CN114526313A - Vibration damping device with clutch - Google Patents

Abstract

The present invention relates to a damper device having a clutch. The vibration damping device includes: a flywheel; a damper output flange arranged coaxially with the flywheel; and a damper spring which is abutted between the flywheel and the damper output flange in a rotation direction of the damper device, and can transmit torque between the flywheel and the damper output flange. Wherein, this damping device still includes: the clutch disc is connected with the output flange of the shock absorber in a torsion-proof manner and is positioned on one side, back to the flywheel, of the output flange of the shock absorber in the axial direction; and a clutch output flange arranged coaxially with the damper output flange, at least a portion of the clutch output flange being located axially between the damper output flange and the clutch disc. The clutch disc can be axially abutted against the clutch output flange to transmit torque therebetween or disengaged from the clutch output flange to disconnect the torque transmission therebetween. The vibration damping device is compact in layout.

Description

Vibration damping device with clutch

Technical Field

The invention relates to the technical field of vehicles. In particular, the present invention relates to a damper device having a clutch.

Background

In the current society with increasingly severe environmental and energy problems, new energy vehicles are receiving more and more attention from the industry. Among the various new energy vehicles at present, a hybrid vehicle that uses an internal combustion engine and an electric motor for common driving is a common type. The layout of a hybrid vehicle can be generally divided according to the position of the motor in the drive train. For example, P1 refers to the layout of the electric machine disposed after the engine and before the clutch, while P3 refers to the layout of the electric machine disposed at the output of the transmission. For vehicles having a P1 electric machine, particularly hybrid vehicles employing a P1+ P3 layout, it is often the trend to integrate clutches and shock absorbers together in order to reduce the layout size of the powertrain. In such a drivetrain, the clutch is typically integrated into a Dual Mass Flywheel (DMF) damper with a dual torque output hub.

For example, CN 108138900 a and CN 107110286 a, etc. disclose designs that integrate clutches with dual mass flywheel dampers, which are typical in the prior art. The clutch is mounted on the secondary flywheel mass at the output of the damper, in particular on the side of the secondary flywheel mass facing the outside of the damper. This results in a significant increase in the axial dimension of the damper after the clutch is integrated into the damper, and increases the production cost.

Furthermore, in the prior art, the axial engagement force for operating the clutch is usually ultimately applied to the engine crankshaft at the input. However, in the case of a hybrid vehicle, the clutch may be in an engaged or disengaged state for a long time. Therefore, the axial engagement force may act on the crankshaft for a long time regardless of whether the normally-open clutch or the normally-closed clutch is employed. This poses a risk of damaging the engine.

Disclosure of Invention

Therefore, the technical problem to be solved by the present invention is to provide a vibration damping device with a clutch having a compact layout.

The above-mentioned object is achieved by a damper device having a clutch according to the present invention. The vibration damping device includes: a flywheel; a damper output flange arranged coaxially with the flywheel; and a damper spring which is abutted between the flywheel and the damper output flange in a rotation direction of the damper device, and can transmit torque between the flywheel and the damper output flange. Wherein, this damping device still includes: the clutch disc is connected with the output flange of the shock absorber in a torsion-proof manner and is positioned on one side, back to the flywheel, of the output flange of the shock absorber in the axial direction; and a clutch output flange arranged coaxially with the damper output flange, at least a portion of the clutch output flange being located axially between the damper output flange and the clutch disc. Wherein the clutch disc can be abutted to the clutch output flange along the axial direction to transmit torque between the clutch disc and the clutch output flange, or separated from the clutch output flange to disconnect the torque transmission between the clutch disc and the clutch output flange. Wherein the damper output flange and the clutch output flange can constitute two parallel torque transmission ports of the damping device.

