JP3186550B2 - Hydraulic clutch device with flywheel - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention belongs to the technical field of a hydraulic clutch device with a flywheel, which is suitable for application to, for example, a starting clutch of an automobile.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Unexamined Patent Publication No.
In this publication, a hydraulic clutch device with a flywheel for a vehicle as schematically shown in FIG. 5 is disclosed.

This hydraulic clutch device comprises a first mass body 2,
The flywheel 8 includes a second mass body 4, a flywheel 8 including a damper member 6 provided between the mass bodies 2 and 4, and a clutch body 10 that is provided so as to be disconnectable from the second mass body 4 by hydraulic pressure. .

The first mass body 2 is connected to an engine 12 via an input member 11, and the clutch body 10 is connected to an output member (input shaft of an automatic transmission) 1 via a second damper member 14.
6.

As described above, the flywheel 8 is connected to the first and second flywheels.
The division into the mass bodies 2 and 4 makes it possible to better absorb the torque fluctuation from the engine 12 and prevent the torque fluctuation from being transmitted to the clutch body 10 side.

However, if the flywheel 8 is divided into the two mass bodies 2 and 4 as described above, new resonance occurs in the low rotation region (the region of 200 to 500 rpm) of the engine 12. Since this region corresponds to a region lower than the idling rotational speed in normal use, resonance in this region does not pose any particular problem during general traveling.

However, when the engine rotational speed drops to this region for some reason, or when the engine starts (start of the engine), the body vibrates due to resonance in this region, or the resonance causes the body to vibrate. Problems occur such as the energy being absorbed and the engine not being able to start satisfactorily.

In order to solve this problem, for example, Japanese Unexamined Patent Publication No. Hei 4-231754 and Japanese Utility Model Publication No. 220520/1992 disclose a method of applying a friction material or a viscous material to a damper member so as to reduce the resonance in the low rotation speed region. There has been proposed a technique for suppressing the above.

[0009]

However, the type provided with a friction material or a viscous material, such as the technology disclosed in Japanese Patent Application Laid-Open No. Hei 4-231754 and Japanese Utility Model Application Laid-Open No. 220520/1992, is not applicable. There is a problem that the vibration absorption performance other than the resonance point is reduced due to the friction and the viscosity. Furthermore, there is a problem that accurate (precise) or arbitrary control of when and how much resonance is suppressed cannot be performed.

The present invention has been made in view of such a conventional problem, and can ensure optimum and stable performance in any state of starting, idling, and normal running. It is an object of the present invention to provide a hydraulic clutch device with a flywheel.

[0011]

The present invention comprises a first mass,
A second mass body, a flywheel composed of a damper member provided between the mass bodies, and a clutch body provided to be disconnectable from the second mass body by hydraulic pressure, wherein the first mass body is provided. In a hydraulic clutch device with a flywheel, which is connected to an input member and connects the clutch body to an output member, the first mass body is arranged so as to surround the clutch body, and the second mass body is First
It is arranged so that it can be divided and moved in the axial direction inside the mass body, and can selectively frictionally engage with the three surfaces of the inner surface of the first mass body and the two axial side surfaces of the clutch body by hydraulic pressure. By doing so, the above problem has been solved.

That is, in the present invention, first, the first mass body is arranged so as to surround the clutch body. Then, the second mass body can be divided and moved in the axial direction inside the first mass body, and the second mass body is formed by hydraulic pressure on the inner side surface of the first mass body and the axial side surfaces of the clutch body. Each of the three surfaces can be selectively frictionally engaged.

As a result, for example, at the time of idling, the second mass body is frictionally engaged with the inner surface of the first mass body, so that all of the first mass body and the second mass body (without the damper member). ) It can function as a single very large mass flywheel and can reduce vibration.

In addition, at the time of starting, in addition to this configuration, it is possible to transmit power to the output member side by, for example, frictionally engaging only one surface of the clutch body with the second mass body. As a result, since the engine torque is transmitted to the output member via only one friction surface (one surface of the clutch body), the change in the transmission torque with respect to the change in the hydraulic pressure is reduced (the control gain is reduced). No.) Controllability can be improved. That is, it is possible to easily transmit the engine torque gradually to the output member while appropriately sliding the clutch body. At this time, since the function of the damper member is lost, the new resonance as described above does not occur, and the torque can be smoothly raised.

