WO2003091589A1

WO2003091589A1 - Clutch assembly

Info

Publication number: WO2003091589A1
Application number: PCT/EP2003/002964
Authority: WO
Inventors: Bernhard Schierling; Alexander Manger
Original assignee: Zf Sachs Ag
Priority date: 2002-04-26
Filing date: 2003-03-21
Publication date: 2003-11-06
Also published as: AU2003232190A1

Abstract

The invention relates to a clutch assembly, in particular a friction clutch for a motor vehicle. Said assembly is characterised in that at least one clutch component is coupled to an additional component by means of a circular keying connection (74).

Description

clutch assembly

(Description)

Technical field

The present invention relates to a clutch arrangement, in particular a friction clutch for a motor vehicle, and also relates to a torsional vibration damper arrangement which can be integrated, for example, in connection with a clutch arrangement in a drive system.

State of the art

When assembling coupling assemblies or torsional vibration damper assemblies, the procedure is generally such that components to be firmly connected to one another are either coupled by a screw connection using screw bolts or that a material connection is produced by welding, soldering, gluing or the like. These operations when assembling different clutch components or vibration damper components are sometimes difficult to carry out, since, for example, when assembling a clutch housing with a flywheel, a plurality of screw bolts distributed around the outer circumference must be tightened. In particular, the use of material-type connection types or the use of rivet or shrink connections have the disadvantage that the connection once established can only be released with difficulty and in part only with damage to components for subsequent repair or maintenance work.

Object of the invention

It is the aim of the present invention to provide measures in a clutch arrangement or a torsional vibration damper arrangement which enable a fixed coupling of different system components in a simple, but nevertheless reliably acting manner. Presentation of the invention

According to a first aspect of the present invention, this object is achieved in a clutch arrangement in that at least one clutch component is coupled to a further component by means of a circular wedge connection.

Circular spline connections of this type comprise a circular spline inner profile or circular spline hub profile and a complementarily shaped circular spline outer profile or circular spline shaft profile. These two profiles are pushed axially onto one another and then rotated with respect to one another with a predetermined tightening torque, so that the wedge profiles provided on a circular outer surface or inner surface come into clamping action with one another. This creates a torque transmission coupling that is effective in both directions of rotation. Additional connection processes, such as the insertion of screw or rivet bolts, the provision of bonds or welds, are not required.

For example, it can be provided that the clutch arrangement comprises a clutch disk with a lining carrier disk and a hub, and that the lining carrier disk is coupled to the hub by a circular wedge connection. In order to be able to provide sufficient connection strength, especially with larger torques to be transmitted, it is proposed that the lining carrier disk be designed with an enlarged axial dimension in its area having a circular wedge inner profile.

It can further be provided that the clutch arrangement comprises a housing coupled to a flywheel by a circular wedge connection. Defined axial positioning of the housing with respect to the flywheel can be ensured by an axial stop for the housing being formed on the flywheel.

It can further be provided according to the invention that an input area of the clutch arrangement with a secondary side of a torsional vibration tion damper arrangement is coupled by a circular wedge connection. The structure can be such that the torsional vibration damper arrangement has a primary side to be coupled to a drive shaft with two spaced cover plate elements and that the secondary side of the torsional vibration damper arrangement comprises a central disc element which engages between the cover plate elements and is coupled to them via a damper element arrangement, with which the entrance area the coupling arrangement is coupled by the circular wedge connection. The input area of the clutch arrangement can include a flywheel, but alternatively it is also possible for the clutch arrangement to be a wet-running clutch, preferably a double clutch, and for the input area to have an input disk carrier in

Torque transmission connection standing coupling member.

In a further alternative embodiment it can be provided that the clutch arrangement has a flywheel mass which is coupled to a drive shaft by means of a circular wedge connection.

According to a further aspect of the present invention, the object mentioned is achieved by a torsional vibration damper arrangement comprising a primary side to be coupled to a drive shaft and a secondary side coupled to the primary side for torque transmission via a damper element arrangement.

