CN113614405B

CN113614405B - Multi-plate clutch with optimized moving friction; hybrid module, double clutch device and power assembly

Info

Publication number: CN113614405B
Application number: CN202080022204.9A
Authority: CN
Inventors: 弗洛里安·特里菲森; 马克·芬肯策勒
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2019-03-20
Filing date: 2020-03-10
Publication date: 2023-07-18
Anticipated expiration: 2040-03-10
Also published as: WO2020187361A1; DE112020001353A5; DE102019116593A1; CN113614405A

Abstract

The invention relates to a multiplate clutch (1) for a hybrid module (2) of a motor vehicle drive train (3), comprising a first clutch assembly part (4 a) and a second clutch assembly part (4 b) which can be coupled to the first clutch assembly part (4 a) in a rotationally fixed manner, wherein the first clutch assembly part (4 a) comprises a first carrier (7) which is intended for rotationally fixed connection to a rotor (5) of an electric motor (6) and friction elements (9 a,9b,9 c) of a first group (8) which is rotationally fixed to the first carrier (7), and the second clutch assembly part (4 b) comprises a second carrier (10) and friction elements (12 a,12 b) of a second group (11) which is rotationally fixed to the second carrier (10), wherein the friction elements (9 a,9b,9 c) of the first group (8) are alternately arranged in an axial direction along a common axis of rotation (13) with friction elements (12 a,12 b) of the second group (11) and wherein the first friction elements (9 a) of the first group (8) are axially movable relative to the second carrier (9 a) in a rotationally fixed manner, the invention relates to a hybrid module (2) and a double clutch device (30), each of which is designed with a multiplate clutch (1). The invention also relates to a power assembly (3).

Description

Multi-plate clutch with optimized moving friction; hybrid module, double clutch device and power assembly

Technical Field

The invention relates to a multiplate clutch for a power train/motor vehicle power train of a motor vehicle, such as a passenger car, a truck, a bus or other commercial vehicle, which is preferably realized as a friction plate clutch, having a first clutch component part and a second clutch component part which can be coupled with the first clutch component part in a rotationally fixed manner, wherein the first clutch component part has a first carrier which is provided for rotationally fixed connection with a rotor of an electric motor and a first group of friction elements which are coupled with the first carrier in a rotationally fixed manner, and the second clutch component part has a second carrier and a second group of friction elements which are coupled with the second carrier in a rotationally fixed manner, and wherein the friction elements of the first group are arranged alternately next to the friction elements of the second clutch in the axial direction of a common axis of rotation. The invention further relates to a hybrid module for a motor vehicle drive train, comprising the multiplate clutch; a double clutch device, which is also used for a motor vehicle drive train, can be arranged in a hybrid module and is also provided with the multiplate clutch; and a powertrain.

Background

Such multi-plate friction clutches are already widely known to the applicant. For example, DE10 2017 130 284a1 discloses a clutch of the type according to a multiplate clutch and a friction plate clutch. Furthermore, the following prior art is known to the applicant, which is filed in the german patent and trademark office as application number 10 2018 119 003.4 of the german patent application. The last-mentioned patent application furthermore discloses a specific friction plate group for a clutch in a drive train of a motor vehicle.

However, the known multiplate friction clutches have the disadvantage in principle that relatively high friction losses can occur when the clutch is closed when torque is transmitted during operation. A large part of the friction loss is caused by the movement of the friction element along the tooth that accommodates it. The friction against the movement increases in proportion to the torque. Furthermore, the effect of the moving friction is enhanced with an increasing number of friction elements, whereby a large part of the engagement force is lost. Furthermore, the shifting friction can cause the corresponding clutch to be incorrectly ventilated, resulting in a high drag torque. If vibrations additionally occur when the clutch is closed/modulated (for example, due to rotational irregularities of the internal combustion engine), the friction undesirably drops, which causes undesirable abrupt torque changes. The respective multiplate clutch is then no longer adjustable in this case. Friction can even be caused when the clutch is closed, the clutch is incorrectly disengaged when it is open, and the high drag torque that occurs can even cause thermal loading and possibly damage to the clutch.

