CN114542662A - 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 the rotational direction of the damper device, and which can transmit torque between the flywheel and the damper output flange. The damper device further comprises a clutch disc which is arranged coaxially with the damper output flange, is positioned on one side of the damper output flange, which is opposite to the flywheel, in the axial direction, and can be abutted to the damper output flange in the axial direction to transmit torque between the damper output flange and the clutch disc or separated from the damper output flange to disconnect the torque transmission between the damper output flange and the clutch disc. Wherein the damper output flange and the clutch disc can constitute two parallel torque transmission ports of the damping device. The vibration damper of the invention has compact 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.

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 the rotational direction of the damper device, and which can transmit torque between the flywheel and the damper output flange. The damper device further comprises a clutch disc which is arranged coaxially with the damper output flange, is positioned on one side of the damper output flange, which is opposite to the flywheel, in the axial direction, and can be abutted to the damper output flange in the axial direction to transmit torque between the damper output flange and the clutch disc or separated from the damper output flange to disconnect the torque transmission between the damper output flange and the clutch disc. Wherein the damper output flange and the clutch disc 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 an engine, while the clutch disk and the damper output flange can be connected as two parallel torque transmission ports opposite the flywheel, for example, to the output shaft of an electric machine and to the input shaft of a transmission, respectively. When torque is transmitted from the engine to the transmission, the flywheel may act as a torque input to the damping device, while the clutch disc and the damper output flange may act as two parallel torque outputs to the damping device; when torque is transferred from the transmission to the engine, the flywheel may act as the torque output of the damping device, while the clutch disc and the damper output flange may act as two parallel torque inputs of the damping device. In other words, two parallel torque transmission paths can be formed between the flywheel and the clutch disk and between the flywheel and the damper output flange. In the transmission path for transmitting torque through the clutch disc, the clutch is composed of the damper 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 damper output flange according to the requirement. The connection relationship between the damper output flange and the clutch disc is selective: when torque is required to be transmitted between the damper output flange and the clutch disc, the clutch disc can be abutted to the damper 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 damper output flange and the clutch disc, the clutch disc can be separated from the damper 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 a preferred embodiment of the present invention, the damper device may further include a thrust bearing installed between the flywheel and the damper output flange, the damper output flange being axially supported on the flywheel through the thrust bearing. When the clutch integrated in the damper device is engaged, it is necessary to apply an axial engagement force toward the damper output flange to the clutch disc to bring the clutch disc into close contact with the damper output flange. This axial force is transmitted through the clutch disc to the damper output flange and then through the thrust bearing to the flywheel. This means that the axial engagement force of the clutch is finally received by a structure such as a support shaft on the flywheel side via the thrust bearing. The thrust bearing thus provides stable axial support for the clutch-integrated damper output flange while ensuring that the damper output flange is able to rotate relative to the flywheel.

According to another preferred embodiment of the present invention, the damper device may further include a base flange fixed to the flywheel, and the thrust bearing installed between the flywheel and the damper output flange may indirectly abut against the flywheel through the base flange. Wherein the thrust bearing may include a first bearing ring abutting the flywheel and a second bearing ring abutting the damper output flange, and the base flange may constrain the first bearing ring of the thrust bearing in a radial direction to prevent the first bearing ring from moving in a plane perpendicular to the axial direction. For example, the base flange may have an annular axial section which may surround the first bearing ring radially inside or radially outside, thereby constraining the first bearing ring. Similarly, the damper device may preferably further comprise a damper flange hub fixedly connected to the damper output flange, which damper flange hub may radially constrain the second bearing ring. For example, the damper flange hub may surround the radially inner side of the second bearing ring while engaging the drive shaft on the radially inner side. Alternatively, the second bearing ring can also be supported on other components, for example the rollers of the thrust bearing.

According to another preferred embodiment of the invention, the damping device may further comprise an engagement loading mechanism located axially on the side of the clutch disc facing away from the damper output flange, the engagement loading mechanism being capable of pushing the clutch disc axially into abutment against the damper 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 output flange of the damper, thereby generating a force (e.g., a frictional force) capable of transmitting torque on the contact surface of the clutch disc and the output flange of the damper.