In such a damping device, the flywheel can be connected as one torque transmission port of the damping device, for example, to the output shaft of the engine, while the clutch output flange and the damper output flange can be connected as two parallel torque transmission ports opposite the flywheel, for example, to the output shaft of the electric machine and to the input shaft of the transmission, respectively. When torque is transferred from the engine to the transmission, the flywheel may act as a torque input to the damper device, while the clutch output flange and damper output flange may act as two parallel torque outputs to the damper device; the flywheel may act as a torque output for the damper device, while the clutch output flange and damper output flange may act as two parallel torque inputs for the damper device when torque is transferred from the transmission to the engine. In other words, two parallel torque transmission paths can be formed between the flywheel and the clutch output flange and between the flywheel and the damper output flange. In the transmission path for transmitting torque through the clutch output flange, the clutch is composed of the clutch output flange and the clutch disc which can be selectively engaged, so that the connection and disconnection of the transmission path through the clutch can be controlled by changing the engagement relation of the clutch disc and the clutch output flange according to the requirement. The connection relationship between the clutch output flange and the clutch disc is selective: when torque is required to be transmitted between the clutch output flange and the clutch disc, the clutch disc can abut against the clutch output flange, and the clutch is in an engaged state at the moment and can transmit the torque through friction force or shape fit for example; when torque is not required to be transmitted between the clutch output flange and the clutch disc, the clutch disc can be separated from the clutch output flange, and the clutch is in a separated state and cannot transmit the torque. This means that the clutch in the vehicle drive train between the damper and the transmission is integrated into the damping device. In such an integrated damper arrangement, the clutch is integrated directly on the damper output flange, rather than on another flywheel near the output end, which results in a relatively small axial dimension of the damper arrangement, thus facilitating a more compact layout.

According to another preferred embodiment of the invention, the damping device may further comprise an engagement loading mechanism located axially on a side of the clutch disc facing away from the clutch output flange, the engagement loading mechanism being capable of pushing the clutch disc axially against the clutch output flange. In other words, when the clutch needs to be engaged, the engagement loading mechanism is used to apply an axial engagement force to the clutch disc, so that the clutch disc abuts on the clutch output flange, thereby generating a force (e.g., a frictional force) capable of transmitting torque on the contact surface of the clutch output flange and the clutch output flange. Preferably, the engagement loading mechanism may be mounted on the clutch output flange. For example, the engagement loading mechanism may push the clutch plate according to the lever principle. Further, preferably, the engagement loading mechanism may be a diaphragm spring. The diaphragm spring may resiliently apply an axial engagement force to the clutch disc.

According to another preferred embodiment of the present invention, the damper device may further include a pressure plate axially located between the engagement loading mechanism and the clutch disc, the engagement loading mechanism being capable of axially abutting the clutch disc via the pressure plate. The pressure plate may provide a flat contact surface with the clutch disc, thereby facilitating control of the clutch disc.

According to a further preferred embodiment of the invention, the damping device may further comprise a clutch disk carrier fixedly connected to the damper output flange, the clutch disk being connected to the clutch disk carrier in a rotationally fixed manner. The clutch disk can be axially spaced apart from the damper output flange by the clutch disk carrier and is connected to the damper output flange in a rotationally fixed manner indirectly by the clutch disk carrier.

According to a further preferred embodiment of the invention, the clutch disc carrier may be fixedly connected to the damper output flange at a radially outer side of the clutch disc, at least a portion of the clutch output flange between the damper output flange and the clutch disc extending from the radially inner side outwardly between the damper output flange and the clutch disc. The functional part of the clutch output flange for the torque transmission engagement is therefore the part at its radially outer edge. This allows a large contact area between the clutch disc and the clutch output flange and facilitates installation.

The above-mentioned technical problem is also solved by a hybrid power unit according to the present invention. The hybrid power device comprises a first transmission shaft, a second transmission shaft and the vibration damper, wherein a vibration damper output flange is connected with one of the first transmission shaft and the second transmission shaft, and a clutch output flange is connected with the other of the first transmission shaft and the second transmission shaft, so that two power branches can be output externally or input into the vibration damper through the vibration damper.

Further, the vibration damper device can further comprise a clutch flange hub and/or a vibration damper flange hub, the first transmission shaft is a hollow shaft, the second transmission shaft is located inside the first transmission shaft, the vibration damper output flange is connected with the second transmission shaft through the vibration damper flange hub, and/or the clutch output flange is connected with the first transmission shaft through the clutch flange hub.

