CN109863325B

CN109863325B - Double clutch with a partially immersed pressure tank and assembly of double clutch and flywheel

Info

Publication number: CN109863325B
Application number: CN201780065883.6A
Authority: CN
Inventors: 托马斯·赫尔勒
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2016-10-26
Filing date: 2017-10-17
Publication date: 2021-01-22
Anticipated expiration: 2037-10-17
Also published as: DE112017005391A5; WO2018077337A1; CN109863325A; DE102016125263A1

Abstract

The invention relates to a double clutch (1) for a drive train of a motor vehicle, comprising: a first partial clutch (2) and a second partial clutch (3) for selectively transmitting torque, wherein a plurality of clutch discs (4) of at least one of the two partial clutches (2, 3) are arranged and configured to be clamped between a pressure plate (5, 6) and a counter pressure plate (7, 8) in order to receive the torque of a drive shaft (9) and to transmit it to a transmission input shaft (10, 11), wherein at least one friction plate carrier (15, 16) of the first partial clutch (2) and/or of the second partial clutch (3) is designed to receive the pressure plate (5, 6) and the counter pressure plate (7, 8) in a rotationally fixed and axially displaceable manner, wherein the first partial clutch (2) can be actuated via a pressure pot (20) designed for axially displacing the pressure plate (5) and the pressure pot (20) extends in an axial direction radially outside the second partial clutch (3), the radially outer side (33) of at least one pressure tank section (34) is radially further inward than at least one outer contour region (35) of the friction lining carrier (16) of the second partial clutch (3). The invention further relates to an assembly consisting of such a double clutch (1) and a flywheel (19).

Description

Double clutch with a partially immersed pressure tank and assembly of double clutch and flywheel

Technical Field

The invention relates to a dual clutch for a drivetrain of a motor vehicle, having a first partial clutch and a second partial clutch for selectively transmitting torque, wherein a plurality of clutch disks of at least one of the two partial clutches are arranged and configured to be clamped between a pressure plate and a counter plate in order to receive the torque of a drive shaft and to transmit it to a transmission input shaft, wherein at least one friction disk carrier of the first partial clutch or/and of the second partial clutch is designed to receive the pressure plate and the counter plate in a rotationally fixed and axially displaceable manner, wherein the first partial clutch can be actuated via a pressure pot designed for axially displacing the pressure plate, and the pressure pot extends in an axial direction radially outside the second partial clutch. The invention further relates to an assembly of such a double clutch and a flywheel.

Background

Double clutches are known from the prior art. Furthermore, DE 102004047095 a1 discloses a clutch assembly having at least two friction clutches, each having at least one clutch disk, wherein the two clutch disks can be connected to their own shaft to be driven, and the two clutches can be engaged and disengaged independently of one another via in each case one actuating mechanism, wherein the closing force of the clutches is applied directly by the actuating mechanism.

However, the prior art always has the disadvantage that the actuating mechanism must surround the second partial clutch radially on the outside, so that increased radial installation space is required. In particular, in hybrid drives, the clutch is designed with the smallest possible radial installation space, in order to be able to use space for the electric motor.

Disclosure of Invention

It is therefore an object of the present invention to prevent or at least reduce the disadvantages of the prior art. In particular, a double clutch is to be developed, which has axially successive partial clutches, wherein for actuating the first partial clutch a particularly stable pressure tank can be used, which radially surrounds the second partial clutch on the outside.

The object is achieved according to the invention in this invention by: the radially outer side of the at least one pressure tank section is radially more inward than the at least one outer contour region of the friction lining carrier of the second partial clutch. It is of course advisable for the radially outer side of the pressure tank section to be arranged in the same axial region as the outer contour region of the friction lining carrier of the second partial clutch and to be sunk therein.

This has the advantage that the pressure tank is designed in a space-saving manner in the radial direction and, at the same time, the stability of the pressure tank in the axial direction is significantly increased by the radial penetration into the outer contour region of the friction lining carrier. This advantageously prevents buckling of the pressure tank in the event of an excessive axial load.

