Clutch unit with torsional vibration damper as clutch support, and hybrid module comprising clutch unit

Abstract

A clutch unit for a powertrain of a motor vehicle is disclosed, comprising a torque input component acting as a drive element, a torque output component acting as an output element, being connectable so as to transmit a torque to the torque input component via a clutch that can be shifted using friction elements, and with a torsional vibration damper having two masses damped relative to one another to reduce rotational irregularities, which is arranged between the torque input component and the torque output component, at least one of the two masses of the torsional vibration damper being simultaneously designed as a support for a friction partner. The disclosure further relates to a hybrid module comprising a first drive machine, the output shaft of which can be connected to an output shaft of a second drive machine or a transmission input shaft via such a clutch unit.

Claims

1. A clutch unit for a powertrain of a motor vehicle, comprising: a torque input component acting as a drive element, a torque output component acting as an output element configured to be selectively connected for transmitting torque to the torque input component so as to transmit a torque via a clutch configured to be shifted using a friction element, and with a torsional vibration damper with two masses which are damped relative to each other to reduce rotational irregularities, which is arranged between the torque input component and the torque output component, wherein at least one of the two masses of the torsional vibration damper are simultaneously designed as a support for the friction element, wherein the clutch has first and second partial clutches configured to selectively connect the torque input component and the torque output component so as to transmit the torque, wherein a rotary joint is provided that abuts the first partial clutch at one end and the second partial clutch at another, axially opposite end, wherein the rotary joint is configured to actuate the first and second partial clutches.

2. The clutch unit according to claim 1, wherein at least one mass carrying the friction element is designed as a plate support.

3. The clutch unit according to claim 1, wherein the clutch and the torsional vibration damper are arranged to be radially nested.

4. The clutch unit according to claim 1, wherein the torsional vibration damper is arranged in a radial direction outside the clutch.

5. The clutch unit according to claim 1, wherein one of the first or second partial clutches is designed as a positive-fit clutch and the other of the first or second partial clutches is designed as a friction clutch.

6. The clutch unit according to claim 5, wherein an operating direction of the one partial clutch is opposite to an operating direction of the other partial clutch.

7. The clutch unit according to claim 5, wherein the torsional vibration damper is arranged such that it is decoupled from the powertrain when the positive-fit partial clutch is not actuated.

8. A hybrid module comprising a first drive machine, an output shaft of which can be connected to an output shaft of a second drive machine or a transmission input shaft via the clutch unit according to claim 1.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The disclosure is explained below with the aid of drawings. Herein:

(2) FIG. 1 shows a longitudinal sectional view of a clutch unit according to the disclosure in a first exemplary embodiment with a friction partial clutch and a positive-fit partial clutch of a separating clutch, which are connected to a secondary mass of a torsional vibration damper, the friction partial clutch being arranged in the direction of a first drive machine,

(3) FIG. 2 shows a longitudinal sectional view of the clutch unit in a second exemplary embodiment with the friction partial clutch and the positive-fit partial clutch, which are connected to the secondary mass of the torsional vibration damper, the positive-fit partial clutch being arranged in the direction of the first drive machine,

(4) FIG. 3 shows a longitudinal sectional illustration of the clutch unit in a third exemplary embodiment with the friction partial clutch which is connected to a primary mass of the torsional vibration damper and the positive-fit partial clutch which is connected to the secondary mass of the torsional vibration damper, the partial clutches being arranged to be axially nested,

(5) FIG. 4 shows a longitudinal sectional view of the clutch unit in a fourth exemplary embodiment with the friction partial clutch which is connected to the primary mass of the torsional vibration damper and the positive-fit partial clutch which is connected to the secondary mass of the torsional vibration damper, the partial clutches being arranged to be radially nested,

(6) FIG. 5 shows a longitudinal sectional view of the clutch unit in a fifth exemplary embodiment with a cone clutch designed as a friction clutch, and

(7) FIG. 6 shows a longitudinal sectional view of the clutch unit in a sixth exemplary embodiment with detents for the positive-fit partial clutch.

(8) The figures are only schematic in nature and serve only for understanding the disclosure. The same elements are provided with the same reference symbols. Different features of the exemplary embodiments can be interchanged.

DETAILED DESCRIPTION

(9) FIG. 1 shows a clutch unit 1 for a powertrain of a motor vehicle. The clutch unit 1 has a torque input component 2 acting as a drive element (or as an output element) and a torque output component 3 acting as an output element (or as a drive element). The torque output component 3 can be connected to the torque input component 2 so as to transmit a torque via a clutch/separating clutch 5 that can be shifted using friction elements 4. For reducing rotational irregularities, the clutch unit 1 also has a torsional vibration damper 6 which is designed as a dual mass flywheel. The torsional vibration damper 6 has a primary mass 7 which is connected to the torque input component 2, and a secondary mass 8 which is connected to the torque output component 3 via the clutch 5. The primary mass 7 is damped relative to the secondary mass 8. The primary mass 7 or the secondary mass 8 simultaneously serves as a support 9 for a friction element 4 of the clutch 5 or is formed integrally with the support 9.

(10) The clutch 5 has a friction partial clutch 10, which is designed as a multi-plate clutch 11. When the friction partial clutch 10 is closed, the torque input component 2 and the torque output component 3 can be connected so as to transmit a torque. The multi-plate clutch 11 has an inner plate support 12, which receives inner plates 13 in a rotationally fixed but axially displaceable manner, and an outer disc support 14, which receives outer plates 15 in a rotationally fixed but axially displaceable manner. The inner plates 13 and the outer plates 15 serve as the friction elements 4. The outer plate support 14 is formed integrally with the primary mass 7 or the secondary mass 8. In a first exemplary embodiment, which is shown in FIG. 1, the outer plate support 14 is formed integrally with the secondary mass 8.

