EP2707616A1

EP2707616A1 - Dual clutch for motor vehicles

Info

Publication number: EP2707616A1
Application number: EP12721717.2A
Authority: EP
Inventors: Dirk Reimnitz
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2011-05-11
Filing date: 2012-04-23
Publication date: 2014-03-19
Also published as: DE112012002022A5; CN103547826A; WO2012152243A1; DE102012206658A1; CN103547826B

Abstract

The invention relates to a torque transmission device in a drive train of a vehicle, comprising a torsional vibration damper and a dual clutch, wherein an input side of the torsional vibration damper is connected to a drive shaft of a drive unit and an output side of the torsional vibration damper is connected to a driving device of the dual clutch, and wherein the dual clutch is supported at a gearbox-side bearing point and an engine-side bearing point, and wherein a clutch cover of the engine-side clutch of the dual clutch is connected to a pilot pin, which is radially supported in a pilot pin bore in the drive unit by means of a bearing.

Description

Double clutch for motor vehicles

The present invention relates to a dual clutch for motor vehicles or trucks according to the preamble of claims 1 to 3.

In operation, clutches transmit the rotational movement of the engine to the transmission input shafts of a transmission. At the same time they are subjected to different forces (for example, actuating, centrifugal, inertial and centrifugal forces). Therefore, clutches must be supported rotatably but also axially and radially fixed.

For this purpose, different storage variants with one or more storage or

Connection points known. Here, coupling with (only) a bearing point are usually supported by the crankshaft or are connected to a rolling bearing with the transmission input shafts or the clutch housing. A double clutches with two bearings is known from DE 102008019949A1, in which the double clutch is supported on the transmission side via a cover bearing axially and radially on the transmission housing and additionally on the motor side via the dual mass flywheel radially on the crankshaft. When providing two or more bearings is to pay attention to the coaxial arrangement of the bearings, as a radial or angular displacement of the various, determined by the individual bearings rotation axes, leads to constraining forces and forced movements of the clutch. In order to minimize the resulting negative effects, such as reduced service life, comfort reduction and increased space requirements, it is expedient to choose a design principle in two or more bearings, that between the bearings has a trough as short as possible and well controllable.

It is therefore an object of the present invention to provide support concepts for double clutches with at least two bearing points, which takes into account the boundary conditions introduced above.

This object is achieved by a double clutch with the features of claim 1.

CONFIRMATION COPY With regard to the above-described radial and angular errors, the double clutches according to the invention with two bearing points have a short, manageable and insensitive tolerance chain: "short", since geometrical deviations of the dampers (eg DMF) have no influence on the bearing orientation, "controllable", since all internal clutches Radial offsets can be measured and compensated after assembly, and "insensitive", since the distance between the bearings is relatively large, whereby remaining inaccuracies in the bearing alignment cause only a slight tilting of the coupling.

Preferred embodiments are the subject of the dependent claims.

The present invention will be explained in more detail below with reference to preferred embodiments in conjunction with the accompanying figures. In these show:

1 shows an exemplary embodiment of a double clutch, in which a part of an actuating device of a partial clutch is arranged in the clutch bell,

2 shows another embodiment of a double clutch, in which the actuators of both partial clutches are completely housed in the clutch bell,

3 shows a further embodiment of a double clutch with two-sided storage, using a removable support on the crankshaft,

4 shows a further embodiment of a double clutch with two-sided mounting, using a rigid support on the crankshaft,

5 shows a further embodiment of a double clutch with two-sided support, using a rigid support on the crankshaft,

6 shows a further embodiment of a double clutch with two-sided support, using a rigid support on the crankshaft, wherein a device for compensating for radial offset, disposed between the transmission-side bearing and the clutch cover, is provided, 7 shows a further embodiment of a double clutch with two-sided support, in which a wide support base is realized,

8 shows another embodiment of a double clutch with two-sided radial bearing and a separate thrust bearing,

9 shows a further embodiment of a double clutch, each with a bearing on the crankshaft and on a transmission input shaft, wherein a device for compensating angular errors, arranged between the bearing carrier and motorseitigem clutch cover is provided,

