CN217761888U

CN217761888U - Clutch device for a hybrid module for the vibration-damped coupling of an internal combustion engine to a drive train of a motor vehicle

Info

Publication number: CN217761888U
Application number: CN202090000837.5U
Authority: CN
Inventors: 罗曼·魏森博恩; 马克·芬肯策勒
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2019-10-02
Filing date: 2020-08-27
Publication date: 2022-11-08
Anticipated expiration: 2030-08-27
Also published as: DE102019129814A1; WO2021063435A1

Abstract

A clutch device is proposed for the damped coupling of an internal combustion engine to a drive train of a motor vehicle, in particular for a hybrid module, having: a torsional vibration damper (12) for damping rotational irregularities; a separating clutch (32) which is torque-transmitting and axially displaceable relative to the torsional vibration damper (12) and is coupled to the torsional vibration damper (12) via a releasable coupling device (28), in particular designed as a plug-in toothing, for selectively transmitting the damped torque to the shaft (50); and a connecting element (70), in particular for a crankshaft screw, for directly or indirectly fixing the torsional vibration damper (12) to a drive shaft of an internal combustion engine, wherein the coupling device (28) is arranged radially outside the connecting element (70) at least partially in a common axial region with the connecting element (70). Due to the axial displaceability in the coupling device (28), a space-saving interface is achieved, which, while no additional components are required, enables the desired axial relative movement between the components of the torsional vibration damper (12) and the separating clutch (32), so that a space-saving adaptation of the hybrid module to narrow installation space conditions is possible.

Description

Clutch device for a hybrid module for the vibration-damped coupling of an internal combustion engine to a drive train of a motor vehicle

Technical Field

The invention relates to a clutch device, in particular for a hybrid module, by means of which an internal combustion engine can be coupled in a vibration-damped manner to a drive train, in particular of a hybrid vehicle.

Background

From DE 10 2009 059 944 A1, a hybrid module for a drive train of a vehicle is known, in which a wet multiplate clutch of the hybrid module is arranged in a torque line between an internal combustion engine and an electric motor arranged coaxially to the hybrid module.

There is a constant need to adapt the mixing module to narrow installation spaces in a manner that saves installation space as much as possible.

SUMMERY OF THE UTILITY MODEL

The object of the utility model is to show that can realize making the mixed mode module match in the mode of practicing thrift the structure space in constrictive structure space relation measure.

Said object is achieved according to the utility model discloses a clutch device.

According to the invention, a clutch device for the vibration-damped coupling of an internal combustion engine to a drive train of a motor vehicle, in particular for a hybrid module, has: a torsional vibration damper for damping rotational irregularities; a separating clutch coupled in a torque-transmitting and axially displaceable manner via a releasable coupling device, in particular designed as a plug-in toothing, at the torsional vibration damper for selectively transmitting a damped torque to the shaft; and a connecting element, in particular for a crankshaft screw, for directly or indirectly fixing the torsional vibration damper to a drive shaft of the internal combustion engine, wherein the coupling device is arranged radially outside the connecting element at least partially in a common axial region with the connecting element.

In particular, a coupling device which is designed as a plug-in toothing between the torsional vibration damper and the separating clutch can form a separation point between the torsional vibration damper on the one hand and the separating clutch on the other hand. The torsional vibration damper and the separating clutch are thus inserted as separate structural units in succession into the hybrid module and/or into the drive train of the motor vehicle and are connected to one another during installation by means of an axial relative movement. Since only torque is to be transmitted in the coupling and no axial support is provided, the coupling can be designed in a simple manner and only for the purpose of enabling torque transmission, in particular as a plug-in toothing. Even in operation, an axial relative movement within the coupling device can be permitted, for example in order to avoid or at least damp transmission of axial vibrations. The tangentially abutting structural elements in the coupling are designed so as to be axially displaceable relative to one another, wherein the axial displaceability is improved, for example, by friction-reducing coatings, suitable lubrication or other means. This makes it possible to couple axially displaceable components of the separating clutch in the coupling device in a torque-transmitting manner via the coupling device. The separating clutch can have, for example, a clutch disk which is pressed between the counter plate and an axially displaceable pressure plate, which clutch disk is to be axially displaceable over as little axial travel as possible in order to be lifted from the axially fixed counter plate in the open state of the friction clutch. In addition, this makes it possible to avoid undesirable drag torques and to achieve a sufficient wear region of the friction linings of the clutch disk. This can be achieved via axial displaceability in the coupling device, without a separate coupling mechanism being provided for the axial displaceability of the clutch disc. Due to the axial displaceability in the coupling device, a space-saving interface is achieved, which at the same time enables the desired axial relative movement between the component of the torsional vibration damper and the separating clutch without further components, so that a space-saving adaptation of the hybrid module to narrow space conditions is possible.

