DE102015214266A1 - Arrangement for reducing tensioning moments in jaw clutches of a torque transmission device - Google Patents

Abstract

The invention relates to a torque transmission device (1) for a drive train (2) of a motor vehicle, comprising a separating clutch (3) having two positive locking coupling elements (4, 5), and one in relation to the torque flow in parallel with the separating clutch (3). a first coupling element (4) rotatory with a first rotary part (7) and a second coupling element (5) rotatory with a second rotary part (2) arranged on a plurality of freewheel locking body (6) cooperating rotary parts (7, 8) 8), wherein at least one of the two coupling elements (4, 5) has a Verspannlöseinrichtung (10), which is arranged and arranged such that they one of the first coupling element (4) relative to the second coupling element (5) coupled in one Position of the separating clutch (3) counteracts biasing biasing torque; and a drive train (2) for a motor vehicle with such a torque transmission device (1).

Description

The invention relates to a torque transmission device (also referred to as a hybrid torque transmission device / hybrid module) for a (preferably hybrid) powertrain of a motor vehicle, such as a truck, car, bus or agricultural utility vehicle, with a two positively locking interconnectable coupling elements separating clutch, and one with respect to the torque flux / moment flux / power flow arranged in parallel to the separating clutch, two cooperating over several freewheel locking body rotary parts having freewheel unit, wherein a first coupling element (the disconnect clutch) rotationally (permanently) with a first rotary part (the freewheel unit) and a second coupling element (the disconnect clutch) rotationally (permanently) connected to a second rotary part (the freewheel unit), namely directly or indirectly rotatably connected.

From the prior art, such generic torque transmission devices are already well known. For example, the WO 2014/202068 A2 a powertrain topology and an actuator therefor. In particular, herein disclosed is a hybrid powertrain topology including an internal combustion engine and an electric transaction engine and a downstream transmission in the torque flux / torque flux, wherein a freewheel is arranged in the torque flow between the engine and the traction machine and a clutch, in particular as a starting clutch, between the traction engine and the transmission is.

In other words, systems are already known from the prior art, in which form-locking connectable disconnect couplings are used. Due to the arrangement of these disconnect couplings, however, it can lead to tension and thus high cutting forces in the respective positive connection of the separating clutch in the engaged position. The opening and closing of these disconnect couplings thus may u.U. very high actuating forces. In particular, in all applications in which a freewheel is arranged in parallel with such a disconnect clutch in a moment-transmitting branch, it can lead to tension of the system, namely when the disconnect clutch (such as dog clutch) is closed and when the freewheel is biased with a moment. This bias remains almost completely preserved in the toothing when the disconnect clutch is closed and can lead to high actuation forces (opening and closing force). It has been found that remedies by special surface treatments such. Coatings (influence on coefficient of friction) or special gear geometries influence the actuation forces of these disconnect couplings somewhat. In many applications, however, these measures are not sufficient to bring the operating forces to an acceptable level.

In particular, in certain operating conditions of these hybrid systems / torque transmitting devices consisting of separating clutch and freewheel it can come to the clamping of the separating clutch when it is closed. For example, if the internal combustion engine / internal combustion engine is in traction, i. the cutting torque in the freewheel is greater than 0 Nm, depending on the position of the teeth of the separating clutch to each other and the toothing geometry of the clutch when closing the clutch cutting torque freewheeling reduced or the freewheel can be stretched further. In the worst case, the cutting torque in the separating clutch, such as a dog clutch, in the range of the maximum tensile torque of the internal combustion engine or even above (with additional margins). On the flanks of the separating clutch, this cutting torque can lead to high gear forces and thus (depending on the coefficient of friction) to high actuating forces (several thousand Newtons).

It is therefore an object of the present invention to overcome these disadvantages known from the prior art and in particular to provide a torque transmission device in which the cutting moments in the system are to be reduced, so that the maximum actuating forces for opening and closing the separating clutch as low as possible fail or even reduced. As little kinetic energy as possible is required to operate the clutch.