In the figures 1 and 2, in each case a part of a drive train of a motor vehicle is shown in half section. The Figures 1 and 2 to be taken drive trains are similar to each other. To designate the same components, therefore, the same reference numerals are used. Between a drive unit, not shown, in particular an internal combustion engine, from which a crankshaft 10 starts, and a transmission 12, a double clutch 1 is arranged, which consists of two partial clutches 2, 3. For a partial coupling 3, a compressed coupling is used, which is equipped in this example without wear adjustment. For the other part clutch 2 an impressed clutch with force-controlled wear adjustment 31 is selected. By using a partial coupling 3 without wear adjustment axial space is saved. Next can be dispensed with by the imprinted clutch on a parking lock on the transmission side. However, a software-based safety strategy must ensure that, in the event of damage, both partial clutches 2, 3 are not closed at the same time. Alternatively, the double clutch 1 can also be composed of partial clutches 2, 3, which have the same direction of actuation. This is e.g. in the combination of a wound up and a compressed coupling the case. If, for safety reasons, two self-opening partial clutches must be used, two compressed, one compressed and one closed or two engaged clutches can also be used.

As can be seen from FIGS. 1 and 2, both partial clutches 2, 3 are each arranged on one side of a central flywheel mass 8, which at the same time acts as an intermediate pressure plate, so that the pressure plates 6, 7 of both partial clutches 2, 3 face one another. Furthermore, it can be seen in both figures that between the drive unit and the dual clutch 1, an external damper 9 is arranged. The crankshaft 10 of the internal combustion engine is connected via screw 11 fixed to an input part 32 of the damper 9. The input part 32 of the damper 9 has substantially the shape of a radially extending annular disc, which forms a vibration damper cage radially outward. Radially outside a starter ring gear 23 is applied to the input part 32. At least one energy storage device, in particular a spring device, is at least partially accommodated in the vibration damper cage. In this spring device, an output part 33 of the damper 9 engages. Radially inside the output part 33 of the damper 9 is detachably connected by a spline 20 with a clutch cover 5. Between this clutch cover 5 and one with the pressure plate 7 in operative connection disc spring 24, a sensor spring 34 is arranged. This sensor spring 34 is to be connected to the disc spring 24 by means of a suitable connection for the purpose of realizing the wear adjustment 31 provided on this partial clutch 2. The connection can be made, as in this example, by means of a plurality of distributed over the circumference arranged connecting elements 35. Tensile forces must be able to be transmitted via this connection, so that this connection can also be produced, for example, by means of a bayonet connection with a tow hook. These hooks can be worked out of the material of the components to be joined together. These can also be attached to the components in addition. To facilitate assembly, the ends of these connecting elements 35 may have a bayonet connection option. Just as well, this connection can also be realized by at least one riveted with the sensor spring 34 or the plate spring 24 stepped bolt 35 or flat rivet.

However, the connecting elements 35 can also be designed so that they are made flat, so that at least two are connected to each other. The connecting elements 35 thus executed are then provided with a plurality of connection points to the side of the plate spring or even to the sensor spring. To reduce the production costs, the connecting elements 35 are made of sheet metal as a stamped or stamped bent part or as a wire bending part. At this clutch cover 5, the intermediate pressure plate 8 of the double clutch 1 is fixed by means of screw 21. On the drive side, friction linings of a first clutch disc 26 can be clamped between the pressure plate 7 and the intermediate pressure plate 8. This first Kupplungsscheibe26 is rotatably connected via a hub part with a first transmission input shaft 28, which is designed as a hollow shaft. The first transmission input shaft 28 is rotatably arranged in a second, also designed as a hollow shaft transmission input shaft 29. A hub portion of a second clutch plate 27 is rotationally fixed connected to the drive-side end of the second transmission input shaft 29. On the second clutch disc 27 are fixed radially outside friction linings, which can be clamped between the intermediate pressure plate 8 and the pressure plate 6. At the intermediate pressure plate 8 a clutch cover 4 is also fastened by means of screw 22. The first transmission input shaft 28 is traversed by a pull rod 19 when using this type of part clutches 2, 3, so that it is mounted in the center of both transmission input shafts 28, 29. By a floating bearing 20 forming spline of the clutch cover 5 is connected with the interposition of the external damper 9 for transmitting torque to the crankshaft 10. The double clutch 1 is actuated via actuators with actuating bearings 16, 17. These actuating bearings 16, 17 in turn interact with actuating levers 24, 25 or actuating devices, such as the actuating device 15 shown together. The actuating levers 24, 25 are on the one hand a plate spring 24 and on the other hand a lever spring 25. By means of this, the two pressure plates 6, 7 in the axial direction relative to the intermediate pressure plate 8 are limited displaced. The actuating bearings 16, 17 operatively connected to the actuators are hydraulically pressurized. The pull rod 19 serves to actuate the actuating bearing 16, which is arranged on this end. This pull rod 19 is pressurized by means of an actuating device arranged outside the clutch bell, which preferably consists of a hydraulic cylinder, so that it is axially movable. This saves installation space in the clutch bell and facilitates the hydraulic venting of the externally arranged hydraulic cylinder. The end of this tie rod 19 is threaded, so that by means of a nut 18, the actuating bearing 16 can be fixed on this. About an appropriately designed in the radial direction extension of the bearing outer ring is the actuating bearing 16 with the plate spring 24 in operative connection. In contrast, in this example, the bearing inner ring of the actuating bearing 17 is designed so that it can form an operative connection with the lever spring 25. The actuation of the actuating bearing 17 is effected by an axial movement of the bearing in the housing of the slave cylinder 15 piston, which is hydraulically acted upon by a pressure force. If, however, the dual clutch 1 is constructed from two partial clutches which have the same direction of actuation, as in the case of the combination of a retracted and a compressed clutch, then due to the changed actuation direction, the tension rod 19 mounted in the center of the transmission input shafts 28, 29 becomes a push rod.

