Coupling device, multiple coupling device, electric drive unit and drive arrangement for a motor vehicle
Patent Information
- Authority / Receiving Office
- DE · DE
- Patent Type
- Patents
- Current Assignee / Owner
- SCHAEFFLER TECHNOLOGIES AG & CO KG
- Filing Date
- 2017-12-18
- Publication Date
- 2026-07-23
Smart Images
Figure 00000000_0000_ABST
Abstract
Description
[0001] The invention relates to a clutch device for the frictional transmission of a torque, a multiple clutch device with the clutch device according to the invention, an electric drive unit, in particular a hybrid module for a motor vehicle for coupling an internal combustion engine, and a drive arrangement for a motor vehicle with an internal combustion engine and an electric drive unit according to the invention.
[0002] Electric drives are widely known, including for powering motor vehicles. Here, electric drives can be combined with internal combustion engines, for example, integrated into hybrid modules that incorporate a combustion engine. A hybrid module typically comprises a connection device for the mechanical coupling of an internal combustion engine, a disconnect clutch for transmitting torque from the internal combustion engine to the hybrid module and for disconnecting the hybrid module from the internal combustion engine, an electric motor with a rotor for generating drive torque, and a further clutch unit, in particular a dual-clutch device, for transmitting torque from the electric motor and / or the disconnect clutch to a drivetrain. The dual-clutch device comprises a first partial clutch and a second partial clutch. Each clutch is associated with an actuation system. Other starting elements, such as torque converters or single-disc clutches instead of the dual clutch, are possible. The electric motor enables electric driving, increased power output compared to combustion engine operation, and energy recuperation. The disconnect clutch unit and its actuation system engage or disengage the combustion engine. All couplings, such as the disconnect coupling, the single-disc coupling and / or the double coupling, can be operated wet or dry.
[0003] A hybrid module positioned in this way is also referred to as a P2 hybrid module.
[0004] In P2 hybrid modules, the electric motor, a disconnect clutch, a main torque transmission device (usually a clutch or dual clutch), actuation systems for the disconnect clutch and main torque transmission device, bearings, intermediate shafts, and housing components are arranged between the combustion engine and the transmission. The electric motor enables electric driving, boosting, and recuperation, while the disconnect clutch and its actuation system engage or disengage the combustion engine. To transmit the torque of the hybrid module—whether supplied by the electric motor and / or by the combustion engine and transferred to the hybrid module via the disconnect clutch—to the transmission, the main torque transmission device (e.g., a clutch, a dual clutch, or a dual-clutch transmission) is used.A hybrid module requires a clutch, a dual clutch, a torque converter, or a CVT, along with the associated actuation system or control module for managing torque transmission. Arranging these parts, components, and assemblies between the combustion engine and the transmission requires considerable installation space. Therefore, all components of the hybrid module must be designed and arranged in a very compact manner. When torque is transmitted via clutches, slippage occurs on the clutch friction surfaces due to temporary speed differences between the drive and driven sides. This frictional contact generates heat, causing the clutches to heat up during starting, shifting, or other driving conditions. To prevent the friction surfaces from overheating, which can lead to so-called "fading" (a significant drop in the coefficient of friction), excessive wear of the friction linings, and thermally induced component deformation, the frictional energy introduced into the clutch is temporarily stored by heating the material in the clutch plates. The clutch then dissipates this heat to surrounding components and the surrounding air via convection. An energy-efficient design for a main torque transmission device is a coupling or double coupling, since couplings cause very low drag losses. To achieve a compact design, it is advantageous to arrange an existing disconnect coupling and / or the main torque transmission coupling wholly or partially radially within the space surrounding the rotor of the electric motor.
[0005] A disadvantage of this is that the coupling is located in the immediate vicinity of the rotor of the electromagnet, which is equipped with permanent magnets. This creates the risk that heat generated by friction in the coupling can further heat the magnets of the electric motor in addition to its own self-heating, thus damaging the magnets.
[0006] When designing hybrid modules with dry clutches, the risk of overheating is particularly high, as the clutch and / or electric motor are not oil-cooled. This overheating risk has significantly limited the use of these highly energy-efficient and low-drag dry clutches in P2 hybrid modules to date. Therefore, it is crucial that the heat generated in the clutch is not transferred directly to the electric motor.
