DE102014221573A1 - Multiple clutch, in particular double clutch, clutch pressure chamber and pendulum mass carrier turbine coupling - Google Patents

Abstract

The invention relates to a multiple clutch, in particular a double clutch, for a drive train of a vehicle, preferably a motor vehicle, with at least two coupling devices, wherein the coupling means, each output side rotatably connected to a respective transmission input shaft and / or are connected, wherein at least one of the coupling means of the multiple clutch , comprising a hydrodynamic converter. Furthermore, the invention relates to a clutch pressure chamber for a hydraulically actuated clutch, in particular a coupling device of a multiple clutch, for a drive train of a vehicle, preferably a motor vehicle, the clutch pressure chamber, apart from a pressure chamber bore, from a pressure pot and a Kraftausleitungsbauteil and / or a pressure chamber part of the clutch is substantially fluid-tightly limited, and the pressure pot against the Kraftausleitungsbauteil and / or the pressure chamber part is designed to be displaceable. Furthermore, the invention relates to a pendulum mass carrier turbine coupling for a clutch, in particular a multiple clutch, for a drive train of a vehicle, preferably a motor vehicle, with a turbine wheel of a hydrodynamic converter and a pendulum mass carrier of a centrifugal pendulum device, wherein the turbine wheel is supported on the pendulum mass carrier via a spacer , wherein the spacer part is in particular formed as a in the axial direction (Ax) of the hydrodynamic transducer resilient and / or elastic spacer ring.

Description

The present invention relates to a multiple clutch, in particular a double clutch, for a drive train of a vehicle, preferably a motor vehicle. Furthermore, the invention relates to a clutch pressure chamber for a hydraulically actuated clutch, in particular a clutch device of a multiple clutch, a pendulum mass-turbine coupling for a clutch, in particular a multiple clutch, and a torque transfer device, in particular a clutch for a drive train of a vehicle, in particular a motor vehicle.

An internal combustion engine of a motor vehicle gives a usable power to a motor vehicle driver only in a certain speed range. In order to use this speed range for different driving conditions of the motor vehicle, this requires a manually switchable or an automatic transmission. Such a transmission is connected via a clutch to the internal combustion engine. Due to different and also increased demands on actuation forces, a performance and to be transmitted engine torque of the clutch, a variety of clutches in the drive trains of motor vehicles are used. Thus, for example, dry or wet-running single disc or multi-plate clutches are used, and these can be designed as single, double or multiple clutches.

In addition to a main function of connecting and disconnecting a crankshaft of the internal combustion engine, an output shaft of an electric motor and / or a drive shaft for z. As a hydraulic pump with or from one or a plurality of transmission input shafts, the clutch has a number of other important tasks. It is intended to allow a smooth and smooth starting of the motor vehicle, ensure a fast gearshift, keep torsional vibrations of the engine from the transmission and thus reduce rattle noise and wear, as overload protection for the entire drive train, z. As in switching errors serve, as well as wear and easy to be replaced. Here, the coupling should be as cost-effective as possible in their manufacture, their installation and their operation with a small space consumption in the drive train.

Conventional double clutches are equipped with friction plates or friction linings. In comparison with a hydrodynamic torque converter, a starting comfort and a starting performance of such a clutch is significantly worse, as it is overload-prone and highly Reibwertabhängig. A torque converter is robust and stable due to its hydrodynamic adhesion, z. As regards wear, overheating and system changes by a load. The torque converter also offers advantages through its torque increase at a starting process of the motor vehicle and its torque build-up without significant delay. Due to the increase in torque, significantly more torque is applied to an output at the beginning of the starting process, as a result of which a first gear of the transmission does not have to be designed short. In conventional double clutches, the first gear must be designed briefly to protect the clutch itself from overloading. As a result, must be switched relatively quickly in a second gear, which is uncomfortable for the vehicle occupants.

Under a clutch or a coupling device should generally be understood a machine element which serves a mechanically releasable connection of two preferably coaxial shafts, in particular a driven and a drive shaft of a vehicle, or two preferably coaxial machine elements. - The explained below in the invention multiple coupling can be applied to all drive trains of z. B. motor vehicles or on all torque transmission devices, ie z. B. converter, multiple, double, starting and / or powershift clutches with in particular a wet-running friction clutch, are applied. Preferred in the invention is an axial arrangement of partial clutches of the multiple clutch, but also a radial arrangement of the partial clutches is possible.

It is an object of the invention, an improved multiple clutch, in particular an improved dual clutch, an improved clutch pressure chamber for a hydraulically actuated clutch, in particular a clutch device of a multiple clutch, and an improved pendulum support turbine coupling for a clutch, in particular a multiple clutch for a drive train of a vehicle, preferably a motor vehicle and a torque transmission device with such a multiple clutch, such a clutch pressure chamber and / or a specify such pendulum support-turbine coupling. - The multiple clutch should have improved performance and be inexpensive to produce. Here, the multiple clutch according to the invention should have a high speed resistance at a high starting comfort and possibly be designed as a sub-assembly, which represents a per se testable unit, which may possibly also be mounted as a sub-assembly.

The object of the invention is by means of a multiple clutch, in particular a double clutch, for a drive train of a vehicle, preferably a motor vehicle, according to claim 1; by means of a clutch pressure chamber for a hydraulically actuated clutch, in particular a clutch device of a multiple clutch, according to claim 10; by means of a pendulum mass carrier turbine coupling for a clutch, in particular a multiple clutch, according to claim 12; and by means of a torque transmission device, in particular a clutch, for a drive train of a vehicle, in particular a motor vehicle, according to claim 14. Advantageous developments, additional features and / or advantages of the invention will become apparent from the dependent claims and the description below.

The multiple clutch according to the invention comprises at least two coupling devices, each of the output side with a respective transmission input shaft rotatably connected and / or connected, wherein at least one of the coupling means of the multiple clutch has a hydrodynamic converter. According to the invention, the first coupling device may comprise the hydrodynamic converter, in particular a fluid coupling, a Föttinger clutch or a hydrodynamic torque converter. Furthermore, the second clutch device may have a non-positive clutch, in particular a friction clutch or a multi-disc clutch, or a hydrodynamic converter, in particular a fluid coupling, a Föttinger clutch or a hydrodynamic torque converter. - The multiple clutch may also have the clutch pressure chamber according to the invention (see below) and / or the inventive multiple clutch (see also below).

