Hybridmodul

Abstract

The invention relates to a hybrid module (1) for a motor vehicle for transmitting torque from an internal combustion engine (2) to a transmission input part (3), with a friction clutch (4) which is prepared for transmitting torque via clutch plates (5) that can be brought into frictional contact with each other, wherein a first quantity (6) of clutch plates (5) is connected to a component (7) on the internal combustion engine side in a rotationally fixed but axially (17) displaceable manner, and a second quantity (8) of clutch plates (5) is connected to a component (9) on the transmission input side in a rotationally fixed but axially (17) displaceable manner, wherein the second quantity (8) of clutch plates (5) and the component (9) on the transmission input side are matched to each other in the manner of a dog clutch.

Description

[0001] The invention relates to a hybrid module for a motor vehicle for transmitting torque from an internal combustion engine to a transmission input part, with a (dry or wet K0) friction clutch which is prepared for transmitting torque via clutch plates that can be brought into frictional contact with each other, wherein a first quantity of clutch plates is connected to a component on the internal combustion engine side in a rotationally fixed but axially displaceable manner and a second quantity of clutch plates is connected to a component on the transmission input side in a rotationally fixed but axially displaceable manner.

[0002] Hybrid modules, according to the state of the art, are widely used in mild, full, and plug-in hybrid vehicles and are particularly intended for retrofitting into existing powertrains of vehicles with internal combustion engines. Integrating the hybrid modules allows the vehicle to be driven by either the internal combustion engine or the electric motor. Furthermore, the combined use of the internal combustion engine and electric motor is also possible, for example, during acceleration. In the P2 hybrid module configuration, the hybrid module combines the electric motor with a fully automated disconnect clutch, integrated, for example, into the rotor.

[0003] In the context of hybrid modules, a distinction must still be made between on-axis and off-axis configurations, according to the state of the art. In the off-axis configuration, the electric machine (electric motor) is generally positioned parallel to the main axis of the vehicle, resulting in a smaller axial space requirement compared to the on-axis configuration, thus enabling a more compact integration of the hybrid module into the powertrain. The modifications required for integrating the hybrid module into the existing arrangement of the combustion engine and transmission are minimal.

[0004] In so-called off-axis hybrid modules, a type of hybrid module for a parallel hybrid drive, torque from an internal combustion engine is transmitted to a component via a disconnect clutch, according to the current state of the art. This component transmits the torque from the internal combustion engine to the transmission and is therefore also referred to as a torque-transmitting component.

[0005] The torque-transmitting component is also designed to transmit torque from an electric motor to the vehicle's transmission. This requires the component to be designed with a drive mechanism. Prior art designs for this drive mechanism include either a chain or a toothed linkage.

[0006] The disconnect clutch is arranged between the internal combustion engine and the electric motor and is also known in the prior art under the designations (K0) disconnect clutch or (K0) friction clutch. A hybrid module with such an arrangement is known as a P2 hybrid module. The normally open disconnect clutch and the normally closed disconnect clutch are established embodiments of the disconnect clutch. While the normally open disconnect clutch is open in the unactuated state and transmits no torque, the normally closed disconnect clutch is closed in the unactuated state and thus in a torque-transmitting position.

[0007] When the vehicle is driven purely electrically, the disconnect clutch is disengaged and the combustion engine is disconnected from the drive system. When driven solely by the combustion engine, and when the electric motor is used to provide support, for example during acceleration, the disconnect clutch is engaged.

[0008] The disconnect coupling can be designed as either a dry or wet coupling. Wet-operating disconnect couplings run in an oil bath and are known as wet couplings. The oil accelerates convective heat dissipation from the disconnect coupling, consequently allowing for the transmission of greater forces for a given friction surface than with a dry-operating disconnect coupling.

[0009] In wet clutches, the connection between the clutch and the torque-transmitting component is typically achieved via clutch plates that engage with a toothed section, which is rotationally fixed to the torque-transmitting component. The toothed section is formed by a plate carrier and is referred to as a multi-part design. Alternatively, it is also known that the toothed section is integrated directly into this component. This embodiment is referred to as a one-piece design.

[0010] A variety of technical solution concepts for hybrid modules as well as coupling devices, couplings and torque transmission devices for hybrid modules are known from the state of the art.

