KR102381201B1 - Torque transmission device for a drivetrain of a motor vehicle and a drivetrain comprising such a torque transmission device - Google Patents

Abstract

The present invention relates to a torque transmission device (8) for a drivetrain (2) of a motor vehicle, comprising: a torsional vibration damper (30) having a primary element (32) and a secondary element (54) that are torsionally elastically coupled to each other; a tertiary element 62 and a clutch arrangement 64 between the secondary element 54 and the tertiary element 62 for selective torque transmission, the tertiary element 62 via a traction drive 80 to the electrical machine ( 82) and the rotation drive connection. The invention also relates to a drivetrain comprising such a torque transmission device (8).

Description

Torque transmission device for a drivetrain of a motor vehicle and a drivetrain comprising such a torque transmission device

The present invention relates to a torque transmission device for a drivetrain of a motor vehicle, in particular a drivetrain of a hybrid vehicle. The invention also relates to a drivetrain comprising such a torque transmission device.

A torque transmission device for a drivetrain of a hybrid vehicle is known from practice, and such a torque transmission device has a torsional vibration damper, which is a primary element and a secondary element, a tertiary element, and a secondary element coupled to each other in a torsional elastic manner and a clutch device for selective torque transmission between the tertiary element and the tertiary torsional vibration damper driven by the internal combustion engine, most frequently when the drivetrain is now driven by an electric machine instead of the internal combustion engine. It is designed as a simple disconnect clutch to decouple from the element.

It is an object of the present invention to improve a torque transmission device of the universal type in such a way that it has a structure that is particularly simple and compact and thus saves space. It is also a fundamental object of the invention to create a drivetrain for a motor vehicle, in particular for a hybrid vehicle, having such an advantageous torque transmission device.

This problem is solved by the features listed in claim 1 or claim 14 of the patent. Advantageous embodiments of the invention are the subject of the dependent claims.

The torque transmission device according to the invention is designed for a drivetrain of a motor vehicle, in particular a drivetrain of a hybrid vehicle. Accordingly, the torque transmission device has a torsional vibration damper having a primary element and a secondary element that are torsionally elastically coupled to each other. Thus, the primary element may also be referred to as the input side of the torsional vibration damper, while the secondary element may be referred to as the output side of the torsional vibration damper and, within the drivetrain, the drive unit of the motor vehicle, thus, for example Torque from the internal combustion engine is applied to the primary or input side by means of a flywheel or other intermediate component when necessary. The torque transmission device also has a tertiary element arranged downstream of the secondary element in the torque transmission path, and a clutch arrangement is additionally provided between the secondary element and the tertiary element for selective torque transmission. Thus, the clutch device can be designed, for example, as a disconnect clutch, which is preferably a disc clutch, particularly preferably a normally closed disc clutch. The tertiary element is additionally connected in rotational drive with the electric machine via a traction drive, which can preferably be operated as a generator and as a motor for generating a drivetrain for a hybrid vehicle.

In one preferred embodiment of the torque transmitting device according to the invention, a clutch actuating device is provided for actuating the clutch device. The clutch actuation device is preferably a hydraulically actuable clutch actuation device. Thus, the clutch actuation device can be formed, for example, by a piston-cylinder arrangement in which the output member is formed by a piston of a piston-cylinder arrangement.

In one advantageous embodiment of the torque transmission device according to the invention, the clutch actuation device is arranged on the side of the primary element which faces away from the clutch device. By these means, the force of the clutch actuation device must in fact be transmitted to the clutch device past the primary element; The arrangement described above enables a particularly compact construction of the torque transmission device and good accessibility of the clutch actuating device for the purpose of operation or control. Thus, if necessary, the hydraulic clutch actuating device, for example in the form of a piston-cylinder arrangement, can be supplied particularly quickly and easily with a corresponding hydraulic fluid, if necessary, via the adjacent housing of the internal combustion engine.

In order to further simplify the structure and in particular to prevent the development of centrifugal oil pressure in the corresponding pressure chamber of the cylinder in the hydraulic clutch actuating device, the clutch actuating device is designed to be stationary. The clutch actuation device can thus be arranged, for example, on a stationary housing, in which case it can be advantageous for the clutch actuation device to be detachably arranged on a specific housing, for example a housing of an internal combustion engine. Alternatively, however, the clutch actuation device can also be designed in one piece with a specific stationary housing. Thus, for example, the cylinder of the clutch actuating device in the form of a piston-cylinder arrangement can be designed in one piece with the stationary housing.

In one particularly preferred embodiment of the torque transmission device according to the invention, the clutch actuation device is configured to actuate the clutch device via the force transmission device, in particular in an arrangement of the clutch device on the side of the primary element facing the clutch device. interacts with the clutch mechanism. For this purpose, the force transmitting device extends through at least one recess in the primary element. Thereby, it is preferred that the force transmitting device extends through at least two or more depressions in the primary element, such depressions preferably being designed as windows. Depending on the embodiment variant of the secondary element it may also potentially be advantageous for the force transmission device to also extend through at least one depression in the secondary element so as to avoid the primary element and also the secondary element in the most direct path. Thereby, it is also advantageous for at least two or more depressions to be provided in the secondary element, through which the force transmission device can extend in order to be able to actuate the clutch device via the force transmission device. In addition, in order to ensure reliable force transmission by means of the force transmission device, it is preferred that the force transmission device extends axially if necessary in the primary element and also through correspondingly axially formed depressions in the secondary element.

In one particularly advantageous embodiment of the torque transmission device according to the invention, the force transmission device is designed separately from the first force transmission element and is designed with a first force transmission element extending through at least one depression in the primary element, and and a second force transmission element supported or capable of being supported on the force transmission device. This has the advantage that only relatively small depressions have to be provided in the primary element to guide the first force transmission element, in particular since the relative rotation of the secondary or tertiary element with respect to the primary element does not have to be taken into account in the design of the depression. have As a result, a particularly rigid or stable primary element can be created in this way for the torsional vibration damper, while additionally a relatively direct force transmission from the clutch actuating device via the force transmitting device to the clutch device is possible. In this embodiment, it may also be desirable for certain second force transmission elements to extend through at least one depression in the aforementioned secondary element, and due to the separation of the first and second force transmission elements, in particular The depression in the secondary element can also be designed to be relatively small as the relative rotation between the primary element and the secondary element may still not be taken into account. This not only simplifies the manufacture of torsional vibration dampers; Moreover, a particularly stable secondary element of the torsional vibration damper is also created.

