CN109906321B

CN109906321B - Double clutch with friction lining carrier and assembly consisting of double clutch and flywheel

Info

Publication number: CN109906321B
Application number: CN201780065882.1A
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: 2020-11-13
Anticipated expiration: 2037-10-17
Also published as: WO2018077338A1; DE102016125264A1; DE112017005392A5; CN109906321A; KR20190075925A

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 the clutch discs (4) of each individual sub-clutch (2, 3) are arranged and configured for clamping between a respective one of the pressure plates (5, 6) and the counter-pressure plate (7, 8), to receive the torque of the drive shaft (9) and to transmit it to the transmission input shafts (10, 11), wherein at least one intermediate disk (17) which is held in a rotationally fixed, axially displaceable manner by the friction disk carriers (15, 16) is present between the clutch disks (4) of the respective partial clutch (2, 3), wherein the two friction plate carriers (15, 16) of the first sub-clutch (2) and of the second sub-clutch (3) are fastened via projections (44) extending in the axial direction on a component (18) fixed to the support bearing. The invention further relates to an assembly consisting of such a double clutch (1) and a flywheel (19).

Description

Double clutch with friction lining carrier and assembly consisting of double clutch and flywheel

Technical Field

The invention relates to a double clutch for a drive train of a motor vehicle, having a first partial clutch and a second partial clutch for the selective transmission of torque, wherein a plurality of clutch disks of each individual partial clutch are arranged and configured to be clamped between in each case one pressure plate and one counter plate in order to receive the torque of a drive shaft and to transmit it to a transmission input, wherein at least one intermediate disk, which is held in a rotationally fixed, axially displaceable manner by a friction disk carrier, is present between the clutch disks of the respective 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. For example, WO 2014154217 discloses a dual clutch for a drive train of a motor vehicle, which dual clutch has: two outer bearing parts which are connected to one another in a rotationally fixed manner and each accommodate at least one friction disk, wherein the first outer bearing part is driven by the output shaft of the internal combustion engine in the operating state of the clutch and can be connected to a first inner bearing part, which drives the first transmission input shaft, in a rotationally fixed manner by means of its at least one friction disk, and furthermore the second outer bearing part can be connected to a second inner bearing part, which drives the second transmission input shaft, in a rotationally fixed manner by means of its at least one friction disk, and a bearing element, which rotatably supports the first and second outer bearing parts relative to the transmission input shaft, wherein the bearing element is designed as a central bearing which axially and radially supports the first and second outer bearing parts.

However, the prior art always has the disadvantage that in conventional double clutches, the two friction lining carriers of the first partial clutch and of the second partial clutch are welded to one another, or the fastening of the two friction lining carriers requires a large radial installation space.

Disclosure of Invention

It is therefore an object of the present invention to avoid or at least reduce the disadvantages of the prior art. In particular, a connection method should be developed in which two friction lining carriers are fastened particularly simply and in a particularly space-saving manner.

In such a device, the object is achieved according to the invention in that: the two friction plate carriers of the first sub-clutch and of the second sub-clutch are fastened via projections extending in the axial direction to a component fixed to the support bearing.

This has the advantage that the clutch disks of the partial clutches can be designed radially larger without increasing the radial installation space of the entire double clutch. This is possible by: the friction plate carrier is radially fastened to a member fixed to the support bearing.

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

It is also expedient for the two friction lining carriers to be fastened/connected to the counter plate of the first partial clutch or of the second partial clutch via a releasable connection. Since the friction lining carrier is not intended to be released in any way during operation, it is advantageous if the friction lining carrier is fastened in such a way that it is fixedly and non-releasably connected to a component that is fixed to the support bearing, in this case the counter-pressure plate of the second partial clutch.

Preferably, the two friction plate carriers of the first sub-clutch and of the second sub-clutch are connected by means of a fastening mechanism extending in the radial direction to a component fixed to the support bearing. This avoids that a portion of the two friction lining carriers must extend outward in the radial direction in order to be able to be connected via an axial fastening to a component fixed to the support bearing. As a result, considerable savings in installation space are achieved by the connection possibility.

Preferably, the two friction plate carriers of the first clutch and of the second clutch are riveted, pinned or screwed to the component fixed to the support bearing. Such a connection can be installed particularly easily and at the same time offers a large resistance against loosening. The two friction lining carriers can also be bonded to a component which is fixed to the support bearing.

It is also advantageous if the two friction lining carriers of the first partial clutch and of the second partial clutch extend in the axial direction radially outside the component which is fixed to the support bearing. Therefore, the projections can simply project out of the member fixed to the support bearing without restricting the rotational capability of the dual clutch. Furthermore, in the case of a pin joint or a rivet joint, it can be easily seen at which point the projection is located.

