DE102019130178A1 - 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 (26) connected to the torsional vibration damper (12) for discharging the damped torque, one on the Driving ring (26) via a releasable coupling device (28) that transmits torque and is axially relatively displaceable coupled separating clutch (32) for the optional transmission of the damped torque to a shaft (50) and a hydraulic actuator (48) having a pressure chamber (54) for actuating the separating clutch (32), wherein the coupling device (28) is arranged radially outside of the pressure chamber (54) at least partially in a common axial area with the pressure chamber (54). As a result of the radially outer positioning of the coupling device (28), the actuator (48) can be inserted into the radially inner installation space, so that a hybrid module can be adapted to tight installation spaces 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, for damped coupling of an internal combustion engine to a drive train of a motor vehicle is provided with a torsional vibration damper for damping rotational irregularities, a driving ring connected to the torsional vibration damper for diverting the damped torque, one on the driving ring via a detachable, in particular Coupling device designed as a spline, torque-transmitting and axially relatively displaceably coupled separating clutch for the optional transmission of the damped torque to a shaft and a hydraulic actuator having a pressure chamber for actuating the separating clutch, the coupling device radially outside of the pressure chamber at least partially in a common axial area with the pressure chamber is arranged.

The coupling device, designed in particular as a spline between the driver ring and the separating clutch, can form a separating point between the torsional vibration damper on the one hand and the separating clutch 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. Within the coupling device, the components which act on one another in a torque-transmitting manner in the tangential direction and / or in the circumferential direction can be prestressed in the circumferential direction in order to avoid unnecessary rattling noises. Additionally or alternatively, an axial relative movement within the coupling device can also be permitted during operation, for example in order to avoid or at least dampen a transmission of axial vibrations. The coupling device is preferably designed on a larger radius than a fastening point of the driver ring with the torsional vibration damper. The arrangement of the coupling device on a comparatively large radius achieved with the aid of the driver ring creates free installation space radially inside the coupling device, which can be used by the coupled shaft and the actuator.

The actuator can be plugged completely or partially into the installation space created in this way, 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 coupling device of the separating clutch with the driver ring are not arranged radially inside, but radially outside, the output-side connection of the shaft in the axial direction can be particularly close to a drive shaft of the internal combustion engine connected to the torsional vibration damper, in particular a crankshaft, and accordingly extend far in the axial direction into the clutch unit. At the same time, the separating clutch and the coupling device 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 coupling device, 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. Due to the radially outer positioning of the coupling device, the Actuator are plugged in, so that a space-saving adaptation of a hybrid module to tight spaces is possible.

In particular, 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 a secondary mass that is coupled relatively rotatably to the primary mass via an energy storage element, in particular designed as an arc spring, the secondary mass being a centrifugal pendulum positioned radially inside to the energy storage element Generation of a non-uniformity of rotation in the torque to be transmitted having a restoring torque, the coupling device being axially offset to the centrifugal pendulum, in particular outside a sealed receiving space for the energy storage element which is at least partially limited by the primary mass and / or by the secondary mass, at least partially in a common radius area with the centrifugal pendulum is arranged. The driver ring is connected in particular radially inside to the centrifugal pendulum with the secondary mass, preferably designed as a disk-shaped output flange, the driver ring expanding in its axial course away from the secondary mass towards the separating clutch to a larger radius. The coupling device can thereby be arranged in a common radius area with the centrifugal pendulum and / or with the energy storage element. On such a radius, sufficient installation space is created radially inside to the driver ring that the actuator can be arranged there at least partially, preferably at least to a large extent. 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 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 in the direction of 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 dampen. 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 paths provided in the carrier flange and / or in the pendulum mass have suitable curvatures for this purpose, in which a, in particular configured as a roller, coupling element can be performed. 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 designed in particular to dampen a certain frequency range of rotational irregularities, in particular an engine order of the motor vehicle engine. 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.

The separating clutch preferably has a clutch disc that can be pressed between a counter plate and a pressure plate that can be axially displaced by the actuator relative to the counter plate, the clutch disc being connected to the coupling device via a clutch disc hub and the counter plate being connected, in particular in one piece, to an actuator housing of the actuator. The torque coming from the internal combustion engine, which is vibration-damped in the torsional vibration damper, can be fed into the separating clutch via the clutch disc and, when the separating clutch is closed, discharged via the counter plate and / or the pressure plate and transmitted to the shaft. The transmitted torque can be fed to a motor vehicle transmission via the shaft. Since the actuator is at least partially anyway provided radially inside of the separating clutch and the coupling device, the actuator can also be functionalized for torque transmission from the separating clutch to the shaft and combine these functions in a common component. For this purpose, the counter-plate and / or the pressure plate is connected in a torque-transmitting manner to the actuator housing of the actuator, which in turn is connected non-rotatably to the shaft. The torque flowing from the separating clutch to the shaft can be routed via the actuator housing of the actuator. This makes use of the knowledge that in order to provide a sufficiently large actuating force in the separating clutch, which is intended to frictionally prevent the clutch disc from slipping through even with the maximum intended torque to be transmitted, the actuator housing must already be made correspondingly rigid and stable, so that the actuator housing has a has sufficient strength to be able to transmit the damped torque. As a result, with a small number of components, reliable torque transmission can be achieved with a small space requirement.