In another preferred embodiment of the torque transmission device according to the invention, an anti-wear and/or friction reducing device is arranged between the first force transmission element and the output member of the clutch device supported or capable of being supported on the first force transmission element. do. This takes into account the fact that a relative rotation takes place between the first force transmission element and the output member of the clutch actuation device, particularly if it is additionally advantageous if the output member of the clutch actuation device is designed stationary. Rolling bearings for the rotary drive connection are suitable as anti-wear and/or friction-reducing devices and thus, for example, as coupling bearings. However, in view of the particularly compact structure of the torque transmission device, it is preferred that the wear-resistant and/or friction reducing device is formed by a sliding lining, which is formed between the first force transmission element and the output member of the clutch actuating device. Made from a corresponding material to reduce wear and friction at the point of contact. The sliding lining can be fixed, for example, to the first force transmission element or to the output member of the clutch actuation device.

In another embodiment of the torque transmission device according to the invention, in order to take into account the relative rotational motion between the primary element on one side and the secondary or tertiary element on the other side, the anti-wear and/or friction reducing device is provided with a first force provided between the transmission element and the second force transmission element. In this embodiment, it is also preferred that the wear-resistant and/or friction-reducing device is formed by means of a sliding lining. This sliding lining can be fixed on the first force transmission element or on the second force transmission element.

In another advantageous embodiment of the torque transmission device according to the invention, the first force transmission element and/or the second force transmission element have an annular section and a support finger, wherein the support finger arranged on the annular section comprises a primary It extends through depressions in the element and/or secondary element. The support fingers are preferably designed as axial fingers which are arranged uniformly spaced apart from each other in the circumferential direction and/or extend through corresponding axial depressions in the primary element and/or the secondary element. In this embodiment, it is also preferred that the first force transmission element and/or the second force transmission element be float mounted on the primary element and/or the secondary element in order to achieve a particularly simple structure.

In another particularly advantageous embodiment of the torque transmission device according to the invention, a friction device is provided between the primary element and the secondary element; Said friction device causes increased friction between the primary element and the secondary element during operation of the clutch device, preferably during the opening of the clutch device or in the open state of the clutch device.

In another advantageous embodiment of the torque transmission device according to the invention, the friction device between the primary element and the secondary element has a friction lining on the primary element or on the secondary element, against which the secondary element or the primary element can be pressed. . In contrast to the previously mentioned sliding linings, the friction linings are preferably formed of a material with a friction-increasing action. In this embodiment, it is preferred that the friction lining is secured in a friction lining carrier, for example an annular disc, and in order to simplify assembly the friction lining carrier is fastened on the primary element or the secondary element. In this embodiment, it is also preferred that the friction lining carrier to which the friction lining is fixed is fastened on the primary element or the secondary element by means of a retaining ring. Providing a friction lining on the friction lining carrier that initially separates the secondary element from the primary element additionally provides a spacer between the retaining ring or other fastening means so that the distance between the friction lining and the opposing secondary or primary element can be accurately determined. It has the advantage that it can be

In another advantageous embodiment of the torque transmission device according to the invention, the tertiary element is formed by a gear wheel of the traction drive, preferably a chain wheel, the tertiary element can alternatively be in rotational drive connection with such a gear wheel of the traction drive . In the latter case, the gear wheel of the traction drive is preferably fixed on the tertiary element and/or can alternatively be supported or supported radially via the tertiary element.

In another advantageous embodiment of the torque transmission device according to the invention, the traction drive has traction means in the form of a chain, and therefore the traction drive can also be referred to as a chain drive with a corresponding chain wheel and chain. In contrast to traction drives in which belts or bands are used as traction means, costly tensioning of the traction means is not required, and a particularly reliable transmission of torque is possible in traction drives in the form of chain drives, whereby the torque transmission device structure is further simplified.

In another advantageous embodiment of the torque transmission device according to the invention, the electric machine can be adjusted by adjusting the tension of the traction means of the traction drive. For example, if an axially parallel electric machine is provided, this can be adjusted by changing the spacing between the axis of the electric device and the axis of the drivetrain. As already explained above, other means for adjusting the tension of the chain in order to keep the structure of the torque transmission device particularly simple without limiting the functionality of the traction drive in this embodiment when the traction means are formed by means of a chain It is also advantageous that no tensioning device is provided.

In another advantageous embodiment of the torque transmission device according to the invention, at least one additional vehicle component, preferably a pump, particularly preferably a water pump, and an air-conditioning pump, and/or a pump for power-assisted steering comprises the traction means. It can be driven or driven through, and the traction means of the traction drive are preferably chains, as already mentioned above.

In another advantageous embodiment of the torque transmission device according to the invention, the clutch device is a disc clutch. The disc clutch is preferably a normally closed and/or wet-actuated disc clutch.

In another advantageous embodiment of the torque transmission device according to the invention, on the output side of the disc clutch forming the clutch device, if necessary a disc carrier or an external disc carrier, and a tertiary element, if necessary a gear wheel, on the output side of the disc clutch and a common support section for radial support of the tertiary element. Here, it is preferred for the common support section to extend essentially radially, and it is particularly preferred for it to be fixed radially inwardly at the support hub.

In another advantageous embodiment of the torque transmission device according to the invention, the output side and the tertiary element of the disc clutch are designed in one piece with each other. Alternatively, however, the output side of the initially disengaged disc clutch is also secured to the tertiary element.

In another advantageous embodiment of the torque transmission device according to the invention, the input side of the disc clutch, if necessary, the disc carrier or the inner disc carrier is arranged or fixed on the secondary element or is designed in one piece with the secondary element.

In another advantageous embodiment of the torque transmission device according to the invention, a radial section connected rotationally fixed to the secondary element via the input side of the clutch device if necessary via the input side of the clutch device or the disc clutch is provided. It extends radially inwardly. Such a radial section can be designed, for example, as one piece with the secondary element of the torsional vibration damper together with the input side of the clutch device. In each case, the radial section is suitable for the arrangement of further functional components of the torque transmission device.

In another advantageous embodiment of the torque transmission device according to the invention, a depression for the force transmission device and, if necessary, for the second force transmission element is provided in the radial section, whereby the axial depression is similarly formed, This allows the force transmission device and, if necessary, the second force transmission element to extend in the axial direction.