Almost all automobile manufacturers focus on the hybrid operation of the drive train in order to be able to meet the increasingly strong emission standards and the required maximum fuel consumption. In order to save weight and installation space, the electric motor is directly disposed behind a torsional vibration damper, which is configured as a torsional vibration damper, or in a (hybrid) dual clutch transmission, for example, of an internal combustion engine, which is configured in particular as a burner. The separation of the two drives takes place by means of a separating clutch. In this case, the separating clutch, also referred to as the K0 clutch, is to be realized as space-neutral as possible and as well as possible in combination with the damper, which can be realized by a coupling device arranged radially outside the connecting element. In order to achieve high requirements with respect to isolation, the torsional vibration damper should have a dual mass flywheel and/or a centrifugal force pendulum (FKP), which should be integrated as space-neutral as possible. Since the assembly provided for damping torsional vibrations is to be arranged as far radially as possible outside in order to achieve a high damping capacity, sufficient installation space is left at the radially inner edge of the torsional vibration damper, so that the coupling device is arranged essentially space-neutral radially outside the connecting element. The improvement of the interface between the torsional vibration damper, which is in particular designed as a torsional vibration damper, and the separating clutch, which is realized in this way, is thus realized essentially space-neutral.

In particular, the torsional vibration damper has a separate or one-piece hub for forming an internal toothing for the coupling. The hub can have a sufficient extent in the axial direction in order to be able to transmit a defined maximum torque in the case of different desired axial relative positions of the coupling elements of the coupling device on the output side connected to the separating clutch. Furthermore, the force applied can be distributed over the longitudinal extent of the hub, so that a low local normal force and a low frictional force occurring during axial relative displacement within the coupling result. Preferably, the axial extent of the hub or of the internal toothing can be dimensioned to exceed the axial extent required for a reliable transmission of the predetermined maximum torque, for example by at least 1.5 times, preferably by at least 2.0 times and particularly preferably by at least 3.0 times. The maximum axial extension is usually limited by the available axial installation space within the clutch device. In particular, the hub is preferably axially supported on a further component of the torsional vibration damper, in particular on the primary mass of the dual-mass flywheel, wherein in particular slide bearings are provided for this purpose, which allow relative rotation. Furthermore, it is possible for the hub to be oriented radially, in particular centered, at the other component, for example at least via rough centering. By guiding and supporting the clutch disk on the input side of the torsional vibration damper, traction losses via the shaft are avoided during purely electric driving of the motor vehicle.

The separating clutch preferably has a driver ring which is coupled in the coupling device in a torque-transmitting manner, wherein the driver ring is connected in a rotationally fixed manner, in particular, to a clutch disk which is compressible between a counter plate of the separating clutch and a pressure plate which is axially displaceable relative to the counter plate. It is possible by means of the driver ring to arrange the separating clutch radially on the outside and to transmit the torque to a larger radius by means of a coupling device formed in the radially inner radial region of the separating clutch. The available installation space is thereby maintained radially inside the separating clutch. The torque flow from the torsional vibration damper via the separating clutch to the shaft does not have to take place from the counter plate and/or the pressure plate to the clutch disk and the shaft, but can first be extended via the clutch disk to the counter plate and/or the pressure plate and from there to the shaft. The clutch disk should be axially displaceable over as little axial travel as possible in order to be lifted from the axially fixed counterpressure plate in the disengaged state of the friction clutch. This can be achieved via axial displaceability in the coupling device, without a separate coupling mechanism being provided for the axial displaceability of the clutch disc.

