Hybrid module with one rotational axis for a powertrain

Abstract

Hybrid module (1) with a rotation axis (2) for a powertrain (3), comprising at least the following components: - one motor connection side (4); - a gearbox input side (5); - a torsional vibration damper (6) which is designed to dampen torque transmission between the motor connection side (4) and the gearbox input side (5); - a torque limiter unit (7) comprising a friction pack (10) pressed together by means of a first energy storage element (9) supported on an input flange (8), wherein the torque limiter unit (7) limits the torque transmission between the motor connection side (4) and the transmission input side (5) to a predetermined maximum torque; and - an electric drive machine (11) which is arranged for torque output between the motor connection side (4) and the gearbox input side (5), wherein the torque limiter unit (7) is arranged in the torque flow between the motor connection side (4) and the gearbox input side (5) on the gearbox input side of the torsional vibration damper (6), wherein the torque limiter unit (7) is arranged radially outside the torsional vibration damper (6), wherein the friction package (10) of the torque limiter unit (7) comprises at least one friction disc (16, 17), a pressure plate (18) and a counter plate (19), wherein the friction disc (16) is permanently torque-transmitting connected to the secondary disc (13) of the torsional vibration damper (6), wherein at least one of the friction discs (16,17) of the friction package (10) has two friction linings (20), characterized in that at least one of the friction linings (20) is axially loose and is centered by means of an axial connection (21) between the counter plate (19) and the input flange (8), wherein the axial connection (21) is formed by a plurality of spacer plates (22).

Description

[0001] The invention relates to a hybrid module with a rotation axis for a drive train according to the preamble of patent claim 1. In particular, the invention relates to a drive train with such a hybrid module, as well as to a motor vehicle with such a drive train.

[0002] Hybrid modules are known as components in a drive train, for example in motor vehicles. These comprise an electric drive motor or a torque connection for an electric drive motor (for example, via a belt drive) and are designed to be arranged axially between an internal combustion engine and a transmission. Depending on the application, the electric drive motor is designed to recuperate braking energy in motor-generator mode, support the torque output of the internal combustion engine (boosting), drive purely electrically, and / or (for example, replacing a separate starter motor) to accelerate the combustion shaft of the internal combustion engine from a standstill to a predetermined speed (for example, idle speed or current driving speed).In one embodiment, the hybrid module comprises a torsional vibration damper designed to equalize the system-related, strongly fluctuating torque output of the combustion shaft of the internal combustion engine as early as possible (i.e., close to the internal combustion engine) in the torque flow. To protect the torsional vibration damper from transmission-side torque shock or torque overshoot, a torque limiter unit is increasingly required. The torque limiter unit is designed to interrupt torque transmission when a torque value above a predetermined maximum torque is applied. The predetermined maximum torque is often very high, and it is a considerable effort to accommodate the torque limiter unit in a given (small) installation space in a hybrid module or for a hybrid module.

[0003] The position of the torque limiter unit in the torque flow between the internal combustion engine and a consumer (e.g., a drive wheel of a motor vehicle) plays an important role. One situation is, for example, when a motor vehicle is driving on slippery ground (e.g., ice). Due to the loss of grip with the ground, the drive train rotates to maximum speed (drive wheels spin). When the grip of the drive wheel suddenly returns after leaving the slippery ground, the entire drive mass generates an enormous impact moment (torque shock) against the weakest components of the drive train (e.g., shafts or torsional vibration dampers). Depending on where a torque limiter unit is positioned in the torque flow, the mass changes; in the case described here, it oscillates against the stationary drive wheel.

[0004] As further prior art, reference is made to KR 10 2013 0 065 419 A and DE 11 2013 007 052 ​​T5, which disclose a hybrid module with a torque limiter, which can be read as the preamble of patent claim 1.

[0005] 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.

[0006] The problem is solved by a hybrid module having the features of patent claim 1.

[0007] The invention relates to a hybrid module with a rotation axis for a drive train, comprising at least the following components: - one motor connection side; - a gearbox input side; - a torsional vibration damper designed to dampen torque transmission between the engine connection side and the gearbox input side; - a torque limiter unit comprising a friction package pressed by means of a first energy storage element supported on an input flange, wherein the torque limiter unit limits a torque transmission between the engine connection side and the transmission input side to a predetermined maximum torque; and - an electric drive machine which is arranged for torque output between the motor connection side and the transmission input side, wherein the torque limiter unit is arranged in the torque flow between the motor connection side and the transmission input side on the transmission input side of the torsional vibration damper.