[0011] The publication EP 3 638 528 B1 discloses a hybrid module for a motor vehicle powertrain, a hybrid unit with the hybrid module according to the invention, and a method for assembling a hybrid module according to the invention. The hybrid module comprises a first engine-side pre-assembly group and a second transmission-side pre-assembly group, wherein a disconnecting clutch is arranged between the engine-side pre-assembly group and the transmission-side pre-assembly group, via which the pre-assembly groups can be connected in a torque-transmitting manner. With the hybrid module and hybrid unit proposed here, as well as the method for assembling the hybrid module, a technical solution is provided that flexibly enables an axially parallel arrangement of a hybrid module in an existing powertrain with minimal installation space.

[0012] The publication WO 2011 060 763 A2 discloses a coupling device. The coupling device is designed as a multi-clutch device for a drive train with a drive unit and a downstream gearbox, which is connected to a drive shaft of the drive unit and is housed in a coupling bell that does not rotate with the drive shaft of the drive unit, with two wet multi-plate clutches, each having an input-side and an output-side plate carrier and axially alternating plates, and with an actuating device, characterized in that a housing of the actuating device is supported on the coupling bell, and that the input-side plate carrier of at least one of the multi-plate clutches is connected to the housing of the actuating device via a support plate or...a support pot and a support bearing are connected in such a way that a force flow of an actuating force generated by the actuating device is returned to the housing of the actuating device via the support plate or support pot and support bearing, so that a closed force flow exists within the multiple coupling device.

[0013] US patent 2018 266 499 A1 discloses a multi-disc wet clutch capable of preventing damage to an axial groove section formed in an inner cylindrical section of a shaft. This inner cylindrical section of the shaft features an axial groove open to a circumferential groove, which engages with other elements of the multi-disc wet clutch to regulate the axial movement of a retaining ring. A pressure plate with a recessed section is formed on a surface axially opposite this circumferential groove. This recessed section is axially opposite the opening of the axial groove through the retaining ring.

[0014] Document US 2018 087 581 A1 discloses a torque transmission assembly with a damper assembly comprising two sets of outer springs arranged in series. The torque transmission assembly includes a first cover plate and a second cover plate, between which support a radially inner set of springs, as well as a first radially outer set of springs and a second radially outer set of springs arranged in series with the first radially outer set of springs. The first radially outer set of springs is arranged to transmit the torque from the second radially outer set of springs, via the second cover plate, to the radially inner set of springs. A method for constructing a torque transmission assembly is also provided.The method comprises providing a first cover plate and a second cover plate, with a radially inner set of springs between them; providing a first radially outer set of springs and a second radially outer set of springs in series with the first radially outer set of springs; and arranging the first radially outer set of springs to transmit a torque from the second radially outer set of springs to the radially inner set of springs via the second cover plate.

[0015] Multi-part designs of the disconnect coupling, for example with lamellar carriers, or one-piece solutions requiring complex machining, are costly. Furthermore, the lubrication of the disconnect coupling is inefficient with known state-of-the-art technical solutions.

[0016] The present invention aims to achieve an improvement over the prior art. Known disadvantages are to be eliminated or at least mitigated. In particular, costs are to be reduced and functionalities improved.

[0017] In the invention, this is achieved in an e-axle as presented above by the fact that the second set of clutch plates and the gearbox input-side component are matched to each other in the manner of a claw clutch.

[0018] In other words, the invention relates to a one-piece embodiment of the torque-transmitting component in the form of a so-called hybrid module K0 lamellar drive. Instead of axial toothing, a so-called "claw toothing" is provided. This is characterized by more cost-effective manufacturing. The claws are pre-machined in the raw part with only a small allowance to reduce the amount of material to be removed.

[0019] Compared to multi-part designs, for example with lamellar carriers, or one-piece solutions requiring complex machining, cost savings are achieved. Furthermore, the inventive solution offers advantages with regard to the required functions. These include a lower drag torque when the disconnect clutch is open, more efficient lubrication, and improved opening and closing behavior of the disconnect clutch.

[0020] More efficient lubrication in the radial direction is achieved through a radially open space between the claws. This space is created by openings. These openings also allow the lamellar teeth to run radially between the claws. This can be used, for example, for axially elastic support that assists in opening and closing the disconnect clutch. A defined spacing of the lamellae in the open state of the disconnect clutch reduces the drag torque.

