Hybrid module with one rotation axis

Abstract

Hybrid module (1) with a rotation axis (2) for a drive train (3) of a motor vehicle (4), comprising at least the following components: - a drive shaft connection (5) for absorbing a torque; - a gear shaft connection (6) for delivering a torque; - a torque absorber (7) for absorbing a torque from an electrical machine (8); - a dry multi-plate clutch (9) with two plate baskets (10, 11), namely an outer basket (10) and an inner basket (11), wherein at least one outer plate (12, 13, 14, 15) is suspended in the outer basket (10) and a number of inner plates (16, 17, 18) corresponding to the number of outer plates (12, 13, 14, 15) is suspended in the inner basket (11) in an axially movable manner, so that the at least one outer plate (12, 13, 14, 15) and the corresponding number of inner plates (16, 17, 18) form a plate pack (19), wherein, for transmitting a torque between the torque receiver (7) and the drive shaft connection (5) and / or the transmission shaft connection (6), the disk pack (19) is axially compressible, wherein a transmission of such a torque in the uncompressed state of the disk pack (19) is interrupted or reduced to a sufficiently low drag torque, wherein in the plate pack (19) the at least one outer plate (12, 13, 14, 15) and the corresponding number of inner plates (16, 17, 18) are designed as a friction plate (20, 21, 22, 23) and a counter plate (24, 25, 26), which form a plurality of friction pairings (27, 28) by means of pairs of friction surfaces (30, 31, 32, 33) facing one another, wherein the plate pack has a displaceable contact side (83) and a rigid counter side (84), wherein at least one axially movable form-locking element (85) is provided, which can be brought into form-locking engagement with a counter element (86, 87) of the opposite plate cage (11), characterized in that the form-locking element (85) is a plate.

Description

[0001] The invention relates to a hybrid module with a rotation axis for a drive train of a motor vehicle, comprising at least the following components: - a torque absorber for absorbing torque from an electrical machine; - a dry multi-plate clutch with two multi-plate baskets, wherein at least one outer plate is suspended in the outer basket and a number of inner plates corresponding to the number of outer plates is suspended in the inner basket for axial movement, so that they form a plate pack, wherein the plate pack can be axially compressed to transmit torque, wherein in the plate pack the at least one outer plate and the inner plates form a plurality of friction pairs by means of friction surfaces facing one another in pairs, wherein the plate pack has a displaceable contact side and a rigid counter side. The hybrid module is characterized primarily in that at least one axially movable form-locking element is provided, which can be brought into form-locking engagement with a counter element of the opposite plate basket. The invention further relates to a drive train with such a hybrid module and a motor vehicle with such a drive train.

[0002] Hybrid modules are known from the prior art which are designed to couple the torque of an (additional) electric machine into the (conventional) drive train, comprising an internal combustion engine with a drive shaft and a transmission with a transmission shaft. The hybrid module comprises a connection for or includes the (additional) electric machine and a friction clutch for releasably coupling the electric machine for torque transmission. The electric machine is arranged, for example, like an alternator, for example replacing it, deviating from, usually axially parallel to, the engine axis of the internal combustion engine and is connected to the transmission shaft and / or the drive shaft by means of a traction drive, for example a (V-belt) drive, with the friction clutch being interposed.According to another embodiment, the electric machine is arranged coaxially to the motor axis, i.e. in alignment with the drive shaft, wherein the friction clutch connected to the rotor of the electric machine is arranged in the center of the electric machine.

[0003] In a configuration in which the friction clutch is detachably connected to the drive shaft, this friction clutch is also referred to as K0 [clutch zero]. In a configuration in which the friction clutch is detachably connected to the transmission shaft, this friction clutch is also referred to as K1 [clutch one]. The electric motor can transfer torque to the drive shaft and / or the transmission shaft, thereby superimposing torque delivered by the drive shaft, i.e., a process known as boosting. In some applications, the electric motor can also be used to start the internal combustion engine, i.e., tow the drive shaft from a standstill. This makes it possible to dispense with the starter motor and starter ring gear previously used.Furthermore, in some applications, the electric motor can be operated as a generator, i.e., designed to convert externally input torque into electrical energy. The externally input torque is supplied by the transmission, i.e., for recuperation, or by the internal combustion engine, whereby the electrical energy can be delivered to an electrical consumer directly or via a storage device.

[0004] In some applications, an additional electric machine is provided as an electric drive motor, enabling (e.g., purely) electric driving. This electric drive motor delivers torque parallel to the internal combustion engine or solely to the transmission. The latter is referred to as purely electric driving. The internal combustion engine then serves as an energy source, for example, as a so-called range extender, when the electrical storage units no longer provide sufficient energy. This occurs in the form of torque being delivered to the transmission and / or by charging the electrical storage unit via the hybrid module's electric machine.If the corresponding switching states of the internal combustion engine are both to be available separately, both a K0 clutch and a K1 clutch are required, whereby the friction clutch of the hybrid module then forms the K0 clutch and the K1 clutch is connected downstream of the hybrid module in the torque train from the drive shaft to the transmission.

[0005] In many applications, it is desirable to design the friction clutch of the hybrid module with a small outer diameter. To still be able to transmit the required torque, a multi-plate clutch is preferred. A dry multi-plate clutch is preferred, which is simpler to implement and offers sufficient wear resistance for the application. Furthermore, the efficiency is generally higher due to the lower rotating mass compared to a wet multi-plate clutch, in which the coolant is entrained.

[0006] A multi-plate clutch has at least one friction plate and a corresponding number of counter plates. The number of counter plates is determined by the design of the multi-plate clutch. A friction plate usually has a friction surface on the left and right in the axial direction, which should be able to be brought into pressed contact with a friction surface on the counter plate side. For this purpose, the friction plates are suspended in a plate cage, for example the so-called outer cage, so that they can be moved axially. The counter plates are suspended in another plate cage, corresponding for example to the so-called inner cage, so that they can be moved axially. The friction plates should therefore be able to be brought into contact with a corresponding friction surface on the left and right in the axial direction.For this purpose, a pressure plate or pressure plate is provided on an outer side, for example to the left of the first friction plate from left to right, which has a first friction surface (on the counter-plate side) on the side facing the first friction plate, for example to the right, and a force application surface for introducing a contact pressure on the opposite side, for example to the left. On the other outer side, for example to the right of the last friction plate from left to right, a corresponding friction surface on the counter-plate side is formed by the plate cage on the counter-plate side, for example the inner cage. With such a configuration, a corresponding number (n-1) of counter-plates (with friction surfaces on both sides) results that is one less than the number (n) of friction plates.However, other configurations are also possible, whereby the aim should be to achieve the highest possible number of friction pairings with the smallest possible number of plates.

