EP2409051A1

EP2409051A1 - Torque transmission system for the drive train of a vehicle

Info

Publication number: EP2409051A1
Application number: EP10709714A
Authority: EP
Inventors: Andreas Orlamünder; Thomas Dögel; Reinhard Feldhaus; Cora Carlson
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2009-03-17
Filing date: 2010-03-11
Publication date: 2012-01-25
Also published as: DE102009001591A1; WO2010105958A1

Abstract

The invention relates to a torque transmission system for the drive train of a vehicle, comprising a first torsional vibration damper arrangement (14) having a primary side (20) to be coupled to a drive element (12) for rotating about a rotational axis (A) and having a secondary side (34) that can be rotated about the rotational axis (A) relative to the primary side (20) against the effect of a damper fluid arrangement, a clutch arrangement (18) having an input area (72) coupled to the secondary side (34) of the first torsional vibration damper arrangement (14) and having an output area (80) coupled to an output shaft (86), wherein the input area (72) of the clutch arrangement (18) is coupled to the secondary side (34) of the first torsional vibration damper arrangement (14) by means of a connecting shaft section (100) and the connecting shaft section (100) is arranged with an axial connection to the output shaft (86), and wherein at least one pressurized fluid channel (118, 120) for supplying pressurized fluid to the first torsional vibration damper arrangement (14) is provided in the connecting shaft section (100) and the output shaft (86).

Description

Torque transmission system for the powertrain of a

vehicle

description

The present invention relates to a torque transmission system for the drive train of a vehicle, with which a torque can be transmitted between a drive unit, for example an internal combustion engine, and a transmission.

In order to avoid transmission or even the development of torsional vibrations or rotational irregularities in such torque transmission systems, it is known to use torsional vibration damper arrangements, such as so-called dual mass flywheels. These include a primary side and a secondary side. which against the action of a damper spring assembly, so a plurality of compressible under load helical compression springs or the like, about an axis of rotation with respect to each other are rotatable. The use of so-called gas spring Torsionsschwingungsdämpfer is known. These include one or more gas volumes which, upon relative rotation of a primary side relative to a secondary side thereof, can be loaded or compressed by a substantially compressible pressure fluid. This pressure fluid is conveyed forward during relative rotation between the primary side and the secondary side or placed under increased pressure in order to achieve a suspension effect or an energy storage effect correspondingly also by greater pressure load of the gas volume or volumes. In this case, in order to provide an effectiveness in both directions of relative rotation, that is to say both for the tension state and the thrust state, separate gas volumes and pressure fluid volumes assigned to them can be provided separately, so that in one case the gas volume (s) are loaded, for example, for the thrust state and in the another case, that is, for example, an acceleration state that loads the gas volumes for the tensile state become.

In order to be able to operate such a gas spring torsional vibration damper, it is necessary to supply the pressurized fluid required for loading the compressible fluid, ie the gas, or to vary its pressure in order to be able to influence the damping characteristic accordingly. For this purpose, it is known to provide a pressurized fluid source outside the rotating system areas, which is then connected via one or more rotary leadthrough arrangements and corresponding pressurized fluid channels in connection with such a torsional vibration damper.

It is the object of the present invention to provide a torque transmission system for a drive train of a vehicle, which enables a reliable supply of a designed with a damper fluid arrangement Torsionsschwingungsdämpferanord- tion with a simple structure.

According to the invention, this object is achieved by a torque transmission system for the drive train of a vehicle, comprising a first torsional vibration damper arrangement with a to be coupled to a drive member for rotation about a rotation axis primary side and against the action of a damper fluid arrangement relative to the primary side about the rotation axis rotatable secondary side, a clutch assembly with an input portion coupled to the secondary side of the first torsional vibration damper assembly and an output portion coupled to an output shaft, the input portion of the clutch assembly being coupled via a connecting shaft portion to the secondary side of the first torsional vibration damper assembly, and wherein at least one pressure fluid passage to the pressurized fluid supply of the first torsional vibration damper is provided in the connecting shaft portion and the output shaft. damper assembly is provided. In the case of the torque transmission system according to the invention, the supply of the pressure fluid required for the operation of the first torsional vibration damper arrangement can take place via two axially adjoining shafts or shaft sections. It thus components or assemblies are used, which are present anyway at least in part, so that additional modules must not be provided. Further, the connection of the first torsional vibration damper assembly with the clutch assembly via the connecting shaft portion easily allows the construction of a modular system in which further assemblies, such as a later-mentioned second Torsionsschwingungsdämpferan- order, if necessary, can be integrated.