[0021] Advantageous embodiments are claimed in the dependent claims and are explained in more detail below.

[0022] In the context of the description of the embodiments, the axial direction is defined as the longitudinal direction of the hybrid module, which corresponds to the longitudinal direction of the drive and transmission shaft. The radial direction is defined orthogonal to the axial direction of the hybrid module at its height. The circumferential direction corresponds to the width of the hybrid module.

[0023] It has proven advantageous if the second set of clutch plates is designed as steel plates and / or if their radial inner surfaces are designed as first claws.

[0024] The design of the second set of clutch plates as preferably steel plates has proven advantageous with regard to the reliability and service life of the hybrid module according to the invention. Furthermore, the steel plates enable a good weight-to-power ratio.

[0025] Furthermore, in a further or additional embodiment, it is advantageous if the radial inner surface, and thus the end of the clutch plates of the second set of clutch plates facing radially towards the transmission input-side component, is designed as the first claws. This is particularly advantageous within the scope of the invention with regard to creating a positive-locking connection with the transmission input-side component, which is preferably suitable for the efficient transmission of torque. This is especially true since the transmission input-side component is designed as a torque-transmitting component.

[0026] Furthermore, it is advantageous if the gearbox input-side component is designed as a (second) lamellar basket and / or if its area prepared for positive locking with the first claws is designed as second claws.

[0027] By designing the transmission input-side component as a second clutch basket, a defined mounting and positioning of the clutch plates is achieved. From a manufacturing perspective, producing the transmission input-side component with a clutch basket is advantageously simple and feasible in large quantities for series production of automotive components. Consequently, cost savings are achieved, resulting in increased efficiency in the production of the transmission input-side component. The functionality of the transmission input-side component is also advantageously enhanced.

[0028] The additional or alternative design of the gearbox input-side component, or rather its area prepared for positive engagement with the first claws, as a second claw offers the advantage that the design basis for a fit of the second claws that is advantageous with regard to torque transmission is established. The first and second claws are preferably designed such that their geometry and size are coordinated.

[0029] Furthermore, it is advantageous if the first claws are in positive engagement and provide an oiling clearance for the clutch plates on the radial inside.

[0030] The positive-locking arrangement of the first and second jaws advantageously transmits torque through the interlocking jaws. Furthermore, a positive-locking connection via the first jaws is advantageously achievable. A comparable principle for torque transmission is implemented, for example, in jaw couplings.

[0031] By arranging the lubrication chamber on the radial inner surface, the radial distribution of the coolant, preferably oil, is advantageously simplified. The oil, supplied to the lubrication chamber, for example via a pump and an oil supply channel, can be easily guided radially, and thus to the first set of clutch plates, by utilizing the radial forces arising from the rotation of the drive and transmission shafts, which are preferably centripetal forces. The arrangement of the first and second sets of clutch plates into a single plate pack of the disengaging clutch further simplifies the lubrication of the disengaging clutch via the lubrication chamber.

[0032] The lubrication space thus simplifies the supply of oil to the clutch plates in a technically advantageous manner. As a result of this simplified oil supply, the lubrication efficiency is improved under otherwise constant conditions. The dissipation of heat resulting from the predominantly convective heat transfer from the clutch plates to the oil flowing around them is advantageously improved by the lubrication space, consequently achieving a longer service life of the clutch plates in a technically advantageous manner.

[0033] It has proven advantageous if the first set of clutch plates are designed as friction plates.

[0034] By designing the first set of clutch plates as friction plates, an axially parallel arrangement of several friction linings is achieved. Furthermore, the same contact force acts advantageously on all friction pairs formed by the first set of clutch plates and preferably a second set of clutch plates. This uniform contact force ensures a consistent load distribution across the first set of clutch plates, resulting in uniform stress distribution, uniform wear, and a comparable expected service life.

[0035] The frictional interaction of the first set of clutch plates with the friction partners is advantageously simple, since the clutch plates of the first set, designed as friction plates, are preferably arranged axially above the second set of clutch plates. Furthermore, the clutch plates of the first and second sets are preferably arranged such that a clutch plate of the first set is positioned at a distance between two clutch plates of the second set. This arrangement allows for a preferably frictional connection between the friction partners / the first and second sets of clutch plates when the clutch is engaged.