In another advantageous embodiment of the torque transmission device according to the invention, a spring arrangement serves to close the clutch arrangement between the radial section on one side and the clutch arrangement on the other side. Thereby, the spring arrangement, which may for example be a disk spring, is not supported or cannot be supported directly on the radial section, but can instead be supported or supported indirectly via a support ring fixed on the radial section. Preferably, the support ring is preferably removably fixed on the radial section. It is also preferred that the spring device does not directly interact with the clutch device or its disk, but instead acts on the clutch device or its disk via a second force transmission element. Likewise, the second force transmission element or its annular section similarly forms a pressure plate for the clutch device or a disc set of the clutch device.

In another advantageous embodiment of the torque transmission device according to the invention, the previously mentioned friction device is arranged between the radial section and the primary element in order to enable a space-saving arrangement of the friction device.

In another advantageous embodiment of the torque transmission device according to the invention, the torsional vibration damper, the clutch device and the tertiary element and, if necessary, the gear wheel are arranged in a common wetting space. Thereby, it is preferred that the traction means of the traction drive, and thus, for example, the chain described above, are also arranged in the common wetting space. It is also preferred in this embodiment for the wet space to be delimited by a housing cover of the drive unit and thus, for example, on the housing or housing section of the internal combustion engine and on a specific housing of the drive unit.

In another preferred embodiment of the torque transmission device according to the invention, the output side of the torque transmission device can be in rotational drive connection with a downstream component in the torque transmission path via a flexplate, said component preferably having another clutch device, torque converter, and/or transmission. Thereby, the component is fastened to the flexplate via the retaining ring. Whereas flexplates are typically screwed into downstream components, a simple retaining ring is used here for fastening or fastening possibilities along the axial direction. Thereby, the rotational drive connection can be implemented in a positive locking way. In each case, this enables particularly simple assembly and disassembly.

In another preferred embodiment of the torque transmission device according to the invention, the primary element is fixed or can be fixed on the output side of the drive unit via a plurality of fastening openings in the primary element. Thereby, an assembly opening is provided in the tertiary element, if necessary, in the gear wheel, which is arranged in alignment with the fastening opening. However, the number of assembly openings is less than the number of fastening openings, and by rotating the tertiary element relative to the primary element, at least one of the assembly openings can be arranged in alignment with the at least two fastening openings. By this means, one assembly opening is similarly formed for two or more fastener openings in order to guide the corresponding fastening means and fastening tools without the need to provide a plurality of assembly openings capable of weakening the tertiary element, if necessary the gear wheel. can be used Thereby, a large number of assembly openings corresponding to half or less of the number of fastening openings has proven advantageous.

In another preferred embodiment of the torque transmitting device according to the present invention, the torsional vibration absorbing portion is a primary element, a secondary element, or a tertiary element, if necessary, so as to more effectively prevent any torsional vibration than through the torsional vibration damper alone. arranged on the gear wheel. The torsional vibration absorber in this case preferably has at least one inertial mass part movable or rotatable with respect to a primary element, a secondary element or a tertiary element, if necessary relative to the gear wheel; The inertial mass portion itself is not arranged in the torque transmission path of the drivetrain or torque transmission device. A reset device, such as a spring device, may be assigned to the at least one inertial mass portion.

In another preferred embodiment of the torque transmission device according to the invention, the secondary element of the torsional vibration damper is supported on the primary element by means of a radial bearing, preferably a sliding bearing. An embodiment of a radial bearing, such as a sliding bearing, allows the mounting to be provided relatively more outwardly in the radial direction without incurring particularly high design costs. In this embodiment, the slide bearing has a secondary-element-side sliding surface and a primary-element sliding-side surface assigned to the secondary-element-side sliding surface, one of those surfaces being arranged thereon, a sliding layer, if necessary a Teflon layer It is further preferably formed by a support element having a (Teflon layer), the support element being fixed on the secondary element or the primary element.

In another preferred embodiment of the torque transmission device according to the invention, the primary element and the secondary element are torsionally elastically coupled by a spring element, the spring element preferably arranged in the receiving space of the primary or secondary element, said receiving the space is bounded radially and axially outwardly by a primary or secondary element, the boundary section of the primary or secondary element in which at least one, if necessary, window-like opening faces the tertiary element or gear wheel in the axial direction provided within. The latter may satisfy its function of retaining the spring element in the boundary section of the primary or secondary element, while the coolant and/or lubricant, preferably oil, is directed out of the receiving space in a targeted manner through the at least one opening. The tertiary element or gear wheel can consequently be fed to the traction drive and the traction means, which has the advantage of providing improved lubrication as well as rapid removal of coolant and/or lubricant. Thereby, it is preferable that a plurality of openings spaced apart from each other in the circumferential direction are provided in the boundary section.

A drivetrain according to the invention for a motor vehicle has a drive unit, preferably an internal combustion engine, and a torque transmission device of the type according to the invention arranged between the drive unit and the transmission.

BRIEF DESCRIPTION OF THE DRAWINGS The invention will now be described in more detail with the aid of exemplary embodiments with reference to the accompanying drawings.

1 shows a schematic diagram of an embodiment of a drivetrain with a torque transmission device, and
Fig. 2 shows a partial side view of the torque transmitting device of Fig. 1 in greater detail in a cutaway view;

1 shows a schematic diagram of a drivetrain 2 for a motor vehicle, more specifically a hybrid vehicle. The drivetrain 2 has a drive unit 4 in the form of an internal combustion engine. The output side 6 of the drive unit 4 is coupled to a torque transmission device 8 , the structure of which will be discussed in more detail below with reference to FIG. 2 . The output side 10 of the torque transmission device 8 is, in contrast, connected via a flexplate 12 to a downstream component 14 in the torque transmission path, for example other clutch devices, torque converters and/or transmissions and , the rotational drive connection is established accordingly.

2 shows the torque transmission device 8 described above in detail. Opposite axial directions 16 , 18 , opposing radial directions 20 , 22 , and opposing circumferential directions 24 , 26 in the figures are indicated by corresponding arrows, and circumferential directions 24 , 26 are also This may be referred to as the direction of rotation, and the axis of rotation 28 of the torque transmission device 8 is indicated in FIG. 2 .