Further, the clutch output flange may be supported by the first transmission shaft at least in an axial direction toward the damper output flange. When the clutch integrated in the damper device is engaged, it is necessary to apply an axial engagement force to the clutch disc toward the clutch output flange to bring the clutch disc into close contact with the clutch output flange. This axial force is transmitted to the first driveshaft via the clutch output flange. The first transmission shaft is, for example, a transmission shaft connected to an input shaft of the transmission. This means that the axial engagement force of the clutch is ultimately received by the structure of the support shaft or the like on the transmission side via the clutch output flange. Therefore, the force for operating the clutch is not transmitted to the engine side, so that the components on the engine side can be effectively protected.

Further, the hybrid drive may further comprise a stop ring arranged on the first transmission shaft, which stop ring is fixed at least in the axial direction relative to the first transmission shaft, the clutch output flange being able to abut against the stop ring via the clutch flange hub in the axial direction towards the damper output flange. Thus, the axial engagement force acting on the clutch output flange can be transmitted to the first transmission shaft via the dog ring.

Drawings

The invention is further described below with reference to the accompanying drawings. Identical reference numbers in the figures denote functionally identical elements. Wherein:

FIG. 1 shows a schematic view of a vehicle powertrain to which a vibration damping device according to an embodiment of the present invention is applied; and

fig. 2 shows a cross-sectional view of a vibration damping device according to an embodiment of the present invention.

Detailed Description

Hereinafter, specific embodiments of the vibration damping device according to the present invention will be described with reference to the accompanying drawings. The following detailed description and drawings are included to illustrate the principles of the invention, which is not to be limited to the preferred embodiments described, but is to be defined by the appended claims.

According to an embodiment of the present invention, a damper device having a clutch is provided, in other words, the damper device integrates the functions of the damper and the clutch. The vibration damping device is used for the transmission system of various motor vehicles, and is particularly suitable for hybrid vehicles.

Fig. 1 schematically shows the layout of a drive train to which a vibration damping device D according to an embodiment of the present invention is applied. As shown in fig. 1, the hybrid vehicle includes an engine E (internal combustion engine) and a first electric machine M1. The damper device D is provided at the rear end of the engine E, and an output shaft of the engine E is connected to an input shaft of the damper device D, so that torque can be transmitted between the engine E and the damper device D. The damper device D has two coaxially arranged outputs, one of which is a first drive shaft 13 in driving connection with the input shaft of the transmission and the other of which is a second drive shaft 14 in driving connection with the output of the first electric machine M1. The first transmission shafts 13 are wound around radially outer sides of the second transmission shafts 14, and are arranged coaxially with output shafts of the engine E, respectively. Fig. 1 only schematically shows a partial structure of the transmission, in which, for example, a third transmission shaft 16 may be included, which is arranged parallel to the first transmission shaft 13 and the second transmission shaft 14. The first transmission shaft 13 and the third transmission shaft 16 may be driven by a gear set, for example, to change the rotational speed of the output torque.

In the arrangement shown in fig. 1, the inputs and outputs of the individual components are merely relative, and the inputs and outputs of the same component may be switched over to one another in different operating states of the vehicle. For example, in a first motor drive state, the first electric machine M1 may input torque into the damper device D through the second drive shaft 14 and transmit the torque through the damper device D to the third drive shaft 16 of the transmission. In this case, the second transmission shaft 14 is actually the input of the damping device D. The damper device D according to the present invention incorporates a clutch, so that the clutch can be engaged or disengaged as necessary to constitute a torque transmission combination of the first electric machine M1, the engine E, and the second electric machine M2. At this time, it can be found that in the aforementioned first motor drive state, the first electric motor M1 is at the front end of the clutch in the torque transmission path toward the clutch, i.e., the P1 position described hereinabove. Further, at the rear end of the transmission, a second electric machine M2 may also be provided. The output of the second motor M2 may also be drivingly connected to the third drive shaft 16, such as by a gear set or the like. In this case, the second motor M2 is in the P3 position described above. That is, FIG. 1 shows a powertrain layout P1+ P3.