[0036] Furthermore, it is advantageous if at least one clutch plate of the second set of clutch plates has a spring section that is resiliently supported against an axial stop of the transmission input-side component, at least in the axial direction.

[0037] By incorporating a spring section into at least one of the clutch plates, the support of this plate against the axial stop of the transmission input-side component is advantageously simple. The axial stop pre-tensions and secures the position of at least one clutch plate of the second set of clutch plates, supporting it against forces and torques acting on the transmission input-side component. This is particularly advantageous for ensuring the functionality of the disconnect clutch, especially given the torque transmission from the disconnect clutch and its integrated clutch plates to the transmission input-side component.

[0038] The resilient, or at least elastic and therefore compliant, design of the spring section of the at least one coupling plate allows for flexible support. This axial, elastic support also preferably assists in opening and closing the disconnect coupling. Consequently, a defined spacing of the plates is advantageously achieved when the disconnect coupling is open. This preferably results in a reduction of the drag torque when the disconnect coupling is open.

[0039] The preload achieved via the spring section allows thermal expansion of the preferably metallic clutch plates and the gearbox input-side component to be compensated in a technically advantageous manner by the compliance of the spring section, so that a predetermined preload of the clutch plates is maintained in a technically advantageous way.

[0040] For the design of the elastic or compliant sections of the clutch plates, a spring in the sense of the described technical effect is advantageous as an embodiment of the spring section. Since springs are generally mass-producible structural elements, cost-effective manufacturing is possible.

[0041] Furthermore, it is advantageous if each clutch plate has its own spring section, which is supported against its own axial stop in order to displace its corresponding clutch plate when the friction clutch / disconnect clutch is closed, the so-called "closed" case. This design of the clutch plate offers advantages with regard to the opening and closing behavior of the disconnect clutch.

[0042] Advantageously, a number of coupling plates beyond the at least one, up to preferably all, of the second set of coupling plates, which are designed as steel plates, are each provided with a spring section and an axial support.

[0043] The axial support is preferably mounted with an axial offset corresponding to the spacing of the clutch plates and rotated circumferentially. This design of the clutch plate arrangement makes it technically advantageous to design all clutch plates, including their respective spring sections, with identical geometry. As a result, mass production of the clutch plates with their respective spring sections is technically advantageous.

[0044] Because each of the coupling plates, which are designed with its own spring section, has a separate axial stop, a technically advantageous effect is achieved when the disconnecting coupling is closed. The closed position of the disconnecting coupling represents a so-called closed disconnecting coupling state. The technically advantageous effect is that, in this closed disconnecting coupling state, the coupling plates belonging to the disconnecting coupling are displaced as a unit. The opening and closing behavior of the disconnecting coupling is improved.

[0045] It has also proven advantageous if the spring section is guided radially in an S- or Z-shape between at least two of the second claws.

[0046] The spring section is preferably guided radially between the jaws for tooth engagement, guided circumferentially in an S- or Z-shape, and preferably brought radially to engage with the transmission input-side component. The spring section is thus designed as an integrated spring section. This type of guidance of the spring section results in a full-surface tooth engagement of the jaws with the transmission input-side component. Furthermore, the S- or Z-shaped guidance provides advantageous support against the forces occurring and being transmitted via the larger circumferentially extending area of ​​the spring section's supporting region. This is particularly advantageous considering the high torques to be transmitted, such as those occurring in internal combustion engines in motor vehicles.

[0047] It is also advantageous if the spring section extends circumferentially and bridges at least two, three or more second claws radially on the inside.

[0048] The radial inner bridging of two, three, or more secondary claws by the spring section in the circumferential direction results in an advantageously improved tooth engagement and an advantageously improved support of the clutch plates on the transmission-side component. The radial toothing of the spring section with the transmission-side component preferably creates an axial stop for the axial support of the integrated spring section and the clutch plate associated with it.

[0049] For the preferred embodiment of several to all clutch plates of the first set with a spring section and axial support in the form of an axial stop, the axial support is preferably arranged axially displaced and rotated in the circumferential direction. The degree of rotation is preferably determined by the axial offset of the first set of clutch plates relative to each other.