The bearing of the double clutch 1 is based on the fixed bearing floating bearing principle. Here, the fixed bearing 14 is formed by an inserted into the clutch cover 4 bearing, which is arranged on the side of the transmission housing 12. About this camp 14 is the double clutch. 1 firmly connected to the transmission housing 12. Thus, the power transmission can take place both in the radial and in the axial direction. Since the direction of actuation of both partial clutches 2, 3 of the double clutch 1 is in each case opposite, the fixed bearing 14 must be selected so that this axial forces can be transmitted in both directions. The direction of the axial forces that the fixed bearing 14 has to transmit depends on the respective operating state of the double clutch 1. The changes in the loading direction make high demands on the fixed bearing 14. For this reason, preferably deep groove ball bearings with four-point ground, four-point bearings or double row angular contact ball bearings are used.

As already mentioned, the floating bearing 20 is formed for the dual clutch 1 by the mounting of the clutch cover 5 on the output part 33 of the external damper 9. This bearing 20 supports the dual clutch 1 in the radial direction on the crankshaft 10 from. Between the output part 33 and the input part 32 of the damper 9 is a sliding or rolling bearing 37, whereby the double clutch 1 can be supported on the crankshaft 10 via the damper 9. The desired axial degree of freedom of this bearing 20 is formed by the spline formed at this point. In this case, can be dispensed with a defined bearing point for the dual clutch 1 by the output member 33 is not stored on the input part 32, but only via the spline. Thus, the dual clutch 1 is only supported by the fixed bearing 14, whereby the axial offset in the radial direction between the crankshaft 10 and the bearing 14 can be compensated, since in this case the radial compensation takes place in the bow spring channel of the damper 9.

As can be seen from FIGS. 1 and 2, in order to reduce the axial installation space, the fixed bearing 14 is supported via a connecting flange 30 on the housing of a slave cylinder 15 arranged concentrically around the transmission input shaft 29. About this connecting flange 30 is by means of screw 13 a solid connection to the subsequent transmission 12 produced. In this way, there is a decoupling of originating from the crankshaft 10 vibrations, which are therefore transmitted to the housing of the transmission 12, but not on the transmission input shafts 28, 29. It would also be conceivable to form the partial region of the connecting flange 30 which is connected to the fixed bearing 14 as an inner ring of the fixed bearing, so that an additional bearing inner ring could be dispensed with. Another possibility would be to use the housing of the slave cylinder 15 for the storage of the double clutch 1 by directly the housing of the slave cylinder 15 serves as a support for the fixed bearing 14. In order to fix the dual clutch 1, as described above, to the transmission 12, the connection point (eg screw) 13 between the fastener formed in this example as a flange 30 and the gearbox 12 must be accessible for assembly. This access, which can be realized by recesses in the coupling parts, can be done in a radial or axial manner. In order to allow a radial access, the at least one connection point 13 can be arranged on a pitch circle which is larger than the outer diameter of the double clutch 1. A space-saving variant, however, is that at least one attachment point 13 lies on a smaller pitch circle diameter. This accessibility through the entire double clutch 1 can be ensured by recesses are provided in the individual, the compound concealing components that are at least temporarily or in certain operating conditions on top of each other. A further expedient variant, the axial accessibility to ensure at least one connection point, is that the dual clutch 1 is not connected as a fully assembled unit with the gear 12, but is gradually connected as a set of subassemblies set with the gear 12. The assembly of the double clutch 1 is then carried out as follows:

First, the actuator 15 is fixed to the housing 12 of the transmission. However, this assembly step can be omitted if the actuator 15 is already connected in advance with parts of the dual clutch 1. Thereafter, the first subassembly is inserted into the clutch housing. This first subassembly consists essentially of the bearing 14, the clutch cover 4, the actuating lever 25 and the pressure plate 6 together. Subsequently, the first subassembly is connected to the transmission 12. The accessibility to the connection points can be made possible by recesses in the cover 4 and between the actuating levers 25. Subsequently, the clutch plate 27 is attached to the transmission input shaft 29. Thereafter, the second subassembly is placed on the already mounted coupling components. This subassembly consists essentially of the between flywheel 8 and the spline 20 arranged components. Subsequently, this second subassembly is connected to the first subassembly, for example by means of screwed connections. Thereafter, the actuating bearing 16 is fixed to the actuating rod 19. Now, the external damper 9 is bolted to the crankshaft 10 of the drive motor, not shown. Finally, both the drive motor and the transmission 12 are assembled with the dual clutch 1 and connected to this. When joining both units, the provided with a spline 20 output part 33 of the damper 9 is brought into operative connection with the cover 5 of the motor-side part clutch 2. During assembly of the double clutch 1 shown in Figure 1, the first complete with the fixed bearing 14 clutch cover 4 is mounted on the provided with the connecting flange 30 housing the actuator 15. Subsequently, the pressure plate 6 and the lever spring 25 are inserted into this clutch cover 4. The provided in the lever spring 25 and the clutch cover 4 recesses allow by means of the screw 13 fixing the connecting flange 30 with the housing of the transmission 12. This mounted assembly sits on the nested hollow shafts, representing the two transmission input shafts 28, 29. At the end projecting into the double clutch 1, both shafts 28, 29 are provided with a hub profile onto which the correspondingly designed inner region of the second clutch disk 27 is slipped. Now, the clutch can be further completed by the intermediate pressure plate 8 is inserted into the clutch cover 4 and connected by means of screw 22 on the circumference with the clutch cover 4. Now, the first clutch plate 26 is pushed onto the hub profile of the first transmission input shaft 28 with its correspondingly formed inner region. On this first clutch plate 26 now the pressure plate 7 is placed. Subsequently, this is completed with the wear adjustment 31, which is above the step pin 35 with the plate spring 24 in conjunction. The thus prepared assembly is closed with the clutch cover 5, which has recesses corresponding to the circumference into which screwed connections 21 can be inserted, via which the clutch cover 5 is fastened with the threaded bores provided in the intermediate plate 8. Thereafter, the actuating bearing 16 is placed on the end of the push rod 19 inserted into the center of the transmission input shafts 28, 29, which is fixed in position on the latter by means of the nut 18. About the end mounted on the clutch cover 5 hub profile with the hub profile of the output part 33 of the damper 9, the spline 20 can be realized, so that the entire dual clutch 1 is aufzustecken only on this output part 33 to connect to the crankshaft 10 and thus the not shown To be able to produce drive.

