DE102021122712A1 - Clutch assembly, drive assembly and method of assembling a clutch assembly - Google Patents

Abstract

Clutch unit (1) with an axis of rotation (2) for the switchable connection of a drive shaft (3) to a first shaft (4); at least comprising• a torsional vibration damper (5) for damping torsional irregularities, the torsional vibration damper (5) having a primary side (6) that can be connected to the drive shaft (3) and a primary side (6) that can be relatively rotated to a limited extent via an energy storage element (7) and is connected to the primary side (6) connected secondary side (8);• a separating clutch (9) for switchably connecting the secondary side (8) to the first shaft (4), the separating clutch (9) having a counter-plate (10) and a counter-plate (10) opposite the counter-plate (10) along the Axis of rotation (2) displaceable pressure plate (12) which can be actuated by a lever element (11) and which are connected to the first shaft (4), and a pressure plate (12) which is connected to the secondary side (8) and is located between the counter-plate (10) and the pressure plate (12 ) has a frictionally compressible clutch disc (14) via friction surfaces (13); and• the first shaft (4); the secondary side (8) being mounted on the first shaft (4) via a bearing flange (15).

Description

The invention relates to a clutch assembly provided in particular for a hybrid module, a drive arrangement comprising the clutch assembly and a method for assembling the clutch assembly. The clutch unit is provided in particular for the damped coupling or switchable connection of an internal combustion engine to a drive train of a motor vehicle. In particular, the drive train also includes an electric machine that can be coupled to the internal combustion engine via the clutch assembly.

In order to be able to meet the increasingly stringent emission standards and the required fleet consumption, almost all automobile manufacturers rely on hybridization of the drive train. In order to save weight and installation space, an electric machine is arranged in the torque flow, in particular directly behind a torsion damper of the internal combustion engine or in a (double-clutch) transmission, in particular a hybridized one. The two drives, ie the internal combustion engine and the electric machine, are separated by means of a separating clutch. The separating clutch should be implemented as space-neutrally as possible and combined with the damper in the best possible way, particularly in the case of front-transverse installations in the internal combustion engine. The individual components should be as cheap as possible.

In a so-called P2 hybrid, the drive train is supplemented by an electric machine and a separating clutch with an actuation system. The electric machine is coupled to the transmission, while the internal combustion engine can be coupled to the transmission via a separating clutch. The separating clutch is located in the torque flow between the internal combustion engine and the electric machine and is used for coupling and decoupling the internal combustion engine.

From the post-published DE 10 2021 107 964 a damper with an integrated separating clutch for a hybrid module is known. The separating clutch is actuated via a CSC (concentric slave cylinder), i.e. a cylinder arrangement arranged coaxially to the axis of rotation. The piston actuates a lever element to move a pressure plate of the disconnect clutch. The clutch disc is mounted on the crankshaft side and the separating clutch on the transmission input shaft. This can result in constraining forces in the frictional contact of the clutch disk when the crankshaft is offset from the transmission input shaft and the separating clutch is closed. These can lead to the transmittable torque being reduced or at least the controllability being made very difficult or even impossible. Furthermore, noise can be generated as a result of the radial offset.

Proceeding from this, the object of the present invention is to at least partially solve the problems cited with reference to the prior art and to avoid the influence of a possible radial offset between the crankshaft and the transmission input shaft on the clutch disk as far as possible.

This object is achieved with a clutch unit according to the features of the independent claim. Further advantageous refinements of the invention are specified in the dependently formulated claims. The features listed individually in the dependent claims can be combined with one another in a technologically meaningful manner and can define further refinements of the invention. In addition, the features specified in the claims are specified and explained in more detail in the description, with further preferred configurations of the invention being presented.

