design of the transmission system 10 described in the following is basically the same. Figure 2 The powertrain 10 shown in FIG. 1 is different from the powertrain 10 according to the first embodiment. Figure 1 The differences between the drive train 10 shown in FIG.

[0059] Apart from Figure 1 In addition to the drive train 10 shown in FIG. Figure 2 The drive train 10 shown in FIG also has a first damping device 195. In an embodiment, the first damping device 195 includes, as an example, a first torsional damper 200. The first torsional damper 200 has a first input portion 205, a first output portion 210, and at least one first energy storage element 215. For example, the first energy storage element 215 may include a first energy storage element 215 as shown in FIG. Figure 2 A bow spring is symbolically shown as an example in FIG. Alternatively or additionally, the first energy storage element 215 may include a compression spring or a combination of a bow spring and a compression spring. Furthermore, the first energy storage element 215 may include multiple compression springs and / or bow springs. The first energy storage element 215 is arranged between the first input portion 205 and the first output portion 210. Here, the first input portion 205 can rotate relative to the first output portion 210 about the rotation axis 50, overcoming the action of the first energy storage element 215.

[0060] First torsional damper 200 is arranged in second torque transmission path 80. First torsional damper 200 is connected downstream in the torque flow of first torque M1 from first input side 60 to output side 70 of lockup clutch 100. In this regard, first input portion 205 is connected for common rotation to first clutch output side 110 via fifth torque transmission 150. First output portion 210 is connected for common rotation to junction 90 via ninth torque transmission 220.

[0061] In the second operating state and the fourth operating state, that is, when the lockup clutch 100 and the disconnect clutch 160 are closed and the internal combustion engine 15 is enabled and provides the first torque M1, the first damping device 195 offsets the rotational irregularities in the first torque M1, so that the first torque M1 is formed more uniformly on the output side at the confluence point 90 than on the first input side 60.

[0062] Due to the fact that the first damping device 195, in particular the first torsional damper 200, is arranged in the second torque transmission path 80, it is ensured that in the fifth operating state in which the decoupling clutch 160 is open, the first torsional damper 200 is also uncoupled from the second input side 65 and the mass to be rotated by the electric machine 25 is particularly low. Thus, the energy requirement is particularly low, in particular during starting in the fifth operating state of the motor vehicle, since the energy required for rotating the mass is reduced.

[0063] Figure 3 A functional diagram of a drivetrain 10 according to a third embodiment is shown.

[0064] The design of this drivetrain 10 is essentially the same as the design of the drivetrain 10 explained in Figure 2 The following will only discuss the differences between the drivetrain 10 shown in Figure 3 and the drivetrain 10 according to the second embodiment shown in Figure 2

[0065] Unlike the drivetrain 10 shown in Figure 2 The decoupling clutch 160 is arranged in the housing 175 of the torque transmission device 20. This design offers the advantage that, in particular when the decoupling clutch 160 is designed as a wet-running clutch, only one housing 175 has to be fluidically sealed from the environment, so that Figure 3 The design of the drivetrain 10 shown in

[0066] Figure 4 A functional diagram of a drivetrain 10 according to a fourth embodiment is shown.

[0067] This drivetrain 10 is essentially the same as the drivetrain 10 explained in Figure 1 The following will only discuss the differences between the drivetrain 10 shown in Figure 3 and the drivetrain 10 explained in Figure 1

[0068] In addition to the drivetrain 10 shown in Figure 1 The drivetrain 10 has a second damping device 225. The second damping device 225 has a second torsional damper 231 and a centrifugal pendulum 230. The second damping device 225 is arranged between the second input side 65 and the output side 70. Thus, the second damping device 225 is connected downstream of the electric machine 25 with respect to the torque flow of the first torque M1 from the first input side 60 towards the output side 70 of the second input side 65.