The torque transmission device 8 has a torsional vibration damper 30 . The torsional vibration damper 30 has an input-side primary element 32 . The primary element 32 is connected to the output side 6 of the drive unit 4 , for example to the crankshaft end, in such a way that it is fixed for rotation in the radial direction 22 via the first radial section 34 . do. For this purpose, a plurality of fastening openings 36 are provided in a first radial section 34 spaced apart from each other in the circumferential direction 24 , 26 and through the first radial section 34 in the axial direction 16 . , 18 , into which fastening means 38 are inserted, in this case in the form of screws, to fasten the primary element 32 on the output side 6 of the drive unit 4 .

A first radial section 34 extends radially outwardly 20 to the axial section 40 , and a plurality of depressions 42 are spaced apart from each other in the circumferential direction 24 , 26 to form the first radial section (34), which will be described in more detail later. A specific depression 42 extends radially 16 , 18 through the first radial section 34 of the primary element 32 . The axial section 40 starts from the end of the first radial section 34 facing in the radial direction 20 and extends in the axial direction 16 to a second radial section 44 , in the second radial direction. The section extends further outward in the radial direction 20 . The axial section 40 forms a primary-element-side sliding surface 46 facing outwardly in the radial direction 20 , said sliding surface having a secondary-element-side sliding surface on the secondary element of the torsional vibration damper 30 . It is assigned for surface 48 , which will be described in more detail below.

The end of the second radial section 44 lying outward in the radial direction 20 surrounds the receiving space 50 of the torsional vibration damper 30 in the axial direction 16 , 18 and outward in the radial direction 20 and , the receiving space 50 is essentially a receiving space extending in the circumferential direction 24 , 26 . The receiving space 50 serves to receive a spring arrangement 52 , which may for example be a multi-helical spring. The spring arrangement 52 serves to torsionally elastically couple the primary element 32 to the secondary element 54 of the torsional vibration damper 30 .

The secondary element 54 has a first radial section 56 extending radially 20 outwardly into the receiving space 50 and radially 22 inwardly to an axial section 58 of the secondary element 54 . has The axial section 58 starts from the first radial section 56 and extends in the axial direction 18 , the axial section 58 passing through the secondary-element-side sliding surface 48 in the radial direction 22 . ) inwardly at least partially supported on the primary-element-side sliding surface 46 . A radial bearing between the secondary element 54 and the primary element 32 is therefore provided here, as will be described in more detail below. A second radial section 60 starting from the axial section 58 and extending further in the radial direction 22 is connected to the end of the axial section 58 facing the axial direction 18 .

The torque transmission device 8 also has a tertiary element 62 , and a clutch device 64 is provided between the secondary element 54 and the tertiary element 62 for selective torque transmission. The clutch device 64 is designed as a disc clutch with a disc set 66 made of external and internal discs. In the embodiment shown, it is thereby a normally closed and wet-actuated disc clutch. The clutch device 64 has an essentially tubular input side 68 in the form of an inner disk carrier, the input side 68 being defined essentially by the axial section 58 of the secondary element 54 , the axial Section 58 has a corresponding rotational drive profile for the inner disk of disk set 66 for this purpose. The axial section 58 forming the input side 68 is thereby in one piece with the first radial section 56 and/or in one piece with the second radial section 60 of the secondary element 54 . It can be designed in pieces; A two-part or multi-part design is also possible. The clutch device 64 also has an essentially tubular output side 70 , which extends in the axial direction 16 , 18 and is designed as the outer disk carrier of the clutch device 64 . For this purpose, the output side 70 of the clutch device 64 has a corresponding rotational drive profile in order to achieve a rotary entrainment between the output side 70 and the outer disk of the disk set 66 . have The output side 70 extends axially to a tertiary element 62 to which the output side 70 is connected in a rotationally fixed manner, and the output side 70 also extends to the tertiary element 62 as indicated in FIG. 2 . ) and can be designed as a single fragment.

The tertiary element 62 starts from the point of connection at the output side 70 of the clutch device 64 , and extends essentially in the radial direction 20 , 22 . Thus, the tertiary element 62 starts from the end of the output side 70 of the clutch device 64 facing radially 18 and radially 22 inwardly within the support section 72 of the support hub ( 74) is extended. Consequently, the support section 72 forms a common support section 72 for radial support of both the output side 70 of the clutch device 64 and also of the tertiary element 62 , the common support section 72 ), a particularly compact structure can be achieved with respect to the axial structural length of the torque transmission device 8 . Further, the tertiary element 62 is radially along the radial direction 20 in another radial section 76 , starting from the end of the output side 70 of the clutch device 64 facing in the axial direction 18 . Extending outwardly, the radial section 76 has teeth 78 on its radially 20 outwardly facing end, which are discussed in more detail below.

The tertiary element 62 is connected to the electric machine 82 via the traction drive 80 shown in FIG. 1 in such a way that the tertiary element 62 is connected in rotational drive with the electric machine 82 . As is clear from FIG. 1 , the electric machine 82 is arranged axially parallel to the drivetrain 2 . The traction drive 80 in the illustrated embodiment It is designed as a chain drive, so it has traction means 84 in the form of a chain 86 . Thereby, the chain 86 surrounds the gear wheel 88 of the electric machine 82 on one side and the gear wheel 90 on the other side, which forms or forms a tertiary element 62 or with the tertiary element 62 . The rotation drive is connected. In the latter case, the gear wheel 90 can be fixed, for example, on the tertiary element 62 . However, in the embodiment shown according to FIG. 2 , the tertiary element 62 is formed as a gear wheel 90 or is designed as one piece with the gear wheel 90 . Due to the fact that in the illustrated embodiment the traction drive 80 is designed as a chain drive, the gear wheels 88 , 90 are also designed as chain wheels, the tertiary element 62 or the aforementioned teeth on the gear wheel 90 . 78 is engaged with chain 86 . The electric machine 82 is arranged in such a way that it can be adjusted by changing the tension of the pulling means 84 in the form of a chain 86 . More precisely, the distance between the axis of rotation 28 and the axis of the electric machine 82 can be changed, and then the electric machine 82 can be locked while maintaining the adjusted distance. Additional tensioning means are preferably omitted.

It is also clear from FIG. 1 that at least one additional vehicle component 92 is drivable or driven by means of a traction means 84 in the form of a chain 86 . For this purpose, a further vehicle component 92 is likewise designed as a chain wheel and has a corresponding input wheel 93 which is combined with a traction means 84 in the form of a chain 86 . The additional vehicle component 92 is preferably a water pump, an air conditioning pump, and/or a pump for power assisted steering of a motor vehicle.