[0007] To transmit torque, the plates of the plate pack are pressed axially together, thus frictionally transmitting a torque that, to a first approximation, corresponds to the product of the mean radius of the friction surfaces, the contact pressure, the friction coefficient, and the number of friction pairs. For example, the contact pressure is provided by a central release mechanism in the center of the plate cages releasing a diaphragm spring, also referred to simply as a disc spring, from a deflected position to an engaged position upon disengagement, so that the spring force of the diaphragm spring is applied to the pressure plate or plate. Additional elements may be axially interposed, such as a modulation spring and / or a pressure cup. The pressure cup preferably also forms the transmission element between the central release mechanism and the diaphragm spring and / or between the diaphragm spring and the modulation spring.

[0008] If no torque is to be transmitted, the plates of the plate pack are axially spaced from one another, for example by the central slave cylinder deflecting the diaphragm spring and thus preventing the spring force from the diaphragm spring from being transmitted to the plate pack. The plates space themselves apart automatically like a slip clutch as a result of opposing torques or are actively separated from one another by a spring device. Separation means that there is actually no longer any contact, and therefore no torque can be transmitted, or that the remaining axial force in the direction of the spring force compressing the plate pack is so small that the drag torque that can still be transmitted is negligible or at least sufficiently small for the opposing forces in the system. For example, the torque that can then be transmitted is so small that the electric machine cannot be set in rotation by the transmittable torque.

[0009] A disk basket, also referred to as a disk pot, is connected to a shaft hub or forms such a shaft hub in one piece, so that this disk basket can be permanently connected to the drive shaft and / or transmission shaft in a torque-transmitting manner. This is, for example, the outer basket. The other disk basket is connected to a torque absorber, correspondingly, for example, to the inner basket, wherein the torque absorber is a traction mechanism pulley or a rotor or a rotor connection. The torque absorber is preferably designed to both absorb and deliver torque, so that, for example, boosting (i.e., torque absorption from the electric machine to the multi-plate clutch) and generator operation (i.e., torque delivery to the electric machine from the multi-plate clutch) are possible.

[0010] Hybrid drive systems with a multi-plate clutch integrated into a K0 clutch are known, for example, from DE 10 2006 055 541 A1. This document discloses a hybrid module in which the first clutch, a K0 clutch between the internal combustion engine and the electric motor, is designed in the manner of a positive-locking clutch. This positive-locking clutch is provided as a sliding sleeve system. A multi-plate clutch is used as the synchronization device for the positive-locking connection of the sliding sleeve system. When the clutch is disengaged, a spring-loaded pressure pin axially secures the rotor-side sliding sleeve. During an engagement process via an actuator, the pressure pin moves radially inward and the rotor-side sliding sleeve moves axially toward the internal combustion engine, whereby the multi-plate clutch is closed as part of the synchronization process before the positive-locking connection of the sliding sleeve system takes place.The sliding sleeve system and the disc pack are separate components, resulting in significant space requirements. Furthermore, the number of required components is high, as this K0 clutch includes two separate clutch systems—the sliding sleeve system and the disc clutch—as well as a thrust bolt device, which increases the cost of the hybrid module.

[0011] In this case, a dry multi-plate clutch is to be found which enables the transmission of a high torque in a small installation space with low axial forces for pressing the plate pack.

[0012] Based on this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features of the invention are derived from the independent claims, for which advantageous embodiments are presented in the dependent claims. The features of the claims can be combined in any technically reasonable manner, whereby the explanations from the following description as well as features from the figures, which comprise additional embodiments of the invention, can also be consulted for this purpose.

[0013] The invention relates to a hybrid module with a rotation axis for a drive train of a motor vehicle, comprising at least the following components: - a drive shaft connection for absorbing torque; - a gear shaft connection for delivering torque; - a torque absorber for absorbing torque from an electrical machine; - a dry multi-plate clutch with two plate cages, namely an outer cage and an inner cage, wherein at least one outer plate and a number of inner plates corresponding to the number of outer plates are axially movably suspended in the outer cage, and in the inner cage, a number of inner plates corresponding to the number of outer plates are suspended, so that the at least one outer plate and the corresponding number of inner plates form a plate pack, wherein the plate pack is axially compressible for transmitting a torque between the torque absorber and the drive shaft connection and / or the transmission shaft connection, wherein the transmission of such a torque is interrupted or reduced to a sufficiently low drag torque in the uncompressed state of the plate pack, wherein the at least one outer plate and the corresponding number of inner plates are designed as friction plates and counter plates in the plate pack,which form a plurality of friction pairs by means of paired friction surfaces facing one another, wherein the disk pack has a displaceable contact side and a rigid counter side, wherein at least one axially movable form-locking element is provided, which can be brought into form-locking engagement with a counter element of the opposite disk basket.

[0014] Reference is made here to the stated axis of rotation when, unless explicitly stated otherwise, the axial direction, radial direction or the direction of rotation and corresponding terms are used. It should be noted that the hybrid module is generally not designed to be rotationally symmetrical to the axis of rotation. The axis of rotation is merely the axis about which a torque can be delivered to the drive shaft and / or transmission shaft or from which a torque can be absorbed. For example, if the electric machine is arranged parallel to the axis of rotation, it has a torque axis parallel to the axis of rotation. In this case, the traction mechanism pulley and the dry multi-plate clutch arranged centrally therein are designed to be rotationally symmetrical or at least balanced to the axis of rotation. In the following, the dry multi-plate clutch will be referred to simply as the multi-plate clutch.

[0015] The hybrid module is designed, for example, for a conventional drive train with a conventional drive unit, such as an internal combustion engine, and a conventional consumer, such as a propulsion device, such as the drive wheels of a motor vehicle. Alternatively, the hybrid module can be used in a fully electric drive train, in which case the drive shaft connection can be connected to the rotor shaft (drive shaft) of a (further) electric machine, which forms a drive motor, instead of an internal combustion engine. Especially in motor vehicles, the available installation space is limited and the performance and efficiency requirements are very high. In addition, such an application imposes strict specifications regarding maintainability and assembly.The hybrid module proposed here is particularly suitable for use in a conventional, non-electrified, powertrain, for example, whereby the hybrid module can be used in the conventional powertrain with no or only minimal additional space requirements.

[0016] The hybrid module has a drive shaft connection, for example, a gear ring, preferably with (external) splines, which can be permanently connected, directly or indirectly, to a drive shaft of a drive machine, for example, an internal combustion engine or an electric drive motor, in a torque-transmitting manner. In an indirect connection between the gear ring and drive shaft, a corresponding tooth receptacle is formed, for example, by a flywheel, preferably a dual-mass flywheel, which is interposed between the drive shaft and the hybrid module. Thus, only a uniform torque is transmitted from the drive shaft to the hybrid module. Excessive torque fluctuations are thus damped out by the flywheel or the dual-mass flywheel or are transmitted with a time delay, and thus more evenly.

