DE102021119139A1 - Multi-plate K0 with axially soft connections of the pressure plates and clutch discs with rotor carrier-fixed connection of the intermediate plate and pressure plate as well as hybrid drive train with such a separating clutch - Google Patents

Abstract

The invention relates to a separating clutch (1) for coupling and uncoupling an internal combustion engine to and from a rotor carrier (2), with at least two clutch discs (3) which are arranged between a pressure plate (4) and a counter-pressure plate (5), with between two of the clutch discs (3) there is an intermediate plate (6) attached circumferentially fixed to the rotor carrier (2) - but axially displaceable - the intermediate plate (6) being fixed circumferentially to the rotor carrier (2) via a first spring device (7), the pressure plate (4) being fixed circumferentially but axially displaceably to the rotor carrier (2) via a second spring device (8), and the first spring device (7) being connected to the rotor carrier (2) so that it can slide in the axial direction. The invention also relates to a hybrid drive train with such a separating clutch (1).

Description

The invention relates to a separating clutch for a hybrid drive train/hybrid drive train for coupling and decoupling an internal combustion engine to and from a rotor carrier, with at least or exactly two clutch discs, which are arranged between a pressure plate and a counter-pressure plate, with one between two of the clutch discs being circumferentially fixed on the rotor carrier attached but axially displaceable intermediate plate is present, the circumferential attachment of the intermediate plate to the rotor carrier being implemented via a first spring device, the pressure plate being attached to the rotor carrier in a circumferentially fixed but axially displaceable manner via a second spring device. The invention thus relates to a multi-plate K0 with axially soft connections of the pressure plates and clutch discs with a connection of the intermediate plate and pressure plate fixed to the rotor carrier.

From the prior art, for example DE 10 2020 121 620 A1 a hybrid module for coupling and decoupling an internal combustion engine to and from a drive train of a motor vehicle with an electric motor and a separating clutch, which is arranged in the radial direction of the hybrid module within the electric motor, is known. There is a counter-pressure plate and a pressure plate, which can be displaced to a limited extent in the axial direction of the hybrid module. There is a clutch disc that can be clamped by friction between the counter-pressure plate and the pressure plate, with the electric motor having a rotor which is supported by a rotor web so that it can rotate with respect to a stator of the electric motor. The counter-pressure plate forms the rotor bar.

In addition, the DE 10 2014 211 884 A1 is known which discloses a leaf spring for a multi-disc pack and a multi-disk friction pack for a friction clutch. In particular, a multi-disk friction assembly with an intermediate plate is disclosed there, the leaf spring elements being connected to one another in series and the intermediate disks also being moved via pickups.

From a separate older application, namely the DE 10 2020 112 616 A1 a multiple disc clutch arrangement for a motor vehicle drive train is also known. A pressure plate is included, as well as a pressure plate that is axially displaceable relative to the pressure plate, and an intermediate plate that is arranged axially between the pressure plate and the pressure plate and is also axially displaceable relative to the pressure plate. A clutch disk has two index disks, a first index disk being arranged axially between the pressure plate and the intermediate plate and the second index disk being arranged axially between the intermediate plate and the pressure plate. Each indexing disc has an axially resilient sheet metal unit and at least one friction lining connected to the sheet metal unit. The spring sheet metal units, which act independently of one another, are fastened directly to an output shaft. The functional and geometric relationships are to be considered as also disclosed here.

In addition, there is the DE 10 2019 127 238 A1 by the applicant, in which a multi-plate clutch, in particular for a hybrid drive train, is disclosed. There, a disk clutch is provided with an outer disk carrier, while the outer disk carrier has axially displaceably suspended outer disks, the outer disks having an outer coupling element for torque-transmitting coupling to the outer disk carrier, and also having an inner disk carrier, several inner disks suspended axially displaceably in the inner disk carrier, the inner disks have an inner coupling element for torque-transmitting coupling to the inner disk carrier, with all outer coupling elements protruding radially outwards from an outer ring running continuously in the circumferential direction and/or all inner coupling elements radially inwards from an inner ring running continuously in the circumferential direction, the first friction surface having at least one outer leaf spring element is connected to the outer ring and/or the second friction surface via at least one inner leaf spring element. It is pointed out that the risk of jamming and/or unfavorable positioning of plates in a multi-plate clutch is registered. The functional and geometric relationships explained in this publication should also be regarded as being disclosed here.

