Device for motor vehicle drive train

Abstract

The invention relates to a device (2) for a motor vehicle drive train, having a torque converter (18) and a hybrid module (20), which comprises a split clutch (62) for selective torque transmission between a clutch input side (66) and a clutch output side (68), the clutch input side (66) being rotatably drivable connected to an output side (36) of an internal combustion engine (22), and an electric machine (64) for selectively driving the clutch output side (68). The clutch output side (68) is in a rotatable driving connection with a torque converter input side (32) of the torque converter (18).

Description

Technical Field

[0001] The present invention relates to a device for a motor vehicle transmission system having a torque converter and a hybrid power module, the hybrid power module comprising: a disengaging clutch for selectively transmitting torque between a clutch input side and a clutch output side, the clutch input side being rotatably connected to the output side of an internal combustion engine; and an electric motor for selectively driving the clutch output side. Background Technology

[0002] In practice, a known motor vehicle drivetrain consists of an internal combustion engine and a stepped automatic transmission. A torque converter is used as the starting element between the internal combustion engine and the stepped automatic transmission. The input side of the torque converter is bolted to the crankshaft of the internal combustion engine via a so-called flexible plate to ensure torque transmission and the general axial fixation of the torque converter. The bolted portion, with a larger diameter, can be accessed from the engine side. The torque converter is an integral part of the stepped automatic transmission and is connected to the internal combustion engine as a whole.

[0003] While known devices for motor vehicle powertrains are effective, they do not take into account the increasingly prevalent hybrid power systems in motor vehicle architectures. Summary of the Invention

[0004] In view of this, the object of the present invention is to improve known devices for motor vehicle powertrains so as to enable the creation of simple hybrid drive systems, which have a particularly compact and easy-to-manufacture structure.

[0005] The solution used by the present invention to achieve the above-mentioned objective is the feature proposed in claim 1. Preferred embodiments of the present invention are described in the subject matter of the dependent claims.

[0006] This invention relates to a device for a motor vehicle transmission system. The device includes a torque converter. The torque converter is preferably configured as a hydraulic torque converter, and particularly preferably has an input-side pump impeller and an output-side turbine, optionally also including at least one stator. Additionally, the device has a hybrid power module. The hybrid power module is preferably configured such that the module itself interconnects its components to ensure simplified operation during assembly and disassembly. The hybrid power module has a disengaged clutch through which torque can be selectively transmitted between the clutch input side and the clutch output side. The clutch input side can be rotatably connected to the output side of an internal combustion engine. Furthermore, the hybrid power module has an electric motor, preferably operable selectively as a driver or as a generator. Particularly preferably, the electric motor has a stator and a rotor associated with the stator. The electric motor is used to selectively drive the clutch output side. The clutch output side is also rotatably connected to the torque converter input side of the torque converter (e.g., the aforementioned pump impeller). In other words, in the device according to the invention, the hybrid power module is arranged between the internal combustion engine and the torque converter in the torque transmission path, so that the advantages of the torque converter can be utilized during the electric operation of the motor or during the mixed operation of the internal combustion engine and the motor.

[0007] In an advantageous embodiment of the device according to the invention, the separable clutch is configured as a hydraulically actuated multi-plate clutch, having a clutch input hub and an input-side friction plate support on the clutch input side, and a clutch output hub and an output-side friction plate support on the clutch output side. As an alternative to or supplement to hydraulic actuation, the multi-plate clutch is preferably a wet multi-plate clutch.

[0008] In another advantageous embodiment of the device according to the invention, the motor has a rotor. The rotor is fastened to an output-side friction plate support to achieve a space-saving rotor arrangement. Preferably, the rotor is fastened to a friction plate support section of the output-side friction plate support; optionally, the rotor is directly fastened to the friction plate support section to achieve a compact configuration, where the friction plate support section serves a dual function. Here, with regard to the space-saving configuration, especially when the axial length of the structure is very short, it has proven advantageous that the rotor of the friction plate support section fastened to the output-side friction plate support is radially staggered with the friction plate group of a separable clutch configured as a multi-plate clutch.

[0009] In a preferred embodiment of the device according to the invention, the clutch output side or clutch output hub is detachably secured to the torque converter input side in the axial direction by fasteners (preferably screws) to ensure easy assembly and disassembly of the hybrid power module. Preferably, the fasteners are arranged on the axis of rotation of the device to ensure easy operation with minimal tightening force during assembly and disassembly, wherein the screw-type fasteners may extend, for example, along the axis of rotation of the device. It is also preferred that only one fastener or one screw is provided.

[0010] To further simplify the assembly and disassembly of the hybrid power module to the torque converter, in a particularly preferred embodiment of the device according to the invention, the clutch input side or clutch input hub has a recess in the region of rotation axis through which fasteners can be accessed and / or introduced or introduced and / or removed in the axial direction. This ensures safe manipulation of the fasteners from the engine side, thereby allowing screw-type fasteners to be accessed particularly easily, for example, using appropriate tools, through the recess in the clutch input side or clutch input hub. To similarly facilitate easy access to the torque converter input side for the fasteners, the recess in the clutch input side or clutch input hub is sized such that the fasteners are perfectly aligned with the recess in the axial direction.