This is inventively achieved in that at least one of the two coupling elements comprises a Verspannungslöseinrichtung, which is arranged and arranged such that it counteracts a biasing the first coupling element relative to the second coupling element in a coupled position of the separating clutch biasing moment.

By this Verspannungslöseinrichtung an additional element in the system of freewheel and clutch is created, which largely reduces the cutting torques in the freewheel and any, additional Verspannmoment (further distortion of the system when closing the clutch) keeps as low as possible. As a result, the separating clutch can be reopened in operation with significantly lower actuating forces, which both the longevity of Clutch elements of the clutch, as well as the freewheel can be significantly improved.

Further advantageous embodiments are claimed in the subclaims and explained in more detail below.

It is particularly advantageous if the torque transmission device is configured for a hybrid drive train / is part of a hybrid drive train. For it is precisely in this application, the torque transmission device is particularly effective.

The two coupling elements are further preferably such relative to each other slidably mounted, that they are positively connected to each other in a coupled position of the separating clutch for non-rotatable connection / positively engage and are arranged in a disengaged position of the separating clutch freely relative to each other movable / out of positive contact with each other.

In addition, if the Verspannungslöseinrichtung integrated in one of the two coupling elements, such as the first coupling element or the second coupling element, or in both coupling elements, this is also arranged to save space.

If the separating clutch continues to be designed / configured as a claw or more preferably as a pawl clutch, particularly high driving forces can be transmitted with the separating clutch.

It is also expedient if the Verspannlöseinrichtung comprises a torsion spring unit which is elastically biased in at least a first relative rotational direction of the second coupling element relative to the first coupling element. As a result, a relatively simple spring unit can be used for releasing the tension / for the reduction of the prestressing force / the prestressing torque.

In this context, it is particularly advantageous if the torsion spring unit has a resiliently prestressable in the first direction of relative rotation spring element which connects two partial disc sections of the first and / or the second coupling element resiliently together. As a result, the structure of the Verspannlöseinrichtung is further simplified.

If the torsion spring unit is also compressible within a clearance angle range in the first relative direction of rotation, the clearance angle range being greater than a maximum unlocking angle range of the freewheel unit, within which unlocking angle range the rotational parts for pivoting between an unlocking position and a / in a blocking position of the freewheel unit are to be pivoted in that, independently of the state of rotation of the freewheel unit, the separating clutch can always be safely opened.

Furthermore, it is useful if the torsion spring unit is designed such that the partial disk sections are freely elastically movable relative to one another in a first drive state of the separating clutch in the first relative rotational direction and in a second drive state in which a higher drive torque / torque (in the first direction of relative rotation) rests against the second coupling element as in the first drive state, the partial disk sections are non-rotatably supported in the first relative rotational direction to each other. Such support prevents overstressing of the torsion spring unit.

It is particularly advantageous if the spring element of the torsion spring unit is designed as an arcuate helical spring, whereby the rotational bias is implemented particularly effectively.

If the partial disk sections are supported in this context in the second drive state by means of a stop in the circumferential direction (in the first relative direction of rotation) to each other, the rotationally fixed support is implemented particularly directly.

In addition, but preferably as an alternative to the construction of the torsion spring unit, it is also advantageous if the bracing device has / has a slip clutch. is designed as such a slip clutch. The slip clutch itself is then preferably designed as a friction clutch, so that the two partial disk sections of the respective coupling element, preferably the second coupling element, when falling below a certain axial biasing force of the partial disk sections to each other, freely slipping each other and thus the torque connection is disconnected. As a result, the Verspannlöseinrichtung is also very compact and effective.

Furthermore, the invention also relates to a drive train, preferably a hybrid drive train of a motor vehicle / for a motor vehicle, with a torque transmission device according to one of the embodiments described above.