[0008] The hybrid module is primarily characterized by the fact that the torque limiter unit is arranged radially outside the torsional vibration damper.

[0009] In the following, reference is made to the specified axis of rotation whenever, without explicit indication to the contrary, the axial direction, radial direction, or the direction of rotation and corresponding terms are used. 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. An ordinal number greater than one does not necessarily imply that another such component must be present.

[0010] Here, a hybrid module is proposed by means of which a torque about a rotational axis can be transmitted within a drive train or by means of which a torque about this rotational axis can be generated by the electric drive motor of the drive train. For this purpose, the hybrid module has a motor connection side, which is connected (preferably directly) to a drive motor, for example, an internal combustion engine, preferably a piston engine, in a torque-transmitting manner. The opposite side in the torque flow is the transmission input side, which can be connected to a transmission input shaft. The transmission comprises, for example, a transmission gear and, in many cases, also a clutch or separating clutch.The hybrid module preferably has an axially short design, which, for example, corresponds approximately to the overall length of a conventional torsional vibration damper, such as a dual-mass flywheel, a multi-flange damper, or the like, and a coaxially arranged electric drive unit. The electric drive unit is preferably optimized to maximize torque and thus has an axially short design compared to a power-optimized electric drive unit.The hybrid module further comprises a torsional vibration damper, which is designed, for example, as a dual-mass flywheel, a multi-flange damper, a rocker damper, and / or a centrifugal pendulum, and is configured, on the one hand, to equalize torque fluctuations from the engine connection side and, on the other hand, to protect the engine connection side from torque fluctuations on the transmission input side, in a motor vehicle, for example, emanating from a drive wheel during overrun. In the present case, the torsional vibration damper described here is not necessarily arranged completely radially within the torque limiter unit with all (optional) components. Rather, at least the damping and / or energy-storing component is arranged on an effective radius radially within the torque limiter unit or of the component (friction pack) of the torque limiter unit that forms the frictional engagement.In a dual-mass flywheel or a multi-flange damper, for example, the at least one helical compression spring is arranged radially inside the torque limiter unit.

[0011] In a preferred embodiment, the torsional vibration damper is permanently connected to the engine connection side in a torque-transmitting manner, preferably directly. Furthermore, the hybrid module comprises a torque limiter unit, whereby torque transmission between the engine connection side and the transmission input side is limited to a predetermined maximum torque, so that the engine connection side is protected from a transmission-side torque shock above the predetermined maximum torque, for example, one originating in a motor vehicle from a drive wheel during overrun. In one embodiment, the predetermined maximum torque (for example, with a safety factor) is equal to the maximum deliverable torque of the internal combustion engine connected to the engine connection side.The torque limiter unit comprises an input flange that is axially fixed and a friction pack that can be axially compressed. For this purpose, it comprises at least one axially (limited) movable element that is compressed by the (first) energy storage element, for example, a disc spring or a disc spring pack, such that the predetermined maximum torque can be transmitted frictionally. It should be noted at this point that the input flange for the torque limiter unit forms both a torque input and a torque output, depending on the direction of the torque flow between the engine connection side and the transmission input side.

[0012] The friction pack, or the part of the friction pack that is exclusively connected by friction, then forms the output in precisely this sense; that is, both as a torque input and as a torque output. Furthermore, the hybrid module comprises an electric drive motor, which is arranged between the engine connection side and the transmission input side at least for torque output, and preferably also for torque absorption (e.g., for recuperation). Depending on the desired configuration of the hybrid module, torque output (or torque absorption) is possible both at the engine connection side and at the transmission input side. Here, it is proposed that the torque limiter unit be arranged in the torque flow between the engine connection side and the transmission input side, on the transmission input side of the torsional vibration damper.A torque shock from the transmission input side is thus decoupled before reaching the torsional vibration damper, as the torque limiter unit limits the torque surge to the predetermined maximum torque, or under certain circumstances, an even lower torque can be transmitted. This has the advantage that, on the one hand, the mass affected by the torque shock is small, and, on the other hand, the torsional vibration damper, which is sensitive to such a torque shock, is protected by the torque limiter unit.

[0013] Here, it is proposed that the torque limiter unit be arranged radially outside the torsional vibration damper. This allows the torque limiter unit to be designed with a large diameter, allowing a large torque to be transmitted due to the large torque lever with a relatively small friction surface area and / or a relatively low axial contact force. This minimizes the required installation space, particularly in the axial direction, and reduces the bearing requirements due to the low axial contact force compared to a torque limiter unit with a smaller diameter.

