DE102019129848A1 - Clutch unit, in particular for a hybrid module, for damped coupling of an internal combustion engine to a drive train of a motor vehicle - Google Patents

Abstract

A clutch unit (10) is provided for the damped coupling of an internal combustion engine to a drive train of a motor vehicle with a torsional vibration damper (12) for damping rotational irregularities, a driving ring coupled to the torsional vibration damper (12) via a detachable coupling device (28) for torque transmission and axially relatively displaceable (26) for forwarding the damped torque, a coupling (32) connected to the driver ring (26) for the optional transmission of the damped torque to a shaft (50) and a connecting element (70) for direct or indirect fastening of the torsional vibration damper (12) a drive shaft of the internal combustion engine, the coupling device (28) being provided radially outside of the connecting element (70) and the driver ring (26) being supported and / or centered radially inside of the connecting element (70) on the torsional vibration damper (12). Due to the radial offset of the coupling device (28) to the mounting / centering of the driver ring (26), usable installation space can be created with improved ease of assembly, so that a hybrid module can be adapted to tight installation space conditions in a space-saving manner.

Description

The invention relates to a clutch unit provided in particular for a hybrid module, with the aid of which an internal combustion engine can be coupled in a damped manner to a drive train, in particular of a hybrid motor vehicle.

Out DE 10 2009 059 944 A1 a hybrid module for a drive train of a vehicle is known, a wet multi-plate clutch of the hybrid module being arranged in the torque flow between an internal combustion engine and an electric motor arranged coaxially to the hybrid module.

There is a constant need to adapt a hybrid module to tight installation space conditions in a manner that saves installation space as possible.

It is the object of the invention to identify measures which enable a hybrid module to be adapted to tight installation spaces in a space-saving manner.

The object is achieved according to the invention by a clutch unit with the features of claim 1. Preferred embodiments of the invention are given in the subclaims and the following description, each of which can represent an aspect of the invention individually or in combination.

According to the invention, a clutch unit, in particular for a hybrid module, is provided for the damped coupling of an internal combustion engine to a drive train of a motor vehicle with a torsional vibration damper for damping rotational irregularities, a driving ring which is coupled to the torsional vibration damper via a detachable coupling device, in particular designed as a spline, for torque transmission and axially relatively displaceable for forwarding the damped torque, a separating clutch connected to the driver ring for the optional transmission of the damped torque to a shaft and a connecting element, in particular for a crankshaft screw connection, for direct or indirect fastening of the torsional vibration damper to a drive shaft of the internal combustion engine, the coupling device radially outside to the Connecting element is provided and the driver ring radially inside to the connecting element on the torsional vibration damper it is mounted and / or centered or the coupling device is provided radially inside to the connecting element and the driver ring is mounted and / or centered radially outside of the connecting element on the torsional vibration damper.

The coupling device, designed in particular as a spline between the torsional vibration damper and the separating coupling, can form a separating point between the torsional vibration damper on the one hand and the separating coupling on the other. As a result, the torsional vibration damper and the separating clutch can be installed one after the other as separate structural units in a hybrid module and / or in a drive train of the motor vehicle and connected to one another via an axial relative movement during assembly. Since only one torque is to be transmitted in the coupling device and no axial support is provided, the coupling device can be configured correspondingly simply and only for the purpose of enabling torque transmission, in particular as a spline. An axial relative movement within the coupling device can also be permitted during operation, for example in order to avoid or at least dampen the transmission of axial vibrations. The components lying tangentially in the coupling device are designed to be axially displaceable relative to one another, wherein the axial relative displaceability can be improved, for example, by a friction-reducing coating, suitable lubrication or something else. This enables an axially displaceable component of the separating clutch to be coupled in the coupling device in a torque-transmitting manner via the coupling device. The separating clutch can, for example, have a clutch disc that can be pressed between a counterplate and an axially relatively displaceable pressure plate, which should be axially displaceable over a small axial stroke if possible in order to be able to lift off the axially stationary counterplate when the friction clutch is open. In this way, unnecessary drag torques can also be avoided and a sufficient wear area of the friction linings of the clutch disc can be realized. This can be achieved via the axial displaceability in the coupling device without providing a separate coupling for the axial displaceability of the clutch disc.