If, for constructional reasons, the actuating devices of both partial clutches 2, 3 must be arranged in the clutch bell, as a result of which the axial space is further shortened, the actuating rod 19 of FIG. 1 is replaced by a fixed tube and the actuating device 36 for the first partial clutch 2 between this tube 19 and the actuating bearing 16, as shown in FIG. The remaining structure of this double clutch 1 shown in Figure 2 is the same as in Figure 1. The dual clutch shown in Fig. 3 has a transmission side disposed rolling bearing 114 which connects the clutch cover 104 of the clutch housing with the gear housing 112 and the clutch 100 axially and radially supported. For this purpose, the motor-side clutch cover 105 (which is connected to the central plate 108 and the transmission-side clutch cover 104 via the screw connection 121) is radially inwardly connected (eg screwed) to a cup-shaped connecting component 105A, this plug-shaped connecting component 105A having a pilot pin 105B, wherein the pilot pin 105B is arranged coaxially with the axis of rotation X of the transmission input shafts 128, 129 and the dual clutch 100 and the DMF 109. In the case of couplings, at least two bearing points (such as the pilot bearing 506 and the cover bearing 514) are also to arrange the axes of rotation of these bearings coaxial to each other, wherein the coaxiality of the bearings is more important than the aforementioned coaxiality between bearings and transmission input shafts you have to decide on one of the two conditions due to the tolerance situation. In this case, the pot-shaped connecting element 105A completely close a motor-side opening of the clutch cover 105, wherein in the connection region between the clutch cover 105 and pot-shaped connecting element 105A sealing devices may be arranged for liquid-tight closure of the coupling interior of the dual clutch 100. The connection between the cup-shaped member 105A and clutch cover 105, for example be realized via fittings. In this case, furthermore, a driver gear rim 120A may be arranged on the clutch cover 105, for example in an intermediate position between the cup-shaped connecting element 105A and the clutch cover 105. This driver gear rim 120A includes a toothing, in which engages a further toothing of a Ausgangsflansches 133 of the DMF 109th Via a bracing device 133A, a backlash-free connection between the teeth of the ZMS output flange 133 and the driver toothed ring 120A can be realized.

The driver gear rim 120A can also be formed integrally with the cup-shaped connecting element 105A.

The clutch 107 results in a removable support of the dual clutch on the crankshaft 110. Engine side, the clutch 100 is thereby supported directly on the crankshaft 110, for example by a sliding or rolling bearing 106 in the pilot bearing bore 110A. Due to the direct support on or in the crankshaft 100, on the one hand, the motor-side bearing point can be axially further removed from the transmission-side bearing, resulting in a large support base. On the other hand, have due to the direct support on the crankshaft geometry deviations or centering error of the damper or the flywheel no negative influence on the centering of the coupling. Since in this concept, the coupling connects both bearings directly (without the interposition of the damper or other components), the bearing alignment after coupling assembly is already identical to the later state in the vehicle. This provides the option to check bearing alignment after coupling assembly and adjust if necessary. This possibility exists even if the motor-side bearing bracket or bearing pin 105B - as here in the present embodiment of FIG. 3 - for assembly reasons releasably connected to the clutch, since it can still be selectively paired with the clutch and arranged. With the dampers or flywheels this is logistically hardly possible because the flywheel is part of the engine and the clutch (dual clutch) is part of the transmission.

FIG. 4 shows another embodiment of the present dual clutch 200 in which the bearing 206 on the crankshaft 210 is directly connected to the clutch cover 205 of the engine side (sub) clutch, i. the division into a clutch cover 105 and a detachably connected with this cup-shaped connecting element 105A is eliminated. This configuration is always requested when transmission input shafts or their adjacent components no longer need to be accessible after assembly of the engine-side part-coupling. In addition, the seal of the clutch interior is improved. In the embodiment shown in Fig. 4, this is achieved by the motor-side actuating bearing 216 is connected to the plate spring tongues 224 and during assembly only on the

Push rod 219 is attached.

The sectional view shown in Figure 4 is presently chosen such that the type of connection of the pressure plate (which may also apply to the other embodiments shown) is apparent. Thus, the pressure plate 205 of the transmission-side clutch is connected via leaf spring pawls 205A to the clutch cover 205 of the transmission-side clutch. Further, the pressure plate 207 is connected to the clutch cover 205 of the engine-side clutch via leaf spring assemblies 205B. Furthermore, as a design variant, the clutch covers 205 and 204 are connected to the central counter press plate 208 via separate screw connections, resulting in a different assembly sequence, especially in connection with the connection of the pressure plate to the clutch covers and the formation of corresponding preassembly assemblies. Alternatively, one of the two clutch cover can be attached to the central plate 208 via first fittings (to form a first subassembly) and the second cover (with its subassembly) are connected via second screw with the first cover (as in Figure 3 with the screw 121st shown). Between the plate spring 225 and the pressure plate 205 of the transmission side Clutch can be arranged a wear adjustment. Furthermore, an annular element 226 may be provided for forming a defined support point between the pressure plate 205 and plate spring 225. Furthermore, an adjusting device for the motor-side coupling can be provided between the clutch cover 205 and the plate spring 224.