The tertiary element 62 or the gear wheel 90 is mounted on the output side 6 of the drive unit 4 via its support hub 74 with the aid of corresponding radial bearings 94 along the radial directions 20 , 22 . supported on and on the primary element 32 of the torsional vibration damper 30 , the support hub 74 being additionally in rotational drive connection with the output side 10 of the torque transmission device 8 , here designed as an output hub The output side 10 is in this case removably secured on the support hub 74 by means of intermeshing teeth 98 . The output side 10 is rotationally fixedly connected to the flexplate 12 extending essentially in the radial direction 20 , 22 , and thus - as is also clear from both FIGS. 1 and 2 - a torque transmission device ( The output side 10 of 8) may be rotationally driven or connected to a downstream component 14 in the torque transmission path via the flexplate 12 . As is clear from FIG. 2 , the additional component 14 is secured on the flexplate 12 in the axial direction 16 , 18 via a retaining ring 102 , and thus the subsequent component 14 which is expensive. ), the screw fastening of the flex plate 12 can be omitted. As is clear from FIG. 2 , for this purpose the flexplate 12 has a projecting lug 104 on its end which faces outwardly in the radial direction 20 , which lugs in the axial direction 18 . and are spaced apart from each other in the circumferential direction (24, 26). In contrast, the connector 106 of the subsequent component 14 has projecting lugs along the radial direction 20 , which can be pushed between the projecting lugs 104 to achieve a form-fitting rotational drive connection. In contrast, the axial fixation of the connector 106 on the flexplate 12 is effected through the aforementioned retaining ring 102 .

1 and 2 , a torsional vibration damper 30 , a clutch device 64 , a tertiary element 62 or a gear wheel 90 , and also a traction means 84 in the form of a chain 86 are common. arranged within the wet space 108 . The wetting space 108 is in particular delimited in the axial direction 16 by the housing 110 of the drive unit 4 and in the axial direction 18 by the housing cover 112 , where - in FIG. 1 . As shown - a gear wheel 88 of an electric machine 82 and an input wheel 93 of a further vehicle component 92 are arranged in said wet space 108 .

The torque transmission device 8 additionally has a clutch actuation device 114 for actuating the clutch device 64 . The clutch actuation device 114 is arranged on the side of the primary element 32 of the torsional vibration damper 30 facing away from the clutch device 64 . In other words, the clutch actuation device 114 is arranged on the side of the primary element 32 facing in the axial direction 16 , and the clutch device 64 is arranged on the side of the primary element 32 facing in the axial direction 18 . arranged on the side. The clutch actuating device 114 is a hydraulically actuable clutch actuating device in the form of a piston-cylinder arrangement, in this case designed in the form of a ring, the actuating piston being arranged in the cylinder so as to be displaceable in the axial direction 16 , 18 , The actuating piston is also identified below as the output member 116 of the clutch actuation device 114 . It would be advantageous if the clutch actuation device 114 is designed stationary, in this embodiment fixed or arranged on the stationary housing 110 , and the clutch actuation device 114 is detachably arranged on the stationary housing 110 . can Alternatively, however, at least the cylinder of the clutch actuation device 114 can be designed as one piece or partly as one piece with the housing 110 .

Clutch actuation device 114 does not directly interact with clutch device 64 via its output member 116; Instead, a force transmission device 118 is provided, through which the clutch actuation device 114 interacts with the clutch device 64 . The force transmission device 118 , designed in this case in two parts, passes through the depression 42 in the primary element 32 and also in the second radial section 60 of the secondary element 54 ( 120 in the axial direction 16 , 18 . The depressions 120 are arranged spaced apart from each other in the circumferential direction 24 , 26 in the second radial section 60 of the secondary element 54 and through the second radial section in the axial direction 16 , 18 . is extended

As mentioned above, the force transmission device 118 is designed in at least two parts. Accordingly, the force transmission device 118 has a first force transmission element 122 extending through a depression 42 in the primary element 32 . The first force transmission element 122 is supported or can be supported in the axial direction 16 on the first force transmission element 122 and has a depression 120 in the second radial section 60 of the secondary element 54 . ) or designed to be separate from the second force transmission element 124 extending through it.

The first force transmission element 122 has an annular section 126 extending in the circumferential direction 24 , 26 arranged on the side of the primary element 32 facing in the axial direction 18 , the protruding support fingers ( 128 are arranged on the annular section 126 in the axial direction 16 , each projecting support finger having a primary element facing axially 16 to achieve a rotational drive connection to the primary element 32 . 32) extends through one of the depressions 42 on the side. Thereby, the support finger 128 is axially aligned with the output member 116 of the clutch actuation device 114 . Accordingly, the first force transmission element 122 is floatingly mounted on the primary element 32 in the axial direction 16 , 18 . The second force transmission element 124 also has an annular section 130 extending in the circumferential direction 24 , 26 and support fingers 132 arranged on the annular section 130 extending in the axial direction 16 , , which extends radially 16 through the depression 120 in the second radial section 60 of the secondary element 54 to achieve a rotational drive connection to the secondary element 54 , and thus an annular The sections 130 are arranged on the side of the secondary element 54 facing in the axial direction 18 , while each of the support fingers 132 is supported on the annular section 126 of the first force transmission element 122 . or through a respective depression 120 on the side of the secondary element 54 facing in the axial direction 16 to be supported. As is clear from FIG. 2 , the annular section 130 of the second force transmission element 124 is provided on the input side 68 of the clutch device 64 to function as a pressure plate for the disc set 66 of the clutch device 64 . ) extends further in the radial direction 20 through the axial section 58 of the secondary element 54 .