Particularly preferably, a compensation device arranged radially outside of the coupling device is provided to compensate for a centrifugal force-related change in an actuating force applied by the actuator, the compensation device in particular having a spring element engaging a counterplate and a pressure plate axially displaceable by the actuator relative to the counterplate, wherein the The spring element is designed to press the pressure plate away from the counterplate by means of an elastic expansion under the influence of centrifugal force. When the actuator rotates with the speed of the shaft, a centrifugal force acts on the hydraulic medium in the pressure chamber, which tends to push more and more hydraulic medium from the radial inside into the radially outer pressure chamber, whereby the pressure in the pressure chamber is dependent of speed can change. As a result of the pressure changing in the pressure chamber, the contact pressure acting on the clutch disc could also change, which would make it more difficult to close and open the separating clutch without jerking. Due to the compensation device, which is also exposed to centrifugal forces, which also rotates with the speed of the counterplate, a centrifugal force-dependent force can act on the counterplate and the pressure plate, which counteracts the centrifugal force-dependent portion of the actuating force applied by the pressure chamber and can essentially fully compensate it. For this purpose, the compensation device can have, for example, a spring element in the form of a plate spring, which strikes at one axial end via a protruding spring tongue from the radial inside on the pressure plate or on the counter-plate, so that the radial relative position is specified on this axial side. If the spring element expands under the influence of centrifugal force, this can lead to an attempt to increase or decrease an inclined position of the spring element pressed between the pressure plate and the counter-plate, which is associated with an increase or decrease in a spring force of the spring element pointing in the axial direction, whereby a Centrifugal force-related change in the actuating force applied by the actuator can be compensated.

In particular, the compensation device is arranged at least partially in a common radius area with the energy storage element, in particular radially outside of the clutch disc and / or in a common axial area with the clutch disc. As a result, the compensation device can be arranged on the radially outer edge of the separating clutch, in particular radially outside of the clutch disc. Compared to the centrifugal forces occurring on the radius of the pressure chamber of the actuator, particularly large centrifugal forces can act on the large radius provided for the compensation device, so that the inertial mass of the compensation device and thus also the space required for the compensation device can be kept low.

The actuator preferably has an axially displaceable piston that at least partially delimits an axial side of the pressure chamber, with a pressure disk connected to the separating clutch, in particular to the pressure plate of the separating clutch, being connected to the piston, the pressure disk being the coupling device and at least a large part of the separating clutch axially covered. 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 laterally cover the coupling device and the separating coupling and protect against the ingress of dirt on the transmission side. The coupling device can be provided axially spaced apart from the thrust washer, so that there is good accessibility of the coupling device during assembly and manufacture.

Particularly preferably, a connecting means that can be connected to the torsional vibration damper with a drive shaft of the internal combustion engine is provided, wherein the driver ring is mounted radially outside of the connecting means on a primary mass of the torsional vibration damper, which can be connected to the drive shaft via the connecting means, so that it can be rotated directly or indirectly, directly or indirectly. Unnecessary drag torques can thereby be avoided and / or a centering of the secondary mass on the primary mass can be provided. The torsional vibration damper can be fastened, in particular screwed, to the drive shaft with the aid of the connecting means prior to assembly with the separating clutch. As a result of the mounting radially outside the connecting means, it is not necessary to encompass the connecting means and to provide assembly openings for the connecting means in the part which axially encompasses the connecting means. The structural design is simplified and the axial space requirement is kept low. In particular, the connecting means can be used to fasten a pipe attachment to the primary mass, on which the secondary mass and / or the driver ring is mounted directly or indirectly via a bearing, preferably a sliding bearing. In particular, the secondary mass and / or the driver ring is supported in the radial direction and / or in the axial direction by the bearing.

In particular, the actuator is supported radially and / or axially on the shaft, 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 the actuator housing of the actuator is used to transmit the torque. The supply channel provided in the shaft can be composed, for example, by 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 the actuating force can also be passed to the separating clutch on the axial side facing away from the torsional vibration damper. As a result, the power path for the actuating force of the separating clutch can be routed past the coupling device and mutual interference can be avoided.

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

• 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 driving ring 26th riveted via a coupling device 28 which is designed, for example, as a spline that transmits torque but is axially displaceable with a clutch disc 30th a separating clutch designed as a friction clutch 32 is coupled, the part of the clutch unit 10 is.

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 relatively rotatable on the lid 22nd the primary mass 16 is axially supported. In addition, is between the secondary mass 20th and the primary mass 16 a plain bearing 42 formed, which in particular also includes the receiving space 24 can seal.

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. 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 The coming torque can thereby be transmitted via the actuator housing 56 of the co-rotating actuator 48 to the wave 50 be transmitted.

