EP3681747A1

EP3681747A1 - Clutch device, hybrid module and drive train

Info

Publication number: EP3681747A1
Application number: EP18769029.2A
Authority: EP
Inventors: Dirk Reimnitz
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2017-09-14
Filing date: 2018-08-21
Publication date: 2020-07-22
Also published as: CN111163962B; WO2019052596A1; KR20200047568A; DE102017121350A1; CN111163962A; KR102663460B1

Abstract

The invention relates to a clutch device, a hybrid module and a drive train for a motor vehicle. The clutch device comprises a separating clutch (10) with which torque can be transmitted from the internal combustion engine to the clutch device and with which the clutch device can be separated from the internal combustion engine; a coupling element (43) for the mechanical coupling of an electric engine (90) for producing a driving torque, and a main torque transmission element, in particular a double clutch device, with which torque can be transmitted from the coupling element of the electric engine and/or from the separating clutch (10) to a drive train, wherein the output side of the main torque transmission element is coupled to a shaft (40), in particular to a hollow shaft, and the shaft (40) forms the coupling element (43) for the mechanical coupling of an electric engine (90). With the clutch device proposed here, a device is provided which combines the advantages of a substantially externally arranged electric engine with low friction losses and little axial construction space.

Description

Clutch device, hybrid module and powertrain

The invention relates to a coupling device and a hybrid module for a

Motor vehicle, such as a car, a truck or another commercial vehicle, to

Coupling to an internal combustion engine and to a transmission, and a drive train for a motor vehicle with the hybrid module according to the invention.

A hybrid module usually comprises a connection device for the mechanical coupling of an internal combustion engine, a separating clutch, with the

Torque from the internal combustion engine is transferable to the hybrid module and with which the hybrid module is separable from the internal combustion engine, an electric machine for generating a driving torque with a rotor, and a main torque transmission element, such. another

Coupling device, often a dual clutch device, with the torque from the electric machine and / or from the separating clutch to a

Powertrain is transferable. A dual clutch device comprises a first part clutch and a second part clutch. Each arranged clutch is associated with an actuating system.

The electric machine enables electric driving, power increase for engine operation and recuperation. The separating clutch and their

Actuation system ensure the coupling or uncoupling of the

Combustion engine.

If a hybrid module is integrated into a drive train such that the hybrid module is located in the torque transmission direction between the internal combustion engine and the transmission, the internal combustion engine, the hybrid module, the dual clutch with its actuation systems and the transmission must be arranged behind or next to one another in the vehicle.

Depending on how the internal combustion engine and the electric machine in the

Powertrain are integrated, can achieve different vehicle characteristics. For hybrid vehicles with dual clutch are particularly the P2 arrangements (the electric machine feeds its torque between a Disconnect clutch and the dual clutch in the drive train), and P2.5 arrangements (the electric machine feeds its torque behind the

Double clutch in the transmission a) usual. If the torque of the electric machine is introduced before the double clutch, it can be used equally in all gears. In P2.5 applications, the arrangement of the electrical machines and the torque input from the electrical machine to the transmission is usually technically easier to implement.

The electric machines of P2 hybrid systems are usually arranged either concentrically or axially parallel to the transmission input shaft. For the concentric arrangement axially short-sized electric motors are used with large diameter. This engine design is somewhat more expensive, but can be adapted to the usual installation space. The axis-parallel arrangement allows a more cost-effective design of the electrical machine and can be

mostly relatively easy and with little effort in the existing vehicles integrate. Difficult in the axis-parallel arrangement of the electric machine but the torque transmission between the concentric couplings and the axis-parallel electric motor.

To this end, gear transmissions have already been proposed, the torque of the electric machine between the clutch and the

(Main) torque transmitting element, which is e.g. a clutch, a

Double clutch or even a torque converter can be initiate in the remaining powertrain. These solutions require in wet clutches a certain design effort and assembly costs, which, however, usually lower than in dry clutches.