To realize a compact and reliable construction can be provided that the connecting shaft portion is arranged axially adjacent to the output shaft

In order to obtain a stable abutment of the output shaft and the connecting shaft portion, it is further proposed that the output shaft is mounted in a near the connecting shaft portion end portion with respect to this and fluid-tightly connected. For this purpose, it may be provided, for example, that the connecting shaft section has a bearing recess in an end region near the output shaft, in which the end region of the output shaft is mounted and connected in a fluid-tight manner.

Since the first Torsionsschwingungsdämpferanordnung is advantageously used both in traction and overrun for vibration damping and is charged independently for each of these two states with a suitable fluid pressure, it is further proposed that in the connecting shaft portion and the output shaft two Druckfluid- channels for the first Torsionsschwingungsdämpferanordnung are provided. The two pressure fluid ducts can be arranged substantially coaxially with respect to one another, with a structurally simple to implement - A -

design form these two coaxially arranged pressurized fluid channels can be separated by a tubular separator in the output shaft and the connecting shaft section. A stabilization of the overall arrangement can thereby still be supported, that the separating element bridges the connection area of the output shaft to the connecting shaft section.

The vibration damping characteristic of the system according to the invention can thereby be tuned in an even better manner to the vibration states occurring in a drive train such that the secondary side of the first torsional vibration damper arrangement is coupled to the connecting shaft section by means of a second torsional vibration damper arrangement.

It can be provided that the second Torsionsschwingungsdämpfer- arrangement comprises a rotatably coupled to the secondary side of the first Torsionsschwingungs- damper primary side and a relative to the primary side against the action of a damper spring assembly rotatable and rotatably coupled to the connecting shaft portion secondary side.

The modular nature of the system according to the invention, in particular with regard to the easy assembly of different system areas, can be assisted by the secondary side of the second torsional vibration damper arrangement having an internal toothed hub region and the connecting shaft section having external toothing engaging with the internal toothing. The coupling arrangement of the system according to the invention can be arranged, for example, together with the first torsional vibration damper arrangement in a drying space, which can be located for example in the region between a transmission and a drive unit and, for example, can also be surrounded by a transmission bell. In an alternative construction, it can be provided that the first torsional vibration damper arrangement is arranged in a drying space and the coupling arrangement is arranged in a wet space. The arrangement of the coupling arrangement in the wet space makes it possible, through contact with a fluid present in the wet space, generally gear oil, to remove heat from the region of the coupling arrangement, in particular the system areas thereof which rubbing against one another in an intermingling manner.

In this case, the second Torsionsschwingungsdämpferanordnung be arranged in the drying room, so that the relative rotation of the primary and secondary side can be done without the impairment of a fluid to be displaced. Alternatively, it is possible that the second Torsionsschwingungs- damper assembly is disposed in the wet room. This arrangement is particularly advantageous if the fluid present in the wet space, for example gear oil, is to be used as a viscous medium in order to dissipate vibrational energy and also to lubricate areas of the second torsional vibration damper arrangement that interact with one another in a frictional manner.

In the system according to the invention can further be provided that the clutch assembly is formed as a double clutch with an input portion and a first output shaft cooperating with a first output range and a cooperating with the first output shaft coaxially second output shaft second output range, wherein the first output shaft with the connecting shaft portion provides the at least one pressurized fluid channel.

It can further be provided that the clutch arrangement as a wet-running clutch can be brought into friction-friction formations that can be brought into / out of frictional engagement by a pressure element that can be acted upon with pressurized fluid. A variant which is particularly advantageous with respect to the drive effort or the clutch actuation can provide that the pressure element is assigned a pressure fluid space, wherein a fluid pressure in the pressure fluid space for actuating the contact pressure element is to be changed and wherein the pressure fluid space is in fluid communication with a pressure fluid channel. In particular, it can be provided that the pressing element is biased in the direction of canceling the frictional engagement and the fluid pressure in the pressure fluid space for producing the frictional engagement is to be increased.

Particularly advantageously, the pressure increase required to actuate the clutch can also be utilized in the region of the first torsional vibration damper arrangement in that the pressure fluid chamber is in communication with a pressurized fluid channel whose fluid pressure is at torque transmission from the drive member to the output shaft, preferably at an approach / Acceleration state, increase.

The damper fluid assembly may include at least one volume of gas compressible in torque transmission through the pressurized fluid.

