DE102022134670B4 - clutch arrangement - Google Patents

Abstract

Clutch arrangement (1) for a drive train (2) of a motor vehicle, with an input shaft (3) that can be connected to the combustion engine side, an output shaft (4) that can be connected to the transmission side, a separating clutch (5) that is inserted between the input shaft (3) and the output shaft (4) so as to actuate the input shaft (3), a first clutch component (6) of the separating clutch (5) being connected to the input shaft (3) in a rotationally fixed manner and a second clutch component (7) of the separating clutch (5) being connected to the output shaft (4) in a rotationally fixed manner, and with an actuating device (8) that controls the separating clutch (5) for opening or closing the separating clutch, the separating clutch (5) being designed as a cone clutch (9), the first clutch component (6) having a cone clutch pressure ring (10), a first friction ring (11) being provided that is connected to the cone clutch pressure ring (10) in a rotationally fixed manner, the second clutch component (7) having a second friction ring (12), the second Friction ring (12) is arranged between the cone clutch pressure ring (10) and the first friction ring (11), wherein a stop element (17) is provided which is connected to the input shaft (3) in a rotationally fixed manner and is designed such that the stop element (17) absorbs the axial forces transmitted by the actuating device (8) when the separating clutch (5) is closed and supports them on the input shaft (3), wherein the cone clutch pressure ring (10) has at least one recess (13) and the first friction ring (11) has at least one nose (14), wherein the nose (14) of the first friction ring (11) engages in the recess (13) for the rotationally fixed connection of the first friction ring (11) to the cone clutch pressure ring (10).

Description

The present invention relates to a clutch arrangement for a drive train according to claim 1.

Clutch arrangements of this type are used for the controllable transmission of torque in drive trains, for example between an internal combustion engine and a transmission or in hybrid drive trains, for example between an internal combustion engine and an electric machine, an electric machine and drive wheels, between two electric machines and/or the like.

From the publication DE 199 45 475 A1 A friction clutch with a single conical friction engagement between a housing component and a piston is known.

A hybrid vehicle's drivetrain usually comprises a combination of an internal combustion engine and an electric motor, and enables - for example in urban areas - purely electric operation while maintaining sufficient range and availability for cross-country journeys. In certain operating situations, it is also possible to use both the internal combustion engine and the electric motor to drive the vehicle at the same time. In hybrid vehicles, the electric motor usually replaces the previously common starter motor for the internal combustion engine and the previously common alternator in order to reduce the weight increase of the hybrid vehicle compared to vehicles powered exclusively by an internal combustion engine.

Generic drive units are already well known from the state of the art. In this regard, for example, the DE 10 2017 212 898 A1 a hybrid drive train in which a separating clutch has at least a first clutch part, a second clutch part and an axially displaceable sliding sleeve for opening and closing the separating clutch.

As further shown by the EP 0 773 127 A1 As is known, a separating clutch can be arranged between the combustion engine and the electric motor in order to separate the combustion engine from the electric motor and from the rest of the drive train of the hybrid vehicle. In purely electric operation, the separating clutch, which is also known as the K0 clutch, is then opened and the combustion engine is switched off, so that the drive torque of the hybrid vehicle is generated exclusively by the electric motor.

Such separating clutches are usually operated using a hydraulic actuation system. A hydraulic actuation system usually has a master cylinder that transfers the pressure generated on the master cylinder to a slave cylinder via a hydraulic pressure line. The slave cylinder transfers the hydraulic pressure to a lever system using a piston that can be moved in the axial direction and with the interposition of a clutch release bearing, by means of which a frictional connection on the separating clutch is formed or released. Fully hydraulic actuation systems, such as those generally used in hybrid modules, can be equipped with a central release, for example, which is often also referred to as a concentric slave cylinder (CSC).

Further state of the art is provided by the DE 10 2018 119 199 A1 which discloses a drive train for an electric vehicle with a friction clutch.

The object of the invention is to further develop a clutch arrangement in the form of a cone clutch with a view to optimizing the power flow during clutch actuation.

The problem is solved by the measures specified in the independent claims.

Further advantageous embodiments of the present invention are the subject of the dependent claims.

