WO2010048913A1

WO2010048913A1 - Clutch

Info

Publication number: WO2010048913A1
Application number: PCT/DE2009/001344
Authority: WO
Inventors: Dirk Reimnitz
Original assignee: Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority date: 2008-10-27
Filing date: 2009-09-24
Publication date: 2010-05-06
Also published as: DE102009042823A1; DE112009002440A5

Abstract

The present invention relates to a clutch (1), particularly a double clutch, for use in a drive train of a vehicle between the drive unit and transmission, comprising a fixed bearing (25), which is arranged on the drive side and by which the clutch is supported on a drive housing or on a clutch housing (3) connected to the drive housing.

Description

clutch

The present invention relates to a clutch, in particular a double clutch, for use in a drive train of a vehicle between the drive (in particular internal combustion engine and / or electric motor) and transmission.

The currently developed dry dual clutches are mainly developed with a damper located between the engine and the clutch. This construction allows a simple transmission-side mounting of the dual clutch, since an axial offset between the crankshaft and transmission input shafts in the damper can be compensated.

An alternative to such a clutch externally arranged damper represent clutches with damped discs. However, if such clutches with damped discs but still stored on the gearbox, measures are required to compensate for the axial offset. Known balancing devices are quite complex and expensive.

It is therefore an object of the present invention to provide a clutch, in particular a dual clutch, for use in a drive train of a vehicle between drive and transmission, by which the bearing of the clutch is improved.

This object is achieved by a coupling, in particular a double clutch, for use in a drive train of a vehicle between the drive and transmission, with a drive side arranged fixed bearing, with which the clutch (dual clutch) on a drive housing or on a drive housing connected to the transmission housing ( or clutch bell) is stored.

Due to this engine-side mounting of the clutch (especially the dry dual clutch), expensive additional elements, with which an axial offset between engine and transmission would be compensated unnecessary. Rather, the axial offset then occurs between the clutch and the transmission and can be compensated by the clutch discs and the elasticity of the transmission input shafts. The fixed bearing (= on the motor side) arranged fixed bearing can also axial actuating forces of the (double) coupling ab- support. In a rigid connection of the (double) KuppIung to the crankshaft, as it is state of the art for a long time, however, these operating forces of the clutch would be transmitted directly to the crankshaft bearings. Since the actuating forces are quite high especially for double clutches and act over a long time, it is therefore extremely advantageous if the axial actuating forces can be supported according to the present invention on the drive side arranged fixed bearing.

According to a preferred embodiment, a bearing connection of the fixed bearing arranged on the drive side to the drive housing or to the transmission housing (or the clutch bell) connected to the drive housing has a radial degree of freedom. Alternatively or cumulatively thereto, the fixed bearing arranged on the drive side may itself have a radial degree of freedom.

Here, as a bearing connection of the fixed bearing to the drive housing or connected to the drive housing gear housing (or the clutch bell) may be provided a support member which is disposed between the drive side arranged fixed bearing on the one hand and the drive housing, gear housing or clutch bell on the other hand, wherein the support member arranged on the drive side Fixed bearing supported in the axial direction.

The radial degree of freedom of the bearing connection can be generated by the fact that the connection between the bearing and carrier element and / or the connection between the carrier element and the drive housing, gear housing or clutch bell is radially displaceable.

Furthermore, at least one sliding bearing element can be arranged between the carrier element and the fixed bearing arranged on the drive side and / or the carrier element or the fixed bearing arranged on the drive side can be surface-treated at least in sections or surface-coated.

According to a further preferred embodiment, the clutch, in particular the double clutch, mounted exclusively on the drive side arranged fixed bearing.

According to a further preferred embodiment, at least one bearing ring of the drive side arranged fixed bearing is loaded radially and / or axially with spring elements. According to a further preferred embodiment, a torque of a drive from a drive shaft via a flexplate connected to the drive shaft or via another connected to the drive shaft in the axial direction of elastic and rigid in the radial direction and rotationally fixed connection, such as at least one leaf spring or at least one leaf spring package or transmitted via a connected to the drive shaft damping element (in particular with tangentially arranged screw or bow springs) to the clutch. About this connection, the coupling is supported in the radial direction.

According to a further preferred embodiment, a connecting element, such as an axial or radial screw and / or snap connection, between a flywheel of the clutch, in particular a central plate of the double clutch, and connected to the drive shaft driver cup or clutch cover of the drive-side clutch is provided by which the coupling can be dismantled into two subassemblies and can be reconnected during assembly of the drive train of the vehicle. This connection can be done directly between flywheel and driver pot / clutch cover or indirectly via an intermediate piece that connects flywheel and driver pot / clutch cover.