Disclosure of Invention

The object of the present invention is therefore to overcome the disadvantages of the prior art and in particular to provide a multiplate clutch which has a low friction loss when actuated, wherein at the same time a radial design which is as compact as possible is to be ensured.

According to the invention, this is achieved in that the first friction elements of the first group, which are connected axially fixedly to the first carrier, are connected in a rotationally fixed manner to the second friction elements of the first group via the driving elements which are accommodated on the first friction elements of the first group in a rotationally fixed manner and in an axially relatively movable manner.

By means of the coupling of the first friction element via the drive element to the second friction element, it is no longer necessary to accommodate the friction elements in the axial teeth and guide them, so that the friction elements can be moved axially relative to one another without additional friction forces being generated. Even frictional losses which have hitherto occurred in the respective axial toothing during the displacement of the second friction element relative to the first friction element are avoided. As a result, the friction torques occurring during operation are reduced, so that the actuation of the multiplate clutch takes place significantly more effectively.

It is therefore also advantageous if the first carrier is a carrier which accommodates the rotor of the electric machine directly on the sleeve-shaped accommodation region or at least is intended for fixing the rotor. Furthermore, the friction elements of the first group and the friction elements of the second group are preferably arranged radially within the receiving area. Thereby, it is ensured that the multiplate clutch is realized in a space-saving manner.

If the drive element is axially preloaded by means of the first spring unit such that the drive element generates an axial preload force acting on the second friction element of the first group away from the first friction element of the first group, a robust support of the friction elements can be achieved in the open position of the multiplate clutch.

Furthermore, it is appropriate in this respect for an axially fixed (preferably fixed arranged directly on the first carrier) stop to be provided such that the second friction elements of the first group are pressed against said stop in the open position of the multiplate clutch. By providing a defined initial position of the second friction element, the probability of drag torque occurring is further reduced.

In this connection, it is also advantageous if the third friction elements of the first group are embodied as pressure plates, are connected in a rotationally fixed manner to the moving elements of the clutch actuation mechanism, and are arranged on the axially fixed region by means of the second spring unit. The first group thus has at least three friction elements which can be moved with as little wear as possible relative to the first carrier.

It is furthermore advantageous if the first spring unit and/or the second spring unit has a spring element in the form of a leaf spring, a disk spring or a wave spring. A more axially compact design of the spring unit is thereby obtained.

The drive element is also more robust when it forms a plurality of axially projecting support regions arranged distributed in the circumferential direction, wherein each support region bears directly against the second friction element by means of its free axial end region in order to accommodate the projections of the second friction elements of the first group in a positively locking manner.

The drive element thus forms a toothing (preferably in the form of a toothed ring/toothed ring region) on the end face facing the second friction elements of the first group, which toothing engages in the axial direction into a corresponding mating toothing of the second friction elements in order to accommodate the second friction elements in a rotationally fixed manner.

The drive element is advantageously realized in the form of a ring (/ as a drive ring).

If the driving element is shaped such that it supports the second friction elements of the first group in a centered manner with respect to the first carrier, the friction elements of the first group are centered with respect to each other in a simple manner.

The invention further relates to a hybrid module for a motor vehicle drive train, comprising an electric machine and a multiplate clutch according to the invention according to at least one of the embodiments described above, wherein a rotor of the electric machine is rotationally coupled to a first carrier (preferably arranged radially outside of the receiving region).

The invention further relates to a dual clutch device for a motor vehicle drive train, comprising two sub-clutches, each of which can be coupled to a transmission input shaft, wherein at least one of the sub-clutches is designed as a multiplate clutch according to the invention according to at least one of the embodiments described above.