It should also be pointed out that in the embodiment of Figure 3, a pull rod 1 19 is provided, via the corresponding tensile force in conjunction with the selected Auflagerungspunkt the plate spring 124 on the clutch cover 105, the motor-side coupling is mounted. In contrast, the embodiment of Figure 4 includes a

Push rod 219, which is pressed by a corresponding pressure force in conjunction with the selected Auflagerungspunkt between disc spring 224 and clutch cover 205, the motor-side coupling.

The embodiment of Fig. 5 shows another dual clutch 300 in which the engine-side bearing 306 (e.g., rolling or plain bearing) is attached to the crankshaft 310 but is not disposed in the pilot bearing bore 310A. In this case, the engine-side bearing 306 is arranged in front of the crankshaft 310 and attached directly or indirectly to the inner ring 306A thereof. At the other bearing outside the coupling 300 is radially supported. The arrangement in front of the crankshaft 310 has the advantage that the bearing dimensions are not dependent on the pilot bearing bore and can be chosen more freely and application-specific. If bearings are used at this point, which can transmit not only radial but also axial forces, can be realized by a sliding bearing seat (preferably between the clutch and bearing or bearing and crankshaft) an axial compensation. In addition, it is possible to fix the clutch 300 axially via the bearing 306 arranged on the motor side and to move the movable bearing to the transmission side. In addition, it is possible to perform both bearings as a fixed bearing, if a large part of the usual axial tolerances are eliminated before or during assembly. The axial clamping forces, which occur due to remaining axial tolerances or the operation of the clutch, are then determined by the axial spring action (softness) of the clutch cover.

In the remaining features, the embodiment of FIG. 6 corresponds to the embodiment of FIG. 3.

6 shows a further dual clutch 400, in which the motor-side bearing 406 (eg rolling or sliding bearing), although attached to the crankshaft 410, but not arranged in a pilot bearing bore. In this case, the engine-side bearing 406 is arranged in front of the crankshaft 410 and attached to the outer ring 406A on this directly or indirectly. On the other bearing inside the clutch 400 is radially supported. The arrangement in front of the crankshaft 410 has the advantage that the bearing dimensions are not dependent on the pilot bearing bore and can be chosen more freely and application-specific. If bearings are used at this point, which can transmit not only radial but also axial forces, can be realized by a sliding bearing seat (preferably between the clutch and bearing or bearing and crankshaft) an axial compensation. In addition, it is possible to fix the clutch 400 axially via the bearing 406 arranged on the motor side and to move the movable bearing to the transmission side. In addition, it is possible to carry out both bearings as a fixed bearing if a large part of the usual axial tolerances are eliminated before or during assembly. The axial clamping forces which occur due to remaining axial tolerances or the operation of the coupling are then compensated by the axial spring action (FIG. Softness) of the clutch cover determined.

In the other features, the embodiment of FIG. 6 corresponds to the embodiment of FIG. 3 and FIG. 5.

Since even with precisely manufactured components and an exact assembly of all components with a small remaining misalignment between the two bearings is to be expected, it is very advantageous in all of the presented embodiments, if the gear-side fastener allows a sufficient tilt angle to compensate for this error , Alternatively, the use of flexibly supported bearings would be possible, both of which the coupling tendency is not compensated in the camp. Since the required to compensate for the radial deviations tilt angle of the bearing is always lower, the farther the bearings are apart, it is expedient to take this into account in the design of the clutch. How to implement the greatest possible distance between the two bearing points while maintaining the usual coupling space shows the embodiment of FIG. 7. The engine-side movable bearing 506 is arranged as in some variants already described in the pilot bearing bore 506A and therefore already in the engine already maximum facing position. In order now also to shift the transmission-side fixed bearing 514 in the maximum direction of the transmission, the bearing 514 is displaced in the region usually reserved for the disengagement system on the rear wall of the transmission near the transmission input shafts. In the embodiment shown in FIG. 7, the fixed bearing 514 on the actuating system is arranged axially behind the hydraulic cylinder and the actuating bearing 517. However, it is also possible for the bearing 514 to be radially above the cylinder and / or the actuator. positioning bearings. In addition, a bearing 514 displaced in this way in the direction of transmission can also be fastened separately to the transmission, so that the bearing 514 and the actuating system are connected to the transmission independently of one another (as shown, for example, in FIG. 3). Another possibility is to attach the actuation system to the bearing 514 (preferably to its stationary part). The electrical or hydraulic actuation or signal transmission of the actuation system can then optionally take place via or through the bearing components, or be guided past the bearing.