The coupling device and the bearing / centering of the driver ring are provided offset from one another in the radial direction, the connecting means, which is in particular part of a crankshaft screw connection, being provided in the radial direction between them. The at least one connecting means is provided in a radius area, outside of which the coupling device and the mounting / centering of the driver ring are provided. In the following, the invention is described using the example of a particularly preferred embodiment in which the coupling device is provided radially outside of the connecting means and the mounting / centering is provided radially inside the connecting means. The However, the following explanations also largely apply to the variant in which the coupling device is provided radially inside to the connecting means and the mounting / centering is provided radially outside to the connecting means.

Since in the particularly preferred embodiment the coupling device is arranged radially outside of the connecting means, the coupling device can on the one hand be arranged on such a small radius that the coupling device cannot interfere with other components of the torsional vibration damper, and on the other hand it can be arranged on such a large radius that a large torque can be transmitted without any problems. Compared to an arrangement of the coupling device radially inward of the connecting means, a larger number of teeth can be provided on a spline formed by the coupling device, whereby a high torque can be transmitted with a low material load on the teeth. Due to the mounting or centering of the driver ring provided radially inside to the connecting means, in particular on an input side of the torsional vibration damper, the structural means provided for this purpose can be provided on a comparatively small radius, whereby the manufacturing costs can be reduced. In particular, it is thereby possible to shift a bearing or centering out of a radius area radially outside of the connecting means, whereby installation space can be created radially outside the connecting means, which can in particular be used by the coupling device in an essentially installation-space-neutral manner.

In addition, the coupling device can also fulfill a certain centering function, so that, for example, a rough centering of the driver ring can be implemented radially outside the connecting means in the coupling device and a fine centering of the driver ring radially inside the connecting means. The assembly of the clutch unit by an axial relative movement of the driver ring and the separating clutch relative to the torsional vibration damper can thereby be simplified. In addition, the radial distance between the radially outer coupling device and the radially inner bearing / centering means that tilting of the driver ring about a radially extending tilting axis can be better avoided or at least more limited. Due to the radial offset of the coupling device to the mounting / centering of the driver ring, usable installation space can be created with improved ease of installation, so that a hybrid module can be adapted to tight installation space conditions in a space-saving manner.

The torsional vibration damper can have a separate or one-piece hub for forming internal teeth for the coupling device. The hub can have a sufficient extension in the axial direction in order to be able to transmit a defined maximum torque even with different expected relative axial positions of the output-side coupling element of the coupling device connected to the separating coupling. In addition, the acting forces can be distributed over the longitudinal extent of the hub, so that lower local normal forces and lower frictional forces occurring in the event of an axial relative displacement within the coupling device result. The axial extension of the hub or the axial extension of the internal toothing is preferably oversized beyond the axial extension required for reliable transmission of the predefined maximum torque, for example by a factor of at least 1.5, preferably at least 2.0 and particularly preferably at least 3.0. The maximum axial extent is usually limited by the available axial installation space within the clutch unit. Particularly preferably, the hub is axially supported on another component of the torsional vibration damper, in particular a primary mass of a dual-mass flywheel, a sliding bearing, which allows relative rotation, being provided in particular for this purpose. In addition, it is possible for the hub to be radially aligned, in particular centered, on the other component, for example at least via rough centering. By guiding and mounting the clutch disc on the input side of the torsional vibration damper, drag losses can be avoided in the purely electric drive of the motor vehicle via the shaft.

In order to be able to meet the increasingly strict emission standards as well as the required fleet consumption, almost all automobile manufacturers rely on the hybridization of the drive train. In order to save weight and installation space, the electric motor is placed directly behind the torsional vibration damper, for example designed as a torsion damper, of the internal combustion engine, especially designed as a combustion engine, or in a (hybridized) dual clutch transmission. The two drives are separated by means of the separating clutch. The separating clutch, also referred to as a KO clutch in this case, should be implemented as space-neutral as possible and combined with the damper in the best possible way, which can be achieved by the coupling device provided radially outside of the connecting element. In order to meet the high demands on the insulation, the torsional vibration damper should have a dual mass flywheel and / or a centrifugal pendulum (CPA), which should be integrated as space-neutral as possible. Since the intended for the torsional vibration damping Components to achieve a high damping capacity are to be provided as far radially outward as possible, there is enough space on the radially inner edge of the torsional vibration damper to be able to provide the coupling device radially outside to the connecting element, essentially in a space-neutral manner. The improvement of the interface achieved in this way between the torsional vibration damper, which is designed in particular as a torsional vibration damper, and the separating clutch is thereby achieved essentially in a space-neutral manner.