The present invention will be explained below in detail with reference to the accompanying drawings. It shows:

Fig. 1 is a longitudinal sectional view of a first embodiment of a torque transmission system;

Fig. 1 a is a cross-sectional view of the torque transmission system shown in Fig. 1 taken along a line Ia-Ia;

Fig. 2 is a longitudinal sectional view of another embodiment of a torque transmission system; 3 is a longitudinal sectional view of another embodiment of a torque transmission system;

4 shows in their representations a) to e) in principle representation different design variants.

In Fig. 1, a torque transmission system of a first embodiment is generally designated 10. The torque transmission system 10 has in the torque flow of an effective as a drive member crankshaft 12, three major system groups, namely designed as a gas spring Torsionsschwingungsdämpfer first Torsi- onsschwingungsdämpferanordnung 14, designed as a helical spring torsional vibration damper second Torsionsschwingungsdämpferan- order 16 and as a wet-running starting clutch formed coupling arrangement 18.

A primary side 20 of the first Torsionsschwingungsdämpferanordnung 14 is connected via a flexible plate assembly 20 or the like to the drive member, in this case the crankshaft 12, rotatably connected and thus rotatable about a rotational axis A with this crankshaft 12. The primary side 20 comprises a multi-part housing 24 having a plurality of displacer chambers 26 formed therein. These are generally filled with pressurized fluid under pressure, e.g. Oil, filled. Via a connection volume 28, this pressure fluid loads a plurality of gas volumes 30, which are provided successively on the primary side 20 in the circumferential direction about the axis of rotation A, in each case via a separating element 32 designed in the manner of a piston.

A secondary side 34 of the first torsional vibration damper assembly 14 comprises a further, inner housing 36, which in connection with the first-mentioned, outer housing 24 in Fig. 1 a recognizable, in

Umfangshchtung the successive displacement chambers 26 be borders. In order to limit the circumference of the displacement chambers 26, the outer housing 24 and the inner housing 36 each have two boundary walls 24 ', 24 "or 36', 36" which are arranged at a circumferential distance 180 ° and extend to the other housing. Each displacement chamber 26 is bounded in the circumferential direction between a wall of the one housing and a wall of the other housing. Upon relative rotation between the two housings 24, 36, the volume of the displacement chambers 26 changes, so that either pressurized fluid is displaced out of them in the direction of the connection chamber 28 or, accordingly, when the volume of the displacement chambers increases, pressurized fluid can be taken up from the connection chamber 28 therein. This means that, depending on the relative direction of rotation between the primary side 20 and the secondary side 34 and accordingly occurring reduction or increase in the volume of various displacement chambers 26 load some of the gas volumes 30, the gas contained therein is thus compressed, while some are relieved and the gas contained therein can relax. By selecting the number or even the size of the gas volumes 30 in association with the traction or overrun operation, the vibration damping behavior in the torque transmission state can be adjusted from the drive shaft 12 to the following area of the drive train or from the drive train to the drive shaft 12 on the other hand, so that the same damping characteristics or different damping characteristics can be set, for example, for pulling and pushing operation.

At its two axial end regions, the two housings 24, 36 are mounted with respect to one another via bearings, preferably rolling element bearings, 38, 40 for rotation about the axis of rotation A. A fluid-tight seal, in particular of the displacement chambers, is ensured by sealing arrangements 42, 44 which are effective on both axial sides in the adjoining area of the two housings 24, 36. The second Torsionsschwingungsdämpferanordnung 16 is formed as a helical compression spring torsional vibration damper and includes a formed with two cover plate elements 46, 48 primary side 50th

The cover disk element 46 is connected in its radially inner region via a plurality of bolts and a Hirth toothing to the housing 36, so the secondary side 34 of the first Torsionsschwingungsdämpferanord- 14 for common rotation about the axis of rotation A. A secondary side 52 of the second torsional vibration damper arrangement 16 comprises a central disk element 54 lying between the two cover disk elements 46, 48, which engages radially inwards and has a hub region 56 with an internal toothing 58.

A damper spring assembly 60 of the second torsional vibration damper assembly 16 includes a plurality of circumferentially successive helical compression springs circumferentially supported on the cover disk elements 46, 48 on the one hand and the center disk element 54 on the other hand and thus under their own compression a relative rotation between primary side 50 and secondary side 52nd allow the second torsional vibration damper assembly. A generally designated 62 friction means comprises in the example shown two voltage applied to the central disk element 54 and with respect to the two cover disk elements 46, 48 supporting and under the bias of a plate spring or the like friction rings, so that upon relative rotation between the primary side 50 and the secondary side 52 also the friction work occurring vibration energy can be dissipated.