On this basis, the present invention has the object to provide a hybrid module available, which combines cost-effective production with a durable construction and a small installation space. This object is achieved by a coupling device for a motor vehicle for coupling an internal combustion engine and a transmission according to claim 1, and by a hybrid module for a motor vehicle for coupling a Internal combustion engine and a transmission according to claim 7 and a

Drive train according to claim 9.

Advantageous embodiments of the coupling device according to the invention are specified in the dependent claims 2-6. An advantageous embodiment of the hybrid module according to the invention is specified in the dependent claim 8. An advantageous embodiment of the drive train according to the invention is in

Subclaim 10 specified.

The features of the claims may be combined in any technically meaningful manner, for which purpose the explanations of the following description as well as features of the figures may be consulted which comprise additional embodiments of the invention.

The terms radial, axial and circumferential direction in the context of the present invention always refer to the axis of rotation of the coupling device or of the hybrid module.

The invention relates to a coupling device for a motor vehicle for coupling an internal combustion engine and a transmission, which comprises a separating clutch, with the torque from the internal combustion engine to the

Coupling device is transferable and with which the coupling device is separable from the internal combustion engine, and a coupling element for

mechanical coupling of an electrical machine to produce a

Drive torque includes. Furthermore, the coupling device has a main torque transmission element, in particular a

Dual clutch device, on, with the torque from the coupling element of the electric machine and / or from the separating clutch to a drive train is transferable. The output side of the main torque transmission element is coupled to a shaft, in particular a hollow shaft, wherein the shaft forms the coupling element for mechanical coupling of an electrical machine.

The output side of the main torque transmission element, in particular the double clutch device, is the element or the region of the Main torque transmission element from which in the

Main torque transmission element registered torque in turn to a driven side arranged element or module, such as the

According to the invention provided wave, is transferable.

This means that in addition to the usual transmission input shafts and the

According to the invention provided with the coupling element shaft can be configured to directly from the electric machine or the

Main torque transmission element provided torque supplied to the transmission. Torque can be transmitted in both directions via the coupling element and the shaft. Torque can be transmitted from the electric machine to the main torque transmitting element and from

Main torque transmission element on the electric machine.

The torque flow from the electric machine to the the

Gears of the transmission forming gears preferably takes place once out of the transmission housing, namely by means of the invention arranged shaft, and then back into the transmission housing, namely by means of connected transmission input shafts.

Preferably, the output side of the separating clutch is non-rotatable with the

Input side of the main torque transmission element connected.

In particular, the main torque transmission element is a

Double clutch device formed. This dual-clutch device is connected to the clutch, so that provided by an internal combustion engine torque from the clutch via the input side of the clutch from the latter via its output side to the

Double clutch device can be transmitted.

Preferably, the main torque transmission element is a

Double clutch device with a first part clutch and a second

Part clutch. Alternatively, as a main torque transmission element but also a single clutch, a torque converter and / or a CVT transmission can be used. In particular, the coupling device according to the invention can be configured such that the coupling device has a housing, and between the housing and the shaft has a seal, in particular a second seal, with which the interior of the housing relative to an aggregate to be connected to the output side of the coupling device, such as eg opposite one

Transmission, is sealable, wherein the coupling element is located outside the sealed with the seal interior of the housing. Accordingly, an electrical machine connected to the coupling element as well as any intermediate transmission gear is arranged in the lubricated gear chamber, and this gear chamber is sealed off from the space in the housing in which the clutches are arranged, so that the clutches

Dry clutches are executable.

In the integration of the coupling devices according to the invention in one

Drive train are preferably two seals arranged to the

Seal coupling element of the interior of the housing. There is a seal between the housing and the shaft, and another

Seal between the shaft and the housing or a transmission input shaft. In the arrangement of two transmission input shafts, a further seal between the two transmission input shafts is necessary. Compared with a powertrain with the same number of transmission input shafts but without the arrangement of a shaft according to the invention, only one additional seal is required to seal the shaft.

Furthermore, it is advantageously provided that the

Main torque transmission element is a dual clutch device with a first part clutch and a second part clutch, wherein the

Coupling device further comprises a carrier assembly which forms the counter plates for the separating clutch as well as for the partial clutches, wherein the

Carrier assembly rotatably connected to the shaft.