In other words, an additional stiffness / additional elasticity in the torque path is thus in a torque transmission device / Torque flow of a clutch preferably designed as a clutch clutch designed. To reduce cutting moments of the system of dog clutch and freewheel while an additional element, preferably a spring in the circumferential direction in the torque transmission path in the claw clutch provided. The spring is arranged to make the dog clutch torsionally soft in the direction of the torque to be transmitted in the event of a coasting operation. As a result, a clearance angle is generated, which helps to reduce the tension of the freewheel, wherein the springs are bridged only when reaching the intended torques. Parallel to the elasticity / to the spring may also be provided a stop in order to avoid additional tensioning of the elasticity. In this case, different flank angles with respect to the saw geometry of the coupling elements in the case of a design as a dog clutch, in particular negative flank angles, can be provided. Instead of a jaw clutch with sawtooth jaws can also be a switchable jack coupling with switchable pawls. The claw / pawl clutch may also be provided in the transmission.

The invention will now be described in more detail below with reference to figures, in which context also different embodiments are shown.

Show it:

1 a schematic representation of a drive train according to the invention together with a torque transmission device according to the invention according to a first embodiment, wherein the torque transmission device is disposed between a dual mass flywheel and a belt drive / a transmission of the drive train and is designed as a torsion spring unit,

2 a schematic representation of the drive train according to 1 , wherein in this figure also the stop provided parallel to the torsion spring unit is shown schematically,

3 a schematic representation similar to the 2 wherein the disconnect clutch is opened in the form of a dog clutch, the freewheel / freewheel unit is brought into a locked position, so that a torque is transmitted between the internal combustion engine (VKM) and the transmission by means of the freewheel unit,

4 a schematic representation similar to the 2 and 3 , where now no longer as in 2 for which purpose the freewheel unit is spent in an unlocked position / open position and the disconnect clutch is closed / is in its engaged position, so that torque from the transmission in overrun operation of the internal combustion engine via the Verspannungslöseinrichtung and the separating clutch is passed to the internal combustion engine,

5 a schematic representation of the torque transmitting device according to the first embodiment of the 1 to 4 , wherein now the coupling elements of the separating clutch is closed when closing the toothed coupling elements on the traction flank, ie on the flank of the first coupling element, which faces the internal combustion engine, and wherein the representation of the stop is again omitted,

6 a schematic representation of the torque transmitting device similar to 5 wherein the separating clutch is closed here with an insertion of the head of the thrust flank (of the second coupling element) to the foot / valley region of the pulling flank (of the first coupling element),

7 a schematic representation of the torque transmitting device similar to 5 and 6 , In which now by a head to head sliding between the traction edge and the trailing edge (of the first and second coupling element), the separating clutch is closed, and

8th a schematic representation of the teeth of the coupling elements of a separating clutch according to a further advantageous embodiment, in turn, these separating clutch turn in a torque transmission device according to the 1 to 7 can be used, whereas, however, this differs from the first embodiment with respect to the flank angle of the toothing on the respective coupling elements.

The figures are merely schematic in nature and are for the sole purpose of understanding the invention. The same elements are provided with the same reference numerals.

In 1 is an inventive drive train 2 Particularly well recognizable according to a first embodiment. The powertrain 2 points next to a torque transmission device described in more detail below 1 a dual mass flywheel 15 (ZMS), an electric motor 16 (EM) having electric drive unit 17 , a gearbox 18 as well as an internal combustion engine 19 (VKM). In an operating condition of the The torque transfer device 1 this is, as explained in more detail below, in a torque / force flow between the dual mass flywheel 15 and the transmission 18 or by means of a belt drive 20 the electric drive unit 17 with a gear shaft 21 revolving electric motor 16 arranged. In the area of the reference arrow 21 that the transmission shaft 21 Marked, is here a clarity not shown in detail additional starting clutch in the torque flow between the torque transmitting device 1 / the electric drive unit 17 and the transmission in the drive train 2 contain. The starting clutch is usually designed as a friction clutch. The internal combustion engine is preferably designed as a diesel or gasoline engine and by means of its output shaft in the form of a crankshaft 22 rotatably with a first rotary element of the dual mass flywheel 15 , which is not shown here for the sake of clarity, rotatively connected.