The central disk element 54 has through openings 64 in its radially inner region, through which either the bolts used to fix the primary side 50 on the housing 36 can be guided and tightened or, if necessary, only the tool required for tightening can be guided. It should be noted that the torsional vibration damper assembly 16 may also be constructed so that the central disk element 54 is arranged on the primary side, that is connected to the housing 36, and the cover disk elements 46, 48 are positioned on the secondary side, wherein one of these cover disk elements then with Internal teeth provided hub region may have. Since this cover disk element is then guided radially inward over the screw connection of the central disk element, it is necessary to provide an opening at least for the penetration of a tool, at least in this cover disk element.

The clutch assembly 18 includes a housing generally designated 66. This comprises a housing-side lying pot-like housing part 68 and a motor side lying, substantially annular disk-like housing part 70. The two housing parts 68, 70 substantially form the input portion 72 of the clutch assembly 18. This formed in the manner of a wet-running multi-plate clutch clutch assembly 18 has a on the input side friction surface formation with a plurality of with the housing 68 rotatably, with respect to this axially movable friction members 74 and on an output side friction surface formation with a plurality of rotatably coupled to a Reibelemententräger 76 and with respect to this axially movable friction elements 78. The substantially the output region 80 of Coupling arrangement providing friction element carrier 76 has radially inwardly on a hub 82 which is rotationally coupled by means of an internal gear 84 with a serving as the output shaft 86 transmission input shaft or a thereto provided n external toothing 88.

A piston-like pressing member 90 of the coupling assembly 18 can press against each other in its radially outer region, the two friction surface formations under support on the housing part 70, but by a biasing spring 92 in one of the Reibflächenformationen not biased against each other pressing state. Between the housing part 68 and the pressing element 90, a fluid space 94 is formed, in which via a supply channel 96 pressurized fluid, so for example oil, can be introduced to a pressing the 90 against the biasing force of the biasing spring 92 in the direction Einrückelement loading and thus the Clutch assembly 18 to generate engaging force.

It should be noted that, of course, the interior of the housing 66 is also filled with fluid or can be filled, which can for example be supplied or removed via a formed between the output shaft 86 and the supply channel 96 having housing hub 98 flow space ,

The motor-side housing part 70 of the housing 66 is fixed in its radially inner region, for example, by welding to a connecting shaft section 100 or connected thereto. This connecting shaft section 100 could thus also be attributed to the input region 72 of the clutch arrangement 18. Where the hub portion 56 is located with the internal teeth 58, the connecting shaft portion 100 has an outer toothing 102 and is rotatably connected in this way with the secondary side 52 of the second torsional vibration damper assembly 16. The torque flow thus proceeds, starting from the crankshaft 12, via the flexplate arrangement 22 and the primary-side housing 24 of the first torsional vibration damper arrangement 14 under torque support to the gas volumes 30 via the secondary-side housing 36 of the first torsional vibration damper arrangement 14 and the primary side 50 of the second torsional vibration damper arrangement 16 connected therewith in a rotationally fixed manner The helical compression springs of the damper spring assembly 60 transmit the torque to the secondary side 52 of the second torsional vibration damper assembly 16, which in turn is rotationally coupled to the connecting shaft portion 100. From this torque passes through the housing 66 of the clutch assembly 18 and Bθiden frictionally engageable friction surface formations or friction elements 74, 78 thereof on the output portion 80, so the Reibelemententräger 76 and from there to the output shaft 86. This is the torque flow for the tensile state. In the pushing state, that is, for example, an engine braking state, the torque runs in the reverse direction from the transmission input shaft, that is, the output shaft 86, to the crankshaft 12.

The connecting shaft section 100 is rotatably mounted relative to the first torsional vibration damper arrangement 14 via two bearings 104, 106, preferably rolling element bearings 14, which are axially spaced from one another in the axial end regions of the first torsional vibration damper arrangement, so that even with relative rotation between the primary side 50 and the secondary side 52 of the second torsional vibration damper assembly 16 may occur in this area a rotation. Since in this area generally also produced by leakage oil coverage of the various components is present, it is of course also possible to use sliding bearings.

The output shaft 86 and the connecting shaft portion 100 are both formed as hollow shafts, thus have the axis of rotation A substantially concentric, this completely penetrating openings. Furthermore, the output shaft 86 is inserted with its end portion 108 near the connecting shaft portion 100 into a bearing recess 110 of the connecting shaft portion 100 and is rotatably mounted therein via a roller bearing 112. Furthermore, a sealing element 14, for example an O-ring or another dynamically effective sealing element, ensures a fluid-tight connection of the output shaft 86 to the connecting shaft section 100.

