TORSION DAMPING ASSEMBLY AND MOTOR VEHICLE

Abstract

A torsional damper arrangement for a motor vehicle with a housing. The housing encloses a wet space. A momentum start clutch arrangement is arranged in the housing.

Claims

1.-22. (canceled)

23. A torsional damper arrangement for a motor vehicle comprising: a housing, wherein the housing is configured to enclose a wet space; and a momentum start clutch arrangement arranged in the housing.

24. The torsional damper arrangement according to claim 23, wherein the momentum start clutch arrangement comprises a friction clutch and a dog clutch.

25. The torsional damper arrangement according to claim 23, wherein the momentum start clutch arrangement comprises an actuation device with at least two actuation pistons.

26. The torsional damper arrangement according to claim 25, wherein a dog element of a dog clutch is formed at one of the at least two actuation pistons.

27. The torsional damper arrangement according to claim 25, wherein a friction surface of a friction clutch is formed at one of the at least two actuation pistons.

28. The torsional damper arrangement according to claim 25, wherein the actuation device has an individual feed line.

29. The torsional damper arrangement according to claim 25, wherein the at least two actuation pistons are supported at an intermediate wall in the torsional damper arrangement.

30. The torsional damper arrangement according to claim 29, wherein the at least two actuation pistons are arranged on a same side of the intermediate wall of the torsional damper arrangement.

31. The torsional damper arrangement according to claim 29, wherein the at least two actuation pistons are arranged on opposite sides of the intermediate wall.

32. The torsional damper arrangement according to claim 29, wherein the intermediate wall is connected to a primary side of the torsional damper arrangement.

33. The torsional damper arrangement according to claim 25 wherein respective pressurized surfaces of the at least two actuation pistons have a predetermined ratio selected depending on at least one preloading element.

34. The torsional damper arrangement according to claim 25, wherein the actuation device has an individual pressure space.

35. The torsional damper arrangement according to claim 23, wherein a part of the housing of the torsional damper arrangement is a friction surface of a friction clutch of the momentum start clutch arrangement.

36. The torsional damper arrangement according to claim 23, wherein the torsional damper arrangement has two input hubs.

37. The torsional damper arrangement according to claim 23, wherein the torsional damper arrangement has exactly one input hub.

38. The torsional damper arrangement according to claim 23, wherein an entire torque is transmittable via the momentum start clutch arrangement.

39. The torsional damper arrangement according to claim 25, wherein the actuation device of the momentum start clutch arrangement forms a part of a flywheel mass of the torsional damper arrangement.

40. The torsional damper arrangement according to claim 23, wherein a friction element of a friction clutch of the momentum start clutch arrangement is connected to an input hub of the torsional damper arrangement so as to be fixed with respect to rotation relative to the an input hub.

41. The torsional damper arrangement according to claim 40, wherein the friction element is formed as a friction lamina.

42. The torsional damper arrangement according to claim 32, wherein the primary side of the torsional damper arrangement is supported on an input hub of the momentum start clutch arrangement.

43. A motor vehicle comprising: a torsional damper arrangement, comprising: a housing, that encloses a wet space; and a momentum start clutch arrangement arranged in the housing.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Further advantages, features and particulars of the invention will be apparent from the following description of embodiment examples and figures. The drawings show:

[0042] FIG. 1 is a powertrain;

[0043] FIG. 2 is a torsional damper arrangement in a first embodiment; and

[0044] FIG. 3 is a torsional damper arrangement in a second embodiment.

DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS

[0045] FIG. 1 shows a powertrain 1 with an internal combustion engine 2, a momentum start clutch arrangement 3, a flywheel mass device 4, a disconnect clutch 5, an electric motor 6, and a transmission 7. Electric motor 6 can be configured as an individual electric motor or as electric motors connected in series. It is essential here that electric motor 6 engages powertrain 1 upstream of the transmission 7.