• • einen Drehschwingungsdämpfer zur Dämpfung von Drehungleichförmigkeiten, wobei der Drehschwingungsdämpfer eine mit der Antriebswelle verbindbare Primärseite und eine, über ein Energiespeicherelement begrenzt relativ verdrehbare, mit der Primärseite verbundene Sekundärseite aufweist;
• • eine Trennkupplung zum schaltbaren Verbinden der Sekundärseite mit der ersten Welle, wobei die Trennkupplung eine Gegenplatte und eine gegenüber der Gegenplatte entlang der Drehachse verlagerbare und durch ein Hebelelement betätigbare Anpressplatte, die mit der ersten Welle verbunden sind, sowie eine mit der Sekundärseite verbundene und zwischen der Gegenplatte und der Anpressplatte über Reibflächen reibschlüssig verpressbare Kupplungsscheibe aufweist; sowie
• • die erste Welle.

A clutch unit is proposed with an axis of rotation for the switchable connection of a drive shaft to a first shaft. In particular, the drive shaft is a crankshaft of an internal combustion engine and the first shaft is a transmission input shaft. The clutch assembly includes at least

• • a torsional vibration damper for damping rotational irregularities, the torsional vibration damper having a primary side that can be connected to the drive shaft and a secondary side that is connected to the primary side and can be rotated relatively to a limited extent via an energy storage element;
• • a separating clutch for switchably connecting the secondary side to the first shaft, the separating clutch having a counter-plate and a pressure plate that can be displaced relative to the counter-plate along the axis of rotation and actuated by a lever element, which are connected to the first shaft, and a pressure plate that is connected to the secondary side and between the counter plate and the pressure plate has a clutch disk that can be pressed in a frictionally engaged manner via friction surfaces; as well as
• • the first wave.

The secondary side is mounted on the first shaft via a bearing flange.

By mounting the secondary side on the first shaft, the secondary side can be centered with respect to a radial direction. The Kupp The development disk is connected in particular to the secondary side and can thus also be centered with respect to the radial direction. This allows the clutch disc without radial offset to the other components of the clutch, so z. B. the pressure plate and the backing plate can be arranged.

The torsional vibration damper, which is designed in particular in the manner of a dual-mass flywheel, can dampen rotational non-uniformities caused by engine combustion in the internal combustion engine.

The internal combustion engine can be selectively connected to the transmission input shaft or decoupled from it by means of the separating clutch.

In particular, the separating clutch also includes a clutch cover to which the counterplate and the pressure plate are connected. The pressure plate is connected to the clutch cover in particular via leaf springs, so that the pressure plate is connected to the clutch cover in a rotationally fixed manner relative to a circumferential direction, but is also connected to the clutch cover so that it can be displaced along the axis of rotation.

The clutch cover is provided in particular for the pivotable mounting of the lever element, wherein the lever element can be supported on the clutch cover in order to move the pressure plate along the axis of rotation by pivoting, in particular about a pivot point running in the circumferential direction.

The clutch cover is in particular non-rotatably connected to the first shaft.

The friction linings of the separating clutch, which form the friction surfaces, are in particular, as in the case of a conventional clutch disk, connected to the clutch disk, which is designed as a driver disk, in a non-positive, positive or material connection. The friction linings are using the pressure plate z. B. is designed as a stamped steel part, as a cast part or as a forged part, subjected to the actuating force of the lever element.

In traction mode, the torque coming from the drive shaft can be introduced into the primary side, while in overrun mode, the torque coming from the drive train can be introduced into the secondary side. The primary side and the secondary side, which is coupled to the primary side with limited rotation via the energy storage element designed in particular as an arc spring, can form a mass-spring system that can damp rotational non-uniformities in the speed and in the torque of the drive power generated by the internal combustion engine in a specific frequency range . The mass moment of inertia of the primary side and/or the secondary side 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 internal combustion engine can be damped. The mass moment of inertia of the primary side and/or the secondary side can be influenced in particular by an attached additional mass. The primary side can have a disk to which a cover can be connected, as a result of which an essentially ring-shaped accommodation space for the energy storage element can be delimited. The primary side can, for example, strike the energy storage element tangentially via indentations protruding into the receiving space. An output flange of the secondary side can protrude into the receiving space and can strike tangentially at the opposite end of the energy storage element.