The double clutch device is preferably simply prepared on the first carrier side for connection to the rotor or to a rotor carrier accommodating the rotor. In a further preferred embodiment, the rotor or the rotor carrier is even already arranged on the first carrier.

The invention further relates to a drive train for a motor vehicle, comprising a hybrid module or a dual clutch device.

In other words, according to the invention, multiple clutches, preferably triple clutches in the form of a hybrid module, and alternatively also single clutches/disconnect clutches are realized with optimized shifting friction. Instead of a toothing formed between the friction element of at least one clutch pack and the carrier, a driving element is provided, which is connected to an axially fixed friction plate (first friction element of the first group) and an axially movable friction plate (second friction element of the first group). Therefore, friction plate clutches for hybrid modules are proposed. The axially fixed friction plates are connected axially fixedly to the rotor carrier (via the first carrier). The first friction plate is connected in a rotationally fixed manner to the second axially movable friction plate via a drive element. For this purpose, the drive element is connected axially flexibly and pretensionably to the first friction disk. Even when the individual friction plates are gradually closed, no lost friction is produced by the teeth, which is related to the torque that has been transmitted.

Drawings

The invention is explained in detail below in connection with different embodiments according to the accompanying drawings. The drawings show:

fig. 1 shows a longitudinal section through a hybrid module with a multiplate clutch according to the invention for use in a double clutch device according to a first embodiment, wherein the region of the internal combustion engine and the transmission of the power assembly connected to the hybrid module is shown in addition to the double clutch device,

fig. 2 shows a longitudinal section of the multiplate clutch used in fig. 1 in an isolated view, wherein a more detailed construction of the multiplate clutch can be seen clearly,

fig. 3 shows a longitudinal section through the assembly used in fig. 2, which is composed of a first carrier and a plurality of friction elements of two different sub-clutches of a double clutch device,

figure 4 shows a complete view of the assembly shown in figure 3 in perspective,

figure 5 shows a perspective view of an assembly of a first friction element group and a driving element,

figure 6 shows a perspective view of the driving element used in figure 5 from its side facing the first friction element of the first friction element group,

figure 7 shows a longitudinal section through a multiplate clutch according to a second embodiment according to the invention for use as a disconnect clutch in a hybrid module,

figure 8 shows a longitudinal section through a part of the hybrid module according to figure 7 in the region of a multiplate clutch,

fig. 9 shows a perspective view of the drive element used in fig. 7 and 8, from the side thereof facing the first friction element of the first friction element group, and

fig. 10 shows a longitudinal section through a multiplate clutch according to the invention according to a third exemplary embodiment, which is also used as a disconnect clutch, wherein the toothed ring region, which is connected further to the damper, is formed directly with the second carrier part in relation to the second exemplary embodiment.

The drawings are merely schematic and serve only for understanding the invention. Like elements are provided with like reference numerals. The different features of the different embodiments can also be freely combined with each other.

Detailed Description

A first embodiment of a multiplate clutch 1 according to the invention, which is realized as a friction clutch, can be seen in detail in connection with fig. 1 to 6. Furthermore, two further embodiments are illustrated by means of fig. 7 to 10, which are, however, in principle constructed and functioning in accordance with the multiplate clutch 1 of the first embodiment. For brevity, only the differences between the embodiments are set forth below.

Returning to fig. 1, it can be seen that the multiplate clutch 1 according to the invention is used in a hybrid module 2 or is formed as a component of the hybrid module 2. Furthermore, the hybrid module 2 is typically used in a drive train 3 of a motor vehicle. The powertrain 3 is illustrated in this view on the two transmission input shafts 26a,26b side of the transmission. The transmission input shafts 26a,26b are connected to the output side of the hybrid module 2, as will be explained in detail below. On the input side, the mixing module 2 is connected in operation to an output shaft 33 of an internal combustion engine, which is not shown here further for reasons of clarity.