In particular, it is preferred that the driver ring has a driver hub coupled in the coupling device, in particular having an external toothing, and a driver disk which is fixed to the driver hub via a fixing means, wherein the fixing means is arranged in a radial region radially inside the coupling device, in particular at least partially in a common radial region with the connecting element. By separating the components of the driver ring into the driver hub and the driver disk, the production and in particular the production of the external toothing for the driver hub can be simplified, as a result of which the production costs can be kept low. The fastening device for fastening the driver hub to the driver disk by means of the fastening means, in particular by riveting, can be arranged in a radial region which allows an axial projection of the fastening means without damaging the components of the torsional vibration damper. In this case, the knowledge is utilized that, if the torsional vibration damper has been coupled to the drive shaft of the internal combustion engine by means of at least one connecting element, the separating clutch is only coupled to the torsional vibration damper when the clutch device is installed, so that the fastening means of the driver ring can be brought very close in the axial direction to the connecting element of the torsional vibration damper to the connection of the drive shaft, which is in particular designed as a crankshaft screw. The available installation space can be used particularly optimally.

In particular, the driving ring, in particular the driving disk, has a curvature running away from the torsional vibration damper from the radially inner portion to the radially outer portion. In this way, a space is created radially inside a part of the driver ring, which space can be used by other components in order to save space in the axial direction.

Preferably, a hydraulic actuator having a pressure chamber is provided for actuating the separating clutch, wherein the pressure chamber is arranged at least partially in a common axial region with the separating clutch, wherein in particular the pressure chamber is arranged at least partially in a common axial region with the driver ring. The actuator can be inserted completely or partially radially inside the separating clutch and/or the driving ring into the installation space realized radially inside the remaining clutch device, so that a staggered configuration results. The axial installation space requirement can thus be kept small. In this case, with the knowledge that, in particular in a drive train for a hybrid vehicle, the components to be coupled on the output side generally require more installation space radially on the inside than radially on the outside. Since the separating clutch and the driver ring are not arranged radially inside, but at least partially radially outside, the output-side engagement of the shaft is arranged in the axial direction, in particular close to a drive shaft, in particular a crankshaft, of the internal combustion engine, which is connected to the torsional vibration damper, and projects into the clutch device in the axial direction to a corresponding extent. At the same time, the separating clutch and the driving ring are even arranged radially outside, so that the actuator for actuating the separating clutch can also project into the remaining clutch device. The separating clutch and the driver ring cover at least partially a pressure chamber of the actuator, viewed in the radial direction. The clutch and the coupling device can surround the shaft and the actuator from the radial outside, so that a particularly compact and space-saving drive train can be achieved.

In particular, it is preferred that a piston of the actuator, which is accommodated in the pressure chamber so as to be axially displaceable, is arranged in a radial region radially outside the connecting element of the driver ring, wherein in particular the actuator housing of the actuator has a recess which is open toward the torsional vibration damper for accommodating a part of the connecting element. The pressure chamber and the piston of the actuator can be arranged radially outside, so that radially inside the piston, the actuator can have an axial constriction which can form a recess for the connecting element of the driver ring. The connection means realized by means of the connecting element can thus be realized substantially space-neutral.

Preferably, a pressure disk connected to the separating clutch, in particular to a pressure plate of the separating clutch, is connected to the piston, wherein the pressure disk covers at least a substantial part of the coupling and the separating clutch axially. By means of the pressure disk, the actuating force generated in the pressure chamber radially on the inside can be transmitted to a pressure plate of the separating clutch which is arranged radially on the outside. The pressure disk can have an extremely small material thickness in the axial direction, so that the axial installation space requirement is kept small. At the same time, the pressure disk can at least partially laterally cover the separating clutch and prevent the ingress of dirt on the transmission side. The clutch disk and the coupling device can be arranged axially spaced apart from the pressure disk.