[0011] In another preferred embodiment of the device according to the invention, the torque converter input side has a pin arranged on the axis of rotation that extends into a receiving portion of the clutch output side or clutch output hub. This ensures reliable radial positioning of the hybrid module relative to the torque converter during assembly. Preferably, in this embodiment, the pin extends into the receiving portion of the clutch output side or clutch output hub, so that the torque converter input side is radially supported on the clutch output side or clutch output hub.

[0012] In another advantageous embodiment of the device according to the invention, the fastener interacts with an end-side fastening portion on the pin to achieve as direct a fixing as possible between the clutch output side or the clutch output hub and the torque converter input side. Preferably, the fastener interacts with the end-side fastening portion in the form of a threaded hole on the pin end side.

[0013] Although the aforementioned fasteners are primarily used to axially fix the clutch output side or clutch output hub to the torque converter input side, in another preferred embodiment of the device according to the invention, a clutch-side rotary drive profile is provided at the clutch output side or clutch output hub. This clutch-side rotary drive profile and the torque converter-side rotary drive profile are optionally detachably engaged in a rotary drive, thereby achieving a rotary drive connection between the clutch output side and the torque converter input side. In this embodiment, preferably, a functional separation is achieved between axial fixing via fasteners and rotary drive connection via rotary drive profiles, thereby saving space and functionally achieving the spacing between the fasteners and the rotary drive profiles.

[0014] In another advantageous embodiment of the device according to the invention, the rotary drive profile on the clutch side and the rotary drive profile on the torque converter side form an axial insertion to ensure reliable rotary drive connection while simplifying assembly. In this embodiment, it is preferred that this axial insertion is formed between the clutch output hub and the pin. Alternatively or supplementarily, this axial insertion is formed between the friction plate support section of the output-side friction plate bracket and the torque converter input side. The friction plate support section of the output-side friction plate bracket already has a friction plate rotary drive profile and can extend, for example, toward the torque converter input side or the pump wheel, so that, along with the existing friction plate rotary drive profile, a rotary drive profile on the clutch side is formed to engage with the rotary drive profile on the torque converter side.

[0015] In another advantageous embodiment of the device according to the invention, the hybrid power module has a module housing that is detachably fastened or fastened to a torque converter housing that houses the torque converter, wherein a disengaged clutch and an electric motor are arranged in a receiving chamber of the module housing. Preferably, the torque converter housing is part of a transmission housing, which further houses or can accommodate a transmission downstream of the torque converter output side, preferably a multi-stage automatic transmission.

[0016] In another preferred embodiment of the device according to the invention, the module housing includes a partition wall away from the torque converter for separating the receiving chamber from the engine-side chamber. Preferably, the partition wall away from the torque converter has a central opening so that the clutch input side or clutch input hub can be connected via this opening to the output side of the internal combustion engine or the damper output side of the torsional vibration damper. Alternatively or additionally, the module housing has a partition wall facing the torque converter for separating the receiving chamber from the torque converter-side chamber in the torque converter housing. It is also preferred that the partition wall facing the torque converter has a central opening so that the clutch output side or clutch output hub can be connected via this opening to the torque converter input side, optionally to a pin connected to the torque converter input side. Particularly preferably, the two openings are provided with seals to seal the receiving chamber within the module housing relative to the other spaces described above.

[0017] In another advantageous embodiment of the device according to the invention, the module housing contains a wet chamber, while the engine-side chamber and / or torque converter-side chamber is configured as a dry chamber.

[0018] In a particularly advantageous embodiment of the device according to the invention, the module housing has at least one module housing portion disposed on another module housing portion or torque converter housing, forming at least one intermediate cooling channel for cooling the motor. In a first case, at least a two-piece module housing is assembled from two module housing portions, while in a second case, a single-piece module housing in the form of a single module housing portion can also be provided. Regardless of the corresponding implementation variations, the internal cooling channel can be established in a particularly simple manner without significantly increasing manufacturing costs.

[0019] In another advantageous embodiment of the device according to the invention, at least one cooling channel is formed radially between a tubular segment of the module housing portion and another module housing portion or torque converter housing. Therefore, grooves can be formed in the tubular segment of the module housing portion and / or on the side of the tubular segment of the torque converter housing facing the module housing portion, these grooves forming intermediate or internal cooling channels in the assembled state. Furthermore, in this embodiment, it is preferred that the stator of the motor is directly or indirectly arranged or fastened to the tubular segment of the module housing portion for cooling.

[0020] In another preferred embodiment of the device according to the invention, at least one cooling channel may be traversed by a cooling fluid, preferably cooling water. Preferably, to facilitate flow, the cooling channel is provided with at least one cooling fluid inlet and at least one cooling fluid outlet.

[0021] To further simplify the structure while ensuring reliable radial support of the torque converter, in a particularly advantageous embodiment of the device according to the invention, the pin on the torque converter input side, optionally the aforementioned torque converter input side, is supported radially on the torque converter housing via the module housing. Therefore, the module housing acts as an intermediary for indirectly radially supporting the torque converter input side on the torque converter housing.

[0022] In another preferred embodiment of the device according to the invention, the pin on the torque converter input side, optionally the torque converter input side, can be indirectly supported in the radial direction by the clutch output side or clutch output hub and the clutch input side or clutch input hub, or can be supported on the module housing and indirectly supported or supported on the torque converter housing via the module housing. Preferably, a radial bearing, optionally a rolling bearing, is arranged between the clutch output side or clutch output hub and the clutch input side or clutch input hub. Correspondingly, it has proven advantageous to arrange a radial bearing, optionally a rolling bearing, between the clutch input side or clutch input hub and the module housing.