In particular, the torsional vibration damper can comprise a fundamentally known centrifugal pendulum, which is used in particular to reduce torsional vibrations in a drive train. The centrifugal pendulum is intended in particular to reduce engine-excited torsional vibrations. The centrifugal pendulum comprises at least one flange (as a flywheel) and a plurality of pendulum masses which are movably arranged on the flange.

A centrifugal pendulum z. B. via at least two pendulum masses, which are guided along roller conveyors by means of (pendulum) rollers on a carrier element or two carrier elements, hereinafter referred to as (FKP) flange. The pendulum masses can oscillate along their tracks in the field of centrifugal acceleration if they are excited by torque fluctuations in an internal combustion engine. Due to these vibrations, energy is withdrawn from the exciter vibration at suitable times and fed back in again, so that the exciter vibration calms down, i.e. the centrifugal pendulum pendulum acts as an absorber. Since both the natural frequency of the centrifugal pendulum oscillation and the excitation frequency are proportional to the speed, the damping effect of a centrifugal pendulum can be achieved over the entire frequency range.

In particular, the bearing flange is mounted on the first shaft via a roller bearing. The roller bearing is arranged in particular between a surface of the bearing flange and a surface of the first shaft, each of which extends coaxially to the axis of rotation.

The roller bearing is in particular a basically known needle bearing or a ball bearing.

In particular, the bearing flange has a plurality of through bores distributed along a circumferential direction. In particular, screw connections of the primary side to the drive shaft are accessible via the through bores, so that the torsional vibration damper, comprising at least the primary side, the secondary side and the bearing flange, can be fastened to the drive shaft. The bearing flange thus covers at least one connection between the drive shaft and the primary side, e.g. B. the connection formed by screws.

In particular, the bearing flange is connected to the secondary side in a torque-proof manner. In particular, the bearing flange is therefore (at least in relation to the circumferential direction) non-positively, positively or materially connected to the secondary side or is designed in one piece with it.

In particular, the clutch assembly additionally includes a cylinder arrangement with a cylinder and a piston that can be displaced along the axis of rotation to actuate the lever element, the cylinder arrangement being arranged in a radial direction between the first shaft and the friction surfaces.

When dimensioning the cylinder arrangement for actuating the separating clutch, it is particularly important to ensure that a speed-related pressure increase in the (slave) cylinder due to the rotating oil does not lead to an unintentional closing of the separating clutch and that the separating clutch can be safely opened within a certain speed range ( centrifugal oil effect).

In particular, the cylinder is arranged on the first shaft, that is to say connected to it in particular. The cylinder is designed in particular as a CSC, i.e. as a slave cylinder designed coaxially to the first shaft. The cylinder is designed to be circumferential (around the first shaft) in a circumferential direction. The piston is movably arranged relative to the cylinder and can be displaced along the axis of rotation by means of a fluid pressure generated in a pressure chamber.

In particular, the cylinder is non-rotatably connected to the first shaft and the cylinder arrangement is connected directly to the lever element via the piston. The actuating force of the cylinder arrangement and the restoring force of the restoring spring can be transmitted via the lever element.

In particular, the cylinder arrangement is supplied with oil or fluid via the first shaft. In particular, a channel is provided in the first shaft for this purpose, via which a pressure chamber in the cylinder of the cylinder arrangement can be supplied with the fluid.

In particular, a lever element, designed in particular as a disk spring and/or lever spring, is pivotally mounted on the clutch cover and is provided for displacing the pressure plate along the axis of rotation, the clutch cover having a ring body that is closed in the circumferential direction for pivotally mounting the actuating element about a pivot point that runs in the circumferential direction .