All embodiments shown above show the motor-side support on the

Crankshaft in combination with a dual clutch, a partial clutch is actuated by the transmission input shafts through. The storage principle is independent of the type, arrangement or position of the part couplings, or type, arrangement or position of the actuation systems. Thus, all variants described here can also be used for double clutches, in which both actuating systems are arranged on the transmission side or on the motor side. This is illustrated by the exemplary embodiments according to FIGS. 8 and 9.

The exemplary embodiment according to FIG. 8 shows a double clutch 600 with two actuating systems arranged on the transmission side, with the support already known from FIG. 3 on the crankshaft and a transmission-side mounting which is based on a thrust bearing 602 and a radial bearing 601. In order to create the largest possible support base in this concept, the central plate 603 is provided with a tubular extension 604 extending axially between the two transmission input shafts gearbox and at the end of a bearing (preferably in radially flat design example, a needle bearing) is arranged. This bearing point is supported radially on one or both transmission input shafts. Axially, the clutch is supported via another bearing on one of the transmission input shafts. In the embodiment of FIG. 8, this is done via a thrust bearing 602 which is fixed to the inner transmission input shaft and the clutch 60 is supported via the central plate or its adjacent components. In addition to the illustrated axial needle bearing, other types of bearings such as e.g. axial ball bearings, deep groove ball bearings or angular contact ball bearings are used. By slight modifications, the clutch can also be axially supported via the outer transmission input shaft.

The embodiment according to FIG. 9 shows a similar principle in which the transmission-side support takes place through a single bearing 701 on one of the transmission input shafts. The following describes the possibility of compensating misalignments.

As already described above, it is very advantageous in a double clutch, which is mounted in two places, when the axes of rotation of the two bearings are precisely aligned and a radial offset between the bearings is avoided. In order to keep the internal coupling errors between the bearings small, you can indeed produce all the components of high precision and centering on close fits with each other, but this is not economically. It makes more sense here to manufacture and assemble the components with production methods customary for couplings and then to precisely align the bearing positions in a final assembly step. This compensation can take place at various points, but in any case it must be ensured that the alignment is not changed again by subsequent assembly or disassembly steps.

Below are some ways how the bearings can be permanently aligned with each other. In order to facilitate the reference to the figures, the measures for alignment and permanent fixation for individual separation points are described. The methods can be transferred in principle to all separation points between the two bearings. Of course, all the methods described can also be combined with one another or with other fastening methods (for example screwed or riveted joints).

Variant I: compensation at a provided for the subsequent assembly process separable connection

A) Compensation on the motor-side bearing carrier

If the connection between motor-side bearing and the central plate is made divisible, eg for the assembly of actuation bearings or securing elements in the field of transmission input shafts, this separation point is a good way there to align the two bearings to each other. This can be done, for example, by the bearing carriers are aligned individually and then this position is fixed permanently reproducible (eg by pinning or another exactly reproducible joining method). Another way of compensating for the radial offset of the coupling is to provide a bearing carrier for each coupling with a coupling specially adapted to the respective coupling. select or produce a set (offset between bearing and joint) so that the offset between coupling and bearing carrier cancel each other out.

B) Compensation at the separation point between the clutch cover and the central plate:

If the double clutch consists of two partial clutches, which may need to be separated for mounting in the gearbox and a bearing point belongs to each of the two sub-clutch, the bearings can be adjusted by targeted alignment of the partial clutches. In order to maintain this alignment permanently and not to lose again by the subsequent disassembly and assembly steps, a positive connection of the aligned components makes sense. This can be done, for example, by an embossing process, which presses the lid material, which is located after the alignment in front of a special depressions in the central plate in this (Fig. 5, connection between the central plate and motor side Kupplungsdeckel). This principle can also be applied to contours extending approximately concentrically with respect to the axis of rotation (Figure 5, connection between the central plate and the transmission-side clutch cover). If at least one component is plasticized in order to permanently "freeze" the orientation of the components, the deformation can be effected by a temporary acting tool, realized by additional components (which permanently remain on the coupling) (FIG. 9) or by one of them Fig. 6 shows a variant in which a preferably hardened pin or other shaped element is pressed or pushed through in a clutch cover.

Variant II: Compensation at a connection point that no longer needs to be opened for the subsequent assembly process.