According to another preferred embodiment of the present invention, the damper device may further include a clutch cover fixedly connected to the damper output flange, at least a portion of the clutch disc is located axially between the damper output flange and the clutch cover, and the engagement loading mechanism may be capable of abutting axially between the clutch cover and the clutch disc. When the clutch is in an engaged state, the engagement loading mechanism can apply axial engagement force to the clutch disc by taking the clutch cover as a fulcrum, so that the clutch disc is tightly abutted on the output flange of the damper. When the clutch is in the disengaged state, the engagement loading mechanism may either abut the clutch disc without applying an axial engagement force or apply an axial engagement force insufficient to cause the clutch disc to abut the damper output flange, or may not be completely separated from the clutch disc. Preferably, such an engagement loading mechanism may be a diaphragm spring. The diaphragm spring may be elastically abutted between the clutch cover and the clutch disc.

According to a further preferred embodiment of the invention, the clutch cover can be fixedly connected to the damper output flange on the radially outer side of the clutch disc, at least a part of the clutch disc located between the damper output flange and the clutch cover extending from the radially inner side outwards between the damper output flange and the clutch cover. The functional part of the clutch disc for torque transmission engagement is therefore the part at its radially outer edge. This allows a large contact area between the clutch disc and the damper output flange and facilitates installation. In this case, the damper spring may preferably be located radially outside the clutch cover. Thus, the central part of the clutch disk can be used, for example, for connection to a drive shaft for torque input or output.

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 indirectly abutting the clutch disc in the axial direction via the pressure plate. The pressure plate may provide a flat contact surface with the clutch disc, thereby facilitating control of the clutch disc.

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 device, wherein the vibration damper output flange is connected with one of the first transmission shaft and the second transmission shaft, and the clutch disc is connected with the other one of the first transmission shaft and the second transmission shaft.

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 disc is connected with the first transmission shaft through the clutch flange hub.

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 driveshaft 13 drivingly connected to the input shaft of the transmission and the other of which is a second driveshaft 14 drivingly connected to 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 respectively arranged coaxially with the output shafts of the engine E. Fig. 1 only schematically shows a partial structure of the transmission, and for example, a third transmission shaft 15 may be included, which is arranged in parallel with the first transmission shaft 13 and the second transmission shaft 14. The first transmission shaft 13 and the third transmission shaft 15 can be driven by a gear set, for example, to change the rotation 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 the 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 15 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 in driving connection with the third drive shaft 15, for example, via 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.

A 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 3, a damper spring 4, a damper output flange 5, and a clutch disc 7. Wherein the flywheel 3, the damper output flange 5 and the clutch disc 7 are each substantially disc-shaped components and have substantially the same axis of rotation (i.e. are arranged coaxially).

The flywheel 3 is a disk-shaped member having a large moment of inertia. The flywheel 3 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 3 can be fixedly connected to the crankshaft of the engine by means of bolts 1, for example. The flywheel 3 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 4. The damping spring 4 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 4 are provided in the damper device, these damper springs 4 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 4 is in contact with the flywheel 3 and the damper output flange 5 in the rotational direction of the damper device, and can transmit torque therebetween and absorb the vibration of the torque by elastic deformation of itself.

The damper output flange 5 is located axially on the side of the flywheel 3 facing away from the engine. Preferably, the damper spring 4 may be mounted in a portion near the radially outer edge of the damper output flange 5, in particular, in a spring window formed in the portion. The torque from the engine is transmitted to the damper output flange 5 via the damper springs 4 after being damped by the damper springs 4. In fig. 2, the damper springs 4 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 5 facing away from the flywheel 3 and can rotate relative to the damper output flange 5. The clutch disk 7 is mainly used to form a clutch capable of connecting or disconnecting a torque transmission path in cooperation with the damper output flange 5. 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 contact with the damper output flange 5 in the axial direction by the axial engagement force, so that a frictional force or a form fit is produced on the contact surfaces of the two, at which time a torque can be transmitted between the damper output flange 5 and the clutch disk 7. In the disengaged state, the axial engagement force acting on the clutch disc 7 is removed or reduced, so that the clutch disc 7 is disengaged from the damper output flange 5. The "disengaged" state may be a state in which the damper output flange 5 and the clutch disk 7 are not in contact at all, or a state in which the damper output flange 5 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 5 and the clutch disk 7 can transmit torque in parallel as two torque transmission ends of the damper device. The clutch function is implemented in a path of torque input or output via the clutch disk 7. In this damping device, the torque input or output structure connected to the damper output flange 5 and the clutch disc 7 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 disk 7, and a second transmission shaft 14, which is connected in a rotationally fixed manner to the damper output flange 5. 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) with the clutch disc 7 and is connected in a rotationally fixed manner with the first transmission shaft 13, for example by splines, radially outside 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 5 and is connected, for example 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 of the clutch disc 7 against the damper output flange 5, an engagement loading mechanism may preferably be provided in the damper device. The engagement loading mechanism is mounted axially on the side of the clutch disc 7 facing away from the damper output flange 5. When the clutch needs to be switched to the engaged state, the engagement loading mechanism can apply an axial engagement force to the clutch disc 7, thereby pushing the clutch disc 7 axially against the damper output flange 5 so that a sufficient frictional force is generated or a form fit occurs 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 damper output flange 5 is reduced or completely disengaged. In the present embodiment, the engagement loading mechanism may preferably be a diaphragm spring 8. In other embodiments, the engagement loading mechanism may be other forms of components.

