Drive arrangement

Abstract

Drive arrangement (1) for a drive train (2) of a hybrid or fully electrically operated motor vehicle (3), comprising an electric machine (4) with a stator (5) and a rotor (7) which is rotatable relative to the stator (5) and fixed in a rotationally fixed manner on a rotor carrier (6), which rotor is formed from a plurality of rotor laminations (8) stacked on one another, and a coupling device (9) for coupling and uncoupling the rotor (7) into and from the drive train (2) of the motor vehicle (3), wherein the coupling device (9) is arranged at least in sections in its axial extent radially inside the rotor (7) and has an actuating device (10) by means of which a separating clutch (11) of the coupling device (9) can be actuated, characterized in that the rotor carrier (6) is formed from one of the rotor laminations (8).

Description

[0001] The present invention relates to a drive arrangement for a drive train of a hybrid or fully electric motor vehicle comprising an electric machine with a stator and a rotor which is rotatable relative to the stator and fixed in a rotationally fixed manner on a rotor carrier and which is formed from a plurality of rotor laminations stacked on one another, as well as a clutch device for coupling and uncoupling the rotor in and out of the drive train of the motor vehicle, wherein the clutch device is arranged at least in sections in its axial extent radially inside the rotor and has an actuating device by means of which a separating clutch of the clutch device can be actuated.

[0002] A hybrid vehicle's drivetrain combines an internal combustion engine and an electric motor, enabling purely electric operation—for example, in urban areas—while maintaining sufficient range and availability, especially for long-distance journeys. In certain operating situations, it is also possible to use both the internal combustion engine and the electric motor simultaneously.

[0003] As known from EP 0 773 127 A2, a separating clutch can be arranged between the internal combustion engine and the electric motor to separate the internal combustion engine from the electric motor and the rest of the hybrid vehicle's drivetrain. In purely electric operation, the separating clutch, also known as the K0 clutch, is then opened and the internal combustion engine is switched off, so that the drive torque of the hybrid vehicle is generated exclusively by the electric motor.

[0004] Such separating clutches are typically actuated by a hydraulic actuation system. A hydraulic actuation system typically features a master cylinder that transfers the pressure generated in the master cylinder to a slave cylinder via a hydraulic pressure line. The slave cylinder, via an axially displaceable piston and a clutch release bearing, transfers the hydraulic pressure to a lever system, which engages or releases a frictional engagement on the separating clutch. Fully hydraulic actuation systems, such as those typically used in hybrid modules, can be equipped with a central slave cylinder, often referred to as a concentric slave cylinder (CSC).

[0005] A drive arrangement according to the preamble of claim 1 is shown in DE 10 2009 040 367 A1.

[0006] There is a continuing need for such hybrid modules to be particularly compact, powerful and cost-effective to produce.

[0007] The object of the invention is therefore to reduce the number of components required for a drive arrangement for a drive train of a hybrid or fully electric motor vehicle and to make the use of materials more efficient.

[0008] This object is achieved by a drive arrangement for a drive train of a hybrid or fully electric motor vehicle comprising an electric machine with a stator and a rotor which is rotatable relative to the stator and fixed in a rotationally fixed manner on a rotor carrier, which rotor is formed from a plurality of rotor sheets stacked on one another, and a clutch device for coupling and uncoupling the rotor in and from the drive train of the motor vehicle, wherein the clutch device is arranged at least in sections in its axial extent radially inside the rotor and has an actuating device by means of which a separating clutch of the clutch device can be actuated, wherein the rotor carrier is formed from one of the rotor sheets.

[0009] This provides the advantage that, in addition to its function of connecting the rotor to the torque path of the drive assembly, the rotor arm can also provide an axial extension of the rotor lamination stack. The rotor lamination of the rotor arm thus forms part of the rotor lamination stack and, as such, interacts electromagnetically with the stator of the electric machine, thereby optimizing the performance of the electric machine.

[0010] The rotor lamination of the rotor carrier is preferably formed from a soft magnetic material. The rotor carrier is particularly preferably formed from an electrical steel sheet.