Further, during normal running, for example, the second mass body may be frictionally engaged on both side surfaces of the clutch body. As a result, the frictional engagement between the second mass body and the clutch body can be made stronger,
Stable torque transmission can be performed. At that time,
By disengaging the first and second masses (on the inner surface of the first mass) from frictional engagement,
The damper function of the damper member can be fully utilized.

As described above, according to the present invention, the second mass body can be divided and moved in the axial direction, and the first mass body,
Alternatively, since it is possible to selectively frictionally engage with the clutch body, optimal and stable performance can be obtained in all states during idling, starting, and normal running.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The preferred embodiment is the second embodiment.
The mass body can be divided into two parts in the axial direction, and one of the divided parts can be frictionally engaged with the inner surface of the first mass body, and the other part can be divided into other parts of the first mass body. That is, it can be frictionally engaged with the side surface. With this configuration, it is possible to sufficiently secure the capacity of the frictional engagement between the second mass body and the first mass body, and it is possible to obtain an inertia effect in idling in a more stable state, particularly when idling.

In another preferred embodiment, when the divided second mass body is separated from the second mass body by a predetermined amount in the axial direction, the connection state of the two in the rotation direction is released. , So as to be able to rotate relative to each other.

With this configuration, one of the separated second mass bodies (the one not connected to the damper member) is used to convert the first mass body → (friction engagement) → the second mass body. It is possible to transmit torque from the first mass body to the clutch body (without the interposition of a damper member), such as the separated one → (friction engagement) → the clutch body. Moreover, in this case, the first mass body and the clutch body are connected (via one of the second mass bodies) via the two friction engagement surfaces, so that the torque is transmitted particularly at the time of starting (torque transmission by slip). ) Can be shared by the two friction engagement surfaces, that is, the two friction engagement surfaces can share and slip, and the load applied to each friction material can be reduced. As a result, the durability can be improved accordingly.

In still another preferred embodiment of the present invention, the clutch is a multi-plate clutch.

As a result, the torque transmission capacity of the clutch plate can be increased, so that more stable torque transmission can be performed, especially during normal running.

Hereinafter, more specific embodiments of the present invention will be described with reference to the drawings.

FIG. 1 shows a hydraulic clutch device with a flywheel according to a first embodiment of the present invention.

The hydraulic clutch device includes an outer cover (first mass body) 110, an inner body (second mass body) 1
20, a flywheel FW mainly composed of a coil spring (damper member) 130 provided between the outer cover 110 and the inner body 120, and a clutch (clutch provided so as to be capable of being disconnected from the inner body 120 by hydraulic pressure. Body) 140.

The outer cover 110 is provided with a bolt 150
Drive plate (input member) 1 on the engine side via
52. The clutch 140 is connected to an output shaft (output member) 154 via a hub 142.

Hereinafter, the individual members will be described in detail.

The outer cover (first mass body) 110
Are formed in a box shape and are arranged so as to surround the clutch 140.

The inner body (second mass body) 120
Is divided into two inner body members 121 and 125 inside the outer cover 110, each of which is movable in the axial direction X. For convenience, the inner body member 121 located on the left side in the drawing is a left inner member,
The inner body member 125 located on the right side is referred to as a right inner member.

The left inner member 121 is connected to the outer cover 11.
0 is provided with an engagement surface 122 facing the inner surface 111. A friction material 124 is attached to the engagement surface 122. The left inner member 121 is composed of two members, a main left inner member 121A and a damper cover 121B, for manufacturing reasons.
At 9 welded and integrated.

The left inner member 121 is a coil spring 1
An outer cover 110 is movably connected to the outer cover 110 in the axial direction X via a center 30. That is, the outer cover 110 and the left inner member 121 are integrally rotatable with a damper function. Further, since the left inner member 121 moves to the left side in the drawing and frictionally engages with the inner side surface 111 of the outer cover 110, the outer cover 110 and the left inner member 121 can rotate (completely) integrally without a damper function. is there.

Further, the left inner member 121 is
40 is provided with an engagement surface 123 facing one side surface 142, and is frictionally engageable with the clutch 140 via the one side surface 142.