The object is achieved in particular by a clutch arrangement for a drive train of a motor vehicle with an input shaft that can be connected to the combustion engine side, an output shaft that can be connected to the transmission side, a separating clutch that is inserted between the input shaft and the output shaft, wherein a first clutch component of the separating clutch is connected to the input shaft in a rotationally fixed manner and a second clutch component of the separating clutch is connected to the output shaft in a rotationally fixed manner, and with an actuating device that controls the separating clutch for opening or closing the separating clutch, wherein the separating clutch is designed as a cone clutch, wherein the first clutch component has a cone clutch pressure ring, wherein a first friction ring is provided that is connected to the cone clutch pressure ring in a rotationally fixed manner, wherein the second clutch component has a second friction ring, wherein the second friction ring is arranged between the cone clutch pressure ring and the first friction ring, wherein a stop element is provided that is connected to the input shaft in a rotationally fixed manner and is designed such that the stop element When the separating clutch is closed, it absorbs the axial forces transmitted by the actuating device and supports them on the input shaft.

The optimal design of the separating clutch with regard to the absorption of actuating forces is a particular advantage of the invention. The actuating device moves the first clutch component in the direction of the second clutch component and is supported on the input side on the input shaft.

Thanks to the additional stop element, which is also supported on the input shaft, the actuating forces can be immediately absorbed by the input shaft, which closes the flow of the actuating forces accordingly. The output shaft is therefore free of axial forces and no separate axial force support for the output shaft is required.

First, the individual components of the drive unit are explained in more detail.

A separating clutch has the basic function of creating a detachable, non-positive and/or positive connection between a clutch input shaft and a clutch output shaft for the transmission of torque.

According to the invention, the separating clutch is designed as a cone clutch. The cone clutch is a frictional coupling with a conical clamping hub, through which the frictional connection between the two coupling components of the separating clutch is established.

In a hybrid module, structural and functional elements of a hybridized drive train can be spatially and/or structurally combined and preconfigured so that a hybrid module can be integrated into a drive train of a motor vehicle in a particularly simple manner. In particular, an electric motor and a clutch system, in particular with a separating clutch for coupling the electric motor into and/or disengaging the electric motor from the drive train, can be present in a hybrid module.

According to an advantageous embodiment, the stop element forms an axial stop for the first friction ring.

According to an embodiment of the invention, the cone clutch pressure ring has at least one recess and the first friction ring has at least one nose, wherein the nose of the first friction ring engages in the recess for the rotationally fixed connection of the first friction ring to the cone clutch pressure ring.

Particularly preferably, a plurality of lugs are arranged on the first friction ring with respective recesses on the cone clutch pressure ring, distributed over the circumference.

According to a further advantageous embodiment, at least one return spring element for resetting the separating clutch is provided between the stop element and the cone clutch pressure ring, wherein the stop element and the cone clutch pressure ring each form contact areas for the return spring element.

The return spring element can be designed either as a pure spring element or as a spring element with additional end caps, whereby the contact surface of the spring element at the corresponding contact areas is improved. The contact areas of the return spring element are particularly preferably arranged radially within the cone clutch pressure ring and/or the first friction ring and/or the second friction ring.

According to a further advantageous embodiment, a press-in bolt is firmly attached to the cone clutch pressure ring, which is designed such that when the separating clutch is actuated, the actuating device presses on the press-in bolt, whereby the cone clutch pressure ring is axially displaced in order to close the separating clutch.

The press-in bolt is particularly preferably designed in such a way that it projects axially beyond the at least one lug or the plurality of lugs on the first friction ring in such a way that the actuating device has no contact with the first friction ring. The axial displacement of the first friction ring thus takes place only via the displacement of the cone clutch pressure ring, which is firmly connected to the press-in bolt and thus moves depending on the actuation of the actuating device.

According to a further advantageous embodiment, the stop element is axially fixed relative to the input shaft by means of a locking ring. Other fastening methods, such as a shaft nut or pressing on the stop element, are also conceivable for axially fixing the stop element to the input shaft.

According to a further advantageous embodiment, the second friction ring has at least one nose in the axial direction, which serves for the rotationally fixed connection between the second friction ring and the input shaft engages in a corresponding recess in the output shaft. Particularly preferably, a plurality of lugs distributed over the circumference of the second friction ring can be provided, each of which engages in corresponding recesses on the output shaft.

According to a further advantageous embodiment, the cone clutch pressure ring is connected to the input shaft via a spline in an axially displaceable manner. This transfers the torque from the input shaft to the cone clutch pressure ring. At the same time, the actuation of the cone clutch is achieved through the axial displaceability. The rotationally fixed connection between the input shaft and the cone clutch pressure ring can also be achieved in another way, as long as axial displaceability between the cone clutch pressure ring and the input shaft is possible.

According to a further advantageous embodiment, the input shaft is designed as a hollow shaft, with the input shaft accommodating the output shaft. This means that the input shaft and the output shaft are arranged concentrically to one another and axially at the same height. The output shaft designed as an inner shaft can have corresponding bearing points with needle bearings. This makes it possible to support the input shaft and output shaft against one another.