[0017] The hybrid module also has a transmission shaft connection, which can be connected to the transmission shaft of a transmission in the drive train for transmitting torque. Such a transmission shaft connection is designed, for example, as a shaft hub, preferably with (internal) splines, which can be permanently connected to a corresponding hub receptacle by axially inserting them into one another for transmitting torque. If the multi-plate clutch of the hybrid module is configured as a K0 clutch, a K1 clutch is often also provided between the transmission shaft and the transmission shaft connection, so that the transmission shaft connection is only indirectly connected to a transmission shaft.The transmission is the torque-transmitting connection to a consumer, in a motor vehicle, for example, the drive wheels for the propulsion of the motor vehicle, whereby a transmission, for example a manual transmission or a continuously variable transmission (CVT), is often arranged.

[0018] Furthermore, the hybrid module has a torque absorber, via which torque is transmitted between the electric machine for the hybrid module and the multi-plate clutch. The torque absorber is, for example, a traction device pulley, onto which a traction device, for example a V-belt, can be clamped, such that a tensile force of the traction device can be transmitted as torque to the traction device pulley. In another embodiment, the torque absorber is connected to the rotor and the electric machine for the hybrid module, such that the magnetic drive force of the stator can be transmitted directly to the multi-plate clutch by means of the torque absorber. In this embodiment, the torque absorber is designed, for example, as a rotor carrier or as the (entire) rotor.

[0019] The multi-plate clutch baskets form a pair of torque transmitting devices and combine the task of reliable torque transmission with the task of keeping the respective (friction) plates axially displaceable. The two multi-plate clutch baskets overlap axially, with the inner basket arranged radially inside the outer basket. Inner plates are suspended in the inner basket, i.e., the inner plates are connected to the inner basket on their inner circumference, so that their friction surface area is suspended in the inner basket so that it can move axially and, at the same time, transmits torque. According to a common embodiment, the inner plates have internal teeth, with a plurality of toothed flanges having a corresponding number of tooth receptacles formed on a corresponding outer circumference of the inner basket being suspended axially displaceably.In this embodiment, a torque can be transmitted in the circumferential direction by the tooth flanges bearing against the tooth receptacle. To ensure that the inner plates can be moved axially, a clearance fit is provided so that when a torque is applied in one (circumferential) direction, for example a so-called thrust torque originating from the drive shaft, for example in a clockwise direction, the inner plates bear against the tooth receptacle. In a reverse torque transmission direction, corresponding for example to a so-called drag torque, for example in a counterclockwise direction, for example originating from the electric machine for the hybrid module, i.e. from the torque absorption, the inner plates bear against the tooth receptacle in the other circumferential direction.

[0020] The same applies to the outer basket. In a preferred embodiment, the outer basket is configured with a radially inwardly directed tooth receptacle for the outer plates, with corresponding external teeth on the outer circumference of the outer plates. Here, too, a clearance fit and mutual contact of the (outer) tooth flanges of the outer plates are present during a thrust moment compared to a drag moment.

[0021] The outer and inner plates are designed as described above and can be axially compressed to transmit external torque, for example by means of a diaphragm spring, in order to create a frictional force transmission between the respective friction pairs between the outer plate and inner plate. The plate pack is designed to be (1) normally closed or (2) normally open, i.e. closed without external force, for example from a central slave cylinder, in case (1) so that a torque of the desired nominal level (nominal torque) can be transmitted. Only when an external force is applied, for example by means of the central slave cylinder, is the plate pack opened in case (1), so that no or only a sufficiently low (drag) torque can be transmitted by the plate pack. In case (2) it is the other way around, i.e. a torque of the desired nominal level can be transmitted solely by the application of an external force.

[0022] In a preferred embodiment, the outer plates are designed as friction plates and the inner plates as counter plates. Alternatively, the inner plates are designed as friction plates and the outer plates as counter plates. Furthermore, an embodiment is feasible in which some of the outer plates are designed as friction plates and another part of the outer plates are designed as counter plates, and accordingly, the inner plates are designed partly as counter plates and partly as friction plates. The counter plates are characterized primarily by their high wear resistance and preferably exhibit no wear, negligible wear, or at least such low wear over a required service life that they do not need to be replaced.The friction plates, on the other hand, are characterized by the fact that they are made of a material, at least on the friction surface side, which together with the counter plates forms a relatively high coefficient of friction, for example in the range from above 0.2 [two tenths] to 0.4 [four tenths], for example 0.28 [twenty-eight hundredths].

[0023] Conventionally, such friction plates are formed from a solid material, for example by stamping, whereby the solid material forms a friction surface that is preferably configured for the corresponding friction coefficient without further post-treatment. Particularly preferably, the friction plates are formed in one piece, so that they form a circumferential ring, on which, for example, toothed flanges are provided on the outer circumference (as an outer plate) or on the inner circumference (as an inner plate). Furthermore, for some applications, the friction plates have passages and / or radial grooves, for example, for improved cooling of the friction plate, at least when the plate pack is open.

[0024] The plate pack has a movable contact side, for example, with a contact plate on the counter-plate side, and a rigid opposing side, for example, a basket plate on the counter-plate side. The opposing side forms the rigid abutment for the contact force applied by the contact side, which thereby performs an axial contact path. It is not necessary for the contact side and the opposing side to be formed from the same side, but this is often advantageous from a manufacturing perspective and in terms of material selection.

[0025] It is now proposed that the hybrid module comprises at least one axially movable form-locking element which can be brought into positive engagement with a counter-element of the opposite lamella basket.

[0026] This means that the plate pack provides both a frictional connection and a positive connection when pressed together. In one embodiment, for overrun operation, only the friction plates are engaged, thus forming a frictional connection. This is possible because in such overrun operation only a lower torque needs to be transmitted, for example 100 Nm [one hundred Newton meters], for example to start the (stationary) engine shaft of the internal combustion engine. However, if a pulling torque is to be transmitted, higher torques must be transmitted, for example 350 Nm. For this purpose, a positive connection is then also achieved after the inner and outer baskets are (sufficiently) synchronized with each other. The pulling torque is, for example, the maximum torque that can be delivered by an internal combustion engine. In this state, slippage on the multi-plate clutch is unnecessary or even undesirable.The form fit created here is therefore ideal.