According to the invention, it is further provided that the primary side is to be coupled to the drive shaft by means of a circular wedge connection.

Here too, the structure can be such that the primary side has two cover disk elements spaced apart from one another, that the secondary side engages between the two cover disk elements and with them via the

Damper element arrangement coupled for torque transmission Has central disk element, and that one of the cover disk elements is coupled to the drive shaft by a circular wedge connection.

According to a further alternative aspect of the present invention, it can be provided that an additional mass is coupled to the primary side and / or the secondary side of the torsional vibration damper arrangement by means of a circular wedge connection.

According to a further aspect of the present invention, it can be provided in a torsional vibration damper arrangement that a flywheel on the secondary side for coupling to a central disk element and / or for coupling to a housing of a friction clutch carries coupling members which are coupled to the flywheel at least in part by a circular wedge connection.

The present invention is described in detail below with reference to the accompanying drawings on the basis of preferred embodiments. It shows:

Fig. 1 is a partial longitudinal sectional view of a constructed according to the invention

Friction clutch;

2 shows a schematic view of a circular wedge connection in the state of the axial joining of two components;

Fig. 3 shows the circular wedge connection shown in Fig. 2 after creating a

Tightening torque;

4 shows a view corresponding to FIG. 1 of an alternative embodiment of the friction clutch; 5 shows a view corresponding to FIG. 1 of an alternative embodiment of the friction clutch;

6 shows a view corresponding to FIG. 1 of an alternative embodiment of the friction clutch;

FIG. 7 shows a view corresponding to FIG. 1 of an alternative embodiment of the friction clutch;

FIG. 8 shows a view corresponding to FIG. 1 of an alternative embodiment of the friction clutch;

Fig. 9 is a partial longitudinal sectional view of a constructed according to the invention

torsional vibration damper;

10 shows a view corresponding to FIG. 1 of an alternative embodiment of the friction clutch;

10a shows a flywheel mass of a torsional vibration damper arrangement constructed according to the invention;

10b shows a modification of the embodiment shown in FIG. 10a;

1 1 a view corresponding to FIG. 1 of an alternative embodiment of the friction clutch;

FIG. 12 shows a view corresponding to FIG. 1 of an alternative embodiment of the friction clutch;

FIG. 13 shows a view corresponding to FIG. 1 of an alternative embodiment of the friction clutch; 14 shows a further partial longitudinal sectional view of a friction clutch designed according to the invention;

15 is a partial longitudinal sectional view of a friction clutch designed as a wet clutch;

16 is an axial view of a circular wedge outer profile

Coupling element.

1 shows a friction clutch, generally designated 10, combined with a torsional vibration damper 12. The torsional vibration damper 12 comprises a primary side 16 coupled to a drive shaft 14, for example a crankshaft of an internal combustion engine, and a secondary side 18, to which the friction clutch 10 is in turn coupled. The primary side 16 comprises two cover disk elements 20, 22, which are connected to one another in a fluid-tight manner in the radially outer region to form a lubricant chamber 24. The cover plate element 20 is connected to the crankshaft 14 radially on the inside by means of screw bolts 26. Formations 28 are also formed on the cover disk element 20, on which planet gears 30 described below are carried for rotation. The secondary side 18 comprises a central disk element 32, which engages in the radially outer region in the lubricant chamber 24, that is to say between the two cover disk elements 20, 22, and is coupled to them via a damper element arrangement 34 for torque transmission. Radially on the inside, the central disk element 32 is inserted with a cylindrical extension 36 into a corresponding cylindrical extension 38 of the cover disk element 20 with the interposition of a radial sliding bearing element 40, so that radial centering of the central disk element 32 and thus of the secondary side 18 with respect to the primary side 16 is provided here. The axial support is provided by an axial support element 42 which is fixed on the drive shaft 14 by the bolts 26 with the cover disk element 20 and on which the central disk element 32 is supported via an axial slide bearing element 44. you 1 recognizes that the central disk element 32 is designed as a ring gear and is in meshing engagement with the planet gears 30 so that when the primary side 16 rotates relative to the secondary side 18, the viscous medium contained in the lubricant chamber 24 displaces the viscous medium 3 (driven to rotate.