The torque transmission device 1 is how detailed in the 2 to 4 recognizable, for targeted use in this hybrid powertrain 2 formed, which is why it also alternatively as a hybrid module or hybrid torque transmission device 1 is designated. The torque transmission device 1 has a separating clutch 3 on. The separating clutch 3 is here, as described in more detail below, as a dog clutch 11 educated. In a further embodiment, the separating clutch 3 However, designed as a latch coupling. Thus, the disconnect clutch 3 always designed as a form-fitting coupling, wherein they two positively connected with each other / positively coupled together in a coupled position coupling elements 4 and 5 having. In the torque flow between the internal combustion engine 19 / the crankshaft 22 and the gear shaft 21 is parallel to the separating clutch 3 a freewheel unit 9 arranged / switched. In parallel, this means that the freewheel unit 9 with respect to the torque flux / power flow parallel to the disconnect clutch 3 is arranged so that a torque to be transmitted either via the separating clutch 3 or over the the freewheel unit 9 or via the separating clutch 3 and over the freewheel unit 9 each proportion, depending on the operating condition, between the dual mass flywheel 15 and the gear shaft 21 is forwarded.

The freewheel unit 9 is designed in the usual way as a freewheel and has two, over several in the circumferential direction of a rotation axis of the torque transmission device 1 distributed arranged freewheel locking body 6 connectable turned parts 7 . 8th on. The turned parts 7 . 8th are in a first relative direction of rotation, in a blocking position, by means of the freewheel locking body 6 jammed so that they are rotatably connected. In a direction of rotation of the first relative opposite second relative direction of rotation of the freewheel unit 9 are the freewheel locking bodies 6 in turn arranged so that the turned parts 7 . 8th , in an unlocked / open position freely to each other, ie without allowing torque transmission, are rotatable.

The first coupling element 4 made as a substantially disc-shaped, an axial first saw toothing 23 exhibiting first coupling element 3 is configured, is rotationally fixed with the first rotary part 7 the freewheel unit 9 connected. In this embodiment, both the first coupling element 4 as well as the first turned part 7 with a second rotary element of the dual-mass flywheel not shown here for the sake of clarity 15 rotationally connected, which second rotary element relative to the first rotary element of the dual mass flywheel 15 torsionally dampened is biased. The first coupling element 4 as well as the first turned part 7 are therefore connected either directly / directly or indirectly / indirectly. In a further embodiment, the first coupling element 4 or the first turned part 7 with the first rotary element of the dual mass flywheel 15 rotatably connected and the other of these components (first coupling element 4 or first turned part 7 ) connected to the second rotary element. In this case, then both components would be (first rotary part 7 and first coupling element 4 ) indirectly / indirectly rotatably connected to each other. The other two components of the separating clutch 3 or the freewheel unit 9 namely the second coupling element 5 and the second rotary part 8th are in turn also indirectly or indirectly connected to each other in rotation and at least together with the starting clutch (or the transmission shaft 21 in the engaged position of the starting clutch) rotatably connected.

The second coupling element 5 is complementary to the first coupling element 4 formed and has a second saw toothing 24 on, which is complementary to the first saw toothing 23 is formed and engages in this form-fitting, as in 2 in the engaged position of the separating clutch 3 very clearly visible. First saw toothing 23 and second saw toothing 24 are each as a extending in the axial direction sawing 23 . 24 educated. In a further embodiment, however, it is also possible every saw toothing 23 . 24 as a saw-toothed, ring-shaped annular region on the respective coupling element 4 . 5 train. In the engaged position of the separating clutch 3 ( 2 ) are then the individual saw teeth 23 and 24 positively against each other, so that the two coupling elements 4 and 5 in at least a first relative rotational direction relative to each other rotatably connected to each other. In an open position / disengaged position of the separating clutch 3 , as for example in 3 is clearly visible, is the first coupling element 4 such to the second coupling element 5 arranged that the saw teeth 23 . 24 are positioned in non-positive contact with each other and a torque not from the first coupling element 4 on the second coupling element 5 is transferable.