[0007] Furthermore, in slip-operated clutches, the friction surfaces of each clutch rub against each other, leading to wear. The material abrasion that occurs over the clutch's lifetime, along with the wear of the clutch linings and the running-in of their mating surfaces, results in material, usually referred to as clutch dust or simply dirt, accumulating in the clutch and ideally being removed. Especially with dry clutches used in close proximity to an electric motor, it is crucial to prevent this dirt from entering the motor. In hybrid modules, the electric motor must therefore be protected not only from the heat of the clutch but also from the dirt generated during clutch operation. However, the clutch debris should also ideally not remain in the clutch, as it can impair the clutch's function.
[0008] Most clutches for motor vehicles are designed with several components or assemblies that are rotationally fixed to one another but axially displaceable relative to each other. Either a torque transmission element can be clamped between these components, or several alternately arranged torque transmission elements can be clamped between them. These elements are also rotationally fixed to one another but axially displaceable. It is common practice to connect one group of these rotationally fixed components radially outside the friction surfaces and assign them to either the drive or driven side of the clutch, while the other group is connected radially within the friction surfaces and assigned to the system not belonging to the other group (either the drive or driven side).
[0009] Based on this, the present invention aims to provide a coupling device and an electric drive unit equipped with this coupling device, in particular a hybrid module, which reliably prevents overheating of the coupling device and an arranged electric machine with a small installation space. This problem is solved by the coupling device according to claim 1, by the multiple coupling device according to claim 4, by the electric drive unit according to claim 6 and by the drive arrangement according to claim 10. Advantageous embodiments of the coupling device are described in the dependent claims. 2 - 3 specified. An advantageous embodiment of the multiple coupling device is described in subclaim 1. 5 specified. Advantageous embodiments of the electric drive unit are described in the dependent claims. 7 - 9 specified.
[0010] The features of the claims can be combined in any technically meaningful way, taking into account the explanations from the following description as well as features from the figures, which include supplementary embodiments of the invention. The directions axial and radial refer to the common axis of rotation of the aforementioned components. Therefore, the axial direction is oriented orthogonally to the friction surfaces of the lamellae.
[0011] The invention relates to a coupling device for the frictional transmission of torque, comprising a friction pack formed from first and second lamellae, and at least one first pressure plate for applying axial compressive force to the friction pack to compress it for torque transmission. The coupling device further includes a first lamella carrier and a second lamella carrier for the rotationally fixed arrangement of the first and second lamellae and for the transmission of the torque acting on the lamellae. At least the first lamella carrier is axially displaceable and axially fixed to the first pressure plate, such that axial displacement of the first lamella carrier relative to the second lamella carrier also allows the first pressure plate to be axially displaceable and to apply axial compressive force to the friction pack.This means that, in addition to its function of transmitting torque from the friction plates to which it is rigidly coupled, the first lamellar carrier also acts as an actuating element for transmitting a translational actuating force to move the pressure plate and thus open and close the clutch mechanism. This translational actuating force acts parallel to the axis of rotation around which the lamellar carriers can rotate.
[0012] In a preferred embodiment, the first lamellar carrier comprises an axially displaceable part and an axially fixed part, wherein the axially displaceable part is axially rigidly coupled to the first pressure plate, and at least one first spring element is arranged between the axially fixed part and the axially displaceable part, by which forces and torques are transmitted between the axially fixed part and the axially displaceable part. The at least one first spring element can also be used to exert a restoring force on the axially displaceable part in the direction of the axially fixed part when the axially displaceable part is moved axially away from the axially fixed part. Preferably, several first spring elements in the form of leaf springs are arranged around the circumference of the axially fixed part and the axially displaceable part.The axially immovable part is preferably formed by a hub that can be coupled to a transmission input shaft, or is connected to such a hub.
[0013] Furthermore, at least one second spring element can be arranged between the axially stationary part and the axially displaceable part, wherein the first spring element and the second spring element can have an axial distance from each other and / or different distances from the common axis of rotation. This means that the first spring element and the second spring element can be radially spaced from each other. An axial spacing between the first and second spring elements is particularly advantageous.
[0014] Another aspect of the present invention is a multi-clutch assembly, which is particularly intended for a hybrid module for coupling an internal combustion engine. This multi-clutch assembly comprises, as a first clutch assembly, a clutch assembly according to the invention, and a second clutch assembly, wherein the first plate carrier of the first clutch assembly is arranged on the radial outer side of the second clutch assembly. In this case, the first plate carrier, which is designed as an actuating element, is preferably the outer plate carrier of the first clutch assembly. The multi-clutch assembly is particularly designed as a dual clutch for connection to two transmission input shafts.However, the invention should not exclude an embodiment in which the two coupling devices of the multiple coupling device are a disconnect coupling on an electric motor drive and a coupling for connection to a transmission input shaft. The fact that the first friction plate carrier of the first coupling device runs along the radial outer surface of the second coupling device means that the first friction plate carrier of the first coupling device radially surrounds at least one friction pack of the second coupling device, at least partially and preferably completely.