On the outer area of the cover plate element 20, an additional mass 44 and a starter ring gear 46 are fixedly connected to it by welding.

It should be pointed out that the torsional vibration damper 12, as well as the friction clutch 10 below, has only been described with regard to its essential structural details and, of course, can be designed differently in various aspects than explicitly shown here.

The friction clutch 10 comprises a flywheel 50, which is firmly connected in its radially inner area to the central disk element 32 of the secondary side by riveting. The flywheel 50 is thus effectively assigned to the secondary side 18 of the torsional vibration damper 12. Radially except is fixed to the flywheel 50 by a plurality of bolts 52 eir housing 54 of the friction clutch 10. A force accumulator 58 is supported on the housing 54 by a plurality of spacer bolts 56 or the like, which is supported axially in the radially outer region ar of a pressure plate 60 and thus prestresses it in the direction of the flywheel 50 in the radially outer region.

In its central area, a clutch disc 62 comprises a hub 64, which can be positioned with a spline or the like on an output shaft 66, for example a transmission input shaft, in a rotationally fixed but axially displaceable manner. A disk-like lining carrier element 68 carries, for example, also by means of a lining suspension 70 , the friction linings 72 of the clutch disc 62, which are clamped in the engaged state between the pressure plate 60 and the flywheel 50.

According to the principles of the present invention, in the friction clutch 10 shown in FIG. 1, the lining carrier element 68 is coupled in a rotationally fixed manner to the hub 64 of the clutch disc 62 by means of a circular wedge connection, generally designated 74. Their structure or mode of operation is described below with reference to FIGS. 2 and 3.

One can see here in a simplified axial view the hub 64 and the disk-like covering carrier element 68 pushed onto it. The hub 64 forms on its basically approximately circular outer periphery 76 a circular spline outer profile or circular spline shaft profile with three circular spline sections 78 which follow one another in the circumferential direction and are curved along the outer surface Correspondingly, the lining carrier element 68 forms a circular wedge inner profile or circular wedge hub profile with three wedge-like receiving recesses 80, which are assigned to the circular wedge sections 78 and extend along the inner circumference. The shape of the circular wedge sections 78 and the receiving recesses 80 are coordinated with one another and have, for example, the shape of a logarithmic spiral. If, in the example shown, as illustrated in FIG. 3, the hub 64 is now rotated clockwise with respect to the lining carrier element 68, the circular wedge sections 78 shift with respect to the associated recesses 80 and thereby generate a clamping effect. The coordination is such that, after a rotation angle in the range of approximately 15 °, an extraordinarily stable torque transmission coupling is produced between the hub 64 and the lining carrier element 68, which is produced by a wedge clamping effect. The strength of this connection depends of course on the axial length of the two profiles to be coupled together, and of course also on the size of the tightening torque. This type of connection of two components makes it possible without the use of any additional fasteners such as bolts o. Like. To get a firm connection. It is also not necessary to carry out welding processes or the like.

In the example shown in FIG. 1, for example, the lining carrier element 68 can be designed as a stamped sheet metal part with a uniform thickness, while the hub is cold-extruded, sintered or impact-turned. The corresponding profiles can be provided by punching, other shaping or also machining, if necessary during manufacture by means of a sintering process, and also by the master shaping.

Since, as already stated, the connection strength and also the load occurring in the various components will depend very much on the surface pressure, it may be advantageous to increase the axial length of the connection. For this purpose, as shown in FIG. 4, the pad carrier element 68 can be formed in its radially inner region, for example by drawing, in such a way that it forms a cylindrical projection 82, on the inner circumference of which the circular wedge inner profile is then formed. In this way, it is achieved that in its area provided for coupling with the hub 64, the lining carrier element 68 has a larger axial dimension, although it basically has the same wall thickness everywhere.