In this embodiment, the damping device may further comprise a substantially annular clutch cover 6. The clutch cover 6 is fixedly connected to the damper output flange 5 on one radial side and is axially spaced from the damper output flange 5 on the other radial side. Thus, an annular space that is open to one radial side is formed between the damper output flange 5 and the clutch cover 6. At least a portion of the clutch disc 7 extends into the annular space so as to be located axially between the damper output flange 5 and the clutch cover 6. Specifically, in the present embodiment, the clutch cover 6 is fixedly connected to the damper output flange 5 on the radially outer side of the clutch disc 7, and the radially inner portion thereof is spaced from the damper output flange 5, so that the radially outer portion of the clutch disc 7 extends from the radially inner side outward to between the damper output flange 5 and the clutch cover 6. The damper springs 4 are located radially outside the clutch cover 6, while the space radially inside the damper output flange 5 and the clutch disc 7 can be used for mounting torque input or output structures. However, this mounting relationship may also be arranged in the opposite direction in the radial direction, as the actual mounting space allows.

Preferably, at least a part of the diaphragm spring 8 as the engagement loading mechanism may be located between the clutch cover 6 and the clutch disc 7. For example, in the embodiment shown in fig. 2, the radially outer portion of the diaphragm spring 8 extends between the clutch cover 6 and the clutch disc 7. At least when the diaphragm spring 8 exerts an axial engagement force on the clutch disk 7, the diaphragm spring 8 can be axially abutted between the clutch cover 6 and the clutch disk 7. In this case, the diaphragm spring 8 can apply an axial engagement force to the clutch disc 7 with the clutch cover 6 as a fulcrum, for example, according to the lever principle. The axial engagement force exerted by the diaphragm spring 8 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 8 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 9 may be additionally provided. The pressure plate 9 is located axially between the engagement loading mechanism and the clutch disc 7. The pressure plate 9 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 9. Thus, when the clutch is in the engaged state, the clutch disc 7 is clamped between the damper output flange 5 and the pressure plate 9. To facilitate shifting of the clutch between the engaged and disengaged states, the pressure plate 9 is preferably axially displaceable with a small amplitude relative to the damper output flange 5. There is no particular requirement for other connections between the pressure plate 9, the engagement loading mechanism and the clutch cover 6. The three parts can be connected in a torsion-resistant or fixed way or can be contacted with each other in a separable way. For example, in a manner similar to conventional friction clutches, the pressure plate 9 can be connected to the clutch cover 6 in a rotationally fixed manner, for example, by means of elastic drive plates, so that the damper output flange 5 and the pressure plate 9 can form two symmetrical sets of contact surfaces on both axial sides of the clutch disk 7, which can improve the efficiency of the 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 damper output flange 5 through the clutch disk 7. This way of operation gives the damper output flange 5 a tendency to move axially towards the flywheel 3. In order to support the damper output flange 5 in the axial direction against the axial engagement force, a thrust bearing 10 may be provided between the flywheel 3 and the damper output flange 5. The thrust bearing 10 may be any type of bearing having axial load carrying capability. The damper output flange 5 is supported on the flywheel 3 in the axial direction by a thrust bearing 10, so that an axial engagement force acting on the damper output flange 5 is transmitted to the flywheel 3. Finally, the axial engagement force is taken up by the support structure connected to the flywheel 3. The thrust bearing 10 allows a small amplitude of relative movement between the damper output flange 5 and the flywheel 3 in a plane perpendicular to the axial direction, so that misalignment between the engine output shaft and the transmission input shaft can be compensated. Of course, the thrust bearing 10 may be provided between the crankshaft and the damper output flange 5 depending on the connection condition between the flywheel and the crankshaft.