According to a further advantageous embodiment, a hybrid module for a drive train is proposed. The hybrid module has an electric motor with a rotor and a stator, as well as a rotor carrier for receiving the rotor, and a clutch arrangement as described above. The rotor carrier is permanently connected in a rotationally fixed manner to the first clutch component or to the second clutch component, which results in a P1 arrangement in the case of the permanently rotationally fixed connection to the first clutch component and in the case of the permanently rotationally fixed connection to the second clutch component results in a P2 arrangement.

Permanently rotationally fixed means that there is a rotationally fixed connection between the components even when the separating clutch is open.

The present invention is explained in more detail below by means of the description of embodiments with reference to the accompanying drawings.

• 1 eine schematische Ansicht gemäß einem ersten Ausführungsbeispiel der vorliegenden Erfindung;

In the drawing shows:

• 1 a schematic view according to a first embodiment of the present invention;

1 shows a first embodiment of a clutch arrangement 1 for a drive train 2 of a motor vehicle.

The clutch arrangement 1 has an input shaft 3 that can be connected to the combustion engine side, an output shaft 4 that can be connected to the transmission side, and a separating clutch 5 that acts between the input shaft 3 and the output shaft 4.

A first clutch component 6 of the separating clutch 5 is connected in a rotationally fixed manner to the input shaft 3 and a second clutch component 7 of the separating clutch 5 is connected in a rotationally fixed manner to the output shaft 4. This is the case both in the open and closed state of the separating clutch 5.

The separating clutch 5 is actuated by an actuating device 8 (not shown), i.e. it is transferred into its engaged or disengaged operating state. The actuation takes place hydraulically either by using slave cylinders in the form of a CSC (concentric slave cylinder) or in the form of actuation by means of a rotary union.

The separating clutch 5 is designed as a cone clutch 9, here as a double cone clutch. The first clutch component 6 and the second clutch component 7 can each carry a cone-shaped friction lining.

The first clutch component 6 has a cone clutch pressure ring 10 which is connected to the input shaft 3 in a rotationally fixed and axially displaceable manner via a spline 20 and which, when actuated by the actuating device 8, is axially displaced relative to the second clutch component 7 via a press-in bolt 16 which is firmly connected to the cone clutch pressure ring 10 in order to produce a frictional connection between the first clutch component 6 and the second clutch component 7. The cone clutch pressure ring 10 is also referred to as an external friction cone. The first clutch component 6 also has a first friction ring 11 which is connected to the cone clutch pressure ring 10 in a rotationally fixed manner and is also referred to as an internal friction cone. The second clutch component 7 has a second friction ring 12, also referred to as an intermediate friction cone. This second friction ring 12 is arranged radially between the cone clutch pressure ring 10 and the first friction ring 11.

When the separating clutch 5 is closed, the 1 shown double knockout nus clutch creates a frictional connection between the cone clutch pressure ring 10 and the second friction ring 12 as well as between the first friction ring 11 and the second friction ring 12, whereby the torque can be transmitted from the first clutch component 6 to the second clutch component 7.

The resetting of the cone clutch pressure ring 10 and thus the opening of the separating clutch 5 is carried out via at least one return spring element 15, which is arranged axially between the stop element 17 and the cone clutch pressure ring 10. A large number of return spring elements 15 are also conceivable, which are arranged distributed over the circumference between these components in order to open the separating clutch 5. The return element 15 here has a spring element and additionally corresponding end caps on the spring ends for better guidance. However, the use of only spring elements without corresponding end caps is also conceivable.

The cone clutch pressure ring 10 has a recess 13 into which a corresponding nose 14 of the first friction ring 11 engages in order to realize a rotationally fixed connection between the two components. A large number of recesses 13 distributed over the circumference on the cone clutch pressure ring 10 are also conceivable, into which respective noses 14 of the first friction ring 11 engage.

When the separating clutch is closed, the first friction ring 11 moves together with the cone clutch pressure ring 10 in the axial direction until the first friction ring 11 axially strikes the stop element 17. The stop element 17 itself is fixed in a rotationally fixed manner to the input shaft 3 and axially by a locking ring 21 on the input shaft 3, so that if the first friction ring 11 strikes the stop element 17, the actuating forces are absorbed by the stop element 17 and directed into the input shaft 3. This means that no axial forces generated by the actuating device 8 have to be absorbed by the output shaft 4.