In the first embodiment according to fig. 1, a damper 31 in the form of a dual mass flywheel is inserted between the output shaft 33 and the input-side disconnect clutch 34 of the hybrid module 2. The disconnect clutch 34 is thus operatively interposed between the damper 31 and the input shaft 35/intermediate shaft of the hybrid module 2. The input shaft 35 merges into a rotor carrier 36 of the hybrid module 2. The rotor carrier 36 serves to hold the rotor 5 of the electric motor 6 of the hybrid module 2 in a rotationally fixed manner. The motor 6 has, in addition to the rotor 5 rotatably mounted relative to the housing 37, a stator 38 which is fixedly arranged to the housing. The rotor 5 arranged radially inside the stator 38 is simultaneously fixed on the radially outer side of the sleeve-shaped receiving area 29 of the rotor carrier 36. Furthermore, two sub-clutches 27, 28, each of which forms the multiplate clutch 1 according to the invention, are arranged by means of a rotor carrier 36.

The sub-clutches 27, 28 shown in detail in fig. 2 together form a double clutch device 30. Furthermore, the double clutch device 30 is combined as can be seen from fig. 2 into a mounting module, which can be integrated into the hybrid module 2 in one step.

Since the two sub-clutches 27, 28 are substantially identically constructed and operated, a detailed construction of the two sub-clutches 27, 28 is described below representatively in terms of the first sub-clutch 27.

The first sub-clutch 27, which is designed as a multiplate clutch 1 according to the invention, has a first carrier 7. The first carrier 7 is directly ready for fixing to the receiving area 29/rotor carrier 36. In a further embodiment, it is also possible in principle for the first carrier parts 7 to form the receiving area 29 directly together. As can be seen in the cooperation of fig. 1 and 2, the first carrier part 7 is supported radially from the inside by means of an axially extending cage region 39 on a sleeve-shaped receiving region 29 of the rotor carrier part 36.

The multiplate clutch 1 has a first friction element group, i.e. a plurality of friction elements 9a,9b,9c of the first group 8. The first group 8 is received directly on the first carrier 7 in a rotationally fixed manner so as to form, together with the first carrier 7, a first clutch assembly part 4a of the multiplate clutch 1. The second clutch assembly 4b of the multiplate clutch 1 is provided with a further second carrier 10, which is connected in a rotationally fixed manner to the first transmission input shaft 26a in a typical manner according to fig. 1. The second carrier 10 likewise has a plurality of here two friction elements 12a,12b, which form a second friction element group, namely the friction elements 12a,12b of the second group 11. The friction elements 12a,12b of the second carrier 10 and of the second group 11 thus form a second clutch assembly part 4b of the multiplate clutch 1, which second clutch assembly part 4b is selectively rotatably connected with the first clutch assembly part 4a.

The multiplate clutch 1, also referred to as a friction plate clutch, is actuated in a typical manner via a clutch actuation mechanism 19, which in the process is connected to a hydraulic actuating device 40. For this purpose, the displacement element 18 of the clutch actuating mechanism 19 is realized as a pressure pot, wherein the displacement element 18 simultaneously passes axially through the second sub-clutch 28. Alternatively, the actuating device can be embodied as a mechanical actuating device, an electrical actuating device or as a lever actuator.

The first friction elements 9a of the first group 8 are supported axially fixedly on the first carrier 7. The first friction element 9a is fastened to the first carrier 7, i.e. to the free end of the cage region 39. The two further friction elements 9b,9c of the first group 8 are axially movably arranged with respect to said first friction element 9a. The second friction element 9b arranged centrally between the first friction element 9a and the third friction element 9c is according to the invention fixed to the first friction element 9a by means of a driving element 14. As is shown in fig. 3 to 6, the drive element 14 is mounted on the one hand via the first spring unit 15 in a rotationally fixed, but axially displaceable manner on the first friction element 9a and on the other hand is mounted in a rotationally fixed manner on the second friction element 9 b.