[0011] First, the individual elements of the claimed subject matter of the invention will be explained in the order in which they appear in the set of claims, and particularly preferred embodiments of the subject matter of the invention will be described below.

[0012] The drive arrangement comprises an electric machine for driving a motor vehicle. The electric machine serves to convert electrical energy into mechanical energy and / or vice versa, and it generally comprises a stationary part referred to as a stator, stand, or armature, and a part referred to as a rotor or runner, which is arranged to be movable, in particular rotatable, relative to the stationary part. In particular, the electric machine is dimensioned such that vehicle speeds greater than 50 km / h, preferably greater than 80 km / h, and in particular greater than 100 km / h can be achieved. The electric motor particularly preferably has an output greater than 30 kW, preferably greater than 50 kW, and in particular greater than 70 kW. It is further preferred that the electric machine provides rotational speeds greater than 5,000 rpm, particularly preferably greater than 10,000 rpm, and most particularly preferably greater than 12,500 rpm.

[0013] The electric machine can be designed as a radial flux machine or an axial flux machine. A radial flux machine is characterized by the fact that the magnetic field lines in the air gap formed between the rotor and stator extend radially, whereas in an axial flux machine, the magnetic field lines in the air gap formed between the rotor and stator extend axially. In the context of this invention, it is possible for the electric machine to be configured as a radial flux machine or an axial flux machine.

[0014] It is preferable to design the electrical machine as a radial flux machine. The stator of a radial flux machine is usually cylindrical or cylindrical-ring-shaped and generally consists of a stator body formed from electrically insulated, layered, and laminated steel sheets. This structure keeps the eddy currents in the stator caused by the stator field to a minimum. Distributed around the circumference, the electrical steel sheet has grooves or circumferentially closed recesses arranged parallel to the rotor shaft, which accommodate the stator winding or parts of the stator winding. Depending on the design, the grooves can be closed off towards the surface with locking elements such as locking wedges or covers or the like to prevent the stator winding from becoming detached.

[0015] The stator body is preferably formed as a single piece. A single-piece stator body is characterized by the fact that the entire stator body is formed as a single piece across its circumference. The stator body is typically formed from a plurality of stacked laminated electrical sheets, each of which is formed into a closed circular ring. The individual sheets can be held together in the stator body, for example, by gluing, welding, or screwing.

[0016] A rotor is the rotating part of an electric machine. The rotor is connected to a rotor carrier, on which one or more rotor bodies formed from rotor cores are arranged, arranged in a rotationally fixed manner on and / or on the rotor carrier.

[0017] For the purposes of the invention, a rotor body is understood to mean the rotor without a rotor carrier. The rotor body is therefore composed, in particular, of a rotor core and the permanent magnets incorporated into the pockets of the rotor core or fixed circumferentially to the rotor core, as well as any axial cover parts for closing the pockets.

[0018] The permanent magnets can preferably be incorporated into the pockets of the rotor core. A single larger rotor magnet designed as a bar magnet or several smaller permanent magnet elements can be provided per pocket.

[0019] The rotor preferably has a plurality of rotor bodies. Particularly preferably, the rotor bodies are formed of substantially identical parts, in particular substantially identical.

[0020] It is highly preferred for a rotor body to be formed from identical, in particular substantially identical, rotor laminations. A rotor body is therefore particularly preferably formed from a rotor lamination stack, which is composed of a plurality of laminated individual laminations or rotor laminations, generally made of electrical steel sheet, which are layered and stacked together to form a stack, the so-called rotor lamination stack. The individual laminations can be held together in the rotor lamination stack by gluing, welding, or screwing. A rotor lamination stack can, in particular, also have permanent magnets incorporated into the pockets of the rotor lamination stack or fixed circumferentially to the rotor lamination stack.

[0021] The clutch device according to the invention comprises an actuating device and a separating clutch for coupling or decoupling the electric machine into or out of the drive train of the motor vehicle.