In embodiments of the invention, the hydrodynamic converter can be mounted and / or mounted with its pump on a transmission housing and with its turbine on the relevant transmission input shaft. The hydrodynamic converter preferably has a converter bridging between the pump and the turbine and / or preferably a converter coupling between the pump and a coupling housing or a pump housing plate of the coupling housing. Here, the hydrodynamic converter is preferably designed such that the converter coupling can be set up and / or set up by increasing a fluid pressure in the hydrodynamic converter and / or the torque converter lockup by increasing a fluid pressure in the multiple clutch, if necessary with the assistance of an adjacent pressure chamber Interior of the multiple clutch or an interior of the hydrodynamic converter). A disengagement of the converter coupling and / or the converter bridging takes place vice versa by a pressure reduction in the hydrodynamic converter or in the multiple clutch.

It is of course possible to dispense with the converter coupling and form the pump housing plate as a pump and thus save the separate pump housing plate; In such a case, the pump always rotates with the clutch housing. - The fluid pressure of the fluid in the hydrodynamic converter can be realized by a pressurization or a pressure release through a pressure channel formed between the transmission housing and the first transmission input shaft and opens in the hydrodynamic converter. Further, the fluid pressure of the fluid in the multiple clutch can be realized by pressurization through a pressure passage formed between the first transmission input shaft and the second transmission input shaft and opening into the multiple clutch. In an open converter bridging the interior of the hydrodynamic converter and the interior of the multiple clutch are in fluid communication.

The multiple clutch may be configured such that the turbine and a force extraction component of the second clutch device are mountable and / or mounted on concentrically arranged transmission input shafts. Further, the multiple clutch may be preferably formed such that both coupling devices are covered by the clutch housing, which forms a force input element for both coupling devices, wherein the clutch housing is preferably an indirect force input member for the hydrodynamic converter and preferably a direct force input member for the second clutch device. According to the invention, the turbine can be mounted in a rotationally fixed and axially movable manner on the transmission input shaft for the converter bridging and / or assembly. The converter clutch may have a larger number of friction linings and / or a larger (friction) surface of its friction linings than the torque converter lockup, whereby the torque converter clutch is operable upon a gear change of a transmission with a slip.

In embodiments of the invention, the turbine on an outer, first transmission input shaft and the Kraftausleitungsbauteil, in particular an output hub, the second clutch means on an inner second transmission input shaft can be rotatably mounted and / or mounted. Here, the second coupling device may be a multi-plate clutch, wherein a pressure pot of the multi-plate clutch is preferably designed as a co-rotating with the transmission input shaft pressure pot, which is preferably mounted displaceably on the Kraftausleitungsbauteil in the axial direction of the multiple clutch. The Kraftausleitungsbauteil the second clutch device may be fixed in the axial direction on the inner transmission input shaft. Ie. In such a case, the turbine is arranged to be displaceable in the axial direction relative to the force diverting component of the second coupling device.

The clutch housing may be formed as a disk carrier, in particular an outer disk carrier, the multi-plate clutch. Furthermore, a plate carrier, in particular an inner plate carrier, the multi-plate clutch with the Kraftausleitungsbauteil be firmly connected, preferably a return element of the pressure pot, in particular a plate spring, is provided mechanically biased between the pressure pot and the plate carrier. Furthermore, the multiple clutch can have a force introduction component for a drive-side connection of the multiple clutch, wherein the force introduction component can be fixedly connected to a damper input part of a damper device (see below). The converter bridging and the converter coupling are preferably arranged substantially at the same radius. Furthermore, the pump can be axially displaceable and rotatably mounted on the transmission housing or be mounted, with a stator of the hydrodynamic converter can be supported on the transmission housing.

The multiple clutch may include a damper device, in particular a torsional vibration damper, which is preferably mechanically coupled outside the clutch housing to the clutch housing, wherein the damper device is preferably provided radially above the second clutch device. Furthermore, the multiple clutch may have a device for vibration damping, in particular a centrifugal pendulum device, which is preferably mechanically coupled within the clutch housing to the clutch housing, wherein the device for vibration damping preferably radially over the second clutch means and / or axially directly adjacent to the first clutch means may be provided , The damper device and the device for vibration damping can be fastened together by means of a fastening means, in particular a rivet, on the coupling housing.

The clutch pressure chamber according to the invention is, apart from a pressure chamber bore, substantially fluid-tightly bounded by a pressure pot and a Kraftausleitungsbauteil and / or a pressure chamber part of the clutch, wherein the pressure pot against the Kraftausleitungsbauteil and / or the pressure chamber part is slidably provided. - The coupling can be designed as a non-positive coupling, in particular a friction clutch and preferably a multi-plate clutch. The Kraftausleitungsbauteil for the clutch pressure chamber may be integrally connected to the pressure chamber part, materially integral or integral, and / or with a Kupplungsbelagträger, in particular a disk carrier, preferably an inner disk carrier, the clutch, one piece, materially integral or integrally. Preferably, the Kraftausleitungsbauteil is non-rotatable and preferably axially fixed to a transmission input shaft connectable and / or connected, wherein the Kraftausleitungsbauteil may be fluid-sealed at its two axial Längsendabschnitten relative to the transmission input shaft.

The pressure pot for the clutch pressure chamber is in the clutch preferably with the transmission input shaft co-rotating set up and / or set up. Here, the pressure pot can extend radially outward from the clutch pressure chamber with an actuating extension for actuating the clutch, in particular a clutch pack of the clutch. Furthermore, the pressure pot can be mounted in a fluid-tight manner, in particular slidingly, on / on the force discharge component, wherein the pressure pot can be mechanically prestressed with respect to the clutch lining carrier by means of an energy store, in particular a spring, preferably a plate spring. The pressure chamber part can preferably be mounted in a fluid-tight manner, in particular slide-mounted, radially outward relative to the pressure pot, wherein the pressure-chamber part can be set up and / or set up in particular spaced from a coupling housing in the coupling. Furthermore, the pressure chamber part and / or the force diverting component can be supported relative to the coupling housing by means of a bearing, in particular a thrust bearing.

The clutch housing may be formed in sections as a clutch lining carrier, in particular as a plate carrier, preferably as an outer plate carrier. Furthermore, the clutch pressure chamber can be acted upon by a pressure chamber bore in the force discharge component or the pressure chamber part with a fluid pressure. The fluid pressure can be impressed on the clutch pressure chamber through a pressure channel between the transmission input shaft and a drive shaft, a pressure bore in the transmission input shaft, a pressure space between the force diverting component and the transmission input shaft and / or the pressure space bore in the force diverting component. Furthermore, the clutch pressure chamber of a multiple clutch according to the invention, in particular a double clutch according to the invention, be associated and / or have a feature of the multiple clutch explained above.

