Clutch assembly with a disconnect clutch integrated into a torsional vibration damper

Abstract

Clutch assembly (1) for vibration-damped coupling of an output shaft of an internal combustion engine with several shafts of a motor vehicle drivetrain, comprising a torsional vibration damper (5) having a primary component (2) and a secondary component (4) supported in a vibration-damped manner relative to the primary component (2) about an axis of rotation (3), and comprising a disconnecting clutch (6) arranged on the secondary component (4) having two torque outputs (9, 11), wherein the disconnecting clutch (6) comprises a clutch housing (7), a pressure plate (8) arranged axially displaceably in the clutch housing (7) and a clutch disc (10) also arranged within the clutch housing (7) forming a first torque output (9), and wherein the secondary component (4) is directly rotationally coupled to a second torque output (11), characterized in thatthat an actuating element (12) controlling the axial position of the pressure plate (8) of the disconnecting clutch (6) extends axially through a radially extending side wall area (13) of the clutch housing (7).

Description

[0001] The invention relates to a clutch assembly for the vibration-damped coupling of an output shaft of an internal combustion engine to several, preferably exactly two, shafts of a motor vehicle drive train according to the preamble of claim 1. Further preferably, at least one of the shafts is coupled to a rotor of an electric machine to form a hybrid motor vehicle drive train.

[0002] A clutch unit of this type is known from DE 199 45 473 A1.

[0003] The aim of the invention is to provide a clutch unit with a separating clutch integrated in a torsional vibration damper, which has a design that is as compact as possible, in particular in the axial direction.

[0004] This is achieved according to the invention by the subject matter of claim 1. Claim 1 claims a clutch assembly for the vibration-damped coupling of an output shaft of an internal combustion engine to several, preferably exactly two, shafts of a motor vehicle drive train. The clutch assembly according to the invention comprises a torsional vibration damper having a primary component and a secondary component supported in a vibration-damped manner about a rotational axis relative to the primary component, and a separating clutch arranged on the secondary component and having / forming two torque outputs. The separating clutch further comprises a clutch housing, a pressure plate non-rotatably coupled to the clutch housing and arranged axially displaceably within the clutch housing, and a clutch disc likewise arranged within the clutch housing and forming a first torque output (of the separating clutch).The secondary component is also directly rotationally coupled to a second torque output (the separating clutch), wherein an actuating element of the separating clutch, which controls the axial position of the pressure plate, extends axially through a radially extending side wall region of the clutch housing.

[0005] Consequently, an actuating element is nested within the clutch housing of the damper-integrated separating clutch to save space. The actuating element extends from a side of the clutch housing axially facing away from the clutch disc, through the clutch housing, to a side of the clutch housing axially facing the clutch disc. This enables, in particular, an axially compact design.

[0006] Further advantageous embodiments are claimed in the subclaims and explained in more detail below.

[0007] If the actuating element is implemented as a lever spring, preferably a disc spring, the axial structure is further reduced.

[0008] Furthermore, it is advantageous if the secondary component has a flange that is supported directly in the circumferential direction on a spring element, which spring element is further supported in the circumferential direction on the primary component. This keeps the design of the torsional vibration damper as simple as possible. The torsional vibration damper is therefore preferably designed as a spring damper, more preferably as a bow spring damper.

[0009] Furthermore, it is expedient if the primary component of the torsional vibration damper forms a spring receiving chamber, in which spring receiving chamber several spring elements are arranged distributed circumferentially. The secondary component extends radially from the inside into this spring receiving chamber and is supported circumferentially on the respective spring element. This keeps the design of the torsional vibration damper as simple as possible.

[0010] Furthermore, it is expedient if the flange is supported on the primary component via a main bearing. The main bearing is more preferably designed as a rolling bearing, such as a ball bearing. This provides robust support for the secondary component relative to the primary component.

[0011] It is also advantageous if the actuating element protrudes through an opening formed radially within the annular side wall area. This further reduces the manufacturing effort of the clutch assembly.

[0012] In this context, it has also proven useful for the clutch housing to have a cover connected to the secondary component, preferably the flange, and for the cover to directly form the side wall area. This further simplifies the assembly of the clutch assembly.

[0013] Furthermore, it is advantageous if the second torque output has a hub area formed integrally with a flange of the secondary component. This further simplifies the design of the clutch assembly.

[0014] If the second torque output is formed by a hub element attached to the clutch housing, preferably the cover of the clutch housing, the drive train-side connection of the clutch unit is further simplified.

[0015] In this respect, it is also beneficial for an axially compact design if the actuating element has tongues projecting radially inwards, which project axially through several (axial) windows of the hub element arranged distributed in the circumferential direction.