The thrust bearing 10 may include a first bearing ring and a second bearing ring that are relatively rotatable, and the two bearing rings are arranged in the axial direction. Wherein the first bearing ring abuts the flywheel 3 and the second bearing ring abuts the damper output flange 5. The vibration damping device may further comprise a base flange 2 fixedly connected to the flywheel 3, the base flange 2 having an axial section extending substantially in the axial direction and a radial section extending substantially in the radial direction. The first bearing ring of the thrust bearing 10 can abut axially against a radial section of the base flange 2 and thus indirectly against the flywheel 3. At the same time, the axial section of the base flange 2 surrounds the radially inner or radially outer side of the first bearing ring, thereby radially constraining the first bearing ring. The second bearing ring of the thrust bearing 10 may be mounted radially outward of the damper flange hub 12 such that the damper flange hub 12 may radially constrain the second bearing ring.

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 5 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 device may also be applied to various non-P1 + P3 layouts (e.g., pure P1 layouts) and/or non-hybrid vehicles that require the clutch and damper to be integrated.

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 base flange

3 flywheel

4 damping spring

5 vibration damper output flange

6 Clutch cover

7 clutch disc

8 diaphragm spring

9 pressing plate

10 thrust bearing

11 Clutch flange hub

12 vibration damper flange hub

13 first transmission shaft

14 second transmission shaft

15 third drive shaft

D vibration damper

E engine

M1 first motor

M2 second motor

Claims (10)

1. A damper device with a clutch, comprising:

a flywheel (3);

a damper output flange (5) arranged coaxially with the flywheel (3); and

a damper spring (4) which is in contact with the flywheel (3) and the damper output flange (5) in the rotational direction of the damper device, and which is capable of transmitting torque between the flywheel (3) and the damper output flange (5);

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

the damping device further comprises a clutch disc (7) arranged coaxially with the damper output flange (5), the clutch disc (7) being located axially on the side of the damper output flange (5) facing away from the flywheel (3) and being capable of axially abutting against the damper output flange (5) to transmit torque between the damper output flange (5) and the clutch disc (7) or being separated from the damper output flange (5) to interrupt torque transmission between the damper output flange (5) and the clutch disc (7);

wherein the damper output flange (5) and the clutch disc (7) can constitute two parallel torque transmission ports of the damping device.

2. The vibration damping device according to claim 1, characterized in that the vibration damping device further comprises a thrust bearing (10) installed between the flywheel (3) and the damper output flange (5), the damper output flange (5) being supported on the flywheel (3) in the axial direction by the thrust bearing (10).

3. Damping device according to claim 2, characterized in that it further comprises a base flange (2) fixed on the flywheel (3), the thrust bearing (10) indirectly abutting against the flywheel (3) through the base flange (2), the thrust bearing (10) comprising a first bearing ring abutting against the flywheel (3) and a second bearing ring abutting against the damper output flange (5), the base flange (2) radially constraining the first bearing ring of the thrust bearing (10).

4. The damping device according to claim 3, characterized in that it further comprises a damper flange hub (12) fixedly connected to the damper output flange (5), the damper flange hub (12) radially constraining the second bearing ring.

5. Vibration damping device according to one of claims 1 to 4, characterized in that it further comprises an engagement loading mechanism located axially on the side of the clutch disc (7) facing away from the damper output flange (5), which engagement loading mechanism is capable of pushing the clutch disc (7) axially against the damper output flange (5).

6. The vibration damping device according to claim 5, characterized in that the vibration damping device further comprises a clutch cover (6) fixedly connected with the damper output flange (5), at least a part of the clutch disc (7) is axially located between the damper output flange (5) and the clutch cover (6), and the engagement loading mechanism is axially abuttable between the clutch cover (6) and the clutch disc (7).

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

8. Damping device according to claim 5, characterized in that it further comprises a pressure plate (9) 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 (9).

9. A hybrid device comprising a first transmission shaft (13), a second transmission shaft (14) and a vibration damping device according to any one of claims 1 to 8, the vibration damper output flange (5) connecting one of the first transmission shaft (13) and the second transmission shaft (14), the clutch disc (7) connecting the other of the first transmission shaft (13) and the second transmission shaft (14).

10. Hybrid device according to claim 9, 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 (5) being connected to the second transmission shaft (14) via the damper flange hub (12), and/or the clutch disc (7) being connected to the first transmission shaft (13) via the clutch flange hub (11).

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