It can be seen in FIG. 1 that the connecting shaft section 100 and the output shaft 86 axially adjoin one another, in their abutment regions. but can overlap each other. Depending on the selected embodiment, this overlap may be different. Thus, for example, the output shaft 86 could also be designed such that it extends beyond the torsional vibration damper assembly 16 into overlap with the connecting shaft portion 100, possibly even into the region of the torsional vibration damper assembly 14, thus, for example, shortly before the openings 126 mentioned below in the connecting shaft portion 100 or possibly beyond. In the context of the invention, even with such overlap, the connecting shaft section 100 is arranged axially adjacent to the output shaft 86 and more or less strongly overlaps it.

In the inner region of these two shafts or shaft sections, two fluid channels 118 and 120 separated by a tube-like separating element 116 are formed. The radially inner fluid channel 118 is formed essentially in the inner volume region of the separating element 16 and completely penetrates the transmission input shaft or output shaft 86 and extends to one or more openings 122 in the connecting shaft section 100. Via this opening or openings 122 is the inner volume region of the connecting shaft section 100, ie essentially also the fluid channel 118, radially outwardly open to one or more openings 124 in the secondary-side housing 36 of the first torsional vibration damper arrangement 14. These openings 124 lead, for example, to the thrust-side displacement chambers 26, ie those displacement chambers in which the fluid pressure increases during torque transmission in the thrust state and fluid is displaced via a connecting chamber 28 in the direction of the associated gas volumes. Near the openings 122, the tubular partition 116 is connected to the connecting shaft section 100 substantially in a fluid-tight manner. Axially in front of this connection is one or more openings 126, via which the fluid channel 1 18 radially outward to one or more indicated by dashed lines openings 128 in the housing 36 is open. These openings 128 lead via a further connection. By axially on both sides or between the openings 122, 126 arranged and dynamically effective sealing elements is a fluid-tight connection of the two fluid channels 118, 120 to the first torsional vibration damper assembly 14, here the secondary side 34 of the same guaranteed. It goes without saying that in each case a plurality of staggered sealing elements can be provided for the gradual pressure build-up of this fluid transfer region, which can also be viewed as a rotary feedthrough.

Since, in particular, with the clutch assembly open, the output shaft 86 and the connecting shaft portion 100 rotate at different speeds, the separating element 116 must be able to rotate with respect to one of these groups. For this purpose, it may be provided, for example, that in its axial end region, the separating element 116 is firmly and fluid-tightly fixed on the connecting shaft section 100 between the openings 122, 126, for example being pressed in. In its area located in the output shaft 86, the separating element 16 can have a plurality of radially outwardly projecting formations 117. With these, the separating element 116 is relatively rotatably attached to the output shaft 86 and thus provides for a defined centering of the separating element 116. Since the formations 117 are arranged at a distance in the circumferential direction, a fluid passage is nevertheless made possible for the fluid flowing in the fluid channel 120. Instead of the formations 17, for example, a bearing, such as e.g. Plain bearing or rolling bearing be provided, which, however, must be such that it does not complete the fluid channel 120.

In order to provide the fluid pressure required for the first torsional vibration damper arrangement 14 in the two fluid channels 118, 120, a further rotary feedthrough, for example, can be provided within a transmission in association with the output shaft 86, which injects the pressurized fluid delivered by a pressure fluid source into the two fluid passages. Channels 1 18, 120 feeds or ensures that the fluid pressure in these fluid channels 118, 120 adapted according to the respective requirements, so if necessary increased or lowered. In this case, provision is made in particular for this supply of pressurized fluid to take place independently of the pressurized fluid supply of the fluid space 94 of the clutch arrangement 18. In an alternative variant, it could also be provided that there is a connection between the fluid space 94 and the fluid channel provided in connection with the gas volumes 30 acting on the tension side, in the example shown, the fluid channel 120. For torque transmission and engagement of the clutch In general, it can be assumed that there is a tensile state, that is, in this fluid channel 120 for correspondingly stiffening the first torsional vibration damper arrangement 14, the fluid pressure has to be increased. This increase in fluid pressure can also be used at the same time in order to correspondingly increase the fluid pressure in the fluid space 94 and consequently to load the contact pressure element 90 and engage the clutch arrangement 18. Since, furthermore, the regulation of the damping characteristic of the first torsional vibration damper arrangement 14 can necessitate a very accurate detection of the drive torque introduced via the drive shaft 12, it can thus be ensured at the same time that a sufficiently high clutch torque is provided in the clutch arrangement 18 and thus avoiding the occurrence of slip conditions due to excessively large drive torques. In order to be able to equally dampen idling moments when the coupling arrangement 18 is held in place, it is also advantageous to provide an increase in the fluid pressure via the thrust-side effective fluid channel 1 18, ie in the fluid channel 120 intended to substantially compensate fluid pressure without having to take an influence on the engagement state of the clutch assembly 18.