In particular, a radial slide bearing, in particular fastened to the torsional vibration damper, is provided radially inside the connecting element for the radial mounting of the driver ring on the torsional vibration damper. By means of the radial plain bearing, a bearing and a fine centering of the driver ring on the torsional vibration damper can be realized at the same time. If necessary, an axial sliding bearing adjoining the radial sliding bearing can also be provided for the axial mounting of the driver ring on the torsional vibration damper.

An axial slide bearing, in particular fastened to the torsional vibration damper, is preferably provided radially outside of the connecting element for the axial mounting of the driver ring on the torsional vibration damper. The axial sliding bearing can in particular be provided in a radius area with the coupling device. Depending on the axial relative position, the driver ring can run against the axial slide bearing and be supported so that axial loads impressed by the driver ring can easily be supported via the axial slide bearing. The axial sliding bearing is particularly preferably held captively between an input-side part of the torsional vibration damper and an output-side part of the torsional vibration damper, which can in particular also form part of the coupling device, in particular is clamped relatively rotatably. The axial relative position of the axial sliding bearing is thus reliably predetermined regardless of the axial position of the axially displaceable driver ring. In addition, it is even possible that the axial sliding bearing can play a part in sealing a receiving space formed in the torsional vibration damper.

Particularly preferably, the separating clutch has a clutch disc that can be pressed between a counter plate and a pressure plate that can be axially displaced relative to the counter plate, the clutch disc being fastened to the driver ring. The driver ring makes it possible to provide the separating clutch radially on the outside and to transmit the torque to the larger radius from the coupling device formed in a radius area radially inside to the separating clutch. As a result, installation space that can be used radially within the separating clutch remains. The torque flow from the torsional vibration damper to the shaft via the separating clutch does not need to be from the counter plate and / or from the pressure plate to the clutch disc and the shaft, but can first be via the clutch disc to the counter plate and / or to the pressure plate and from there run the wave. The clutch disc should be axially displaceable over a small axial stroke path as far as possible in order to be able to lift off the axially fixed counter-plate when the friction clutch is in the open state. This can be achieved via the axial displaceability in the coupling device without providing a separate coupling for the axial displaceability of the clutch disc.

In particular, the driver ring has a hub unit encompassing the connecting element and a driver disk fastened to the hub unit via a fastening means, the hub unit being coupled to a radially outer outer pipe section, in particular via an external toothing, in the coupling unit and being mounted on a radially inner inner pipe section on the torsional vibration damper and / or is centered or the hub unit is coupled to a radially inner inner pipe section, in particular via an external toothing, in the coupling unit and is supported and / or centered on a radially outer outer pipe section on the torsional vibration damper. The hub unit can be cost-effectively produced, for example, by non-cutting deformation, for example deep drawing, from a particularly stamped steel ring, with teeth on the radially inner casing side or the radially outer casing side of the outer pipe section possibly being produced by a machining process. As a result of the component separation of the driver ring into the hub unit and the driver disk, the production and in particular the production of external toothing for the hub unit can be simplified, whereby the production costs can be kept low. The fastening technology for fastening the hub unit to the drive plate with the aid of the fastening means, in particular by riveting, can be provided in a radius area that allows the fastening means to protrude axially without impairing a component of the torsional vibration damper. This makes use of the knowledge that marriage of the separating clutch with the torsional vibration damper during assembly of the clutch assembly only takes place when the torsional vibration damper is already coupled to the drive shaft of the internal combustion engine with the help of the at least one connecting element, so that the fastening means of the driver ring in the axial direction very close to the connecting element designed in particular as a crankshaft screw connection Connection of the torsional vibration damper with the drive shaft can reach. The available installation space can thus be optimally used.