On the other hand, the right inner member 125 is supported by the outer cover 110 via a needle bearing 156 in a freely rotating state. The right inner member 125 and the left inner member 121 are connected via an engaging portion 126 so as to be relatively movable in the axial direction. The right inner member 125 is
The engagement surface 1 facing the other side surface 144 of the clutch 140
27.

The clutch plate 146 of the clutch 140 can also be moved in the axial direction X by a spline 147. Both sides (one side and the other side) 142 of the clutch plate 146;
The friction materials 147 and 148 are attached to 144. That is, the clutch 140 receives torque from the left inner member 121 via the one side surface 142, and
From the other side 144.

On the other hand, as is apparent from the drawing, the first hydraulic chamber 16 is provided between the outer cover 110 and the left inner member 121.
2A, the second hydraulic chamber 162B between the left inner member 121 and the clutch 140, the clutch 140 and the right inner member 12
5, a third hydraulic chamber 162C is formed.

An oil passage 160 is provided inside the output shaft 154.
A, 160B, and 160C are formed, and hydraulic pressures PA, PB, and P generated by known hydraulic pressure generating means (not shown).
C through the oil passages 160A, 160B, 160C, respectively, to the first to third hydraulic chambers 162A, 162B, 16B.
2C.

The first hydraulic chamber 162A and the second and third hydraulic chambers 162B and 162C are always isolated by a seal 164. Second hydraulic chamber 162B and third hydraulic chamber 162C
Are substantially isolated by the clutch 140. Also, the clutch 140 is mounted on one side 142 or the other side 14.
4 through the left inner member 121 or the right inner member 1
By engaging with the second oil chamber 25, the second oil chamber 162B and the third oil chamber 162C are completely isolated.

A fourth oil chamber 162A 'is formed on the right side of the right inner member 125 in the drawing. This fourth oil chamber 162
The oil pressure PA of the first oil chamber 162A comes around A '.

Next, the operation of the first embodiment will be described.

When idling, the hydraulic pressure PA, PB, PC
Is PA <PB = PC. Since PB = PC, the clutch 140 does not frictionally engage with either the left inner member 121 or the right inner member 125, and an idling state is established.

Since PA <PB, the differential pressure PB-P
A causes the left inner member 121 to move to the left in the drawing, and the friction material (124) attached to the engagement surface 122 of the left inner member 121 and the inner side surface 111 of the outer cover 110 are frictionally engaged. As a result, the outer cover 110 and the left inner member 121 are connected without interposing the damper member 130. Further, since the left inner member 121 and the right inner member 125 rotate integrally via the engaging portion 126, the outer cover 110, the left inner member 121, and the right inner member 125
Are integrally rotated (without the damper member 130). Therefore, an extremely large flywheel effect can be obtained, and vibration can be suppressed.

At the time of start, the relationship between the hydraulic pressures PA, PB, and PC is set to PA, PB <PC (for example, PA ≦ PB <PC). As a result, the left inner member 12 is caused by the differential pressure PC-PB.
1 and one side surface 142 of the clutch 140 are frictionally engaged.
Further, the right inner member 125 presses the left inner member 121 leftward through the engaging portion 126 by the differential pressure PC-PA, and the inner side surface 111 of the outer cover 110 and the left inner member 121 are pressed.
Are engaged by friction.

Therefore, the coil spring (dumber member) 130
The outer cover 110 and the left inner member 121 are not interposed.
Since the right inner member 125 (and the right inner member 125) is integrated, the outer cover 110 and the left inner member 121 are not twisted (the above-described new resonance is not generated near 200 to 500 rpm). In addition, the vibration system via the spring is eliminated, and as a result, the slip control is facilitated and the torque can be smoothly increased. Further, since the torque is transmitted to the output shaft 154 through only one side surface 142 of the clutch 140, the clutch capacity is small, and the change in the transmission torque with respect to the change in the hydraulic pressure is small (the control gain is small). Therefore, the slip control at the time of starting can be accurately performed.

On the other hand, when the vehicle is in the normal running state, the relationship between the hydraulic pressures PA, PB, and PC is PA> PB, PC (for example, PA> PB = PC). As a result, the left inner member 121 moves to the right side in the figure, and the right inner member 125 moves to the left side in the figure. Accordingly, the clutch 140 frictionally engages the left inner member 121 on one side surface 142 and frictionally engages with the engagement surface 127 of the right inner member 125 on the other side surface 144. Therefore, the clutch capacity is almost doubled as compared with the time of starting, and stable torque transmission without slippage is possible.