[0069] ​​The second torsional damper 231 has a second input portion 235, at least one second energy storage element 240, and a second output portion 245. The second output portion 245 may form the output side 70. The second input portion 235 is arranged to be rotatable relative to the second output portion 245 about the rotation axis 50, counteracting the action of the second energy storage element 240. The second input portion 235 may be connected to the second input side 65 for common rotation by means of a tenth torque transmission 250.

[0070] As an example, the centrifugal pendulum 230 is arranged at the second output portion 245 and has at least one pendulum mass 255 which is designed to swing along a predetermined pendulum path after a rotational irregularity is introduced into the centrifugal pendulum 230 , thereby counteracting the rotational irregularity in a manner adapted to the rotational speed.

[0071] This embodiment offers the advantage that the first torque M1 provided on the output side 70 is particularly uniform.

[0072] Figure 5 A functional diagram of a drive train 10 according to a fifth embodiment is shown.

[0073] The transmission system 10 is basically Figure 4 The transmission system 10 shown in FIG. Figure 2 The combination of the transmission system 10 shown in FIG. Figure 4 The drive train 10 shown in FIG is additionally equipped with a first vibration damper device 195 according to the fourth embodiment. This offers the advantage that rotational irregularities introduced into the torque transmission device 20 via the first input side 60 by the first torque M1 are offset by both the first vibration damper device 195 and the second vibration damper device 225 on the way to the output side 70, resulting in a particularly smooth first torque M1 provided at the output side 70 in the second and fourth operating states. Furthermore, the first vibration damper device 195 and the second vibration damper device 225 can be tuned to different excitation frequencies to provide good vibration damping performance, for example, in an internal combustion engine 15 equipped with cylinder deactivation, and in operation with or without cylinder deactivation.

[0074] Figure 6 A functional diagram of a drive train 10 according to a sixth embodiment is shown.

[0075] The transmission system 10 is basically Figure 5 The transmission system 10 described in Figure 3 The combination of the transmission system 10 described in Figure 5In contrast, the disconnect clutch 160 is arranged in the housing 175 of the torque transmission device 20. The second damper device 225 is arranged outside the housing 175 of the torque transmission device 20. For example, the second damper device 225 can be arranged in a further housing 260, wherein the electric machine 25 can also be arranged in this further housing 260 in addition to the second input side 65. This embodiment offers the advantage of a modular design of the drive train 10.

[0076] Figure 7 A functional diagram of a drive train 10 according to a seventh embodiment is shown.

[0077] The design of the transmission system 10 is Figure 4 The transmission system 10 described in the following is basically the same. Figure 7 The transmission system 10 described in Figure 4 The differences between the drive train 10 described in .

[0078] The centrifugal pendulum 230 is arranged at the second input portion 235 instead of the second output portion 245 (eg Figure 4 ). Thus, the centrifugal pendulum 230 is connected to the rotor 40 and the second input side 65 for common rotation.

[0079] Figure 8 Shown Figure 7 Detail of a semi-longitudinal section of the drive train 10 is shown in FIG.

[0080] In addition to the housing 175, the torque transmission device 20 also includes a further housing 260. This further housing 260 can also be part of the transmission 30. The electric motor 25, the second damper device 225, and the disconnect clutch 160 are arranged in this further housing 260, which is, for example, sealed in a fluid-tight manner relative to the housing 175. In this further housing 260, the stator 45 is radially connected to the further housing 260 on the outside. While this further housing 260 is stationary, the housing 175 of the torque transmission device 20 is mounted so as to be rotatable about the axis of rotation 50. The rotor 40 is arranged radially inside the stator 45.

[0081] The rotor 40 is connected to a pendulum flange 270 of the centrifugal pendulum 230 via a motor flange 265 forming the second input side 65. The motor flange 265 is designed, for example, in a Z shape. Radially inside the rotor 40, the centrifugal pendulum 230, the decoupling clutch 160 and the second torsional damper 231 are arranged. Here, both the second damper device 225 and the decoupling clutch 160 radially overlap the rotor 40. In this case, radially overlapping is understood to mean that the two components, for example the rotor 40 and the decoupling clutch 160 and / or the second damper device 225, overlap at least partially in the projection plane in which the rotational axis 50 extends when the two components are projected in the radial direction. Due to the radially inner arrangement which overlaps the rotor 40, the torque transmission device 20 is designed particularly compactly. Here, in the radial direction, the centrifugal pendulum 230 is arranged between the second torsional damper 231 and the rotor 40 in a first annular gap 275 which is delimited by the second torsional damper 231 and the rotor 40.