The drive plate preferably has a course that is bent away from the torsional vibration damper from radially inside to radially outside. As a result, installation space is created radially inside to a part of the driver ring, which can be used by other components in order to save axial installation space.

Particularly preferably, a hydraulic actuator having a pressure chamber is provided for actuating the separating clutch, the pressure chamber being provided at least partially in a common axial area with the separating clutch, in particular the pressure chamber being provided at least partially in a common axial area with the driver ring. The actuator can be inserted completely or partially into the radially inner space of the rest of the clutch assembly, radially inside to the separating clutch and / or to the driver ring, so that a nested structure results. The axial space requirement can thereby be kept low. In this case, use is made of the knowledge that, in particular in the case of a drive train for a hybrid motor vehicle, the component to be coupled on the output side generally requires installation space radially on the inside rather than on the radial outside. Since the separating clutch and the driver ring are not arranged radially inward, but at least partially radially outward, the output-side connection of the shaft can be provided particularly close in the axial direction to a drive shaft of the internal combustion engine connected to the torsional vibration damper, in particular a crankshaft, and correspondingly far in the axial direction In the direction of the clutch unit. At the same time, the separating clutch and the driver ring are positioned so far radially on the outside that the actuator for actuating the separating clutch can also protrude into the rest of the clutch assembly. The separating clutch and the driver ring, viewed in the radial direction, can at least partially cover the pressure chamber of the actuator. The separating clutch and the coupling device can encompass the shaft and the actuator from the radial outside, whereby a particularly compact and space-saving drive train can be made possible.

In particular, a piston of the actuator received axially displaceably in the pressure chamber is provided in a radius area radially outside of the fastening element of the driver ring, in particular an actuator housing of the actuator having a recess open towards the torsional vibration damper for receiving part of the fastening element. The pressure chamber and the piston of the actuator can be provided radially on the outside to such an extent that the actuator can have an axial tapering radially on the inside of the piston, which can form the recess for the connecting element of the driver ring. The connection technology implemented with the aid of the fastening element can thus be implemented essentially in a space-neutral manner.

A pressure disk connected to the separating clutch, in particular to the pressure plate of the separating clutch, is preferably connected to the piston, the pressure disk axially covering the coupling device and at least a large part of the separating clutch. With the aid of the pressure disk, the actuating force generated radially on the inside in the pressure chamber can be transmitted to the pressure plate of the separating clutch provided radially on the outside. The thrust washer can have a rather small material thickness in the axial direction, so that the axial space requirement is kept low. At the same time, the thrust washer can at least partially cover the side of the separating clutch and protect it from the ingress of dirt on the transmission side. The clutch disc and the coupling device can be provided axially spaced from the pressure disc.

In particular, the actuator is fastened to the shaft in a rotationally fixed manner, the shaft in particular having a supply channel for applying a hydraulic medium, in particular oil, to the pressure chamber of the actuator. Due to the mechanical support on the shaft, forces that occur can be supported via the shaft, in particular if an actuator housing of the actuator is used to transmit the torque. This relieves the load on the drive shaft attached to the torsional vibration damper with the aid of the connecting element. The supply channel provided in the shaft can be composed, for example, of a blind hole extending in the axial direction and a connecting hole extending radially outward from the blind hole, in particular opening into an annular groove provided on the radially outer circumference of the shaft. The pressure chamber can thus be acted upon from the radial inside with the hydraulic medium, which is fed in, for example, at an axial end of the shaft facing away from the torsional vibration damper, so that a hydraulic line running past the separating clutch at an axial distance is saved. The axial space requirement can thereby be kept low.

The actuator is preferably designed to provide an actuating force directed away from the torsional vibration damper. A piston of the actuator can thereby be extended on the axial side facing away from the torsional vibration damper, so that also on the axial side facing away from the Torsional vibration damper facing away from the axial side, the actuating force can be passed to the separating clutch. As a result, the power path for the actuating force of the separating clutch can be guided past the coupling device and / or the driver ring and mutual interference can be avoided.