[0023] To achieve a particularly simple and reliable radial support of the torque converter input side to the torque converter housing via the module housing, in another advantageous embodiment of the device according to the invention, the module housing has a retaining tube section, preferably into which the clutch input hub and clutch output hub extend. In this embodiment, the torque converter input side is securely supported or can be supported on the retaining tube section via the clutch output hub and clutch input hub. Additionally, it is also preferred in this embodiment that the retaining tube section can be further used to radially support the output-side friction plate support. In such a variation, indirect radial support of the damper input side can occur on the radially inward side of the retaining tube section, while indirect or direct radial support of the output-side friction plate support can occur on the radially outward side of the retaining tube section. The radial support of the output-side friction plate support on the retaining tube section also preferably employs at least one radial bearing, optionally a rolling bearing.

[0024] In another advantageous embodiment of the device according to the invention, the module housing is provided with at least one fluid passage for supplying hydraulic fluid to the pressure chamber of the hydraulic actuator of the multi-plate clutch. Alternatively or additionally, the module housing is provided with at least one fluid passage for supplying balancing fluid to the pressure balancing chamber of the hydraulic actuator of the multi-plate clutch and / or for supplying cooling and / or lubricating fluid to the receiving chamber in the module housing. Regardless of the corresponding implementation variant, the respective fluid passage preferably extends within the wall of the module housing to largely eliminate the need for additional piping inside or outside the module housing, thus achieving a space-saving device.

[0025] In another preferred embodiment of the device according to the invention, a torsional vibration damper may also be provided. The damper output side of the torsional vibration damper is detachably connected to the clutch input side or the clutch input hub in a rotational drive connection, while the damper input side of the torsional vibration damper (which is rotationally elastically coupled to the damper output side) is rotatably connected to or in a rotational drive connection with the output side of the internal combustion engine, preferably to or with the crankshaft of the internal combustion engine.

[0026] To ensure reliable motor control, in another preferred embodiment of the device according to the invention, a sensor for detecting the rotational position of the clutch output side is provided, which can be driven by the motor. This sensor is also known as a so-called resolver. In this embodiment, preferably, the aforementioned sensor for detecting the rotational position of the clutch output side is arranged in a space-saving manner within the module housing. Furthermore, in this embodiment, it is preferred that the sensor for detecting the rotational position of the clutch output side operates between the module housing and the clutch output side, optionally the output side friction plate support, so as to position it within the module housing in a space-saving manner. Attached Figure Description

[0027] The present invention will now be described in detail with reference to the accompanying drawings and exemplary embodiments. In the drawings:

[0028] Figure 1 A side sectional view of a first embodiment of a device for a motor vehicle transmission system according to the present invention is shown;

[0029] Figure 2 A side sectional view of a second embodiment of a device for a motor vehicle transmission system according to the present invention is shown;

[0030] Figure 3 A side sectional view of a third embodiment of a device for a motor vehicle transmission system according to the present invention is shown. Detailed Implementation

[0031] Figure 1 A first embodiment of a device 2 for a motor vehicle transmission is shown. In the drawings, opposite axial directions 4 and 6, opposite radial directions 8 and 10, and opposite circumferential directions 12 and 14 are indicated by corresponding arrows, wherein the components within the housing are rotatable about a rotation axis 16 extending along axial directions 4 and 6.

[0032] Device 2 basically consists of a torque converter 18 and a hybrid power module 20. The hybrid power module 20 is arranged along the axial directions 4 and 6 in the torque transmission path both between the internal combustion engine 22 and the torsional damper 26, and between the internal combustion engine 22 and the torque converter 18. Figure 1 Only the housing 24 of the internal combustion engine 22 is partially shown. The torque converter 18 is arranged in the torque converter housing 28, or more precisely in the torque converter side chamber 30 of the torque converter housing 28, wherein the torque converter housing 28 is formed by a portion of the transmission housing, in which a stepped automatic transmission (not shown) is arranged following the torque converter 18 in the axial direction 4. Figure 1 The torque converter 18 and its input side 32 are shown schematically in a general sense. The torque converter 18 preferably has a pump-wheel type input side 32, a turbine type output side, and optionally at least one guide wheel. In a first embodiment, the torque converter side chamber 30 is configured as a dry chamber.

[0033] The torque converter side chamber 30 is adjacent to the hybrid power module 20 in the axial direction 4, while the engine side chamber 34 is adjacent to the hybrid power module 20 in the axial direction 6. In the illustrated embodiment, the engine side chamber 34 is constructed as a dry chamber and houses the torsional damper 26 and the crankshaft-end output side 36 of the internal combustion engine 22. The torsional damper 26, also shown only schematically in the figure, has a damper input side 38 and a damper output side 40, with the damper output side 40 being rotationally elastically coupled to the damper input side 38. In this case, the damper input side 38 is rotatably connected to or in a rotatably driven connection with the output side 36 of the internal combustion engine 22. The damper output side 40 is detachably in a rotatably driven connection with the clutch input side or clutch input hub of the disengaged clutch of the hybrid power module 20, as detailed below.