[0046] The momentum start clutch arrangement 3 is distinguished by its position upstream of the flywheel mass device 4. This has to do with the particular function of the momentum start clutch arrangement 3, which serves merely to start the internal combustion engine 2 and otherwise transmits the torque of the internal combustion engine 2. By providing the momentum start clutch arrangement 3, it is possible to configure the electric motor 6 with lower power reserves, which facilitates production. The momentum start clutch arrangement 3 disconnects the internal combustion engine 2 from the rest of the powertrain during all-electronic operation. Accordingly, the electric motor 6 also drives the flywheel mass device 4 as energy accumulator during all-electric motor operation. However, the added power that must be provided by the electric motor 6 for this purpose in all-electric motor operation is less than the power reserve that would be necessary if the electric motor 6 had to accelerate not only the internal combustion engine but also the flywheel mass device 4 in order to start the internal combustion engine.

[0047] Accordingly, viewed on the whole, slightly more power must be provided during operation of the electric motor 6 in order to keep the flywheel mass device 4 running. In return, however, the electric motor 6 can be designed less robustly overall because the energy stored in the flywheel mass device 4 can then be utilized for starting the internal combustion engine 2.

[0048] The momentum start clutch arrangement 3 is notably not a start-up clutch because it is not used to set the motor vehicle in motion. Regardless of whether or not the motor vehicle is already in motion, the momentum start clutch arrangement 3 merely serves to start the internal combustion engine 2. Therefore, in terms of design, it is configurable differently than a start-up clutch, for example, with respect to the dissipation of heat. To this extent, the different function is notable, for example, for the amount of pressure plate material.

[0049] FIG. 2 shows a torsional damper arrangement 8 as flywheel mass device 4. The momentum start clutch arrangement 3 is arranged inside of the torsional damper arrangement 8 and accordingly also inside of the flywheel mass device 4.

[0050] The momentum start clutch arrangement 3 comprises a friction clutch 9 and dog clutch 10. As a result of the construction which will be described in more detail presently, most parts of the momentum start clutch arrangement 3 also form a part of the flywheel mass device 4; that is, this construction comprises the torsional damper arrangement 8 and parts of the momentum start clutch arrangement 3.

[0051] Starting on the input side of the momentum start clutch arrangement 3, two input hubs 12 and 14 are found in the construction according to FIG. 2. The torque can be divided through the input hubs 12 and 14 and the dog clutch 10 can accordingly be protected against torque changes. As is shown in FIG. 2, the input hubs 12 and 14 can be screwed to the crankshaft 16 but can also be connected in positive engagement with the crankshaft via a Hirth coupling. As a further alternative, input hubs 12 and 14 can be connected to the crankshaft via a plate arrangement. The crankshaft can be screwed to a first plate and the latter is connected to a second plate which is in turn connected to the two input hubs. This results in an axially elastic connection between crankshaft and input hubs 12 and 14.

[0052] A lamina is connected as friction element 18 to the input hub 12. This lamina is fastened to a hub shield of the input hub 12. The input side of the friction clutch 9 accordingly comprises input hub 12 with hub shield and the lamina 18.

[0053] The torsional damper arrangement 8 has an actuation device 19 for actuating the friction clutch 9 and the dog clutch 10.

[0054] In addition to the actuation piston 20, the output side of the friction clutch 9 also has the housing part 22 as part of the actuation device 19. The housing part 22 is simultaneously the primary part of the torsional damper arrangement 8. The friction surface 24 at the housing part 22 can advantageously be arranged in the inclined portion, particularly at a bevel 26.

[0055] To economize on component parts, the actuation piston 20 comprises a friction cone 28 which is likewise arranged on the output side. The friction clutch 9 is accordingly formed as a single-disk friction clutch, wherein the clutch disk is formed as a lamina and the output-side mating frictional surfaces are formed at the actuation piston 20 on one hand and at the housing part 22 on the other hand. Accordingly, the output side of the friction clutch 9 is realized exclusively by component parts which are already provided at the torsional damper or via the actuation.