The specific configuration of the vibration damping device according to the present invention is described in detail below with reference to fig. 2. Fig. 2 shows a sectional view of a vibration damping device D according to an embodiment of the invention in a section through the central axis. As shown in fig. 2, the damper device includes a flywheel 2, a damper spring 3, a damper output flange 4, a clutch output flange 6, and a clutch disc 7. Wherein the flywheel 2, damper output flange 4, clutch output flange 6 and clutch disc 7 are each generally disc-shaped members and have generally the same axis of rotation (i.e. are arranged coaxially).

The flywheel 2 is a disc-shaped member having a large moment of inertia. The flywheel 2 is located axially on the side of the vibration damping device close to the engine and is connected in a rotationally fixed manner to the output shaft of the engine. The flywheel 2 can be fixedly connected to the crankshaft of the engine by means of bolts 1, for example. The flywheel 2 can input torque from the engine into the vibration damping device, and can damp vibration of the torque input into the vibration damping device by its own inertia.

The damping means may comprise at least one, preferably a plurality of damping springs 3. The damping spring 3 may be, for example, an arc-shaped or straight cylindrical coil spring, or may be another form of elastic member. When a plurality of damper springs 3 are provided in the damper device, these damper springs 3 are arranged at intervals in the circumferential direction, in particular at even intervals in the circumferential direction, around the center axis (i.e., the rotational axis) of the damper device. The damper spring 3 is abutted between the flywheel 2 and the damper output flange 4 in the rotational direction of the damper device, so that torque can be transmitted therebetween, and the vibration of the torque can be absorbed by elastic deformation of itself.

The damper output flange 4 is located axially on the side of the flywheel 2 facing away from the engine. Preferably, the damper spring 3 may be mounted in a portion near the radially outer edge of the damper output flange 4, in particular, in a spring window formed in the portion. The torque from the engine is transmitted to the damper output flange 4 via the damper springs 3 after being damped by the damper springs 3. In fig. 2, the damper springs 3 are located radially outward of the damper, but alternatively or additionally, the damper springs may be located radially inward of the damper and/or radially intermediate the damper.

The clutch disk 7 is located axially on the side of the damper output flange 4 facing away from the flywheel 2 and is axially spaced apart from the damper output flange 4. The clutch disk 7 is connected in a rotationally fixed manner coaxially to the damper output flange 4 so as to be able to rotate synchronously. The clutch output flange 6 is located axially on the side of the damper output flange 4 facing away from the flywheel 2 and at least a part of it is located axially between the clutch disk 7 and the damper output flange 4. The clutch output flange 6 is rotatable relative to the damper output flange 4.

The clutch disk 7 is mainly used to form a clutch capable of connecting or disconnecting a torque transmission path in cooperation with the clutch output flange 6. Such a clutch has two states, an engaged state and a disengaged state. In the engaged state, the clutch disk 7 can be brought into close axial abutment against the clutch output flange 6 by an axial engagement force, so that a frictional force or a form fit is produced at the contact surfaces of the two, at which time a torque can be transmitted between the clutch output flange 6 and the clutch disk 7. In the disengaged state, the axial engagement force acting on the clutch discs 7 is removed or reduced, so that the clutch discs 7 are disengaged from the clutch output flange 6. The "disengaged" state may be a state in which the clutch output flange 6 and the clutch disk 7 are not in contact at all, or a state in which the clutch output flange 6 and the clutch disk 7 are not in contact but are not sufficient to generate a sufficient force to transmit a significant torque. To facilitate the switching of the clutch disc 7 between these two states, the functional part of the clutch disc 7 for engagement may be axially displaced by a small amount (e.g. by elastic deformation), or the clutch disc 7 may be axially displaced by a small amount as a whole (e.g. by a loose fit).

In this case, the damper output flange 4 and the clutch output flange 6 can transmit torque in parallel as two torque transmission ends of the damper device. The clutch function is implemented in the path of the torque input or output via the clutch output flange 6. In this damper arrangement, the torque input or output structure connected to the damper output flange 4 and the clutch output flange 6 is two coaxially arranged transmission shafts. Fig. 1 also shows the two transmission shafts, namely a first transmission shaft 13, which is connected in a rotationally fixed manner to the clutch output flange 6, and a second transmission shaft 14, which is connected in a rotationally fixed manner to the damper output flange 4. The first transmission shaft 13 is a hollow shaft, and the second transmission shaft 14 passes through the first transmission shaft 13 from the radially inner side. The first driveshaft 13 can be connected, for example, to an input shaft of the transmission, while the second driveshaft can be connected, for example, to an output shaft of an electric machine (first electric machine M1 in fig. 1).