The driving element 14 has an annular fastening region 41 in this embodiment. The annular fastening region 41 is arranged substantially in the radial direction with respect to the central axis of rotation 13 (of the input shaft 35/rotor carrier 36). The fastening region 41 is suspended/accommodated via the first spring unit 15 on the axial side of the first friction element 9a facing away from the second friction element 9b in a rotationally fixed, but axially displaceable manner. The first spring unit 15 has in this embodiment a plurality of spring elements 22 in the form of leaf springs and is thus also referred to as a leaf spring unit. The first spring unit 15 preferably has at least one, more preferably a plurality of leaf spring groups arranged distributed in the circumferential direction.

For the bearing of the driving element 14 against the second friction element 9b, a plurality of support areas 23 are provided, distributed in the circumferential direction, which are connected to the fastening area 41. The support region 23 is realized in the form of an axial web. The support region 23 has an end-side receiving groove/receiving bore 42. The projection 25 provided on the second friction member 9b is engaged into the receiving hole 42. As can be seen from fig. 5, the projection 25 is realized as a radially projecting projection. Each support region 23 thus forms an end region 24 of the drive element 14, which supports/accommodates the projection 25 in a form-fitting manner in the direction of rotation and ensures a rotationally fixed connection of the first friction element 9a to the second friction element 9 b. The support regions 23 distributed in the circumferential direction thus form a type of toothing which engages axially into a mating toothing of the second friction element 9b formed by the projections 25 for the rotationally fixed connection of the driving element 14 to the second friction element 9 b. The first spring unit 15 is inserted with its spring element 22 in a pretensioned manner, so that the driving element 14 generates an axial pretension against the first friction element 9a and toward the second friction element 9 b. The other projections 25, which are realized in the circumferential direction of the support region 23, serve as stop elements for abutment against the axial stops 16 of the first carrier 7.

The third friction element 9c embodied as a pressure plate 17 is in turn connected by means of a second spring unit 20 to a region 21 fixedly coupled to the first carrier 7. The region 21 fixed to the carrier is formed directly as the first friction element 9a of the second sub-clutch 28. The third friction element 9c of the first sub-clutch 27 is thereby connected directly to the first carrier 7 in a rotationally fixed manner by means of the second spring unit 20, which is also realized as a leaf spring unit, and can be displaced axially relative to the first carrier via a spring preload.

It can also be seen that an axial stop 16 in the form of a rib/groove is realized directly on the first carrier 7 in order to define the final position of the second friction element 9b relative to the first friction element 9a. In the initial position of the multiplate clutch 1, which corresponds to the open position, the second friction element 9b rests against the axial stop 16, so that an air gap is present between the friction elements of the two groups 8, 11. As can be seen from fig. 4, the stop for defining the final position of the second friction element 9b relative to the first friction element 9a can also be embodied as a tangentially arranged stop.

The friction elements 12a,12b of the second group 11 are fixed directly on the outer side of the second carrier 10. The first friction elements 12a of the second group 11 are formed as friction plates with a lining damping device and are fixed axially fixed to the second carrier 10. The second friction elements 12b of the second group 11 are in turn connected in a rotationally fixed manner to the second carrier 10, but are arranged axially displaceably relative to the latter.

As already mentioned, the second sub-clutch 28 is realized in the same way as the first sub-clutch 27. Instead, the second carrier 10 of the second sub-clutch 28 is connected with the second transmission input shaft 26b (fig. 1).

A second embodiment of the multiplate clutch 1 according to the invention is illustrated subsequently in connection with fig. 7. In the illustrated embodiment, the multiplate clutch 1 is now no longer formed as a component of the double clutch device 30, but is implemented directly as a disconnect clutch 34 of the hybrid module 2. The multiplate clutch 1 is therefore preferably operatively inserted between the damper 31 and the rotor carrier 36. The first clutch assembly part 4a is in turn connected in a rotationally fixed manner to the rotor carrier 36. In particular, the first carrier 7 is now formed directly by the rotor carrier 36. The second clutch assembly part 4b is connected to the damper 31 on the input side. In this case, the second carrier 10 is formed directly with a toothed ring region 32, which is further engaged with the damper 31. As can additionally be seen in connection with fig. 9, the end-side receiving opening 42 can also have a shape other than rectangular. This is achieved, for example, by means of the bottom of the wave form.