Particularly preferably, the torsional vibration damper for torsional vibration damping has a dual mass flywheel with a primary mass that can be connected to a drive shaft of the internal combustion engine and an energy storage element, in particular configured as an arc spring, coupled relatively rotatably to the primary mass to a limited extent, the secondary mass being a centrifugal pendulum positioned radially inside the energy storage element for generating a restoring torque directed opposite to a rotational irregularity in the torque to be transmitted, the energy storage element, the centrifugal pendulum and the coupling device being at least partially arranged in a common axial area. The axial space requirement is thereby kept low. In particular, the centrifugal pendulum is arranged in the axial direction essentially in the center of the energy storage element, so that the axial space requirement for the torsional vibration damper is kept low. The secondary mass preferably forms a carrier flange for the centrifugal pendulum, on which the at least one pendulum mass of the centrifugal pendulum can be guided in a pendulum fashion. The number of components and the axial space requirement are kept low.

In a pulling mode, the torque coming from the internal combustion engine can be introduced into the primary mass, while in a pushing mode the torque coming from the drive train can be introduced into the secondary mass, whereby the reverse installation is also possible, in a pulling mode that of the internal combustion engine The coming torque can be introduced into the secondary mass, while the torque coming from the drive train can be introduced into the primary mass in overrun mode. The primary mass and the secondary mass, which is coupled to the primary mass in a limitedly rotatable manner via the energy storage element, in particular designed as an arc spring, can form a mass-spring system that can dampen rotational irregularities in the speed and torque of the drive power generated by a motor vehicle engine in a certain frequency range. The mass moment of inertia of the primary mass and / or the secondary mass and the spring characteristic of the energy storage element can be selected in such a way that vibrations in the frequency range of the dominant engine orders of the motor vehicle engine can be dampened. The mass moment of inertia of the primary mass and / or the secondary mass can in particular be influenced by an attached additional mass. The primary mass can have a disk to which a cover can be connected, as a result of which a substantially annular receiving space for the energy storage element can be delimited. The primary mass can, for example, tangentially strike the energy storage element via impressions protruding into the receiving space. An output flange of the secondary mass, which can tangentially strike the opposite end of the energy storage element, can protrude into the receiving space.

Under the influence of centrifugal force, the at least one pendulum mass of the centrifugal pendulum strives to assume a position as far away as possible from the center of rotation. The zero position is therefore the position that is furthest radially from the center of rotation, which the pendulum mass can assume in the radially outer position. With a constant drive speed and constant drive torque, the pendulum mass will assume this radially outer position. In the event of speed fluctuations, the pendulum mass deflects along its pendulum path due to its inertia. The pendulum mass can thereby be shifted towards the center of rotation. The centrifugal force acting on the pendulum mass is divided into a component tangential and a further component normal to the pendulum path. The tangential force component provides the restoring force that wants to bring the pendulum mass back into its zero position, while the normal force component acts on a force introduction element that initiates the speed fluctuations, in particular the primary mass or the secondary mass, and there generates a counter-torque that counteracts the speed fluctuation and the initiated speed fluctuations dampens. In the case of particularly strong fluctuations in speed, the pendulum mass can therefore have swung out to the maximum and assume the radially most inner position. The tracks provided in the carrier flange and / or in the pendulum mass have suitable curvatures for this purpose, in which a coupling element, in particular designed as a roller, can be guided. At least two rollers are preferably provided which are each guided on a track of the carrier flange and a pendulum track of the pendulum mass. In particular, more than one pendulum mass is provided. A plurality of pendulum masses are preferably guided on the carrier flange in a uniformly distributed manner in the circumferential direction. The inertial mass of the pendulum mass and / or the relative movement of the pendulum mass to the carrier flange is in particular for damping a certain frequency range of rotational irregularities, in particular an engine order of the Motor vehicle engine, designed. The pendulum mass can be produced inexpensively by a package of pendulum plates stacked on top of one another and connected to one another, wherein in particular the preferably identically shaped pendulum plates can be produced by punching from a metal sheet. In particular, more than one pendulum mass and / or more than one carrier flange is provided. For example, two pendulum masses connected to one another via bolts or rivets designed in particular as spacer bolts are provided, between which the carrier flange is positioned in the axial direction of the torsional vibration damper. Alternatively, two flange parts of the carrier flange, in particular connected to one another in a substantially Y-shape, can be provided, between which the pendulum mass is positioned.