A greater axial strength in the area of the circular wedge connection 74 can, as shown in FIG. 5, also be achieved by fixing, for example riveting, a coupling element 84 made of thicker material to the lining carrier element 68, which ultimately means that the lining carrier element 68 here consists of several parts is trained. This coupling element 84 then has the circular wedge inner profile of the circular wedge connection 74 in its inner peripheral region.

In the embodiment shown in FIG. 6, the greater axial extent of the lining carrier element 68 in the radially inner region is achieved in that this element, which is designed here as a forged component, is radial is formed on the inside with increasing thickness and can thus ensure sufficient connection strength in the area of the circular wedge connection 74.

In order to ensure a defined axial positioning of the lining carrier element 68 with respect to the hub 64 in the variant of the present invention shown in FIGS. 1, 4, 5 and 6, an axial stop 86 can be provided on the hub 64, against which the relative rotation of the two the pad carrier element 68 is brought into abutment by circular wedge connection elements to be coupled. In this way it is ensured that these two components are coupled to one another in a defined axial positioning.

7 and 8 show embodiments in which the housing 54 of the friction clutch 10 is coupled to the flywheel 50 in a rotationally fixed manner by means of a circular wedge connection 74. It can be seen in FIG. 7 that, in a departure from the embodiments shown above, the housing 54 now has a substantially cylindrical and no longer flange-shaped section 88 radially on the outside, which is guided over an outer peripheral surface of the flywheel 50. The circular wedge outer profile is now formed on this outer peripheral surface of the flywheel mass 50, while the inner circular wedge profile of the circular wedge connection 74 is formed on the inner peripheral surface of the cylindrical section 88 of the housing 54. Here too, the corresponding profiles can be made available again by reshaping, machining or the like. The rotationally fixed coupling is then obtained again by relative rotation of the housing 54 with respect to the flywheel 50. When assembling, the procedure here can be such that the relative sliding path of the housing 54 with respect to the flywheel mass 50 is monitored in order to achieve a defined axial positioning of the housing 54 with respect to the flywheel mass 50. Alternatively, as shown in FIG. 8, an axial stop 90 on the flywheel 50 can ensure a defined end position of the housing 54. If this is achieved, the fixed connection is then established by means of the circular wedge connection 74 by applying a tightening torque. FIG. 9 shows the torsional vibration damper 12 as it can be used in connection with one of the friction clutches shown above. In the case of this torsional vibration damper 12 shown in FIG. 9, both the additional mass 44 and the starter ring gear 46 are connected to the primary side 16 of the torsional vibration damper 12, in particular the cover plate element 20 thereof, by means of a respective circular wedge connection 74. The cover disk element 20 forms the respective circular wedge outer profile in its outer circumferential area for the additional mass 44 and also the starter ring gear 46, which is also to be regarded as an additional mass in the sense of the present invention, with the lubricant chambers 24 radially in one for the additional mass 44 of this circular wedge outer profile outside cylindrical portion 91 of the cover plate element 20 is formed, to which the other cover plate element 22 is also connected. The mass parts 44 and 46 then have the circular wedge inner profiles on an inner circumferential surface, so that they can be coupled to the cover disk element 20 in a rotationally fixed manner by means of relative rotation.

In the embodiment shown in FIG. 10, the flywheel 50 of the friction clutch 10, which, as already explained above, can effectively also be assigned to the secondary side 18 of the torsional vibration damper 12, is connected to the central disk element 32 of the secondary side 18 by a circular wedge connection 74. The circular wedge outer profile is formed on a step-like section 92 of the central disk element 32, while the circular wedge inner profile is provided on the inner circumferential area of the flywheel 50. A region of the central disk element 32 which adjoins the section 92 radially on the outside also forms the axial stop for the flywheel mass 50, so that here too a defined axial relative positioning is ensured. In this embodiment, the step-like section 92 can be formed with an axial extent adapted to the required strength to achieve the required connection strength. Furthermore, the circular wedge outer profile can be molded on during the forming process of the central disk element 32, which is generally designed as a sheet metal part. Of course a fine blanking process or machining to provide the circular wedge outer profile can be provided with the required precision. The circular wedge inner profile can in turn be provided on the flywheel mass 50 by machining.