[0082] In an embodiment, the centrifugal pendulum 230 is designed, for example, as an inbuilt centrifugal pendulum 230, wherein the pendulum flange 270 is formed from a plurality of components. In the axial direction, the pendulum mass 255 is arranged between two pendulum flanges 270. When rotational irregularities are introduced into the torque transmission device 20 via the first input side 60, the pendulum mass 255 oscillates relative to the pendulum flange 270 along a pendulum path (not shown in Figure 8

[0083] The motor flange 265 is mounted in the further housing 260 in a rotatable manner via a first bearing device 280. The decoupling clutch 160 is arranged radially inside the motor flange 265. The decoupling clutch 160 is designed, for example, as a multidisk clutch and has a first friction assembly 285, a first outer disk carrier 290 and a first inner disk carrier 295. The first outer disk carrier 290 is connected to the second input portion 235 of the second torsional damper 231 in an integral and materially uniform manner. In this regard, the first outer disk carrier 290 and the second input portion 235 can together form in a pot-like manner.

[0084] The first inner disk carrier 295 is mounted on a shaft 300 for co-rotation. The shaft 300 is connected to the junction point 90 for co-rotation (not shown in Figure 8

[0085] ​​Furthermore, the disconnect clutch 160 has a first pressure chamber 305 and a first pressure piston 310, wherein the first pressure piston 310 is mounted in an axially displaceable manner and delimits the first pressure chamber 305 in sections. The first pressure chamber 305 can be filled with a first pressure fluid 315. For example, the first pressure fluid 315 can be introduced into the first pressure chamber 305 via the shaft 300 under pressure from the transmission 30. When the first pressure fluid 315 is supplied, the first pressure piston 310 generates a first actuating force F B1 . The first driving force F B1 The first outer disc carrier 290 or the first inner disc carrier 295 can be used to provide support for the first friction assembly 285 on the side axially opposite to the first pressure piston 310, so that when the first actuation force F is provided, the ... B1 When the first friction assembly 285 is driven by the first actuating force F B1 is compressed and generates a first reaction force F in the first friction assembly 285 G1 and a first friction connection such that the first outer disc carrier 290 is thereby connected to the first inner disc carrier 295 in a torque-locked manner.

[0086] A connecting hub 335 is supported in the axial direction on the other housing 260 by means of a second bearing device 330. The connecting hub 335 is connected for common rotation to the first inner disk carrier 295, which is arranged radially outside the connecting hub 335. In addition, the connecting hub 335 delimits the first pressure chamber 305 in sections. The connecting hub 335 radially engages with the shaft 300 on the inside in order to connect the first inner disk carrier 295 to the first clutch output side 110 of the lock-up clutch 100 for common rotation.

[0087] In this embodiment, the disconnect clutch 160 operates in the first to fourth operating states of the torque transmitting device 20. In the fifth operating state, the first pressure fluid 315 is not pressurized, so that the first friction pack 285 is not compressed, and thus the first friction connection in the first friction pack 285 is removed. Therefore, in the fifth operating state, the coupling between the rotor 40 and the first inner disc carrier 295 can be removed.

[0088] The second output part 245 is mounted on the hub 320. The hub 320 forms the output side 70. The hub 320 engages in the transmission input shaft 55 of the transmission 30. The second output part 245 is connected to the second energy storage element 240 on the radial outside. Here, the second output part 245 can abut a first circumferential end of the second energy storage element 240. The other circumferential end is connected to the second input part 235 and the motor flange 265. The second input part 235 and the motor flange 265 are each connected to one another at their radially inner ends by means of a connection 325, preferably a force-locking connection 325. For example, the connection 325 can be designed to additionally mount the pendulum flange 270 on the motor flange 265.