The pendulum mass carrier turbine coupling according to the invention comprises a turbine wheel of a hydrodynamic converter and a pendulum mass carrier of a centrifugal pendulum device, wherein the turbine wheel is supported on the pendulum mass carrier via a spacer part, and the spacer part in particular as a in the axial direction of the hydrodynamic transducer resilient and / or elastic spacer ring is formed. - The hydrodynamic converter may in turn be designed as a fluid coupling, a Föttingerkupplung or a torque converter. The turbine can also be rotatably and axially slidably connected to a transmission input shaft. The centrifugal pendulum device is preferred as a trapezoidal centrifugal pendulum device and / or the pendulum mass carrier is preferably designed as a pendulum.

According to the invention, the spacer may be fixed to the turbine wheel or the pendulum mass carrier. Corresponding to this, the spacer can be mounted on the pendulum mass carrier or on the turbine wheel, in particular rolling or sliding bearings. If a special bearing is used for this purpose, then the spacer can be supported relative to the pendulum mass carrier or the turbine wheel by means of a thrust bearing, which is preferably designed as a needle bearing. In preferred embodiments of the invention, the spacer has fluid passages for a fluid in the multiple clutch to circulate well. Furthermore, the pendulum mass carrier turbine coupling of a multiple clutch according to the invention, in particular a double clutch according to the invention, be associated and / or have a feature explained above. The torque transmission device according to the invention or the clutch according to the invention has a multiple clutch according to the invention, a clutch pressure chamber according to the invention and / or a pendulum mass carrier turbine coupling according to the invention.

According to the invention is a compactly constructed multiple clutch, in particular a dual clutch as a combination of a hydrodynamic converter, z. As a torque converter, as a main starting element and a friction clutch, z. As a wet multi-plate clutch, shown for a second transmission input shaft. This results in a system improvement of the multiple clutch in terms of comfort and robustness. The torque converter allows a spontaneous torque build-up in a starting operation of a motor vehicle without delay, whereby a first gear must not be made short. The multi-plate clutch enables a high speed stability. Another advantage is that the multiple coupling according to the invention is divided into testable sub-assemblies. This also results in a simple assembly of the multiple clutch on the transmission, with no loose components during assembly.

The invention is explained in more detail below on the basis of exemplary embodiments with reference to the attached single FIGURE (FIG. The detailed FIG. 1 shows, with the omission of peripheral edges, a two-dimensional lateral half-section through a specific embodiment of a multi-faceted cross-section according to the invention. 0 or double clutch 0 with an arrangement of two coupling devices 1 . 2 in the double clutch according to the invention 0 are summarized, a clutch pressure chamber according to the invention 200 for actuating a friction clutch 2 as a second coupling device 2 and a mechanical axial coupling according to the invention 400 a pendulum mass carrier 41 a device for speed-adaptive vibration damping 40 with a turbine 12 a hydrodynamic converter 1 , in particular a torque converter 1 , as the first coupling device 1 , Here, the description refers to an axial direction Ax drawn in the figure, axis of rotation Ax, radial direction Ra and circumferential direction Um of a drive train, a crankshaft 5 , the double clutch 0 as well as a gearbox 6 of a vehicle.

The following explanations essentially follow a possible torque flow through the dual clutch 0 wherein a torque of an internal combustion engine of the vehicle from a force introduction member 5 (Drive side) in the double clutch 0 can be introduced. The force introduction component 5 can z. B. a flexplate 5 , a drive disc 5 if necessary with starter ring, the crankshaft 5 of the internal combustion engine, etc. The force introduction component 5 is preferred with a damper input part 31 , z. B. a damper side window 31 or a damper flange 31 , a single or multi-stage damper device 30 , in particular a torsional vibration damper 30 , firmly connected. The damper device 30 is preferably on the outside of the double clutch 0 is provided and is preferably substantially axially to the first coupling device 1 and preferably substantially radially to the second coupling device 2 arranged.

That from the force introduction component 5 originating torque is via the damper input part 31 , from there on at least one energy storage 31 , in particular a spring element 31 ((Linear and / or bow) compression spring 31 ), on a damper output part 33 , z. B. a damper flange 33 or a damper side window 33 transmitted vibration damped. Ie. the damper device 30 is for all clutches within the dual clutch 0 effective. The damper output part 33 is on the clutch housing 20 preferably by means of a fastening means 350 , in particular a rivet 350 , attached. Of course, a weld can also be used. Preferably, the damper input part is supported by a radially inner collar on there substantially circular trained clutch housing 20 from.

By means of the fastener 350 is preferably within the coupling housing 20 the pendulum mass carrier 41 or a pendulum flange 41 the device for speed-adaptive vibration damping 40 attached. The device 40 is in particular a centrifugal pendulum device 40 , preferably a trapezoidal centrifugal pendulum device 40 , The pendulum mass carrier 41 has pendulum suspended from it a pendulum mass 43 on, the z. B. comprises two axially successively arranged mass halves or a single mass. Here are by means of the fastener 350 (in this order or vice versa) the damper output part 33 , the clutch housing 20 and the pendulum mass carrier 41 fixed to each other. It is of course possible the pendulum mass carrier 41 outside on the clutch housing 20 and / or the damper device 30 inside in the clutch housing 20 provided.

Inside the coupling housing 20 , further as part 100 of the coupling housing 20 a pump housing plate 100 includes and the double clutch 0 Gearbox side (output side of the double clutch 0 ) are at least two coupling devices 1 . 2 , assemblies 1 . 2 or partial clutches 1 . 2 intended. The first coupling device 1 is here as a hydrodynamic converter 1 , z. B. a fluid coupling 1 , a Föttinger clutch 1 or in particular as a hydrodynamic torque converter 1 educated. The second coupling device 2 is preferred as a dry or wet-running non-positive coupling 2 , z. B. a friction clutch 2 , a single-disc clutch 2 and in particular as a multi-plate clutch 2 educated. Furthermore, the second coupling device 2 as well as the first coupling device 1 as a hydrodynamic converter 2 , z. B. as a fluid coupling 2 , preferably a Föttingerkupplung 2 or as a hydrodynamic torque converter 2 be educated. Furthermore, the two coupling devices 1 . 2 exchange their seats.

The hydrodynamic converter 1 on the inside preferably comprises a pressure chamber with a fluid pressure p ₁ for the hydraulic engagement or disengagement of a preferably radially outer converter coupling 14 ie for coupling / uncoupling a pump 10 of the converter 1 with the itself with the clutch housing 20 co-rotating pump housing plate 100 , This is the converter coupling 14 for disconnecting and coupling a pump wheel 10 of the converter 1 , as a friction clutch 14 , in particular a multi-plate clutch 14 , between the impeller 10 preferably with an inner disk carrier of the converter coupling 14 , and the pump housing plate 100 preferably with an outer disk carrier of the converter coupling 14 educated. Of course, inside and outside disc carriers can swap places. A pressurization or pressure release of the interior of the converter 1 can through a pressure channel 614 take place, which between a transmission housing 60 and a transmission input shaft 61 is trained.