In this case, the clutch bell can be designed such that an assembly aid, such as radially arranged screws, is provided to store or fix the gear-side assembly in the clutch bell for mounting the clutch in the drive train.

According to a further preferred embodiment, an attachment of the carrier element takes place on a smaller pitch circle diameter than the connection of the drive housing and the gear housing. In this case, one or more recesses may preferably be provided in the driver cup or clutch cover and in the flexplate or the other elastic connections or in the damping element in order to fasten the carrier element to the drive housing.

According to a further preferred embodiment, a device, such as a counterweight or a radially acting spring, is provided, which balances the weight and inertial forces of the fixed bearing, this device being arranged on the non-rotating connection side of the fixed bearing. - A -

The present invention also teaches a method of assembling a coupling comprising the steps of: a. The coupling is disassembled into a first subassembly having connection and bearing components and a second subassembly having the remaining coupling parts, b. the first module is mounted on the drive, c. the second assembly is positioned in the clutch bell and provisionally fixed, d. the first and second assemblies are connected together and the provisional fixation is released.

Further preferred embodiments and embodiments according to the invention are the subject of further 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 embodiment of a double clutch with motor-side fixed bearing, wherein the dual clutch is supported at an interface between the engine block and the transmission housing (clutch bell), with attachment of the carrier element at the interface engine block and gear block,

2 shows a further embodiment of a double clutch with motor-side fixed bearing, wherein the dual clutch is supported on the engine block, with attachment of the carrier element on a smaller pitch than in the interface engine block and gear block,

Fig. 3 shows another embodiment of a dual clutch with engine-side fixed bearing, wherein the dual clutch is supported on the engine block and wherein the engine-side bearing is arranged in front of the crankshaft and

Fig. 4 shows another embodiment of a double clutch with motor-side fixed bearing, wherein an outer ring of the motor-side fixed bearing is connected to a clutch cover of the drive side arranged sub-coupling and wherein the outer ring and inner ring of the motor-side fixed bearing is connected radially displaceable.

1 to 4 each show a part of a drive train of a motor vehicle with drive (in this case an internal combustion engine), clutch (in this case a double clutch) and transmission (in the present case a dual-clutch transmission with two partial transmissions) in half cut. In the present case, the dual clutch is connected to a crankshaft 4 of the internal combustion engine (or another comparable drive shaft in a drive other than an internal combustion engine) and to the two transmission input shafts of a dual-clutch transmission. In the present case, the transmission input shafts are arranged so as to be nested in order to save space, the present disclosure not being restricted to this arrangement. Rather, the proposed storage concept can also be used in completely different arrangements of the transmission input shafts.

Between the drive unit and dual clutch 1, no torsional vibration damping is connected according to the embodiments shown in Figures 1 to 4. Rather, the dual clutch is connected directly to the crankshaft 4 via the screw connection 7 (with one or more screws distributed on the circumference) and the flexplate 8. The crankshaft 4 can in this case have a shoulder 4a for centering the flexplate 8. Between Flexplate 8 and screw 7 at least one washer is arranged. This at least one washer can be designed as a separate washer under each of the screws (usually: 3) of the screw connection 7 or as a concentric ring or as a plurality of segments.

The flexplate 8 is connected to a driver plate 9 via a rivet connection 10 with one or more circumferentially distributed rivets. In the present case, a starter ring gear 11 is additionally connected via the rivet connection 10 to the driver plate 9 (also referred to as a driver cup).

The driver plate 9 is connected to an intermediate pressure plate 12 (also referred to as the central plate) via a screw 13 (with one or more circumferentially distributed screws). This screw connection 13 is presently arranged radially, but can also be arranged axially or at a different angle to the normal on the transmission input shaft axes. Likewise, a snap connection is conceivable at this point. In addition, the connection can be made directly or indirectly.

Due to the screw 13 and / or snap connection, the intermediate pressure plate 12 and the driving plate 9 - including the components connected to these components - are separated from each other and reconnected. Accordingly, the screw connection 13 and / or snap connection with the intermediate pressure plate 12 is a dividing line between two coupling halves, wherein a first coupling half of the coupling and attachment components of the coupling has and wherein a second coupling half comprises the actual coupling components. The mounting method explained below relies substantially on such a separation into two coupling halves in order to mount the double clutch mounted on the engine side via a fixed bearing.