In this embodiment of the coupling device, it makes sense that on the radial outer side of the shaft, at least partially cylinders of actuating units of clutches of the coupling device are formed, and that the shaft depending Actuator forms a flow channel for supplying an actuating fluid to the respective actuating unit.

Furthermore, the coupling device per clutch can have a rotary feedthrough for supplying fluid to a respective actuating unit through the shaft in the rotating state.

Another aspect of the present invention is a hybrid module for a

Motor vehicle for coupling an internal combustion engine and a

Transmission, comprising a coupling device according to the invention and an electric machine whose rotor is mechanically coupled to the coupling element of the coupling device, so that the torque applied by the rotor of the electric machine to the coupling element is transferable.

In particular, it is provided that the hybrid module between a rotor of the electric machine and the coupling element, a transmission gear, in particular a gear transmission such as a spur gear or a traction mechanism such as a chain or belt drive, for the translation of the electric

Machine provides torque provided to the shaft.

Preferably, the coupling element is arranged on the second axial end region of the shaft designed as a hollow shaft, so that the transmission gear is arranged at this axial position. Optionally, the electric machine is located outside the housing of the hybrid module. The

Transmission gear acts through an opening of the housing on the

Coupling element. The components of the electric motor transmitting the torque to the coupling element are thus essentially located between the coupling device according to the invention or the remaining hybrid module and a transmission to be connected of a drive train of a motor vehicle within the transmission housing, wherein the electrical machine is arranged next to the transmission or the hybrid module. However, the invention is not limited to this embodiment, but the electric machine can also within the transmission housing or within the hybrid module housing

be arranged. In an alternative embodiment it is provided that a rotor of the electric machine is rotatably connected to the carrier assembly, which simultaneously forms a rotor carrier. In this case, the axis of rotation of the electric machine is coaxial with the common axis of rotation of the invention

Coupling device or the hybrid module according to the invention arranged.

Another aspect of the invention is a drive train for a motor vehicle with an internal combustion engine and a hybrid module according to the invention and with a transmission, wherein the hybrid module with the internal combustion engine and the transmission is mechanically connected or connected via clutches of the hybrid module.

Preferably, the drive train according to the invention is designed such that it has at least one transmission input shaft with which the hybrid module

mechanically coupled to the transmission or can be coupled, wherein the shaft designed as a hollow shaft is sealed by means of a first seal against the transmission input shaft, and is sealed by a second seal relative to the housing.

In the presence of a dual clutch device, therefore, two transmission input shafts are present, wherein the transmission input shafts are arranged coaxially and the sealing of the hollow shaft and optionally also a rotational bearing on the radially outer transmission input shaft.

By the seals on the hollow shaft at the transmission input shaft and the housing are arranged axially offset, the fluidically coupled to the hollow shaft rotary feedthrough is functionally in a gear passage space or in a volume which is also exposed to a lubricant, possibly from the transmission. This has the advantage that hydraulic fluid does not enter the coupling installation space if the leakage or minor leakage of the rotary union can not be excluded.

Preferably, a first rotary bearing serves to rotationally support the hollow shaft. In a corresponding manner, the clutches are based at least partially on this from the first rotary warehouse. The first rotary bearing and possibly also the second rotary bearing can be arranged in the space sealed by the seals, which is open towards the transmission, so that the respective rotary bearing can be wetted by the transmission oil. This has the advantage, especially when using dry clutches, that the clutches are not separated

sealed grease-lubricated bearings must be supported, which have a lower efficiency than oil-lubricated bearings.

In addition, due to the advantageous axial distribution of the individual units for the operation and support of three clutches only two camps are necessary. By the application of rotary unions are no

Clutch actuation bearing required, which limit the maximum transferable forces. This allows high contact forces, so that the usual in hybrid vehicles torques can be transmitted with only one clutch disc per clutch. This allows the invention

Clutch device or the hybrid module according to the invention to build axially very short and thus to use the hybrid module and radially offset electrical machine arranged in confined space conditions in a motor vehicle, without having to move axially adjacent aggregates, namely the internal combustion engine and the transmission.