Preferably, to facilitate the connection of the drive shaft, the damper device may further comprise a clutch flange hub 11 and/or a damper flange hub 12. The clutch flange hub 11 is fixedly connected (e.g. welded, interference fit, form-fit or integrally formed) to the clutch output flange 6 and is connected in a rotationally fixed manner, for example by splines, to the first transmission shaft 13 radially outside of the first transmission shaft 13. Accordingly, the damper flange hub 12 is fixedly connected (e.g. welded, interference fit, form fit or integrally formed) to the damper output flange 4 and is connected, e.g. by splines, to the second transmission shaft 14 in a rotationally fixed manner radially outside the second transmission shaft 14.

In order to provide an axial engagement force that brings the clutch disc 7 into abutment with the clutch output flange 6, an engagement loading mechanism may preferably be provided in the vibration damping device. The engagement loading mechanism is mounted axially on the side of the clutch disc 7 facing away from the clutch output flange 6. When the clutch needs to be switched to the engaged state, the engagement loading mechanism may apply an axial engagement force to the clutch disc 7, thereby pushing the clutch disc 7 axially against the clutch output flange 6, so that sufficient friction or form fit is generated on the contact surfaces of the two. When the clutch needs to be switched to the disengaged state, the engagement loading mechanism can remove or reduce the axial engagement force, so that the friction between the clutch disc 7 and the clutch output flange 6 is reduced or completely disengaged. In the present embodiment, the engagement loading mechanism may preferably be a diaphragm spring 10. In other embodiments, the engagement loading mechanism may be other types of components.

In this embodiment, the damping device may also comprise a substantially annular clutch cover 9. The clutch cover 9 is fixedly connected to the clutch output flange 6 on one radial side and is axially spaced from the clutch output flange 6 on the other radial side. Thus, an annular space that is open to one radial side is formed between the clutch output flange 6 and the clutch cover 9. At least a portion of the clutch disc 7 extends into the annular space so as to be located axially between the clutch output flange 6 and the clutch cover 9. Specifically, in the present embodiment, the clutch cover 9 is fixedly connected to the clutch output flange 6 on the radially inner side of the clutch disc 7, and the radially outer portion thereof is spaced from the clutch output flange 6, so that the radially inner portion of the clutch disc 7 extends from the radially outer side inward to between the clutch output flange 6 and the clutch cover 9.

Furthermore, the damping device may also comprise a clutch disc carrier 5. The clutch disk carrier 5 is fixedly connected to the damper output flange 4 and extends from the damper output flange 4 on the side facing away from the flywheel 2. The clutch disk 7 is connected to the clutch disk carrier 5 on the radial side thereof in a rotationally fixed manner. For example, the clutch disk 7 can be connected in a rotationally fixed manner to the clutch disk carrier 5 by splines, so that an axial displacement relative to the clutch disk carrier 5 is facilitated when an axial engagement force is applied. In the embodiment shown in fig. 2, the clutch disc carrier 5 is preferably fixedly connected to the damper output flange 4 on the radially outer side of the clutch disc 7, and the radially outer portion of the clutch output flange 6 extends from the radially inner side outwardly between the damper output flange 4 and the clutch disc 7. The damper springs 3 are located radially outside the clutch disc carrier 5, while the space radially inside the damper output flange 4 and the clutch output flange 6 can be used for mounting a torque input or output structure. However, this mounting relationship may also be arranged in the opposite direction in the radial direction, as the actual mounting space allows.