In the illustrated embodiment, the actuator is 48 radially inside into the separating clutch 32 inserted and nested in the radial direction. The installation space required for this can be created in that the coupling device 28 formed separation point between the torsional vibration damper 12th and the disconnect clutch 32 radially outside to the actuator housing 56 and radially inward of the clutch disc 30th and / or the pressure plate 46 the disconnect clutch 32 is formed in an at least partially common axial area and in particular at least partially in a common radius area with the centrifugal pendulum 34 is positioned.

Due to the rotating actuator 48 can on that in the pressure chamber 54 Pumped hydraulic oil Centrifugal forces act, which want to push the hydraulic oil radially outwards and here an additional centrifugal force-related portion of the applied Actuating force for closing the disconnect clutch 32 cause. This centrifugal force-related portion of the applied actuation force can be applied to the counter-plate 44 and the pressure plate 46 attacking compensation device 64 be compensated, the one of the pressure chamber 54 applied centrifugal force-related portion of the actuating force is opposed by a centrifugal force-related counterforce of a comparable amount. For example, radially outside of the clutch disc 30th provided compensation device 64 in particular, at least partially in a common axial area with the clutch disc 30th is provided, for example, a spring element 66 have, the shape of which can be based on a disc spring. The spring element 66 can with a spring tongue 68 strike from the radial inside against an edge of an opening, which in the illustrated embodiment is from the pressure plate 46 is trained. Under the influence of centrifugal force, the spring element has 66 the endeavor to expand radially outward, with the abutting spring tongue 68 a further expansion is blocked in a form-fitting manner. This leads to the rest of the spring element 66 at the stop point of the spring tongue 68 is tilted about a pivot point running essentially in the circumferential direction and the pressure plate attempts to do so 46 from the counter plate 44 push away. This centrifugal force-related compensation force acting in the axial direction can be caused by the pressure chamber 54 Compensate the applied centrifugal force-related portion of the actuating force.

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

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

Compensation device

66

Spring element

68

Spring tongue

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) connected to the torsional vibration damper (12) for discharging the damped torque, one on the driver ring (26) via a detachable coupling device (28), in particular designed as a spline, torque-transmitting and axially relatively displaceably coupled separating coupling (32) for the optional transmission of the damped torque to a shaft (50) and a hydraulic actuator (48) having a pressure chamber (54) for actuating the separating clutch (32), wherein the coupling device (28) is arranged radially outside of the pressure chamber (54) at least partially in a common axial area with the pressure chamber (54). Clutch unit according to Claim 1 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, the coupling device (28) to the Centrifugal pendulum (34) axially offset, in particular outside a sealed receiving space (24) for the energy storage element (18), at least partially bounded by the primary mass (16) and / or by the secondary mass (20), at least partially in a common radius area with the centrifugal pendulum ( 34) angeor dnet is. Clutch unit according to Claim 1 or 2 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) which can be axially displaced by the actuator (48) relative to the counter plate (44), the clutch disc (30) is connected via a clutch disc hub with the coupling device (28) and the counter plate (44), in particular in one piece, with an actuator housing (56) of the actuator (48). Clutch unit according to one of the Claims 1 to 3rd characterized in that a compensation device (64) arranged radially outside of the coupling device (28) is provided to compensate for a centrifugal force-related change in an actuating force applied by the actuator (48), wherein in particular the compensation device (64) is attached to a counterplate (44) and a spring element (66) engaging the actuator (48) relative to the counter plate (44) axially displaceable relative to the counter plate (44), the spring element (66) being designed under the influence of centrifugal force by an elastic expansion of the pressure plate (46) from the counter plate ( 44) to push away. Clutch unit after combining the Claims 2 and 4th characterized in that the compensation device (64) is arranged at least partially in a common radius area with the energy storage element (18), in particular radially outside of the clutch disc (30) and / or in a common axial area with the clutch disc (30). Clutch unit according to one of the Claims 1 to 5 characterized in that the actuator (48) has an axially displaceable piston (58) which at least partially delimits an axial side of the pressure chamber (54), with the piston (58) being connected to the separating clutch (32), in particular to the pressure plate (46) the separating clutch (32), connected thrust washer (60), the thrust washer (60) axially covering the coupling device (28) and at least a large part of the separating clutch (32). Clutch unit according to one of the Claims 1 to 6th characterized in that a connecting means is provided which can be connected to the torsional vibration damper (12) with a drive shaft of the internal combustion engine, the driver ring (26) radially outside of the connecting means on a primary mass (16) of the torsional vibration damper (12) which can be connected to the drive shaft via the connecting means directly or is mounted indirectly relatively rotatable. Clutch unit according to one of the Claims 1 to 7th characterized in that the actuator (48) is supported radially and / or axially on the shaft (50), wherein in particular the shaft (50) has a supply channel (52) for loading the pressure chamber (54) of the actuator (48) with a hydraulic one Medium, in particular oil, has. Clutch unit according to one of the Claims 1 to 8th characterized in that the actuator (48) is designed to provide an actuating force directed away from the torsional vibration damper (12). 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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