[0014] In a preferred embodiment, the hybrid module is designed to be wet, whereby at least one of the components of the hybrid module runs in an oil bath, preferably all of the functional components mentioned here, such as the torsional vibration damper, the torque limiter unit and the electric drive motor, run in an oil bath, particularly preferably in a common bath.

[0015] It is further proposed in an advantageous embodiment of the hybrid module that the torque limiter unit is arranged in radial overlap with the electric drive motor.

[0016] Here, it is proposed that the torque limiter unit be arranged in radial overlap with the electric drive motor, so that the outer diameter of the torque limiter unit and the electric drive motor define the required radial installation space. In one embodiment, the torque limiter unit and the electric drive motor are arranged axially, preferably directly, adjacent to one another.

[0017] In a preferred embodiment, the torque limiter unit is arranged in axial overlap with the torsional vibration damper, with a required axial installation space being defined approximately equal to the required axial length of a torsional vibration damper or a torque limiter unit with the very large diameter in this case. In an embodiment with a torque limiter unit directly adjacent to the electric drive motor, a very small axial installation space can be achieved, while at the same time, the effective radius of the torque limiter unit is very large.

[0018] It is further proposed in an advantageous embodiment of the hybrid module that the torsional vibration damper comprises a primary disk, a secondary disk and at least one second energy storage element, wherein a mass part is connected to the primary disk radially outside, preferably axially overlapping, the torque limiter unit.

[0019] In this embodiment, the torsional vibration damper is designed with a primary disk and a secondary disk, which are supported on one another in a vibratory manner and thus dampening manner by means of at least one (second) energy storage element. Such an energy storage element is, for example, a coil spring, preferably a bow spring or a coil spring with a straight spring axis. The primary disk, which is arranged on the engine side in the torque flow, is preferably connected to a mass part, so that the primary disk and the mass part together form a flywheel. The mass part is, for example, formed integrally with the rest of the primary disk. Nevertheless, the mass part is not defined here as a proprietary component of the torsional vibration damper. Rather, the mass part combines the function of an (engine-side) flywheel with the torsional vibration damper or is integrated into the torsional vibration damper.

[0020] In one embodiment, the primary disk is connected to a counter disk, wherein the primary disk and the counter disk are arranged axially on both sides of the secondary disk, such that the secondary disk is arranged so as to swing between the primary disk and the counter disk. In one embodiment, the secondary disk is guided in the axial direction exclusively by means of elastic support means, for example at least one disc spring, (axially) on both sides of the secondary disk on the primary disk or the counter disk. Here, it is proposed that the mass part be arranged radially outside the torque limiter unit, such that the effective radius of the mass part and thus the mass inertia acting on the primary disk is large even with a relatively low mass of the mass part.

[0021] It is further proposed in an advantageous embodiment of the hybrid module that the friction package of the torque limiter unit comprises at least one friction disc, a pressure plate and a counter-plate, wherein the friction disc is permanently connected, preferably in one piece, to the secondary disc of the torsional vibration damper in a torque-transmitting manner.

[0022] The friction assembly of the torque limiter unit proposed here comprises a pressure plate and a counterplate, between which at least one friction disc is arranged, for example, an intermediate plate between two friction discs. The pressure plate (and optionally intermediate plate) are pressed axially toward the counterplate by means of the (first) energy storage element, so that the friction disc(s) are axially frictionally connected to the plates on both sides. In the configuration proposed here, the friction disc is permanently connected to the secondary disc of the torsional vibration damper in a torque-transmitting manner according to the embodiment described above. In a preferred embodiment, the friction disc forms the secondary disc of the torsional vibration damper in one piece, so that the number of components and the joining steps are minimal.In an embodiment with at least one second friction disc, this is preferably connected to the secondary disc in a torque-transmitting manner via an axial web, wherein the second friction disc is axially displaceable relative to the first friction disc. In this embodiment, the pressure plate and the counterplate (and optionally the intermediate plate) are permanently connected to the input flange of the torque limiter unit in a torque-transmitting manner, for example by means of a bolt rivet or a spacer plate. Such a spacer plate is functionally similar to a stepped bolt, wherein the spacer plate forms a sheet plane that is aligned parallel to a circumferential diameter of the friction pack or tangential thereto.

[0023] At least one pin is formed axially on both sides, which extends axially through the counterplate and the input flange and which is deformed, for example, by compression, for riveting purposes, so that its radial extent is increased and thus the counterplate and the input flange are axially spaced from one another by the axial dimensions of the spacer plate. The pressure plate (and / or optionally the intermediate plate) is supported in a torque-transmitting manner between a plurality of spacer plates and / or axial slots in a spacer plate and is suspended for axial movement. The at least one friction disc is arranged radially within the spacer plates.