In addition, an anti-wear and/or friction reducing device 134 transmits a first force on the other side than the end of the first force transmitting element 122 or the supporting finger 128 facing in the axial direction 16 on one side. It is clear from FIG. 2 that it is arranged in the axial direction 16 , 18 between the output members 116 of the clutch actuation device 114 which are supported or can be supported on the element 122 ; Said anti-wear and/or friction reducing device takes into account the relative rotation between the first force transmission element 122 and the output member 116 of the clutch actuation device 114 , which also preferably takes into account the circumferential direction 24 , 26 . ) is designed to be stationary and therefore cannot be rotated. Thereby, the wear-resistant and/or friction reducing device 134 can be fixed on the first force transmission element 122 or on the output member 116 , a variant being fixed on the first force transmission element. is implemented, for example, in the illustrated implementation. The wear-resistant and/or friction-reducing device 134 can also be formed by a sliding lining in the embodiment shown, the material of which is the first force transmitting element 122 and the output member of the clutch actuating device 114 ( 116) are chosen in such a way as to reduce wear and friction in the area between them. In a corresponding manner, an anti-wear and/or friction reducing device 136 is also arranged in the axial direction 16 , 18 between the first force transmission element 122 and the second force transmission element 124 , such that In this case, it should also be a sliding lining that can be fixed on the support fingers 132 of the second force transmission element 124 or on the annular section 126 of the first force transmission element 122 .

However, the device 136 may also alternatively be an anti-wear and/or friction-increasing device 136 , for example a friction lining, in particular by means of which friction between the primary and secondary elements is transferred to force. This is because it can increase during operation of the device 118 and thus the friction device described in more detail below for this can be unloaded.

As mentioned above, the clutch device 64 is a normally closed disc clutch. For this purpose, a spring arrangement 138 - in this case in the form of a disc spring - is provided for closing the clutch arrangement 64 when it is not actuated or opened by the clutch actuation arrangement 114 . A special spring arrangement 138 functions between the second radial section 60 of the secondary element 54 on one side and the disc set 66 of the clutch arrangement 64 on the other side. In other words, the spring arrangement 138 may be supported or supported in the axial direction 18 on the second radial section 60 and in the axial direction 16 on the disc set 66 of the clutch arrangement 64 . However, such support is not directly exercised in these cases. Instead, a support ring 140 is provided which is releasably secured on the second radial section 60 , on which a spring arrangement 138 is or can be supported in the axial direction 18 , while the clutch The support of the spring device 138 on the disk set 66 of the device 64 is effected via the aforementioned second force transmission element 124 , so that it is - as described above - relative to the disk set 66 . It also forms a pressure plate that can be pressurized. The disc set 66 is also supported in the axial direction 16 on the first radial section 56 of the secondary element 54 , for this purpose a supporting projection 142 projecting in the axial direction 18 . is provided on the first radial section 56 of the secondary element 54 .

The torque transmission device 8 also has a friction device 144 provided between and functioning between the primary element 32 and the secondary element 54 . In this regard, the friction device 144 causes increased friction between the primary element 32 and the secondary element 54 during actuation or opening of the clutch device 64 , described in more detail below. More precisely, the friction element 144 is arranged between the second radial section 60 of the secondary element 54 and the first radial section 34 of the primary element 32 . Thereby, the friction device 144 has an annular friction-lined carrier 146 , which is removably fixed on the primary element 32 , which friction-lined carrier 146 on the corresponding friction-lined carrier 146 and on the primary element. It is rotationally driven in connection with the primary element 32 via rotational drive contours on 32 . The friction lining 146 is fixed on the primary element 32 in the axial direction 18 by means of a retaining ring 148 , and the support of the friction lining carrier 146 along the axial direction 18 is in this case: It runs on a retaining ring 148 through an annular intermediate piece 150 . In contrast, the friction lining 147 is fixed on the side of the friction lining carrier 146 facing the secondary element 54 in the axial direction 16 ; The secondary element 54 or its second radial section 60 can be supported axially 18 on this friction lining when the clutch device 64 is actuated. By selecting the intermediate piece 150 with a corresponding extension in the axial direction 16 , 18 , the relative position of the friction lining carrier 146 with respect to the secondary element 54 can be precisely pre-adjusted, the intermediate piece also having a spacer here. or similarly identified as a spacer ring. In addition, the intermediate piece 150 as shown in FIG. 2 functions as a protection against expansion of the retaining ring 148 and thus as a rotating fixed segment as well. Thereby, it has proven advantageous for the intermediate piece 150 to be designed as a sheet metal part or as a formed sheet metal part.

Also, as indicated by way of example by way of a tertiary element 62 or a rotational vibration absorber 152 on the gear wheel 90 in the illustrated embodiment, the rotational vibration absorber 152 is a primary element 32, a secondary element. 54 , and/or may be provided on the tertiary element 62 or gear wheel 90 . In each case, such rotational vibration absorber 152 is movable or rotatable relative to primary element 32 , secondary element 54 , or tertiary element 62 or gear wheel 90 as shown herein. It may have at least one inertial mass portion 154 that can be rotated in circumferential directions 24 , 26 about an axis 28 , and a similarly resilient return device is to be assigned to such inertial mass portion 154 . , and such a return device is not shown in FIG. 2 but is known in the art.

As mentioned above, the primary element 32 can be fixed or secured to the output side 6 of the drive unit 4 via the fastening opening 36 and by way of the fastening means 38 . In order to simplify assembly or disassembly a number of assembly openings 156 are provided in the tertiary element 62 or gear wheel 90 more precisely in its common support section 72 , and such assembly openings in a specific support section 72 . axially ( 16 , 18 ) through and arranged in alignment with at least a portion of the fastening opening ( 36 ) in the primary element ( 32 ). A particular assembly opening 156 may serve to guide through the fastening means 38 as well as an associated tool for actuating the fastening means 38 . However, the number of assembly openings 156 is less than the number of fastening openings 36 so that the support section 72 is not weakened too much by the assembly openings 156 . However, in order to ensure accessibility of all fastening openings 36 or fastening means 38 through the assembly openings 156 along the axial direction 16 , at least one assembly opening 156 is provided with a tertiary element 62 or a gear wheel. Rotating 90 relative to primary element 32 can be arranged in continuous alignment with at least two fastening openings 36 . Accordingly, the first fastening opening 36 or the first fastening means 38 can be accessed in the first relative rotational position through the assembly opening 156 , while the other or second fastening opening 36 and the second fastening opening 36 are accessible. The means 38 can be accessed through the same assembly opening 156 in the second relative rotational position.

Another feature of the torque transmission device 8 consists in that the clutch device 64 or a set of its discs are arranged in superimposition with the spring device 52 of the torsional vibration damper 30 in the radial direction 20 , 22 . This applies correspondingly to the friction device 144 and the clutch device 64 or its disc set 66 . Both have the advantage of a low axial structural length.

Further features of the torque transmission device 8 and its function are then described in more detail below with reference to FIGS. 1 and 2 .