In particular, the actuator is fixed in a rotationally fixed manner to the shaft, wherein in particular the shaft has a supply channel for loading a pressure chamber of the actuator with a hydraulic medium, in particular oil. By means of a mechanical support at the shaft, the forces occurring can be supported via the shaft, in particular when the actuator housing of the actuator is used for transmitting torque. The support of the drive shaft, which is fixed to the torsional vibration damper by means of the connecting element, thus reduces the load. The supply channel provided in the shaft can be formed, for example, by a blind hole extending in the axial direction and a connection bore which projects radially outward from the blind hole and opens in particular into an annular groove provided at the radially outer circumference of the shaft. The pressure chambers can thus be acted upon from the radially inner side with a hydraulic medium, which is fed to the shaft, for example, at the axial end facing away from the torsional vibration damper, so that the hydraulic lines running axially spaced apart past the separating clutch are saved. The axial installation space requirement can thus be kept small.

Preferably, the actuator is configured to provide an operating force directed away from the torsional vibration damper. The piston of the actuator can thus be moved out at the axial side facing away from the torsional vibration damper, so that an actuating force can also be transmitted to the separating clutch at the axial side facing away from the torsional vibration damper. In this way, the power path for the actuating force of the separating clutch is guided past the coupling and/or the driving ring and mutual damage is avoided.

In order to damp torsional vibrations, it is particularly preferred that the torsional vibration damper has a dual-mass flywheel having a primary mass which can be connected to a drive shaft of the internal combustion engine and a secondary mass which is coupled to the primary mass in a rotationally limited manner via an energy storage element, which is in particular designed as a bow spring, wherein the secondary mass has a centrifugal force pendulum which is arranged radially inside the energy storage element for generating a restoring torque which is directed counter to rotational irregularities in the transmitted torque, wherein the energy storage element, the centrifugal force pendulum and the coupling device are arranged at least partially in a common axial region. The axial installation space requirement is thereby kept small. In particular, the centrifugal force pendulum is arranged substantially centrally in the axial direction with respect to the energy storage element, so that the axial installation space requirement for the torsional vibration damper is kept small. The secondary mass preferably forms a support flange for the centrifugal force pendulum, at which a pendulum mass of the centrifugal force pendulum can be guided in a pivotable manner. The number of components and the axial installation space requirement are thereby kept small.

In the traction mode, the torque from the internal combustion engine can be introduced into the primary mass, and in the propulsion mode, the torque from the drive-train can be introduced into the secondary mass, wherein the opposite configuration is also possible, wherein in the traction mode, the torque from the internal combustion engine can be introduced into the secondary mass, and in the propulsion mode, the torque from the drive-train can be introduced into the primary mass. The primary mass and the secondary mass, which is coupled to the primary mass in a rotationally limited manner via an energy storage element, which is in particular designed as a bow spring, can form a mass-spring system, which in a specific frequency range can damp rotational irregularities in the torque and rotational speed of the drive power generated by the motor vehicle engine. In this case, the mass moments of inertia of the primary and/or secondary masses and the spring characteristic of the energy storage element can be selected such that vibrations in the frequency range of the main engine arrangement of the motor vehicle engine can be damped. The moment of inertia of the primary mass and/or the secondary mass can be influenced in particular by the additional masses arranged. The primary mass can have a disk to which a cover can be connected, as a result of which a substantially annular receiving space for the energy storage element can be bounded. The primary mass can be stopped tangentially at the energy storage element, for example, by a punch protruding into the receiving space. The output flange of the secondary mass can project into the receiving space and can be stopped tangentially at opposite ends of the energy storage element.