In particular, it is provided that the shaft is coupled to a rotor of an electrical machine for electrically driving the motor vehicle or forms the rotor of the electrical machine. The clutch assembly can thus be part of a hybrid module that can transmit both the torque generated in the internal combustion engine and the torque generated in the electric machine to a motor vehicle transmission via the shaft. If mechanical energy of the drive train is to be converted into electrical energy, i.e. recuperated, in generator mode in the electrical machine, in particular when the motor vehicle is braked, the separating clutch can open and the drag torque of the torsional vibration damper and the internal combustion engine can be thrown off.

The invention also relates to a drive train, in particular for a hybrid motor vehicle, with an internal combustion engine, in particular designed as a crankshaft, having a drive shaft for driving the motor vehicle by means of an internal combustion engine, a clutch unit coupled to the drive shaft, which can be designed and developed as described above, an electrical machine coupled directly or indirectly to the shaft of the clutch unit for electrically driving the motor vehicle and a motor vehicle transmission coupled to the shaft of the clutch unit for speed conversion. Due to the radial offset of the coupling device to the mounting / centering of the driver ring, usable installation space can be created with improved ease of installation, so that a hybrid module can be adapted to tight installation space conditions in a space-saving manner.

• 1: eine schematische Schnittansicht eines Kupplungsaggregats.

In the following, the invention is explained by way of example with reference to the attached drawing using a preferred exemplary embodiment, the features shown below being able to represent an aspect of the invention both individually and in combination. It shows:

• 1 : a schematic sectional view of a clutch unit.

This in 1 shown clutch unit 10 can in a drive train of a motor vehicle via a drive shaft of a motor vehicle engine torsional vibrations in the torque to be transmitted with the aid of a torsional vibration damper 12th dampen. The torsional vibration damper 12th a dual mass flywheel 14th on that a primary mass 16 and an energy storage element designed as a bow spring 18th coupled secondary mass that can be rotated to a limited extent 20th having. The primary mass 16 has a welded-on lid 22nd on, creating a recording room 24 is partially limited in which the energy storage element 18th is added lubricated with grease. With the secondary mass designed as an output flange 20th is a hub 62 riveted via a coupling device 28 , which is designed, for example, as a spline, torque-transmitting but axially displaceable with a driver ring 26th is coupled. The two-part driver ring, for example 26th is with a clutch disc 30th a separating clutch designed as a friction clutch 32 riveted that part of the clutch assembly 10 is. The clutch disc 30th can for example have glued and / or riveted friction linings, which are preferably provided with a lining suspension with the help of spring segments, so that a particularly soft connection of the friction linings is given and friction losses in the coupling device 28 no significant influence on the controllability of the torque capacity of the separating clutch 32 to have.

At the secondary ground 20th is also a centrifugal pendulum 34 formed that also within the receiving space 24 is arranged. The centrifugal pendulum 30th is here in the axial direction centered on the energy storage element 18th arranged and radially inward of the energy storage element 18th positioned in a common axial area, so that the energy storage element viewed in the radial direction 18th the centrifugal pendulum 34 to a large extent, in particular completely, can cover. The centrifugal pendulum 30th has on both axial sides of a carrier flange, which in the present exemplary embodiment is formed by the secondary mass formed as an output flange 20th is formed, several pendulum masses evenly distributed one behind the other in the circumferential direction 36 on that with the help of suitably curved paths in the pendulum masses 36 and the carrier flange are guided in a swingable manner. To the recording room 24 to be sealed is with the secondary mass 20th a sealing membrane designed in the manner of a disc spring 38 riveted with a spring preload via a sliding ring 40 relative rotatable on the lid 22nd the primary mass 16 is axially supported.