In pre-development projects, the task of developing an optimization in terms of costs, installation space and/or alternative concepts to known solutions has existed for a long time. Such solutions should enable separating clutches between internal combustion engines and electric machines for hybridized drive trains, which can also transmit high torques, in particular more than 500 Nm. Improvements are needed, especially with dry concepts.

The object of the present invention is to be seen in overcoming the disadvantages of the prior art, particularly in the case of dry (but also wet) separating clutch concepts which are suitable for transmitting more than 500 Nm and at the same time save costs and installation space.

This object is achieved according to the invention in the case of a generic separating clutch in that the first spring device is connected to the rotor carrier so that it can slide/slip/move/slide in the axial direction.

Advantageous embodiments are claimed in the dependent claims and are explained in more detail below.

So it is advantageous if the connection is realized via a rotor carrier-fixed stud. In this way, the force is introduced directly and a good function is ensured.

Jamming can be avoided if the stud has at least two areas of different diameters, one of the two areas being a sliding area for the first spring device and the other area being a fastening area for the second spring device.

An advantageous embodiment is characterized in that the larger of the two areas with different diameters is approximately 80% to approximately 120% larger than the smaller area. The result is a particularly durable design.

If the first spring device has a plurality of connecting plates distributed over the circumference, the spring force can be set exactly and tilting can be avoided.

It is expedient here if the second spring device has a plurality of leaf springs or leaf spring assemblies distributed over the circumference.

In order to avoid a failure in the limit area of the separating clutch, it makes sense if 2, 3, 4 or more studs are used per leaf spring or leaf spring assembly, but preferably only one hole per leaf or leaf spring assembly is used for attachment to the pressure plate.

An advantageous embodiment is characterized in that at least one leaf spring or all leaf springs rests/rest with an integral radial stop/radial stop on the inside of the rotor carrier. This is beneficial to the lifespan.

If at least three leaf springs are (equally) distributed over the circumference, there are undreamt-of advantages.

In other words, the invention relates to a special way of connecting the pressure plates. There are two ways: As a first way, a combined leaf spring lamella connection is presented. The intermediate pressure plate is connected in a lamellar manner by means of axially soft metal sheets, with the pressure plate being connected directly to the housing/rotor, for which protection is also sought here.

A leaf spring connection via a leaf spring cascade is presented as another way. The leaf springs of the pressure plate are riveted to the intermediate pressure plate, which in turn is attached to the housing/rotor via leaf springs.

In other words, the first solution can be outlined as follows: The intermediate pressure plate is connected to the rotor in terms of torque by means of axially soft connecting plates. The laminations are axially movable in a guide which may be part of the rotor or a separate component. In the example shown, stepped bolts are this guide, with the plates of torque predominating over the collar of the stepped bolt. The bolts are riveted on or in the rotor. The connecting plate is connected to the rotor with leaf spring packages via the stepped bolts. The leaf springs connect two or more step bolts and transfer the torque of the pressure plate to them. On the leaf spring, in the riveting area to the stepped bolt, there is an area that provides radial support for the motor. This prevents the stepped bolt and the speed from bending up, which favors the guidance of the connecting plates in them.

By means of the invention, the advantages of the multi-plate clutch are combined with the leaf spring coupling. In this way, a simple design, a friction-free connection to the "disk carrier" and the provision of a constraining force to lift the pressure plate, counteracting / restoring force against the actuator are combined in a way that has never been seen before, creating a completely surprising synergy effect.