Preferably, a diaphragm spring 10 as an engagement loading mechanism may be mounted on the clutch cover 9. For example, in the embodiment shown in fig. 2, the diaphragm spring 10 is mounted by rivets on the side of the clutch cover 9 facing away from the clutch disc 7 and may be constrained by two snap rings encircling the rivets. The diaphragm spring 10 can be axially abutted against the clutch disc 7 at least when the diaphragm spring 10 exerts an axial engagement force to the clutch disc 7. In this case, the diaphragm spring 10 can apply an axial engagement force to the clutch disc 7 with the clutch cover 9 as a fulcrum, for example, according to the lever principle. The axial engagement force exerted by the diaphragm spring 10 may be controlled by another actuating mechanism, such as a mechanical or electromagnetic actuating mechanism (not shown) provided on the side of the diaphragm spring 10 facing away from the clutch disc 7.

Preferably, in order to facilitate the application of an axial engagement force to the clutch disc 7 by the engagement loading mechanism, a pressure plate 8 may be additionally provided. The pressure plate 8 is located axially between the engagement loading mechanism and the clutch disc 7. The pressure plate 8 may be formed, for example, as an annular plate. When the engagement loading mechanism applies an axial engagement force to the clutch disc 7, the engagement loading mechanism indirectly abuts the clutch disc 7 through the pressure plate 8. Thus, when the clutch is in the engaged state, the clutch discs 7 are clamped between the clutch output flange 6 and the pressure plate 8. To facilitate shifting of the clutch between the engaged and disengaged states, the pressure plate 8 is preferably axially displaceable with a small amplitude relative to the clutch output flange 6. There are no particular requirements for other connections between the pressure plate 8 and the clutch output flange 6. The two can be connected in a torsion-proof or fixed way, or can be contacted with each other in a separable way through a joint loading mechanism. For example, in a manner similar to conventional friction clutches, the pressure plate 8 can be connected to the clutch output flange 6 in a rotationally fixed manner, for example, by means of an elastic web, so that the clutch output flange 6 and the pressure plate 8 can form two sets of symmetrical contact surfaces on both axial sides of the clutch disk 7, which can improve the efficiency of torque transmission by means of friction.

In the clutch of such a damper device, an axial engagement force for operating the clutch acts on the clutch disk 7 through the engagement loading mechanism, and is transmitted to the clutch output flange 6 through the clutch disk 7. This way of operation gives the clutch output flange 6 a tendency to move axially towards the flywheel 2. In order to support the clutch output flange 6 in the axial direction against the axial engagement force, the clutch output flange 6 can be supported by the first transmission shaft 13 at least in the axial direction toward the damper output flange 4. For example, in the embodiment shown in fig. 2, the vibration damping device further comprises a retainer ring 15 mounted radially outside the first drive shaft 13. The catch ring 15 is fixed in the axial direction relative to the first transmission shaft 13, for example by means of a form fit, and the clutch output flange 6 can abut against the catch ring 15 in the axial direction towards the damper output flange 4, so that an axial engagement force is transmitted to the first transmission shaft 13 via the catch ring 15. Preferably, the clutch output flange 6 can abut the stop ring 15 via the clutch flange hub 11. The retainer ring 15 may be replaced by other means, such as a shoulder formed on the first drive shaft 13. Finally, the axial engagement force is borne by the support structure connected to the first transmission shaft 13, and is not transmitted to the engine crankshaft connected to the flywheel 2 side, thereby protecting the components in the engine.

According to a further preferred embodiment, the damping device D may also comprise other components not mentioned or shown in the above embodiments. For example, the damper device D may also comprise a further flywheel, i.e. a second flywheel, mounted on the side close to the clutch, so that the damper device is formed as a dual-mass flywheel damper. In this case, the damper output flange 4 and the other above-mentioned components constituting the clutch are located axially between the two flywheels.

It is to be noted that the vibration damping device according to the embodiment of the invention is not limited to use only in the power train layout or the hybrid vehicle shown in fig. 1. Those skilled in the art will appreciate that the damper arrangement may also be applied to virtually any non-P1 + P3 layout (e.g., a pure P1 layout) and/or non-hybrid vehicle where it is desirable to integrate a clutch with a damper.

Although possible embodiments have been described by way of example in the above description, it should be understood that numerous embodiment variations exist, still by way of combination of all technical features and embodiments that are known and that are obvious to a person skilled in the art. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. From the foregoing description, one of ordinary skill in the art will more particularly provide a technical guide to convert at least one exemplary embodiment, wherein various changes may be made, particularly in matters of function and structure of the components described, without departing from the scope of the following claims.