[0027] Preferably, the frictional engagement only occurs when the inner and outer plates are not yet synchronized with each other, thus resulting in a relative rotational speed. For this purpose, the plate pack is configured such that the positive engagement element can only be brought into (positive) engagement with the counter element when an axial limit force is exceeded. This limit force is referred to here as the synchronization force because it is designed such that the at least one friction plate and the corresponding counter plate are pressed together so tightly by the synchronization force that synchronization, i.e., the rotational speed of the outer plates is adjusted to the inner plates, is achieved.Synchronization is considered complete when the relative speed of outer plates to inner plates, or outer cage to inner cage, is zero or less than a predetermined relative speed, for example a maximum of 15 rpm [fifteen revolutions per minute], particularly preferably a maximum of 10 rpm. The permissible relative speed is determined by the maximum transmittable torque and / or the material selection and shape of the engagement elements of the at least one form-locking pairing between a form-locking element and a corresponding counter-element. This relative speed is to be designed such that no wear occurs on this form-locking pairing or that sufficiently low wear occurs over a desired service life under corresponding load assumptions to maintain the functionality of the form-locking pairing.

[0028] In order to ensure that the form-locking pairs only engage with one another when the relative speed permissible for engagement is reached or undershot, it is advantageous to provide a counterforce which counteracts the contact pressure during the engagement process. For example, the form-locking pair is arranged on the opposite side, preferably directly adjacent to the opposite side, and the frictional locking pair is arranged on the contact pressure side, preferably directly adjacent to the contact pressure side. The plates of the frictional locking pair and / or the form-locking pair are suspended in the respective plate cage in such a way that, when a torque is applied at which the form-locking pair must not be closed at relative speed, a sufficient axial friction force counteracts the contact pressure as a result of the resulting circumferential force during sliding contact with the respective plate cage.This axial friction force is so great that the contact-side friction pair(s) are closed first and, with sufficiently slow axial engagement, the inner basket and the outer basket are already synchronized before the axial friction force is overcome to such an extent that the mutual form-locking pair(s) are also brought into engagement with each other.

[0029] The positive locking element and the counter element are rotationally fixedly connected to the respective other disk basket. The positive locking element is a disk, preferably a steel disk, which replaces one or more (conventional) friction disks or counter disks. The counter element is, for example, a disk, preferably also a steel disk, which replaces one or more (conventional) counter disks or friction disks. The counter element is an axially movable or axially fixed component of the respective disk basket. An axially fixed counter element is, for example, formed integrally with the respective disk basket, which forms the mutual abutment for the contact pressure. In a preferred embodiment, the disk pack has the following disks in the order from the contact side to the opposite side: 1. a counter-plate side, for example the inner basket side, contact plate to which an axial contact force can be applied by means of an actuating device; 2. a first friction plate (on the friction plate side), for example on the outer basket side; 3. a first counter-blade (on the counter-blade side), for example on the inner basket side; 4. preferably a second friction plate (on the friction plate side), for example on the outer basket side; 5. preferably a second (counter-plate side), for example on the inner basket side, counter-plate, wherein the second counter-plate forms a first counter-element for a positive engagement on the side facing away from the friction plate or, in an embodiment without a second friction plate and without a second counter-plate, the first counter-plate forms the first counter-element; 6. a (friction plate side), for example on the outer basket side, form-locking element which is designed for form-locking engagement with the first counter element; and 7. a second axially fixed (counter-lamella side), for example on the inner basket side, counter-element which is designed for positive engagement with the side of the form-locking element facing away from the first counter-element, wherein this second counter-element is preferably formed in one piece with the respective lamella basket.

[0030] In an embodiment with more than two friction plates and a corresponding number of counter plates, the first counter element, i.e. the counter element which is arranged axially closest to the contact side, is formed by the last counter plate, i.e. the counter plate which is arranged axially closest to the opposite side, or is arranged axially immediately adjacent to it.

[0031] In one embodiment, the form-locking element or the counter-element is formed axially only on one side, namely mutually, and on the other side, the contact side, a friction surface for a friction pair is formed.

[0032] In one embodiment, several form-locking pairs are formed with a plurality of form-locking elements and a corresponding number of counter-elements.

[0033] According to an advantageous embodiment of the hybrid module, a counter spring is provided which is arranged to axially counteract the contact pressure with a counter force, wherein the counter spring prevents engagement of the at least one form-locking element with the at least one corresponding counter element until the contact pressure sufficient for synchronizing the inner basket and outer basket is reached in the at least one friction pairing.

[0034] In this advantageous embodiment, a counter spring ensures that a positive engagement of the form-locking pair can only take place after (sufficient) synchronization of the inner basket with the outer basket has been achieved, or the engagement process can be carried out more quickly than in the above embodiment without a counter spring.

[0035] A positive engagement pair is formed, for example, by a tooth pair, preferably with spur gearing, particularly preferably with embossed spur gearing. Spur gearing enables high torque transmission while simultaneously maintaining a low engagement height. Due to the low engagement height, a relative speed, i.e., tooth-on-tooth slippage, is quickly reached when an overload occurs due to the short disengagement distance, thus preventing damage to the torque train and preferably also to the tooth pair. Furthermore, this results in an overall short engagement distance for the disk pack.

[0036] The counter spring is, for example, a coil spring, a leaf spring, a diaphragm spring, or an elastomer-like element, which can preferably be preloaded between the first counter element and the second counter element. In one embodiment, a plurality of counter springs are provided, which are connected in parallel or in series.

[0037] In one embodiment, several different mechanisms for a positive locking are provided, wherein these are arranged in a staggered manner, so that a positive locking pairing engaged first tolerates the presence of a relative speed, for example in the manner of a so-called wedge clutch, and a later (or last) engaged positive locking pairing is designed for the transmission of a significantly higher torque, but does not tolerate a relative speed.

[0038] The wedge clutch is fundamentally similar to a hub cone clutch, but in addition to the frictional engagement, it also forms a claw-type positive engagement by designing the cone non-circularly, for example, in the form of a Reuleaux triangle. The receiving cone is designed to be elastic, allowing a relative rotational speed even with minimal disengagement movement in conjunction with the rapid radial increase in distance between the hub cone and receiving cone.

[0039] The counter spring enables a design in which at least one form-lock pairing is arranged on the contact side or between two friction pairings. The counter spring allows the distance required for the form-lock pairing to be maintained until the inner and outer cages are synchronized.

[0040] According to an advantageous embodiment of the hybrid module, the at least one form-locking element is formed by at least one of the following components: - an outer lamella; and - an inner lamella.

[0041] In one embodiment, the positive-locking element is used in place of a conventional friction plate. The friction plate is preferably suspended in an outer cage. With regard to the friction plates, this has the advantage that the material of the friction plate, which tends to be resilient to lower circumferential forces, for example, when constructed from solid material, can be formed in sliding contact with the outer cage over a larger number of contact surfaces, such as toothed flanges, because the outer circumference offers more space for this compared to the inner circumference of the inner cage. This reduces the specific (circumferential) force on the individual surface pairs in sliding contact.