[0089] The third bearing device 340 rotatably supports the shaft 300 in the other housing 260. The third bearing device 340 can be arranged radially inside a housing slot 345 of the other housing 260, which is used to support the guide pulley 190 of the hydraulic converter 95. With the help of the third bearing device 340, the housing 175, the hydraulic converter 95, and the lockup clutch 100 can be mounted so as to be rotatable about the rotation axis 50.

[0090] Figure 9 Shown Figure 3 A half longitudinal section of the constructional configuration of the drive train 10 is shown in FIG.

[0091] The design of the torque transmission device 20 is Figure 8 The design of the torque transmission device 20 shown in FIG is substantially the same. Figure 8 difference.

[0092] exist Figure 9 In FIG, the first input side 60 is arranged, by way of example, on the left side of the torque transmission device 20 and is designed as a flexure plate 344. For example, the crankshaft 35 of the internal combustion engine 15 is bolted to the torque transmission device 20 by means of the first input side 60.

[0093] The torque transmission device 20 has a housing 175. The housing 175 defines a housing interior 176. The housing 175 is connected to the left first input side 60 for common rotation. The housing 175 is connected to the inner pump impeller 115 and forms the first torque transmission 130 and the second torque transmission 135.

[0094] The guide wheel 190 is arranged axially between the pump wheel 115 and the turbine wheel 120, wherein, by way of example, the guide wheel 190 is supported on a housing receptacle 345 of the housing 175 via a flywheel 350. The housing 175, together with the pump wheel 115, the turbine wheel 120, and the guide wheel 190, delimits a converter interior filled with the converter fluid 125. The housing 175 drives the pump wheel 115 when the internal combustion engine 15 is activated.

[0095] In addition to the hydrodynamic converter 95, the disconnect clutch 160, the second damper device 225 and the lockup clutch 100 are also arranged in the housing 175. As an example, the torque transmission device 20 can be designed according to the design of a two-channel converter or according to the design of a three-channel converter. Figure 9 In the embodiment, the torque transmission device 20 is designed in the form of a three-channel converter.

[0096] First friction assembly 285 includes a first friction pairing 360 and at least one second friction pairing 365 .

[0097] For example, the first friction pair 360 can be designed as a lined disk. For example, the second friction pair 365 can be designed as a steel disk. The opposite arrangement is also conceivable.

[0098] First outer disk carrier 290 and first inner disk carrier 295 form a second annular gap, wherein first friction assembly 285 is arranged in this second annular gap. Here, first friction pair 360 is connected to first inner disk carrier 295, which is arranged radially inside first outer disk carrier 290, and second friction pair 365 is connected to first outer disk carrier 290 in a torque-locked manner, preferably for co-rotation, wherein first friction pair 360 and / or second friction pair 365 can, however, be displaced in the axial direction relative to axis of rotation 50.

[0099] The first pressure piston 310 is arranged on the axial side of the first friction assembly 285 facing away from the turbine wheel 80. The first inner disk carrier 295 is connected to the turbine flange 375 radially on the outside for common rotation, for example by means of a first rivet connection 370. The first inner disk carrier 295 is formed as follows Figure 3 The second clutch input side 165 is shown in FIG.

[0100] exist Figure 3 In the exemplary embodiment of the torque transmission device 20 shown in FIG, the second torsional damper 231 is arranged axially between the lockup clutch 100 and the disconnect clutch 160. For example, the second output portion 245 is connected to the first inner plate carrier 295 on the radially inner side. The first inner plate carrier 295 can be formed integrally with the second output portion 245 in a uniform material manner. The first inner plate carrier 295 is rotatably mounted on the hub 320. The hub 320 is connected to the second outer plate carrier 385 on the radially outer side.