Advantageous embodiments are claimed in the dependent claims and are set forth in detail below.

It is also advantageous if the pressure tank section merges into a flange projecting radially outward for connection to the pressure plate of the first partial clutch. The flange can thus be riveted to the pressure plate in a simple manner, since sufficient space for the riveting tool is available by the radial sinking of the pressure tank section.

It is also expedient for the plurality of flanges to be separated from one another in the circumferential direction by cutouts which are oriented in the axial direction. The weight of the pressure tank can thus be reduced by material savings. Furthermore, by appropriately configuring the vacant portions, improvement in uniformity of stress distribution in the member is possible. The recess is geometrically designed such that it does not reduce the stability of the pressure tank in the axial direction.

Preferably, the flange can merge into the rib in the pressure tank section, which advantageously brings with it an increase in the rigidity of the pressure tank. Since the pressure tank must transmit the actuating force of the actuating element to the first partial clutch via the second partial clutch, the pressure tank must be designed to be particularly rigid. The ribs arranged in the axial direction support the resistance of the pressure tank against buckling.

An advantageous embodiment is characterized in that the ribs are radially recessed into the outer contour region of the friction lining carrier of the second partial clutch. The pressure tank can thus be reinforced without increasing the space requirement for the radial structure.

It is also advantageous if the outer surface of the rib is concavely curved, i.e. U-shaped and/or V-shaped. Just as a result, the buckling resistance is increased without the effect being counteracted by the incision action.

In addition, the connecting plate of the pressure plate of the first partial clutch can project radially from the friction lining carrier of the first partial clutch, so that a flange can be fastened thereon. This results in the possibility of actuating the first partial clutch over the second partial clutch while the double clutch is very compact.

Preferably, the flange of the pressure tank is riveted to the connecting plate of the pressure plate of the first partial clutch. The rivet connection is characterized in this respect because it is not releasable and can be easily installed. With the radially immersed pressure tank section, there is also sufficient space for the setting of the riveting tool. Alternatively, the flange can also be connected to the connecting plate via a screw connection, a pin connection or a similar fastening device.

Preferably, the pressure tank section can engage radially outwardly in the axial direction with the counter plate of the second partial clutch or through a radial recess of the counter plate. This contributes to a construction which is as compact as possible, in particular in the radial direction.

Furthermore, it is advantageous if a plurality of pressure tank segments are present, the radially outer side of which is radially more inward than the outer contour region of the friction lining carrier of the second partial clutch. The actuating force of the actuating mechanism is thereby distributed over the plurality of segments such that the axial force acting on the pressure tank segments does not cause buckling.

Furthermore, a plurality of pressure tank segments are arranged uniformly distributed over the circumference of the pressure tank. Thereby, a uniform stress distribution in the component is obtained, so that a fracture or other damage of the pressure tank is prevented.

It is also advantageous if the pressure tank partially encloses the second partial clutch in a closed manner. Thereby, stability is improved in the radial direction, which improves the overall stability of the pressure tank.

Preferably, the radially outer side of the pressure tank is curved radially inwardly in the region of the pressure tank section. This increases the rigidity of the pressure tank while reducing the radial installation space.

It is also expedient for the recess to have edges which taper toward one another in the direction away from the first partial clutch in a U-or V-shape. Thus, sufficient space is left for the friction lining carrier of the second partial clutch for connection to the counter plate of the second partial clutch. The U-shaped or V-shaped edge contributes to a uniform stress distribution of the pressure tank.