The disconnect clutch 32 has a counter plate 44 and one relative to the backplate 44 axially displaceable pressure plate 46 to in the closed state of the disconnect clutch 32 the clutch disc 30th to be frictionally pressed. When the disconnect clutch is open 32 can the clutch disc 30th from the counter plate 44 lift off, this axial relative movement within the coupling device 28 can be followed. To operate the disconnect clutch 32 is a hydraulically operated actuator 48 provided, which in the illustrated embodiment with a shaft leading to a motor vehicle transmission and / or a rotor of an electrical machine for the purely electric drive of the motor vehicle 50 is rotatably connected. The wave 50 has a supply channel 52 on, via the hydraulic oil into a pressure chamber 54 of the co-rotating actuator 48 can be pumped. The pressure chamber 54 is through an actuator housing 56 and one relative to the actuator housing 56 axially displaceable piston 58 limited. When the pressure in the pressure chamber 54 increases, the piston becomes 58 from the actuator housing 56 extended, causing the piston 58 a thrust washer 60 takes along in the axial direction. In the illustrated embodiment, the thrust washer 60 via a tie rod 62 with the integral with the tie rod 62 trained pressure plate 46 coupled so that of the dual mass flywheel 14th piston extended away 58 the disconnect clutch 32 can close. The counter plate 44 the disconnect clutch 32 , about the from the torsional vibration damper 12th damped torque is diverted, is with the actuator housing 56 , in particular by welding, firmly connected and / or forms at least one part of the actuator housing in one piece 56 out. That from the decoupler 32 As a result, the coming torque can be transmitted via the actuator housing 56 of the co-rotating actuator 48 to the wave 50 be transmitted. The actuator 48 is radially inward into the disconnect clutch 32 inserted and nested in the radial direction. The actuator 48 can also partially in an offset driving plate 66 of the driver ring 26th be inserted and nested in the radial direction.

In the illustrated embodiment, the coupling device 62 on the input side through one in the hub 62 trained internal teeth and one of the driver ring 26th formed external toothing formed. The driving ring 26th has for this purpose a hub unit having the external toothing 64 and one with the hub unit 64 via a fastener 68 riveted drive plate 66 on. The hub unit 64 encompasses a connecting element 70 that is the primary mass 16 of the dual mass flywheel 14th with a, in particular designed as a crankshaft, connects the drive shaft of an internal combustion engine. The hub unit 64 a radially outer piece of outer pipe 74 that is radially outside to the connecting element 70 the external toothing of the coupling device 62 forms, and a radially inner inner pipe piece 76 on, the radially inward of the connecting element 70 a centering of the hub unit 64 and thus the driver ring 26th and the clutch disc 30th at the primary mass 16 provides. The centering is done with the help of a radial plain bearing 42 reached, so that a storage is achieved at the same time. Between the hub 62 and the primary mass 16 is a thrust plain bearing 43 Captured captive in a captive manner, in particular housed in a relatively rotatable manner, pressed, in order to axially support and seal the receptacle space 24 to reach. Depending on the axial relative position, the outer pipe section 74 of the driver ring on the axial plain bearing 43 start and be stored axially. The fastener 68 the driver ring is radially inward of the coupling device 28 in a common radius area with a likewise radially inside to the coupling device 28 provided connecting element 70 intended. The actuator housing 56 points in the radius area of the fastening element 68 of the driver ring 26th a depression 72 on into which the fastener 68 can be partially immersed.

List of reference symbols

10

Clutch unit

12th

Torsional vibration damper

14th

Dual mass flywheel

16

Primary mass

18th

Energy storage element

20th

Secondary mass

22nd

cover

24

Recording room

26th

Drive ring

28

Coupling device

30th

Clutch disc

32

Disconnect clutch

34

Centrifugal pendulum

36

Pendulum mass

38

Sealing membrane

40

Slip ring

42

Radial plain bearing

43

Thrust plain bearings

44

Counter plate

46

Pressure plate

48

Actuator

50

wave

52

Supply channel

54

Pressure chamber

56

Actuator housing

58

piston

60

Thrust washer

62

Tie rod

64

Hub unit

66

Drive plate

68

Fastener

70

Connecting element

72

deepening

74

Outer pipe section

76

Inner pipe section

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• DE 102009059944 A1 [0002]