[0034] The hybrid power module 20 has a module housing 42. The module housing 42 consists of a first module housing portion 44 and a second module housing portion 46. The module housing 42 is detachably fastened to the torque converter housing 28 in the axial direction 4. The module housing 42 is detachably fastened to the housing 24 of the internal combustion engine 22 in the opposite axial direction 6.

[0035] The first module housing portion 44 has a generally tubular section 48, a partition wall 50, and a receiving section 52. The partition wall 50 is adjacent to the tubular section 48 in the axial direction 6 and extends inwardly away from the torque converter 18 in the radial direction 10. The receiving section 52 is adjacent to the partition wall 50 in the radial direction 10 and extends from the partition wall 50 in the axial direction 4. The second module housing portion 46 has a connecting section 54 that is detachably fastened to the torque converter housing 28 in one axial direction 4 and to the housing 24 of the internal combustion engine 22 in the opposite axial direction 6. Following the second module housing portion 4 is a tubular section 56 that extends in the axial direction 4 into the interior of the torque converter housing 28. Alternatively, the tubular section 56 may be omitted, and instead a connecting section 55 extending in the axial direction 4 is provided, which is fastened to the torque converter housing 28 at one end without being embedded in the torque converter housing 28. In the axial direction 4, the tubular section 56 or alternatively the connecting section 55 is adjacent to the partition wall 58 of the torque converter 18, which extends inward in the radial direction 10 from the tubular section 56 or the connecting section 55.

[0036] A tubular segment 48 of the first module housing portion 44 is inserted into the second module housing portion 46 along the axial direction 4, such that the tubular segment 48 of the first module housing portion 44 is staggered with the tubular segment 56 of the second module housing portion 46 in the radial directions 8 and 10. Therefore, a receiving chamber 60 is created in the module housing portion 42, which is constrained in the axial direction 4 by the partition wall 58 of the second module housing portion 46, in the axial direction 6 by the partition wall 50 of the first module housing portion 44, and outwardly constrained in the radial direction 8 by the tubular segment 48 of the first module housing portion 44, and optionally also by the tubular segment 56 of the second module housing portion 46. Herein, the partition wall 58 separates the receiving chamber 60 from the torque converter side chamber 30, and the partition wall 50 separates the engine side chamber 34 from the receiving chamber 60, wherein the receiving chamber 60 is constructed as a wet chamber. The disengaged clutch 62 and the electric motor 64 of the hybrid power module 20 are arranged within the receiving chamber 60.

[0037] The disengaged clutch 62 is used to selectively transmit torque between the clutch input side 66 and the clutch output side 68. The clutch input side 66 has a clutch input hub 70, the end of which, pointing axially in the direction 6, is detachably and rotaryly connected to the damper output side 40. Therefore, the clutch input hub 70 is indirectly rotaryly connected to the output side 36 of the internal combustion engine 22 via the torsional damper 26. The clutch input hub 70 extends axially in the direction 4 through a housing section 52 of the module housing 42, wherein the input-side friction plate support 72 abuts the disengaged clutch 62, configured as a wet multi-plate clutch, in the direction 4, extends into the receiving chamber 60 of the module housing 42, and forms part of the clutch input side 66 of the disengaged clutch 62. The input-side friction plate support 72 is configured as an inner friction plate support.

[0038] The clutch output side 68 has an output-side friction plate support 74, which has a generally tubular friction plate support section 76. This friction plate support section 76 is rotatably connected to the clutch output hub 80 of the clutch output side 68 via a rotary drive disc 78. The disengaged clutch 62 is configured as a hydraulically actuated multi-plate clutch and also has a friction plate assembly 82, which is arranged between the friction plate support section 76 of the output-side friction plate support 74 (configured as an outer friction plate support) and the input-side friction plate support 72. The output-side friction plate support 72 is rotatably supported in the radial directions 8 and 10 via a support hub 84 on the radially outward side of the support tube section 52 of the module housing 42, in the illustrated embodiment via two rolling bearings, which also form a fixed / floating bearing arrangement.

[0039] The output-side friction plate support 72 also serves as the rotor support for the rotor of the motor 64. The motor 64 essentially consists of a stator 86 and the rotor 88, wherein the stator 86 surrounds the rotor 88 from the outside in the radial direction 8. The rotor 88 is anti-rotationally fastened to the outward side of the friction plate support 76 in the radial direction 8 and staggered with the friction plate assembly 82 in the radial directions 8 and 10, while the fixed stator 86 is directly or indirectly fastened to the inward side of the tubular section 48 of the module housing 42 in the radial direction 10. Therefore, the clutch output side 68 can be selectively driven, alone or supplementarily, by the motor 64.

[0040] The first module housing portion 44 is arranged on the second module housing portion 46, forming at least one intermediate cooling channel 90 for cooling the stator 86 of the motor 64. More specifically, the cooling channel 90 is formed in the radial directions 8 and 10 between the tubular section 48 of the first module housing portion 44 and the tubular section 56 of the second module housing portion 44, and the stator 86 is also fastened to the tubular section 48 of the first module housing portion 44. For this purpose, the tubular section 48 of the first module housing portion 44 may, for example, have an annular groove provided on the outward side in the radial direction 8. In any case, it is preferred that a cooling fluid, preferably water, can flow through the at least one cooling channel 90, and for this purpose, the at least one cooling channel 90 is preferably associated with at least one inlet and at least one outlet. In addition, as Figure 1 As shown, a sealing mechanism 92 for sealing at least one cooling channel 90 is arranged between module housing portions 44 and 46.