At least one pendulum mass of the centrifugal pendulum is forced to occupy a position as far away from the center of rotation as possible under the influence of the centrifugal force. The "null position" is therefore the position radially furthest from the centre of rotation, which the pendulum mass can occupy in the radially outer position. The pendulum mass can assume the radially outer position at a constant drive speed and a constant drive torque. When the rotational speed fluctuates, the pendulum mass deflects along its pendulum path due to its inertia. The pendulum mass can thus be moved in the direction of the center of rotation. The centrifugal force acting on the wobble block is thus divided into a component tangential to the wobble track and another component normal to the wobble track. The tangential force component provides a restoring force which brings the pendulum mass to its "zero position" again, while the normal force component acts on the force-introducing element which introduces the rotational speed fluctuations, in particular the primary mass or the secondary mass, and generates a counter torque there which counteracts the rotational speed fluctuations and dampens the introduced rotational speed fluctuations. In the case of particularly strong rotational speed fluctuations, the pendulum mass can thus move to its maximum and assume the radially innermost position. The rails provided in the support flange and/or in the pendulum mass have a curvature suitable for this, in which a coupling element, in particular in the form of a pulley, can be guided. Preferably, at least two pulleys are provided, which are guided on the rolling track of the carrying flange and the swing track of the pendulum mass, respectively. In particular, more than one pendulum mass is provided. Preferably, a plurality of pendulum masses are guided in a circumferentially uniformly distributed manner at the carrier flange. The inertia of the pendulum mass and/or the relative movement of the pendulum mass with respect to the support flange form a specific frequency range for damping rotational irregularities of an engine arrangement, in particular of a motor vehicle engine. The pendulum mass can be produced cost-effectively from a group of pendulum plates that are stacked on top of one another and connected to one another, wherein preferably, in particular, the identically formed pendulum plates are produced from sheet metal by stamping. In particular, more than one pendulum mass and/or more than one carrier flange are provided. For example, two pendulum masses are provided which are connected to one another via bolts or rivets, in particular in the form of spacer bolts, between which a support flange is arranged in the axial direction of the torsional vibration damper. Alternatively, two flange parts of the carrier flange, which are connected to one another in a particularly substantially Y-shaped manner, can be provided, between which the pendulum mass is positioned.

In particular, it is proposed that the shaft be coupled to or form the rotor of an electric machine for electrically driven motor vehicles. The clutch device can thus be part of a hybrid module, which can transmit the torque generated in the internal combustion engine and the torque generated in the electric machine to a motor vehicle transmission via a shaft. If the mechanical energy of the drive train is converted into electrical energy in the electric machine during generator operation, in particular during braking of the motor vehicle, i.e. energy recovery, the separating clutch should be disengaged and the drag torque of the torsional vibration damper and of the internal combustion engine is no longer used.

The utility model discloses in addition relate to a power assembly who is used for especially mixing motor car, have: an internal combustion engine with a drive shaft, in particular designed as a crankshaft, for internal combustion engine-driven motor vehicles; a clutch device coupled to the drive shaft, which can be configured and developed as described above; an electric machine coupled directly or indirectly at a shaft of the clutch device for electrically driving the motor vehicle; and a motor vehicle transmission coupled to the shaft of the clutch device for speed change. Due to the axial displaceability in the coupling device, a space-saving interface is achieved, which at the same time enables the desired axial relative movement between the component of the torsional vibration damper and the separating clutch without additional components, so that the hybrid module, which can be adapted to the hybrid drive assembly, can be adapted to narrow installation space conditions in a space-saving manner.

Drawings

The invention is explained below by way of example according to preferred embodiments with reference to the drawings, in which the features shown below can show aspects of the invention individually and in combination, respectively. The figures show:

fig. 1 shows a schematic cross-sectional view of a clutch device.

Detailed Description

The clutch device 10 shown in fig. 1 can damp rotational vibrations in the transmitted torque, which are introduced via the drive shaft of the motor vehicle engine, in the drive train of the motor vehicle by means of a torsional vibration damper 12. In this case, the torsional vibration damper 12 has a dual-mass flywheel 14 with a primary mass 16 and a secondary mass 20 which is coupled via an energy storage element 18 in the form of a bow spring and can rotate to a limited extent relative to one another. The primary mass 16 has a welded cover 22, which partially delimits a receiving space 24 in which the energy storage element 18 is accommodated in a lubricating manner by means of a lubricating grease. The hub 62, which is coupled to the driver ring 26 in a torque-transmitting but axially displaceable manner via a coupling 28, which is designed as a plug-in toothing, is riveted to the secondary mass 20, which is designed as an output flange. The two-part driving ring 26 is riveted to a clutch disk 30 of a separating clutch 32, which is designed as a friction clutch and is part of the clutch device 10. The clutch disk 30 may have, for example, an adhesive and/or riveted friction lining, which is preferably provided with a lining spring by means of a spring section, so that a particularly soft engagement of the friction lining is obtained and the friction losses in the coupling 28 do not have a significant effect on the adjustability of the torque capacity of the separating clutch 32.