In a specific application, a transmission-side hydraulic circuit is made available in particular, so that no additional actuator is necessary, i. H. the cylinder arrangement for actuating the separating clutch can be operated via the hydraulic circuit of a transmission.

At least one restoring spring, in particular designed as a leaf spring, is preferably connected to the pressure plate and to the clutch cover, via which the torque can be transmitted in the circumferential direction, the pressure plate can be displaced along the axis of rotation and a restoring force acting along the axis of rotation can be transmitted to the pressure plate. The return spring can automatically shift the pressure plate into an initial position when no more actuating force is introduced via the lever element. The starting position controlled by the restoring spring can correspond to the closed position of the separating clutch, so that the separating clutch is configured as “normally closed”. Depending on the drive concept, it can be advantageous to apply pressure to the pressure plate by means of an additional spring element (e.g. a lever element designed as a disk spring), which compresses the friction linings. The release of the frictional engagement of the friction linings is then carried out with the power of the cylinder arrangement. Alternatively, the starting position controlled by the return spring can correspond to the open position of the separating clutch, so that the separating clutch is released when the cylinder arrangement is depressurized and is therefore configured as “normally open”.

In particular, the pressure plate can be engaged (“normally open” design) or disengaged (“normally closed” design) via the cylinder arrangement.

In particular, an actuating force of the cylinder arrangement is supported on the first shaft.

In particular, the clutch disc can have an axially flexible disc element that is parallel to the axis of rotation Having direction elastic deformability. This allows vibrations of the drive shaft to be decoupled from the first shaft.

Provision is particularly preferably made for the energy storage element to be arranged in a receiving space formed by the primary side and running in the circumferential direction, and for the secondary side, which is designed in particular as an output flange, to protrude into the receiving space for tangential impact with the energy storage element, the receiving space passing through on the secondary side and on the primary side attacking sealing elements is sealed for retaining a lubricant provided for lubricating the energy storage element lubricant. The lubricant, which is designed in particular as lubricating grease, can thus be retained in the receiving space without reaching the separating clutch and having a negative effect on the friction properties of the separating clutch. As a result, the separating clutch can safely be arranged adjacent to the lubricated energy storage element. In particular, the sealing elements can be pressed with a certain contact pressure against the respective end face of the secondary side, which is designed as an output flange, using a spring element that is preferably designed as a cup spring.

A drive arrangement is also proposed, comprising an internal combustion engine, an electric machine with at least one rotor and the clutch unit described, the internal combustion engine being coupled to the primary side and the rotor to the first shaft.

In particular, the drive arrangement also includes a transmission with a transmission input shaft, the first shaft being the transmission input shaft.

A motor vehicle is also proposed, at least comprising a drive train with the drive arrangement described.

1. a) Bereitstellen der ersten Welle und der Trennkupplung, die zumindest die Gegenplatte, die Anpressplatte und die Kupplungsscheibe umfasst;
2. b) Anordnen der Trennkupplung auf der ersten Welle;
3. c) Bereitstellen des Drehschwingungsdämpfers, der zumindest die Primärseite, das Energiespeicherelement, die Sekundärseite sowie den Lagerflansch umfasst;
4. d) Aufschieben des Drehschwingungsdämpfers auf die erste Welle entlang der Drehachse, wobei dabei die Kupplungsscheibe mit der Sekundärseite drehfest verbunden und die Kupplungsscheibe über den auf der ersten Welle gelagerten Lagerflansch gegenüber einer radialen Richtung zentriert wird.

A method for assembling the clutch unit described is also proposed, at least comprising the following steps:

1. a) providing the first shaft and the separating clutch, which comprises at least the backing plate, the pressure plate and the clutch disc;
2. b) placing the disconnect clutch on the first shaft;
3. c) providing the torsional vibration damper, which comprises at least the primary side, the energy storage element, the secondary side and the bearing flange;
4. d) Sliding the torsional vibration damper onto the first shaft along the axis of rotation, the clutch disk being non-rotatably connected to the secondary side and the clutch disk being centered in relation to a radial direction via the bearing flange mounted on the first shaft.