[0041] The clutch output hub 80 extends axially into the clutch input hub 70 such that the clutch output hub 80 is at least partially surrounded from the outside by the clutch input hub 70 in the radial direction 8. The clutch output hub 80 is supported in the radial direction 8 by a radial bearing 94 on the inward side of the clutch input hub 70 in the radial direction 10, wherein the radial bearing 94 is configured as a rolling bearing. The clutch input hub 70 is supported in the radial direction 8 by another radial bearing 96 on the inward side of the housing section 52 in the radial direction 10 of the module housing 42.

[0042] As described above, the separable clutch 62 is a hydraulically actuated wet multi-plate clutch. Therefore, the module housing 42 is provided with at least one fluid passage 98 for supplying hydraulic fluid to the pressure chamber 100 of the hydraulic actuator of the multi-plate clutch. Additionally, the module housing 42 is provided with at least one fluid passage 102 for supplying balancing fluid to the pressure balancing chamber 104 of the hydraulic actuator of the multi-plate clutch, and also for supplying cooling lubricant to the receiving chamber 60 within the module housing 42. Figure 1It can be seen that the fluid channels 98 and 102 extend essentially within the wall of the module housing 42 or the first module housing portion 44, more precisely within the partition wall 50 and the pipe section 52 of the first module housing portion 44.

[0043] Additionally, a sensor 106 for detecting the rotational position of the clutch output side 68 is provided in the receiving chamber 60 of the module housing 42. This sensor 106 can also be referred to as a decomposer, which is beneficial for the operation of the motor 64. The sensor 106 is arranged within the receiving chamber 60 of the module housing 42, acting between the module housing 42 or the first module housing portion 44 and the clutch output side 68 (here, the output side friction plate support 74).

[0044] The torque converter input side 32 has a pin 108 arranged on the rotation axis 16 and projecting in the axial direction 6. The pin 108 is substantially cylindrical. The pin 108 has an end side 110 pointing in the axial direction 6, on which an end side fastener 112 is constructed. In the illustrated embodiment, the end side fastener 112 is formed as a threaded hole in the end side 110 of the pin 108. The pin 108 extends in the axial direction 6 into a receiving portion 114 in the clutch output hub 80 of the clutch output side 68, such that the pin 108 is staggered from the clutch output hub 80 in the radial directions 8, 10. The pin 108 of the torque converter input side 32 is indirectly supported in the radial direction 8 on a support section 52 of the module housing 42 via the clutch output hub 80, a radial bearing 94, a clutch input hub 70, and a radial bearing 96, wherein the support section 52 is in turn supported in the radial direction 8 on the torque converter housing 28.

[0045] The clutch output side 68 is rotatably connected to the torque converter input side 32 of the torque converter 18. Furthermore, the clutch output side 68, more specifically its clutch output hub 80, is detachably fixed to the torque converter input side 32 in the axial directions 4 and 6 by fasteners 116. In the illustrated embodiment, the fastener 108 is formed of a screw. Additionally, a single fastener 116 is arranged on the rotation axis 16 of the device, wherein the longitudinal axis of the fastener 116 (here, the longitudinal axis of the screw) extends along the rotation axis 16. The fastener 116 extends axially in the 4th direction through a through-hole 118 in the clutch output hub 80 to interact with a fastening portion 112 in the end side 110 of the pin 108. Specifically, the screw constituting the fastener 116 passes through the through-hole 118 in the clutch output hub 80 and is screwed into the threaded end fastening portion 112 to fix the clutch output side 68 to the torque converter input side 32 in the axial directions 4 and 6.

[0046] To allow the fastener 116 to be brought into the tightened position along the axial direction 4, the clutch input hub 70 (as previously described) is generally tubular in shape, providing a recess 120 in the region of the rotation axis 16. The fastener 116 can be accessed along the axial direction 4 via this recess 120 using appropriate tools; in other words, the fastener 116 can be accessed from the motor side. This allows the fastener 116 to be moved in and out via the recess 120, simplifying assembly and disassembly. Furthermore, as in this embodiment, the fastener 116 is the only fastener used for axial fixation, further simplifying assembly and disassembly. The recess 120 preferably has a circular cross-section, and its arrangement in the clutch input hub 70 and / or its dimensional design ensures that the fastener 116 is fully aligned with the recess 120 in the axial directions 4 and 6, thereby simplifying the insertion and removal.

[0047] During drivetrain assembly, the module housing 42 is first secured to the torque converter housing 28 by inserting the pin 108 into the receiving portion 114 in the clutch output hub 80, so that the clutch output hub 80 can be subsequently fixed axially to the torque converter input side 32 by means of fasteners 116. Then, the recess 120 can be closed at its axially oriented end by means of a removable cover 122, after which the module housing 42 is connected to the housing 24 of the internal combustion engine 22, establishing a rotational drive connection between the clutch input hub 70 and the damper output side 40.