In the area of a gearbox or possibly also outside of it, ne source of pressurized fluid may be an integrated pump or other hydraulic pressure supply with accumulator.

It can be seen in Fig. 1 further that the two Torsionsschwingungs- damper assemblies 14, 16 and the clutch assembly 18 are all arranged in a lying between a gearbox and a drive unit drying room. For example, it could be provided that this drying space is surrounded by a transmission or clutch bell. Since the arrangement is provided in the drying room, however, it is necessary to design the wet-running clutch arrangement 18 itself fluid-tight. Although basically the same fluid, ie, for example, gear oil, is used for the clutch arrangement 18 and the first torsional vibration damper arrangement, mixing would therefore not be detrimental, however, fluid leaks from the region of the clutch arrangement 18 would not be acceptable.

On the one hand, it is easily possible to construct the system by coupling the first torsional vibration damper arrangement with the coupling arrangement 18 via the second torsional vibration damper arrangement 16, in particular the two toothings 58, 102. On the other hand, this is given a modular character in which, for example, instead of providing the second torsional vibration damper arrangement 16, a rigid coupling between the secondary side 34 of the first torsional vibration damper arrangement 14 and the connecting shaft section 100 could also be realized. This could for example be realized by a substantially only the hub portion 56 and a screwed to the housing 36 flange portion coupling member. Alternatively, it could also be provided that the connecting shaft section 100 is provided with an additional external toothing section, which can be brought into rotationally coupling engagement with a corresponding internal toothing on the housing 36. It should also be noted that it goes without saying that the first torsional vibration damper arrangement 14 can also be integrated into the torque flow such that the housing 24 with the gas volume 30 on the secondary side thereof and the housing 36 on the primary side. In this case, for example, the flexible plate arrangement 22 would then be screwed radially inwards to the housing 36, while the housing 24 would be connected to the primary side 50 of the second torsional vibration damper arrangement 16 or a corresponding coupling component, for example by a serration and screw connection.

FIG. 2 shows an alternative embodiment of a torque transmission system 10. Here, the basic construction of the first torsional vibration damper arrangement 14, the second torsional vibration damper arrangement 16 and their mutual coupling is as described above. The clutch assembly 18 is embodied here as a wet-running double clutch with correspondingly two sets of friction surface formations and two respective friction element carriers 76 ', 76 "comprising output regions 80', 80". Of course, in association with these two output regions 80 ', 80 ", there are also two output shafts 86', 86" which lie coaxially with one another. The output shaft 86 'corresponds in structure and function substantially to the output shaft 86 previously described with reference to FIG.

Also in this clutch assembly 18, the two coupling portions are formed as so-called normal-open clutches. That is, the two pressing elements 90 ', 90 "are each biased in the direction of disengagement and by pressurized fluid in the fluid chambers 94', 94" can each be then frictionally engaged with each other friction elements of the various friction surface are pressed against each other and thus a torque on one of two output shafts 86 ', 86 "are transmitted.

Also in this embodiment variant, the pressure fluid supply the first torsional vibration damper assembly 14 on the one hand and the clutch assembly 18 on the other hand made independent of each other. In principle, it would also be conceivable to couple one of the two coupling regions, for example the radially inner coupling region 94, to the tension-effective fluid channel, for example the radially outer fluid channel 120. This would then preferably that clutch area, in association with which a starting gear, so for example, the first gear, is to be switched.

It can be seen in Fig. 2, a torque transmission system enclosing housing 130, for example, a clutch or bell housing. In this way, it is ensured by encapsulation that impurities can not reach into the region of the torque transmission system 10. In this housing 130, on the one hand, a drying space 132 is provided, which contains the two torsional vibration damper arrangements 14 and 16. By a partition wall 134, which is rotatably connected radially inwardly with respect to the connecting shaft portion 100 and fluid-tight, a wet space 136 is separated, in which substantially the clutch assembly 18 is located. Their housing is provided with a plurality of openings 138, so that the internal volume region of the housing 66 is in constant fluid exchange with fluid present in the wet space 136 and thus overheating, especially with prolonged slip conditions, can be avoided.

Since the second Torsionsschwingungsdämpferanordnung 16 here as well as the first torsional vibration damper assembly 14 is in the drying chamber 132, it is ensured that in the region of these two modules no seizure, they are not affected by displacement of fluid in their damping characteristics and in particular do not contribute to that Fluidizing air bubbles are introduced into this. Such a foaming of the fluid generally used here as a fluid would have the consequence that the hydraulic control or the valves used for this purpose could not work reliably or with the required precision.