More preferably, the double clutch is designed such that each clutch disk has an internal toothing which interacts with an external toothing of the clutch hub. The internal teeth of the clutch disk are configured to be different in height when viewed in the radial direction. It is also suitable that the internal toothing of the plurality of clutch discs co-acts with the same external toothing of the clutch hub. The external toothing of the clutch hub can have regions of different heights, one region interacting with one clutch disk and the other region interacting with the other clutch disk. Furthermore, the outer teeth of the clutch hub are preferably designed to be stepped down and highest in the radial direction in the region facing the internal combustion engine. It is additionally advantageous if the external toothing of the clutch hub is designed such that the internal toothing of one clutch disk can be inserted in the axial direction into the radial interior of the other clutch disk. Advantageously, two, three, four or more clutch discs co-act with the external toothing of the clutch hub. It is also preferred that the geometries of the clutch disk and of the clutch hub are coordinated with one another such that they are spaced apart from one another in each operating state. For this purpose, a bend can be formed on the internal toothing of the one clutch disk, which bend is designed to keep the one clutch disk axially spaced apart from the other clutch disk.

A further advantageous embodiment is characterized in that the two friction plate carriers of the first partial clutch and of the second partial clutch are fastened on the component fixed to the support bearing via a projection extending in the axial direction and via a non-releasable connection. The two friction lining carriers are also preferably connected to a component fixed to the support bearing by means of fastening means extending in the radial direction. In particular, the two friction lining carriers are riveted, pinned or screwed to a component fixed to the support bearing. It is also expedient for the projections of the two friction lining carriers of the first partial clutch and of the second partial clutch to extend in the axial direction radially outside the component which is fixed to the support bearing. It is also advantageous if the projections of the two friction lining carriers are arranged at the same radial height and are connected to the radially outermost contour of the two friction lining carriers. Preferably, the projections of the first sub-clutch are arranged alternately with the projections of the second sub-clutch in the circumferential direction. It is also advantageous if the radial pinning device for fastening the projection to the component fixed to the support bearing is arranged at the level of the friction disk toothing.

Said object is also achieved according to the invention in that: an assembly of a double clutch and a flywheel is used.

The flywheel preferably has a form-fitting element which interacts in a form-fitting manner with a mating form-fitting element, which is one of the friction lining carriers, wherein the form-fitting element is preferably designed as an internal toothing on the flywheel and the mating form-fitting element as an external toothing on the friction lining carrier. The outer toothing of the friction lining carrier can be positively preset by means of the inner toothing, which is provided for receiving the pressure plate, the counter pressure plate and/or the intermediate plate. It is also advantageous if the internal toothing is coordinated with a positively preset external toothing. Furthermore, the friction lining carrier of the first partial clutch projects in the axial direction into the region of the flywheel. It is additionally expedient for the outer diameter of the friction lining carrier of the first partial clutch to be smaller in a first tooth region of the outer teeth than on a second region of the friction lining carrier of the first partial clutch which is spaced apart from the first tooth region. The counter plate of the first partial clutch can also have a smaller outer diameter than the intermediate plate and/or the pressure plate of the first partial clutch. Furthermore, it is advantageous if the first tooth region merges into the second tooth region in a stepped manner. In particular, the flywheel can be designed as a dual mass flywheel.

In other words, the invention relates to an axially connected multi-disk double clutch having a specially shaped pressure pot which is particularly stable. Since the normal pressure tank is not sufficient in terms of its stability to actuate the first partial clutch (K1) from the transmission side, the pressure tank is designed according to the invention such that it extends in the axial direction radially outside the friction disk carrier of the second partial clutch (K2) and at the same time surrounds the second partial clutch in a wide region in an almost closed manner. This means that the rim area of the can is closed. In addition, the pressure tank is shaped to match the ribbed structure of the friction lining carrier of the second partial clutch. The pressure tank is thus radially immersed into the outer structure of the friction lining carrier. A part of the pressure plate of the first partial clutch, in particular a radially outwardly projecting web, can be used as a simple connection point between the pressure plate and the pressure tank. The recesses between the pressure tank segments must not be selected too large, since this would otherwise negatively affect the stability of the pressure tank and the pressure tank could tend to buckle. The pressure pot is thus sunk into the recesses of the toothing of the friction lining carrier and a radial space for the riveting between the pressure plate and the pressure pot can be realized. The arrangement of the recesses does not necessarily correspond to a symmetrical pattern. In this concept, the pressure tank is therefore simply fitted as the last part to the double clutch.

