Clutch unit with an additional non-switchable output parallel to a separating clutch

Abstract

Clutch assembly (1) for the vibration-damped coupling of an output shaft of an internal combustion engine to a plurality of shafts of a motor vehicle drive train, 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 a rotational axis (3), and comprising a separating clutch (6) arranged on the secondary component (4) and having two torque outputs (9, 11), wherein the separating clutch (6) has a counterplate (29) connected in a rotationally fixed manner to a central flange (14) of the secondary component (4), a clutch housing (7) fastened to the counterplate (29), a pressure plate (8) coupled in a rotationally fixed manner to the clutch housing (7) and arranged in the clutch housing (7) for axial relative displacement, and a clutch disc (10) likewise arranged within the clutch housing (7) and forming a first torque output (9).and wherein the counter-plate (29) directly forms a second torque output (11), characterized in that the central flange (14) is connected to the counter-plate (29) by means of a force-locking and / or form-locking connection (16) and the connection (16) is designed as an axial plug-in connection.

Description

The invention relates to a clutch assembly for the vibration-damped coupling of an output shaft of an internal combustion engine with a plurality of, preferably exactly two, shafts of a motor vehicle drive train. Further preferably, at least one of the shafts is coupled to a rotor of an electric machine, for forming a hybrid motor vehicle drive train.A corresponding clutch assembly according to the preamble of claim 1 is known, for example, from DE 199 45 473 A1.The object of the invention is to provide a clutch assembly with a separating clutch integrated in a torsional vibration damper, which clutch assembly has a structure that is as compact as possible, in particular in the axial direction.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 with a plurality of, preferably exactly two, shafts of a motor vehicle drive train. The clutch assembly according to the invention has a torsional vibration damper having a primary component and a secondary component supported in a vibration-damped manner about an axis of rotation relative to the primary component, and a separating clutch arranged on the secondary component and having / forming two torque outputs. The separating clutch further has a counter plate which is connected in a rotationally fixed manner to a central flange of the secondary component, a clutch housing which is fastened to the counter plate, a pressure plate which is coupled in a rotationally fixed manner to the clutch housing and is arranged in an axially relatively displaceable manner in the clutch housing, and a clutch disk which is likewise arranged within the clutch housing and forms a first torque output (of the separating clutch). A second torque output (of the disconnect clutch) is formed directly by the counter plate.Consequently, a second torque output of the separating clutch is formed directly by an already present component of the separating clutch. This enables a simple construction with as few components as possible and a compact construction.Further advantageous embodiments are claimed in the dependent claims and explained in more detail below.According to the invention, the central flange is connected to the counter plate by means of a force-fit and / or form-fit connection, whereby the assembly of the clutch assembly is further simplified.Furthermore, it is provided according to the invention that the connection is designed as an axial plug connection. This further facilitates the assembly process. Alternatively, it is also to be shown as advantageous if the connection is or has a rivet connection.For the most robust possible connection of the counter plate to the central flange, it is also advantageous if a driver ring having a toothing is attached to the counter plate and the driver ring is pushed with its toothing onto a counter toothing of the central flange.It is furthermore advantageous if the second torque output has a hub region formed integrally / integrally with the counter plate. The construction of the clutch assembly is thereby further simplified.If a hub body of the clutch disk forming the first torque output has a toothing region which is arranged radially within a toothing region of the second torque output, the torque outputs are interleaved with one another in an even more compact manner.In this case, it is further beneficial for a compact construction if the toothing region of the first torque output is arranged at least partially axially at the same height as the toothing region of the second torque output.It is furthermore advantageous if the central flange 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. As a result, the construction of the torsional vibration damper is kept as simple as possible. The torsional vibration damper is consequently preferably designed as a spring damper, more preferably as an arc spring damper.It is furthermore expedient if the primary component of the torsional vibration damper forms a spring receiving space in which spring receiving space a plurality of spring elements arranged distributed in the circumferential direction are arranged, wherein the central flange projects radially from the inside into this spring receiving space and is supported on the circumferential side on the respective spring element. The construction of the torsional vibration damper is thereby kept as simple as possible.In other words, according to the invention, a non-shiftable output (second torque output) is thus present in parallel with a K0 clutch (separating clutch) connected downstream of a damper / dual-mass flywheel (torsional vibration damper). The output flange (central flange) of the dual mass flywheel is connected to the flywheel (counter plate) (may be plugged or riveted or the like). The toothing between the flywheel and a solid shaft is effected here in an unshifted manner via an internal toothing of the flywheel (toothing region of the counter plate). A recess for the flywheel hub (hub portion of the counter plate) may be provided within the outer diameter of the solid shaft.The invention is now explained in more detail below with reference to figures.The following are shown: FIG. 1 shows a longitudinal sectional illustration of a clutch assembly according to the invention according to a preferred exemplary embodiment, and FIG. 2 shows a perspective illustration of the clutch assembly from FIG. 1 shown in longitudinal section.The figures are merely schematic in nature and serve exclusively for understanding the invention. The same elements are provided with the same reference numerals.A construction of a clutch assembly 1 according to the invention can be seen in detail in FIG. 1 on the basis of a preferred exemplary embodiment. The clutch assembly 1 forms a structural unit consisting of a torsional vibration damper 5, which is preferably designed as a two-mass flywheel, and a separating clutch 6, which is preferably designed as a friction clutch, more preferably as a single-plate friction clutch.The clutch assembly 1 is rotatable about a central axis of rotation 3; the corresponding components of the clutch assembly 1 are consequently arranged concentrically with respect to this axis of rotation 3. The directional specifications axial direction, radial direction and circumferential direction used herein are considered with reference to this axis of rotation 3. The term axial / axial direction is thus to be understood as meaning a direction along the axis of rotation 3, the term radial / radial direction as meaning a direction perpendicular to the axis of rotation 3 and the term circumferential direction as meaning a direction along a circular line running concentrically with respect to the axis of rotation 3.