A) Compensation at the connection point between the bearing on the transmission side and the cover:

The radial offset of the bearings can also be compensated by components in the circumferential direction are rotated against each other and these rotational movements are deliberately not exactly concentric. Fig. 6 shows such a construction. Bearing and clutch cover are connected via an intermediate ring 401, the inner and outer cylindrical surface are not concentric to each other. The gearbox-side bearing has ^' a ring connected to the coupling (eg bearing outer ring) whose connection geometry (eg bearing outer diameter) is also eccentric to the ball raceway. By targeted rotation of intermediate ring and bearing against each other can thus cause a desired radial displacement between the clutch bearings. By turning the clutch cover and intermediate ring 401, the circumferential orientation of this radial displacement can be influenced. Thus, the existing geometric imperfections of the coupling components can be compensated by this radial displacement and eliminate the axial offset between the bearings.

This principle of the mutually rotatable components can also be used to

Offset the angular misalignment between the coupling bearings (Fig. 9). If another intermediate ring is arranged with flat but not parallel end faces between two components, one of which also has an inclined contact surface (the contact surface is flat, but is not exactly perpendicular to the axis of rotation of the coupling), so by turning the three components to each other Angular errors of the coupling bearing points are compensated depending on the amount and direction. If you twist the components with the inclined contact surface selectively against each other, you can set a desired angular offset between them. This angular offset can then be aligned by jointly (synchronously) rotating the two components in the desired position. The intermediate ring does not necessarily have to be designed as a separate component. Its function can also take over a part that occurs anyway in the clutch and essentially different basic functions, provided that the connection geometry is tuned accordingly.

B) compensation at the central plate:

If the connection between the central plate and one of the clutch cover or the driving ring subsequently no longer needs to be solved, the two components can be moved radially until the bearings are aligned and then bolted or otherwise connected in this position.

Since the bearings are to be exactly aligned, it is generally necessary to ensure as exact and reproducible positioning accuracy as possible at all separation points that must be opened for the mounting of the double clutch into the gearbox. If for assembly or production reasons no play-free connections can be realized, it is also possible to push the components by resilient elements against fixed stops and thus to create a reproducible position of the components. Subsequently, the so-oriented components must be permanently fixed in the prepositioned position. In principle, all methods previously described for removable connections can also be used to secure connections not intended for disassembly or assembly.

Claims

claims

1. A torque transmitting device in a drive train of a vehicle having a torsional vibration damper and a dual clutch, wherein an input side of the torsional vibration damper with a drive shaft of a drive unit and an output side of the torsional vibration damper are connected to a driving device of the double clutch, and wherein the dual clutch at a gearbox side bearing and on a motor side Bearing is supported and wherein a clutch cover of the engine-side clutch of the double clutch is connected to a pilot pin, which is supported radially in a pilot hole bore in the drive unit via a bearing.

2. torque transmission device in a drive train of a vehicle having a torsional vibration damper and a dual clutch, wherein an input side of the torsional vibration damper with a drive shaft of a drive unit and an output side of the torsional vibration damper are connected to a driving device of the double clutch, and wherein the dual clutch at a gearbox side bearing and on a motor side Bearing is supported, characterized in that a clutch cover of the engine-side clutch of the double clutch supported on a pilot pin via a bearing which is radially supported in a pilot hole bore in the drive unit.

3. torque transmission device in a drive train of a vehicle having a torsional vibration damper and a dual clutch, wherein an input side of the torsional vibration damper with a drive shaft of a drive unit and an output side of the torsional vibration damper are connected to a driving device of the double clutch, and wherein the dual clutch at a gearbox side bearing and on a motor side Bearing is supported, characterized in that a clutch cover of the engine-side clutch of the double clutch has a neck region on which a bearing is arranged, wherein the bearing is supported on the drive shaft.

4. torque transmission device in a drive train of a vehicle with a torsional vibration damper and a double clutch, wherein an input gear side of the torsional vibration damper with a drive shaft of a drive unit and an output side of the torsional vibration damper are connected to a driving device of the double clutch, and wherein the dual clutch is supported on a gearbox side bearing and on a motor-side bearing, characterized by a device for compensating misalignment, which at a Montagetrennstelle is disposed within the clutch, a mounting point between the torsional vibration damper and clutch, or a Montagetrennstelle between the clutch and transmission housing or a Vormontagetrennstelle between the cover bearing and the gearbox clutch cover, with which the positions of the bearings of the dual clutch can be aligned relative to each other in a final assembly step.