In a further advantageous embodiment of the drive train is provided that the drive train has at least one transmission input shaft with which the hybrid module is mechanically coupled to the transmission or coupled, wherein the shaft as a hollow shaft by means of a first seal against the

Transmission input shaft is sealed, and is sealed by a second seal against the housing.

Additionally or alternatively, the shaft may be coupled to the transmission so that torque can be supplied to the transmission by the shaft. This means that in addition to the usual transmission input shafts and the invention, with the

Coupling element configured shaft can be provided to forward directly provided by the electric machine or the main torque transmission element torque provided to the transmission. The above-described invention will be explained in detail in the background of the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is not limited by the purely schematic drawings in any way, it being noted that the embodiments shown in the drawings are not limited to the dimensions shown. It is shown in

1 shows a partial region of a sectional view of a hybrid module according to the invention of a first embodiment,

2 shows a partial region of a sectional view of a hybrid module according to the invention of a second embodiment,

3 shows a partial region of a sectional view of a hybrid module according to the invention of a third embodiment, and

4 shows a partial region of a sectional view of a hybrid module according to the invention of a fourth embodiment.

The inventively provided shaft is shown in the here

Embodiments, a hollow shaft 40th

The embodiments shown in the figures of an inventive

Coupling device all have a common basic structure.

They are all mechanically coupled at their respective input side with a connectable to an internal combustion engine torsional vibration damper 200, of which

Torque is transmitted to the input side 14 of the separating clutch 10. The disconnect clutch 10 is rotatably coupled to its output side 10 with a support assembly 70, so transmitted from the clutch 10 torque in the

Carrier assembly 70 can be introduced. From the carrier assembly 70, the torque introduced via the mechanically non-rotatably connected part couplings 20,30 serving as the main torque transmission element 16

Dual clutch device transmitted to transmission input shafts 120, 121.

With the support assembly 70 is another shaft 40, in particular a hollow shaft, rotatably connected, which protrudes from the housing 2 of the coupling device or the hybrid module on the output side 6 coupling device. This wave 40 comprises a coupling element 43 to which an electric machine 90 is connected for the formation of the hybrid module. In the illustrated

Embodiments, this connection is realized by means of a transmission gear 100 between the electric machine 90 and the coupling element 43. In this way, a torque applied by the electric machine 90 can be conducted via the coupling element 43 of the shaft 40 of the carrier assembly 70 and from this via the corresponding partial clutches 20, 30

Feed in transmission input shafts 120, 121. FIG. 1 shows a coupling device according to the invention and adapted to the use of an electrical machine 90 and a transmission.

As a main torque transmission element, the clutch device comprises a dual clutch device with a first partial clutch 20 and a second partial clutch 30.

The dual clutch device comprises as a rotatable unit a hollow shaft 40 which is rotatably mounted on a portion of the housing 2.

The hollow shaft 40 is also connected to the output side of the separating clutch 10 by a support assembly 70 is fixedly connected to the hollow shaft 40 via a welded joint 77 and the support assembly 70, the back plate 74 for the

Disconnect 10 executes.

The portion of the housing 2, which carries the hollow shaft 40, is designed as a tubular body 64 and comprises a channel 3 for the first sub-clutch 20, a channel 4 for the separating clutch 10 and a channel 5 for the second sub-clutch 30th

These channels 3,4, 5 communicate with the flow channel 45 for the

Disconnect 10, the flow channel 46 for the second sub-coupling 30 and the flow channel 47 for the first sub-clutch 20 and form a corresponding rotary feedthrough 60 for the clutch 10, a rotary feedthrough 61 for the first sub-clutch 20 and a rotary feedthrough 62 for the second sub-clutch 30 from. Through these rotary unions 60, 61, 62 can each be a fluid to a

Actuator of the disconnect clutch 50, the actuator unit of the first

Partial coupling 51 and the actuating unit of the second sub-clutch 52 are directed, which are positioned on the radial outer side 44 of the hollow shaft 40.

These actuating units 50, 51, 52 are piston-cylinder arrangements, wherein the radial inner sides 56 and the end faces 57 of a cylinder 53 are formed at least in sections from the radial outer side 44 of the hollow shaft 40.