The above (non-exhaustive) division of the method steps into a) to d) is primarily intended to serve only as a distinction and does not impose any order and/or dependency. It is also possible for method steps to at least partially overlap one another in terms of time. Process step b) very particularly preferably takes place after step a) and process step d) after steps a) to c). In particular, steps a) through d) are performed in the order listed.

The use of indefinite articles (“a”, “an”, “an” and “an”), particularly in the claims and the description reflecting them, is to be understood as such and not as a numeral. Correspondingly introduced terms or components are to be understood in such a way that they are present at least once and in particular can also be present several times.

As a precaution, it should be noted that the numerals used here (“first”, “second”, ...) primarily (only) serve to distinguish between several similar objects, sizes or processes, i.e. in particular no dependency and/or sequence of these objects, sizes or make processes mandatory for each other. Should a dependency and/or order be necessary, this is explicitly stated here or it is obvious to the person skilled in the art when studying the specifically described embodiment. If a component can occur several times (“at least one”), the description of one of these components can apply equally to all or part of the majority of these components, but this is not mandatory.

• 1: ein bekanntes Kupplungsaggregat in einer Seitenansicht im Schnitt;
• 2: eine erste Ausführungsvariante eines Kupplungsaggregats in einer Seitenansicht im Schnitt;
• 3: ein Verfahren zum Zusammenbau des Kupplungsaggregats nach 2; und
• 4: eine zweite Ausführungsvariante eines Kupplungsaggregats in einer Seitenansicht im Schnitt.

The invention and the technical environment are explained in more detail below with reference to the accompanying figures. It should be pointed out that the invention should not be limited by the exemplary embodiments given. In particular, unless explicitly stated otherwise, it is also possible to extract partial aspects of the facts explained in the figures and to combine them with other components and findings from the present description. In particular, it should be pointed out that the figures and in particular the proportions shown are only schematic. Show it:

• 1 : a known clutch unit in a side view in section;
• 2 : a first embodiment variant of a clutch unit in a side view in section;
• 3 : a procedure for assembling the clutch assembly 2 ; and
• 4 : A second embodiment variant of a clutch unit in a side view in section.

1 shows a known clutch unit 1 in a side view in section. The clutch unit 1 with an axis of rotation 2 is provided for the switchable connection of a drive shaft 3 to a first shaft 4 . The drive shaft 3 is a crankshaft of an internal combustion engine 24 and the first shaft 4 is a transmission input shaft. The clutch assembly 1 comprises a torsional vibration damper 5 for damping torsional irregularities, the torsional vibration damper 5 having a primary side 6 connected to the drive shaft 3 and a secondary side 8 connected to the primary side 6 and relatively rotatable to a limited extent via an energy storage element 7. The clutch unit 1 also includes a separating clutch 9 for the switchable connection of the secondary side 8 to the first shaft 4, the separating clutch 9 having a counter-plate 10 and a pressure plate 12 which can be displaced relative to the counter-plate 10 along the axis of rotation 2 and actuated by a lever element 11 and which is connected to the first shaft 4 are connected, as well as a clutch disc 14 which is connected to the secondary side 8 and can be pressed in a frictionally engaged manner between the counterplate 10 and the pressure plate 12 via friction surfaces 13 . The clutch unit 1 also includes the first shaft 4 and a cylinder arrangement 19 with a cylinder 20 and a piston 21 that can be displaced along the axis of rotation 2 to actuate the lever element 11. The clutch disk 14 is mounted on the crankshaft side, i.e. the side of the drive shaft 3, and the Separating clutch 9 on the transmission input shaft. With one of the offset of the crankshaft (of the drive shaft 3) to the transmission input shaft (of the first shaft 4) and closed separating clutch 9, constraining forces can result in the frictional contact of the clutch disk 14. These can lead to the transmittable torque being reduced or at least the controllability being made very difficult or even impossible. Furthermore, noise can be generated as a result of the radial offset.