Another modification is shown in FIG. Again, the structure of the torque transmission system 10 substantially corresponds to that described above, so that reference may be made to the relevant embodiments. It can be seen, however, that the partition wall 134 here lies between the two torsional vibration damper arrangements 14, 16, that is, the second torsional vibration damper arrangement 16 is also positioned in the wet space 136. Thus, by appropriate tuning in the region of the second torsional vibration damper arrangement 16, it can be ensured that upon relative rotation between the primary side 50 and the secondary side 52, vibration energy can be absorbed not only by compression of the helical compression springs of the damper spring arrangement 60 but also by fluid displacement.

It can be seen in this embodiment further that between the axial end portion 140 of the connecting shaft portion 100 and an opposite portion of the primary side housing 24 of the first Torsi- onsschwingungsdämpferanordnung 14 designed here as a sliding ring thrust bearing 142 is provided so that occurring at the connecting shaft portion 100 axial forces are supported can. Of course, a solid-state bearing could also be installed here.

It should also be noted that in this and of course also the previously shown embodiments, the second torsional vibration damper assembly 16 could also be arranged so that it surrounds the clutch assembly 18 with its damper spring assembly 60 substantially radially outside, so that this axially closer to the first Torsi- onsschwingungsdämpferanordnung 14 can approach.

4, in principle, different embodiments are shown in FIG. variants shown. It should first be pointed out that in principle it is shown here that the housing 36 of the first torsional vibration damper arrangement 14 is connected to the crankshaft 12, thus essentially providing the primary side 20, while the housing 24 with the gas volumes 30 substantially the secondary side 34 provides. However, this is chosen here only to illustrate this variant. Following in the torque flow is then the second torsional vibration damper assembly 16, this formed as a helical compression spring Torsi- onsschwingungsdämpfer, whereupon the clutch assembly 18 follows. This can, as already mentioned, be designed as a wet-running clutch assembly, but could of course also be designed as a dry-running friction clutch, either as a single or as a double clutch.

FIG. 4 a shows a variant in which the entire torque transmission system 10 lies in the wet space 136.

4b shows a variant in which only the coupling arrangement 18 with its two outlet regions 80 ', 80 "lies in the wet space 136. Thus, this is essentially a variant, as shown in FIG.

In the embodiment variant shown in FIG. 4c), the friction clutch 18 lies in the wet chamber 136. Its input region 72 is connected directly to the secondary side 34 of the first torsional vibration damper arrangement 14; a torsional vibration damper arrangement 16 'corresponding, for example, in the construction of the second torsional vibration damper arrangement can be in the torque flow then follow the coupling arrangement 18 or can also be integrated in its output region, that is to say, for example, between a friction element carrier and a hub coupled to an output shaft.

In the variant shown in Fig. 4d), the clutch assembly 18 is again designed as a double clutch, for example, as a wet-running dual clutch. In one of its output regions, for example the output region 80 ', a further torsional vibration damper assembly 16' is integrated. Of course, such a torsional vibration damper arrangement could also be integrated into the second output region 80 ".

Finally, FIG. 4 e) shows a variant in which the coupling arrangement 18 designed as a double clutch, ie a wet-running double clutch, for example, is integrated into the wet space 136 together with the second torsional vibration damper arrangement 16, as already described above with reference to FIGS Fig. 3 has been set forth.

With regard to the variants shown in FIGS. 4c) and 4d), it should be noted that the torsional vibration damper 16 'provided in or downstream of an output region of the clutch arrangement could, of course, also be arranged lying outside the wet space 136. For this purpose, as FIG. 4d illustrates, the wet space may be delimited in the region of a wall 150, so that only the output shaft or output shafts are led out of it and the torsional vibration damper arrangement 16 'then lies in the torque flow.

Claims

claims

1. A torque transmission system for the powertrain of a vehicle, comprising a first torsional vibration damper assembly

(14) having a primary side (20) to be coupled to a drive member (12) for rotation about an axis of rotation (A) and a secondary side (34) rotatable about the axis of rotation (A) against the action of a damper fluid assembly relative to the primary side (20). a clutch assembly (18) having an input portion (72) coupled to the secondary side (34) of the first torsional damper assembly (14) and an output portion (80) coupled to an output shaft (86), the input portion (72) of the clutch assembly (18) via a connecting shaft portion (100) to the secondary side (34) of the first torsional vibration damper assembly (14) and wherein in the connecting shaft portion (100) and the output shaft (86) at least one pressurized fluid channel (1 18, 120) to the pressurized fluid supply of the first Torsionsschwingungsdämpferanord- (14) is provided.