[0016] If the hub element is attached to the clutch housing, preferably the cover, by means of several screws, the final assembly of the clutch unit can also be carried out easily by the customer.

[0017] In this regard, it is alternatively also expedient if the hub element is fastened to the clutch housing by means of several rivets, which in turn can reduce the manufacturing effort.

[0018] If a hub body of the clutch disc forming the first torque output has a toothed region arranged radially within a toothed region of the second torque output, the torque outputs are nested even more compactly. Thus, it is further preferred if the toothed regions of the first torque output and the second torque output are arranged axially overlapping / overlapping at least in sections.

[0019] As an alternative to the radially inward arrangement, it is also expedient if a hub body of the clutch disc forming the first torque output has a toothing region which is arranged radially outside a toothing region of the second torque output.

[0020] In other words, the invention thus provides a damper-integrated KO clutch (disconnect clutch) with a non-switchable connection (via the second torque output) to a rotor shaft (internal or external connection). Preferably, a hub (hub element) is attached to a cover. The hub has a radially closed area with axial apertures (windows). The tongues of the actuating element of the KO clutch are guided through the apertures and between the areas. An (external) attachment of the hub is implemented at the apex of the areas. Alternatively, the hub is connected to an output of the dual-mass flywheel (torsional vibration damper) directly above an output flange (flange) of the dual-mass flywheel. The connection can be integral (internal).

[0021] The invention will now be explained in more detail below with reference to figures, in which context various embodiments are also shown.

[0022] They show: Fig. 1 a longitudinal sectional view of a clutch assembly according to the invention according to a first embodiment, wherein an actuating element of a separating clutch penetrates several windows of a hub element connected to a clutch housing, Fig. 2 a perspective view of the clutch assembly shown in longitudinal section from Fig. 1, Fig. 3 a longitudinal sectional view of a clutch assembly according to the invention according to a second embodiment, wherein in comparison to Fig. 1 rivets instead of screws are used to fasten the hub element to the clutch housing, Fig. 4 a perspective view of the clutch assembly shown in longitudinal section from Fig. 3, Fig. 5 a longitudinal sectional view of a clutch assembly according to the invention according to a third embodiment, wherein a further torque output is now formed directly by a flange of a secondary component of a torsional vibration damper, and Fig. 6 a perspective view of the clutch assembly shown in longitudinal section according to Fig. 5.

[0023] The figures are merely schematic in nature and serve exclusively to facilitate understanding of the invention. The same elements are provided with the same reference numerals. Furthermore, the various features of the different embodiments can, in principle, be freely combined with one another.

[0024] A structure of a clutch unit 1 according to the invention is shown in Fig. 1 can be seen in detail based on the first exemplary embodiment. The clutch assembly 1 forms a structural unit comprising a torsional vibration damper 5, which is preferably designed as a dual-mass flywheel, and a separating clutch 6, which is preferably designed as a friction clutch, more preferably as a single-disk friction clutch.

[0025] The clutch assembly 1 is rotatable about a central axis of rotation 3; the corresponding components of the clutch assembly 1 are therefore arranged concentrically to this axis of rotation 3. The directions used in this context, "axial direction," "radial direction," and "circumferential direction," are considered with reference to this axis of rotation 3. Thus, "axial / axial direction" refers to a direction along the axis of rotation 3, "radial / radial direction" refers to a direction perpendicular to the axis of rotation 3, and "circumferential direction" refers to a direction along a circular line concentric with the axis of rotation 3.

[0026] With regard to the general structure of the torsional vibration damper 5, it can be seen that it has a primary component 2, which is alternatively also referred to as the primary mass and, during operation, is permanently and non-rotatably connected to a crankshaft of an internal combustion engine (not shown here for the sake of clarity). A secondary component 4 of the torsional vibration damper 5, also referred to as the secondary mass, is resiliently supported in the circumferential direction relative to the primary component 2 via a plurality of spring elements 15, which are preferably implemented as arc springs. The spring elements 15 are arranged distributed in the circumferential direction. Thus, the torsional vibration damper 5 is implemented as a spring damper, wherein the spring elements 15 serve to resiliently support the secondary component 4 relative to the primary component 2 within a limited torsion angle range.

[0027] The secondary component 4 has a flange 14, which, viewed axially, is arranged centrally to the spring elements 15 and is supported on one side in the circumferential direction. The spring elements 15 are accommodated in a radially outer spring receiving space 26 in the form of an annular space of the primary component 2. The flange 14 extends radially inward from a contact area (within the spring receiving space 26) in contact with the spring elements 15.

[0028] In the usual way, the torsional vibration damper 5 also has a friction device 28 in order to dampen the relative movements between the primary component 2 and the secondary component 4.