[0101] Radially outside the hub 320, a first pressure piston 310 is arranged axially displaceable on the hub 320. The hub 320, together with the second output portion 245, which is designed as a stepped structure as an example, and the first outer disk carrier 290, delimit a first pressure chamber 305. The first pressure chamber 305 is connected to a second pressure channel 380, which is arranged in the transmission input shaft 55, via a first pressure channel 376 arranged in the hub 320 and extending in the radial direction. A first pressure fluid 315 from the transmission 30 can be introduced under pressure into the first pressure chamber 305 via the first pressure channel 376 and the second pressure channel 380. The first pressure fluid 315 can be a liquid, in particular, pressure oil or a hydraulic fluid. At the first pressure piston 310, the pressurized first pressure fluid 315 generates a first actuating force F in the first pressure chamber 305. B1 As an example, the rear side of the first friction assembly 285 bears on the first outer disc carrier 290. The rear side bearing (the side facing the turbine wheel 120) provides a first reaction force F G1 , where the first reaction force F G1 With the first actuation force F B1 The first reaction force F G1 and the first actuation force F B1 The first friction pack 285 is supported together, thereby compressing the first friction pair 360 against the second friction pair 365 to form a first friction connection in the first friction pack 285. As a result, the disconnect clutch 160 is switched to the second closed state and the first outer plate carrier 290 is connected to the first inner plate carrier 295 in a friction-locked manner by means of the first friction connection in the first friction pack 285, so that the turbine wheel 120 is connected to the second output part 245 and the hub 320 in a torque-locked manner via the turbine flange 375 and the disconnect clutch 160, preferably for common rotation.

[0102] If the first pressure fluid 315 is not pressurized, the first actuation force F is not provided. B1 , so that the first friction pair 360 and the second friction pair 365 are free to run relative to each other and the disconnect clutch 160 is open. In this case, as described above, the turbine wheel 120 is decoupled from the second output part 245 and the hub 320 and thus from the output side 70.

[0103] In the embodiment, as an example, the lockup clutch 100 is designed as a multi-disk clutch similar to the disconnect clutch 160. Of course, another design of the lockup clutch 100 and / or disconnect clutch 160 is also conceivable.

[0104] Locking clutch 100 includes a second outer plate carrier 385, a second inner plate carrier 390, a second friction assembly 395, and a second pressure piston 400. Second outer plate carrier 385 is axially connected to housing 175 for common rotation via a welded connection 405. Welded connection 405 forms bifurcation point 85. Second outer plate carrier 385 and second inner plate carrier 390 together form a third annular gap, in which second friction assembly 395 is disposed. Radially inwardly of second friction assembly 395, second inner plate carrier 390 is rotatably mounted on hub 320 in the circumferential direction. Furthermore, second inner plate carrier 390 is connected to second input portion 235 of second torsional damper 231 via a second rivet connection 410.

[0105] The second friction assembly 395 has a third friction pair 415 and a fourth friction pair 420, wherein the third friction pair 415 is designed as a steel disk, for example, and the fourth friction pair 420 is designed as a lined disk, for example. The opposite arrangement is also conceivable. The third friction pair 415 and the fourth friction pair 420 can also be designed as steel disks. The third friction pair 415 and the fourth friction pair 420 are arranged in an alternating manner in a stack of parts in the second friction assembly 395. Here, as an example, the third friction pair 415 is connected to the second outer disk carrier 385 in an axially displaceable manner for common rotation, and the fourth friction pair 420 is connected to the second inner disk carrier 390 in an axially displaceable manner for common rotation. On the left side of the second friction assembly 395, the second pressure piston 400 is arranged as an example. Figure 3 The second pressure piston 400, together with the housing 175 and the second outer disk carrier 385, delimits a second pressure chamber 425, wherein the second pressure chamber 425 is fluidically connected to the transmission 30 by means of a third pressure channel 430, which is partially arranged in the transmission input shaft 55. The second pressure chamber 425 can be filled with a second pressure fluid 435, wherein the filling of the second pressure chamber 425 with the second pressure fluid 435 can be independent of the filling of the first pressure chamber 305 with the first pressure fluid 315. Thus, as already described in Figure 1 and Figure 2 As explained in , the disconnect clutch 160 and the lock-up clutch 100 can be switched independently of each other, in particular between a first open state and a first closed state depending on operating parameters.