[0015] Preferably, the first plate carrier is an outer plate carrier, and the multi-clutch assembly further comprises an inner plate carrier which serves to mount plates of a friction pack of at least one of the two clutch assemblies in a rotationally fixed manner. The inner plate carrier has at least one recess, and the multi-clutch assembly includes an actuating system which has a through-pass element extending radially through the recess in the inner plate carrier and axially fixed to a pressure plate of a friction pack. In particular, the friction pack in question can be that of the second clutch assembly. However, the inner plate carrier is preferably also designed to mount plates of both clutch assemblies in a rotationally fixed manner. The actuating system can, in particular, be the actuating system associated with the second clutch assembly.
[0016] Another aspect of the present invention is an electric drive unit, in particular a hybrid module for a motor vehicle for coupling an internal combustion engine, comprising an electric machine for generating drive torque with a rotor arranged on a rotatable rotor carrier, and a multi-clutch device according to the invention, by which torque can be transmitted from the electric machine and / or from an input side of the multi-clutch device to a drive train. The first lamellar carrier of the first clutch assembly of the multi-clutch device is arranged radially between the rotor carrier and the friction pack of the first clutch assembly.This significantly reduces heat transfer from the coupling devices to the electric machine, as the radially outer part of the multi-coupling device can rotate at a differential speed relative to the electric machine when the coupling devices are open. Air heated by the multi-coupling device can escape axially from the space between the multi-coupling device and the rotor carrier. Consequently, the air heated by the coupling device does not accumulate on, within, or in the immediate vicinity of the electric machine and thus heat it up, but instead transfers the heat to other components such as the housing of the electric drive unit.
[0017] The arrangement of an electric machine, the multiple coupling device, and the design of the multiple coupling device are not limited to applications in a hybrid module, but can apply to all electric drive units where an electric machine with a rotor and a coupling device must be arranged in close proximity and compactly, such as in electric drives and electric axles. Preferably, only the first lamellar carrier of the first coupling device of the multiple coupling device is located radially between the rotor carrier and the friction pack of the first coupling device.
[0018] One possible design of the electric drive unit provides that the first coupling device and the second coupling device are arranged axially next to each other and that the first lamellar carrier of the first coupling device is also arranged radially between the rotor carrier and the friction pack of the second coupling device.
[0019] Preferably, the inner lamella carrier of the multi-coupling device is non-rotatably connected to the rotor carrier. In this particular embodiment, the inner lamella carrier serves to non-rotatably arrange the inner lamellae of both coupling units of the multi-coupling device. The mechanical connection of the inner lamella carrier to the rotor carrier significantly lengthens the heat conduction path from the friction points of the multi-coupling device to the electric machine, thereby considerably reducing the heat input into the electric machine. A differential rotational speed occurring when the clutch assembly is open, between the radially outer clutch components and the correspondingly radially outer rotor of the electric machine, causes or supports an airflow between the electric machine and the clutch assembly. This results in particularly effective thermal decoupling and cooling of the electric machine and the clutch assembly. This airflow can also be used to remove clutch wear particles.
[0020] In order to provide a very space-saving embodiment, it is provided that the coupling devices of the multiple coupling device are arranged at least sectionally radially within the space radially limited by the rotor of the electric machine.
[0021] In addition, according to the invention, a drive arrangement for a motor vehicle is provided with an internal combustion engine and an electric drive unit according to the invention, in particular a hybrid module, as well as with a transmission, wherein the electric drive unit or the hybrid module is mechanically connected to the internal combustion engine and the transmission via coupling devices of the electric drive unit or the hybrid module.
[0022] The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way limited by the purely schematic drawings, and it should be noted that the embodiments shown in the drawings are not limited to the dimensions depicted. It is illustrated in Fig. 1: a partial section through a hybrid module according to the invention, Fig. 2: a section through a first lamellar support consisting of multiple parts and designed as an outer lamellar support, Fig. 3: a top view of the multi-part first lamellar carrier, Fig. 4: a partial section through a hybrid module according to the invention with dirt deflector and dirt shielding, Fig. 5: a partial section through a hybrid module according to the invention with dirt shielding, Fig. 6: a section through the rotor carrier and the first lamellar carrier, and Fig. 7: a section through the rotor carrier, the first lamellar carrier and the second lamellar carrier.