Furthermore, the hydrodynamic converter has 1 preferably radially outward between a turbine wheel 12 and the impeller 10 a preferred as a friction clutch 16 trained torque converter bypass 16 on. The converter bypass 16 Can also be used as a converter lock-up 16 be designated. Here, the lock-up can 16 as a simple friction clutch 16 or a multi-plate clutch 16 be educated. The pump 10 forms an immediate input side for the converter 1 and the turbine 12 an immediate output side of the converter 1 , wherein when using a torque converter 1 between the impeller 10 and the turbine wheel 12 a stator 11 z. B. on the transmission housing 60 can support. The converter bypass 16 serves a mechanical shorting of the impeller 10 with the turbine wheel 12 ,

The converter bypass 16 is hydraulically from a pressure chamber with a fluid pressure p ₀ within the dual clutch 0 actuated. The fluid pressure p ₀ is used for hydraulic engagement or disengagement of the converter bridging 16 , wherein the pressure chamber through a pressure channel 626 between two transmission input shafts 61 . 62 through the fluid pressure p _{0 can be} impressed. The converter coupling 14 and the converter bypass 16 are the hydrodynamic converter 1 and are not considered by the converter as part of this specification 1 considered separate clutches, although of course each take on a task as a clutch. The following briefly explains how the two friction clutches 14 . 16 at the hydrodynamic converter 1 can be switched on and off again. In addition to the pressure chamber (p ₁ , p ₀ ) which is actually responsible for an actuation, it is also possible to additionally control an adjacent and, if appropriate, alternative in each case.

In a neutral position (p ₁ small, p ₀ preferably also small) of the hydrodynamic converter 1 There is essentially no slip torque between the impeller 10 and the turbine wheel 12 on, the pump 10 is from the pump housing plate 100 decoupled. For coupling the impeller 10 to the pump housing plate 100 , So closing the converter coupling 14 the fluid pressure p ₁ in the converter 1 increases (p ₁ large, p ₀ preferably small, p ₁ > p ₀ ), it occurs, with rotating clutch housing 20 a slip torque between the impeller 10 and the turbine wheel 12 on. Is the converter bypass 16 open (p ₀ small) is an output via the first coupling device 1 So the converter 1 , Will now the converter bridging 16 closed (p ₀ increased) is the first coupling device 1 respectively. the converter 1 shorted, so the output is still via the first coupling device 1 or the converter 1 but without any slip between the impeller 10 and the turbine wheel 12 , A clutch pressure chamber 200 (see below) is preferably unpressurized or there is a low fluid pressure p ₂₀₀ .

It is preferred that in a space between the impeller 10 and the pump housing plate 100 always a comparatively low fluid pressure prevails. Preferred are for the operation of the converter coupling 14 and the converter bypass 16 both the impeller 10 as well as the turbine wheel 12 Ax movably provided in the axial direction. Here, the impeller 10 preferably radially inward by means of a return element 140 , z. B. an energy storage 140 , in particular a spring 140 , such as B. a plate spring 140 , opposite the pump housing plate 100 be mechanically biased in the axial direction Ax. The turbine wheel 12 preferably supports with a spacer 410 or a return element 410 on the pendulum mass carrier 41 (see below) or the clutch housing 20 from. Other embodiments of hydrodynamic transducers 1 , in particular torque converters 1 , of course, are applicable.

The preferred wet-running non-positive coupling 2 , in particular the multi-plate clutch 2 includes a clutch pack 21 , in particular a disk pack 21 where a clutch lining carrier 20 for the clutch pack 21 , in particular a plate carrier 20 , preferably an outer disc carrier 20 , from the clutch housing 20 is formed. For this purpose, the coupling housing 20 at least inside a substantially parallel to the axial direction Ax section on which the outer plates are mounted. Furthermore, the non-positive coupling comprises 2 a clutch lining carrier 22 for the clutch pack 21 , in particular a plate carrier 22 , preferably an inner disk carrier 22 that with a force diverting component 26 , the frictional clutch 2 rotatably connected. The outer disc carrier of the clutch housing 20 and the inner disc carrier 22 Of course you can change places.

The force extraction component 26 preferably has an output hub 26 on which on a transmission input shaft 62 rotatably and axially movable or axially mounted. At an axial longitudinal end portion of the output hub 26 is the plate carrier 22 fixed to the output hub 26 connected or trained on her. At a longitudinal end portion opposite this, the output hub has 26 one opposite the output hub 26 fluid-tight or trained trained pressure chamber part 260 on, which is a clutch pressure chamber according to the invention 200 limited fluid-tight at least on one axial side. On the output hub 26 preferably, a fluid-tight slide-mounted sits a pressure pot 24 between the plate carrier 22 and the pressure chamber part 260 , This forms the pressure pot 24 one of the axial boundary of the clutch pressure chamber 200 through the pressure chamber part 260 corresponding or associated the second axial boundary.

For the clutch pressure chamber 200 forms the Kraftausleitungsbauteil 26 a radially inner peripheral boundary, wherein the Kraftausleitungsbauteil 26 a preferably in the radial direction Ra extending pressure chamber bore 262 for applying and / or relaxing the clutch pressure chamber 200 with the fluid pressure p ₂₀₀ for engaging or disengaging the multi-plate clutch 2 having. A second radial boundary of the clutch pressure chamber 200 takes place preferably by means of axial sections of the pressure chamber part 260 and / or the pressure pot 24 , wherein these two mutually movable axial sections are substantially fluid-tight slide-mounted. In the clutch pressure chamber according to the invention 200 it is preferred that the inner axial side of the pressure pot 24 has a comparatively large inner surface to the pressure pot 24 on the power take-off component 26 to move and thereby the clutch pack 21 to press.

According to the invention, the clutch pressure chamber 200 in the sectional view of Fig. Starting from the pressure chamber bore 262 in a clockwise direction through a portion, in particular a longitudinal end portion of the Kraftausleitungsbauteils 26 , the pressure-welded thereto preferably welded part 260 , a seal between the pressure chamber part 26 and the pressure pot 24 , the pressure pot 24 , a seal between the pressure pot 24 and the force extraction component 26 and a section, in particular a center section of the force extraction component 26 limited fluid-tight. Further, it is preferable that the force extraction member 26 at its longitudinal end portions relative to the transmission input shaft 62 also fluid-tight, so that pressurization or pressure release of the pressure chamber bore 262 independent of a fluid pressure p ₀ within the dual clutch 0 can take place (see also below).