2 shows a first embodiment of a clutch unit 1 in a side view in section. A motor vehicle 27 with a drive arrangement 23 is indicated, comprising an internal combustion engine 24, an electric machine 25 with a rotor 26 and a clutch assembly 1. The internal combustion engine 24 is coupled to the primary side 6 and the rotor 26 to the first shaft 4 of the clutch assembly 1. The internal combustion engine 24 is thus connected via the clutch unit 1 to a drive train 37 comprising at least the electric machine 25 and the first shaft 4 . The first shaft 3 is a transmission input shaft of a transmission 36.

The clutch unit 1 with an axis of rotation 2 is provided for the switchable connection of a drive shaft 3 to a first shaft 4 . The drive shaft 3 is a crankshaft of an internal combustion engine 24 and the first shaft 4 is a transmission input shaft. The clutch assembly 1 comprises a torsional vibration damper 5 for damping torsional irregularities, the torsional vibration damper 5 having a primary side 6 connected to the drive shaft 3 and a secondary side 8 connected to the primary side 6 and relatively rotatable to a limited extent via an energy storage element 7. The clutch unit 1 also includes a separating clutch 9 for the switchable connection of the secondary side 8 to the first shaft 4, the separating clutch 9 having a counter-plate 10 and a pressure plate 12 which can be displaced relative to the counter-plate 10 along the axis of rotation 2 and actuated by a lever element 11 and which is connected to the first shaft 4 are connected, as well as a clutch disc 14 which is connected to the secondary side 8 and can be pressed in a frictionally engaged manner between the counterplate 10 and the pressure plate 12 via friction surfaces 13 . The clutch unit 1 also includes the first shaft 4 and a cylinder arrangement 19 with a cylinder 20 and a piston 21 that can be displaced along the axis of rotation 2 to actuate the lever element 11. The secondary side 8 is mounted on the first shaft 4 via a bearing flange 15.

The secondary side 8 can be centered with respect to a radial direction 22 via the bearing of the secondary side 8 on the first shaft 4 . The clutch disk 14 is connected to the secondary side 8 and can thus likewise be centered with respect to the radial direction 22 . This allows the clutch disc 14 without radial offset to the other components of the clutch 9, ie z. B. the pressure plate 12 and the counter-plate 10 are arranged.

The separating clutch 9 also includes a clutch cover 33 to which the counterplate 10 and the pressure plate 12 are connected. The pressure plate 12 is connected to the clutch cover 33 via leaf springs 32, so that the pressure plate 12 is connected to the clutch cover 33 in a rotationally fixed manner relative to a circumferential direction 17 on the one hand, but is connected to the clutch cover 33 so that it can be displaced along the axis of rotation 2 on the other.

The clutch cover 33 is provided for the pivotable mounting of the lever element 11, wherein the lever element 11 can be supported on the clutch cover 33 in order to displace the pressure plate 12 along the axis of rotation 2 by pivoting about a pivot point running in the circumferential direction 17. The clutch cover 33 is connected to the first shaft 4 in a rotationally fixed manner.

In traction mode, the torque coming from drive shaft 3 can be introduced into primary side 6 , while in overrun mode, the torque coming from drive train 37 can be introduced into secondary side 8 . The primary side 6 and the secondary side 8, which is coupled to the primary side 6 with limited rotation via the energy storage element 7 designed as an arc spring, can form a mass-spring system which, in a specific frequency range, compensates for rotational irregularities in the speed and in the torque of the internal combustion engine 24 generated drive power can dampen.

The bearing flange 15 is mounted on the first shaft 4 via a roller bearing 16 . The roller bearing 16 is arranged between a surface of the bearing flange 15 and a surface of the first shaft 4 , each of which extends coaxially with the axis of rotation 2 . The roller bearing 16 is a basically known needle bearing.