[0022] The actuating device can preferably be designed as a hydraulic release system. A hydraulic release system usually has a master cylinder that transmits the pressure generated in the master cylinder to the slave cylinder via a hydraulic pressure line. The hydraulic pressure can also be provided, in particular, by means of a so-called power pack, which consists of a hydraulic pump and a hydraulic pressure accumulator that can be pressurized by the hydraulic pump. In this case, a pressure chamber of the slave cylinder can then be hydraulically pressurized, for example, by a master cylinder that is controlled by a control unit via an electric motor, or by a hydraulic pump, optionally with the assistance of a pressure accumulator. A so-called power pack can advantageously be used, which switches several pressure circuits via a central hydraulic pump and corresponding valves.

[0023] The hydraulic release system therefore particularly preferably hydraulically actuates a separating clutch of the clutch system by applying pressure to the master cylinder. This can be done—as explained—either by means of an actuator controlled by a control unit or by manual actuation by the driver using a clutch pedal.

[0024] The slave cylinder of a hydraulic release system is preferably configured as a central release mechanism. A central release mechanism transmits the hydraulic pressure to a lever system, which can be formed, for example, by a diaphragm spring, by means of an axially displaceable piston and, particularly preferably, with the interposition of a clutch release bearing. The diaphragm spring acts, for example, on an axially displaceable pressure plate and is clamped against a counterpressure plate rigidly connected to the rotor.

[0025] A central release mechanism can have a central release mechanism housing. The central release mechanism housing accommodates components of the central release mechanism, in particular the movable central release mechanism piston, and protects them from external mechanical or chemical influences. Furthermore, the central release mechanism housing allows for easy assembly and fixation of the central release mechanism within the drivetrain. The central release mechanism housing can be constructed in one piece or in multiple pieces. The central release mechanism housing can preferably be made of a plastic, a metallic material, and / or a ceramic material. The central release mechanism piston chamber formed in the central release mechanism housing accommodates and guides the central release mechanism piston, which is mounted for linear movement in the central release mechanism housing.

[0026] The central release mechanism also has a central release piston. The central release piston's function is to convert hydraulic pressure into a linear displacement of the central release piston, which allows the clutch system to be transitioned from an engaged operating state to a disengaged operating state. The central release mechanism can have one annular central release piston or multiple central release pistons (multi-piston release mechanism).

[0027] Furthermore, the central release mechanism has at least one central release piston seal. The central release piston seal seals the linearly movable central release piston from the central release housing that accommodates the central release piston. The central release piston seal can be designed, in particular, as a sealing ring. It is particularly preferred that the central release piston seal be formed from an elastic, particularly preferably rubber-elastic material. The elastic material can preferably consist entirely or partially of an elastomer, with the elastomers again preferably being selected from the group of vulcanizates of natural rubber and silicone rubber.

[0028] The hydraulic fluid in a hydraulic clutch release system is designed to transfer energy in the form of pressure within the vehicle's clutch system with as little loss as possible. In addition to this primary function, the hydraulic fluid can also provide lubrication and corrosion protection for the moving parts and metal surfaces of the hydraulic release system. Furthermore, it can also dissipate contaminants (e.g., from abrasion), water, air, and waste heat.

[0029] The clutch device has the function of switchingly coupling or decoupling the driving engine side in the drive train of a vehicle, in particular from the transmission side, and thus enabling, for example, a gear change of the transmission while driving and thereby being able to operate the driving engine in a preferred speed / torque range, and / or coupling an electric motor or an internal combustion engine from or into a drive train.

[0030] Such clutch devices, preferably fully hydraulically operated, particularly in hybrid vehicles, can therefore preferably be equipped with a central release cylinder, often also referred to as a concentric slave cylinder (CSC). This can, in particular, consist of an annular hydraulic central release cylinder with an integrated release bearing, which is arranged centrally to the clutch shaft.