[0042] In another embodiment, the positive-locking element is suspended from the inner basket, in which case only a single positive-locking pair is provided. The positive-locking element then preferably has a friction surface on the opposite side, preferably a friction surface of a counter-disk.

[0043] In yet another embodiment, one form-locking element is formed both as an outer plate and another form-locking element as an inner plate. This is advantageous, for example, in an embodiment with staggered form-locking pairs with different compatibility of relative speeds. For example, a counter element for a first form-locking pair is the form-locking element for a second form-locking pair on the side axially opposite it.

[0044] According to an advantageous embodiment of the hybrid module, the at least one counter element is formed by at least one of the following components: - a counter lamella; and - a slatted basket, preferably the inner basket.

[0045] In a preferred embodiment, two counter elements are provided for each form-locking element, so that the form-locking element can be brought into positive-locking contact with a counter element on each axial side. Then, at least one of the counter elements is formed by a counter lamella.

[0046] In a preferred embodiment, at least one of the counter-elements is formed by the lamella basket, so that axial installation space is saved compared to an embodiment in which the axially fixed counter-element is designed as a separate component.

[0047] The axially fixed counter element is preferably formed on the inner basket if the inner basket forms the abutment for the contact pressure. This is preferably the case in a variant in which the friction plates are suspended in the outer basket.

[0048] According to a further aspect, the invention relates to a drive train comprising a drive machine with a drive shaft, a transmission with a transmission shaft and an electric machine, wherein the electric machine can be coupled between the drive shaft and the transmission shaft by means of the torque absorption of a hybrid module according to an embodiment according to the above description, in that a torque from the electric machine can be releasably transmitted to the drive shaft and / or to the transmission shaft, and vice versa, by means of the multi-plate clutch of the hybrid module.

[0049] The drive train is designed to transmit a torque provided by a drive machine, for example an internal combustion engine or an electric drive motor, and output via its drive shaft to at least one consumer. An exemplary consumer is at least one drive wheel of a motor vehicle and / or an electric generator for providing electrical energy. Conversely, it is also possible to absorb inertial energy introduced by, for example, a drive wheel. This inertial energy is preferably transferred by means of the hybrid module to the electric machine, which can be operated as a generator, for recuperation, i.e. for electrically storing the braking energy. Furthermore, in a preferred embodiment, a torque from the internal combustion engine and from the electric machine can be transmitted to a consumer by means of the multi-plate clutch.In this respect, reference is made to the known requirements for a drive train, for example in the application in a motor vehicle.

[0050] In order to transmit torque in a targeted manner and / or by means of a manual transmission with different gear ratios, or to separate the transmission of torque from the electric motor and / or the internal combustion engine from a consumer, the use of the multi-plate clutch described above is particularly advantageous. The plate pack for the multi-plate clutch proposed here has a particularly small installation volume and, at the same time, can be operated with a short actuation travel, whereby the actuation force is converted into a contact force with high efficiency. This also reduces the effort and, in some cases, the installation volume of a device for providing the actuation force and / or increases the comfort of the usually semi-automatic, manual clutch, particularly as a K1 clutch. Alternatively or additionally, torque transmission can be significantly increased compared to purely frictional torque transmission.

[0051] According to a further aspect, the invention relates to a motor vehicle having at least one drive wheel which can be driven by means of a drive train according to an embodiment according to the above description.

[0052] Most motor vehicles today have front-wheel drive and therefore preferably arrange at least one drive unit, for example, an internal combustion engine and / or a (further) electric drive motor, and / or the (at least one) electric motor, in front of the driver's cab and transversely to the main direction of travel. The installation space is particularly limited with such an arrangement, and it is therefore particularly advantageous to use a small hybrid module. The use of a hybrid module in motorized two-wheelers is similar, requiring significantly increased performance while maintaining the same installation space.

[0053] This problem is exacerbated in small-car passenger cars according to European classification, which are currently the focus of hybridization. The functional units used in a small-car passenger car are not significantly smaller than in larger passenger cars. Nevertheless, the available installation space is considerably smaller. The drivetrain described above features a particularly compact multi-plate clutch. At the same time, a very high desired nominal torque can be transmitted with a short actuation travel. At the same time, the hybrid module can be manufactured conventionally with virtually no change and / or the hybrid module can be manufactured cost-effectively.

[0054] Passenger cars are assigned to a vehicle class based on factors such as size, price, weight, and performance, although this definition is subject to constant change according to market needs. In the US market, vehicles in the small car and subcompact car classes are classified according to the European classification of subcompact cars, while in the British market they correspond to the supermini and city car classes, respectively. Examples of the small car class include the Alfa Romeo Mito, Volkswagen Polo, Ford Fiesta, and Renault Clio. Well-known full hybrids in the small car class include the BMW i3, the Audi A3 e-tron, and the Toyota Yaris Hybrid.

[0055] 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, whereby it should be noted that the drawings are not to scale and are not suitable for defining proportions. It is shown in Fig. 1: a hybrid module with a coaxially arranged electric machine; Fig. 2: a schematic representation of a drive train with a coaxially arranged electric machine; Fig. 3: a hybrid module with traction pulley; Fig. 4: a schematically illustrated drive train with traction drive and electric machine arranged parallel to the axis; Fig. 5: a section of a hybrid module with rotor at the torque absorption; Fig. 6: a drive train in a motor vehicle with a hybrid module; Fig. 7: a disk pack with disengaged friction pairs and with positive locking element in the released state; Fig. 8: a disk pack with engaged friction pairs and with form-locking element in the released state; and Fig. 9: a disk pack with an indented form-locking element.

[0056] Unless explicitly stated otherwise, ordinal numbers used in the preceding and following descriptions serve only to clearly distinguish them and do not reflect the order or ranking of the designated components. Nor does the use of ordinal numbers necessarily imply that another (similar) component with a different ordinal number is present.