As can be seen in this respect in the third exemplary embodiment according to fig. 10, the toothed ring region 32 is also formed in one piece directly from the region of the second carrier 10 which accommodates the second group 11, and is not two-part as in the exemplary embodiments according to fig. 7 to 9.

In other words, the hybrid module 2 is implemented in a P2 arrangement. The rotor 5 of the electric machine 6 is supported relative to the stator 38 via a housing 37 and a central bearing and is connected to the separating clutch 34 via a shaft 35. The disconnect clutch 34 itself is engaged at the ZMS31 and the double clutch 30 is integrated in the rotor 5. The dual clutch 30 is configured as a friction plate clutch due to the required torque capacity and limited actuating force. The friction plates 9a,9b,9c should not move in the teeth as hitherto. This is achieved in that the movable driver element 14 is connected in a torque-proof manner via, for example, leaf springs or wave springs 15, 22, and that the driver element 14 and the friction disk 9b do not execute an axial relative movement with respect to one another.

The principle construction of the triple clutch 2 is shown in fig. 1 and 2. The attenuator 31 is screwed to the crankshaft 33 as is usual. The interface between the disconnect clutch 34 and ZMS31 is the tensioning teeth at the driving ring gear 32/secondary flange at the disconnect clutch 34. The separating clutch 34 itself is supported on the intermediate shaft 35, so that the actuating force can be supported internally when the separating clutch 34 is engaged. The double clutch 30 is configured such that it can be moved as a module into the rotor 5 of the electric motor 6. This enables a simple installation at the customer.

In the first exemplary embodiment, the solution of the concept of a rotor-integrated double clutch 30 is shown according to a K1 sub-clutch 27 with two friction plates, the function of which is schematically illustrated as follows: the drive element 14 controls the middle friction plate 9b, the left friction plate 9a is fixedly connected to the cage 39 and the rotor 5, and the right friction plate 9c is connected to the rotor 5 (via the fixed friction plate 9a of the K2 clutch 28) in an axially movable manner by means of leaf springs or wave springs 20, as is known from the pressure plate 17. The clutch 27 is pressed by means of the pressure pot 18 from the right. The drive element 14 is suspended in a torque-proof manner by means of the leaf spring 15 on the fixed friction disk 9a of the K1 27 and, in the open state of the clutch 27, has an axial force exerted by the leaf spring 15 to the right, which is supported in the cage 39 via the intermediate friction disk 9b and its stop 16. The axial force enables the clutch 27 to be pressed in the non-actuated state, the stop 16 presetting the final position of the friction disk 9b, so that the clutch 27 is correspondingly ventilated. When the clutch 27 is engaged, the intermediate friction plate 9b is pressed to the left by the clutch disk 12a having the lining damping device. By the pretensioning of the driving element 14, the latter is likewise moved to the left, however, there is no relative movement. At this point in time, a moment has been transmitted via the intermediate friction plate 9b, which moment however does not negatively affect the shifting friction. Clutch 27 is fully closed by: the intermediate friction plate 9b closes the air gap with the lining friction plate 12a and presses the lining friction plate against the rigid friction plate 9 b. Moment-dependent movement friction is removed from the system. Instead, a displacement force is obtained, which emerges from the leaf springs 15, 20 at the right friction plate 9c and at the driving element 14. However, this is no longer moment-dependent, i.e. is not maximum at maximum moment, but is linear and is only dependent on the position of the leaf springs 15, 20. On the other hand, it can be selected correspondingly small, whereby its influence can also remain smaller in percentage terms than in the case of a moving friction.