When the clutch device 64 is closed or the clutch device is not actuated via the clutch actuation device 114 , the torque generated by the drive unit 4 is applied to the output side 6 , the primary element 32 , the spring device 52 , the secondary element 54 , the clutch device 64 , and the tertiary element 62 , or via the gear wheel 90 , are transmitted to the output side 10 of the torque transmission device 8 . In this context, the torsional vibration damper 30 causes damping of the torsional vibration originating from the drive unit 4 , and the rotational vibration absorbing portion 152 also contributes to the absorption of the rotational vibration. At least one additional vehicle component 92 and the gear wheel 88 of the electric machine 82 are in normal operation a traction drive 80 , and thus a traction means 84 in the form of a gear wheel 90 and a chain 86 . ) but the electric machine 82 can also be operated as a motor to support the drive unit 4 in the sense of a boost function. The output member 116 or the actuating piston of the clutch actuation device 114 is in the output position shown in FIG. 2 , ie retracted in the axial direction 16 , so that the output member 116 and the first force transmission element ( 122) there is no contact between them. The first force transmitting element 122 is also correspondingly designed such that no such contact occurs between the first force transmitting element 122 and the output member 116 . In order to retract the output element 116 , a spring arrangement 158 , here formed by way of example as an annular corrugated spring, is assigned to the output element, which is a support ring detachably fixed on the housing of the clutch actuation element 114 . It is supported in the axial direction 18 on 160 and in the opposite axial direction 16 on the output member 116 . In the case of a closed clutch device 64 , the closing force flow is a spring device 138 , a second force transmission element 124 , a set of discs 66 , a first radial section 56 , an axial section 58 . ), a second radial section 60 , and a support ring 140 , on such a spring arrangement 138 a second force transmission element 124 , a disk set 66 , a first radial section ( 56 , the axial section 58 , the second radial section 60 , and the support ring 140 are supported in this order.

In case the drive train 2 is driven only via an electric machine 82 operated as a motor, the clutch device 64 must be opened. For this purpose, hydraulic pressure is applied to a pressure chamber assigned to an output member 116 in the form of a hydraulically actuated clutch actuation device 114 or an actuating piston, whereby the output member 116 engages the spring device 158 . Displaced in the axial direction (18) against the reset force. As a result of this, the output member 116 comes into contact with the anti-wear and/or friction-reducing device 134 on the first force transmission element 122 , in this case the sliding lining, and consequently in the axial direction 18 . displace as well. The first force transmission element 122 further presses against the second force transmission element 124 , via an anti-wear and/or friction reducing device 136 , and consequently counteracts the reset force of the spring device 138 . to displace in the axial direction (18). This results in that the second force transmission element 124 , which functions identically as a pressure plate for the disc set 66 , is no longer pressed against the disc set 66 , thus causing the clutch device 64 to open. causes

The actuating force of the clutch actuation device 114 acting in the axial direction 18 also affects the first force transmission element 122 , the second force transmission element 124 , the spring arrangement 138 , and the support ring 140 . The second radial section 60 of the secondary element 54 is likewise forced in the axial direction 18 because it acts on the second radial section 60 of the secondary element 54 via Device 144 is activated, and the friction device increases friction between secondary element 54 and primary element 32 .

The output side 10 of the torque transmission device 8 can be driven by an electric machine 82 in motor operation by means of a traction drive 80 , the at least one additional vehicle component 92 is also capable of being driven by a traction drive 80 . 80) and may be driven by an electric machine 82 during motor operation.

The aforementioned radial bearing for supporting the secondary element 54 on the primary element 32 is a secondary-element-side sliding surface 48 and a primary-element-side assigned to the secondary-element-side sliding surface 48 . A sliding bearing with a sliding surface (46). As is clear from FIG. 2 , the secondary-element-side sliding surface 48 is formed by an essentially tubular carrier element 162 fixed on a secondary element 54 arranged thereon with a sliding layer 164 , The sliding layer comprises a different material than the carrier element 162 and is preferably designed as a Teflon layer. The sliding layer 164 may also be formed by, among other things, a sliding lining.

As described above, the primary element 32 and the secondary element 54 are torsionally elastically coupled to each other by a spring arrangement 52 arranged in the receiving space 50 of the primary element 32 . The receiving space 50 is bounded radially outwardly 20 and axially 16 , 18 by a primary element 32 . Thus, the primary element 32 has a boundary section 166 that extends in the radial direction 20 , 22 and faces the tertiary element 62 or gear wheel 90 in the axial direction 18 , in which boundary section A plurality of window-like openings 168 are provided spaced apart from each other in circumferential directions 24 , 26 . Consequently, the boundary section 166 can satisfy its function for retaining the spring arrangement 52 , while the coolant and/or lubricant, preferably oil, passes through the at least one opening 168 to the receiving space 50 . ) to the tertiary element 62 or to the gear wheel 90 and consequently to the traction drive and traction means 84 in a targeted manner. This not only improves the lubrication effect, but also allows the coolant and/or lubricant to be removed quickly.

2 drive train
4 drive unit
6 output side
8 Torque Transmission Device
10 output side
12 Flexplate
14 components
16 axial
18 axial
20 radial
22 radial
24 circumferential direction
26 circumferential direction
28 axis of rotation
30 torsional vibration damper
32 primary factor
34 first radial section
36 fastening opening
38 Fastening means
40 axial section
42 depression
44 second radial section
46 Primary-element-side sliding surface
48 Secondary-element-side sliding surface
50 accommodating space
52 spring device
54 secondary elements
56 first radial section
58 axial section
60 second radial section
62 Tertiary Elements
64 clutch device
66 disc set
68 input side
70 output side
72 support section
74 support hub
76 radial section
78 teeth
80 traction drive
82 electrical machine
84 means of towing
86 chain
88 gear wheel
90 gear wheel
92 Additional vehicle components
93 input wheel
94 radial bearing
98 Interlocking teeth
102 retaining ring
104 Extruded Lugs
106 connector
108 common wet space
110 housing
112 housing cover
114 Clutch Actuator
116 no output
118 force transmission device
120 depression
122 first force transmitting element
124 second force transmission element
126 annular section
128 support finger
130 annular section
132 support finger
134 Wear-resistant and/or friction-reducing devices
136 Wear-resistant and/or friction-reducing devices
138 spring device
140 support ring
142 support protrusion
144 friction device
146 friction lined carrier
147 friction lining
148 retaining ring
150 Medium Fragments
152 torsional vibration absorber
154 inertial mass part
156 Assembly opening
158 spring device
160 support ring
162 carrier element
164 sliding coating
166 border section
168 opening