Further, the left inner member 121 and the outer cover 1
10, the frictional engagement with the coil spring 130 is released.
Functions as a damper. Therefore, vibration such as pulsation of the engine can be favorably absorbed.

According to the first embodiment, the starting state can be formed by releasing the hydraulic pressure PB from the idling state, and further, by releasing the hydraulic pressure PC and simultaneously raising the hydraulic pressure PA, the idling → starting → normal traveling state In each state, the optimum state can be continuously obtained.

It is not always necessary to instantaneously switch the magnitude relationship between the hydraulic pressures for each state. Rather, the specific hydraulic pressure change mode is set so that the three states can be switched smoothly in consideration of the inertial mass of each member, the friction coefficient of the friction material, the torque transmission capacity, the hydraulic pressure rising speed, and the like. . In some cases, the start timing and gradient of the rise and fall of each hydraulic pressure may be changed according to the engine load.

Next, a second embodiment of the present invention will be described with reference to FIG.

In the second embodiment, the needle bearing 156 (FIG. 1) is omitted as compared with the first embodiment. The right inner member 225 has an engagement surface 228 facing the outer cover 210, and can be frictionally engaged with the “other” inner surface 213 of the outer cover 210 via the friction material 258.

Since other structures are almost the same as those of the first embodiment, the same or similar parts in the drawings are denoted by the same reference numerals in the last two digits, and redundant description is omitted.

The operation of the second embodiment will be described.

When idling, the hydraulic pressure PA, PB, PC
Is PA <PB = PC. As a result, the clutch 240 is connected to both the left inner member 221 and the right inner member 22.
5 does not engage, and an idling state is formed.

The outer cover 210 has an inner surface 2.
At 11, it engages with the left inner member 221, and at the other inner surface 213, frictionally engages with the right inner member 225. Therefore, the left and right inner members 221 and 225 are frictionally engaged with the outer cover 210 at two places, and the outer cover 210, the left inner member 221 and the right inner member 225 are more firmly compared to the first embodiment. It is integrated, and a large flywheel effect can be obtained.
Also, since the damper function of the coil spring 230 is killed, 2
No new resonance occurs around 00 to 500 rpm. Therefore, stability can be maintained even if the idling rotational speed decreases for some reason.

In the second embodiment, substantially the same operation as that of the first embodiment can be obtained at the time of start and normal running.

Next, a third embodiment of the present invention will be described with reference to FIG.

The third embodiment is basically the same as the second embodiment. Therefore, the same or similar parts as those in the second embodiment are denoted by the same reference numerals in the lower digits. However, an engagement portion 326 between the left inner member 321 and the right inner member 325 is provided.
Has an engagement length L shorter than that of the second embodiment. Therefore,
When the left inner member 321 and the right inner member 325 are separated from each other by a predetermined length or more (engagement length L or more), the engagement at the engaging portion 326 is released, and the left inner member 321 and the right inner member 325 freely rotate relative to each other.

The operation of the third embodiment is as follows.

At the time of idling, the relationship between the oil pressures PA, PB, and PC is PA <PB = PC, as in the second embodiment. As a result, similarly to the second embodiment, the clutch 340
Does not engage with either the left inner member 321 or the right inner member 325, and the idling state is formed. Also, the outer cover 310 has a left inner member 3 on its inner surface 311.
21 and frictionally engages with the right inner member 325 on the (other) inner surface 313.

At the time of idling, the left inner member 321 and the right inner member 325 are longer than a predetermined length (the engagement length L
Since the left inner member 321 and the right inner member 325 are separated from each other, the left inner member 321 and the right inner member 325 are disengaged from each other in the rotational direction, so that they can freely rotate relative to each other.

However, actually, as described above, the left inner member 321 is engaged with the outer cover 310 on the inner side surface 311, and the right inner member 325 is engaged with the same outer cover 310 on the (other) inner side surface 313. . Therefore, both the left and right inner members 321 and 325 are eventually rotated integrally with the outer cover 310, and the operation on power transmission is substantially equivalent to that of the second embodiment.