List of reference numerals

1 bolt

2 flywheel

3 damping spring

4 vibration damper output flange

5 Clutch disc support

6 clutch output flange

7 clutch disc

8 pressing plate

9 Clutch cover

10 diaphragm spring

11 clutch flange hub

12 vibration damper flange hub

13 first transmission shaft

14 second transmission shaft

15 baffle ring

16 third drive shaft

D vibration damper

E engine

M1 first motor

M2 second motor

Claims (10)

1. A vibration damping device comprising:

a flywheel (2);

a damper output flange (4) arranged coaxially with the flywheel (2); and

a damper spring (3) which is in contact with the flywheel (2) and the damper output flange (4) in the rotational direction of the damper device, and which is capable of transmitting torque between the flywheel (2) and the damper output flange (4);

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

the vibration damping device further includes:

a clutch disk (7) which is connected to the damper output flange (4) in a rotationally fixed manner and is located axially on the side of the damper output flange (4) facing away from the flywheel (2); and

a clutch output flange (6) arranged coaxially with the damper output flange (4), at least a portion of the clutch output flange (6) being located axially between the damper output flange (4) and the clutch disc (7);

wherein the clutch disc (7) can be axially abutted to the clutch output flange (6) to transmit torque between the clutch disc (7) and the clutch output flange (6), or is separated from the clutch output flange (6) to disconnect the torque transmission between the clutch disc (7) and the clutch output flange (6);

wherein the damper output flange (4) and the clutch output flange (6) can constitute two parallel torque transmission ports of the damping device.

2. Damping device according to claim 1, characterized in that it further comprises an engagement loading mechanism located axially on the side of the clutch disc (7) facing away from the clutch output flange (6), which is able to push the clutch disc (7) axially against the clutch output flange (6).

3. Damping device according to claim 2, characterized in that the engagement loading means are mounted on the clutch output flange (6).

4. Damping device according to claim 2, characterized in that it further comprises a pressure plate (8) axially between the engagement loading means and the clutch disc (7), the engagement loading means being able to axially abut the clutch disc (7) by means of the pressure plate (8).

5. Damping device according to one of claims 1 to 4, characterized in that the damping device further comprises a clutch disc carrier (5) which is fixedly connected to the damper output flange (4), the clutch disc (7) being connected in a rotationally fixed manner to the clutch disc carrier (5).

6. Damping device according to claim 5, characterized in that the clutch disc carrier (5) is fixedly connected with the damper output flange (4) radially outside the clutch disc (7), the at least part of the clutch output flange (6) extending from radially inside outwards between the damper output flange (4) and the clutch disc (7).

7. Hybrid power unit comprising a first transmission shaft (13), a second transmission shaft (14) and a vibration damping device according to any one of claims 1 to 6, the damper output flange (4) being connected to one of the first transmission shaft (13) and the second transmission shaft (14), the clutch output flange (6) being connected to the other of the first transmission shaft (13) and the second transmission shaft (14).

8. Hybrid device according to claim 7, characterized in that the damping device further comprises a clutch flange hub (11) and/or a damper flange hub (12), the first transmission shaft (13) being a hollow shaft, the second transmission shaft (14) being located inside the first transmission shaft (13), the damper output flange (4) being connected to the second transmission shaft (14) via the damper flange hub (12), and/or the clutch output flange (6) being connected to the first transmission shaft (13) via the clutch flange hub (11).

9. Hybrid arrangement according to claim 7 or 8, characterised in that the clutch output flange (6) is supported by the first transmission shaft (13) at least in an axial direction towards the damper output flange (4).

10. A hybrid arrangement according to claim 9, characterized in that the hybrid arrangement further comprises a catch ring (15) arranged on the first transmission shaft (13), the catch ring (15) being fixed at least in the axial direction relative to the first transmission shaft (13), the clutch output flange (6) being able to abut on the catch ring (15) via the clutch flange hub (11) in the axial direction towards the damper output flange (4).

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