Actuation of the clutch pack 21 can by means of an actuating extension 240 at the pressure pot 24 respectively. The actuating extension 240 is preferably a one-piece, in particular a material integral and preferably integral part of the pressure pot 24 and extends from the clutch pressure chamber 200 radially outward into a radial region of the lamellae of the clutch pack 21 , The pressure pot 24 is as an actuating piston 24 or an actuating element 24 for the clutch pack 21 formed, wherein a return element 230 of pressure pot 24 between the pressure pot 24 and the plate carrier 22 the clutch 2 is provided mechanically biased. The reset element 230 is especially as an energy storage 230 , preferably as a spring 230 , in particular a disc spring 230 educated.

The rotatable around the axis of rotation Ax clutch housing 20 with its pump housing plate 100 is as a force input element 20 . 100 for preferably both coupling devices 1 . 2 educated. This forms the coupling housing 20 . 100 an indirect force input element 20 , or an indirect input page 20 for the hydrodynamic converter 1 and an immediate force input member 100 or an immediate input page 100 for the frictional coupling 2 , For the first case is between the rotatable pump housing plate 100 and the impeller 10 the converter coupling 14 (see above) formed. In the second case preferably forms an inner axial portion of the clutch housing 20 a plate carrier 20 , in particular an outer disk carrier 20 the multi-plate clutch 2 , Radially inwardly opposite to this axial portion of the clutch housing 20 is the inner disk carrier 22 and the force extraction component 26 arranged.

According to the illustrated embodiment, the pump housing plate 100 in the circumferential direction To rotate on the gear housing 60 provided, wherein the pump housing plate 100 Although also axially displaceable Ax on the gear housing 60 stored a can, but they from the actual clutch housing 20 and / or a radial projection (not shown) on the transmission housing 60 is preferably axially fixed substantially. The impeller 10 is also circumferential direction To rotate on the gear housing 60 stored, but is for the input or disengagement of the converter coupling 14 axially movable on the gearbox 60 arranged. The stator 11 of the hydrodynamic torque converter 1 turn is on the gearbox 60 set, ie in axial Ax and circumferential direction Um to the gear housing 60 firmly connected. The turbine wheel 12 is with one as the output shaft 61 trained first transmission input shaft 61 (preferably a hollow gear shaft 61 ) non-rotatably but axially displaceable (Axialabstützung 400 of the turbine wheel 12 see below).

On one in the first transmission input shaft 61 rotatable, as output shaft 62 formed second transmission input shaft 62 (Also prefers a transmission hollow shaft 62 ) is the Kraftausleitungsbauteil 26 rotatably and possibly provided axially fixed. From the power take-off component 26 the inner plate carrier extends 22 the multi-plate clutch 2 radially outward away. - D. h. the first transmission input shaft 61 is with the first coupling device 1 rotatably connected, and the second transmission input shaft 62 is with the second clutch device 2 rotatably connected. - Within the second transmission input shaft 62 can be a drive shaft 63 that prefers as a solid shaft 63 is formed, be arranged. The drive shaft 63 can be at a longitudinal end portion inside with the clutch housing 20 at least rotationally fixed and at a longitudinal section or longitudinal end portion opposite this with z. B. a hydraulic pump, for example, for an oil supply to a transmission 6 be connected.

The following is a fluid channel 632 . 622 . 266 . 262 for applying or relaxing the clutch pressure chamber 200 with fluid pressure p ₂₀₀ for engagement and / or disengagement of the second clutch device 2 described in more detail. A pressurization or relaxation takes place through a pressure channel 632 that is between the second transmission input shaft 62 and the drive shaft 63 is formed, a pressure hole 622 in a longitudinal end portion of the second transmission input shaft 62 (above that is the force extraction component 26 mounted), a pressure room 266 between the force extraction component 26 and the second transmission input shaft 62 as well as the pressure chamber bore 262 in the force extraction component 26 , - It is further preferred that the Kraftausleitungsbauteil 26 and / or the pressure chamber part 260 with a bearing, in particular a thrust bearing, z. B. a rolling bearing, preferably a needle bearing inside the clutch housing 20 supported.

The following also describes how a torque transmission by means of the second coupling device 2 he follows. Based on the above are the converter coupling 14 and the converter bypass 16 closed (p ₀ increases), the hydrodynamic converter 1 mechanically short-circuited and the clutch pressure chamber 200 is still preferably depressurized. For the torque transfer from the converter 1 for non-positive coupling 2 the fluid pressure p ₂₀₀ in the clutch pressure chamber 200 increases and the fluid pressure p ₁ in the converter 1 , which is still relatively low. It finds the torque transfer from the converter 1 for non-positive coupling 2 instead, the converter 1 (Transformer coupling 14 and if necessary, lock-up 16 ) is in slippage and an output via the converter 1 and the non-positive coupling 2 he follows. The non-positive coupling 2 As a result, essentially assumes the entire torque when the fluid pressure p ₁ in the converter 1 further lowered and / or preferably the fluid pressure p ₂₀₀ in the clutch pressure chamber 200 is increased.

As a result, as described above, between the two coupling devices 1 . 2 switched back and forth, where in the transmission 6 the appropriate courses are inserted. Of course, this is only an example and can be carried out differently with the arrangement shown. Further, other coupling devices 1 . 2 applicable (see, for example, list of reference numerals), which can be controlled in another way, as long as at least one hydrodynamic converter 1 is involved. In addition, the coupling devices 1 . 2 automated or manually operable, it being preferred, both coupling devices 1 . 2 directly hydraulically by a pressure increase or decrease in the clutch pressure chamber 200 (P ₂₀₀ ) or a pressure increase or decrease in the multiple clutch (p ₀ ) and / or the converter 1 (p ₁ ).

A mechanical support of the two coupling devices 1 . 2 with each other or a support of the hydrodynamic converter 1 or its turbine 12 takes place preferably by means of the axial coupling according to the invention 400 the turbine 12 with the pendulum mass carrier 41 (Pendulum mass carrier turbine coupling 400 ). This is supported by the turbine wheel 12 of the converter 1 over a spacer 410 or a return element 410 on the pendulum mass carrier 41 from. The spacer 410 is preferred at the turbine wheel 12 attached, wherein axially opposite and radially inwardly or outwardly offset an edge of the pendulum mass carrier 41 as an abutment for the spacer 410 acts. In this case, this bearing can be designed as a sliding bearing. Furthermore, this can be a warehouse 412 , in particular a z. B. as a rolling bearing 412 or a needle bearing 412 trained thrust bearing 412 come into use. It is of course possible to reverse this and the spacer 410 on the pendulum mass carrier 41 to attach and the storage between the turbine wheel 12 and the spacer 410 train or provide.