[0024] It is further proposed in an advantageous embodiment of the hybrid module that at least one of the friction discs of the friction package has two friction linings, wherein at least one of the friction linings is axially loose and is centered by means of an axial connection between the counter plate and the input flange, wherein the axial connection is preferably formed by a plurality of spacer plates.

[0025] In this embodiment, it is proposed that at least one of the friction discs of a friction assembly, as previously described, has a friction lining on each axial side so that a friction coefficient between the plates and the friction disc can be adjusted efficiently and optimally. In this preferred embodiment, at least one of the friction linings, and preferably all of the friction linings used, is axially loosely connected to the friction disc, i.e., is simply inserted during assembly and not glued or riveted. If the predetermined maximum torque is exceeded, relative rotation between the friction disc and the respective loose friction lining is possible. This makes parts costs or material costs, manufacturing costs, and quality assurance more cost-effective.At least one loose friction lining is centered by means of the axial connection between the counter plate and the input flange, so that assembly is simple and at the same time no additional centering of the component is necessary.

[0026] In a preferred embodiment, this axial connection, which creates a permanent torque transmission between the counterplate and the input flange, is formed by a plurality of spacer plates. The spacer plates are designed as described above and thus form several contact points for the loose friction lining, with the contact points of the spacer plates being arranged concentrically to the rotation axis. This is advantageous for the desired balancing of the torque limiter unit. In an advantageous assembly method, at least some or all of the spacer plates are first pre-assembled with the counterplate or with the input flange.Subsequently, the friction linings and the at least one friction disc, as well as the pressure plate (and optionally the intermediate plate), are axially inserted in the desired sequence. Preferably, the at least one friction disc is then pre-centered using the spacer plates, and the pressure plate (and optionally the intermediate plate) is centered. In an alternative embodiment, spacer rivets (also known as stepped bolts) are used instead of the spacer plates. Such stepped bolts are then also preferably used to center at least the friction linings.

[0027] In one embodiment, only a portion of the components forming the axial connection, for example, spacer plates, are configured to center the friction lining, preferably only three (separate) components of the axial connection spaced approximately 120° apart in the circumferential direction. This is achieved, for example, by the respective centering components (for example, spacer plates) being offset radially inward compared to the other components (for example, stepped bolts) of the axial connection.

[0028] It is further proposed in an advantageous embodiment of the hybrid module that the electric drive motor is arranged upstream of the torque limiter unit on the transmission input side.

[0029] In this embodiment, it is proposed that the electric drive motor be arranged between the torque limiter unit and the transmission input side, for example, via a spline element. In one embodiment, a rotor or its rotor carrier is connected to the input flange, for example, riveted or formed integrally. In many embodiments, it has been found that it is not necessary to protect the rotor from torque shock, thus enabling a hybrid module configuration that utilizes the available space efficiently and requires few components.

[0030] It is further proposed in an advantageous embodiment of the hybrid module that the torque limiter unit and the torsional vibration damper, preferably for wet operation, are housed by means of at least one of the following components: - housing cover, preferably comprising a cover cap; - combustion-side sealing plate; and - Engine wall of an internal combustion engine.

[0031] Here, it is proposed that the torque limiter unit and the torsional vibration damper are housed, for example, housed in such a way that they can be operated wet, particularly preferably in an oil bath, i.e., liquid-cooled, so that the thermal masses and thus the total mass of such a hybrid module can be kept low. To form such a housing, a housing cover is preferably provided, which, for easy assembly, is preferably arranged on the transmission side and is connected, for example, to an engine wall of the internal combustion engine, which is connected to the torsional vibration damper in a torque-transmitting manner. In a particularly preferred embodiment, a cover cap is provided in the housing cover, through which the liquid, for example, a transmission oil, can be added, for example, at least during the first assembly.The housing cover is sealed fluid-tight against, for example, a transmission input shaft with a dynamic sealing ring (e.g., a radial shaft seal). Alternatively, a fluid-tight connection to the transmission housing of the transmission connected to the transmission input side is formed. In an alternative embodiment, or in addition, a connection to a wet-running transmission is created via a hollow shaft, for example, the transmission input shaft, so that a common fluid can be used with the transmission.

[0032] In one embodiment, a combustion-side sealing plate is provided, which is arranged axially between an engine wall of the associated internal combustion engine. The sealing plate is preferably connected to the housing cover, for example, by screwing, most preferably by means of the same screw connection by means of which the housing cover is connected to the engine wall. In one embodiment, the housing cover and the sealing plate can be preassembled with one another and preferably mounted as a structural unit in a drive train. The sealing plate is sealed in a fluid-tight manner with respect to, for example, a crankshaft using a dynamic sealing ring (for example, a radial shaft sealing ring).