Claims (10)

Clutch unit, in particular for a hybrid module, for damped coupling of an internal combustion engine to a drive train of a motor vehicle a torsional vibration damper (12) to dampen rotational irregularities, a driving ring (26), which is coupled to the torsional vibration damper (12) via a detachable coupling device (28), in particular designed as a spline, transmits torque and is axially relatively displaceable, for forwarding the damped torque, a clutch (32) connected to the driver ring (26) for the optional transmission of the damped torque to a shaft (50) and a connecting element (70), in particular for a crankshaft screw connection, for direct or indirect fastening of the torsional vibration damper (12) to a drive shaft of the internal combustion engine, wherein the coupling device (28) is provided radially outside of the connecting element (70) and the driver ring (26) is mounted and / or centered radially inside of the connecting element (70) on the torsional vibration damper (12) or the coupling device (28) is provided radially inside to the connecting element (70) and the driver ring (26) is mounted and / or centered radially outside of the connecting element (70) on the torsional vibration damper (12). Clutch unit according to Claim 1 characterized in that a radial slide bearing (42), in particular fastened to the torsional vibration damper (12), is provided radially inside the connecting element (70) for the radial mounting of the driver ring (26) on the torsional vibration damper (12). Clutch unit according to Claim 1 or 2 characterized in that an axial slide bearing (43), in particular fastened to the torsional vibration damper (12), is provided radially outside of the connecting element (70) for axially mounting the driver ring (26) on the torsional vibration damper (12). Clutch unit according to one of the Claims 1 to 3 characterized in that the separating clutch (32) has a clutch disc (30) which can be pressed between a counter plate (44) and a pressure plate (46) axially displaceable relative to the counter plate (44), the clutch disc (30) with the driver ring (26) is attached. Clutch unit according to one of the Claims 1 to 4th characterized in that the driver ring (26) has a hub unit (64) encompassing the connecting element (70) and a driver disk (66) fastened to the hub unit (64) via a fastening means (68), the hub unit (64) on one radial outer outer pipe section (74), in particular via an external toothing, in which the coupling unit (28) is coupled and is supported and / or centered on a radially inner inner pipe section (76) on the torsional vibration damper (12) or the hub unit (64) on a radially inner inner pipe section (76), in particular via an external toothing, is coupled to the coupling unit (28) and is mounted and / or centered on a radially outer outer pipe section (74) on the torsional vibration damper (12). Clutch unit according to Claim 5 characterized in that the drive plate (66), from radially inside to radially outside, has a course bent away from the torsional vibration damper (12). Clutch unit according to one of the Claims 1 to 6th characterized in that a hydraulic actuator (48) having a pressure chamber (54) is provided for actuating the separating clutch (32), the pressure chamber (54) being provided at least partially in a common axial area with the separating clutch (32), in particular the Pressure chamber (54) is provided at least partially in a common axial area with the driver ring (26). Clutch unit after combining the Claims 5 and 7th characterized in that a piston (58) of the actuator (48) received axially displaceably in the pressure chamber (54) is provided in a radius area radially outside of the fastening element (68) of the driver ring (26), in particular an actuator housing (56) of the Actuator (48) has a recess (72) open towards the torsional vibration damper (12) for receiving part of the fastening element (68). Clutch unit according to one of the Claims 1 to 8th characterized in that the torsional vibration damper (12) for torsional vibration damping has a dual-mass flywheel (14) with a primary mass (16) that can be connected to a drive shaft of the internal combustion engine and an energy storage element (18), in particular designed as an arc spring, limited and relatively rotatable on the primary mass (16) ) has coupled secondary mass (20), wherein the secondary mass (20) has a centrifugal pendulum (34) positioned radially inside to the energy storage element (18) for generating a restoring torque opposite to a rotational irregularity in the torque to be transmitted, wherein the energy storage element (18), the Centrifugal pendulum (34) and the coupling device (28) are at least partially arranged in a common axial area. Clutch unit according to one of the Claims 1 to 9 characterized in that the shaft (50) is coupled to a rotor of an electrical machine for electrically driving the motor vehicle or forms the rotor of the electrical machine.

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