[0029] The separating clutch 6 is attached / arranged on the flange 14. Upon closer inspection, the flange 14 even forms a first coupling component of the separating clutch 6. The flange 14 forms a counterplate / counterpressure plate 29 of the separating clutch 6. A clutch housing 7 of the separating clutch 6 is provided / arranged / attached to the flange 14. The clutch housing 7 has a cover 30. The cover 30 extends inwardly from its attachment region 31 fastened to the flange 14, both in the axial direction and in the radial direction. The cover 30 thus has a radially extending side wall region 13, which is arranged at an axial distance from the flange 14. The cover 30 thus encloses an annular clutch receiving space 32.

[0030] A clutch disc 10, which forms a second clutch component of the separating clutch 6 and can be coupled to the first clutch component, is accommodated in the clutch housing 7 / clutch receiving space 32. The clutch disc 10 is arranged axially between the counterplate 29 and a pressure plate 8, forming the single-disk clutch. The pressure plate 8 is axially adjustable by means of an actuating element 12, which is implemented here as a disc spring. The axially displaceable pressure plate 8 is thus adjustable between an engaged first position, in which the clutch disc 10 is pressed frictionally against the counterplate 29, and a disengaged second position, in which the clutch disc 10 is arranged / spaced apart from the counterplate 29 without torque transmission. For adjustment, the actuating element 12 is further coupled during operation to a corresponding release mechanism and / or hydraulic system.

[0031] The clutch disc 10 forms a first torque output 9 of the separating clutch 6 and is non-rotatably connected to a (first) shaft of the drive train during operation. This first shaft is, for example, a transmission input shaft of a transmission.

[0032] In the first embodiment of the Fig. 1 and Fig. 2, the substantially disc-shaped actuating element 12 has, on its radial inner side, tongues 20 projecting radially inwardly and distributed in the circumferential direction. These tongues 20 also project axially from the pressure plate 8 on an axial side facing away from the pressure plate 8. The tongues 20 project axially through a central (axially continuous) opening 17 of the disc-shaped side wall region 13, as also in Fig. 2. The tongues 20 thus penetrate the clutch housing 7 axially.

[0033] Furthermore, in Fig. 1, a hub element 19 is connected in a rotationally fixed manner to the clutch housing 7, namely the cover 30. This hub element 19 forms a second torque output 11 of the separating clutch 6. Thus, according to the invention, the separating clutch 6 is equipped with two torque outputs 9, 11. The second torque output 11 of the separating clutch 6 is a component permanently connected in a rotationally fixed manner to the secondary component 4.

[0034] The hub element 19 forming the second torque output 11 is rotationally fixedly connected during operation to another (second) shaft of the drive train. This second shaft is, for example, a rotor shaft of an electric machine designed as a prime mover.

[0035] To accommodate the tongues 20, the hub element 19 is directly equipped with several axial windows 27 distributed in the circumferential direction. The tongues 20 penetrate the windows 27 axially. In the circumferential direction, the hub element 19 extends radially continuously between the immediately adjacent windows 27.

[0036] Consequently, the clutch disc 10 forms a (first) toothing area 24 (serration) on its hub body 23, which is connected to the first shaft of the drive train during operation. The hub element 19 forms a (second) toothing area 25 (serration), which is connected to the second shaft during operation.

[0037] It can also be seen that the (first) toothing area 24 of the first torque output 9 in this embodiment is arranged radially inside, but axially overlapping with the (second) toothing area 25 of the second torque output 11.

[0038] Combined with Fig. 1 again clearly shows that several screws 21 distributed circumferentially are used to fasten the hub element 19 to the cover 30. The screws 21 extend radially through the cover 30 and the hub element 19 outside the windows 27.

[0039] In the second embodiment according to the Fig. 3 and Fig. 4, the screws 21 are each replaced by a rivet 22.

[0040] In the third embodiment of the Fig. 5 and Fig. 6, the second torque output 11 is also directly integrated into the flange 14 of the secondary component 4. Accordingly, the flange 14 has a hub region 18 formed integrally therewith, which hub region 18 protrudes axially and forms the second torque output 11. The hub region 18 is directly provided with the second toothed region 25.

[0041] It can also be seen that in the Fig. 5 and Fig. 6 that second toothing region 25 is arranged radially inside a main bearing 16 supporting the flange 14 relative to the primary component 2.

[0042] In addition, in the Fig. 5 and Fig. 6 that the hub region 18 is arranged radially within the first toothing region 24, but axially projects beyond / covers the first toothing region 24 in a certain section.

[0043] In other words, according to the invention, a non-switchable connection between a combustion engine (internal combustion engine) and an electric motor (electric machine) is realized via an additional gearing (gearing area 25) located on the secondary side of a damper (torsional vibration damper 5). The gearing can be formed from various components or attached to various components.