According to the invention is now on one of the two coupling elements 4 . 5 , namely on the second coupling element 5 , a Verspannlöseinrichtung 10 arranged / attached / integrated in this. However, it is also implemented in other embodiments so that the Verspannungslöseinrichtung 10 on the first coupling element 4 or even on both coupling elements 4 . 5 is arranged. It is always possible the Verspannungslöseinrichtung 10 on the output side / the second coupling element 5 or also on the drive side / the first coupling element 4 to arrange. Theoretically, even two stress relievers 10 , So a Verspannungslöseinrichtung 10 on each side / on each of the coupling elements 4 . 5 be appropriate if it makes sense for system reasons (total stiffness two-spring systems in series / space or the like).

The bracing device 10 is arranged and arranged so that they are the first coupling element 4 relative to the second coupling element 5 in the engaged position of the separating clutch 3 counteracts tensioning prestressing torque. Even if the saw teeth 23 . 24 in the 2 to 8th For ease of understanding, interlocking in the axial direction, it goes without saying that the direction of engagement also along the direction of rotation / in the circumferential direction, ie about an axis of rotation of the separating clutch 3 can be chosen.

The two coupling elements 4 and 5 are moved to spend in the engaged position in the axial direction relative to each other, so that the saw teeth 23 . 24 finally slide into one another positively. In particular when opening, when switching again the disconnect clutch 3 from the engaged position to the disengaged position, ie when pulling the coupling elements apart 4 . 5 To keep the operating force as low as possible, is the torque transmitting device 1 with a bracing device 10 fitted. In the illustrated embodiment according to the 1 to 7 has this Verspannlöseinrichtung 10 a torsion spring unit 12 on. This torsion spring unit 12 is preferably formed in the form of a disk damper and in the second coupling element 5 integrated. However, as already mentioned, it is also possible to use the torsion spring unit 12 in a further embodiment in the first coupling element 4 or both coupling elements 4 . 5 to integrate. In this case, two partial disk sections of the torsion spring unit 12 relative to each other by means of at least one spring element 13 resiliently biased. This at least one spring element 13 spans the two partial disk sections in the circumferential direction within a certain range of rotation designated as the free-angle range during rotation of the partial disk sections relative to one another.

When closing the separating clutch 3 become the coupling elements 4 . 5 , pressed together during rotation in a first direction of relative rotation to each other in the circumferential direction, whereby the two partial disc sections are moved relative to each other so that the at least one spring element 13 is biased. The two partial disc sections are rotated in a first drive state, with a low torque to be transmitted only within the clearance angle range relative to each other. In a second drive state in which the torque to be transmitted is significantly higher than in the first drive state, however, the two partial disk sections are only rotated so far relative to one another until the clearance angle region has passed. Is the spring element 13 is biased to the clearance angle range, is in the Verspannlöseinrichtung 10 an attack 14 provided between these two partial disc sections, so that the two partial disc sections are then rotatably supported against each other.

At the fully achieved engaged position of the disconnect clutch 3 Thus, the two partial disc sections are rotationally fixed by means of this stop 14 supported on each other, so that the spring element 13 does not have to transfer the full torque. The torsion spring unit 12 is then in a first relative direction of rotation of the two coupling elements 4 . 5 compresses the clearance angle range greater than a maximum unlock angle range of the freewheel unit 9 is. The Entsperrwinkelbereich is the rotational range in which the turned parts 7 . 8th are to be pivoted to switch between the unlocked and the locked position. Thus, the torsion spring unit is 12 formed such that the partial disk sections in a first drive state of the separating clutch 3 in the first direction of relative rotation resiliently to each other are movable and in a second drive state in which a higher drive torque to the second coupling element 5 is applied as in the first drive state, the partial disk sections are non-rotatably supported in the first direction of relative rotation to each other. The partial disk sections are both part of the second coupling element here 5 , In Another embodiment, these components of the first coupling element 4 and in turn, in a further embodiment, a respective partial disk section part of the first or the second coupling element 4 . 5 ,

Is then about in the operating state after 4 only the separating clutch 3 in the engaged position, the freewheel unit 9 However, in its unlocked position, is, for example, in a coasting operation of the internal combustion engine 19 the torque by means of Verspannungslöseinrichtung 10 on the first coupling element 4 routable.