[0048] A clutch-side rotary drive profile 124 is provided on the clutch output side 68. This clutch-side rotary drive profile 124 is in rotary drive engagement with the torque converter-side rotary drive profile 126. This rotary drive engagement has a detachable structure, achieving a rotary drive connection between the clutch output side 68 and the torque converter input side 32. Specifically, the clutch-side rotary drive profile 124 and the torque converter-side rotary drive profile 126 form an axial insertion connection, which significantly simplifies assembly and disassembly. Figure 1 In the first embodiment shown, an axial connection is formed between the clutch output hub 80 and the pin 108, wherein an internal gear ring is formed in the receiving portion 114 of the clutch output hub 80, and an external gear ring on the pin 108 engages with the internal gear ring. Regardless of the specific implementation, the axial fixing of the clutch output side 68 to the torque converter input side 32 by fasteners 116 occurs at a different location than the rotational connection between the clutch output side 68 and the torque converter input side 32, thereby achieving advantageous functional separation.

[0049] Figure 2 The second embodiment of the device 2 shown is essentially equivalent to Figure 1 The first embodiment shown is used hereby; therefore, only the differences will be described below. The same or similar parts will be referred to by the same reference numerals and the above content will apply accordingly.

[0050] from Figure 2 As can be seen, in the second embodiment of device 2, the partition wall 58 is largely omitted in the second module housing portion 46, thereby connecting or fluidly communicating the receiving chamber 60 of the module housing 42 with the torque converter side chamber 30. Therefore, in the second embodiment, the receiving chamber 60 and the torque converter side chamber 30 are constructed as a wet chamber or a continuous wet chamber.

[0051] Furthermore, no axial insertion is formed between the clutch output hub 80 and the pin 108 to achieve a rotary drive connection between the clutch output side 68 and the torque converter input side 32. Specifically, the rotary drive profile 124 is formed by the rotary drive profile already provided at the friction plate support section 76 of the output side friction plate support 74 for the friction plates. The friction plate support section 76 extends beyond the rotary drive disc 78 in the axial direction 4, such that its clutch side rotary drive profile 124 engages with the torque converter side rotary drive profile 126, which is further outward in the radial direction 8 than the pin 108. This not only simplifies the structure, especially since the clutch side rotary drive profile 124 is already present on the friction plate support section 76 to accommodate the friction plates in the friction plate assembly 82, but also allows for rotary drive engagement over a larger diameter, reducing the load on the rotary drive profiles 124 and 126, especially since the rotary drive profiles 124 and 126, when constructed as teeth, can, for example, have significantly more and / or significantly more stable teeth.

[0052] Figure 3 The third embodiment of the device 2 shown is essentially equivalent to the above embodiment, so only the differences are described below, and the same or similar parts are referred to by the same reference numerals and the above content applies accordingly.

[0053] exist Figure 3 In the third embodiment shown, as Figure 2 In the second embodiment shown, the housing 60 and the torque converter side chamber 30 are also interconnected, but in the third embodiment, the second module housing portion 46 is completely omitted. Instead, the module housing 42 is essentially formed by the first module housing portion 44, which is introduced into the torque converter housing 28 along the axial direction 4, such that at least one cooling channel 90 is formed in the radial directions 8, 10 between the tubular section 48 and the inward side of the torque converter housing 28 in the radial direction 10. The connecting section 54 is also omitted from the module housing 42. Figure 1 In one configuration, the torque converter housing 28 and the housing 24 of the internal combustion engine 22 are indirectly fastened to each other via the connecting section 54; in another configuration, the torque converter housing 28 and the housing 24 of the internal combustion engine 22 are directly fastened to each other.

[0054] In all three embodiments described above, the engine side chamber 34 is configured as a dry chamber, which also applies to Figure 1 The torque converter side chamber 30 is shown in the first embodiment. To reliably seal the engine side chamber 34 relative to the receiving chamber 60, which is configured as a wet chamber, a seal 128 is arranged between the module housing 42 or the first module housing portion 44 and the clutch input hub 70. Figure 1 In the first embodiment shown, the seal 130 is also arranged between the module housing 42 or the second module housing portion 46 and the clutch output hub 80 to reliably seal the receiving chamber 60, which is configured as a wet chamber, relative to the torque converter side chamber 30, which is configured as a dry chamber.