Drawings

The invention is subsequently elucidated with the aid of the drawing. The figures show:

figure 1 shows a longitudinal section through a first embodiment of a dual clutch according to the invention with a first and a second partial clutch,

figure 2 shows a longitudinal section through the clutch hub of the double clutch,

figure 3 shows a longitudinal section through the clutch hub of the double clutch rotating in relation to figure 2,

figure 4 shows a view equivalent to figure 2 of the clutch hub in a worn condition,

figure 5 shows a longitudinal section through the clutch hub in a worn state in rotation relative to figure 4,

figure 6 shows a perspective view of a dual clutch with a pressure tank which actuates the pressure plate of the first sub-clutch,

figure 7 shows a cross-sectional view of the first sub-clutch,

figure 8 shows a perspective view of the double clutch rotated in relation to figure 6,

fig. 9 shows a longitudinal section through a second exemplary embodiment of a dual clutch according to the invention, which has a radially pinned first partial clutch and a radially pinned second partial clutch,

figure 10 shows a perspective view of the radial pin joint of the first and second sub-clutches,

FIG. 11 shows a longitudinal section through the first partial clutch in a third embodiment of the double clutch, an

Fig. 12 shows a perspective view of a toothing of a dual clutch according to the invention, which has a flywheel.

The drawings are only schematic and are merely for the understanding of the present invention. Like elements are provided with like reference numerals. The features of the various embodiments can be interchanged with one another.

Detailed Description

Fig. 1 shows a part of a drive train of a motor vehicle having a double clutch 1. The double clutch is formed by a first partial clutch 2 and a second partial clutch 3, which are used to selectively transmit torque. On each

individual sub-clutch

2, 3 there is a plurality of clutch discs 4 which are arranged and configured to be clamped between in each case one

pressure plate

5, 6 and a

counter-pressure plate

7, 8 for receiving the torque of the drive shaft 9 and for transmitting it to the

transmission input shafts

10, 11.

Each clutch disk 4 has an internal toothing 12, via which the clutch disk 4 interacts with an external toothing 13 of a clutch hub 14. The first partial clutch 2 and the second partial clutch 3 each have a

friction lining carrier

15, 16 which is designed to receive the

pressure plates

5, 6 and the

counter-pressure plates

7, 8 and the intermediate plate 17 in a rotationally fixed and axially displaceable manner. The two

friction lining carriers

15, 16 of the first partial clutch 2 and of the second partial clutch 3 are fastened to a component 18 fixed to the support bearing, wherein usually the counter plate 8 of the second partial clutch 3 serves as the component 18 fixed to the support bearing.

In the dual clutch 1 according to the invention, the torque of the drive shaft 9 is transmitted to the

transmission input shafts

10, 11 via the flywheel 19. For actuating the first partial clutch 2, the pressure plate 5 of the first partial clutch 2 is moved axially via a pressure tank 20 designed for this purpose. The pressure tank 20 extends radially outside the second partial clutch 3 in the axial direction and is actuated via an actuating element 21, which is usually designed as a disk spring. The second partial clutch 3 is also actuated via an actuating element 22, which is also designed as a disk spring. The

actuating elements

21, 22 are connected to a clutch pedal via a clutch output and a clutch drive, not shown.

Fig. 2 to 5 show enlarged views of the clutch hub 14 of the first partial clutch 2. Since the first partial clutch 2 has the pressure plate 5, the intermediate plate 17 and the counter plate 7, the two clutch discs 4 are connected to the clutch hub. The first clutch disc 23 is disposed on the internal combustion engine side, and the second clutch disc 24 is disposed toward the transmission side. The first clutch disc 23 is clamped between the counter plate 7 and the intermediate plate 17 of the first sub-clutch 2 via friction linings 25. In contrast, the second clutch disc 24 is clamped to the intermediate plate 17 and the pressure plate 5 of the first partial clutch 2 via friction linings 25.