[0033] In one embodiment, the housing of the torque limiter unit and the torsional vibration damper is partially formed by the engine wall of the internal combustion engine connected to the torsional vibration damper in a torque-transmitting manner. This eliminates the need for an additional component. This is also advantageous, for example, when a common transmission bell housing is formed for the transmission connected to the hybrid module on the transmission side and the hybrid module. In a preferred embodiment, a dynamic seal is formed between the enclosed space of the hybrid module and the space behind the engine wall, for example, by means of a radial shaft seal. Furthermore, this embodiment saves additional axial installation space and eliminates the need for another component.It should be noted at this point that the housing cover is also an optional component, for example if a housing bell is provided which is used for other transmission parts and cannot be counted as part of the hybrid module alone or is manufactured by different suppliers.

[0034] According to a further aspect, a drive train is proposed, comprising at least the following components: - at least one drive machine with a machine shaft; - a transmission for transmitting a torque of the at least one machine shaft to a consumer; and - a hybrid module according to an embodiment as described above, wherein a torque between the at least one drive machine and the consumer is limited in a predetermined manner by means of the hybrid module and is connected in a damped manner against torsional vibrations.

[0035] The drive train proposed here comprises a hybrid module in one embodiment according to the above description, wherein the torque limiter unit included therein limits torque transmission from the drive motor or its machine shaft to at least one consumer, for example, the drive wheels in a motor vehicle, to a predetermined maximum torque. Torque transmission between the consumer and the machine shaft is preferably possible in both directions, for example, in a motor vehicle for accelerating the motor vehicle (traction mode) and in the opposite direction (overrun mode), for example for using the engine brake to decelerate the motor vehicle and / or to recuperate braking energy. The drive motor is, for example, an internal combustion engine and / or an electric drive motor.In one embodiment, the engine connection side of the hybrid module is torque-fixedly connected to the machine shaft (preferably a combustion engine shaft), and the transmission input side is torque-fixedly connected (at least indirectly, for example via a transmission) to the at least one consumer. The transmission preferably comprises a friction clutch and a (preferably switchable) transmission. The drive train is hybridized, with the hybrid module preferably being connected upstream of a transmission according to a P1 configuration or P2 configuration. In one embodiment, a further electric drive motor is provided, for example in a separate electrical line and / or connected to the same transmission, for example at the rear.

[0036] With the drive train proposed here, which includes the hybrid module described above, an early, i.e. low-mass, separation of the gearbox causing a torque shock from the most sensitive components, such as the torsional vibration damper and the crankshaft of a piston engine, can be protected in a small installation space and at the same time requires very little installation space.

[0037] According to a further aspect, a motor vehicle is proposed, comprising at least one drive wheel which can be driven by means of a drive train according to an embodiment according to the above description.

[0038] Due to the increasing number of components, installation space is particularly limited in motor vehicles, making it particularly advantageous to use a smaller drivetrain. With the desired downsizing of the drive motor and a simultaneous reduction in operating speeds, the intensity of disruptive torsional vibrations increases, as does the requirement for preload forces to achieve a required maximum torque with increasing torque or a reduction in the size of the torque limiter unit. A similar problem arises with hybridization, in which an electric drive motor is used more and more frequently in operation or even forms the main torque source, and the smallest possible internal combustion engine must be used, which, however, must be connected and disconnected from the drivetrain much more frequently.It is therefore a challenge to provide sufficient actuation force while keeping part costs low and the available space limited.

[0039] This problem is exacerbated by European classifications of small cars. The components used in small cars are not significantly smaller than those used in larger cars. Nevertheless, the available installation space is considerably smaller in small cars.

[0040] With the motor vehicle proposed here, comprising the drive train described above, an internal combustion engine is protected from damage in potentially occurring operating situations, while at the same time the required installation space is small, preferably smaller than with conventional (e.g. hybrid) drive trains.

[0041] 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 class are classified as subcompact cars according to the European classification, while in the British market they correspond to the supermini or city car class. Examples of the small car class are a Volkswagen up! or a Renault Twingo. Examples of the subcompact car class are an Alfa Romeo MiTo, Volkswagen Polo, Ford Ka+ or Renault Clio. Well-known hybrid vehicles include the BMW 330e and the Toyota Yaris Hybrid. Mild hybrids include, for example, an Audi A6 50 TFSI e and a BMW X2 xDrive25e.