Furthermore, the cylinders 53 also form compensation cylinders 55. By causing the centrifugal forces to cause the same increase in pressure in the cylinders 53 and in the compensation cylinders 55 arranged on the other side of the pistons, the axial force which the pistons 54 exert on the clutches is not dependent on the clutch speed.

Due to the fact that the electric machine 90 is not concentric with the

Couplings is arranged, and therefore the axial coupling space not

is limited, the entire coupling device and consequently also the hybrid module comprising this coupling device can be made axially very short.

In the coupling device according to the invention, this is supported by the fact that the separating clutch 10 and the two partial clutches 20, 30 of the

Double clutch device are each designed as single disc clutches and are mounted compactly directly to a common carrier assembly 70, which also equal to the counter plates 74, 75, 76 forms for all three clutches.

The separating clutch 10 is located next to a preferably as

Two-mass flywheel designed torsional vibration damper 200 and includes a connected to the torsional vibration damper clutch disc 1 1, which can be pressed by a pressure plate 12 of the separating clutch against the backing plate 70 formed by the backing plate 74.

The actuation of this pressure plate 12 via a tie rod 13 which is connected to a co-rotating on the hollow shaft 40 piston 54.

The counter-plate 74 of the separating clutch 10 is formed by a substantially U-shaped profile 71 of the support assembly 70, the first leg 72nd the function of the counter-plate 74 of the separating clutch 10 and the counter-plate 76 of the second part clutch takes over.

The clutch plates of the partial clutches 21, 31 of the dual clutch device are located within the carrier assembly 70 and may be pressed against the counter plates 75, 76 formed by the carrier assembly 70, respectively, by their associated pressure plates 22, 32.

The pressure plate of the first part of the clutch 22 is pulled by a tie rod 23 and pressed the pressure plate of the second part of clutch 32 from a pressure pot 33. The actuating forces are applied to all three clutches of mittdrehend arranged on the hollow shaft piston 54.

The pistons 54 are through rotary unions 60, 61 62 at the radial

Inside the hollow shaft 48 supplied with hydraulic fluid.

The carrier assembly 70 of the clutches as well as at least portions of the cylinders 53, e.g. the cylinder housing or the cylinder wall of the piston-cylinder units of the clutch actuation systems are supported on the hollow shaft 40. This in turn is mounted on a tubular body 64 of the rotary unions, which is connected to the transmission housing 2 or is formed by the transmission housing 2. By the hollow shaft 40 on its gear side facing the

Housing 2 by a second seal 131, for example in the form of a

Shaft seal, is sealed and sealed on the side facing the engine opposite the first transmission input shaft 120 with a first seal 130, the hollow shaft 40 forms a boundary between the with

This would also be the case if a seal of the hollow shaft relative to the tubular body 64 of the rotary unions 60, 61 62 would be performed.

Radially within the first transmission input shaft 120, which is designed as a hollow shaft, is the second transmission input shaft 121st The first

Transmission input shaft 120 is rotatably connected to the first part of clutch 20, and the second transmission input shaft is rotatably connected to the second sub-clutch 30. The bearings of the first transmission input shaft 120 are within the area wetted by the transmission oil. This facilitates bearing design and reduces bearing friction or bearing losses. The shaft 40 and the transmission input shaft 120 are supported on different bearings.

Also, the seals 63 of the rotary unions 60, 61, 62, with the aid of which the actuating fluid of the clutches is transmitted from the stationary part of the rotary unions to the rotating part, are located within the functionally belonging to the transmission area. If a slight mixing of the actuating fluid (e.g., hydraulic oil) and the transmission oil is allowed, or the transmission oil is equal to

Actuating fluid is used for the clutches, a small leakage of the rotary unions 60, 61, 62 is acceptable. This allows the use of few and also low-friction seals 63 in the rotary feedthrough, which leads to a reduction in the friction losses of the hybrid module and increase the efficiency of the vehicle equipped with the hybrid module. Also friction reducing act on the radially outer side 44 of the hollow shaft 40 arranged co-rotating piston 54, because by the co-rotating

Actuating piston are no actuation bearing between the actuating piston and the associated couplings needed.