A centrifugal force pendulum 34 is also formed on the secondary mass 20, which is also arranged within the receiving space 24. The centrifugal force pendulum 30 is arranged in the axial direction centrally with respect to the energy storage element 18 and is arranged in a common axial region radially inside the energy storage element 18, so that the energy storage element 18, viewed in the radial direction, can cover the centrifugal force pendulum 34 largely, in particular completely. The centrifugal force pendulum 30 has a plurality of pendulum masses 36 distributed uniformly in the circumferential direction one behind the other on both axial sides of the support flange, which pendulum masses are guided pivotably by means of appropriately curved tracks in the pendulum masses 36 and the support flange, which in the present exemplary embodiment is formed by the secondary mass 20 formed as an output flange. For sealing the receiving space 24, a sealing diaphragm 38 formed in the manner of a disk spring is riveted to the secondary mass 20, which is axially supported by means of a spring preload via a sliding ring 40 so as to be relatively rotatable at the cover 22 of the primary mass 16. Furthermore, a slide bearing 42 is formed on the one hand between the hub 62 and the primary mass 16 and between a driving hub 64 of the driving ring 26 that engages with the hub 62, which slide bearing can additionally seal the receiving space 24, in particular.

The separating clutch 32 has a counter plate 44 and a pressure plate 46 which is axially displaceable relative to the counter plate 44 in order to press the clutch disk 30 in a friction-fit manner in the closed state of the separating clutch 32. In the disengaged state of the separating clutch 32, the clutch disk 30 can be lifted from the counter plate 44, wherein this can be accompanied by the axial relative movement within the coupling device 28. For actuating the separating clutch 32, a hydraulically actuable actuator 48 is provided, which in the illustrated embodiment is connected in a rotationally fixed manner to a shaft 50 leading to the motor vehicle transmission and/or to a rotor of an electric machine for purely electric driving of the motor vehicle. The shaft 50 has a supply channel 52, via which hydraulic oil can be pumped into a pressure chamber 54 of the actuator 48 rotating together. The pressure chamber 54 is delimited by an actuator housing 56 and a piston 58 which is axially displaceable relative to the actuator housing 56. If the pressure in the pressure chamber 54 rises, the piston 58 moves out of the actuator housing 56, whereby the piston 58 carries the pressure disk 60 in the axial direction. In the exemplary embodiment shown, the pressure disk 60 is coupled via a tie rod 62 to the pressure plate 46, which is formed integrally with the tie rod 62, so that the piston 58, which is moved away from the dual mass flywheel 14, can close the separating clutch 32. The counterplate 44 of the separating clutch 32, which can dissipate the torque damped by the torsional vibration damper 12, is fixedly connected to the actuator housing 56, in particular by welding, and/or forms at least part of the actuator housing 56 in one piece. The torque from the disconnect clutch 32 can thus be transmitted to the shaft 50 via the actuator housing 56 of the actuator 48 rotating together.

In the exemplary embodiment shown, the actuators 48 are inserted radially inside the separating clutch 32 and are formed so as to be staggered in the radial direction. The actuators 48 can furthermore be partially inserted into the flexurally extending driver disk 66 of the driver ring 26 and can be formed so as to be staggered in the radial direction. The driving disk 66 is connected to the driving hub 64 by means of a fastening element 68 designed as a rivet connection. The fastening element 68 is arranged radially inside the coupling 28 in a common radial region with a connecting element 70 which is also arranged radially inside the coupling 28. The connecting element 70 can connect the primary mass 16 of the dual-mass flywheel 14 to a drive shaft of the internal combustion engine, which is in particular designed as a crankshaft. The actuator housing 56 has a recess 72 in the radial region of the fastening element 68 of the driver ring 26, into which recess the fastening element 68 can partially protrude.