The first clutch disk 23 is formed with a different tooth height than the second clutch disk 24. That is, the first clutch disc has a larger inner diameter and a larger inner tooth portion 12. In contrast, the second clutch disc 24 has a smaller inner diameter and thus also a lower height setting of the inner toothing 12. In order to be able to interact with the clutch hub 14, the external toothing system 13 is also formed so as to be stepped down on the clutch hub 14, such that the toothing region 26 interacting with the first clutch disk 23 has a larger outer diameter than the second toothing region 27 of the external toothing system 13 of the clutch hub 14 interacting with the second clutch disk 24. The two toothed regions 26, 27 have a large difference so that the internal teeth 12 of the second clutch disc 24 can be inserted below the first clutch disc 23.

In the unworn state, the two clutch discs 23, 24 are widely spaced apart from each other so that the curved portion 28 on the internal tooth portion 12 of the second clutch disc 24 does not engage under the internal tooth portion 12 of the first clutch disc 23. In a worn state (see fig. 4, 5), i.e. with the friction lining 25 worn away, the curved portion 28 of the second clutch disc 24 engages below the first clutch disc 23. By means of the design of the two clutch disks 23, 24 in the described configuration, the disks 23, 24 are therefore also spaced apart from one another in the described state.

The axial position of the clutch hub 14 of the first partial clutch 2 is fixed by means of a stop 29, which is arranged between the first clutch disc 23 and the flywheel 19, and a clutch hub fixing ring 30. The internal tooth portion 12 of the clutch disk 4 is configured such that the inside diameter of the clutch disk 4 is larger than the support bearing fixing ring 31, which fixedly holds the support bearing 32.

In fig. 6 it can be seen how the radially outer side 33 of the pressure tank 20 surrounds the second partial clutch 3 radially on the outside. In this case, the radially outer pressure tank section 34 of the second partial clutch 3 is sunk into the outer contour region 35 of the friction lining carrier 16. The outer contour region 35 of the friction lining carrier 16 is formed by the pressure plate 6, the counter-pressure plate 8 and the plurality of intermediate plates 17 being received on the inside of the friction lining carrier 16.

The pressure tank section 34 merges into a flange 36, wherein the flange 36 is designed to connect the pressure tank 20 to the pressure plate 5 of the first partial clutch 2. On the pressure tank 20, a plurality of flanges 36 are arranged in the circumferential direction, wherein the flanges 36 are separated from one another by recesses 37 which are oriented in the axial direction.

The flange 36 merges into a rib 38 in the pressure tank section 34. The ribs 38 are radially recessed into the outer contour region 35 of the friction lining carrier 16 of the second partial clutch 3. Thus, the outer surface of the rib 38 is concavely curved. The flange 36 is fastened to a web 39 of the pressure plate 5 of the first partial clutch 2, wherein the web 39 projects radially from the friction lining carrier 15 of the first partial clutch 2. The flange 36 of the pressure tank 20 is preferably connected to the connecting plate 40 of the pressure plate 5 of the first partial clutch via rivets 41.

The pressure tank section 34 is arranged such that it overlaps the counter plate 8 of the second partial clutch 3 on the outside in the axial direction or engages over a radial recess of the counter plate 8. The pressure tank segments 34 are arranged distributed uniformly over the circumference of the pressure tank 20. The pressure tank section 34, the radial outer side 33 of which is radially further inward than the outer contour region 35 of the friction lining carrier 16 of the second partial clutch 3, geometrically conforms to the outer contour of the friction lining carrier 16 (see fig. 7).

As can be seen in fig. 8, the pressure tank 20 partially encloses the second partial clutch 3 on the side on which the dual clutch 1 is actuated. The recesses 37 in the pressure tank 20 have edges 42 which are U-shaped or V-shaped toward one another in the direction away from the first partial clutch 2. The recess 37 extends in the axial direction over approximately one third of the radially outer side 33 of the pressure tank 20, so that the pressure tank 20 has a sufficiently large stability in the axial direction.