As can also be seen in fig. 4 to 6, the friction disk 9b has a plurality of teeth 25 at the outer diameter, which teeth are intended to transmit torque into the driving element 14. Twelve teeth 25 are shown, however only six are engaged (into the receiving aperture 42). The six remaining teeth 25 are used here as stops in the cage 39. The stop can however also be constructed in other ways. The driving element 14 has a plurality of regions 23, by means of which the torque in the friction disk 9b is transmitted. The region has a tooth profile 42 which matches the teeth 25 of the friction plate 9 b. The driving element 14 is shown with an open area 23, whereby nesting on the circumference is possible. The driving element 14 is connected to a leaf spring 15 at the fixed friction plate 9a. It is conceivable (and in the specific example also realized) for the driving element 14 to assume the centering of the friction plate 9 b. The K2 clutch 28 is configured in the same manner. The intermediate disk 9b is pulled to the right against the stop via the drive element 14. The friction plates 12a,12b are partially flexibly joined via the lining sections in order to keep the displacement friction as small as possible also toward the output.

Thus, a rotor-integrated, dry multiplate clutch 1 (twin plate clutch) is realized. To close the clutch 1, the clutch is actively pressed via the slave cylinder 40. The torque that can be transmitted is regulated in this case on the one hand via the system pressure (pressure or force regulation). Furthermore, the friction disk stack may optionally have a modulation spring or one or more disks with a lining damping device, so that path adjustment is possible via the actuator, and the contact force is correspondingly determined from the approaching position and the associated spring characteristic curve.

In another preferred embodiment, the rotor-integrated disconnect clutch 34 is implemented with optimized moving friction. Instead of the outer friction plate carrier, the torque-carrying of the outer friction plates 9a,9b,9c takes place rigidly or via different spring elements 22. The pressure pot 18 is connected with the pressure plate 17 via a leaf spring or wave spring 20 to the rotor carrier 36 (and thus has no moving friction). The counter plate 9a is fixedly connected to the rotor carrier 36 and supports the contact pressure introduced via the pressure pot 18. The intermediate friction plate 9b is joined to the counter plate 9a via the drive element 14 and the leaf spring 15. The torque introduced into the intermediate friction plate 9b (without tooth friction) is thus transmitted via the drive element 14 and the leaf spring 15. The leaf spring 15 enables an axial displacement of the intermediate friction plate 9b and presses it to the right against the stop 16 at the rotor carrier 36. Thus, it is additionally ensured that the clutch 1 is ventilated and the drag torque is reduced to a minimum. The driver 14 can be designed radially in a very space-saving manner, which advantageously influences the lining area and the friction radius. The design can also be extended to three discs (three friction elements in the second set 11). The friction plates 12a, 2b are supported on an inner basket 10, which in turn is connected to the ZMS 31/internal combustion engine via a driving toothed ring 32. In order to reduce the shifting friction here as well, an axial engagement of the friction plates 12a,12b can be considered. In order to make it possible to save more space and reduce parts, the inner friction plate carrier 10 and the driving ring gear 32 can be combined into one component (fig. 10).