10a shows an example of a flywheel mass 50 of the torsional vibration damper 12, which carries fastening nut elements 51, 53 radially on the outside and radially on the inside. In the area of the fastening nut elements 51, the housing 54 of the friction clutch 10 or the pressure plate assembly thereof can be connected. In the area of the nut elements 53, the flywheel 50 can be firmly coupled to the central disk element 32. In the example shown, both groups of nut elements 51, 53 are firmly coupled to the flywheel 50 by a respective circular part connection 74. This results in the advantage that the flywheel 50 can be provided, for example, as a formed sheet metal part, with a correspondingly high degree of stability being nevertheless present in those areas in which a high load is created by producing a screw connection. Of course, it is also possible to provide only one of the groups of nut elements 51 and 53 on the flywheel 50 in the manner described above.

10b shows a variant in this respect, in which the nut elements 51 and 53 are formed with a radially widened collar with which they are axially supported on the flywheel 50. The nut elements 51, 53 or the circular wedge connections 74 that fix them then only serve to hold the nut elements, but not for the essential axial force transmission.

11-13, embodiments are shown in which the torsional vibration damper 12 is coupled to the drive shaft 14 by means of a circular wedge connection 74. It can be seen that the crankshaft 14 has in its axial end region a crankshaft flange 94 and a centering section 96 which engages in the central region of the cover plate element 20. At the The outer circumferential area of this centering section 96 is now the circular wedge outer profile, while on the inner circumferential area of the cover disk element 20, for example in the transition area to the cylindrical section 38 of the same, the circular wedge inner profile is provided and, for example, is also formed again during the shaping process of the cover disk element 20, which is generally made of sheet metal material. Since the previously described screw bolts for fixing the torsional vibration damper 12 on the drive shaft 14 are no longer required in this embodiment, it is also possible to dispense with the provision of corresponding openings on the support disk 42. Since, due to the omission of the screw bolts, a load of this axial support element induced by this will no longer occur, it is also possible, as shown in FIG. 12, to construct the assembly which serves to support the secondary side 18 with respect to the primary side 16 as an integrally formed axial support element 42 To provide storage material. It can also be seen in FIG. 12 that, of course, the central disk element 32 with its cylindrical projection 36 can also grip the cylindrical projection 38 of the cover disk element 20 radially on the outside.

In the embodiment shown in FIG. 13, there is a combined axial / radial bearing element 98 which lies between the two cylindrical projections 36, 38 with a sleeve-like radial bearing section 100 and which has a flange-like axial bearing section 102 between the radially inner region of the cover plate element 20 and the axial one End region of the cylindrical extension 36 of the central disk element 32 is positioned.

In the embodiments shown in FIGS. 11-13, axial contact of the cover disk element 20 on the flange-like region 94 of the drive shaft 14 also ensures defined axial positioning. In this embodiment, the connection strength can above all also be influenced by the axial length of the centering section 96 of the drive shaft 14. In the embodiment shown in FIG. 14, the friction clutch 10 is coupled directly to the drive shaft 14 without the provision of a torsional vibration damper. For this purpose, the flywheel mass 50, which essentially acts as a flywheel, lies axially against the section 94 of the shaft 14 in its radially inner region, while it is radially centered on the section 96 thereof. Here, the circular wedge connection 74 is provided directly between the drive shaft 14, ie the centering section 96 thereof, and the flywheel 50.

It should be pointed out that the various possibilities of coupling two components in a friction clutch or a torsional vibration damper, as described above, can of course be combined with one another and not only occur individually. Furthermore, other components not explicitly described above can also be coupled using such a circular wedge connection, such as the starter ring gear 46 recognizable in FIG. 14.