In a first exemplary embodiment of the dual clutch 1 (see fig. 1), the two

friction lining carriers

15, 16 of the first partial clutch 2 and of the second partial clutch 3 are riveted in the axial direction to a component 18 which is fixed to a support bearing, in particular to the counter plate 8 of the second partial clutch 3. However, in the second embodiment of the dual clutch 1 (see fig. 9), the

friction plate carriers

15, 16 are fastened to the component 18 which is fixed to the support bearing, so that they are connected to the counter plate 8 via a radial pin connection 43. The two

friction lining carriers

15, 16 are therefore arranged at the same radial height.

The

friction lining carriers

15, 16 of the first partial clutch 2 and of the second partial clutch 3 form projections 44 which are connected to their radially outermost contour and which each overlap the counter plate 8 radially on the outside. The projections 44 thus extend in the axial direction and can be fastened to the counter-pressure plate 8 via fastening means 35 extending in the radial direction. The two

friction lining carriers

15, 16 are thus fastened to the counter-pressure plate 8 via a non-releasable connection. The projections 44 of the two

friction lining carriers

15, 16 are arranged at the same radial height, but are formed alternately in the circumferential direction, so that they do not intersect. As can be seen clearly in fig. 10, the projections 44 of the first partial clutch 2 are therefore formed so as to be staggered with respect to the projections 44 of the second partial clutch 3. The projections 44 are arranged uniformly distributed over the circumference of each individual

friction lining carrier

15, 16. The projection 44 is riveted, pinned, screwed or glued to the member 18 fixed to the support bearing, in particular to the counter-pressure plate 8. The projections 44 are arranged on the counter-pressure plate 8 at the level of the friction disk teeth. Thereby, the

counter-pressure plates

7, 8, the

pressure plates

5, 6 and the intermediate plate 17 can be designed radially larger.

The dual clutch 1 interacts with a flywheel 19, wherein the flywheel 19 has a form-fitting element which interacts with a mating form-fitting element provided by one of the

friction lining carriers

15, 16 in a form-fitting manner. The form-fitting element on the flywheel 19 is formed according to the type of the internal toothing 46. The inner toothing 46 is fixed to a toothed flange 47 of the flywheel 19. The flywheel 19 is in this exemplary embodiment designed as a dual mass flywheel with an integrated torsional vibration damper 48.

The mating form-fitting element is formed by the external toothing 49 of the friction lining carrier 15. The external toothing 49 of the friction lining carrier 15 is positively preset here by means of an internal toothing provided for receiving the pressure plate 5, the counter-pressure plate 7 and the intermediate plate 17. The internal toothing 46 of the toothed flange 47 of the freewheel 19 therefore corresponds exactly to the friction lining carrier 15.

The friction lining carrier 15 of the first partial clutch 2 projects in the axial direction into the region of the flywheel 19, so that an axial installation space can be saved. In a third embodiment of the dual clutch 1 (see fig. 11), the outer diameter of the friction plate carrier 15 of the first partial clutch 2 is smaller at a first tooth region 50 of the outer teeth 49 than at a second region/tooth region 51 of the friction plate carrier 15 of the first partial clutch 2, which is axially spaced apart from the first tooth region 50. By the height difference in the toothing 49, a region of the first partial clutch 2 can be arranged below the flywheel 19. The external toothing 49 is thus formed with a step 52 in the region facing the internal combustion engine. The described geometric design of the friction lining carrier 15 of the first partial clutch 2 results in the counter plate 7 of the first partial clutch 2 having a smaller outer diameter than the intermediate plate 17 and/or the pressure plate 5 of the first partial clutch 2. As is clearly visible in the perspective view of fig. 12, the internal toothing 46 of the flywheel 19 engages in an external toothing 49 formed integrally with the friction lining carrier 15 of the first partial clutch.

