TORSIONAL VIBRATION DAMPER AND HYBRID DRIVE TRAIN

Abstract

A torsional vibration damper includes a rotational axis, an input part, an output part, and a damper device. The input part is rotatable about the rotational axis. The output part is rotatable about the rotational axis and rotatable relative to the input part to a limited extent. The damper device acts between the input part and the output part. The output part includes a clutch device, adjustable between an open actuating position and a closed actuating position, and an actuating device for opening and closing the clutch device.

Claims

1-10. (canceled)

11. A torsional vibration damper comprising: a rotational axis; an input part, rotatable about the rotational axis; an output part rotatable about the rotational axis and rotatable relative to the input part to a limited extent; and, a damper device acting between the input part and the output part, the output part comprising a clutch device, adjustable between an open actuating position and a closed actuating position, and an actuating device for opening and closing the clutch device.

12. The torsional vibration damper of claim 11 wherein: the output part has a pot-type section with an interior; and, the clutch device and the actuating device are arranged at least partially in the interior.

13. The torsional vibration damper of claim 12 wherein the clutch device and the actuating device are arranged completely in the interior.

14. The torsional vibration damper of claim 11 wherein the actuating device comprises: a ramp device with first ramps and second ramps; a first pilot control device for initiating closure of the clutch device in a traction mode; and, a second pilot control device for initiating closure of the clutch device in an overrun mode.

15. The torsional vibration damper of claim 14 wherein the first pilot control device includes a freewheel device.

16. The torsional vibration damper of claim 14 wherein the second pilot control device includes an actuator device.

17. The torsional vibration damper of claim 14 wherein the ramp device comprises a ball in contact with the first ramps and the second ramps.

18. The torsional vibration damper of claim 17 wherein initiating closure of the clutch device includes rotating the first ramps relative to the second ramps to axially expand the ramp device.

19. The torsional vibration damper of claim 14 wherein the ramp device contacts the clutch device.

20. The torsional vibration damper of claim 11 wherein the actuating device includes a spring device acting upon the clutch device in an opening direction.

21. The torsional vibration damper of claim 11, wherein the clutch device is a multiplate clutch.

22. The torsional vibration damper of claim 11 further comprising an output shaft.

23. A hybrid drive train comprising: a combustion engine; an electrical machine including a stator and a rotor; and, the torsional vibration damper of claim 11.

24. The hybrid drive train of claim 20, wherein: the torsional vibration damper includes an output shaft; the combustion engine is connected to the input part of the torsional vibration damper; and, the rotor is connected to the output shaft

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Illustrative embodiments of the present disclosure are described in greater detail below with reference to the figures, in which:

[0025] FIG. 1 shows a drive train of a motor vehicle having a parallel full hybrid drive and a torsional vibration damper arranged in the drive train and having a clutch device with an actuating device,

[0026] FIG. 2 shows a detail view of an illustrative embodiment of a torsional vibration damper without an electric machine,

[0027] FIG. 3 shows a perspective view of the torsional vibration damper without an electric machine from FIG. 2, and

[0028] FIG. 4 shows an overall view of the torsional vibration damper with an electric machine from FIGS. 2 and 3.

DETAILED DESCRIPTION

[0029] FIG. 1 shows a drive train 100 of a motor vehicle having a parallel full hybrid drive and a torsional vibration damper 102 arranged in the drive train 100 and having a clutch or clutch device 104 with an actuating device. The drive train 100 has a combustion engine 106, the torsional vibration damper 102 with clutch 104 and actuating device, an electrical machine 108, a transmission 110 and at least one drivable wheel 112. The torsional vibration damper 102 has an input part 114, an output part 116 and an output shaft 118. The electrical machine 108 has a stator 120 and a rotor 122. The electrical machine 108 can be operated as a motor and/or as a generator.