The second friction ring 12 also has a nose 18 that engages in a recess 19 on the output shaft 4 and thus creates a rotationally fixed connection between the two components. Here too, a large number of recesses 19 distributed over the circumference on the output shaft 4 are conceivable, into which the respective noses 18 of the second friction ring 12 engage.

In order to achieve the most compact installation space possible, the input shaft 3 is designed as a hollow shaft and the output shaft 4 is accommodated in the input shaft.

The invention is not limited to the embodiments shown in the figures. The above description is therefore not to be regarded as restrictive, but as explanatory. The following patent claims are to be understood in such a way that a named feature is present in at least one embodiment of the invention. This does not exclude the presence of further features. If the patent claims and the above description define 'first' and 'second' features, this designation serves to distinguish between two similar features without establishing a ranking.

list of reference symbols

1

clutch arrangement

2

drivetrain

3

input shaft

4

output shaft

5

separating clutch

6

first clutch component

7

Second clutch component

8

actuator

9

cone coupling

10

cone clutch pressure ring

11

first friction ring

12

second friction ring

13

recess

14

Nose

15

return spring element

16

clinch bolts

17

stop element

18

Nose

19

recess

20

spline

21

retaining ring

Claims (9)

Clutch arrangement (1) for a drive train (2) of a motor vehicle, with an input shaft (3) connectable to the combustion engine side, an output shaft (4) connectable to the transmission side, a separating clutch (5) acting between the input shaft (3) and the output shaft (4), wherein a first clutch component (6) of the separating clutch (5) is connected to the input shaft (3) in a rotationally fixed manner and a second clutch component (7) of the separating clutch (5) is connected to the output shaft (4) in a rotationally fixed manner, and with an actuating device (8) controlling the separating clutch (5) for opening or closing the separating clutch, wherein the separating clutch (5) is designed as a cone clutch (9), wherein the first clutch component (6) has a cone clutch pressure ring (10), wherein a first friction ring (11) is provided which is connected to the cone clutch pressure ring (10) in a rotationally fixed manner, wherein the second clutch component (7) has a second friction ring (12), wherein the second friction ring (12) is arranged between the cone clutch pressure ring (10) and the first friction ring (11), wherein a stop element (17) is provided which is connected to the input shaft (3) in a rotationally fixed manner and is designed such that the stop element (17) (5) absorbs the axial forces transmitted by the actuating device (8) and supports them on the input shaft (3), wherein the cone clutch pressure ring (10) has at least one recess (13) and the first friction ring (11) has at least one nose (14), wherein the nose (14) of the first friction ring (11) engages in the recess (13) for the rotationally fixed connection of the first friction ring (11) to the cone clutch pressure ring (10). Clutch arrangement (1) for a drive train (2) according to claim 1 , • wherein the stop element (17) forms an axial stop for the first friction ring (11). Clutch arrangement (1) for a drive train (2) according to one of the preceding claims, • wherein at least one return spring element (15) for resetting the separating clutch (5) is provided between the stop element (17) and the cone clutch pressure ring (10), • wherein the stop element (17) and the cone clutch pressure ring (10) each form contact areas for the return spring element (15). Clutch arrangement (1) for a drive train (2) according to one of the preceding claims, • wherein a press-in bolt (16) is firmly attached to the cone clutch pressure ring (10), which is designed such that when the separating clutch (5) is actuated, the actuating device (8) presses on the press-in bolt (16), whereby the cone clutch pressure ring (10) is axially displaced in order to close the separating clutch (5). Clutch arrangement (1) for a drive train (2) according to one of the preceding claims, • wherein the stop element (17) is axially fixed relative to the input shaft (3) by means of a locking ring (21). Clutch arrangement (1) for a drive train (2) according to one of the preceding claims, • wherein the second friction ring (12) has at least one nose (18) in the axial direction, which engages in a corresponding recess (19) of the output shaft (4) for the rotationally fixed connection between the second friction ring (12) and the output shaft (4). Clutch arrangement (1) for a drive train (2) according to one of the preceding claims, • wherein the cone clutch pressure ring (10) is connected to the input shaft (3) in an axially displaceable manner via a spline (20). Clutch arrangement (1) for a drive train (2) according to one of the preceding claims, • wherein the input shaft (3) is designed as a hollow shaft, wherein the input shaft (3) accommodates the output shaft (4) within it. Hybrid module (21) for a drive train (2), • comprising an electric motor with a rotor and a stator, as well as a rotor carrier for receiving the rotor, and a clutch arrangement (1) according to one of the Claims 1 - 8 , • wherein the rotor carrier is permanently connected in a rotationally fixed manner to the first coupling component (6) or to the second coupling component (7).

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