[0023] Fig. Figure 1 shows a first embodiment of a hybrid module. 70 with integrated, double-coupling multi-coupling device 40The internal combustion engine, indicated by the crankshaft stub. 90 , is via a flywheel 91 (Dual-mass flywheel) with a disconnect clutch 100 connected, whose counter-pressure plate 103 attaching itself to the flywheel 91 supported. Is the disconnect coupling 100 When closed, the combustion engine can therefore be operated via the disconnect clutch. 100 the entrance page 76 the multiple coupling device 40 representing intermediate wave 110 drive, which are equipped with a multiple coupling device 40 and the radially within a stator 72 arranged rotor 73 the electric machine 71 is connected. The multiple coupling device 40 includes as a first coupling device 10 and as a second coupling device 50 two partial couplings, wherein the output side of the first coupling device 10rotationally fixed with a first gearbox input shaft 80 is connected and the output side of the second coupling device 50 rotationally fixed with a second gearbox input shaft 81 is connected. The torque of the combustion engine and / or the electric machine. 71 can be achieved through the multiple coupling device 40 on the transmission input shafts 80,81 be transferred. The coupling devices 10,50 and the transmission input shafts 80,81 are located on a common axis of rotation 1 Most components of the hybrid module are supported and centered. 70 via a partition wall 120 , which are between the flywheel 91 and the disconnect coupling 100 on the one hand and the electric machine 71 and the multiple coupling device 40 is arranged on the other side. The partition wall goes to this 120radially inside a bearing support 130 about, the rolling bearings 140 absorbs, with which the passage through the partition wall 120 protruding intermediate wave 110 It is rotatable but axially and radially fixed.
[0024] On the intermediate wave 110 The clutch disc is supported by... 101 the disconnect coupling 100 , the multiple coupling device 40 and the rotor carrier 74 or the rotor 73 the electric machine 71 off. Each coupling device 10,50 is a clutch actuation system 30 , 60 assigned, whereby in the embodiment shown here all actuation systems 30,60 , 104 They are designed as ring cylinders, so-called CSCs. The actuation systems for the disconnect clutch 104 and their pressure plate 102 and for the second coupling device 60 are on the partition wall120 supported. The actuation system of the first coupling device 30 is around the transmission input shafts 80,81 around the back of the gearbox 150 arranged.
[0025] The special feature of this hybrid module 70 consists in the fact that with the two coupling devices 10 , 50 the multiple coupling device 40 the internally toothed lamellae 13 , 54 with the inner lamella carrier 53 executed rotor carrier 74 are connected in a rotationally fixed manner and the externally toothed lamellae 12 , 55 the two coupling devices 10,50 each via outer lamella carrier 20 , 57 with one of the two transmission input shafts 80 , 81 are connected. The inner lamella carrier 53 It also functions here as a second lamella carrier. 27 the first coupling device 10. At the second coupling device 50 can the second pressure plate 64 through a radially within the inner lamella carrier 53 designed area of the rotor carrier 74 arranged actuation system 60 They can be displaced axially. The actuating bearing of this actuating system 60 is equipped with an adapter ring 62 equipped with external access elements 63 are inserted in the form of pins or rods or other elongated connecting elements that fit into recesses 56 of the inner lamella carrier 53 They can move axially and thus establish the connection between the actuation system for the second coupling device. 60 and the second pressure plate 64 enable. When the actuation system is activated. 60 for the second coupling device 50 An axial displacement of the actuating bearing occurs. 61, which shifts this change to the adapter ring 62 transmits, which in turn transfers the axial displacement to the through-pass element 63 transmits that the actuation system 60 applied axial force on the second pressure plate 64 applies the friction package 51 the 2 . coupling device 50 compresses the friction pack 51 the second coupling device 50 made of alternately arranged inner lamellae 54 and outer slats 55 This allows for torque transmission against the axially fixed second counter plate on the right. 65 to be pressed. In this embodiment, the second counter plate is pressed. 65 just like the inner slats 54 through a tooth contour on its inner diameter of inner lamella carrier 53 centered and prevented from rotating. So that the second counter plate 65Since it cannot be moved axially, it is secured by a retaining ring. 66 on the inner slat carrier 53 fixed. To open the second coupling device 50 are feathers 67 such as wave springs between the second counter plate 65 and the second pressure plate 64 arranged. These springs 67 can be directly from the second counter plate 65 to the second pressure plate 64 extend and / or also apply force to the slats 54, 55. The springs 67 are between the second counter plate 65 and the nearest internally toothed lamella 54 , between adjacent inner lamellae 54 and between the second pressure plate 64 and the nearest inner slat 54 arranged. When the force of the actuating system 60 Once it has sunk far enough, the springs press down. 67 the second pressure plate 64and the actuation system for the second coupling device 60 back to their open position. The inner slats as well. 54 can be caused by the springs 67 be pushed into their disclosure.