So that the force effect of the clutches is not affected by the clutch speed, each actuator cylinder 53 is a compensation cylinder 55th

compared. As the speed increases, the hydraulic pressure increases due to the centrifugal force acting on the fluid in the actuating cylinder 53 and in the

Compensation cylinder 55 in the same way, so that the rotational speed effect of the two cylinders cancel each other. Fluid supply lines, which ensure that the compensation cylinders 55 are always filled with fluid, are not shown in FIGS. 1 and 2. The fluid supply to the compensation cylinders 55 should be at a constant low pressure. All three compensation cylinders 55 can be supplied with fluid by a common fluid supply, for example a rotary feedthrough. However, the fluid supply of the compensation cylinder 55 should be separated from the fluid supply of the actuating cylinder 53. The present invention is not based on the arrangement of

Compensating cylinder 55 limited, but it can, insofar as no

occur severe centrifugal forces and a sufficiently accurate clutch control can be made to run without such compensation.

The illustrated transmission gear 100 may be a gear transmission with the illustrated gear 101, which acts on the coupling element 43 through the opening 102 of the housing 2. Alternatively, a traction mechanism can be used, or. Shafts for torque transmission as part of a transmission. Furthermore, the rotor of the electric machine 90 can be connected in a rotationally fixed manner to a pinion which meshes directly with the coupling element 43.

In addition, deviating from the illustrated embodiment, the electric machine 90 may be arranged at an angle to the axis of rotation 1 of the hybrid module, wherein a suitable transmission, such as a bevel gear, this

Can compensate for angular deviation.

Figure 2 illustrates that the Tripplekupplungskonzept invention with rotary feedthrough can also be used for various arrangements of the electric machine 90. FIG. 2 shows a hybrid module with an electric machine 90 arranged concentrically around the couplings

Advantages of the inventive concept to bear, especially the compact design, low friction and low bearing losses. Especially advantageous is the wide stable bearing base with the oil lubricated

Rotary bearings 80, 81, since the rotary bearings 80, 81, the first rotary bearing 80 is disposed at a first axial end portion 41 of the hollow shaft 40 and the second rotary bearing 81 is disposed on the opposite, second axial end portion 42 of the hollow shaft, through the rotor of the electric Machine 90, the mechanically to the rotor arm 1 10 forming carrier assembly 70th

connected, even more heavily loaded.

The exemplary embodiments illustrated in FIGS. 1 and 2 all show

Single-disc clutches designed as direct-operated clutches. This allows an axially very compact space. Deviating from the illustrated embodiments, however, the couplings can also as

Multi-plate clutches and / or clutches may be constructed with force amplifying elements (e.g., levers). Also, the clutches can be realized both as actively open and as actively closed clutches. The different

Coupling concepts can be combined in any combination to a double or triple clutch. Furthermore, the function of the separating clutch 10 or the

Main torque transmission element by a torque converter

be taken over.

In the embodiments illustrated in FIGS. 3 and 4, in the

In contrast to the embodiments illustrated in FIGS. 2 and 3, the carrier assembly 70 has an intermediate shaft 78 which is rotationally fixed to the

Output side 15 of the separating clutch 10 is connected. The intermediate shaft 78 merges into an area that the counter-plate 75 of the first part of the clutch 20 and the counter-plate 76 of the second part of the clutch 30 as

Main torque transmission element 16 serving dual clutch device. FIG. 3 shows a coupling device according to the invention for a P2 hybrid module. This coupling device further comprises as part of the housing 2 a

Supporting wall 7, in which the actuating unit 50 of the separating clutch 10, the

Actuator 51 of the first sub-clutch 20 and the actuator unit 52 of the second sub-clutch 30 are housed.

The intended as a main torque transmission element 16

Dual clutch device is based on the intermediate shaft 78 of the

Carrier assembly 70 from. By the carrier assembly 70 shown in Figure 3, the clutch disc 1 1 of the separating clutch 10, the intermediate shaft 78, and the counter plates 75, 76 of the first sub-clutch 20 and the second sub-clutch 30 and the shaft 40 rotatably connected to each other. Also rotatably, but with the Gearbox 100 coupled, the electric machine 90 is mechanically connected to these components.