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 a primary mass and is permanently connected in a rotationally fixed manner during operation to a crankshaft of an internal combustion engine, which crankshaft is not shown in greater detail here for the sake of clarity. A secondary component 4, also referred to as secondary mass, of the torsional vibration damper 5 is spring-supported relative to the primary component 2 in the circumferential direction via a plurality of spring elements 15, which are preferably realized as arc springs. The spring elements 15 are arranged distributed in the circumferential direction. The torsional vibration damper 5 is thus realized as a spring damper, wherein the spring elements 15 serve for the resilient support of the secondary component 4 relative to the primary component 2 within a limited range of angles of rotation.The secondary component 4 has a central flange 14, which, viewed axially, is arranged centrally with respect to the spring elements 15 and is supported on these on one side in the circumferential direction. The spring elements 15 are accommodated in a radially outer spring accommodation chamber 26 in the form of an annular chamber of the primary component 2. The central flange 14 extends radially inward away from an abutment / contact region (within the spring receiving space 26) which is in contact with the spring elements 15.In the usual manner, the torsional vibration damper 5 also has a friction device 28 in order to damp the relative movements between the primary component 2 and the secondary component 4.The disconnect clutch 6 is directly connected / attached to the central flange 14. In other words, the central flange 14 is permanently connected in a rotationally fixed manner to a first clutch component of the separating clutch 6. In particular, the central flange 14 is connected to a counter plate 29, also referred to as flywheel, of the separating clutch 6.In this embodiment, the counter plate 29 is connected to the central flange 14 via a positive connection 16. The connection 16 is designed as an axial plug-in connection, viewed in more detail. A driver ring 19 having a toothing 21 is attached to the counter plate 29, for example riveted, screwed or welded on. The driver ring 19 is pushed with its toothing 21 onto a counter toothing 22 of the central flange 14, forming a positive fit in the circumferential direction / rotational direction. The toothing 21 is implemented as external toothing, whereby the counter toothing 22 is implemented as internal toothing.It should be noted that in further embodiments the connection 16 is also implemented in another manner, preferably as a force-fit connection, more preferably as a rivet connection (for example with a direct riveting of the counter plate 29 to the central flange 14). Furthermore, a combination of a form-fit connection and a force-fit connection is also conceivable.On the counter plate 29, a clutch housing 7 of the separating clutch 6 is also provided / formed / attached. The clutch housing 7 has a cover 30. The cover 30 extends inwardly from its attachment portion 31 fastened to the counter plate 29 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 axially spaced apart from the counter plate 29. The cover 30 thus encloses an annular clutch receiving space 32.In the clutch housing 7 / clutch receiving space 32, a clutch disk 10 is received, which forms a second clutch component of the separating clutch 6, which can be coupled to the first clutch component. The clutch plate 10 is arranged axially between the counter plate 29 and a pressure plate 8, forming the single-plate clutch. The pressure plate 8 is axially adjustable by means of an actuating element 12, which is realized here as a disk spring. The axially displaceable pressure plate 8 is thus adjustable between an engaged first position, in which the clutch disk 10 is pressed frictionally against the counter plate 29, and a disengaged second position, in which the clutch disk 10 is arranged / spaced apart from the counter plate 29 without torque transmission. For adjustment, the actuating element 12 is further coupled during operation to a corresponding disengagement mechanism and / or hydraulic system.The clutch disk 10 forms a first torque output 9 of the separating clutch 6 and is connected to a (first) shaft of the drive train in a rotationally fixed manner during operation. This first shaft is, for example, a transmission input shaft of a transmission.In the exemplary embodiment of FIGS. 1 and 2, the substantially disk-shaped actuating element 12 has tongues 20 which protrude radially inward on its radial inner side and are arranged distributed in the circumferential direction. The tongues 20 project into a central (axially continuous) opening 17 of the disc-shaped side wall region 13, as can also be seen in FIG. 2, and are there coupled to the further disengagement mechanism during operation.Furthermore, a second torque output 11 of the separating clutch 6 is integrated directly into the counter plate 29. 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 to the secondary component 4 in a rotationally fixed manner.Accordingly, the counter plate 29 has a hub region 18 formed integrally with it, which hub region 18 projects axially and forms the second torque output 11. The hub region 18 is provided directly with a toothed region 25. Consequently, on the one hand, the clutch disk 10 forms, on the side of its hub body 23, a (first) toothing region 24 (splined toothing) which is connected, during operation, to the first shaft of the drive train. The hub portion 18 forms a (second) toothed portion 25 (splined) which is connected to a second shaft during operation. This second shaft is, for example, a rotor shaft of an electric machine designed as a drive machine.In addition, it can be seen in FIGS. 1 and 2 that the hub region 18 with the second toothing region 25 is arranged radially within the first toothing region 24, but axially protrudes / overlaps the first toothing region 24 in a certain portion.To accommodate the hub region 18, a recess 33 is preferably provided within an outer diameter of the second shaft, which is preferably formed as a solid shaft and is indicated in the figures by means of a shaft section 27.In other words, according to the invention, a non-switchable connection between an engine (internal combustion engine) and an electric motor (electric machine) is realized via an additional toothing (toothing region 25), which is seated on the secondary side on a damper (torsional vibration damper 5). The toothing can be formed from different components or fastened to different components.A solution with an internal force flow is preferred. The first clutch output (first torque output 9) is the outer one of the two hubs (hub body 23), which can be shifted with the aid of the K0 clutch (separating clutch 6). This (first) hub (hub body 23) corresponds to a normal clutch disk hub and is connected to a (first) (hollow) shaft at the transmission input. As an additional and second clutch output (second torque output 11), a further (second) hub (hub region 18) is firmly connected to the flange (central flange 14) of the dual-mass flywheel (torsional vibration damper 5) or, more preferably, integrated into a counter plate 29 of the separating clutch 6) connected to the flange. This results in a direct damped torque flow from the internal 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 characters1 Clutch assembly 2 Primary component 3 Rotational axis 4 Secondary component 5 Torsional vibration damper 6 Separating clutch 7 Clutch housing 8 Pressure plate 9 First torque output 10 Clutch disk 11 Second torque output 12 Actuating element 13 Side wall region 14 Central flange 15 Spring element 16 Connection 17 Opening 18 Hub region 19 Driver ring 20 Tongue 21 Toothing 22 Counter toothing 23 Hub body 24 Toothing region of the hub body 25 Toothing region of the second torque output 26 Spring receiving space 27 Shaft portion 28 Friction device 29 Counterplate 30 Cover 31 Attachment region 32 Clutch receiving space 33 Cutout