[0057] In Fig. 1 shows a cross-sectional view of a hybrid module 1 in which an electric machine 8 with a radially outwardly arranged stator 49 and a radially inwardly arranged rotor 48 is arranged coaxially to a rotational axis 2 and is detachably connected to a drive shaft connection 5 by means of a dry multi-plate clutch 9 with a corresponding torque absorber 7 in a torque-transmitting manner. On the far left in the illustration, a drive mount 54, for example a screw connection for a crankshaft of a piston engine, is provided, which simultaneously forms the primary mass 52 of a dual-mass flywheel 50. A secondary mass 51 is connected to the drive shaft connection 5 via a spring damper 53. The drive shaft connection 5 is therefore only indirectly connected to a drive shaft 39 (cf. Fig. 2 and Fig. 9). On the far right in the illustration, a gear shaft hub 67 with an axial spline is provided, which is connected to a gear shaft 41 (compare Fig. 2 or Fig. 9) can be connected in a torque-transmitting manner. The transmission shaft hub 67 is connected here to a friction disc 62 of a K1 clutch 60, wherein the friction disc 62 is arranged axially between an axially movable pressure plate 61 and an axially rigid counter-plate 63. The pressure plate 61 of the K1 clutch can be actuated by means of a pressure spring 64, for example also designed as a diaphragm spring, wherein the pressure spring 64 is axially supported on a co-rotating clutch cover 70. The K1 clutch can be regarded as a component of the hybrid module 1, although usually only the component in the torque curve according to the illustration to the left of the counter-plate 63 is referred to as hybrid module 1. According to the latter definition, the K1 coupling 60 is connected to the hybrid module 1 here via a module connection 66, here screwed, whereby a module shaft 65 is arranged between it and the transmission shaft connection 6 of the hybrid module 1.Alternatively, the module connection 66 is defined as a transmission shaft connection. Here, too, due to the optional provision of a K1 coupling 60, the transmission shaft connection 6 or the module connection 65 is only indirectly, and in this case also detachably, connected to a transmission shaft 41 (see . Fig. 2 and Fig. 9). The terms drive shaft connection 5 and transmission shaft connection 6 are therefore to be understood as drive-side torque connection and transmission-side torque connection, respectively. It should be noted that in other embodiments, the sequence of a flywheel, for example dual-mass flywheel 50 as shown here, hybrid module 1 and friction clutch 60 according to this illustration in the torque flow from the drive side is arranged such that the friction clutch 60 is arranged as a K0 clutch between the multi-plate clutch 9 and the dual-mass flywheel 50. The embodiment shown here, however, has the advantage that a conventional design of the dual-mass flywheel 50 and the friction clutch 60 can be implemented, with only the hybrid module 1 being axially interposed, for example as a replacement for a conventional torque converter.In addition, the torque support 69 can be easily implemented via a module housing 68 on a motor housing (not shown) because the necessary axial bridging length is small.

[0058] An outer cage 10 is connected, here by means of a rivet, in a torque-resistant manner to the drive shaft connection 5, which is designed as a cup with splines. An inner cage 11 is arranged radially inward with axial overlap, and between the two shaft cages 10 and 11, a friction plate pack 91 is formed with (outer and inner) plates suspended alternately, i.e., alternately radially on the outside of the outer head 10 and radially on the inside of the inner cage 11. This is connected by a plate pack 19 according to Fig. 7 to Fig. 9. The outer cage 10 and the inner cage 11, together with the friction plate pack 91, form a dry multi-plate clutch 9, which in this case forms a K0 clutch. The inner cage 11 is torque-tightly connected to the transmission shaft connection 6. For axial pressing of the plate pack 19, to which Fig. 5, an actuating pot 56 is provided on the contact side 83, which here is arranged between a diaphragm spring 55 and an (optional) modulation spring 59, so that an axial force can be transmitted to the friction plate pack 91 as a result of the preloaded arrangement of the diaphragm spring 55. When a contact force is introduced, the axially movable plates 12 to 18 are pressed via the actuating pot 56 towards the basket plate 76 of the inner basket 11, i.e. towards the opposite side 84. To open the plate pack 19, which is normally closed here by means of the diaphragm spring 55, a release piston 57, for example a central release bearing, is provided, which acts axially on the actuating pot 56 in a rotationally decoupled manner via a release bearing 58, so that the diaphragm spring 55 is deflected axially, here in the direction of the drive shaft connection 5.

[0059] If, for example, an electrical storage device is to be charged and at the same time a transmission 40 (compare Fig. 9) is to be subjected to a torque by an additional (electric) drive motor (not shown), the K1 clutch 60 is opened and the multi-plate clutch 9, in this case the K0 clutch 72, is closed. This switching state also applies to a reverse torque curve, for example, to start the internal combustion engine 38 (see Fig. 2). For the recuperation of existing inertial energy in the transmission or a rolling motor vehicle and / or for accelerating the motor vehicle 4 (see Fig. 9), the K0 clutch 72 is open and the K1 clutch 60 is closed. To boost torque from the internal combustion engine 38 to the transmission 40 by means of an electrical torque output from the electric machine 8 for the hybrid module 1, both the K0 clutch 72 and the K1 clutch 60 are closed.

[0060] In Fig. 2 shows a circuit diagram of a drive train 3, wherein the internal combustion engine 38 is shown, for example, by means of two pistons on a crankshaft, here the drive shaft 39, and is connected by means of its drive shaft 39 via a dual-mass flywheel 50 via a secondary mass connection 73 to a K0 clutch 72. Instead of the internal combustion engine 38, a (further) electric drive motor can also be used. Furthermore, an electric drive motor can be used as the sole drive machine and / or as a drive unit parallel to an internal combustion engine 38. In this embodiment, this K0 clutch 72 does not form a component of the hybrid module 1, but rather the K1 clutch 60, which forms the dry multi-plate clutch 9.Thus, the transmission shaft connection 6 is arranged directly with a transmission shaft 41 of the transmission 40, wherein the transmission 40 here purely symbolically connects the hybrid module 1 with a drive wheel 42 or 43 (compare . Fig. 9). The electric machine 8 is arranged coaxially with the drive shaft 39, with a stator 49 driving a rotor 48 radially outside. The rotor 48 is connected to the torque absorber 7 in a torque-resistant manner or is formed integrally. In this exemplary embodiment, the torque absorber 7 and the drive shaft connection 5 are connected to the multi-plate clutch 9 via the module shaft 65.

[0061] In Fig. 3 is a hybrid module 1 in a fundamentally similar configuration as in Fig. 1. Deviating from the illustration in Fig. 1, a traction mechanism disc 71 is formed here as a torque absorber 7, onto which a traction mechanism 74 (not shown) is connected (compare Fig. 4), here a V-belt. The traction means 74 is for transmitting a torque generated by an electrical machine 8 (not shown) (compare Fig. 4) or the torque to be transmitted to the electric machine 8. The electric machine 8 thus preferably fulfils the same functions as in a coaxial arrangement, for example as in Fig. 1. The traction pulley 71 is formed integrally with the inner basket 11. For the rest, please refer to the description of Fig. 1.