Claims (15)

A torque transmission device (8) for a drivetrain (2) of a motor vehicle, comprising: a torsional vibration damper (30), a tertiary element (62) having a primary element (32) and a secondary element (54) that are torsionally elastically coupled to each other ), and a clutch arrangement (64) between the secondary element (54) and the tertiary element (62) for selective torque transmission, wherein the tertiary element (62) rotates to the electric machine (82) via a traction drive (80) connected to the drive,
A clutch actuation device 114 is provided for actuation of the clutch device 64 and is arranged stationary on the side of the primary element 32 facing away from the clutch device 64 , or in a stationary housing 110 . ) or is hydraulically actuable via a force transmission device 118 and interacts with a clutch device 64 , said force transmission device having at least one depression 42 in the primary element 32 a first force transmitting element 122 extending through at least one depression 42 in a primary element 32 , and the first force transmitting element 122 extending through Torque transmission device (8), characterized in that it has a second force transmission element (124) designed to be separated from and supported on said first force transmission element (122). According to claim 1,
between the first force transmission element 122 and the output member 116 of the clutch actuation device 114 supported on the first force transmission element 122, or arranged between the first force transmission element (122) and the second force transmission element (124); and said first or second force transmission element (122; 124) has an annular section (126; 130) and support fingers (128; 132) arranged on said annular section (126; 130); The support fingers are positioned on the primary element 32 or the secondary element such that the first force transmission element 122 or the second force transmission element 124 is mounted on the primary element 32 or the secondary element 54 . A torque transmission device (8), characterized in that it extends through a depression (42; 120) in the inner body. 3. The method of claim 1 or 2,
A friction device 144 is provided between the primary element 32 and the secondary element 54 and increases the friction between the primary element 32 and the secondary element 54 during operation of the clutch device 64 . wherein the friction device 144 has a friction lining 147 on the primary element 32 or secondary element 54 to which the secondary element 54 or primary element 32 has Torque transmission device (8), characterized in that it can be pressed. 3. The method of claim 1 or 2,
Either the tertiary element 62 is formed by or is connected in rotational drive with the gear wheel 90 of the traction drive 80 , or the traction drive 80 has a traction means 84 in the form of a chain 86 . or the electric machine 82 can be adjusted by changing the tension of the traction means 84 of the traction drive 80 , or at least one additional vehicle component 92 , a pump is connected to the traction means 84 . Torque transmission device (8), characterized in that it can be driven via 3. The method of claim 1 or 2,
wherein the clutch device 64 is a disc clutch, the output side 70 of the disc clutch, and the tertiary element 62 have a common supporting section 72 for radial support, or are designed as one piece with each other, or , characterized in that the input side (68) of the disc clutch is arranged on the secondary element (54) or is designed in one piece with the secondary element (54). 3. The method of claim 1 or 2,
A radial section (60) rotatably connected to the secondary element (54) extends radially inwardly (22) through the input side (68) of the clutch device (64), and of the force transmitting device (118) A depression 120 is arranged in the radial section 60 or a spring device 138 for closing the clutch device 64 is provided via the second force transmission element 124 in the radial section 60 ) and the clutch device (64) or characterized in that a friction device (144) is arranged between the radial section (60) and the primary element (32). 3. The method of claim 1 or 2,
A common wet space in which the torsional vibration damper 30 , the clutch device 64 , and the tertiary element 62 are bounded by the housing 110 of the drive unit 4 and by the housing cover 112 . Torque transmission device (8), characterized in that it is arranged in (108). 3. The method of claim 1 or 2,
The output side 10 of the torque transmission device 8 may be in rotational drive connection or rotation drive connection with a component 14 downstream in the torque transmission path, via a flexplate 12 , the component 14 ) is fastened to the flexplate (12) via a retaining ring (102). 3. The method of claim 1 or 2,
The primary element 32 is fastened on the output side 6 of the drive unit 4 through a plurality of fastening openings 36 , an assembly opening 156 is provided in the tertiary element 62 , the fastening aligned with openings (36), wherein the number of assembly openings (156) is less than the number of fastening openings (36), the assembly openings by rotating the tertiary element (62) relative to the primary element (32). Torque transmission device (8), characterized in that at least one of (156) can be arranged in alignment with at least two fastening openings (36). 3. The method of claim 1 or 2,
A torsional vibration absorbing portion 152 is arranged on the primary element 32, the secondary element 54, or the tertiary element 62, the torsional vibration absorbing portion 152 comprising the primary element 32; Torque transmission device (8), characterized in that it has at least one inertial mass portion (154) movable or rotatable with respect to a secondary element (54) or a tertiary element (62). 3. The method of claim 1 or 2,
The secondary element 54 is supported on the primary element 32 by means of a sliding bearing, which is assigned to a secondary-element-side sliding surface 48 and the secondary-element-side sliding surface 48 . a carrier element having a primary-element-side sliding surface (46), said secondary-element-side sliding surface (48) and one of said primary-element-side sliding surface (46) having a sliding coating (164) arranged thereon ( 162), characterized in that the carrier element element is fastened to the secondary element (54) or the primary element (32). 3. The method of claim 1 or 2,
The primary element ( 32 ) and the secondary element ( 54 ) are torsionally elastically coupled by a spring arrangement ( 52 ), which spring arrangement within the receiving space ( 50 ) of the primary or secondary element ( 32 ; 54 ). arranged, said space being bounded radially outwardly (20) and outwardly in axial directions (16, 18) by said primary or secondary element (32; 54), at least one opening (168) axially Torque transmission device (8), characterized in that it is provided in a boundary section (166) of said primary or secondary element (32; 54) facing said tertiary element (62) with (18). A drivetrain (2) for a motor vehicle, comprising a drive unit (4) and a torque transmission device (8) according to claim 1 or 2 arranged in a torque transmission path between the drive unit (4) and the transmission. According to claim 1,
Torque transmission device (8), characterized in that the first force transmission element (122) or the second force transmission element (124) extends through at least one depression (120) in the secondary element (54). 4. The method of claim 3,
Torque transmission device (8), characterized in that the friction lining (147) is fixed on a friction lining carrier (146) fastened on the primary element (32) or the secondary element (54).

Images