Claims

Clutch assembly (1) for vibration-damped coupling of an output shaft of an internal combustion engine with a plurality of 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 about an axis of rotation (3) relative to the primary component (2), 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 counterplate (29) connected in a rotationally fixed manner to a central flange (14) of the secondary component (4), a clutch housing (7) fastened to the counterplate (29), a pressure plate (8) coupled in a rotationally fixed manner to the clutch housing (7) and arranged in an axially relatively displaceable manner in the clutch housing (7), and a clutch disc (10) likewise arranged within the clutch housing (7) and forming a first torque output (9), and wherein the counter plate (29) directly forms a second torque output (11), characterized in that the central flange (14) is connected to the counter plate (29) by means of a force-fit and / or form-fit connection (16), and the connection (16) is designed as an axial plug connection.Clutch assembly (1) according to Claim 1, characterized in that a driver ring (19) having a toothing (21) is fitted to the counterplate (29), and the driver ring (19) is pushed with its toothing (21) onto a counter toothing (22) of the central flange (14).Clutch assembly (1) according to one of Claims 1 to 2, characterized in that the second torque output (11) has a hub region (18) which is formed integrally with the counterplate (29) in terms of material.Clutch assembly (1) according to one of Claims 1 to 3, characterized in that a hub body (23) of the clutch disc (10) which forms the first torque output (9) has a toothing region (24) which is arranged radially outside a toothing region (25) of the second torque output (11).Clutch assembly (1) according to Claim 4, characterized in that the toothed region (24) of the first torque output (9) is arranged at least partially axially at the same height as the toothed region (25) of the second torque output (11).Clutch assembly (1) according to one of Claims 1 to 5, characterized in that the central flange (14) is supported in the circumferential direction directly on a spring element (15), which spring element (15) is supported further in the circumferential direction on the primary constituent (2).

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