[0062] In Fig. 4 is a schematic view of a drive train 3 with a hybrid module 1, as shown for example in Fig. 3. Instead of the internal combustion engine 38, a (further) electric drive motor can also be used. Furthermore, an electric drive motor can be used as the sole drive machine and / or as a drive unit parallel to an internal combustion engine 38. On the far left of the illustration, an internal combustion engine 38 is shown, again with two pistons on a crankshaft, which forms the drive shaft 39. The drive shaft 39 is releasably connected in a torque-transmitting manner via a dual-mass flywheel 50 with a drive shaft connection 5, which forms the secondary mass connection 73, to the multi-plate clutch 9, which forms a K0 clutch 72.Via a traction mechanism 74, for example a V-belt, the rotor 48, which is driven by a stator 49, of an electric machine 8, which is arranged axially parallel to the drive shaft 39, is connected to a corresponding torque absorber 7, which is preferably designed as a single piece as a traction mechanism pulley 71, and to a dry multi-plate clutch 9. Via the transmission shaft connection 6, or the module connection 65, the hybrid module 1 is detachably connected to a transmission shaft 41 by means of a K1 coupling 60. The transmission 40 is designed here as in . Fig. 2 is shown purely symbolically and forms a torque connection, for example a switchable transmission, to at least one drive wheel 42 or 43 (compare Fig. 9).

[0063] In Fig. 5 shows a hybrid module 1, as shown for example in Fig. 1, where the same reference numerals are used for orientation purposes, but their detailed description differs from the description in Fig. 1 should not be repeated unnecessarily. Here, the focus is on the description of the multi-plate clutch 9 and otherwise reference is made to the corresponding previous description. The multi-plate clutch 9 comprises a friction plate pack 91, wherein alternating inner basket-side plates 75 and 16 to 18 and outer basket-side (outer) plates 12 to 15 are provided. The axial force-absorbing pressure plate 75 is arranged on the far left in the illustration, wherein the friction plate pack 91 is shown compressed here, in that the diaphragm spring 54 with its axial force resulting from the preload acts on the actuating pot 56 in such a way that the (optional) module spring 59 is compressed to the block (compare illustration in Fig. 1 with disengaged diaphragm spring 59). Thus, the pressure plate 75 is pressed axially to the right in the illustration against the first outer plate 12, the first outer plate 12 against the first counter plate 16, the first counter plate 16 against the second outer plate 13, the second outer plate 13 against the second counter plate 17, the second counter plate 17 against the third outer plate 14, the third outer plate 14 against the third counter plate 18, the third counter plate 18 against the fourth outer plate 15, and the fourth outer plate 15 against the basket plate 76, which here is formed integrally from the inner basket 11. The first outer plate 12 forms the first friction plate 20, the second outer plate 13 the second friction plate 21, the third outer plate 14 the third friction plate 22, and the fourth outer plate 15 the fourth friction plate 23.Accordingly, here the first inner plate 16 forms the first counter plate 24, the second inner plate 17 the second counter plate 75 and the third inner plate 18 the third counter plate 26. The design of the outer plates 12 to 15 as friction plates 20 to 23 and correspondingly the inner plates 16 to 18 as counter plates 24 to 26 can also be reversed or mixed in another embodiment. The pressure plate 75 is then correspondingly designed as a plate with friction material, for example at least a friction lining on the plate pack side. By way of example (pars pro toto) on the first friction plate 20, the two friction pairings of such a friction plate are marked in the illustration. This can be transferred accordingly to the other friction plates 21 to 23. The first friction plate 20 forms a first friction plate-side friction surface 30 on the left, which forms a first friction pairing 27 with a right counter-plate-side friction surface 33.According to the illustration on the right, the first friction plate 20 comprises a right friction plate-side friction surface 31, which forms a second friction pairing 28 with a left counter-plate-side friction surface 32 of the first counter-plate 24.

[0064] In Fig. 6 schematically shows a drive train 3 comprising an internal combustion engine 38, a drive shaft 39, a hybrid module 1, an electric machine 8, a transmission shaft 41 of a transmission 40, and a left drive wheel 42 and right drive wheel 43 connected in a torque-transmitting manner. Instead of the internal combustion engine 38, a (further) electric drive motor can also be used. Furthermore, an electric drive motor can be used as the sole drive machine and / or as a drive unit parallel to an internal combustion engine 38. The electric machine 8 is arranged here with its rotor axis 81 axially parallel to the rotation axis 2, i.e., the motor axis 46. Its rotor shaft 80 is permanently connected to the hybrid module 1 by means of a traction mechanism 74 via a traction mechanism pulley 71 in a torque-transmitting manner. The electric machine 8 can thus be operated in parallel with the internal combustion engine 38.Furthermore, in one embodiment, a further friction clutch, for example as in . Fig. 4, and a further electric drive motor, preferably for purely electric driving, is provided (not shown). The drive train 3 is arranged here in a motor vehicle 4, with the internal combustion engine 38 arranged with its motor axis 46 transverse to the longitudinal axis 45 in front of the driver's cab 44.

[0065] In Fig. 7 shows a disk pack 19 schematically in section, as it can be used as a replacement for the previously described friction disk pack 91 and comprises two positive-locking pairs 92 and 93. Here, the (only) positive-locking element 85 is designed as a third outer disk 14, closest to the opposing side 84. Two counter-elements clamping the positive-locking element 85, namely a first axially displaceable counter-element 86 and a second axially fixed counter-element 87, are designed as a second inner disk 17 and a third inner disk 18, respectively. The second inner disk 17 and the third inner disk 18 are designed, for example, like a conventional second counter-disk 25 and a third counter-disk 26, respectively, wherein they have a corresponding positive-locking profile on the positive-locking element side to form a positive-locking pair 92 and 93, respectively. Here, the positive-locking pairs 92 and 93 are shown schematically as spur gear teeth.Adjacent to the pressure side 83, there is a pressure plate 75 on the inner basket side, two friction plates 20 and 21 as outer plates 12 and 13, and two counter plates 24 and 25 as inner plates 16 and 17, by means of which friction pairs 27 and 28 (referred to pars pro toto as the pressure-side and the mutual ones) enable frictional torque transmission. Here, a counter plate 25 is optionally formed integrally from the second inner plate 17 on the pressure side, and a counter element 86 is mutually formed. Furthermore, the third counter plate 18 or the second counter element 87 is optionally formed separately from the inner basket 11 or the basket plate 76, which here forms the abutment. The separate second counter element 18 is firmly connected to the basket plate 76 or merely pushed axially against the basket plate 76.

[0066] In the Fig. In the state shown in Figure 7, there is no contact force 15 (compare Fig. 8 and Fig. 9). Thus, neither the friction pairs 27 and 28 of the friction plates 20 and 21 are brought into (frictional) engagement, nor are the positive-locking pairs 92 and 93 brought into (positive) engagement. Thus, no torque can be transmitted from the outer cage 10 to the inner cage 11 and vice versa. Alternatively, in this released state, the friction pairs 27 and 28 are already in frictional engagement with each other to such an extent that only a negligible or at least sufficiently low drag torque can be transmitted.