[0044] Two approaches to the solution can be pursued, a solution with external force flow ( Fig. 1 to 4) and a solution with internal force flow ( Fig. 5 and Fig. 6).

[0045] In the solution with external power flow, the first clutch output (first torque output 9) is the inner of the two hubs (toothing area 24), which can be engaged using a KO clutch (disconnect clutch 6). This (first) hub corresponds to a normal clutch disc hub and is connected to a (solid) shaft at the transmission input. As an additional and second clutch output (second torque output 11), another (second) hub (toothing area 25) is connected to the clutch cover (cover 30) in a form-fitting / non-positive / material connection (for example, as in Fig. 1 and Fig. 2 screwed or as in Fig. 3 and Fig. 4 riveted) or integrated into it. The final assembly of the second hub can be done in-house or later, outside the assembly process of the assembly, for example, at the customer's site.

[0046] In the solution with internal power flow, the first clutch output is the outer of the two hubs, which can be engaged using the KO clutch. This (first) hub corresponds to a normal clutch disc hub and is connected to a (first) (hollow) shaft at the transmission input. As an additional and second clutch output, another (second) hub is firmly connected to flange 14 of the dual-mass flywheel or even integrated into it (as in Fig. 5 and Fig. 6). This creates a direct, dampened torque transfer from the combustion engine to the transmission. The second hub is connected to the second shaft at the transmission input. The output torque corresponds to the input torque. List of reference symbols 1 clutch unit 2 Primary component 3 axis of rotation 4 Secondary component 5 torsional vibration dampers 6 Separating clutch 7 Clutch housing 8 Pressure plate 9 first torque output 10 clutch disc 11 second torque output 12 Actuating element 13 Side wall area 14 Flange 15 Spring element 16 main bearings 17 Opening 18 Hub area 19 Hub element 20 Tongue 21 Screw 22 rivets 23 hub body 24 Gearing area of ​​the hub body 25 Gearing area of ​​the second torque output 26 Spring receiving space 27 windows 28 Friction device 29 Counter plate 30 lids 31 Mounting area 32 Clutch receiving space

Claims

[1] Clutch unit (1) for the vibration-damped coupling of an output shaft of an internal combustion engine to several shafts of a motor vehicle drive train, with a torsional vibration damper (5) having a primary component (2) and a secondary component (4) supported in a vibration-damped manner relative to the primary component (2) about a rotational axis (3), and with a separating clutch (6) arranged on the secondary component (4) and having two torque outputs (9, 11), wherein the separating clutch (6) has a clutch housing (7), a pressure plate (8) which is non-rotatably coupled to the clutch housing (7) and arranged axially relatively displaceably in the clutch housing (7), and a clutch disc (10) which is also arranged within the clutch housing (7) and forms a first torque output (9), and wherein the secondary component (4) is directly rotationally coupled to a second torque output (11), characterized bythat an actuating element (12) of the separating clutch (6) controlling the axial position of the pressure plate (8) extends axially through a radially extending side wall region (13) of the clutch housing (7). [2] Clutch unit (1) according to claim 1, characterized by that the secondary component (4) has a flange (14) which is supported directly in the circumferential direction on a spring element (15), which spring element (15) is further supported in the circumferential direction on the primary component (2). [3] Clutch unit (1) according to claim 2, characterized by that the flange (14) is supported on the primary component (2) via a main bearing (16). [4] Clutch unit (1) according to one of claims 1 to 3, characterized by that the actuating element (12) projects through an opening (17) formed radially within the annular side wall region (13). [5] Clutch unit (1) according to one of claims 2 or 3, characterized by that the second torque output (11) has a hub region (18) formed integrally with the flange (14) of the secondary component (4). [6] Clutch unit (1) according to claim 5, characterized by that a hub body (23) of the clutch disc (10) forming the first torque output (9) has a toothed region (24) which is arranged radially outside a toothed region (25) of the second torque output (11). [7] Clutch unit (1) according to one of claims 1 to 4, characterized by that the second torque output (11) is formed by a hub element (19) fastened to the clutch housing (7). [8] Clutch unit (1) according to claim 7, characterized by that a hub body (23) of the clutch disc (10) forming the first torque output (9) has a toothed region (24) which is arranged radially within a toothed region (25) of the second torque output (11). [9] Clutch unit (1) according to claim 7 or 8, characterized by that the actuating element (12) has radially inwardly projecting tongues (20) which project axially through a plurality of circumferentially distributed windows (27) of the hub element (19). [10] Clutch unit (1) according to one of claims 7 to 9, characterized by that the hub element (19) is fastened to the clutch housing (7) by means of several screws (21) or several rivets (22).

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