The spacer 410 is preferred as a resilient Ax in the axial direction and / or elastic spacer 410 formed, wherein a mechanically unloaded rest position of the spacer 410 is selected such that in an assembled and pressureless dual clutch 0 no axial force on the converter bridging 16 or even the converter coupling 14 acts. From the spacer 410 only results in an axial force when that on the transmission input shaft 61 movably provided turbine wheel 12 in the direction of the institution 40 to the speed-adaptive vibration damping is pressed. Leaves this power on the device 40 after, the presses out of the spacer 410 resulting axial restoring force the turbine wheel 12 back to its starting position. The spacer is preferred 410 as a spacer ring 410 educated. For good fluid circulation within the dual clutch, the spacer can 410 prefers fluid passages. - Alternatively, the turbine can 12 by means of the spacer 410 analogous inside the clutch housing 20 support.

According to the invention, a double clutch 0 with concentrically arranged output shafts 61 . 62 and a hydrodynamic torque converter 1 as a coupling element 1 for an output shaft 61 . 62 and preferably a wet starting clutch 2 as a coupling element 2 for an output shaft 62 . 61 to provide. It is possible both the torque converter 1 as well as the wet-running clutch 2 as a starting clutch 1 . 2 to design. It is preferred if both coupling elements 1 . 2 , from the same coupling housing 20 . 100 are enclosed, for both coupling elements 1 . 2 at the same time a force initiator 20 . 100 represents. The torque converter is preferred 1 used for starting, being with a first gear of the transmission 6 is coupled. So can the torque converter 1 on the outer first output shaft 61 and the multi-plate clutch 2 on the concentric inner second output shaft 61 be arranged. In preferred embodiments of the invention, the pressure pot is 24 or actuating piston 24 the multi-plate clutch 2 with the second output shaft 62 shown rotating.

Furthermore, the converter double clutch 0 with the hydrodynamic torque converter 1 for a starting process of the vehicle and instead of the multi-plate clutch 2 z. B. a Föttingerkupplung 2 (without stator) as a coupling element 2 for the second output shaft 62 exhibit. Furthermore, a spring damper element 30 , such as B. the torsional vibration damper 30 , outside the clutch housing 20 . 100 be arranged, wherein preferably a mass damper 40 or absorber element 40 , such as B. the centrifugal pendulum 40 , inside the coupling housing 20 . 100 is arranged in particular free of play and fixed to the housing. The damper elements 32 (Spring elements 32 ) and / or absorber elements 43 (Inertial masses 43 ) are in relation to the multi-plate clutch 2 in particular arranged radially on the outside. The torque converter 1 is preferred with a stand decoupling 14 equipped to the torque converter 1 Disconnect from the drive when using the multi-plate clutch 2 is driven. The stand decoupling 14 preferably has more pads and / or more pad surface than a transducer lock-up 16 on to the stand decoupling 14 to be able to operate with a gear change also slipping.

LIST OF REFERENCE NUMBERS

0

Multiple, in particular dual clutch, clutch, torque transmission device, rotation device, or assembly thereof, preferably for a drive train of a motor vehicle, with Pressure chamber for actuating the converter lockup 16 , ie to close / open the lock-up 16 , Pressurization / depressurization by pressure channel 626 through

1

(first) coupling device / assembly, first part coupling, coupling element, coupling, hydrodynamic converter, fluid coupling, Föttingerkupplung, hydrodynamic torque converter, with pressure chamber for actuating the converter coupling 14 ie for coupling / uncoupling the pump 10 , Pressurization / depressurization by pressure channel 614 through

2

 (second) clutch device / assembly, second part clutch, coupling element, clutch, friction clutch (dry or wet running), friction clutch, multi-plate clutch, single disc clutch, hydrodynamic converter, fluid coupling, Föttingerkupplung, hydrodynamic torque converter

5

Force introduction component, flexplate, drive plate if necessary with starter ring, crankshaft of internal combustion engine, drive side multiple clutch 0

6

Transmission, output side of the multiple clutch 0

10

(Conversion) pump, impeller, immediate input side of the first clutch device 1

11

 Stator (optional)

12

(Converter) turbine, turbine wheel, Kraftausleitungsbauteil, immediate output side of the first clutch device 1

14

Converter coupling, disconnection / coupling, independent decoupling, friction clutch, multidisk clutch, part of the first clutch device 1

16

Lock-up converter, friction clutch, multi-plate clutch, torque converter lock-up, part of the first clutch device 1

20

Clutch housing, clutch lining carrier, plate carrier, outer plate carrier / inner plate carrier, force input element for both coupling devices 1 (indirectly), 2 (immediate), immediate input side of the second clutch device 2

21

(Coupling) package of the second coupling device 2 , Disc pack

22

Clutch pad carrier, disc carrier, inner disc carrier / outer disc carrier, force extraction component, immediate output side of the second clutch device 2

24

Pressure pot, actuating piston for second clutch device 2 or their clutch pack 21 , Actuator, with bearing for disc spring 230 , axial and possibly radially outer boundary of the clutch pressure chamber 200

26

Kraftausleitungsbauteil, output hub, radially inner peripheral boundary of the clutch pressure chamber 200

30

 Damper device, torsional / torsional vibration damper, spring damper element, torque transmission device, one or more stages

31

 Damper input part, z. B. Damper side disc, damper flange

32

 Energy storage, spring element, (linear / arc) compression spring

33

 Damper output part, z. B. damper flange, damper side window

40

 Device for speed-adaptive vibration damping, absorber device, mass damper element, centrifugal pendulum device, in particular trapezoidal centrifugal pendulum device

41

 Pendulum mass carrier, pendulum flange

43

 Tilgermasse, Tilgerelement, inertial mass, pendulum mass z. B. having two axially successively arranged mass halves or single mass

60

 gearbox

61

(First, outer / inner) transmission input shaft, output shaft, possibly hollow shaft transmission with a portion of the first clutch device 1 rotatably connected

62

(Second, inner / outer) transmission input shaft, output shaft, possibly hollow shaft transmission with a part of the second clutch device 2 rotatably connected

63

 Drive shaft for z. B. a hydraulic pump (oil supply gear), output shaft of an electric motor

100

Pump housing plate, part of the coupling housing 20

140

Reset element for impeller 10 , Energy storage, spring, disc spring

200

Clutch pressure chamber for actuating the second clutch device 2 , Pressurization / pressure relief through pressure chamber bore 262 , Pressure chamber 266 , Pressure hole 622 and pressure channel 632 through

230

Return element for second coupling device 2 , Energy storage, spring, disc spring

240

Operating extension on the pressure pot 24 for actuating the second coupling device 2

260

Pressure chamber part preferred on Kraftausleitungsbauteil 26 fixed fluid-tight, axial and preferably radially outer boundary of the clutch pressure chamber 200

262

 Pressure chamber bore

266

Pressure chamber between force extraction component 26 and second transmission input shaft 62