The transmission gear 100 is realized by a gear 101, which with a pinion 93 on the rotor 91 of the electric machine 90 and the

Coupling element 43 of the shaft 40 meshes. By the transmission gear 100, the electric machine 90 can be operated in a different speed range than a connected internal combustion engine. It makes sense to connect the electric machine 90 so that it turns slightly faster than the one

Combustion engine. As a result, the electric machine 90 can be made geometrically smaller for the required power.

The invention is not limited to the illustrated embodiment with the

Gear 101 executed transmission gear 100 limited, but it can be arranged almost any other type of torque transmitting elements between the shaft 40 and the electric machine 90. For example, it is also possible to use a plurality of toothed wheels, belting means, traction mechanism gears or shafts for transmitting torque. Alternatively, the

Connection of the electric machine 90 even without intermediate gear 101 and thus directly done by the pinion 93 engages the rotor 91 of the electric machine 90 directly into the toothing of the coupling element 43 of the shaft 40.

Furthermore, the electric machine 90 also does not necessarily have to be arranged parallel to the common axis of rotation 1. The transmission 100 can be used to an angled or skewed arrangement of

Rotary axis of the electric machine 90 with respect to the shaft 40 compensate and still ensure torque transmission.

In the embodiment shown in FIG. 3, the support assembly 70 is supported on the housing 2 or on the support wall 7 of the housing 2 via two first rotary bearings 80 on the input side of the main torque transmission element 17. On the output side of the main torque transmission element 18, the shaft 40 connected in a rotationally fixed manner to the carrier assembly 70 is supported via a second one

Rotation bearing 81 also on the housing. In addition to the second rotary bearing 81, the interior of the housing 2 facing a second seal 131. This ensures that the second rotary bearing 81 is located substantially in the wetted by lubricant interior of a connected (not shown here) transmission. Figure 4 shows an embodiment of the coupling device according to the invention with an alternative storage variant of the first transmission input shaft 120. Instead of supporting all three shafts 40, 120, 121 to each other by at least one radially or radially and axially acting bearing is disposed between the shafts 40, 120, 121 Finally, until the outer shaft 40 is supported by the second rotary bearing 81 on the housing 2, as shown in FIG. 3, the shaft 40 and the first transmission input shaft 120 are respectively supported directly on the housing 2. This is made possible by a fortified on the housing 2 extension 8 to the

Gear side end of the shaft 40 engages around and / or the output side is axially behind the shaft 40 and thereby forms a bearing point 9 for a third rotary bearing and the first transmission input shaft 120.

With the coupling device proposed here or the hybrid module proposed here, devices are provided which have the advantages of a substantially externally arranged electrical machine with low

Combine friction losses and low axial space.

LIST OF REFERENCE NUMBERS

1 common axis of rotation

2 housings

3 channel for first partial clutch

4 channel for disconnect clutch

5 channel for second partial clutch

6 output side of the coupling device

7 supporting wall

8 extension

9 storage place

10 separating clutch

1 1 Clutch disc of the separating clutch

12 pressure plate of the separating clutch

13 tie rods of the separating clutch

14 input side of the separating clutch

15 output side of the separating clutch

16 main torque transmission element

17 input side of the main torque transmission element

18 output side of the main torque transmission element

20 First partial clutch

21 Clutch disc of the first part clutch

22 pressure plate of the first part clutch

23 tie rods of the first part coupling

30 second partial clutch

31 Clutch disc of the second part clutch

32 pressure plate of the second part clutch

33 pressure pot of the second partial clutch

40 shaft, hollow shaft

41 First axial end region

42 Second axial end region

43 coupling element radial outside

Flow channel for separating clutch

Flow channel for first partial coupling Flow channel for second partial coupling radial inner side