[0055] List of reference numerals

[0056] 2. Device

[0057] 4. Axial direction

[0058] 6. Axial direction

[0059] 8. Radial direction

[0060] 10 Radial direction

[0061] 12 Circumferential Direction

[0062] 14. Circumferential direction

[0063] 16. Rotation axis

[0064] 18 Torque Converter

[0065] 20 Hybrid Power Module

[0066] 22 Internal Combustion Engine

[0067] 24. Shell

[0068] 26 Torsional Vibration Dampers

[0069] 28 Torque converter housing

[0070] 30 Torque converter side chamber

[0071] 32 Torque converter input side

[0072] 34 Engine side compartment

[0073] 36 Output side

[0074] 38 Damper input side

[0075] 40 Damper output side

[0076] 42 Module Housing

[0077] 44 First Module Shell Part

[0078] 46 Second Module Shell Part

[0079] 48 tubular segments

[0080] 50 partition walls

[0081] 52 Pipeline Section

[0082] 54 Connecting Section

[0083] 56 tubular segments

[0084] 58. Partition wall

[0085] 60 Accommodation Rooms

[0086] 62 Disconnect clutch

[0087] 64 motors

[0088] 66 Clutch input side

[0089] 68. Clutch output side

[0090] 70 Clutch input hub

[0091] 72 Input-side friction plate support

[0092] 74 Output side friction plate bracket

[0093] 76 Friction Plate Support Section

[0094] 78 Rotating drive disc

[0095] 80 Clutch output hub

[0096] 82 Friction Plate Assembly

[0097] 84 Support Hub

[0098] 86 stator

[0099] 88 rotors

[0100] 90 Cooling Channels

[0101] 92 Sealing mechanism

[0102] 94 Radial bearing

[0103] 96 Radial bearing

[0104] 98 Fluid Channels

[0105] 100 pressure chamber

[0106] 102 Fluid Channel

[0107] 104 Pressure Balance Chamber

[0108] 106 sensors

[0109] 108 sales

[0110] 110 end side

[0111] 112 End-side fastening part

[0112] 114 Reception Department

[0113] 116 Fasteners

[0114] 118 Through Hole

[0115] 120 recess

[0116] 122 Cover

[0117] 124 The clutch side rotation drives the contour

[0118] 126 The torque converter side rotation drives the profile

[0119] 128 Seals

[0120] 130 Seals

Claims

1. A device (2) for a motor vehicle transmission system, comprising a torque converter (18) and a hybrid power module (20), the hybrid power module (20) comprising: A disengaging clutch (62) for selectively transmitting torque between a clutch input side (66) and a clutch output side (68), the clutch input side (66) being rotatably connected to the output side (36) of an internal combustion engine (22); and a motor (64) for selectively driving the clutch output side (68), wherein the clutch output side (68) is rotatably connected to the torque converter input side (32) of the torque converter (18), wherein the clutch output side (68) is detachably fixed to the torque converter input side (32) in the axial direction (4, 6) by means of a fastener (116), and the fastener (116) is arranged on the rotation axis (16) of the device (2), characterized in that the clutch input side (66) has a recess (120) in the region of the rotation axis (16), through which the fastener (116) can be introduced and / or removed in the axial direction (4, 6).

2. The apparatus (2) according to claim 1, characterized in that, The split clutch (62) is configured as a hydraulically actuated and / or wet-operated multi-plate clutch, with a clutch input side (66) having a clutch input hub (70) and an input side friction plate support (72), and a clutch output side (68) having a clutch output hub (80) and an output side friction plate support (74).

3. The apparatus (2) according to claim 2, characterized in that, The rotor (88) of the motor (64) is fastened to the output-side friction plate bracket (74).

4. The apparatus (2) according to claim 3, characterized in that, The rotor (88) of the motor (64) is fastened to the friction plate bracket section (76) of the output side friction plate bracket (74).

5. The apparatus (2) according to claim 3, characterized in that, The rotor (88) of the motor (64) and the friction plate group (82) of the multi-plate clutch are radially staggered and fastened to the output side friction plate bracket (74).

6. The apparatus (2) according to claim 2, characterized in that, The clutch output hub (80) is detachably fixed to the torque converter input side (32) in the axial direction (4, 6) by fasteners (116).

7. The apparatus (2) according to claim 1, characterized in that, The fastener (116) is a screw.

8. The apparatus (2) according to claim 2, characterized in that, The clutch input hub (70) has a recess (120) in the region of the rotation axis (16), through which the fastener (116) can be introduced and / or removed in the axial direction (4, 6).

9. The apparatus (2) according to claim 1, characterized in that, The fastener (116) and the recess (120) are arranged to be fully aligned in the axial direction (4, 6).

10. The apparatus (2) according to claim 2, characterized in that, The torque converter input side (32) has a pin (108) arranged on the rotation axis (16), the pin (108) extending into a receiving portion (114) of the clutch output side (68).

11. The apparatus (2) according to claim 10, characterized in that, The pin (108) extends into the receiving portion (114) of the clutch output hub (80).

12. The apparatus (2) according to claim 11, characterized in that, The pin (108) extends into the receiving portion (114) of the clutch output side (68) while being supported on the clutch output side (68) in the radial direction (8, 10) on the torque converter input side (32).

13. The apparatus (2) according to claim 12, characterized in that, The pin (108) extends into the receiving portion (114) of the clutch output hub (80) while being supported on the clutch output hub (80) in the radial direction (8, 10) on the torque converter input side (32).

14. The apparatus (2) according to claim 10, characterized in that, The fastener (116) interacts with the end fastener (112) on the pin (108).

15. The apparatus (2) according to claim 14, characterized in that, The fastener (116) interacts with the threaded hole in the end side (110) of the pin (108).

16. The apparatus (2) according to claim 10, characterized in that, A clutch-side rotational drive profile (124) is provided at the clutch output side (68). The clutch-side rotational drive profile (124) and the torque converter-side rotational drive profile (126) are in rotational drive engagement, so that the clutch output side (68) and the torque converter input side (32) achieve rotational drive connection.

17. The apparatus (2) according to claim 16, characterized in that, The clutch-side rotation drive profile (124) is located at the clutch output hub (80).

18. The apparatus (2) according to claim 16, characterized in that, The clutch-side rotary drive profile (124) and the torque converter-side rotary drive profile (126) are detachably engaged in rotary drive, thereby achieving a rotary drive connection between the clutch output side (68) and the torque converter input side (32).

19. The apparatus (2) according to claim 16, characterized in that, The clutch-side rotational drive profile (124) and the torque converter-side rotational drive profile (126) are axially connected.