[0026] The multi-coupling device 40 First coupling device shown on the left 10 It has an odd number of friction surfaces, in the illustrated embodiment five friction surfaces. This allows the one arranged on the right to engage with the outer lamella carrier or first lamella carrier. 20 connected first pressure plate 28 the first lamellae 12 and second slats 13 existing friction package 11 the first coupling device 10 against the left-arranged and with the inner lamella carrier 53 connected first counter plate 29 press.
[0027] The application and support of the clamping force takes place at this first coupling device. 10 thus between the drive and driven sides of the first coupling device 10 The major advantage of an odd number of friction surfaces in this first coupling device is 10 that the outer lamella carrier or first lamella carrier 20 This allows for torque transmission between the first coupling device 10 and the first transmission input shaft 80 as well as for the transmission of clamping force between the actuating system for the first clutch device 30 and the first pressure plate 28 can be used. Thus, only one part is required, which is around the second coupling device. 50 reaches around and radially between the second coupling device 50 and the rotor carrier 74 or the rotor 73 the electric machine 71This arrangement saves radial installation space and thus allows for a larger coupling diameter for the second coupling device. 50 . This means via the outer slat carrier or first slat carrier 20 the first coupling device 10 the first pressure plate 28 it can also be axially displaced and therefore a translational actuating force can be applied. 31 on the first pressure plate 28 can be exercised when the first lamellar carrier 20 Torque on the first transmission input shaft 80 transfers, is the first lamellar carrier 20 It consists of several parts. One part is axially immovable. 22 , coupled with a hub 23 and one with the hub 23 connected support ring 24 , is fixed to the first transmission input shaft 80 connected, and an axially displaceable part 21connects the actuating bearing of the actuating system for the first clutch assembly 10 with the first pressure plate 28 The axially displaceable part 21 of the first lamellar carrier 20 is equipped with two axially spaced spring elements 25,26 or spring element modules formed therefrom on the hub and / or the support ring connected to it 24 attached. These two spring elements 25,26 The formed spring element modules can each have several leaf springs distributed around the circumference.
[0028] The spring elements 25,26 or leaf springs enable the actuation system for the first clutch device 30 , the axially displaceable part 21 of the first lamellar carrier 20 to shift, although the hub 23 of the first lamellar carrier 20 is axially fixed. Without the elasticity of the spring elements 22,26The axially movable part could 21 of the first lamellar carrier 20 It cannot be moved precisely because of the splined connection. 34 between hub 23 and first transmission input shaft 80 During torque transmission, the circumferential section is subjected to strong tension, thus counteracting axial movement with high frictional forces. Furthermore, the spring elements 25, 26, or leaf springs, ensure torque transmission between the axially displaceable part. 21 and the axially immovable part 22 of the first lamellar carrier 20 Furthermore, the spring elements center 25,26 the axially displaceable part 21 within the axially immovable part 22 and the restoring force of the spring elements 25,26 ensures the opening of the first coupling device 10 Alternatively, the restoring force for the coupling device can be 10can also be generated by additional spring elements, which preferably exert a force between the axially displaceable part 21 of the first lamellar carrier 20 and the first transmission input shaft. By causing the spring elements 25,26 between the axially immovable part 22 and the axially displaceable part 21 of the first lamellar carrier 20 The axially immovable part is arranged in two axially spaced modules. 22 and the axially displaceable part 21 The spring element modules are guided axially relative to each other and are axially displaceable. Both spring element modules prevent radial relative movement between the axially immobile part within their plane. 22 and the axially displaceable part 21 of the first lamellar carrier 20 This, in combination with the axial distance between the two planes or the arrangement diameter of the spring elements, 25,26or the spring element modules formed therefrom prevent unwanted relative displacements in a spatial direction other than the axial one, as well as relative rotations between the axially immovable part. 22 and the axially displaceable part 21 of the first lamellar carrier 20 around spatial axes perpendicular to the coupling rotation direction. When the two spring elements 25,26 If spring element modules are implemented using leaf springs, it is advisable to use at least three leaf springs distributed around the circumference. Furthermore, it is recommended that the leaf springs of both spring element modules be of the same length and arranged with the same angle of inclination, so that their elastic deformation behavior is exactly the same. Therefore, the first lamellar carrier 20 a dual function with regard to the transmission of torque within the first coupling device 10as well as the actuation of the first coupling device 10 for opening and closing purposes.