[0031] The clutch device can preferably further comprise a clutch release bearing. Clutch release bearings are known as such. It is preferred to design the clutch release bearing as a rolling bearing. A clutch release bearing can accordingly preferably have rolling elements rolling between an inner ring and an outer ring of the rolling bearing. Between these three main components, inner ring, outer ring, and the rolling elements, rolling friction primarily occurs within the rolling bearing. A clutch release bearing—as is preferably used in the clutch device—essentially comprises three parts: the inner ring, which is preferably rotatable, and the outer ring, which is fixedly mounted independently of the inner ring. The bearing is provided by rolling elements arranged in a cage between the inner ring and outer ring.

[0032] The clutch device further comprises a separating clutch. The separating clutch functions to establish a detachable, non-positive connection between a clutch input shaft and a clutch output shaft for transmitting torque. The separating clutch is preferably designed as a friction clutch, although positive-locking clutches, such as claw clutches, are also conceivable.

[0033] The clutch can be designed as a dry-running or wet-running clutch. It is also possible to implement the clutch as a single-disk clutch or a multi-disk clutch.

[0034] The separating clutch can preferably have a clutch housing that encloses at least parts of the separating clutch, at least in sections. It is also preferred that the rotor lamination of the rotor carrier forms at least a portion of a clutch housing. For example, the clutch housing can be a clutch cover of a dry disc clutch or a housing cage of a dry or wet multi-plate clutch.

[0035] Compared to conventional starting or gearshift clutches, the separating clutches required for hybridizing conventional powertrains must meet specific requirements regarding size and energy efficiency. Especially with rotor-integrated single-disk clutches, the torque capacity is limited due to the small friction radius. For high-torque combustion engines, dual- or multi-disk clutches (multi-plate clutches) are preferred.

[0036] The separating clutch can therefore also be designed as a dry-running or wet-running multi-plate clutch. With such multi-plate clutches, torque is frictionally transmitted from an input shaft to an output shaft via a large number of friction partners, also known as plates. A first group of friction partners, the first friction partners, are rotationally fixedly connected to an input shaft of the friction clutch, and a second group of plates, the second friction partners, are rotationally fixedly connected to an output shaft of the friction clutch. The separating clutch designed as a multi-plate clutch can be closed or engaged by moving the friction partners against one another in the direction of the shafts' axis of rotation and pressing them together. The multi-plate clutch is released or disengaged by a correspondingly opposite movement of the first friction partners and the second friction partners.

[0037] For the purposes of this application, the drive train of a motor vehicle is understood to mean all components in the motor vehicle that generate the power to drive the motor vehicle and transmit it via the vehicle wheels to the road. For the purposes of this application, motor vehicles are defined as land vehicles that are moved by mechanical power without being tied to railway tracks. A motor vehicle can, for example, be selected from the group of passenger cars (PCs), trucks (HGVs), mopeds, light motor vehicles, motorcycles, buses (KOMs) or tractors. A hybrid electric vehicle, also known as a hybrid electric vehicle (HEV), is an electric vehicle that is powered by at least one electric motor and another energy converter and draws energy from both its electrical storage device (battery) and an additional fuel carried on board.

[0038] According to an advantageous embodiment of the invention, it can be provided that the rotor carrier is pot-shaped with an annular circumferential collar which is stacked with the rotor laminations of the rotor.

[0039] The rotor carrier can thereby in particular also have the function of a clutch cover, wherein a wall of the pot-shaped rotor carrier or clutch cover extends in the axial direction between the radially inner friction pair of the separating clutch and a stack of radially outer, annular rotor laminations and merges into a radial section, which in turn forms one of these rotor laminations of the rotor. In order to prevent eddy currents, the individual rotor laminations of the rotor and the rotor lamination of the rotor carrier can be electrically insulated from one another in the axial direction by a coating, film or the like. The outer surface of the pot wall of the pot-shaped rotor carrier can also be separated from the inner surfaces of the annular rotor laminations in the radial direction, e.g. by a coating.

[0040] According to a further preferred development of the invention, the rotor carrier can also be designed in the shape of a circular disk and stacked with the rotor laminations of the rotor. This can also achieve the effect that the rotor carrier assumes the function of a clutch cover, in which the outer region of the clutch cover is then designed in a disk shape, which forms one of the rotor laminations of the rotor. The inner surfaces of the remaining, stacked, annular rotor laminations of the rotor preferably delimit the space in which the friction pair of the separating clutch is arranged.