List of reference numerals:

1 double clutch

2 first sub-clutch

3 second sub-clutch

4 clutch disc

5 pressing plate

6 pressing plate

7 back pressure plate

8 back pressure plate

9 drive shaft

10 speed changer input shaft

11 variator input shaft

12 internal tooth part

13 external tooth part

14 Clutch hub

15 friction lining carrier

16 friction plate carrier

17 middle plate

18 member fixed to the support bearing

19 flywheel

20 pressure tank

21 operating element

22 operating element

23 first clutch disc

24 second clutch disc

25 Friction lining

26 first tooth region

27 second tooth region

28 bending part

29 stop

30 clutch hub fixing ring

31 support bearing fixing ring

32 support bearing

33 radially outer side

34 pressure tank section

35 outer contour region

36 flange

37 hollow part

38 Ribs

39 outer surface

40 connecting plate

41 rivet

42 edge

43 radial pin joint device

44 projection

45 fastening mechanism

46 internal tooth part

47 tooth flange

48 torsional vibration damper

49 external tooth part

50 first tooth region

51 second region/toothed region

52 step part

Claims

1. Double clutch (1) for a drive train of a motor vehicle, having: a first partial clutch (2) and a second partial clutch (3) for selectively transmitting torque, wherein a plurality of clutch discs (4) of at least one of the two partial clutches (2, 3) are arranged and configured for clamping between a pressure plate (5, 6) and a counter pressure plate (7, 8) in order to receive the torque of a drive shaft (9) and to transmit it to a transmission input shaft (10, 11), wherein at least one friction plate carrier (15, 16) of the first partial clutch (2) and/or of the second partial clutch (3) is designed to receive the pressure plate (5, 6) and the counter pressure plate (7, 8) in a rotationally fixed and axially displaceable manner, wherein the first partial clutch (2) can be actuated via a pressure pot (20) designed for axially displacing the pressure plate (5), and the pressure pot (20) extends in an axial direction radially outside the second partial clutch (3),

it is characterized in that the preparation method is characterized in that,

the radially outer side (33) of at least one pressure tank section (34) is radially further inward than at least one outer contour region (35) of the friction lining carrier (16) of the second partial clutch (3).

2. The dual clutch (1) as claimed in claim 1,

it is characterized in that the preparation method is characterized in that,

the pressure tank section (34) merges into a radially outwardly projecting flange (36) for connection to a pressure plate (5) of the first partial clutch (2).

3. The dual clutch (1) as claimed in claim 2,

it is characterized in that the preparation method is characterized in that,

the plurality of flanges (36) are separated from one another in the circumferential direction by recesses (37) which are oriented in the axial direction.

4. The dual clutch (1) as claimed in claim 3,

it is characterized in that the preparation method is characterized in that,

the flange (36) merges into a rib (38) in the pressure tank section (34).

5. The dual clutch (1) as claimed in claim 4,

it is characterized in that the preparation method is characterized in that,

the ribs (38) are radially recessed into an outer contour region (35) of a friction lining carrier (16) of the second partial clutch (3).

6. The dual clutch (1) as claimed in claim 5,

it is characterized in that the preparation method is characterized in that,

the outer surface (39) of the rib (38) is concavely curved in a U-shape and/or V-shape.

7. The dual clutch (1) as claimed in claim 6,

it is characterized in that the preparation method is characterized in that,

the connecting plate (40) of the pressure plate (5) of the first partial clutch (2) projects radially from the friction lining carrier (15) of the first partial clutch (2) and the flange (36) is fastened to the connecting plate.

8. The dual clutch (1) according to one of claims 1 to 7,

it is characterized in that the preparation method is characterized in that,

the pressure tank (20) partially encloses the second partial clutch (3) in a closed manner.

9. The dual clutch (1) according to one of claims 3 to 7,

it is characterized in that the preparation method is characterized in that,

the recess (37) has edges (42) which are gradually U-shaped or V-shaped in relation to one another in the direction away from the first partial clutch (2).

10. An assembly consisting of a double clutch (1) according to one of claims 1 to 9 and a flywheel (19).