[0067] In Fig. 8 is now the disk pack 19 according to Fig. 7 is shown in a state in which the contact pressure force 15 is just large enough to act on the contact pressure plate 75 to move and press the friction pairs 27 and 28 together from the contact side 83 towards the opposite side 84. In this case, a counterforce 90 of the counterspring 88, which here is clamped between a second (axially fixed) counterelement 87 and a first (axially displaceable) counterelement 86, initially prevents the positive locking pairs 92 and 93 from engaging. In this state, a torque is transmitted which is at least large enough for the inner basket and the outer basket to be synchronized with one another within a predetermined minimum time. In a preferred embodiment, the counterforce 90 of the counterspring 88 is supported by the friction forces 89 on the outer basket 10 and inner basket 11.

[0068] In Fig. 9 is now the disk pack 19 according to Fig. 7 and Fig. 8 is shown in a fully engaged state, whereby the positive locking pairs 92 and 93 are now closed and a torque can be transmitted via them. The counter force 90 of the counter spring 88 and, where applicable, the axially opposing friction forces 89 on the slatted cages 10 and 11 are transmitted by means of the now applied (in comparison to the state according to Fig. 8 larger) contact force 15 is overcome. Before this state is reached, the outer basket 10 and the inner basket 11 are (sufficiently) synchronized with each other by means of the friction pairs 27 and 28.

[0069] With the hybrid module proposed here, a multi-plate clutch boasts a particularly compact design. At the same time, a very high desired nominal torque can be transmitted with a short actuation travel. List of reference symbols 1 hybrid module 2 rotation axis 3 Drivetrain 4 Motor vehicle 5 Drive shaft connection 6 Gear shaft connection 7 Torque absorption 8 electric machine 9 multi-plate clutch 10 outer basket 11 Inner basket 12 first outer slat 13 second outer slat 14 third outer lamella 15 Contact pressure 16 first inner lamella 17 second inner lamella 18 third inner lamella 19 slat pack 20 first friction plate 21 second friction plate 22 third friction plate 23 fourth friction plate 24 first counter lamella 25 second counter lamella 26 third counter lamella 27 first friction pairing 28 second friction pair 29 Sliding contact 30 left friction plate side friction surface 31 right friction plate side friction surface 32 left counter-disk friction surface 33 right counter-disk friction surface 34 carriers 35 Sliding coating 36 first tooth flange 37 second tooth flange 38 internal combustion engine 39 Drive shaft 40 gearboxes 41 Gear shaft 42 left drive wheel 43 right drive wheel 44 Driver's cab 45 Longitudinal axis 46 Motor axle 47 External flange mount 48 Rotor 49 Stator 50 dual-mass flywheel 51 Primary mass 52 Secondary mass 53 spring dampers 54 drive mount 55 diaphragm spring 56 Actuating pot 57 release piston 58 release bearing 59 Modulation spring 60 K1 clutch 61 Pressure plate 62 friction disc 63 Counter plate 64 pressure spring 65 module shaft 66 module connection 67 Gearbox shaft hub 68 module housings 69 Torque support 70 clutch cover 71 traction center pulley 72 K0 clutch 73 Secondary ground connection 74 traction devices 75 pressure plate 76 basket plate 77 circumferential force 78 Friction lining 79 Fastening rivet 80 rotor shaft 81 Rotor axis 82 flange web 83 Contact side 84 Opposite side 85 Form-locking element 86 first counter element 87 second counter element 88 Counter spring 89 Contact pressure loss 90 Counterforce 91 Friction plate package 92 first form-fitting pairing 93 second form-lock pairing

Claims

[1] Hybrid module (1) with a rotation axis (2) for a drive train (3) of a motor vehicle (4), comprising at least the following components: - a drive shaft connection (5) for absorbing a torque; - a gear shaft connection (6) for delivering a torque; - a torque absorber (7) for absorbing a torque from an electrical machine (8); - a dry multi-plate clutch (9) with two plate baskets (10, 11), namely an outer basket (10) and an inner basket (11), wherein at least one outer plate (12, 13, 14, 15) is suspended in the outer basket (10) and a number of inner plates (16, 17, 18) corresponding to the number of outer plates (12, 13, 14, 15) is suspended in the inner basket (11) in an axially movable manner, so that the at least one outer plate (12, 13, 14, 15) and the corresponding number of inner plates (16, 17, 18) form a plate pack (19), wherein, for transmitting a torque between the torque absorber (7) and the drive shaft connection (5) and / or the transmission shaft connection (6), the disk pack (19) is axially compressible, wherein a transmission of such a torque in the uncompressed state of the disk pack (19) is interrupted or reduced to a sufficiently low drag torque, wherein in the disk pack (19), the at least one outer disk (12, 13, 14, 15) and the corresponding number of inner disks (16, 17, 18) are designed as friction disks (20, 21, 22, 23) and counter-disk (24, 25, 26), which form a plurality of friction pairings (27, 28) by means of paired friction surfaces (30, 31, 32, 33) facing one another, wherein the disk pack has a displaceable contact side (83) and a rigid counter-side (84), wherein at least one axially movable form-locking element (85) is provided, which can be brought into form-locking engagement with a counter-element (86, 87) of the opposite disk basket (11), characterized by that the form-locking element (85) is a lamella. [2] Hybrid module (1) according to claim 1, wherein a counter spring (88) is provided which is arranged to axially counteract the contact pressure force (88) with a counter force (90), wherein the counter spring (88) prevents engagement of the at least one form-locking element (85) with the at least one corresponding counter element (86, 87) until the contact pressure force (88) sufficient for synchronizing the inner basket (11) and outer basket (10) is reached in the at least one friction pairing (27, 28). [3] Hybrid module (1) according to claim 1 or 2, wherein the at least one form-locking element (85) is formed by at least one of the following components: - an outer lamella (14); and - an inner lamella. [4] Hybrid module (1) according to one of the preceding claims, wherein the at least one counter element (86, 87) is formed by at least one of the following components: - a counter-blade (25); and - a slatted basket, preferably the inner basket (11). [5] Drive train (3), comprising an internal combustion engine (38) with a drive shaft (39), a transmission (40) with a transmission shaft (41) and an electric machine (8), wherein the electric machine (8) can be coupled between the drive shaft (39) and the transmission shaft (41) by means of the torque absorption (7) of a hybrid module (1) according to one of the preceding claims, in that a torque from the electric machine (8) can be releasably transmitted to the drive shaft (39) and / or to the transmission shaft (41), and vice versa, by means of the dry multi-plate clutch (9) of the hybrid module (1). [6] Motor vehicle (4), comprising at least one drive wheel (42, 43) which can be driven by means of a drive train (3) according to claim 5.

Images