[0029] The first lamellar carrier runs along this path. 20 in an intermediate space 75 between the multiple coupling device 40 and the rotor carrier 74 .
[0030] Fig. Figure 2 shows a section through the first lamellar support, which is constructed in multiple parts and designed as an outer lamellar support. 20 The toothing implemented on the radial outer side is clearly visible here. 33 , which are for the rotationally fixed mounting of the first slats 12 or serves as outer louvers. Furthermore, there are several through-holes designed as elongated slots and circular bores. 32 to achieve mass transport from the radially inner side or the radially outer side 52 the 2 . coupling device 50 to the radially outer side of the first lamellar carrier20 shown for the purpose of removing dirt particles. Through the through-openings. 32 Is it therefore possible to remove heated air from the friction package? 51 the second coupling device 50 through the first lamellar carrier 20 to lead through to its outside or during the operation of the coupling devices 10,50 abrasion particles generated through these openings 32 to be directed radially outwards. The through holes should ideally be 32 They are arranged in radial depressions or on edges of the component geometry, as particles tend to accumulate more at these points and can therefore be drained away particularly effectively.
[0031] Fig. Figure 3 shows a top view of the multi-part first lamellar carrier 20 In this view, the first three spring elements, designed as leaf springs, are visible on the outside. 25 visible, the axially displaceable part21 of the first lamellar carrier 20 with the carrier ring 24 connect. Inside are the three second spring elements. 26 or leaf springs of the second plane are recognizable, which are located between the axially displaceable part 21 of the first lamellar carrier 20 and the hub 23 are arranged. Since these spring elements 26 partially from the axially displaceable part 21 of the first lamellar carrier 20 To obscure areas, they are sometimes only shown with dashed lines.
[0032] The Fig. 4 and Fig. Figure 5 shows a partial section of the electric drive unit designed as a hybrid module, with the components and structural design shown here being comparable to the one in Fig. 1. The embodiment shown or the components shown therein must correspond. The only different versions or regarding the in Fig. The additional elements of the embodiment shown in section 1 will be described below based on the Fig. 4 and Fig. 5 explained. To improve clarity, the following are included in the Fig. 4 and Fig. 5 only the reference symbols are present that are necessary to explain the differences or additional elements. As from the Fig. 4 and Fig. As can be seen in section 5, the two outer lamella carriers 20,57 above the two coupling devices 10,50 the multiple coupling device 40 Passageways 32 , 32a in the areas where the outer lamella carriers are located 20,57 in the axial direction radially over the friction packs 11 , 51 extend. Dirt particles, which, for example, result from abrasion of the lining material in the first coupling device. 10 They can arise directly through the first openings. 32 in the first lamellar carrier 20to the rotor carrier 74 and thus close to the rotor 73 the electric machine 71 dirt particles that enter the second coupling device 50 They must first pass through the second passage openings. 32a of the outer lamella carrier 57 the second coupling device 50 to the first lamella carrier 20 or outer lamella carrier of the first coupling device 10 They can then pass through the first openings. 32 in the first lamellar carrier to the rotor carrier 74 arrive.
[0033] In the Fig. 4 and Fig. 5 are also guiding elements 83 represented in the form of grooves, through which the abrasion is directed towards the front face 79 the electric machine 71 is transported. On the front. 79 The dirt can either be flung off freely, or as in Fig. 4 shown by a dirt deflector 77 from the air gap of the electric machine 71 , from the stator 72 the electric machine 71 or kept away from other sensitive parts. The dirt repellent 77 is sensibly located on the rotor 73 or on the rotor carrier 74 attached so that it rotates along with the machine and pushes the dirt particles axially next to the electric motor. 71 This ensures that the dirt particles are deposited in areas of the clutch or hybrid module housing where they do not impede the function of the hybrid module components and from where they cannot reasonably reach these components again.
[0034] The electric machine 71 can also be achieved through a non-rotating dirt shield. 78 be protected, those in the Fig. 4 and Fig. 5 is shown and the dirt particles that are carried by the rotor 73 or dirt repellent 77 be flung off by the electric machine 71 keeps away. The present invention is not limited to the arrangement of dirt deflectors. 77 and dirt shielding 78 restricted, but hybrid modules can also be used completely without dirt deflectors. 77 and dirt shielding 78 to be installed. Dirt deflectors. 77 They should ideally be designed as completely enclosed components, e.g. as discs, rings, pots, or consist of a multitude of individual elements that cover the entire circumference of the electrical machine. 71 or the coupling devices 10 , 50 Cover. The non-rotating dirt shield. 78It can be designed in the same way. However, since it does not change its circumferential position, it can also be designed as a partially acting component or assembly and therefore have recesses on its circumference, possibly for the passage of other elements.