In principle, it is according to the 5 to 7 possible, the two coupling elements 4 and 5 in different ways to bring into positive connection with each other. It can either according to 5 to a sliding along a head portion of the saw teeth 24 of the second coupling element 5 in a valley area of the saw toothing 23 of the first coupling element 4 come, according to 6 to a Einscheiben without sliding along the head portion of the saw teeth 24 of the second coupling element 5 in the valley area of the saw toothing 23 of the first coupling element 4 or according to 7 to a sliding along the two head portions of the two saw teeth 23 . 24 the first and the second coupling element 4 and 5 according to each other 7 ,

Furthermore, in conjunction with 8th In this case, the flank angle α is also responsible for the actuation force to be applied, wherein the lower the pull-out force, the greater the flank angle α. The larger the flank angle α, the greater the closing force. With the additional spring in the form of the spring element 13 Then the whole system is stretched and the additional clearance angle range in the spring system until the stop 14 implemented.

In other words, according to the invention, by means of an additional element (Verspannungslöseinrichtung 10 ) in the system 1 from freewheel / freewheel unit 9 and separating clutch 3 , preferably in the form of a dog clutch 11 , the cutting moments in the freewheel 9 as far as possible and any additional tensioning moment (further tightening of the system when closing the claw / dog clutch) 11 ) as small as possible. The additional element 10 , to one of the two toothing partners (first or second coupling element 4 . 5 ) is applied, either in the form of a targeted, low torsional stiffness (as Torsionsfedereinheit 12 ) or in the form of a slip clutch. As a particular goal leader is the use of a circumferentially acting spring element 13 (the torsion spring unit 12 ), ie a targeted softness in the circumferential direction, seen (as preferably a disc damper in known clutch discs). The spring element 13 acts only in load transfer direction (first relative direction of rotation) of the dog clutch 11 or in the unloading direction of the freewheel 9 , The claw clutch 11 So it is torsionally soft in a direction of rotation at a certain angle of freedom. Depending on the choice of stiffness of the spring system (Torsionsfedereinheit 12 ) becomes when the claw clutch is closed 11 the original cutting moment in the freewheel 9 according to the overall rigidity of the system dog clutch 11 + Spring system 12 + Freewheel 9 reduced to a reduced tensioning moment. The lower the spring stiffness of the additional system 10 , the lower the remaining tensioning torque drops out. Due to the reduced Verspannmoments fall the forces for opening and closing the dog clutch 11 significantly lower.

Because the spring system 12 the dog clutch 11 torsionally soft in the direction of the moments to be transmitted, the spring system 12 an attack 14 be given over which the spring system 12 is bridged after a certain clearance angle. Without this stop 14 would be under load the spring system 12 be wound up wide (which makes the use of very soft springs 13 excludes) and also a winding of the freewheel 9 against the spring system 12 and thus the construction of a tension can be made possible. The clearance angle of the spring system 12 is ideally to be chosen so that the clearance angle / clearance angle range greater than the maximum angle of rotation of the freewheel 9 under maximum torque is (so a strained freewheel 9 can be fully relaxed) and also provides an additional clearance angle, the rotation of the gear body (first and second coupling element 4 . 5 ) to each other (eg when closing the dog clutch 11 in oblique teeth) under a small external force allows. Only when the actual moments to be transmitted occur is the clearance angle used up and the spring system 12 be bridged.

In a preferred embodiment of the hybrid system according to the invention 1 the toothing is designed as axial Sägezahnverzahnung / axial sawtooth profile, which is actuated axially. However, the solution mentioned can also be used for other form-fitting couplings, which in combination with a second element (eg a freewheel 9 ) can tense. As spring elements 13 of the spring system 12 For example, tangentially arranged coil springs or bow springs between two components (the part disc sections) can be used. Also, a targeted torsional softness of components or other elastic elements, which have a low rigidity in the circumferential direction, conceivable. In general can the additional element 10 be referred to as additional stiffness.