[0041] Furthermore, according to a similarly advantageous embodiment of the invention, it can be provided that the rotor lamination of the rotor carrier is made of the same material as the rotor laminations of the rotor, thereby further reducing component variance in the drive assembly. In this context, it is also advantageous if the stator laminations, the rotor laminations of the rotor, and the rotor lamination of the rotor carrier are made of the same material.

[0042] It may also be advantageous for the rotor carrier to be formed from a plurality of stacked rotor laminations, whereby the torque that can be transmitted by it can be increased.

[0043] It may also be preferred that a majority of the rotor laminations, preferably all rotor laminations, of the rotor and the rotor lamination of the rotor carrier have a substantially identical axial thickness.

[0044] According to another particularly preferred embodiment of the invention, the rotor carrier can be connected to one of the axial, front ends of the rotor, which is particularly advantageous in terms of assembly. However, it would also be conceivable in principle for the rotor carrier to be integrated and connected to any position between the axial ends of the rotor within the rotor core.

[0045] Furthermore, the invention can also be further developed in such a way that the rotor is connected in a rotationally fixed manner to a counterpressure plate of the separating clutch, which can be advantageous both in terms of assembly technology and from an installation space perspective.

[0046] In a likewise preferred embodiment of the invention, it can also be provided that the drive arrangement has a drive shaft which can be coupled in particular to an internal combustion engine and is arranged coaxially to the rotor, to which a clutch disc is fixed in a rotationally fixed manner and engages between a pressure plate which can be axially displaced by the actuating device and the counterpressure plate of the separating clutch.

[0047] It may also be advantageous to further develop the invention in such a way that the rotor carrier is designed in several parts and at least one rotor carrier part is not formed from a rotor sheet, whereby the rotor carrier can be better configured with regard to its electromagnetic and mechanical properties.

[0048] According to a further preferred embodiment of the subject matter of the invention, it can be provided that the rotor lamination of the rotor carrier has electrical insulation at least in the region of a frontal contact surface with one of the rotor laminations of the rotor, whereby the formation of undesirable eddy currents within the rotor lamination stack can be reduced or avoided.

[0049] Finally, the invention can also be advantageously implemented in such a way that the drive arrangement is configured as a hybrid module.

[0050] The resulting advantage is, in particular, that structural and functional elements of a hybridized drive train can be spatially and / or structurally combined and preconfigured in a hybrid module, so that a hybrid module can be integrated into a motor vehicle's drive train in a particularly simple manner. In particular, an electric motor and a clutch device, in particular with a separating clutch for engaging the electric motor in and / or disengaging the electric motor from the drive train, can be present in a hybrid module.

[0051] A hybrid module can be divided into the following categories P0-P4 depending on the point of intervention of the electric motor in the drive train: P0: The electric motor is positioned in front of the internal combustion engine and coupled to the engine, for example, via a belt. This arrangement of the electric motor is also occasionally referred to as a belt starter generator (RSG). P1: The electric motor is located directly behind the internal combustion engine. The electric motor can be positioned, for example, in front of the starting clutch, fixed to the crankshaft. P2: the electric motor is located between a separating clutch, often referred to as K0, and the starting clutch but in front of the vehicle transmission in the drive train, P3: the electric motor is located in the vehicle transmission and / or the transmission output shaft, P4: the electric motor is mounted on an existing or separate vehicle axle and P5: the electric motor is located on or in the vehicle wheel, for example as a wheel hub motor.

[0052] Particularly preferably, the hybrid module is configured as a P2 hybrid module.

[0053] The invention will be explained in more detail below with reference to figures without limiting the general inventive concept.

[0054] It shows: Fig. 1 a first embodiment of a drive arrangement in a schematic axial sectional view, Fig. 2 a second embodiment of a drive arrangement in a schematic axial sectional view, Fig. 3 a motor vehicle with a hybrid powertrain in a schematic block diagram.