(11) The torsional vibration damper 6 is arranged at the same axial height as the clutch 5, so that the torsional vibration damper 6 and the clutch 5 are arranged to be radially nested. The torsional vibration damper 6 is arranged to be radially outside the clutch 5 so that it radially surrounds same.

(12) The clutch 5 has a positive-fit partial clutch 16 which is designed as a dog clutch/dog switching device 17. When the positive-fit partial clutch 16 is closed, the torque input component 2 and the torque output component 3 can be connected so as to transmit a torque. The dog clutch 17 has a claw 18 on the torque output component side and a claw 19 on the torque input component side.

(13) The positive-fit partial clutch 16 and the friction partial clutch 10 are actuated by a rotary joint 20. In this case, an actuation direction of the positive-fit partial clutch 16 is opposite to an actuation direction of the friction partial clutch 10. The actuation directions can also be identical, even if this is not shown in the drawings.

(14) In all embodiments, the friction partial clutch 10 and the positive-fit partial clutch 16 have stops which are independent or separate from one another, as a result of which the clutch unit 1 differs from a classic transmission synchro unit.

(15) In the first exemplary embodiment, which is shown in FIG. 1, the outer plate support 14 for the friction partial clutch 10 and the torque input component-side claw 19 for the positive-fit partial clutch 16 are firmly connected to the secondary mass 8 of the torsional vibration damper 6. The secondary mass 8 is coupled to the primary mass 7 via a spring 21. The friction partial clutch 10 is arranged in the direction of the motor, i.e., closer to the torque input component 2, and the positive-fit partial clutch is arranged in the direction of the transmission, i.e., closer to the torque output component 3 or the transmission input shaft. The rotary joint is arranged in the axial direction between the positive-fit partial clutch 16 and the friction partial clutch 10.

(16) In the second exemplary embodiment, which is shown in FIG. 2, the outer plate support 14 for the friction partial clutch 10 and the torque input component-side claw 19 for the positive-fit partial clutch 16 are firmly connected to the secondary mass 8 of the torsional vibration damper 6. The friction partial clutch 10 is arranged in the direction of the transmission, thus closer to the torque output component 3, and the positive-fit partial clutch is arranged in the direction of the engine, thus closer to the torque input component 2 or the transmission input shaft. The rotary joint is arranged in the axial direction between the positive-fit partial clutch 16 and the friction partial clutch 10.

(17) In the third exemplary embodiment, which is shown in FIG. 3, the outer plate support 14 for the friction partial clutch 10 is firmly connected to the primary mass 7 of the torsional vibration damper 6 and the torque input component-side claw 19 for the positive-fit partial clutch 16 is firmly connected to the secondary mass 8 of the torsional vibration damper 6. The friction partial clutch 10 is arranged in the direction of the motor, i.e., closer to the torque input component 2, and the positive-fit partial clutch is arranged in the direction of the transmission, i.e., closer to the torque output component 3 or the transmission input shaft. The partial clutches 10, 16 are arranged nested in the axial direction. The rotary joint is arranged in the axial direction between the positive-fit partial clutch 16 and the friction partial clutch 10.

(18) In the fourth exemplary embodiment, which is shown in FIG. 4, the outer plate support 14 for the friction partial clutch 10 is fixedly connected to the primary mass 7 of the torsional vibration damper 6 and the torque input component-side claw 19 for the positive-fit partial clutch 16 is firmly connected to the secondary mass 8 of the torsional vibration damper 6. The partial clutches 10, 16 are arranged in a nested manner in the radial direction, the positive-fit partial clutch 16 being arranged to be radially outside the friction partial clutch 10. The two partial clutches 10, 16 are arranged on the motor side and the rotary joint 20 is arranged on the transmission side.

(19) FIG. 5 shows the clutch unit 1 in a fifth exemplary embodiment, which corresponds to the first exemplary embodiment in all features except for the feature that the friction clutch 10 is designed as a cone clutch 22 with conical/tapered friction linings and not as in the first exemplary embodiment as a multi-plate clutch with flat friction linings.

(20) FIG. 6 shows the clutch unit 1 in a sixth exemplary embodiment, which corresponds to all features in the fourth exemplary embodiment except for the additional feature that detents 23 are present in the sixth exemplary embodiment. The detents 23 have a spring-loaded ball 24 which engages in corresponding recesses 25 when the dog clutch 17 is in an end position in which the claws 18, 19 are engaged, i.e., the dog clutch 17 is actuated, or in a central position in which the dog clutch 17 and multi-plate clutch 11 are open.

LIST OF REFERENCE NUMBERS

(21) 1 Clutch unit 2 Torque input component 3 Torque output component 4 Friction element 5 Clutch/Separating clutch 6 Torsional vibration damper 7 Primary mass 8 Secondary mass 9 Plate support 10 Friction partial clutch 11 Multi-plate clutch 12 Inner plate support 13 Inner plate 14 Outer plate support 15 Outer plate support 16 Positive-fit partial clutch 17 Dog clutch 18 Claw 19 Claw 20 Rotary joint 21 Spring 22 Cone clutch 23 Detent 24 Ball 25 Recess