LIST OF REFERENCE NUMBERS

1

 The torque transfer device

2

 powertrain

3

 separating clutch

4

 first coupling element

5

 second coupling element

6

 Freewheel locking body

7

 first turned part

8th

 second rotary part

9

 Freewheel unit

10

 Verspannungslöseinrichtung

11

 claw clutch

12

 torsion spring

13

 spring element

14

 attack

15

 Dual Mass Flywheel

16

 electric motor

17

 electric drive unit

18

 transmission

19

 Internal combustion engine

20

 belt drive

21

 gear shaft

22

 crankshaft

23

 first saw toothing

24

 second saw toothing

α

 flank angle

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 2014/202068 A2 [0002]

Claims (10)

Torque transmission device ( 1 ) for a drive train ( 2 ) of a motor vehicle, with a two form-fitting connectable coupling elements ( 4 . 5 ) having separating clutch ( 3 ), as well as with respect to the torque flow in parallel to the separating clutch ( 3 ), two over several freewheel locking body ( 6 ) cooperating turned parts ( 7 . 8th ) having freewheeling unit ( 9 ), wherein a first coupling element ( 4 ) rotatory with a first rotary part ( 7 ) and a second coupling element ( 5 ) rotatory with a second rotary part ( 8th ), characterized in that at least one of the two coupling elements ( 4 . 5 ) a bracing device ( 10 ), which is arranged and arranged such that it receives the first coupling element ( 4 ) relative to the second coupling element ( 5 ) in a coupled position of the separating clutch ( 3 ) counteracts tensioning prestressing torque. Torque transmission device ( 1 ) according to claim 1, characterized in that the Verspannlöseinrichtung ( 10 ) in the first coupling element ( 4 ) and / or in the second coupling element ( 5 ) is integrated. Torque transmission device ( 1 ) according to claim 1 or 2, characterized in that the separating clutch ( 3 ) as a dog clutch ( 11 ) or a jack coupling is designed. Torque transmission device ( 1 ) according to one of claims 1 to 3, characterized in that the Verspannlöseinrichtung ( 10 ) a torsion spring unit ( 12 ), which in at least a first relative rotational direction of the second coupling element ( 5 ) to the first coupling element ( 4 ) is elastically biased. Torque transmission device ( 1 ) according to claim 4, characterized in that the torsion spring unit ( 12 ) a in the first direction of relative rotation elastically biased spring element ( 13 ), which has two partial disk sections of the first coupling element ( 4 ) and / or the second coupling element ( 5 ) connects elastically with each other. Torque transmission device ( 1 ) according to claim 5, characterized in that the torsion spring unit ( 12 ) is compressible within a clearance angle range in the first relative rotational direction, the clearance angle range being greater than a maximum unlocking angle range of the freewheel unit (US Pat. 9 ), within which unlock angle range the turned parts ( 7 . 8th ) for switching between an unlocking in a blocking position of the freewheel unit ( 9 ) are to be pivoted. Torque transmission device ( 1 ) according to claim 5 or 6, characterized in that the torsion spring unit ( 12 ) is formed such that the partial disk sections in a first drive state of the separating clutch ( 3 ) are freely elastically movable relative to each other in the first relative rotational direction and in a second drive state, in which a higher drive torque to the second coupling element ( 5 ) is applied as in the first drive state, the partial disk sections are non-rotatably supported in the first direction of relative rotation together. Torque transmission device ( 1 ) according to claim 7, characterized in that the partial disc sections in the second drive state by means of a stop ( 14 ) are supported against each other in the circumferential direction. Torque transmission device ( 1 ) according to one of claims 1 to 8, characterized in that the Verspannlöseinrichtung ( 10 ) has a slip clutch. Powertrain ( 2 ) for a motor vehicle with a torque transmission device ( 1 ) according to one of claims 1 to 9.

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