2. torque transmission system according to claim 1, characterized in that the connecting shaft portion (100) axially adjacent to the output shaft (86) is arranged

3. torque transmission system according to claim 1 or 2, characterized in that the output shaft (86) in a the connecting shaft portion (100) near end portion (108) mounted with respect to this and is connected fluid-tight.

4. torque transmission system according to claim 3, characterized in that the connecting shaft portion (100) in one of the output shaft (86) near the end region of a bearing recess (1 10), in which the end region (108) of the output shaft (86) is mounted and connected in a fluid-tight manner.

5. torque transmission system according to one of claims 1 to 4, characterized in that in the connecting shaft section

(100) and the output shaft (86) has two pressure fluid channels (1 18, 120) are provided for the first torsional vibration damper assembly (14).

6. torque transmission system according to claim 5, characterized in that the two pressure fluid ducts (1 18, 120) to each other are arranged substantially coaxially.

7. torque transmission system according to claim 6, characterized in that a tubular separator (116) in the connecting shaft portion (100) and the output shaft (86) the pressure fluid channels (118, 120) from each other.

8. torque transmission system according to claim 7, characterized in that the separating element (116) bridges the connection region of the output shaft (86) to the connecting shaft portion (100).

9. torque transmission system according to one of claims 1 to 8, characterized in that the secondary side (34) of the first Torsi- onsschwingungsdämpferanordnung (14) with the connecting shaft portion (100) by means of a second Torsionsschwingungsdämpfer- arrangement (16) is coupled.

10. A torque transmission system according to claim 9, characterized in that the second torsional vibration damper arrangement (16) has one with the secondary side (34) of the first torsional vibration damper (16). vibration damper assembly (14) rotatably coupled primary side (50) and with respect to the primary side (50) against the action of a damper spring assembly (60) rotatable and rotatably coupled to the connecting shaft portion (100) coupled secondary side (52).

A torque transmission system according to claim 10, characterized in that the secondary side (52) of the second torsional vibration damper assembly (16) engages a hub portion (56) with internal teeth (58) and the connecting shaft portion (100) engages with the internal teeth (58) standing external toothing

(102).

12. A torque transmission system according to any one of claims 1 to 11, characterized in that the coupling arrangement (18) and the first torsional vibration damper arrangement (14) are arranged in a drying space.

13. torque transmission system according to one of claims 1 to 11, characterized in that the first Tohonsschwingungsdämpfer- arrangement (14) in a drying space (132) is arranged and the

Coupling arrangement (18) in a wet room (136) is arranged.

14. A torque transmission system according to claim 9 and claim 13, characterized in that the second Torsionsschwingungsdämp- feranordnung (16) in the drying space (132) is arranged.

15. A torque transmission system according to claim 9 and claim 13, characterized in that the second Torsionsschwingungsdämp- feranordnung (16) in the wet space (136) is arranged.

16. A torque transmission system according to any one of claims 1 to 15, characterized in that the coupling arrangement (18) is designed as a double clutch with an input region (72) and a first output shaft (86 ') cooperating with the first output region (80') and with a first output shaft (86 ') coaxially surrounding second Output shaft (80 ") cooperating second output range (80"), wherein the first output shaft (86 ') with the connecting shaft portion (100) the at least one pressure fluid channel (1 18, 120) provides.

17. A torque transmission system according to any one of claims 1 to 16, characterized in that the clutch assembly (18) as a wet-running clutch with by a pressure fluid acted upon pressing member (90) in / frictionally engageable friction surface formations (74, 78).

18. torque transmission system according to claim 17, characterized in that the pressure element (90) is associated with a pressure fluid chamber (94), wherein a fluid pressure in the pressure fluid space (94) for actuating the pressing member (90) to change and wherein the pressure fluid space ( 94) is in fluid communication with a pressurized fluid channel (120).

19. A torque transmission system according to claim 18, characterized in that the pressing element (90) is biased in the direction of canceling the frictional engagement and the fluid pressure in the

Pressure fluid space (94) to increase the friction engagement is to increase.

20. A torque according to claim 18 or 19, characterized in that the pressure fluid space (94) in conjunction with a pressure fluid passage (120) whose fluid pressure at torque transmission from the drive member (12) to the output shaft (86), preferably in a starting / accelerating condition.

21. A torque according to claim 20, characterized in that the damper fluid arrangement comprises at least one compressible in torque transmission by pressurized gas volume (30).