Description of the reference numerals

1. Multi-plate clutch

2. Mixed motion module

3. Power assembly

4a first clutch component

4b second clutch component

5. Rotor

6. Motor with a motor housing

7. First bearing piece

8. First friction element group

9a first friction element of the first group

9b second friction element of the first group

9c third friction element of the first group

10. Second bearing piece

11. Second friction element group

12a second group of first friction elements

12b second friction element of the second group

13. Axis of rotation

14. Driving element

15. First spring unit

16. Stop piece

17. Pressing plate

18. Moving element

19. Clutch operating mechanism

20. Second spring unit

21. Region(s)

22. Spring element

23. Support area

24. End region

25. Protruding part

26a first transmission input shaft

26b second transmission input shaft

27. First sub-clutch

28. Second sub-clutch

29. Accommodation region

30. Dual clutch device

31. Vibration damper

32. Toothed ring region

33. Output shaft

34. Separating clutch

35. Input shaft

36. Rotor carrier

37. Shell body

38. Stator

39. Cage region

40. Actuating device

41. Fixed area

42. Accommodating hole

Claims

1. A multiplate clutch (1) for a hybrid module (2) of a motor vehicle drive train (3) having a first clutch assembly part (4 a) and a second clutch assembly part (4 b) which can be coupled in a rotationally fixed manner to the first clutch assembly part (4 a), wherein the first clutch assembly part (4 a) has a first carrier (7) which is intended for a rotationally fixed connection to a rotor (5) of an electric motor (6) and friction elements (9 a,9b,9 c) of a first group (8) which is coupled in a rotationally fixed manner to the first carrier (7), and the second clutch assembly part (4 b) has a second carrier (10) and friction elements (12 a,12 b) of a second group (11) which are coupled in a rotationally fixed manner to the second carrier (10), wherein the friction elements (9 a,9b,9 c) of the first group (8) are alternately arranged side by side with the friction elements (12 a,12 b) of the second group (11) in the axial direction of a common axis of rotation (13),

it is characterized in that the method comprises the steps of,

the first friction elements (9 a) of the first group (8) which are connected to the first carrier (7) in an axially fixed manner are connected to the second friction elements (9 b) of the first group (8) in a rotationally fixed manner via driving elements (14) which are accommodated in a rotationally fixed manner and axially movable relative to the first friction elements (9 a) of the first group (8).

2. The multiplate clutch (1) according to claim 1,

it is characterized in that the method comprises the steps of,

the driving element (14) is axially preloaded by means of a first spring unit (15) such that the driving element (14) generates an axial preload force acting on a second friction element (9 b) of the first group (8) away from a first friction element (9 a) of the first group (8).

3. The multiplate clutch (1) according to claim 1,

it is characterized in that the method comprises the steps of,

the axially fixed stop (16) is arranged such that the second friction elements (9 b) of the first group (8) are pressed against the stop (16) in the open position of the multiplate clutch (1).

4. The multiplate clutch (1) according to claim 2,

it is characterized in that the method comprises the steps of,

the third friction elements (9 c) of the first group (8) are designed as pressure plates (17), are connected in a rotationally fixed manner to the displacement elements (18) of the clutch actuating mechanism (19), and are arranged on an axially fixed region (21) by means of a second spring unit (20).

5. The multiplate clutch (1) according to claim 4,

it is characterized in that the method comprises the steps of,

the first spring unit (15) and/or the second spring unit (20) has a spring element (22) in the form of a leaf spring, a disk spring or a wave spring.

6. The multiplate clutch (1) according to any one of claims 1 to 5,

it is characterized in that the method comprises the steps of,

the driving element (14) forms a plurality of axially protruding support regions (23) which are arranged in a circumferential direction, wherein each support region (23) bears directly against the second friction element (9 b) by means of its free axial end region (24) in order to accommodate the protrusions (25) of the second friction elements (9 b) of the first group (8) in a form-fitting and rotationally fixed manner.

7. The multiplate clutch (1) according to any one of claims 1 to 5,

it is characterized in that the method comprises the steps of,

the driving element (14) is shaped such that it supports the second friction elements (9 b) of the first group (8) centrally with respect to the first carrier (7).

8. A hybrid module (2) for a motor vehicle powertrain (3), having an electric machine (6) and a multiplate clutch (1) according to any one of claims 1 to 7, wherein a rotor (5) of the electric machine (6) is rotationally coupled with the first carrier (7).

9. A dual clutch device (30) for a motor vehicle drive train (3) having two sub-clutches (27, 28) which can each be coupled to a transmission input shaft (26 a,26 b), wherein at least one sub-clutch (27, 28) is designed as a multiplate clutch (1) according to any one of claims 1 to 7.

10. A powertrain (3) for a motor vehicle, having a hybrid module (2) according to claim 8 and/or a dual clutch device (30) according to claim 9.