[0042] 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 rotation axis in a sectional view; Fig. 2: a hybrid module with a rotation axis in a further embodiment in a sectional view; Fig. 3: a friction lining in a front view; and Fig. 4: a powertrain with a hybrid module in a motor vehicle.

[0043] In Fig. 1 shows a sectional view of a hybrid module 1 with a rotational axis 2. The hybrid module 1 comprises a torsional vibration damper 6, a torque limiter unit 7, and an electric drive motor 11. The torsional vibration damper 6 is designed with a primary disk 12, a secondary disk 13, and a counter disk 34, as well as a second energy storage element 14 formed between the primary disk 12 and the secondary disk 13 to reduce rotational irregularities. Via the primary disk 12, the torsional vibration damper 6 is connected by means of a motor connection 35 (here a plurality of screws) to a combustion shaft 28 of an internal combustion engine 27, thus on the motor connection side 4 (cf. Fig. 4) in a torque-transmitting manner. Furthermore, the primary disk 12 is permanently connected to a counter disk 34 by means of a first rivet 36 radially outside the second energy storage element 14 in a torque-transmitting manner, so that the primary disk 12 and the counter disk 34 are arranged axially on both sides of the oscillating secondary disk 13. In addition, (optionally) the secondary disk 13 is supported on both sides in the axial direction by means of elastic support means, here by means of a left-hand disc spring 37 against the primary disk 12 and by means of a right-hand disc spring 38 against the counter disk 34. In the embodiment shown, the primary disk 12 is permanently connected to a mass part 15 in a torque-transmitting manner, so that the primary disk 12 together with the mass part 15 forms a flywheel. The mass part 15 is (optionally) formed integrally with the rest of the primary disk 12.Independently of this, the mass part 15 (optional) protrudes radially beyond the torque limiter unit 7. Furthermore, the mass part 15 is arranged in axial overlap with the torque limiter unit 7, and here (optional) even completely protrudes beyond the torque limiter unit 7 in the axial direction. The torsional vibration damper 6 is connected to the torque limiter unit 7 in a torque-transmitting manner by means of the secondary disc 13, which here (optional) also integrally forms a (first) friction disc 16 of the torque limiter unit 7.

[0044] The torque limiter unit 7 comprises a friction assembly 10, which is pressed by means of a first energy storage element 9 supported on an input flange 8. The friction assembly 10 here has a pressure plate 18, an (optional) intermediate plate 39 and a counterplate 19, as well as (here correspondingly two) friction discs 16, 17. The friction assembly 10 is permanently connected to the input flange 8 by means of an axial connection 21 in a torque-transmitting manner. The axial connection 21 is created here, for example, by means of a plurality of spacer plates 22. A force clamp is formed between the counterplate 19 and the input flange 8 by means of a (first) energy storage element 9, here two disc springs (disc spring assembly) or diaphragm spring (assembly) arranged in series.The (first) energy storage element 9, designed as a disc spring or diaphragm spring, for pressing the friction assembly 10 is here (optionally) supported on its inner circumference on the input flange 8. The first friction disc 16 is arranged axially between the counter plate 19 and the intermediate plate 39, and a second friction disc 17 is arranged axially between the intermediate plate 39 and the pressure plate 18. The second friction disc 17 has a collar with an axial extension and is connected to the first friction disc 16 or to the secondary disc 13 in a torque-transmitting manner so that it can move axially relatively. Friction linings 20 (for example according to the embodiment in FIG. 1) are arranged axially on both sides of the first friction disc 16 and axially on both sides of the second friction disc 17. Fig. 3) so that a friction coefficient between the plates 18,19,39 and the friction disc 16,17 can be adjusted efficiently and optimally.

[0045] The input flange 8 is arranged in the torque flow directly next to the transmission input side 5 and is shown connected to the transmission input shaft 41 in a torque-transmitting manner by means of a spline 40. In addition, the electric drive motor 11 is connected to the input flange 8 via its rotor carrier 29 by means of a second rivet 42, so that torque can also be delivered to the transmission input shaft 41 by means of the electric drive motor 11. A rotor 43 is permanently accommodated by the rotor carrier 29 in a torque-transmitting manner. This rotor 43 can be driven by a rotationally fixed (torque-supported) stator 44 and / or is therefore configured as an eddy current brake for recuperation. The electric drive motor 11 is (optionally) arranged on the transmission input side, on the right-hand side as shown, of the torque limiter unit 7, and (optionally) arranged in radial overlap with the torque limiter unit 7.