270

 Bearings, thrust bearings, roller bearings, needle roller bearings

350

 Fasteners, rivet

400

 Pendulum mass carrier turbine coupling, axial coupling

410

 Distance part, return element, in particular in the axial direction Ax resilient and / or elastic spacer ring

412

 Bearings, thrust bearings, roller bearings, needle roller bearings

614

Pressure channel between the gearbox housing 60 and first transmission input shaft 61

622

Pressure bore in a longitudinal end portion of the second transmission input shaft 62

626

Pressure channel between the first 61 and second transmission input shaft 62

632

Pressure channel between the second transmission input shaft 62 and drive shaft 63

p ₀

Fluid pressure (engagement pressure or disengagement pressure) in multiple clutch 0

p ₁

Fluid pressure (engagement pressure or disengagement pressure) in the hydrodynamic converter 1

p ₂₀₀

Fluid pressure (engagement pressure or disengagement pressure) in clutch pressure chamber 200

Ax

Axial direction, axis of rotation drive train, crankshaft, multiple clutch 0 , Torque transmission device 0 , Transmission 6

Ra

Radial direction drive train, crankshaft 5 , Multiple clutch 0 , Torque transmission device 0 , Transmission 6

Around

Circumference drive train, crankshaft, multiple clutch 0 , Torque transmission device 0 , Transmission 6

Claims (14)