[0050] Furthermore, it is advantageous if the gearbox input-side component is prepared for transmitting torque from an electric motor to the gearbox input part, for example by forming a toothed section.

[0051] By designing the transmission input component for transmitting torque from the electric motor to the transmission input, the integration of the hybrid module's electric motor into the vehicle is advantageously achieved. The preferably toothed design ensures the reliable transmission of torque from the electric motor to the transmission input.

[0052] The invention is explained in more detail below with the aid of a drawing. Two preferred embodiments of the hybrid module according to the invention are shown. They are: Fig. 1 a schematic representation of a section of a hybrid module according to the invention in a first embodiment with clutch plates toothed in a gearbox input-side component in a two-dimensional view, Fig. 2 a two-dimensional representation of a section II of the transmission input-side component with clutch plates and claws of a hybrid module according to the invention Fig. 1 as a perspectively distorted section II of the Fig. 1 in a two-dimensional cross-sectional view, Fig. Figure 3 is a schematic representation of a section of a hybrid module according to the invention in a second embodiment with axially supported coupling plates of a disconnect coupling in a two-dimensional view. Fig. 4 a two-dimensional representation of the transmission input-side component with clutch plates and claws of a hybrid module according to the invention in the second embodiment according to Fig. 3 as excerpt IV of the Fig. 3 in a cross-sectional view, Fig. 5 a schematic representation of an open state of the disconnect coupling of a hybrid module according to the invention in the second embodiment according to Fig. 3 as a perspectively distorted section V of the Fig. 3 in a two-dimensional cross-sectional view and Fig. 6 a schematic representation of a closed state of the disconnect coupling of a hybrid module according to the invention in the second embodiment according to Fig. 3 as excerpt VI of the Fig. 3 in a two-dimensional view.

[0053] In the Fig. Figure 1 is a schematic representation of a section of a hybrid module 1 according to the invention in a first embodiment, with clutch plates 5 toothed in a transmission input-side component 10, shown in a two-dimensional view. The hybrid module 1 has, in the radial 11 direction, a side facing an internal combustion engine 2, a side facing a drive and transmission shaft 22, and in the axial 8 direction, a side facing a transmission 23 and a side facing away from the transmission 23. The hybrid module 1 is configured to transmit torque from the internal combustion engine 1 to the transmission 23 via a transmission input part 3. The torque is transmitted from the internal combustion engine 2 to a disconnect clutch 4, which is preferably designed as a friction clutch, and then to the transmission input part 3. The disconnect clutch 4 is designed with several clutch plates 5.The total quantity of clutch plates 5 can be divided into a first quantity 6 and a second quantity 9. The first quantity of clutch plates 5, facing the internal combustion engine 2, is provided on a component 7 on the internal combustion engine side and is connected to it in a rotationally fixed but axially displaceable manner 8. Friction linings are preferably provided on the clutch plates 5 of the first quantity 6 on the side facing the transmission 23 and on the side facing away from the transmission 23 in the axial 8 direction. The component 7 on the internal combustion engine side is preferably designed as a first, radially 11 outer plate basket, a so-called outer plate basket. The second quantity 9 of clutch plates 5, facing the drive and transmission shaft 22, is arranged radially 11 below the first quantity 6 of clutch plates 5 and is configured to engage in frictional contact with the first quantity 6 of clutch plates 5.The second set 9 of clutch plates 5 is arranged to be rotationally fixed to a transmission input-side component 10, but axially displaceable 8. The transmission input-side component 10 is preferably designed as a torque-transmitting component. The clutch plates 5 of the second set 9 preferably have first claws 13 on a radial 11 inner surface 12. These first claws 13 are positively interlocking with second claws 14, which the transmission input-side component 10 has. The second claws 14 are configured to engage 20 with the first claws 13, forming a positive-locking connection. The toothing 20 of the clutch plates 5 in the transmission input-side component 10 is thus designed in the form of claws 13, 14. In a further embodiment, the design of the gearbox input-side component 10 as a second lamellar basket located radially 11 below the first lamellar basket is conceivable, in the sense of an inner lamellar basket.