The bearing flange 15 has a plurality of through bores 18 distributed along a circumferential direction 17 . Screw connections of the primary side 6 to the drive shaft 3 are accessible via the through bores 18 so that the torsional vibration damper 5, comprising at least the primary side 6, the secondary side 8 and the bearing flange 15, can be fastened to the drive shaft 3. The bearing flange 15 thus covers, along the radial direction 22, the connection formed by screws between the drive shaft 3 and the primary side 6.

The bearing flange 15 is connected to the secondary side 8 in a torque-proof manner.

The cylinder 20 is arranged on the first shaft 4, ie connected to it. The cylinder 20 is designed as a CSC, ie as a slave cylinder designed coaxially to the first shaft 4 . The cylinder 20 runs in a circumferential direction 17 (around the first shaft 4). The piston 21 is movably arranged relative to the cylinder 20 and can be displaced along the axis of rotation 2 by means of a fluid pressure generated in a pressure chamber 31 .

The cylinder 20 is non-rotatably connected to the first shaft 4 and the cylinder arrangement 19 is connected directly to the lever element 11 via the piston 21 . The actuating force of the cylinder arrangement 19 and the restoring force of the restoring spring designed as leaf springs 32 is transmitted via the lever element 11 .

The cylinder arrangement 19 is supplied with oil or fluid via the first shaft 4. For this purpose, a channel 30 is provided in the first shaft 4, via which a pressure chamber 31 in the cylinder 20 of the cylinder arrangement 19 can be supplied with the fluid. The pressure chamber 31 is sealed off via sealing elements 34 and the disk element 35, which can also act as a restoring spring.

The energy storage element 7 is arranged in a receiving space formed by the primary side 6 and running in the circumferential direction 17, and the secondary side 8 designed as an output flange protrudes into the receiving space for tangential impact on the energy storage element 7, the receiving space passing through on the secondary side 8 and on the primary side 6 attacking sealing elements 34 is sealed for retaining a lubricant provided for lubricating the energy storage element 7 lubricant. One sealing element 34 is pressed with a spring element designed as a cup spring with a certain contact pressure against the end face of the secondary side 8 designed as an outlet flange. The other sealing element 34 is designed as an axial ring 28 which bridges the gap between the primary side 6 and the secondary side 8 .

A cover plate 29 is arranged on the through bores 18 and has an extension pointing inwards in the radial direction 22 . This extension can serve as a pre-centering means 38 in relation to the radial direction 22, so that assembly of the clutch assembly 1 is simplified.

3 shows a method for assembling the clutch assembly 1 after 2 . To the remarks 2 is referred to.

According to step a), the first shaft 4 and the separating clutch 9, which comprises at least the counterplate 10, the pressure plate 12 and the clutch disk 14, are provided. According to step b), the separating clutch 9 is arranged on the first shaft 4 (see the right-hand part of the 3 ). According to step c), the torsional vibration damper 5 is provided, which comprises at least the primary side 6, the energy storage element 7, the secondary side 8 and the bearing flange 15 (see left part of the figure). 3 ). According to step d), the torsional vibration damper 5 is pushed onto the first shaft 4 along the axis of rotation 2, with the clutch disc 14 being non-rotatably connected to the secondary side 8 via teeth 39 aligned coaxially with the axis of rotation 2 and the clutch disc 14 being centered in relation to the radial direction 22 via the bearing flange 15 mounted on the first shaft 4. The fully assembled clutch unit 1 is in 2 shown.

4 shows a second embodiment variant of a clutch unit 1 in a side view in section. To the remarks 2 and 3 is referred to.

In contrast to the first embodiment variant, the clutch unit 1 has a ball bearing as the roller bearing 16 instead of the needle bearing. Due to the greater overall height in the radial direction 22, an extension on the cover plate 29 used for the pre-centering 38 is not required.