[0055] The Fig. 1 shows a first drive arrangement 1 for a drive train 2 of a hybrid motor vehicle 3, as is also shown by way of example in the Fig. 3 is outlined.

[0056] The drive arrangement 1 comprises an electrical machine 4 designed as a radial flux machine with a stator 5 and an inner rotor 7 which is rotatable relative to the stator 5 and fixed in a rotationally fixed manner on a rotor carrier 6 and which is formed from a plurality of rotor laminations 8 stacked on one another, which can also be referred to as a rotor lamination stack.

[0057] The drive assembly 1 further comprises a clutch device 9 for engaging and disengaging the rotor 7 from the drive train 2 of the motor vehicle 3, wherein the clutch device 9 is arranged radially within the rotor 7 in its axial extension. This is occasionally also referred to as a rotor-integrated clutch assembly.

[0058] The clutch device 9 has an actuating device 10, by means of which a separating clutch 11 of the clutch device 9 can be actuated. This actuating device 10 is designed as a hydraulically actuated central release mechanism 20, which acts via the clutch release bearing 21 on a lever spring 22, which is coupled to the axially displaceable pressure plate 17 of the separating clutch 11.

[0059] The rotor carrier 6 is formed from a rotor lamination 8 and is pot-shaped with an annular circumferential collar 12 which is stacked with the rotor laminations 8 of the rotor 7. The rotor carrier 6 can therefore in particular also have the function of a clutch cover, wherein a wall of the pot-shaped rotor carrier 6 or clutch cover extends in the axial direction between the radially inner friction pairing of the separating clutch 11 consisting of the pressure plate 17, the clutch disc 18 and the counterpressure plate 15, and a stack of radially outer, annular rotor laminations 8 and merges into a radial section which in turn forms one of these rotor laminations 8.The entire laminated core of the rotor 7, formed from the rotor laminations 8 (i.e., the rotor laminations 8 of the rotor 7 and the rotor lamination 8 of the rotor carrier 6), is bolted to the counterpressure plate 15 and the output side of the drive assembly 1 by bolts 19 distributed in the circumferential direction. For this purpose, the rotor laminations 8 have corresponding openings through which the bolts 19 pass in the axial direction.

[0060] The circumferential surface of the pot-shaped rotor carrier 6 extends in the axial direction essentially over the entire axial extent of the rotor core formed from the rotor laminations 8 of the rotor 7. Furthermore, the rotor core of the rotor laminations 8 of the rotor 7 is axially extended by the rotor lamination 8 of the rotor carrier 6, thereby enabling higher performance of the electric machine 4.

[0061] As an alternative to the Fig. 1, the rotor carrier 6 can also be designed in the form of a circular disk and stacked with the rotor laminations 8 of the rotor 7, which is shown in the Fig. 2. It can also be achieved by the rotor carrier 6 taking over the function of a clutch cover, in which the outer region of the clutch cover is then disk-shaped, which forms one of the rotor plates 8 of the rotor 7. The inner surfaces of the remaining, stacked, annular rotor plates 8 of the rotor 7 delimit the space in which the friction pair of the separating clutch 11 is arranged, which can be clearly seen from the Fig. 2 can be understood.

[0062] The embodiments of the Fig. 1 and the Fig. 2 is that the rotor lamination 8 of the rotor carrier 6 is made of the same material as the rotor laminations 8 of the rotor 7. Furthermore, in both embodiments, the rotor carrier 6 is connected to one of the axial, front ends 13, 14 of the rotor 7, wherein the rotor 7 in turn is connected in a rotationally fixed manner to the counterpressure plate 15 of the separating clutch 11.

[0063] The Fig. The drive arrangements 1 shown in Figures 1-2 each have a drive shaft 16 which can be coupled to an internal combustion engine and is arranged coaxially to the rotor 7, to which a clutch disc 18 is fixed in a rotationally fixed manner and engages between a pressure plate 17 which can be axially displaced by the actuating device 10 and the counterpressure plate 15 of the separating clutch 11.