[0046] Here, the hybrid module 1 is enclosed by a housing cover 23 and a sealing plate 25. The sealing plate 25 is arranged between an engine wall 26 and the torsional vibration damper 6. The enclosed space of the hybrid module 1 is sealed fluid-tight from the combustion engine shaft 28 by means of a radial shaft seal 45 on the engine connection side and from the transmission input shaft 41 by means of a radial shaft seal 46 on the transmission input side. The fluid, for example a transmission oil, can be added, for example, via an (optional) cover cap 24 arranged on the transmission input side, at least during initial assembly. In the embodiment shown, the housing cover 23 and the sealing plate 25 are (tightly) connected to the engine wall 26 by means of a common screw connection 47 and fixed in place with torque support.

[0047] In Fig. 2 shows a hybrid module 1 with a rotation axis 2 in a further embodiment in a sectional view. The embodiment is similar to that according to Fig. 1, so that here only the differences are shown without loss of generality. It should be noted that at least all the differences shown are independent of each other and that the Fig. 1 and Fig. 2 shows only the smallest number of the permutations highlighted here.

[0048] Unlike the embodiment according to Fig. 1, the motor connection 35 of the primary pulley 12 is created by means of a central screw connection. To ensure torque transmission, a spur gear 48 is provided between the primary pulley 12 and the combustion shaft 28.

[0049] The axial connection 21 from the primary disk 12 to the counter disk 34 is arranged with a first rivet 36 radially inside the second energy storage element 14 (in Fig. 1 radially outside the second energy storage element 14).

[0050] The secondary disc 13 is arranged freely, i.e. without axial preload, between the primary disc 12 and the counter disc 34.

[0051] Here, the friction package 10 of the torque limiter unit 7 only has a first friction disc 16 and no intermediate plate 39.

[0052] Unlike in the previously shown embodiment, the torque limiter unit 7 is axially preloaded by means of a (first) energy storage element 9 comprising a single disc spring.

[0053] The (first) energy storage element 9, designed as a disc spring or diaphragm spring, for pressing the friction package 10 is supported on its outer circumference on the input flange 8.

[0054] The housing of the hybrid module 1 is designed here without a separate sealing plate 25. The radial shaft seal 45 on the engine connection side is arranged between the engine wall 26 and the combustion shaft 28.

[0055] The input flange 8 is designed here with an axial offset, whereby, for example, space is created for an axially wider electric drive motor 11 and / or the electric drive motor 11 can be arranged axially further towards the torque limiter unit 7.

[0056] In Fig. 3 schematically shows a friction lining 20 in a front view. The friction lining 20 is connected to the axial connection 21 by means of a plurality (here eight) (compare Fig. 1 and Fig. 2) forming spacer plates 22 are centered relative to the rotational axis 2. The friction lining 20 is preferably only inserted, i.e. loosely. The friction lining 20 is then axially connected neither to the respective friction disc 16, 17 nor to the respective plate 18, 19, 39. Torque transmission to the respective friction disc 16, 17 and the respective plate 18, 19, 39 is created solely by frictional engagement. In one embodiment, only a portion of the spacer plates 22 are configured to center the friction lining 20, preferably only three of the spacer plates 22 spaced apart from one another by approximately 120° in the circumferential direction, for example by the respective centering spacer plates 22 being offset radially inward compared to the other spacer plates 22.

[0057] In Fig. 4 shows a purely schematic plan view of a drive train 3 with a hybrid module 1 in a motor vehicle 33, wherein a first drive machine 27, for example an internal combustion engine 27, with its combustion shaft 28 and a second drive machine 11, for example an electric drive machine, with a rotor carrier 29 are arranged in a transverse-front arrangement along the rotation axis 2 and transversely to the longitudinal axis 49 and in front of the driver's cab 50 of the motor vehicle 33. This concept is referred to, for example, as a hybrid electric vehicle. The electric drive machine 11 is arranged coaxially with a torsional vibration damper 6 and a torque limiter unit 7 and preferably forms a structural unit with these as a so-called hybrid module 1, for example according to an embodiment according to Fig. 1 and Fig.2. The drive train 3 is configured to propel the motor vehicle 33 by driving a left drive wheel 31 and a right drive wheel 32 (here optionally the front axle of the motor vehicle 33) by means of a torque output from at least one of the drive motors 27, 11. By means of the torsional vibration damper 6, the torque output of the combustion shaft 28 of the internal combustion engine 27 is equalized as early as possible (i.e., close to the internal combustion engine 27) in the torque flow. The torque limiter unit 7 is configured to limit the torque transmission between the combustion shaft 28 and the transmission input shaft 41 to a predetermined maximum torque. Thus, the torsional vibration damper 6 and the internal combustion engine 27 are protected from a torque shock or torque excess on the transmission side.The rotor carrier 29 is, for example, permanently connected to the transmission input shaft 41 of a transmission 30. The transmission 30 is not shown in detail here. It comprises, for example, a continuously variable transmission.