Reference List

1

clutch unit

2

axis of rotation

3

drive shaft

4

first wave

5

torsional vibration damper

6

primary side

7

energy storage element

8th

secondary side

9

disconnect clutch

10

counter plate

11

lever element

12

pressure plate

13

friction surface

14

clutch disc

15

bearing flange

16

roller bearing

17

circumferential direction

18

through hole

19

cylinder arrangement

20

cylinder

21

Pistons

22

radial direction

23

drive arrangement

24

internal combustion engine

25

machine

26

rotor

27

motor vehicle

28

axial ring

29

cover disk

30

channel

31

pressure room

32

leaf spring

33

clutch cover

34

sealing element

35

disk element

36

transmission

37

powertrain

38

pre-centering

39

gearing

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited 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 102021107964 [0004]

Claims (10)

Clutch unit (1) with an axis of rotation (2) for the switchable connection of a drive shaft (3) to a first shaft (4); at least extensively • a torsional vibration damper (5) for damping rotational irregularities, the torsional vibration damper (5) having a primary side (6) that can be connected to the drive shaft (3) and a secondary side that can be rotated to a limited extent via an energy storage element (7) and is connected to the primary side (6). (8) has; • a separating clutch (9) for switchably connecting the secondary side (8) to the first shaft (4), the separating clutch (9) having a counter-plate (10) and a counter-plate (10) along the axis of rotation (2) that can be displaced and passed through a lever element (11), actuatable pressure plate (12), which is connected to the first shaft (4), and to the secondary side (8) and is connected between the counter-plate (10) and the pressure plate (12) via friction surfaces (13) frictionally compressible clutch disc (14); as well as • the first shaft (4); the secondary side (8) being mounted on the first shaft (4) via a bearing flange (15). Clutch unit (1) after claim 1 , wherein the bearing flange (15) is mounted on the first shaft (4) via a roller bearing (16). Clutch assembly (1) according to one of the preceding claims, wherein the roller bearing (16) is a needle bearing or a ball bearing. Clutch assembly (1) according to one of the preceding claims, wherein the bearing flange (15) has a plurality of through-holes (18) distributed along a circumferential direction (17). Clutch unit (1) according to one of the preceding claims, additionally comprising a cylinder arrangement (19) with a cylinder (20) and a piston (21) which can be displaced along the axis of rotation (2) for actuating the lever element (11), the cylinder arrangement (19) is arranged in a radial direction (22) between the first shaft (4) and the friction surfaces (13). Clutch unit (1) after claim 5 , wherein the cylinder (20) is arranged on the first shaft (4). Clutch unit (1) according to one of the preceding Claims 5 and 6 , wherein the cylinder arrangement (19) is supplied with oil via the first shaft (4). Drive arrangement (23), comprising an internal combustion engine (24), an electric machine (25) with at least one rotor (26) and a clutch unit (1) according to one of the preceding claims, the internal combustion engine (24) having the primary side (6) and the rotor (26) is coupled to the first shaft (4). Drive arrangement (23) after claim 8 , Additionally comprising a transmission (36) with a transmission input shaft, wherein the first shaft (4) is the transmission input shaft. Method for assembling a clutch assembly (1) according to any one of the preceding Claims 1 until 7 , comprising at least the following steps: a) providing the first shaft (4) and the separating clutch (9), which comprises at least the counterplate (10), the pressure plate (12) and the clutch disc (14); b) arranging the separating clutch (9) on the first shaft (4); c) providing the torsional vibration damper (5), which comprises at least the primary side (6), the energy storage element (7), the secondary side (8) and the bearing flange (15); d) Pushing the torsional vibration damper (5) onto the first shaft (4) along the axis of rotation (2), with the clutch disc (14) being non-rotatably connected to the secondary side (8) and the clutch disc (14) being connected via the on the first shaft ( 4) mounted bearing flange (15) relative to a radial direction (22) is centered.

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