In Figl. 15 shows an alternative embodiment of a friction clutch 10a. This friction clutch 10a is designed here as a wet-running double clutch, which is coupled to the drive shaft 14a via the torsional vibration damper 12a, which is basically designed as described above. Here, a disk-like coupling element 104a is, for example, firmly connected to the central disk element 32a by means of elastic coupling elements 106a, a disk-like coupling element 108a of the friction clutch 10a is non-rotatably coupled to a housing-like component 110a, which in its radially outer area carries a plurality of input plates 112a of a first clutch area and is connected in its radially inner region to a transmission element 114a designed in the manner of a hollow shaft. Another housing-like component 116a is accommodated in the first-mentioned housing-like component 110a and is likewise firmly connected to the transmission element 114a. In its radially outer area, this housing-like component carries the input plates 118a of a second clutch area. Respective output disk carriers 120a, 122a of the two Coupling areas are coupled in a rotationally fixed manner to output shafts 124a, 126a which are assigned to these coupling areas and are arranged concentrically to one another. These output plate carriers 120a, 122a carry respective output plates 128a, 130a, which can then be brought into firm frictional engagement with the assigned input plates 112a, 118a by fluid-induced displacement of respective piston elements 132a, 134a.

The disk-like entrainment element 104a coupled to the central disk element 32a is shown in an axial view in FIG. 16. In its radially outer region, this coupling element 104a has two coupling arms 135a, via which it is connected to the central disk element 32a. In its central, hub-like region 136a, the driving element 104a forms the spline inner profile with the recesses 80a, as have already been described above with reference to FIGS. 2 and 3. Correspondingly, the circular wedge outer profile is provided by a ring-like input element 107a of the friction clutch 10a. This input element 107a is connected to a further coupling element 108a, which of course can also be formed in several parts, by welding. Furthermore, the input element 107a is in rotary driving engagement with a drive shaft 111a for a fluid pump.

To assemble a system as shown in Fig. 15, the procedure can be as follows. First, the torsional vibration damper arrangement is fixed on the drive shaft 14a. The friction clutch 10a designed here as a wet-running double clutch is already pushed axially onto the two transmission input shafts or output shafts 124a and 126a or the drive shaft 111a of the fluid pump. Thus, the friction clutch 10a already forms a structural unit with the transmission and can be assembled, for example, using an intermediate bell and with the wet room already sealed. This assembly is now brought axially to the drive unit or the torsional vibration damper 12a already carried thereon, so that the input element 107a of the friction clutch 10a into the Coupling element 104a or the opening formed therein occurs. This is the two components on which the contours required for the circular wedge connection 74a are formed. For a fixed coupling, it is now necessary to twist these components with respect to one another. This can take place, for example, in that a torque is applied on the drive unit side and is supported on the output side. The support can be provided because a gear bell 150a, which is only shown symbolically, or a corresponding component is inserted through a tool, which engages in corresponding C 152a in the housing-like component 110a and thus blocks it. The associated openings in the bell housing 15 are preferably attached to the top thereof in order to prevent splash oil from escaping to the outside. It could also be thought of producing a full closure by applying an additional closure, this closure being attached after the installation process has been completed. The coupling element 'and the input element 107a connected to it are thus blocked against rotation. Production of the circular wedge connection required torque can i be applied, for example, from the free end of the drive shaft 14a. At this end, for example, a pulley for driving auxiliary units or the like can be provided. It is also possible to apply a corresponding torque to the starter ring gear, which can be applied to the torsional vibration damper 12a.

The torque support could also take place via the drive shaft 111a of the fli. With this assembly, care must be taken that the production of the circular wedge connection applied torque is greater than the maximum torque that occurs during operation, so that a sufficient connection strength is guaranteed, which in turn requires that a sufficiently large torque support is provided during the assembly. Various options have been described above, by means of which a circular wedge connection can be used to achieve a connection which is simple to produce, but nevertheless acts very securely, between different components of a drive system, in particular a friction clutch or a torsional vibration damper. In the case of such connections, it is advantageous to produce the circular wedge connection in a torque-controlled manner in order to ensure that the required connection strength is achieved by providing a suitable tightening torque. Where components to be connected to one another axially abut against one another during the assembly process, it is advantageous to lubricate the abutting surfaces in order to minimize the proportion of tightening torque that cannot be used to achieve the connection strength through the friction torque introduced there hold.