[0106] In order to close the lockup clutch 100, the transmission 30 introduces the second pressure fluid 435 under pressure into the second pressure chamber 425 via the third pressure channel 430, wherein in the second pressure chamber 425, the second pressure fluid 435 acts on the second pressure piston 400 and provides the second actuating force F B2The second pressure fluid 435 may be pressure oil or hydraulic fluid. The second pressure fluid 435 may be the same as the first pressure fluid 315 .

[0107] On the side facing the second torsional damper 231, the second friction assembly 395 is axially supported on the second outer disc carrier 385. Therefore, when the second actuating force F is applied, B2 When the second reaction force F G2 Acting on the second friction assembly 395. Due to the second actuation force F B2 and the second reaction force F G2 The third friction pair 415 and the fourth friction pair 420 are pressed against each other and form a second friction connection, through which the second friction assembly 395 connects the second outer disc carrier 385 to the second inner disc carrier in a torque-locked manner, preferably for common rotation and in a friction-locked manner to the second inner disc carrier 390 in the second closed state.

[0108] about Figure 9 In the embodiment shown in FIG, it is advantageous if rotor 40 is arranged outside of transmission input shaft 55. This means that drive train 10 can be designed to be particularly compact. Furthermore, unfavorable operating conditions can be avoided. Transmission input shaft 55 forms second input side 65, second torque transmission 250 and tenth torque transmission 176, as well as output side 70.

[0109] In the first driving operation state, according to Figure 3 As shown by the continuous arrows in FIG, the torque transmission of the first torque M1 occurs Figure 3 The torque transmitting device 20 is shown in FIG.

[0110] Here, the first torque M1 is directed radially inward from the first input side 60 and introduced from the first input side 60 into the housing 175. In the first driving operating state, the first torque M1 is transmitted from the first input side 60 via the housing 175 to the pump impeller 115. The pump impeller 115 circulates the converter fluid 125 between the pump impeller 115, the turbine wheel 120, and the guide wheel 190. With the aid of the converter fluid 125, the first torque M1 is further transmitted to the turbine wheel 120 as the torque increases. The first increased torque M1U is directed via the turbine flange 375 to the first rivet connection 370. The first rivet connection 370 transmits the increased first torque M1U to the first inner disk carrier 295, which is rotatably mounted on the hub 320. In the first driving operating state, the first pressure fluid 315 is provided under pressure, causing the disconnect clutch 160 to close, as described above. Due to the presence of the first friction connection in the first friction pack 285, the first increased torque M1U is transmitted to the first outer disc carrier 290, which introduces the first increased torque M1U into the second output portion 245 via the welded connection 405. The second output portion 245 guides the first increased torque M1U radially inward and transmits the first increased torque M1U into the hub 320 via the welded connection 405. At the hub 320, the first increased torque M1U is introduced from the hub 320 into the transmission input shaft 55.

[0111] In the second driving operating state, the unpressurized first pressure fluid 315 is supplied, so that the disconnect clutch 160 is open and the first friction pair 360 runs freely relative to the second friction pair 365. As a result, the turbine wheel 120 is decoupled from the second outer plate carrier 385, and the mass rotating with the second output part 245 is reduced compared to the second closed state of the disconnect clutch 160.

[0112] exist Figure 2 In the third and fourth driving operating states of the drive train 10 shown in FIG, the electric machine 25 is activated and the rotor 40 acts directly on the transmission input shaft 55 .

[0113] Figure 10 A functional diagram of a drive train 10 according to an eighth embodiment is shown.

[0114] The design of the transmission system 10 is Figure 1 The design of the transmission system 10 described in the following is basically the same. Figure 10 The transmission system 10 shown in FIG. Figure 1 The differences between the drive train 10 shown in FIG.