[0035] Fig. Figure 5 shows an embodiment that only has a non-rotating dirt shield. 78 features which are attached to the housing 2 the electric drive unit is mechanically attached.
[0036] Fig. Figure 6 shows part of the rotor carrier 74 in cross-section and a segment of the first lamellar carrier 20 or outer lamella carrier. The illustration shows the first through-openings. 32 , which are located between the teeth of the gearing 33 of the first lamellar carrier 20 and in the cylindrical part of the first lamellar carrier 20 The through holes are located. It makes sense to place them there. 32They are arranged in radial depressions or on edges of the component geometry, as particles tend to accumulate more at these points and can therefore be drained away particularly effectively. Furthermore, the guiding elements are designed as spiral grooves. 83 on the radial inside of the rotor carrier 74 recognizable.
[0037] Fig. Figure 7 shows part of the rotor carrier 74 in cross-section and one segment each of the outer outer lamella carrier or first lamella carrier 20 the first coupling device 10 and the outer lamella carrier 57 the second coupling device 50 It is evident that the outer lamella carrier is also 57 the second coupling device 50 second passage openings 32a between the teeth of its gearing. In the embodiment shown here, the rotor carrier has 74 as guiding elements 83relatively many grooves or webs, whose spiral contour also has a significantly lower pitch than that of the one in Fig. 6. The pitch and width of the grooves or webs can be adapted to the flow conditions prevailing in the respective hybrid module. This is influenced not only by the inner contour of the rotor carrier. 74 but also the outer contour of the first lamella carrier 20 or the outer lamella carrier, the airflow between the two parts. If the lamella carrier is designed as a sheet metal part with a toothed contour that secures the lamellae against unintentional twisting, the toothed contour or toothing creates 33 An axially extending groove contour on the outside of the lamella carrier. The groove contour acts like blades, directing the airflow between the lamella carrier and the rotor carrier. 74 reinforce it. If the effect of the interlocking 33If the flow conditions are not desired, the respective lamellar carrier can be used. 20 , 57 The radial outer surface can also be designed with a cylindrical surface. The surfaces of the lamellar carriers 20 , 57 can be used in addition to or as an alternative to the structuring on the inside of the rotor carrier. 74 It may also be provided with a structure that generates an axial flow component. This could be, for example, inclined or skew grooves, slots, or blades arranged at an angle to the axis of rotation of the coupling, or spiral grooves. The Fig. and Fig. The rotor carrier features narrow grooves that effectively transport dirt particles to the front of the rotor carrier. By incorporating narrow ribs and wide grooves into the rotor carrier, an airflow with an axial component can be generated particularly well.
[0038] The removal of dirt and heat from a respective coupling device 10,50 In addition to the measures presented here, it can also be improved by grooves that run radially or spirally in the friction surfaces of the lamellae, clutch discs or pressure plates.
[0039] The removal of dirt and heat from a respective coupling device 10,50 In addition to the measures presented here, improvements can also be achieved by creating openings in the inner slat carriers.