Claims

Expectations

1. A clutch arrangement, in particular a friction clutch for a motor vehicle, characterized in that at least one clutch component is coupled to a further component by means of a circular wedge connection (74; 74a).

2. Clutch arrangement according to claim 1, characterized in that the clutch arrangement (10) comprises a clutch disk (62) with a brake disk (68) and a hub (64), and that the brake disk (68) with the hub (64) by a Circular wedge connection (74) is coupled.

3. Coupling arrangement according to claim 2, characterized in that the lining carrier disk (68) is formed in its area (82; 84) with an inner circular wedge profile with an enlarged axial dimension.

4. Coupling arrangement according to one of claims 1 to 3, characterized in that the coupling arrangement (10) with a flywheel (50) by a circular wedge connection (74) coupled housing (54).

5. Coupling arrangement according to claim 4, characterized in that an axial stop (90) for the housing (54) is formed on the flywheel (50).

6. Coupling arrangement according to one of claims 1 to 5, characterized in that an input area (50; 107a, 108a) of the coupling arrangement (10; 10a) with a secondary side (18; 18a) of a torsional vibration damper arrangement (12; 12a) by a circular wedge connection ( 74; 74a) is coupled.

7. Coupling arrangement according to claim 6, characterized in that the torsional vibration damper arrangement (12; 12a) with a drive shaft (14; 14a) to be coupled primary side (16, 16a) with two spaced cover plate elements (20, 22; 20a, 22a ) and that the secondary side (18; 18a) of the torsional vibration damper arrangement (12; 12a) engages between the cover disc elements (20, 22; 20a, 22a) and is coupled via a damper element arrangement (34; 34a) to the central disc element (32; 32a) with which the input area (50; 107a, 108a) of the coupling arrangement (10; 10a) is coupled by means of the circular wedge connection (74; 74a).

8. Coupling arrangement according to claim 6 or 7, characterized in that the input region (50) of the coupling arrangement (10) comprises a flywheel (50).

9. Clutch arrangement according to claim 6 or 7, characterized in that the clutch arrangement (10a) is a wet clutch, preferably a double clutch, and that the input region (107a, 108a) with an input plate carrier (110a) in

Torque transmission connection standing coupling member (107a).

10. Coupling arrangement according to one of claims 1 to 9, characterized in that the coupling arrangement (10) has a flywheel (50) which is coupled by means of a circular spline connection (74) to a drive shaft (14).

11. Torsional vibration damper arrangement, comprising a primary side (16) to be coupled to a drive shaft (14) and a secondary side (18) coupled to the primary side (16) for torque transmission via a damper element arrangement (24), characterized in that the primary side (16) is to be coupled to the drive shaft (14) by means of a circular wedge connection (74).

12. Torsional vibration damper arrangement according to claim 11, characterized in that the primary side (16) has two spaced cover plate elements (20, 22), that the secondary side (18) engages between the two cover plate elements (20, 22) and with them the damper element arrangement (34) has a central disk element (32) coupled for torque transmission, and that one of the cover disk elements (20, 22) is coupled to the drive shaft (14) by a circular wedge connection (74).

13. Torsional vibration damper arrangement, comprising a primary side (16) to be coupled to a drive shaft (14) and a secondary side (18) coupled to the primary side (16) for torque transmission via a damper element arrangement (34), characterized in that an additional mass (44, 46) is coupled to the primary side (16) and / or the secondary side (18) of the torsional vibration damper arrangement (12) by means of a circular wedge connection (74).

14. Torsional vibration damper arrangement, comprising a primary side (16) to be coupled to a drive shaft (14) and a secondary side (18) coupled to the primary side (16) for torque transmission via a damper element arrangement (34), characterized in that a flywheel (50) on the secondary side (18) for coupling to a central disk element (32) and / or for coupling to a housing (54) of a friction clutch carries coupling members (51, 53) which are coupled to the flywheel at least in part by a circular wedge connection (74).