[0115] A disconnect clutch 160 is arranged between the junction 90 and the turbine wheel 120. A second clutch input side 165 is connected to the turbine wheel 120 for common rotation, and a second clutch output side 170 is connected to the junction 90 for common rotation. Thus, in a second, open state, disconnect clutch 160 interrupts the third torque transmission 140 between the turbine wheel 120 and the junction 90. In a second, closed state, the second clutch input side 165 is connected to the junction 90 in a torque-locked manner, preferably for common rotation.

[0116] For example, the disconnect clutch 160 can be arranged in the housing 175 so that both the disconnect clutch 160 and the lockup clutch 100 can be designed as wet-running clutches. This ensures particularly good cooling of both the lockup clutch 100 and the disconnect clutch 160.

[0117] Description of Reference Numerals

[0118] 10 Drive train 15 Internal combustion engine 20 Torque transmission device 25 Electric machine 30 Transmission 35 Crankshaft 40 Rotor 45 Stator 50 Rotation axis 55 Transmission input shaft 60 First input side 65 Second input side 70 Output side 75 First torque transmission path 80 Second torque transmission path 85 Branching point 90 Merging point 95 Fluid converter 100 Lock-up clutch 105 First clutch input side 110 First clutch output side 115 Pump wheel 120 Turbine wheel 125 Converter fluid 130 First torque transmission 135 Second torque transmission Torque transmission 140 Third torque transmission 145 Fourth torque transmission 150 Fifth torque transmission 155 Sixth torque transmission 160 Separation clutch 165 Second clutch input side 170 Second clutch output side 175 Housing 176 Housing interior 180 Seventh torque transmission 185 Eighth torque transmission 190 Guide wheel 195 First damping device 200 First torsional damper 205 First input part 210 First output part 215 First energy storage element 220 Ninth torque transmission 225 Second damping device 230 Centrifugal Pendulum 231 Second torsional damper 235 Second input part 240 Second energy storage element 245 Second output part 250 Tenth torque transmission 255 Pendulum mass 260 Further housing 265 Motor flange 270 Pendulum flange 275 First annular gap 280 First bearing device 285 First friction assembly 290 First outer disk carrier 295 First inner disk carrier 300 Shaft 305 First pressure chamber 310 First pressure piston 315 First pressure fluid 320 Hub 325 Connecting element 330 Second bearing device 335 Connecting hub 340 Third support device 344 flexure plate 345 Housing slot 350 flywheel 360 First friction pair 365 Second friction pair 370 First rivet connection 375 Turbine flange 376 First pressure channel 380 Second pressure channel 385 Second outer disk carrier 390 Second inner disk carrier 395 Second friction assembly 400 Second pressure piston 405 Welded connection 410 Second rivet connection 415 Third friction pair 420 Fourth friction pair 425 Second pressure chamber 430 Third pressure channel 435 Second pressure fluid F B1 First consistent driving force F G1 The first reaction force F B2 The second actuating force F G2 The second reaction force M1 first torque M1U increased first torque M2 second torque n1 first speed n2 second speed.

Claims

1. A torque transmission device (20) for a drive train (10) of a motor vehicle, The torque transmission device has a first input side (60), a second input side (65), an output side (70), a hydraulic converter (95), a lockup clutch (100), a first torque transmission path (75) extending between a bifurcation point (85) and a merging point (90), and a second torque transmission path (80) configured to be parallel to the first torque transmission path (75). in, The hydraulic converter (95) is arranged in the first torque transmission path (75), and the lock-up clutch (100) is arranged in the second torque transmission path (80), wherein the first input side (60) is connectable to a crankshaft (35) of an internal combustion engine (15) for common rotation, and a first torque (M1) is introduceable into the torque transmission device (20) via the first input side (60), wherein the second input side (65) is connectable to the motor (25) in a torque-locked manner, wherein the output side (70) is connectable to a transmission (30), The hydraulic converter (95) comprises a pump wheel (115) and a turbine wheel (120), wherein the turbine wheel can be hydraulically connected to the pump wheel (115). Characterized in that the bifurcation point (85) is connected to the first input side (60) for common rotation, wherein the pump wheel (115) and the first clutch input side (105) of the lock-up clutch (100) are each connected to the bifurcation point (85) for common rotation, wherein the second input side (65) is connected downstream of the junction (90) in the torque flow of the first torque (M1) from the first input side (60) to the output side (70), The torque transmission device also has a second damping device (225), The second vibration damping device (225) is arranged between the second input side (65) and the output side (70) and is designed to at least partially offset the rotational irregularity of the first torque (M1), and the second vibration damping device (225) radially overlaps with the rotor (40) of the motor (25).