At the time of starting in the third embodiment, each hydraulic pressure P
The relationship between A, PB, and PC is PA ≦ PC <PB. As a result, the left inner member 321 moves to the left in the drawing due to the differential pressure PB-PA, and engages with the outer cover 310 via the inner side surface 311. Therefore, the outer cover 310 and the left inner member 321 rotate integrally, and the damper function of the coil spring 330 is destroyed.

On the other hand, the right inner member 325 moves rightward in the figure due to the differential pressure PB-PA, and frictionally engages with the outer cover 310 on the (other) inner side surface 313.
However, the two are not completely integrated, and considerable relative rotation (slip) occurs.

The clutch 340 moves rightward in the figure due to the differential pressure PB-PC, and frictionally engages only with the right inner member 325 on the engagement surface 327. Since the clutch 340 receives the torque from the outer cover 310 side only through the friction material 348, the torque capacity becomes slightly insufficient, and the clutch 340 and the right inner member 325 slightly rotate (slip).

In other words, the torque of the outer cover 310 slips through the friction material 358 while slipping through the right inner member 32.
5 is transmitted to the clutch 440 from the right inner member 325 via the friction material 348 while further slipping.

Accordingly, the slip control at the time of starting is performed via the two friction members 358 and 348 on both sides of the right inner member 125, so that the slip can be shared and the durability of each friction member can be improved accordingly. Further, since the damper function of the coil spring 330 is eliminated, the vibration is reduced, and the torque can be transmitted in a stable state. Further, since the transmission capacity is small, a change in torque transmitted to the clutch 340 with respect to a change in hydraulic pressure can be reduced (a control gain can be reduced), and slip control can be performed with high accuracy.

During normal running of the third embodiment, the relationship between the hydraulic pressures PA, PB and PC is PA> PB, PC (for example, P
A> PB = PC). As a result, the clutch 340
Engages with both the left inner member 321 and the right inner member 325 on both sides thereof, thereby ensuring a sufficient torque capacity. Further, the frictional engagement between the outer cover 310 and the left inner member 321 and the outer cover 310 and the right inner member 325 are released, respectively.
30 and is connected only to the left inner member 321. The axial distance between the left inner member 321 and the right inner member 325 is less than or equal to a predetermined value (less than or equal to the engagement length L), so that they rotate integrally.

As a result, the torque is transmitted from the outer cover 310 to the clutch 340 by frictional engagement having a sufficient torque capacity. At this time, the vibration is favorably absorbed by the damper function of the coil spring 330.

Next, a fourth embodiment of the present invention will be described with reference to FIG.

In the fourth embodiment, the clutch 440 is a multi-plate (two) clutch. That is, the clutch 4
40 is a first clutch plate 440A and a second clutch plate 4
40B. The first clutch plate 440A is movable in the axial direction X with respect to the second clutch plate 440B. Further, the friction material 44 is provided on both sides of the first clutch plate 440A.
7 and 448, friction materials 471 and 472 are attached to both sides of the second clutch plate 440B, respectively.

First and second clutch plates 440A, 440B
Between them, a friction plate (friction ring) 449 integrated with the left inner member 421 is arranged. The right inner member 425 is accommodated in the left inner member 421 so as to be slidable in the axial direction, and is always free in the rotational direction. Note that the right inner member 425 is configured to slide on the hub 447 so that the right inner member 425 can slide more smoothly than in the third embodiment. Other configurations are almost the same as those of the third embodiment.

Also in the fourth embodiment, when idling, the relationship between the oil pressures PA, PB, and PC is PA <PB = PC. As a result, in the clutch 440, both the first and second clutch plates 440A and 440B become free, and an idling state is formed.

Further, both the left and right inner members 421 and 425 are engaged with the outer cover 410 at the inner surface 411 and the other inner surface 413, so that a large flywheel effect can be obtained. Further, since the damper function of the coil spring 430 has been killed, generation of vibration is prevented. These effects are basically the same as in the previous embodiment.

At the time of starting, the hydraulic pressure PA, PB, PC
Is PB> PA, PC.