[0030] The torsional vibration damper 102 with clutch 104, actuating device and output shaft 118 is arranged between the combustion engine 106, on the one hand, and the electrical machine 108 as well as the transmission 110, on the other hand. A starting element, such as a friction clutch or hydrodynamic converter, can be arranged between the output shaft 118 and the transmission 110.

[0031] The clutch 104 is arranged in the drive train 100 between the output part 116 of the torsional vibration damper 102 and the output shaft 118. The clutch 104 has a clutch input part 124 and a clutch output part 126. The clutch input part 124 is connected to the output part 116 of the torsional vibration damper 102. The clutch output part 126 is connected to the output shaft 118. The rotor 122 of the electrical machine 108 is connected to the output shaft 118.

[0032] FIGS. 2 to 4 relate to illustrative embodiments of a torsional vibration damper 200 for a drive train of a hybrid vehicle as well as of a drive train for a hybrid vehicle. Features which are denoted as not essential to the present disclosure in the present description should be understood to be optional. Therefore, the following description also relates to further illustrative embodiments of the torsional vibration damper 200 for a drive train of a hybrid vehicle and of the drive train for a hybrid vehicle which comprise partial combinations of the features explained below. In other respects, attention is drawn especially to FIG. 1 and to the associated description by way of supplementary information.

[0033] FIG. 2 shows, in a detail view, a section through a torsional vibration damper 200 having a hybrid separating clutch or clutch device 202 (K0 clutch) for coupling and decoupling an internal combustion engine or combustion engine 204 illustrated in FIG. 4 to and from an electric machine or electrical machine 206, illustrated in FIG. 3, of a hybrid drive train. The hybrid separating clutch 202 is part of a secondary mass or output part 208, i.e. a mass on the output side, of the torsional vibration damper 200, which may be designed as a dual-mass flywheel, wherein the hybrid separating clutch 202 is integrated into the secondary mass 208 of the torsional vibration damper 200 and may be of integral design with the secondary mass 208 of the torsional vibration damper 200. In this case, the hybrid separating clutch 202 may be integrated into an output flange or pot-type section 210 of the output part of the torsional vibration damper 200.

[0034] The torsional vibration damper 200 furthermore has a primary mass or input part 212, to which the secondary mass 208 is connected with limited elasticity in the circumferential direction of the torsional vibration damper 200 by means of damping elements or energy storage devices 214, designed as compression springs or curved coil springs, for example. For this purpose, the primary side is equipped with a toroidal or segmentally toroidal channel or receiving space 216 for receiving the damping elements 214, which are spaced apart in the circumferential direction and which each have at least one end which is situated in contact with contact regions of a flange disk or flange part 218 or can be brought into contact with said flange disk 218. The flange disk 218 is connected for conjoint rotation to the output flange 210 or formed integrally with the output flange 210. The damping elements may be mounted with the ability for sliding movement in sliding shells, which are arranged in the toroidal channel 216 on the primary side of the torsional vibration damper 200. If the internal combustion engine 204 cannot be started by means of the electric machine 206, it is advisable, in the outer circumference of the toroidal channel 216, to provide a starter pinion for conjoint rotation with the primary mass 212 of the torsional vibration damper 200.

[0035] The hybrid separating clutch 202 integrated into the output flange 210 may be designed as a dry multiplate clutch, which has a ramp system or ramp device 220, a magnetic clutch 222 as a pilot control element in the overrun mode, and a freewheel or one-way clutch device 224 as a pilot control element in the traction mode. The torsional vibration damper 200 is connected by an output shaft 226 to an input side of a single or dual clutch or of a torque converter.

[0036] With the aid of the magnetic clutch 222, which may be likewise integrated into the output flange 210, the hybrid separating clutch 202 can be closed in the overrun mode. For this purpose, the magnetic clutch 222 has a stator 228 having at least one integrated coil. The stator 228 is fixed non-rotatably on a nonrotating component, e.g. a clutch bell, by means of a torque support 230 secured in its outer circumference. In the illustrative embodiment shown, the inner circumference of the stator 228 is supported by means of a rolling bearing on the output shaft 226, to be more precise on a rotary transmitter 232 secured on the output shaft 226.