Multiple clutch, in particular double clutch ( 0 ), for a drive train of a vehicle, preferably a motor vehicle, with at least two coupling devices ( 1 . 2 ), wherein the coupling devices ( 1 . 2 ) on the output side ( 12 . 22 ) with a respective transmission input shaft ( 61 . 62 ) are rotatably connected and / or connected, characterized in that at least one of the coupling devices ( 1 . 2 ) of the multiple clutch ( 0 ) a hydrodynamic converter ( 1 . 2 ) having. Multiple coupling according to the preceding claim, characterized in that the first coupling device ( 1 . 2 ) the hydrodynamic converter ( 1 ), in particular a fluid coupling, a Föttingerkupplung or a hydrodynamic torque converter ( 1 ), and the second coupling device ( 2 . 1 ) a frictional coupling ( 2 ), in particular a friction clutch ( 2 ) or a multi-plate clutch ( 2 ), or a hydrodynamic converter ( 1 ), in particular a fluid coupling, a Föttingerkupplung or a hydrodynamic torque converter ( 1 ), having. Multiple coupling according to one of the preceding claims, characterized in that the hydrodynamic converter ( 1 ) with his pump ( 10 ) on a transmission housing ( 60 ) and with its turbine ( 12 ) on a transmission input shaft ( 61 . 62 ) is mountable and / or mounted, and the hydrodynamic converter ( 1 . 2 ) preferably between the pump ( 10 ) and the turbine ( 12 ) a converter bypass ( 16 ) and / or preferably between the pump ( 10 ) and a pump housing plate ( 100 ) of a coupling housing ( 20 ) a converter coupling ( 14 ) having. Multiple coupling according to one of the preceding claims, characterized in that the multiple coupling ( 0 ) is designed such that the turbine ( 12 ) of the hydrodynamic converter ( 1 . 2 ) and a force extraction component ( 22 . 26 ) of the second coupling device ( 2 . 1 ) on concentrically arranged transmission input shafts ( 61 . 62 ) are mountable and / or mounted, and the multiple clutch ( 0 ) is preferably designed such that both coupling devices ( 1 . 2 ) from the coupling housing ( 20 ), which is a force input element ( 20 ) for both coupling devices ( 1 . 2 ), wherein the coupling housing ( 20 ) preferably an indirect force input element ( 20 ) for the hydrodynamic converter ( 1 . 2 ) and preferably an immediate force input element ( 20 ) for the second coupling device ( 2 . 1 ). Multiple coupling according to one of the preceding claims, characterized in that the turbine ( 12 ) and for the converter bridging ( 16 ) axially movable on the transmission input shaft ( 61 . 62 ) is mountable and / or mounted, and / or the converter coupling ( 14 ) a larger number of friction linings or a larger surface of their friction linings than the lock-up ( 16 ), whereby the converter coupling ( 14 ) at a gear change of a transmission ( 6 ) is operable with a slip. Multiple coupling according to one of the preceding claims, characterized in that the turbine ( 12 ) on an outer, first transmission input shaft ( 61 ) and the Kraftausleitungsbauteil ( 22 . 26 ), in particular an output hub ( 26 ), the second coupling device ( 2 ) on an inner, second transmission input shaft ( 62 ) is rotatably mounted and / or mounted, and / or the second coupling device ( 2 . 1 ) a multi-plate clutch ( 2 ), and a pressure pot ( 24 ) of the multi-plate clutch ( 2 ) as one with the transmission input shaft ( 62 . 61 ) co-rotating pressure pot ( 24 ) is formed, which is preferably on the Kraftausleitungsbauteil ( 26 ) in Axial direction (Ax) of the multiple clutch ( 0 ) is slidably mounted. Multiple coupling according to one of the preceding claims, characterized in that the coupling housing ( 20 ) as a plate carrier ( 20 ), in particular an outer disk carrier ( 20 ), the multi-plate clutch ( 2 ) is formed, and / or a plate carrier ( 22 ), in particular an inner disk carrier ( 22 ), the multi-plate clutch ( 2 ) with the force extraction component ( 26 ), wherein preferably a return element ( 230 ) of the pressure pot ( 24 ), in particular a disc spring ( 230 ), between the pressure pot ( 24 ) and the plate carrier ( 22 ) is provided mechanically biased. Multiple coupling according to one of the preceding claims, characterized in that the multiple coupling ( 0 ) a damper device ( 30 ), in particular a torsional vibration damper ( 30 ), which outside of the coupling housing ( 20 ) to the coupling housing ( 20 ) is mechanically coupled, wherein the damper device ( 30 ) preferably radially over the second coupling device ( 2 . 1 ) is provided, and / or the multiple clutch ( 0 ) a device for vibration damping ( 40 ), in particular a centrifugal pendulum device ( 40 ), which within the coupling housing ( 20 ) to the coupling housing ( 20 ) is mechanically coupled, wherein the device for vibration damping ( 40 ) preferably radially over the second coupling device ( 2 . 1 ) and / or axially directly adjacent to the first coupling device ( 1 . 2 ) is provided. Multiple clutch according to one of the preceding claims, characterized in that: • the multiple clutch ( 0 ) a force introduction component ( 5 ) for a drive-side connection of the multiple clutch ( 0 ) having; • the force introduction component ( 5 ) with a damper input part ( 31 ) of the damper device ( 30 ) is firmly connected; The damper device ( 30 ) and the device for vibration damping ( 40 ) together by means of a fastener ( 350 ), in particular a rivet ( 350 ), on the clutch housing ( 20 ) are attached; • the torque converter bypass ( 16 ) and the converter coupling ( 14 ) are arranged substantially at an equal radius; • the pump ( 10 ) axially displaceable and rotatable on the transmission housing ( 60 ) is mountable and / or mounted; • a stator ( 11 ) of the hydrodynamic converter ( 1 ) on the transmission housing ( 60 ) is supported; • the multiple clutch ( 0 ) a clutch pressure chamber ( 200 ) according to claim 10 or 11; and / or • the multiple clutch ( 0 ) a pendulum mass carrier turbine coupling ( 400 ) according to claim 12 or 13. Clutch pressure chamber for a hydraulically actuated clutch ( 2 ), in particular a coupling device ( 2 ) a multiple clutch ( 0 ), for a drive train of a vehicle, preferably a motor vehicle, characterized in that the clutch pressure chamber ( 200 ), except for a pressure chamber bore ( 262 ), from a pressure pot ( 24 ) and a force extraction component ( 26 ) and / or a pressure chamber part ( 260 ) of the coupling ( 2 ) is limited substantially fluid-tight, and the pressure pot ( 24 ) relative to the force extraction component ( 26 ) and / or the pressure chamber part ( 260 ) is designed to be displaceable. Clutch pressure chamber according to the preceding claim, characterized in that: • the clutch ( 2 ) as a non-positive coupling ( 2 ), in particular a friction clutch ( 2 ) and preferably a multi-plate clutch ( 2 ), is trained; • the force extraction component ( 26 ) with the pressure chamber part ( 260 ) is integrally, materially integral or integrally connected; • the force extraction component ( 26 ) with a clutch lining carrier ( 22 ), in particular a disk carrier ( 22 ), preferably an inner disk carrier ( 22 ), the coupling ( 2 ), in one piece, materially integral or integrally connected; • the force extraction component ( 26 ) rotatably and preferably axially fixed with a transmission input shaft ( 62 ) is connectable and / or connected; • the force extraction component ( 26 ) at its two axial Längsendabschnitten relative to the transmission input shaft ( 62 ) is fluid-sealed; • the pressure pot ( 24 ) with the transmission input shaft ( 62 ) co-rotating in the coupling ( 2 ) can be set up and / or set up; • the pressure pot ( 24 ) radially outwardly from the clutch pressure chamber ( 200 ) with an actuating extension ( 240 ) for actuating the clutch ( 2 ), in particular a clutch pack ( 21 ) of the coupling ( 2 ), stretches out; • the pressure pot ( 24 ) on / on the force extraction component ( 26 ) is mounted substantially fluid-tight, in particular slide-bearing, is; • the pressure pot ( 24 ) by means of an energy store ( 230 ), in particular a spring ( 230 ), preferably a disc spring ( 230 ), opposite the clutch lining carrier ( 22 ) is mechanically biased; • the pressure chamber part ( 260 ) opposite the pressure pot ( 24 ) is mounted substantially fluid-tight, in particular slide-bearing, is; • the pressure chamber part ( 260 ) spaced from a coupling housing ( 20 ) in the coupling ( 2 ) can be set up and / or set up; • the pressure chamber part ( 260 ) and / or the force extraction component ( 26 ) compared to the Coupling housing ( 20 ) by means of a warehouse ( 270 ), in particular a thrust bearing ( 270 ) is supported; • the coupling housing ( 20 ) in sections as a clutch lining carrier ( 20 ), in particular as a plate carrier ( 22 ), preferably as an outer disc carrier ( 22 ), is trained; • the clutch pressure chamber ( 200 ) through a pressure space bore ( 262 ) in the force extraction component ( 26 ) or the pressure chamber part ( 260 ) with a fluid pressure (p ₂₀₀ ) can be acted upon; • the clutch pressure chamber ( 200 ) through a pressure channel ( 632 ) between the transmission input shaft ( 62 ) and a drive shaft ( 63 ), a pressure hole ( 622 ) in the transmission input shaft ( 62 ), a pressure room ( 266 ) between the force extraction component ( 26 ) and the transmission input shaft ( 62 ) and / or the pressure space bore ( 262 ) in the force extraction component ( 26 ) the fluid pressure (p ₂₀₀ ) can be impressed; and / or the clutch pressure chamber ( 200 ) a multiple clutch ( 0 ), in particular a double clutch ( 0 ), according to one of claims 1 to 9 is associated. Pendulum mass carrier turbine coupling for a clutch ( 0 ), in particular a multiple clutch ( 0 ), for a drive train of a vehicle, preferably a motor vehicle, with a turbine wheel ( 12 ) of a hydrodynamic converter ( 2 ) and a pendulum mass carrier ( 41 ) a centrifugal pendulum device ( 40 ), characterized in that the turbine wheel ( 12 ) on the pendulum mass carrier ( 41 ) via a spacer ( 410 ) is supported, wherein the spacer ( 410 ) in particular as an axial direction (Ax) of the hydrodynamic converter ( 2 ) resilient and / or elastic spacer ring ( 410 ) is trained. Pendulum mass-turbine coupling according to the preceding claim, characterized in that: • the hydrodynamic converter ( 2 ) as a fluid coupling ( 2 ), a Föttinger clutch ( 2 ) or a torque converter ( 2 ) is trained; • the turbine wheel ( 12 ) rotatably and axially displaceable with a transmission input shaft ( 61 ), the centrifugal pendulum device ( 40 ) as a trapezoidal centrifugal pendulum device ( 40 ) and / or the pendulum mass carrier ( 41 ) as a pendulum flange ( 41 ) is trained; • the spacer ( 410 ) on the turbine wheel ( 12 ) or on the pendulum mass carrier ( 41 ) is fixed; • the spacer ( 410 ) on the pendulum mass carrier ( 41 ) or on the turbine wheel ( 12 ) is stored, in particular rolling or sliding bearings; • the spacer part ( 410 ) opposite the pendulum mass carrier ( 41 ) or the turbine wheel ( 12 ) by means of a thrust bearing ( 412 ) is supported; • the spacer ( 410 ) Has fluid passages; and / or • the pendulum mass carrier turbine coupling ( 400 ) a multiple clutch ( 0 ), in particular a double clutch ( 0 ), according to one of claims 1 to 9 is associated. Torque transmission device, in particular clutch, for a drive train of a vehicle, in particular of a motor vehicle, characterized in that the torque transmission device or clutch is a multiple clutch ( 0 ) according to one of claims 1 to 9, a clutch pressure chamber ( 200 ) according to claim 10 or 11 and / or a pendulum mass carrier turbine coupling ( 400 ) according to claim 12 or 13.

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