20. The apparatus (2) according to claim 19, characterized in that, The axial insertion is formed between the clutch output hub (80) and the pin (108) and / or between the friction plate bracket section (76) of the output side friction plate bracket (74) and the torque converter input side (32).

21. The apparatus (2) according to claim 10, characterized in that, The hybrid power module (20) has a module housing (42) which is detachably fastened to a torque converter housing (28) that houses the torque converter (18). The module housing (42) has a receiving chamber (60) in which the disengaged clutch (62) and the motor (64) are arranged.

22. The apparatus (2) according to claim 21, characterized in that, The module housing (42) can be detachably fastened to the transmission housing.

23. The apparatus (2) according to claim 21, characterized in that, The module housing (42) includes a partition wall (50) facing away from the torque converter (18) for separating the housing (60) from the engine side chamber (34) and / or includes a partition wall (58) facing the torque converter (18) for separating the housing (60) from the torque converter side chamber (30) in the torque converter housing (28).

24. The apparatus (2) according to claim 23, characterized in that, The housing (60) is configured as a wet chamber, while the engine side chamber (34) and / or the torque converter side chamber (30) are configured as dry chambers.

25. The apparatus (2) according to claim 21, characterized in that, The module housing (42) has at least one module housing portion (44) arranged on another module housing portion (46) of the module housing (42) or on the torque converter housing (28) to form at least one intermediate cooling channel (90) for cooling the motor (64).

26. The apparatus (2) according to claim 25, characterized in that, The at least one cooling channel (90) is formed in the radial direction (8, 10) between the tubular segment (48) of the module housing portion (44) and the other module housing portion (46) or the torque converter housing (28).

27. The apparatus (2) according to claim 26, characterized in that, The stator (86) of the motor (64) is arranged on the tubular section (48).

28. The apparatus (2) according to claim 25, characterized in that, Cooling fluid may flow through the at least one cooling channel (90).

29. The apparatus (2) according to claim 21, characterized in that, The torque converter input side (32) is supported on the torque converter housing (28) via the module housing (42) in the radial direction (8, 10).

30. The apparatus (2) according to claim 29, characterized in that, The pin (108) on the input side (32) of the torque converter is supported on the torque converter housing (28) in the radial direction (8, 10) via the module housing (42).

31. The apparatus (2) according to claim 29, characterized in that, The torque converter input side (32) is supported on the torque converter housing (28) in the radial direction (8, 10) via the clutch output side (68) and the clutch input side (66).

32. The apparatus (2) according to claim 31, characterized in that, The torque converter input side (32) is supported on the torque converter housing (28) in the radial direction (8, 10) via the clutch output hub (80) and the clutch input hub (70).

33. The apparatus (2) according to claim 31, characterized in that, The clutch input side (66) is supported on the pipe section (52) of the module housing (42).

34. The apparatus (2) according to claim 32, characterized in that, The clutch input hub (70) is supported on the support section (52) of the module housing (42).

35. The apparatus (2) according to claim 33 or 34, characterized in that, The clutch output side (68) is also supported on the bearing section (52) in the radial direction (8, 10).

36. The apparatus (2) according to claim 35, characterized in that, The output-side friction plate bracket (74) is also supported on the bearing section (52) in the radial direction (8, 10).

37. The apparatus (2) according to claim 33 or 34, characterized in that, Radial and / or rolling bearings (94, 96) are arranged between the clutch output side (68) and the clutch input side (66) and / or between the clutch input side (66) and the bearing section (52).

38. The apparatus (2) according to claim 33 or 34, characterized in that, Radial and / or rolling bearings (94, 96) are arranged between the clutch output hub (80) and the clutch input hub (70) and / or between the clutch input hub (70) and the bearing section (52).

39. The apparatus (2) according to claim 21, characterized in that, The module housing (42) is provided with at least one fluid channel (98) for supplying hydraulic fluid to the pressure chamber (100) of the hydraulic actuator of the multi-plate clutch and / or at least one fluid channel (102) for supplying balancing fluid to the pressure balancing chamber (104) of the hydraulic actuator of the multi-plate clutch and / or for supplying cooling or lubricating fluid to the receiving chamber (60) in the module housing (42).

40. The apparatus (2) according to claim 39, characterized in that, The fluid channels (98, 102) extend within the wall of the module housing (42).

41. The apparatus (2) according to claim 21, characterized in that, A torsional damper (26) is provided, wherein the output side (40) of the damper is detachably connected to the input side (66) of the clutch, and the input side (38) of the damper, which is rotatably elastically coupled to the output side (40) of the damper, is rotatably connected to or in a rotatable connection with the output side (36) of the internal combustion engine (22), and / or a sensor (106) is provided for detecting the rotational position of the output side (68) of the clutch.

42. The apparatus (2) according to claim 41, characterized in that, The damper input side (38) is rotatably connected to or in a rotatably connected position with the crankshaft of the internal combustion engine (22).

43. The apparatus (2) according to claim 41, characterized in that, The sensor (106) is arranged in the module housing (42).

44. The apparatus (2) according to claim 43, characterized in that, The sensor (106) operates between the module housing (42) and the clutch output side (68).

45. The apparatus (2) according to claim 44, characterized in that, The sensor (106) operates between the module housing (42) and the output-side friction plate bracket (74).

46. ​​The apparatus (2) according to claim 41, characterized in that, The output side (40) of the damper is detachably connected to the input hub (70) of the clutch in a rotational drive connection.

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