[0058] The hybrid module proposed here is compact and sensitive components of a powertrain can thus be efficiently protected from excessive torque. List of reference symbols 1 hybrid module 2 rotation axis 3 Drivetrain 4 Motor connection side 5 Gearbox input side 6 torsional vibration dampers 7 Torque limiter unit 8 Input flange 9 first energy storage element 10 friction pack 11 electric drive motor 12 Primary disc 13 Secondary disc 14 second energy storage element 15 mass part 16 first friction disc 17 second friction disc 18 Pressure plate 19 Counter plate 20 friction lining 21 axial connection 22 spacer plate 23 Housing cover 24 cover cap 25 sealing sheet 26 Engine wall 27 Internal combustion engine 28 combustion shaft 29 rotor carrier 30 gearboxes 31 left drive wheel 32 right drive wheel 33 Motor vehicle 34 Counter disc 35 Motor connection 36 first rivet 37 left disc spring 38 right disc spring 39 Intermediate plate 40 spline 41 Gearbox input shaft 42 second rivet 43 Rotor 44 Stator 45 motor connection side radial shaft seal 46 gearbox input side radial shaft seal 47 Screw connection 48 spur gearing 49 Longitudinal axis 50 driver's cab

Claims

[1] Hybrid module (1) with a rotation axis (2) for a drive train (3), comprising at least the following components: - a motor connection side (4); - a gearbox input side (5); - a torsional vibration damper (6) which is designed to dampen a torque transmission between the engine connection side (4) and the transmission input side (5); - a torque limiter unit (7) comprising a friction pack (10) pressed by means of a first energy storage element (9) supported on an input flange (8), wherein the torque limiter unit (7) limits a torque transmission between the engine connection side (4) and the transmission input side (5) to a predetermined maximum torque; and - an electric drive machine (11) which is arranged for torque output between the motor connection side (4) and the transmission input side (5), wherein the torque limiter unit (7) is arranged in the torque flow between the motor connection side (4) and the transmission input side (5) on the transmission input side of the torsional vibration damper (6), wherein the torque limiter unit (7) is arranged radially outside the torsional vibration damper (6), wherein the friction package (10) of the torque limiter unit (7) comprises at least one friction disc (16, 17), a pressure plate (18) and a counter plate (19), wherein the friction disc (16) is permanently connected to the secondary disc (13) of the torsional vibration damper (6) in a torque-transmitting manner, wherein at least one of the friction discs (16, 17) of the friction pack (10) has two friction linings (20), characterized bythat at least one of the friction linings (20) is axially loose and is centered by means of an axial connection (21) between the counter-plate (19) and the input flange (8), wherein the axial connection (21) is formed by a plurality of spacer plates (22). [2] Hybrid module (1) according to claim 1, wherein the torque limiter unit (7) is arranged in radial overlap with the electric drive machine (11). [3] Hybrid module (1) according to claim 1 or 2, wherein the torsional vibration damper (6) comprises a primary disc (12), a secondary disc (13) and at least one second energy storage element (14), wherein a mass part (15) is connected to the primary disc (12) radially outside, preferably axially overlapping, the torque limiter unit (7). [4] Hybrid module (1) according to one of the preceding claims, wherein the electric drive machine (11) is arranged upstream of the torque limiter unit (7) on the transmission input side. [5] Hybrid module (1) according to one of the preceding claims, wherein the torque limiter unit (7) and the torsional vibration damper (6), preferably for wet operation, are housed by means of at least one of the following components: - housing cover (23), preferably comprising a cover cap (24); - combustion-side sealing plate (25); and - engine wall (26) of an internal combustion engine (27). [6] Drive train (3) comprising at least the following components: - at least one drive machine (27,11) with a machine shaft (28,29); - a transmission (30) for transmitting a torque of the at least one machine shaft (28, 29) to a consumer (31, 32); and - a hybrid module (1) according to one of the preceding claims, wherein a torque between the at least one drive machine (27) and the consumer (31, 32) is limited in a predetermined manner by means of the hybrid module (1) and is connected in a damped manner against torsional vibrations. [7] Motor vehicle (33) comprising at least one drive wheel (31, 32) which can be driven by means of a drive train (3) according to claim 6.

Images