The second approach goes in the direction that the two discs are classically realized with a cushion spring, to which the axially soft carrier plates are riveted radially on the inside. Torque is transmitted to the shaft via gearing, which simultaneously enables the discs to be moved axially and thus compensates for wear. There are advantages in terms of dynamics and closing times. The intermediate plate is connected to the rotor arm by leaf springs. The pressure plate is connected to the intermediate plate by leaf springs of the same construction. The torque is transmitted here via the intermediate plate and the left-hand leaf spring packs, ie the leaf spring packs that are closer in terms of the combustion engine, to the rotor carrier. A so-called leaf spring cascade sets in. The use of identical leaf springs results in forced positioning of the intermediate plate, which has a positive effect on the drag torque and the dynamics/closing time. Complete tracking of wear is possible. The cascade-like arrangement of the leaf springs makes it possible to achieve an increase in contact pressure of up to 15% in traction operation, which also has a positive effect on actuator forces and the dynamics / closing time.

The invention is highly explosive for all manufacturers of separating clutches, as it leverages previously untapped potential.

The core of the invention thus relates to a separating clutch for coupling and decoupling an internal combustion engine to and from a hybrid drive train of a motor vehicle, the separating clutch being integrated into a rotor of an electric machine and being designed as a multi-plate clutch with at least two clutch plates. An intermediate pressure plate of the multi-plate clutch can be connected to the rotor carrier in a lamellar manner by means of axially flexible, preferably annular, metal sheets, while the pressure plate of the multi-plate clutch is connected to the rotor carrier by means of leaf springs.

Alternatively, the pressure plate can be fastened to the intermediate pressure plate in a rotationally fixed manner by means of leaf springs, while the intermediate pressure plate is fastened in a rotationally fixed manner to the rotor carrier via further leaf springs.

The invention also relates to a hybrid drive train with a drive shaft that is connected to an internal combustion engine, also having a rotor carrier that is connected to a rotor of an electric machine/an electric motor, with a separating clutch being installed between the drive shaft and the rotor carrier, with the separating clutch being is designed according to the invention.

• 1 eine Längsschnittdarstellung durch eine erste Ausführungsform einer erfindungsgemäßen Trennkupplung in einem abschnittsartig dargestellten hybriden Antriebsstrang, wobei nur ein Teilbereich dargestellt ist,
• 2 eine perspektivische Darstellung einer zentralen Anpressplatte mit Verbindungsblechen,
• 3 eine teilgeschnittene, aber sonst perspektivisch dargestellte kombinierte Vernietung der Blattfeder im Rotor, und
• 4 eine Vernietung der Anpressplatte bei zur 3 gleicher Darstellungsart, und
• 5 eine singuläre Darstellung in perspektivischer Art einer Blattfeder zur Sicherstellung einer drehfesten Verbindung zwischen einem Stehbolzen, der an einem Rotorträger befestigt ist, und einer dazu axial verlagerbaren Anpressplatte, wobei die Blattfeder, die auch Teil eines Blattfederpaketes sein kann, einen radialen Anschlag auf der konvexen Seite besitzt.

The invention is explained in more detail below with the aid of a drawing. Show it:

• 1 a longitudinal sectional view through a first embodiment of a separating clutch according to the invention in a hybrid drive train shown in sections, only a partial area being shown,
• 2 a perspective view of a central pressure plate with connecting plates,
• 3 a partially sectioned but otherwise perspectively shown combined riveting of the leaf spring in the rotor, and
• 4 a riveting of the pressure plate at zur 3 same type of representation, and
• 5 a singular representation in perspective of a leaf spring to ensure a non-rotatable connection between a stud bolt, which is attached to a rotor carrier, and a pressure plate that can be displaced axially thereto, the leaf spring, which can also be part of a leaf spring assembly, has a radial stop on the convex side owns.

The figures are only of a schematic nature and serve only to understand the invention. The same elements are provided with the same reference numbers.