Description of the reference numerals

10. Clutch device

12. Torsional vibration damper

14. Dual mass flywheel

16. Primary mass

18. Energy storage element

20. Secondary mass

22. Cover

24. Accommodation space

26. Portable ring

28. Coupling device

30. Clutch disc

32. Separating clutch

34. Centrifugal force pendulum

36. Swinging block

38. Sealing diaphragm

40. Slip ring

42. Sliding bearing

44. Back pressure plate

46. Pressing plate

48. Actuator

50. Shaft

52. Supply channel

54. Pressure chamber

56. Actuator casing

58. Piston

60. Pressure plate

62. Pull rod

64. Driving hub

66. Carrying disc

68. Fixing element

70. Connecting element

72. A recess.

Claims

1. A clutch device for a hybrid module for the vibration-damped coupling of an internal combustion engine to a drive train of a motor vehicle, characterized by:

a torsional vibration damper (12) for damping rotational irregularities;

a separating clutch (32) which is coupled to the torsional vibration damper (12) in a torque-transmitting and axially displaceable manner via a releasable coupling device (28) designed as a plug-in toothing for selectively transmitting the damped torque to a shaft (50); and

a connecting element (70) for a crankshaft screw for directly or indirectly fixing the torsional vibration damper (12) to a drive shaft of the internal combustion engine,

wherein the coupling device (28) is arranged radially outside the connecting element (70) at least partially in a common axial region with the connecting element (70),

wherein the separator clutch (32) has a driving ring (26) which is coupled in a coupling device (28) in a torque-transmitting manner, wherein the driving ring (26) is connected in a rotationally fixed manner to a clutch disk (30) of the separator clutch (32), which is compressible between a counter plate (44) and a pressure plate (46) which is axially displaceable relative to the counter plate (44),

and wherein the driving ring (26) has a driving hub (64) which is coupled in the coupling device (28) and has an external toothing and a driving disk (66) which is fastened to the driving hub (64) via a fastening means (68), wherein the fastening means (68) is arranged in a radially inner radial region of the coupling device (28) at least partially in a common radial region with the connecting element (70).

2. The clutch device according to claim 1,

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

the torsional vibration damper (12) has a separate or one-piece hub (62) for forming an internal toothing for the coupling device (28).

3. The clutch device according to claim 1,

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

the driving disk (66) has a curvature from the radially inner side to the radially outer side, which curvature is directed away from the torsional vibration damper (12).

4. The clutch apparatus according to claim 1,

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

a hydraulic actuator (48) having a pressure chamber (54) is provided for actuating the separating clutch (32), wherein the pressure chamber (54) is arranged at least partially in a common axial region with the driver ring (26).

5. The clutch device according to claim 4,

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

a piston (58) of the actuator (48), which is accommodated in the pressure chamber (54) so as to be axially displaceable, is arranged in a radial region radially outside the connecting element (68) of the driver ring (26), wherein an actuator housing (56) of the actuator (48) has a recess (72) which is open toward the torsional vibration damper (12) for accommodating a portion of the connecting element (68).

6. The clutch device according to claim 4,

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

the actuator (48) is fixed in a rotationally fixed manner to the shaft (50), wherein the shaft (50) has a supply channel (52) for supplying the pressure chamber (54) of the actuator (48) with hydraulic medium.

7. Clutch device according to one of claims 1 to 6,

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

the torsional vibration damper (12) has a dual-mass flywheel (14) for torsional vibration damping, which has a primary mass (16) that can be connected to a drive shaft of the internal combustion engine, and a secondary mass (20) that is coupled to the primary mass (16) in a rotationally limited manner via an energy storage element (18) designed as a bow spring, wherein the secondary mass (20) has a centrifugal force pendulum (34) located radially inside the energy storage element (18) for generating a restoring torque that is oriented opposite to the rotational irregularities in the torque to be transmitted, wherein the energy storage element (18), the centrifugal force pendulum (34) and the coupling device (28) are arranged at least partially in a common axial region.

8. The clutch device according to claim 1,

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

the shaft (50) is coupled to a rotor of an electric machine for electrically driving the motor vehicle, or the shaft (50) forms a rotor of the electric machine for electrically driving the motor vehicle.