[0054] In the Fig. Figure 2 is a two-dimensional representation of a section II of the transmission input-side component 10 with clutch plates 5 and claws 13, 14 of a hybrid module 1 according to the invention. Fig. 1 as a perspectively distorted section II of the Fig. Figure 1 shows a cross-sectional view. The clutch plates 5 engage with the transmission input-side component 10, which is designed as a torque-transmitting component, via toothed connections 20. The toothed connection 20 of the clutch plates 5 with the transmission input-side component 10 is designed as a claw 13, 14. The first claws 13 of the clutch plates 5 engage positively with the second claws 14. Between the first claws 13, an oiling clearance 15 is provided on their radial inner surface 12, which is designed as a radially open area between the claws 13, 14. The oiling of the disconnect clutch 4 is advantageously achieved in a simple manner via this oiling clearance 15. As a consequence, improved heat dissipation from the surfaces of the coupling plates 5 of the disconnect coupling 4 of the hybrid module 1 according to the invention is possible.The oil, as a preferred embodiment of a cooling fluid, is guided radially from the inner to the outer surface of the clutch plates 5 and dissipates heat from the surfaces of the clutch plates 5, preferably via convective heat transfer. As a result of the improved oil supply, a more advantageously increased and continuous wetting of the surfaces of the clutch plates 5 with oil is achieved. The efficiency of the supplied oil cooling can be increased.

[0055] In the Fig. Figure 3 shows a schematic representation of a section of a hybrid module 1 according to the invention in a second embodiment with axially supported coupling plates 5 of a disconnect coupling 3 in a two-dimensional view. Regarding the first embodiment of the hybrid module 1 according to Fig. In addition to the above, the hybrid module 1 in the second embodiment is equipped with axial support 8 of the clutch plates 5 against an axial stop 17 via a spring section 16. The clutch plates 5 are toothed with the transmission input-side component 10 and axially supported 8 on this component via an axial stop 17.

[0056] In the Fig. Figure 4 is a two-dimensional representation of the transmission input-side component 10 with clutch plates 5 and claws 13, 14 of a hybrid module 1 according to the invention in the second embodiment. Fig. 3 as a perspectively distorted section IV of the Fig. 3 shown in a cross-sectional view. About the Fig. Extending beyond 2, a radially extending toothing 20 between the claws 13, 14 is shown, with a spring section 16 designed as a spring. The axial support 8 of the clutch plates 5 against an axial stop 17 of the transmission input-side component 10 is shown via this spring section 16.

[0057] In the Fig. Figure 5 is a schematic representation of an open state of the disconnect coupling 4 of a hybrid module 1 according to the invention in the second embodiment according to Fig. 3 as excerpt V of the Fig. Figure 3 shows a two-dimensional view. The disconnect clutch 4 is designed as a friction clutch, and the clutch plates 5 are made of steel. On the upper, first set 6 of clutch plates 5, facing the combustion engine 2, friction linings 21 are provided in the axial 8 direction on both the side facing the transmission 23 and the side facing away from the transmission 23. The friction linings 21 are designed to come into contact with the second set 9 of clutch plates 5, which is arranged radially 11 below the first set 6. The second set 9 of clutch plates 5 is connected to a transmission input-side component 10. An axial 8 gap is provided between the clutch plates 5 of the first set 6 and the second set 9, and between the clutch plate 5 of the second set 9 that is closest in the axial 8 direction to the wall of the transmission input-side component 10. The clutch plates 5 are not in contact with each other.The disconnect clutch 4 is open. One of the clutch plates 5 is supported by an integrated spring section 16 against an axial stop 17 on the transmission input-side component 10. The clutch plate 5 and the integrated spring section 16 lie in one plane. The axial offset 24 of the center axes 25 of the clutch plate 5 and the integrated spring section 16 in the radial direction 11 is zero. The clutch state is described as open. No torque transmission takes place. This arrangement advantageously reduces the drag torque of the disconnect clutch 4 compared to prior art solutions. Advantageously, the other clutch plates 5 are also designed with a spring section 16 and supported by an axial stop 17. The axial support 8 is then mounted with a corresponding axial offset 8 and rotated in the circumferential direction 18.With this arrangement it is possible to design all clutch plates 5 including the respective spring sections 16 to be geometrically identical.