It is also advantageous if the projections of the first partial clutch are arranged in the circumferential direction alternately with the projections of the second partial clutch, which makes it possible that the projections of the two partial clutches do not have to be formed so as to overlap and the friction lining carriers are nevertheless sufficiently tight.

It is also expedient for the projections of the friction lining carriers of the first partial clutch and of the second partial clutch to be arranged at the same radial height. Since the two friction lining carriers are subsequently riveted to the counter plate at the same height, the mounting of the two friction lining carriers can be carried out in one mounting step. In the production of the counter-pressure plate, it is also not necessary to additionally take care of the arrangement of the projections thereof, since the counter-pressure plate geometries used hitherto can continue to be used for the fastening of the projections.

Preferably, the projections can be connected to the radially outer contour of the two friction lining carriers of the first and second partial clutch. It is thus avoided that the projection projects radially, but rather it is achieved that said projection is simply integrated into the existing structure of the friction lining carrier.

It is also advantageous if the radial pin arrangement for fastening the projection to the component fixed to the support bearing is arranged at the level of the friction disk toothing. It is particularly advantageous if the clutch disk can be designed radially larger while the outer diameter of the double clutch remains unchanged.

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 preferred embodiment is also characterized in that the first partial clutch is operable via a pressure tank designed for axially displacing the pressure plate, and the pressure tank extends outside the second partial clutch in the axial direction, wherein the radially outer side of at least one pressure tank section is radially more inner than the at least one outer contour region of the friction lining carrier of the second partial clutch. The pressure tank section can merge into a radially inwardly projecting flange for connection to the pressure plate of the first partial clutch. Advantageously, the plurality of flanges, which in the pressure tank section merge into a concavely curved rib which is radially recessed into the outer contour region of the friction lining carrier of the second partial clutch, are separated from one another in the circumferential direction by recesses which are oriented in the axial direction. 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, and the flange is fastened to said connecting plate. It is also expedient for the pressure tank to partially enclose the second partial clutch. It is also advantageous if the recess has edges which, in the direction away from the first partial clutch, are U-shaped or V-shaped toward one another.

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 a dual clutch in which the friction lining carriers are fastened in such a way that more space is available in the radial direction for the clutch disks while the external installation space of the dual clutch remains unchanged. The friction lining carrier is thus radially secured, in particular pinned, by the counterplate of the second partial clutch. The radial pin arrangement is located at the level of the friction disk toothing. The friction lining carrier parts are formed alternately with the projections, on which the friction lining carrier parts can be pinned. The projections of the two friction lining carriers do not have to overlap.

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 surrounds the second partial clutch 3 at least partially closed 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. A dual clutch (1) for a drive train of a motor vehicle, having a first partial clutch (2) and a second partial clutch (3) for the selective transmission of torque, wherein a plurality of clutch discs (4) of each individual partial clutch (2, 3) are arranged for clamping between in each case one 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 intermediate disc (17) which is held in a rotationally fixed, axially displaceable manner by a friction disc carrier (15, 16) is present between the clutch discs (4) of the respective partial clutch (2, 3),

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

the two friction plate carriers (15, 16) of the first partial clutch (2) and of the second partial clutch (3) are fastened via projections (44) extending in the axial direction to a component (18) fixed to a support bearing.

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

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

two friction lining carriers (15, 16) are fastened to the counter pressure plate (7, 8) of the first partial clutch (2) or of the second partial clutch (3) via a non-releasable connection.

3. The dual clutch (1) according to claim 1 or 2,

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

the two friction lining carriers (15, 16) of the first partial clutch (2) and of the second partial clutch (3) are connected to the component (18) fixed to the support bearing by means of a fastening means (45) extending in the radial direction.

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

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

the two friction lining carriers (15, 16) of the first sub-clutch (2) and of the second sub-clutch (3) are riveted, pinned or screwed to the component (18) fixed to the support bearing.

5. The dual clutch (1) according to claim 1 or 2,

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

the projections (44) of the two friction lining carriers (15, 16) of the first partial clutch (2) and of the second partial clutch (3) extend in the axial direction radially outside the bearing-fixed component (18).

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

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

the projections (44) of the friction lining carrier (15) of the first partial clutch (2) are arranged in the circumferential direction alternately with the projections (44) of the friction lining carrier (16) of the second partial clutch (3).

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

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

the projections (44) of the two friction lining carriers (15, 16) of the first partial clutch (2) and of the second partial clutch (3) are arranged at the same radial height.

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

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

the projections (44) are connected to the radially outermost contour of the two friction lining carriers (15, 16) of the first partial clutch (2) and of the second partial clutch (3).

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

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

radial pin means (43) for fastening the projection (44) to the component (18) fixed to the support bearing are provided at the level of the friction disk toothing.

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