[0040] The coupling device, multiple coupling device and electric drive unit or hybrid module proposed here provide systems that prevent overheating of a connected electric machine with a small installation space requirement. Reference symbol list 1 axis of rotation 2 cases 10 first coupling device 11 friction package 12 first slats 13 second slats 20 first lamellar carrier 21 axially displaceable part 22 axially immovable part 23 hub 24 carrier ring 25 first spring element 26 second spring element 27 second lamellar carrier 28 first pressure plate 29 first counter plate 30 Actuation system for the first coupling device 31 translational activity force 32 first passage opening 32a Second passageway 33 Gear teeth 34 Plug-in spline 40 Multiple coupling device 50 second coupling device 51 Friction pack of the second clutch assembly 52 radial outer side 53 internal slat carriers 54 internal slats 55 external slats 56 recess 57 second slat carrier, outer slat carrier 60 Actuating system for the second coupling device 61 Actuating bearings 62 Adapter ring 63 Through-pass element 64 Second pressure plate 65 second counter plate 66 retaining ring 67 spring 70 Hybrid module 71 electric machine 72 Stator 73 Rotor 74 rotor carriers 75 space 76 Input side of the multiple coupling device 77 dirt deflectors 78 Dirt shielding 79 Front 80 first gearbox input shaft 81 second gearbox input shaft 83 Guide element 90 Crankshaft stub 91 Flywheel 100 Disconnect coupling 101 Clutch disc of the disconnect clutch 102 Pressure plate of the disconnect coupling 103 Counter pressure plate of the disconnect coupling 104 Actuating system for the disconnect clutch 110 Intermediate shaft 120 partition wall 130 bearing supports 140 rolling bearings 150 Gearbox rear panel
Claims
[1] Coupling device for the frictional transmission of a torque with a friction pack (11) formed from first lamellae (12) and second lamellae (13) and with at least one first pressure plate (28) for applying axial pressure to the friction pack (11) in order to compress the friction pack (11) to transmit a torque, as well as a first lamella carrier (20) and a second lamella carrier (27) for the rotationally fixed arrangement of the first lamellae (12) and second lamellae (13) and transmission of the torque acting on the lamellae (12, 13), wherein at least the first lamella carrier (20) is axially displaceable and axially fixed to the first pressure plate (28), so that by axial displacement of the first lamella carrier (20) relative to the second lamella carrier (27) the first pressure plate (28) is also axially displaceable and exerts an axial pressure force on the friction pack (11) is available. [2] Coupling device according to claim 1, characterized by, that the first lamellar carrier (20) has an axially displaceable part (21) and an axially immovable part (22), wherein the axially displaceable part (21) is axially rigidly coupled to the first pressure plate (28) and at least one first spring element (25) is arranged between the axially immovable part (22) and the axially displaceable part (21), with which a restoring force on the axially displaceable part (21) in the direction of the axially immovable part (22) can be exerted when the axially displaceable part (21) is axially removed from the axially immovable part (22). [3] Coupling device according to claim 2, characterized by , that at least one second spring element (26) is arranged between the axially immovable part (22) and the axially displaceable part (21), wherein the first spring element (25) and the second spring element (26) have an axial distance from each other. [4] Multiple coupling device (40), in particular for a hybrid module for coupling an internal combustion engine, comprising as a first coupling device (10) a coupling device according to one of claims 1 to 3 and a second coupling device (50), wherein the first lamellar carrier (20) of the first coupling device (10) is arranged on the radial outside (52) of the second coupling device (50). [5] Multiple coupling device according to claim 4, characterized by, that the first lamellar carrier (20) is an outer lamellar carrier and the multi-clutch device (40) further comprises an inner lamellar carrier (53) which serves for the rotationally fixed arrangement of lamellae (12, 13, 54, 55) of a friction pack (11, 51) of at least one of the two clutch devices (10, 50), wherein the inner lamellar carrier (53) has at least one recess (56) and the multi-clutch device (40) comprises an actuating system (60) which has a through-pass element (63) which extends radially through the recess (56) in the inner lamellar carrier (53) and is axially fixedly connected to a pressure plate (64) of a friction pack (51). [6] Electric drive unit, in particular hybrid module (70) for a motor vehicle for coupling an internal combustion engine, comprising an electric machine (71) for generating a drive torque with a rotor (73) arranged on a rotatable rotor carrier (74), and a multi-clutch device (40) according to one of claims 4 and 5, with which torque from the electric machine (71) and / or from an input side (76) of the multi-clutch device (40) can be transmitted to a drive train, wherein the first lamellar carrier (20) of the first clutch device (10) of the multi-clutch device is arranged radially between the rotor carrier (74) and the friction pack (11) of the first clutch device (10). [7] Electric drive unit according to claim 6, characterized by, that the first coupling device (10) and the second coupling device (50) are arranged axially next to each other and the first lamellar carrier (20) of the first coupling device (10) is also arranged radially between the rotor carrier (74) and the friction pack (51) of the second coupling device (50). [8] Electric drive unit according to one of claims 6 and 7, characterized by , that the inner lamellar carrier (53) of the multiple coupling device (40) is connected to the rotor carrier (74) in a rotationally fixed manner. [9] Electric drive unit according to any one of claims 6 to 8, characterized by , that the coupling devices (10,50) of the multiple coupling device (40) are arranged at least sectionally radially within the space radially bounded by the rotor (73) of the electric machine (71). [10] Drive arrangement for a motor vehicle comprising an internal combustion engine and an electric drive unit, in particular a hybrid module (70), according to one of claims 6 to 9 and a transmission, wherein the electric drive unit or the hybrid module (70) is mechanically connected to the internal combustion engine and the transmission via coupling devices of the electric drive unit or the hybrid module (70).