[0058] In the Fig. Figure 6 is a schematic representation of a closed coupling state of a hybrid module 1 according to the invention. Fig. 3 as excerpt VI of the Fig.Figure 3 shows a two-dimensional view. The disconnect clutch 4 is in the closed state. The clutch plate 5, which is implemented as an example with a spring section, and the integrated spring section 16 lie outside a plane. The axial offset 24 of the center axes 25 of the clutch plate 5 and the integrated spring section 16 in the radial direction 11 is non-zero. The clutch plate 5 is thus axially preloaded 8. The first 6 and the second 9 sets of clutch plates 5, including the friction linings 21 of the first set 6 of clutch plates 5, are brought into contact with each other and with the transmission-side component 10. Torque transmission can take place. The disconnect clutch 4 is in a closed state. Reference symbol list 1 hybrid module 2 Internal combustion engine 3 Gearbox input section 4 Separating clutch / friction clutch 5 Clutch plate / plate / steel plate 6 first set 7 internal combustion engine side component 8 axial / in axial direction / in axial direction 9 second set 10 gearbox input side component / lamellar basket 11 radial / in radial direction / in radial direction 12 Inside 13 first claw 14 second claws / area prepared for a form fit with the first claws 15 Oiling clearance / radially open area between two claws 16 Spring section / Spring / Integrated spring section / Integrated spring 17 Axial stop / axial support 18 tangential / circumferential 19 Electric machine 20 toothing / tooth 21 friction lining 22 Drive shaft / transmission shaft 23 gearboxes 24 offset 25 Center axis QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] EP 3 638 528 B1

[0011] WO 2011 060 763 A2

[0012] US 2018 266 499 A1

[0013] US 2018 087 581 A1

[0014]

Claims

[1] Hybrid module (1) for a motor vehicle, for transmitting torque from an internal combustion engine (2) to a transmission input part (3), with a friction clutch (4) which is prepared for transmitting torque via clutch plates (5) that can be brought into frictional contact with each other, wherein a first set (6) of clutch plates (5) is connected to a component (7) on the internal combustion engine side in a rotationally fixed but axially (8) displaceable manner and a second set (9) of clutch plates (5) is connected to a component (10) on the transmission input side in a rotationally fixed but axially (8) displaceable manner, characterized by , that the second set (9) of clutch plates (5) and the gearbox input-side component (10) are matched to each other in the manner of a dog clutch. [2] Hybrid module (1) according to claim 1, characterized by, that the second set (9) of clutch plates (5) is designed as steel plates and / or their radial (11) inner surfaces (12) are designed as first claws (13). [3] Hybrid module (1) according to one of claims 1 and 2, characterized by , that the gearbox input-side component (10) is designed as a lamellar basket and / or its area prepared for positive locking with the first claws (13) is designed as second claws (14). [4] Hybrid module (1) according to claim 3, characterized by , that the first claws (13) are in positive locking and provide an oiling free space (15) for the clutch plates (5) on the radial (11) inner side (12). [5] Hybrid module (1) according to any one of claims 1 to 4, characterized by , that the first set (6) of clutch plates (5) are designed as friction plates. [6] Hybrid module (1) according to any one of claims 1 to 5, characterized by, that at least one clutch plate (5) of the second set (9) of clutch plates (5) has a spring section (16) which is resiliently supported at least in the axial direction (8) against an axial stop (17) of the transmission input-side component (10). [7] Hybrid module (1) according to claim 6, characterized by , that each clutch plate (5) has its own spring section (16) which is supported on its own axial stop (17) in order to displace the clutch plate (5) to which it belongs when the friction clutch (4) is closed. [8] Hybrid module (1) according to one of claims 6 and 7, characterized by , that the spring section (16) is guided radially (11) in an S- or Z-shape between at least two of the second claws (14). [9] Hybrid module (1) according to any one of claims 6 to 8, characterized by , that the spring section (16) extends in the circumferential direction (18) and bridges at least two, three or more second claws (14) radially (11) on the inside. [10] Hybrid module (1) according to any one of claims 1 to 9, characterized by , that the gearbox input-side component (10) is prepared to transmit torque from an electric machine (19) to the gearbox input part (3), for example by forming a toothing (20).

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