2. The torque transmission device (20) according to claim 1, in, The first input side (60) is designed to be rigid and / or the first input side (60) is connected to the bifurcation point (85) for joint rotation.

3. The torque transmission device (20) according to claim 1, With a disconnect clutch (160), in, The disconnect clutch (160) is arranged between the second input side (65) and the turbine wheel (120) of the hydrodynamic converter (95) and is designed to connect the turbine wheel (120) to the second input side (65) in a torque-locked manner in a closed state and to disconnect the second input side (65) from the turbine wheel (120) in a first open state.

4. The torque transmission device (20) according to claim 3, in, The disconnect clutch (160) is arranged between the second input side (65) and the junction (90), or The disconnect clutch (160) is arranged between the turbine wheel (120) and the confluence point (90).

5. The torque transmission device (20) according to claim 3, Having a first vibration damping device (195), in, The first damping device (195) is arranged between the lockup clutch (100) and the second input side (65), and the first damping device is designed to at least partially offset rotational irregularities of the first torque (M1), The first vibration damping device (195) has at least one first torsional damper (200).

6. The torque transmission device (20) according to claim 3, having a housing (175) defining a housing interior (176) and a flexure plate (344), in, The first torque transmission path (75) and the second torque transmission path (80) are formed at least in sections in the housing interior (176), wherein a flexure plate (344) is connected to the housing (175) for common rotation and the flexure plate forms the first input side (60), wherein the housing (175) rigidly connects the impeller (115) to the flexure plate (344) for common rotation, The separation clutch (160) is formed inside the housing (176) or outside the housing (175). The second input side (65) is arranged outside the housing (175).

7. The torque transmission device (20) according to any one of claims 3 to 6, in, The second vibration damping device (225) has at least one second torsion damper (231) and a further centrifugal pendulum (230).

8. The torque transmission device (20) according to claim 7, in, The second torsional damper (231) has a second input portion (235), a second output portion (245) and at least one second energy storage element (240), wherein the second input portion (235) is capable of rotating relative to the second output portion (245) against the action of the second energy storage element (240), wherein the second input portion (235) is connected to the second input side (65) for common rotation and the second output portion (245) is connected to the output side (70) for common rotation, The further centrifugal pendulum (230) is arranged at the second output portion (245) or the second input portion (235).

9. A transmission system (10) for a motor vehicle, The drive train has a torque transmission device (20) according to any one of claims 1 to 8, an internal combustion engine (15) and an electric machine (25), in, The internal combustion engine (15) has a crankshaft (35), wherein the crankshaft (35) is connected to the first input side (60) for common rotation and the internal combustion engine (15) is designed to provide the first torque (M1) at the first input side (60), wherein the electric motor (25) is connected on the output side to the second input side (65) for common rotation and is designed to provide a second torque (M2) at the second input side (65), The second input side (65) is designed to superimpose the first torque (M1) and the second torque (M2).

10. Drive train (10) according to claim 9 as dependent on claims 3-8, in, In one operating state, the motor (25) is designed to drive the second input side (65) at a second speed (n2), wherein the first input side (60) rotates at a first speed (n1) or is stationary (n1=0), Therein, the disconnect clutch (160) is switched to the open state and the second input side (65) is decoupled from the turbine wheel (120).

Images