Nested Clutch-Damper Layout for Compact Hybrid Modules
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Solution Overview
Problem
Existing clutch units for vehicle powertrains require large installation space and high costs to reduce rotational irregularities, with wet-running friction-based clutches experiencing high drag torque losses and dry-running clutches having high space requirements and poor controllability.
Innovation Solution
Integrating at least one mass of the torsional vibration damper as a support for a friction element, allowing for radial nesting of the clutch and vibration damper to reduce axial space and costs, and using a combination of friction and positive-fit clutches to split functions and minimize losses.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a separate torsional vibration damper and clutch are arranged in series between the crankshaft and transmission input shaft, then the functions of reducing rotational irregularities and torque transmission are fulfilled, but the installation space requirement increases and costs increase
Solution Approach 1:
The patent combines the torsional vibration damper and clutch into a single integrated assembly where the vibration damper is positioned between the crankshaft and clutch. This merging eliminates the need for separate components and reduces axial installation space while maintaining both functions of reducing rotational irregularities and transmitting torque.
Solution Approach 2:
The clutch is arranged radially outside the torsional vibration damper, creating a nested configuration where one component is positioned within the radial space of the other. This nesting approach optimizes space utilization and reduces the overall installation footprint while preserving the functional independence of both components.
2Power
If a wet-running friction-based separating clutch is used, then torque transmission is achieved, but high losses due to drag torque occur
Solution Approach 1:
The patent transitions from a wet-running friction-based clutch to a dry-running clutch configuration. This parameter change in the operating condition eliminates the lubricating fluid that causes drag torque losses in wet clutches, thereby reducing energy losses while maintaining torque transmission capability.
3Volume of moving object
If a dry-running friction-based separating clutch is used, then space requirement is reduced compared to wet clutches, but controllability deteriorates
Solution Approach 1:
The patent divides the clutch function into two separate partial clutches: a friction-based partial clutch for controlled torque transmission and a positive-fit partial clutch for precise engagement control. This segmentation allows each partial clutch to optimize its specific function, with the positive-fit clutch providing superior controllability while the friction clutch handling torque transmission.
Solution Approach 2:
The integrated assembly serves multiple functions simultaneously: the torsional vibration damper reduces rotational irregularities, the friction partial clutch transmits torque with controllability, and the positive-fit partial clutch provides precise engagement control. This multi-functionality compensates for the limitations of individual clutch types.
4Ease of operation
If positive-fit-based separating clutches are used, then controllability is improved, but device complexity and manufacturing costs increase
Solution Approach 1:
The clutch is segmented into two partial clutches with distinct functions: the positive-fit partial clutch provides precise controllability for engagement, while the friction partial clutch handles torque transmission. This segmentation reduces the complexity burden on any single mechanism while achieving superior overall controllability.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration reduces installation space, lowers costs, and improves controllability by optimizing the arrangement of clutches and vibration dampers, while minimizing losses and mechanical load during engine starting.
Implementation Method 1
a torsional vibration damper having two masses damped relative to each other to reduce rotational irregularities
Implementation Method 2
a torsional vibration damper having two masses damped relative to each other
Implementation Method 3
transmit a torque via a clutch that can be shifted using friction elements, such as friction linings and/or plates
Data Source
AI summary
A clutch unit for a powertrain of a motor vehicle is disclosed, comprising a torque input component acting as a drive element, a torque output component acting as an output element, being connectable so as to transmit a torque to the torque input component via a clutch that can be shifted using friction elements, and with a torsional vibration damper having two masses damped relative to one another to reduce rotational irregularities, which is arranged between the torque input component and the torque output component, at least one of the two masses of the torsional vibration damper being simultaneously designed as a support for a friction partner. The disclosure further relates to a hybrid module comprising a first drive machine, the output shaft of which can be connected to an output shaft of a second drive machine or a transmission input shaft via such a clutch unit.