[0037] The abovementioned electric machine 206, which may be designed as a motor-starter-generator, furthermore acts on the output shaft 226. A rotor 234 of the electric machine 206 may be connected for conjoint rotation to the output shaft 226, wherein the rotor 234 can be arranged directly on the output shaft 226 or can be connected to the output shaft 226 via one or more transmission stages. It is also conceivable here for the rotor 234 of the electric machine 206 to be arranged in the outer circumference of the output flange 210 and to be connected to the output shaft 226.

[0038] The stator 235 of the electric machine 206, through the energization of which the electric machine 206 can be driven in the motor mode and in which a voltage is induced by rotation of the rotor 234 when the electric machine 206 is operating in the generator mode, is arranged in the outer circumference of the rotor 234.

[0039] When the coil of the stator 228 of the magnetic clutch 222 is energized, a magnetic field is formed, by means of which a friction disk or disk 236 of the magnetic clutch 222, which is linked movably to a freewheel pot 238 in the axial direction of the torsional vibration damper 200 by means of leaf springs, is attracted to the rotary transmitter at 232 secured on the output shaft 226, thus allowing a certain torque to be transmitted by frictional engagement. Owing to the frictional engagement, the friction disk rotates at a speed of the electric machine.

[0040] Owing to the speed difference between the internal combustion engine 204 and the electric machine 206, there is a rotation of the ramp system 220, which may be designed as a ball ramp system. In this case, the electrically produced friction torque of the magnetic clutch 222 is converted by the ball ramp system as a pilot control torque into an axial contact force with which the clutch plates are clamped. The main torque is transmitted via the multiplate clutch. To increase the pilot control torque, it is also possible for a transmission, e.g. a single- or two-stage planetary transmission, to be provided between the magnetic clutch 222 and the ball ramp system.

[0041] In the traction mode, the ball ramp system is rotated by way of the freewheel 224, wherein an axial contact force on the plate assembly is likewise produced. In this case, torque transmission is accomplished without additional actuating energy.

[0042] As soon as the pilot control torque disappears, i.e. the freewheel 224 is overtaken or the magnetic clutch 222 is not energized, the ramp system 220 is pushed back into its zero position by wave springs 240, thereby decoupling the internal combustion engine 204. The wave springs 240 are additionally used to separate the clutch plates, this being intended to reduce the drag torque.

[0043] In summary, the hybrid separating clutch 202 integrated into the torsional vibration damper 200 can be actuated electrically to produce an overrun torque. In the traction mode, torque transmission is performed without energy input by means of the freewheel 224, which is used as the pilot control element of the ball ramp system. The main torque is transmitted via a dry multiplate clutch.

LIST OF REFERENCE SIGNS

[0044] 100 drive train [0045] 102 torsional vibration damper [0046] 104 clutch [0047] 106 combustion engine [0048] 108 electrical machine [0049] 110 transmission [0050] 112 drivable wheel [0051] 114 input part [0052] 116 output part [0053] 118 output shaft [0054] 120 stator [0055] 122 rotor [0056] 124 clutch input part [0057] 126 clutch output part [0058] 200 torsional vibration damper [0059] 202 hybrid separating clutch, clutch device [0060] 204 internal combustion engine [0061] 206 electric machine [0062] 208 secondary mass, output part [0063] 210 output flange, pot-type section [0064] 212 primary mass, input part [0065] 214 damping element, energy storage device [0066] 216 channel, receiving space [0067] 218 flange disk, flange part [0068] 220 ramp system, ramp device [0069] 222 magnetic clutch [0070] 224 freewheel [0071] 226 output shaft [0072] 228 stator [0073] 230 torque support [0074] 232 rotary transmitter [0075] 234 rotor [0076] 235 stator [0077] 236 friction disk [0078] 238 freewheel pot [0079] 240 wave spring