In 1 a separating clutch 1 according to the invention is shown. The separating clutch 1 is embedded in a hybrid drive train/hybrid drive train that is only partially shown. It is intended for the targeted coupling and uncoupling of an internal combustion engine. The internal combustion engine can therefore be connected to a rotor carrier 2 in a targeted manner.

For this purpose, two or more clutch disks 3 are brought into frictional engagement between a pressure plate 4 and a counter-pressure plate 5 or are released from a frictional engagement between them.

In the present case, the counter-pressure plate 5 is an integral part of the rotor carrier 2, but this can also be solved differently, ergo in several parts. The rotor carrier 2 is provided for carrying a rotor, not shown, of an electric machine, also not shown. The rotor then interacts with a stator of the electric machine to generate torque.

Between the two clutch discs 3 there is an intermediate plate 6, which can also be referred to as an intermediate pressure plate. With a first spring device 7, which is particularly good in 2 can be seen and in the 1 can only be indicated due to the perspective available there, the intermediate plate 6 is connected to the rotor carrier 2 in an axially displaceable/slidable/slidable manner but immovably in the circumferential direction.

A second spring device 8 creates an axially soft connection between the pressure plate 4 and the intermediate plate 6 that is non-displaceable/rotatable in the circumferential direction. The two spring devices 7 and 8 contain connecting plates or leaf springs.

Each clutch disc 3 has at least two friction linings 9. The two friction linings 9 are distributed on both end faces of the clutch discs 3. They can be ring-like or segment-like. More than two friction linings 9 per clutch disc 3 can therefore be used.

Each clutch disc 3 has a carrier flange/pad segment 10. Each carrier flange 10 is connected to a carrier plate 12 by means of a rivet 11 or a plurality of rivets 11. On the radial inside of the carrier plate 12 each of the two carrier plates 12 has a toothing 13 which engages in a counter-toothing 14 of a drive shaft 15 . The toothing 13 and the counter-toothing 14 are matched to one another in such a way that torque is passed on during operation, but an axial displacement of the carrier plates 12 relative to one another in the direction of a drive shaft 15 remains possible. The drive shaft 15 ultimately provides the counter-toothing 14, the support plates 12 being arranged in the counter-toothing 14 in an axially displaceable manner. The drive shaft 15 is operationally connected to the internal combustion engine, which is not shown. There is a bearing 16 between the drive shaft 15 and the rotor carrier 2.

An actuating web of the separating clutch is provided with reference number 17 . The axial direction is marked with reference number 18 . The radial direction 19 is aligned orthogonally to this.

The spring device 7 has several connecting plates 21. The connecting plates 21 act on the one hand on a stud 22, which can also be referred to as a stepped bolt 23, and on the other hand on the intermediate plate 6. The stud 22/stepped bolt 23 has a sliding area 24. On this sliding area 24 the connecting plates 21 slide / slip / float in the axial direction 18 . However, the connecting plates 21 are firmly attached to the stud 22 in the circumferential direction. The connecting plates 21 are also firmly attached to the intermediate plate 6. However, they are so flexible/elastic that they allow an axial offset of the intermediate plate 6 relative to the rotor carrier 2.

The second spring device 8 has leaf springs or leaf spring assemblies. Those leaf springs also grip firmly on the stud bolt 22 in the circumferential direction and firmly on the pressure plate 4 in the circumferential direction. The leaf springs are also firmly attached to the stud bolt 22 and the pressure plate 4 in the axial direction. They are also so elastic/flexible/springy that they ensure an axial displacement of the pressure plate 4 relative to the rotor carrier 2. The stud bolt 22 has a large diameter portion 25 and a small diameter portion 26 as seen relative thereto.

In 2 the leaf springs of the second spring device 8 provided with the reference number 27 are shown. A riveting, which takes place every 120°, with two rivets 28 of a leaf spring 27 on the (central) pressure plate 4 by using tabs 29 of the pressure plate 4 can be seen. At three through holes 30--every 120.degree.--stay bolts 22 (not shown) pass through. As a result, attachment to the rotor carrier 2 is achieved.