[0064] The rotor lamination 8 of the rotor support 6 has, at least in the region of a frontal contact surface with one of the rotor laminations 8 of the rotor 7, an electrical insulation, which can be designed, for example, as a coating or foil. To prevent eddy currents, preferably all rotor laminations 8 of the rotor as well as the rotor lamination 8 of the rotor support 6 can be separated from one another in the axial direction by an electrical insulation (coating, foil, or the like). The outer surface of the pot-shaped rotor support 6, as shown in Fig. 1, may be separated from the inner surfaces of the annular rotor laminations 8 of the rotor 7, e.g. by a coating.

[0065] In the embodiments shown, the drive arrangement 1 is configured as a hybrid module.

[0066] The invention is not limited to the embodiments illustrated in the figures. The above description is therefore not to be considered restrictive, but rather explanatory. The following claims are to be understood in such a way that a stated feature is present in at least one embodiment of the invention. This does not exclude the presence of further features. Where the claims and the above description define 'first' and 'second' features, this designation serves to distinguish between two similar features without establishing a priority. List of reference symbols 1 drive arrangement 2 Drivetrain 3 Motor vehicle 4 electric machine 5 Stator 6 rotor arms 7 Rotor 8 rotor laminations 9 Coupling device 10 Actuating device 11 Separating clutch 12 collars 13 End 14 End 15 Counterpressure plate 16 Drive shaft 17 Pressure plate 18 Clutch disc 19 bolts 20 central release bearings 21 clutch release bearing 22 lever spring

Claims

[1] Drive arrangement (1) for a drive train (2) of a hybrid or fully electric motor vehicle (3), comprising an electric machine (4) with a stator (5) and a rotor (7) which is rotatable relative to the stator (5) and fixed in a rotationally fixed manner on a rotor carrier (6), which rotor is formed from a plurality of stacked rotor plates (8), and a coupling device (9) for coupling and uncoupling the rotor (7) into and from the drive train (2) of the motor vehicle (3), wherein the coupling device (9) is arranged at least in sections in its axial extent radially inside the rotor (7) and has an actuating device (10) by means of which a separating clutch (11) of the coupling device (9) can be actuated, characterized by that the rotor carrier (6) is formed from one of the rotor laminations (8). [2] Drive arrangement (1) according to claim 1, characterized bythat the rotor carrier (6) is pot-shaped with an annular circumferential collar (12) which is stacked with the rotor laminations (8) of the rotor (7). [3] Drive arrangement (1) according to claim 1, characterized by that the rotor carrier (6) is designed like a circular disk and is stacked with the rotor laminations (8) of the rotor (7). [4] Drive arrangement (1) according to one of the preceding claims, characterized by that the rotor plate (8) of the rotor carrier (6) is made of the same material as the rotor plates (8) of the rotor (7) [5] Drive arrangement (1) according to one of the preceding claims, wherein the rotor carrier (6) is connected to one of the axial, front ends (13, 14) of the rotor (7). [6] Drive arrangement (1) according to one of the preceding claims, wherein the rotor (7) is connected in a rotationally fixed manner to a counter-pressure plate (15) of the separating clutch (11). [7] Drive arrangement (1) according to one of the preceding claims, wherein the drive arrangement (1) has a drive shaft (16) which can be coupled in particular to an internal combustion engine and is arranged coaxially to the rotor (7), to which a clutch disc (18) is fixed in a rotationally fixed manner and engages between a pressure plate (17) which can be axially displaced by the actuating device (10) and the counterpressure plate (15) of the separating clutch (11). [8] Drive arrangement (1) according to one of the preceding claims, wherein the rotor carrier (6) is designed in several parts and at least one rotor carrier part is not formed from a rotor sheet (8). [9] Drive arrangement (1) according to one of the preceding claims, wherein the rotor lamination (8) of the rotor carrier (6) has electrical insulation at least in the region of an end-face contact surface with one of the rotor laminations (8) of the rotor (7). [10] Drive arrangement (1) according to one of the preceding claims, wherein the drive arrangement (1) is configured as a hybrid module.

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