[0056] The input hub 14 forms the input of the dog clutch 10. The actuation piston 30 also constitutes the dog element of the dog clutch 10. The dog clutch 10 is formed as a radial dog clutch, for which reason the teeth 32 and 34 are formed in radial direction. The opposing teeth 36 and 38 are located on the input hub 14 and on the output hub at the intermediate wall 40. Intermediate wall 40 supports the actuation pistons 20 and 30 and, in so doing, is connected to housing part 22.

[0057] In addition, a portion of the feed line 42 leads through the intermediate wall 40, and the two pistons 20 and 30 can be actuated by the individual feed line 42. The pressurized surfaces 44 and 46 are selected depending on the preloading elements 48 and 50 so that the engagement of the dog clutch 10 can be carried out, for example, during a defined engagement state of the friction clutch 9. For this, the actuation surface 44 of friction clutch 9 is larger and, for example, the force of the preloading element 48 is smaller so that the friction clutch 9 is engaged first. Only during a defined engagement state of the friction clutch 9 is the force of the preloading element 50 overcome such that the dog clutch 10 is also engaged. Preloading elements 48 and 50 are preferably formed as tension springs so that friction clutch 9 and dog clutch 10 are formed as normally open clutches.

[0058] In the depicted configuration, the intermediate wall 40 and the actuation pistons 20 and 30 form a part of the flywheel mass device 4. Accordingly, they belong to the mass that stores the rotational energy and which is kept in rotation via the electric motor 6, while the internal combustion engine is uncoupled.

[0059] Only the input hubs 12 and 14 and the friction element 18 are connected to the crankshaft 16 and, accordingly, to the internal combustion engine 2. Therefore, only these parts are not part of the flywheel mass device 4.

[0060] On the secondary side, the torsional damper arrangement 8 has a secondary element 52 which also forms the output of the torsional damper arrangement 8. This secondary element 52 is surrounded by housing part 54, which is connected to housing part 22. Housing part 22 is supported on the input hub 12 by a bearing 56. Further thrust bearings 58 separate the intermediate wall 40 from the input hubs 12 and 14.

[0061] Housing parts 22 and 54 surround a wet space. The torsional damper arrangement 8 and the friction clutch 9 and dog clutch 10 are formed to be wet.

[0062] A centrifugal force pendulum is arranged at the output of the torsional damper arrangement 8. Also, a second torsional damper arrangement is arranged upstream of the disconnect clutch 5. The latter are accordingly arranged between the flywheel mass device 4 and the disconnect clutch 5 in the schematic diagram according to FIG. 1.

[0063] FIG. 3 shows a further configuration of the torsional damper arrangement 8. In contrast to FIG. 2, actuation pistons 20 and 30 are arranged on the same side of the intermediate wall 40, for which reason there is also only one individual input hub 16. However, intermediate wall 40 is further connected to the housing part 22 and, therefore, to the primary side. A portion of the friction clutch 9 is also formed by housing part 22 and by actuation piston 20 as has already been described referring to FIG. 2.

[0064] Apart from the arrangement of actuation pistons 20 and 30 on the same side and the reduced teeth of the input hubs, the constructions shown in FIG. 2 are also applicable to FIG. 3 in other respects. Like reference numerals designate identically functioning component parts.

[0065] Thus, while there have shown and described and pointed out fundamental novel features of the invention as applied to a preferred embodiment thereof, it will be understood that various omissions and substitutions and changes in the form and details of the devices illustrated, and in their operation, may be made by those skilled in the art without departing from the spirit of the invention. For example, it is expressly intended that all combinations of those elements and/or method steps which perform substantially the same function in substantially the same way to achieve the same results are within the scope of the invention. Moreover, it should be recognized that structures and/or elements and/or method steps shown and/or described in connection with any disclosed form or embodiment of the invention may be incorporated in any other disclosed or described or suggested form or embodiment as a general matter of design choice. It is the intention, therefore, to be limited only as indicated by the scope of the claims appended hereto.