Operating unit of the separating clutch Operating unit of the first partial clutch Operating unit of the second partial clutch Cylinder

piston

compensation cylinder

radial inside

front

Rotary feedthrough of the separating clutch

Rotary feedthrough of the first part clutch

Rotary feedthrough of the second part clutch

Seal on the rotary union

Tubular body

support assembly

U-profile

First leg

Second thigh

Counter plate for the separating clutch

Counter plate for the first part clutch

Counter plate for the second part clutch

welded joint

intermediate shaft

First rotary warehouse

Second rotary bearing

third rotation warehouse

electric machine

rotor 92 stator

93 pinions

100 gearboxes

101 gear

102 opening

1 10 rotor carrier

120 First transmission input shaft

121 second transmission input shaft

130 First seal

131 Second seal

200 torsional vibration damper

Claims

Kupplungseinnchtung for a motor vehicle for coupling a

Internal combustion engine and a transmission, comprising: a separating clutch (10), with the torque of the

Internal combustion engine is transferable to the coupling device and with which the coupling device is separable from the internal combustion engine, a coupling element (43) for mechanically coupling an electric machine (90) for generating a driving torque, a main torque transmission element, in particular one

Double clutch device, with the torque of the electric

Machine and / or from the separating clutch (10) is transferable to a drive train, characterized in that the coupling device comprises a shaft (40), in particular a hollow shaft, and the shaft (40), the coupling element (43) for the mechanical coupling of an electric Machine (90) trains.

Coupling device according to claim 1, characterized in that the output side of the separating clutch (10) is non-rotatably connected to the input side of the main torque transmission element.

Coupling device according to one of the preceding claims, characterized in that the coupling device has a housing (2), and between the housing (2) and the shaft (40) at least one seal, in particular a second seal (131), with which the Interior of the housing (2) against a to be connected to the output side of the coupling device aggregate, such as against a transmission, is sealable, wherein the coupling element (43) is outside the sealed with the seal interior of the housing (2). Coupling device according to one of the preceding claims, characterized in that the main torque transmission element a

A dual clutch device having a first partial clutch (20) and a second partial clutch (30), wherein the clutch device further comprises a support assembly (70), the counter plates (74, 75, 76) for the

Disconnect coupling (10) and also for the partial couplings (20, 30) is formed, wherein the support assembly (70) rotatably connected to the shaft (40).

Coupling device according to claim 4, characterized in that on the radial outer side (44) of the shaft (40) at least partially cylinder (53) of actuating units (50, 51, 52) of couplings (10, 20, 30) of the

Coupling device are formed, and that the shaft (40) each

Actuator (50, 51, 52) a flow channel (45, 46, 47) for

Supplying an actuating fluid to the respective actuating unit (50, 51, 52) is formed.

Coupling device according to claim 5, characterized in that the coupling device per coupling (10, 20, 30) has a rotary feedthrough (60, 61, 62) for supplying fluid to a respective actuating unit (50, 51, 52) through the shaft (40). in the rotating state.

Hybrid module for a motor vehicle for coupling a

Internal combustion engine and a transmission, comprising a

Coupling device according to one of claims 1 to 6 and an electrical machine (90) whose rotor is mechanically coupled to the coupling element (43) of the coupling device, so that the rotor of the electric

Machine (90) applied torque to the coupling element (43) is transferable.

Hybrid module according to claim 7, characterized in that the hybrid module between a rotor of the electric machine (90) and the

Coupling element (43) comprises a transmission gear (100), in particular a gear transmission or a traction mechanism, for translating the torque provided by the electric machine (90) provided on the shaft (40).

9. powertrain for a motor vehicle with an internal combustion engine and a hybrid module according to any one of claims 7 and 8 and with a transmission, wherein the hybrid module with the internal combustion engine and the transmission mechanically via couplings (10, 20, 30) of the hybrid module is connectable or connected.

10. Drive train according to claim 9, characterized in that the

Drive train at least one transmission input shaft (120), with which the hybrid module is mechanically coupled to the transmission or coupled, wherein the shaft (40) is sealed as a hollow shaft by means of a first seal (130) relative to the transmission input shaft (120), and by means of a second seal (131) relative to the housing (2) is sealed.