In the 3 and 4 the respective riveting and cross-linking of the stud bolt 22, ie for fixing the leaf springs 27 on the one hand and the connecting plates 21 on the other hand, is shown on the rotor carrier 2. The thin distal end of the stud 22 is deformed like a rivet during assembly.

A radial stop 31, which stands out from the convex contour of the leaf spring 27, is the 5 refer to. This radial stop 31 is in contact with the radial inside of the rotor carrier 2. The holes that are provided for receiving the stud bolt 22 / stepped bolt 23 are in the 5 provided with the reference number 32 . They are circular holes of the same diameter. The distances between the holes 32 are the same. They are equidistant from the central axis of the leaf spring 27.

Reference List

1

disconnect clutch

2

rotor carrier

3

clutch disc

4

pressure plate

5

counter-pressure plate

6

intermediate plate

7

first spring device

8th

second spring device

9

friction lining

10

beam flange

11

rivet

12

support plate

13

gearing

14

counter teeth

15

drive shaft

16

storage

17

activation bar

18

axial direction

19

radial direction

20

air gap

21

connecting plate

22

studs

23

stepped bolt

24

sliding range

25

large diameter area

26

small diameter area

27

leaf spring

28

rivet

29

tab

30

through hole

31

radial stop

32

Hole

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102020121620 A1 [0002]
• DE 102014211884 A1 [0003]
• DE 102020112616 A1 [0004]
• DE 102019127238 A1 [0005]

Claims (10)

Separating clutch (1) for coupling and decoupling an internal combustion engine to and from a rotor carrier (2), with at least two clutch discs (3) which are arranged between a pressure plate (4) and a counter-pressure plate (5), wherein between two of the clutch discs ( 3) there is an intermediate plate (6) attached circumferentially fixed to the rotor carrier (2) but axially displaceable, the circumferential fastening of the intermediate plate (6) to the rotor carrier (2) being realized via a first spring device (7), the pressure plate (4) is fastened to the rotor support (2) circumferentially but axially displaceable via a second spring device (8), characterized in that the first spring device (7) is connected to the rotor support (2) so that it can slide in the axial direction. Separating clutch (1) after claim 1 , characterized in that the connection is realized via a stud bolt (22) fixed to the rotor carrier. Separating clutch (1) after claim 2 , characterized in that the stud bolt (22) has at least two areas of different diameters, one of the two areas (25, 26) providing a sliding area (24) for the first spring device (7) and the other area (26 or 25) providing a Fastening area for the second spring device (8). Separating clutch (1) after claim 3 , characterized in that the larger of the two areas (25) of different diameter is 80% to 120% larger than the smaller area (26). Separating clutch (1) according to one of Claims 1 until 4 , characterized in that the first spring device (7) has a plurality of connecting plates (21) distributed over the circumference. Separating clutch (1) according to one of Claims 1 until 5 , characterized in that the second spring device (8) has a plurality of leaf springs (27) or leaf spring assemblies distributed over the circumference. Separating clutch (1) according to one of Claims 1 until 6 , characterized in that 2, 3, 4 or more studs (22) are used per leaf spring (27) or leaf spring assembly. Separating clutch (1) according to one of Claims 6 or 7 , characterized in that at least one leaf spring (27) or all leaf springs (27) with an integral radial stop / radial stop (31) rests / rest on the inside of the rotor carrier. Separating clutch (1) according to one of Claims 6 until 8th , characterized in that at least three leaf springs (27) distributed over the circumference are present. Hybrid drive train with an output shaft (14) which is connected to an internal combustion engine and with a rotor carrier (3) which is connected to a rotor of an electric machine, with a separating clutch (1) being installed between the drive shaft (15) and the rotor carrier (2). is characterized in that the separating clutch (1) is designed according to one of the preceding claims.

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