Accordingly, the left inner member 421 and the outer cover 410 are engaged, and the damper function of the coil spring 430 is destroyed. However, power from the left inner member 421 is not transmitted to the clutch 440 because the first clutch plate 440A is free in the axial direction. On the other hand, the right inner member 42
5 is engaged with the outer cover 410, and the second clutch plate 440 </ b> B is connected to the right inner member 42 via the friction plate 472.
5, the outer cover 4 while slipping on both.
Power is transmitted from the 10 side to the clutch 440 side.

Therefore, basically the same operation as in the third embodiment can be obtained. Further, since the damper function of the coil spring 430 is eliminated, the vibration is reduced, and the torque can be transmitted in a stable state.

At the time of steady running, the hydraulic pressures PA, PB,
The relationship of PC is PA> PB, PC. As a result, the left inner member 421 moves rightward in the drawing, the engagement between the outer cover 410 and the left inner member 421 is released, and the left inner member 421 is connected to the outer cover 410 via the coil spring 430. Further, when the left inner member 421 moves rightward in the drawing, the first clutch plate 440A
Is pressed to the friction plate 449 side.

On the other hand, the right inner member 425 moves to the left in the figure to release the engagement with the outer cover 410 and press the second clutch plate 440B toward the friction plate 449.

As a result, the torque is reduced to the first clutch plate 440.
Since the torque is transmitted through the three sides of both sides of A and the friction plate side of the second clutch plate 440B, it is possible to secure a torque capacity about three times that at the time of starting. Further, a torque capacity about 1.5 times as large as that in the normal running of the third embodiment can be secured. As a result, more stable torque transmission becomes possible.

[0078]

As described above, according to the present invention,
The second mass body can be divided and moved in the axial direction, and can be selectively frictionally engaged with three surfaces of the inner surface of the first mass body and both axial side surfaces of the clutch body by hydraulic pressure.
An excellent effect is obtained in which the optimum mass balance including the presence or absence of the damper function can be obtained in each state of idling, starting, and normal running.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view of a hydraulic clutch device with a flywheel to which a first embodiment of the present invention is applied.

FIG. 2 is a longitudinal sectional view of a hydraulic clutch device with a flywheel to which a second embodiment of the present invention is applied.

FIG. 3 is a longitudinal sectional view of a hydraulic clutch device with a flywheel to which a third embodiment of the present invention is applied.

FIG. 4 is a longitudinal sectional view of a hydraulic clutch device with a flywheel to which a fourth embodiment of the present invention is applied.

FIG. 5 is a schematic configuration diagram schematically showing a conventional hydraulic clutch device with a flywheel.

[Explanation of symbols]

110, 210, 310, 410... Outer cover (first
Mass body) 120, 220, 320, 420 ... inner body (second
Mass body) 121, 221, 321, 421 ... left inner member (second
125, 225, 325, 425 ... right inner member (second part)
130, 230, 330, 430 ... coil spring (damper member) 140, 240, 340, 440 ... clutch (clutch body) 150, 250, 350, 450 ... bolt (input member) 154, 254, 354, 454 ... output shaft (output member) PA, PB, PC ... hydraulic pressure

Claims (4)

(57) [Claims] 1. A flywheel comprising a first mass body, a second mass body, and a damper member provided between these mass bodies, and a clutch body provided so as to be disconnectable from the second mass body by hydraulic pressure. Wherein the first mass body is connected to an input member and the clutch body is connected to an output member. The hydraulic clutch device with a flywheel, wherein the first mass body is arranged to surround the clutch body. The second mass body is axially divided and movable inside the first mass body, and the inner surface of the first mass body and the three axial side surfaces of the clutch body are hydraulically moved. A hydraulic clutch device with a flywheel, characterized in that the hydraulic clutch device can selectively engage with two surfaces. 2. The first mass body according to claim 1, wherein the second mass body can be divided into two in the axial direction, and one of the divided bodies can be frictionally engaged with the inner surface of the first mass body. A hydraulic clutch device with a flywheel, the other being capable of frictionally engaging the other inner surface of the first mass body. 3. The second mass body, which is capable of being divided into two parts, wherein when the divided two mass bodies are separated from each other by a predetermined amount in the axial direction, the two mass bodies are disconnected from each other in the rotational direction, and are separated from each other. A hydraulic clutch device with a flywheel, wherein the hydraulic clutch device can be in a relative rotatable state. 4. The hydraulic clutch device with a flywheel according to claim 1, wherein said clutch body is a multi-plate clutch body.