Between the intermediate pressure plate 12 and a motor-side pressure plate 14 of the motor-side part clutch friction linings of a first clutch disc 5 (with integrated damper) can be clamped. The first clutch plate 5 is rotatably connected via a hub part with a first transmission input shaft 14, which is designed here as a solid shaft.

The first transmission input shaft 14 is rotatably arranged in a second transmission input shaft 15, which is designed as a hollow shaft. A hub part of a second clutch disc 6 is non-rotatably connected to the drive end of the second transmission input shaft 15. On the second clutch disc 6 (with damper) friction linings are fixed radially on the outside, which can be clamped between the intermediate pressure plate 12 and a transmission-side pressure plate 16 of the transmission-side part clutch.

The motor-side pressure plate 14 is connected to a tie rod 17. The tie rod 17 is supported on a plate spring 18. The plate spring 18 is supported via a wear adjustment to a clutch cover 19 of the transmission-side part clutch. The clutch cover 19 is connected to the intermediate pressure plate 12. On the clutch cover 19, a further plate spring 20 is supported.

Both disc springs 18, 20 have radially inner plate spring tongues, which are operatively connected to actuation bearings 21, 22 by a first actuation bearing 21 can act on the first lever spring 18 of the drive-side part clutch and a second actuation bearing 22 on the lever spring 20 of the transmission-side part clutch. Actuating bearing and associated plate spring as an actuating lever accordingly form an actuating device for the respective sub-coupling, wherein the respective actuating lever, the respective pressure plate 14, 16 can displace limited in the axial direction relative to the intermediate pressure plate 12.

Instead of disc springs and lever springs can be used as an operating lever. The actuating bearing of the actuators are acted upon by hydraulic means 23, 24 with an actuating force. This hydraulic Zentralausrücker with the hydraulic devices 23, 24 is supported on a clutch housing 3 from.

Instead of a hydraulic actuator and mechanical lever systems can be used with electric or hydraulic actuators.

The driver plate 9 (the driver cup 9) is, as already stated, connected via the flexplate 8 with the crankshaft 4 via the screw connection 7. The driver cup 9 comprises an axial cylindrical portion 9A (at which the screw connection 13 or snap engagement attack), a radial portion 9B and a radially inwardly disposed axial neck portion 9C. The radially inner axial neck portion 9 C is connected to a bearing outer ring of a rolling bearing 25.

The bearing inner ring of the rolling bearing 25 is connected to a carrier element 26, wherein the carrier element 26 is fixed to the drive housing 2. The rolling bearing 25 is in this case the drive side arranged fixed bearing, d. H. the rolling bearing 25 (fixed bearing) is fixed in the axial direction, and / or can accommodate tilting moments in the axial direction and has a degree of freedom in the radial direction.

Subsequently, the connection to the interface 28 between the drive (engine block) and transmission (gear block) is further explained by the supported on the engine block carrier element.

The drive-side (motor-side) clutch bearing 25 (= fixed bearing) is arranged according to the embodiment of FIG. 1 radially outside of the crankshaft flange 4 and connected via the driving plate 9 (driver cup 9) with the double clutch 1 by the bearing outer ring with the radially inner axial neck portion 9C and a bearing cap 27 is axially fixed, bearing cap 27 and axial neck portion 9C are connected to each other via rivet joints.

On the engine block and / or on the clutch bell, the motor-side bearing 25 is supported in the axial direction and against tilting of a support member 26 which is connected to the engine block 2 and / or the gear block (clutch bell). According to the embodiment shown in Fig. 1, the connection between rolling bearings

25 and carrier element 26 radially displaceable. By means of this radial degree of freedom, the roller bearing 25 can adjust to the rotational axis predetermined by the crankshaft 4. This can be achieved constructively, for example, by means of a large radial clearance fit between the carrier element

26 and the carrier element facing this bearing inner ring of the rolling bearing 25.

In the axial direction of the bearing inner ring, however, must be taken with little play in order to allow as little as possible axial or tilting movements.

For example, to prevent rattling or Mitwandern, the bearing inner ring can also be biased radially and / or axially with spring elements. In Fig. 1 by way of example, a spring element 128 is shown, which biases the bearing inner ring of the rolling bearing 25 in the axial direction.

In order to facilitate a sliding of the bearing inner ring in the radial direction and to reduce wear, also sliding bearing elements or special surface treatments or coatings can be used.

The embodiment of the dual clutch 1 of FIG. 1 is accordingly based on a bearing concept in which a roller bearing as a bearing on the motor side (ie between the engine and the actual clutch) is arranged and axial forces and tilting moments of the clutch receives and wherein a radial degree of freedom between the bearing and the engine block or the gear block is provided so that the bearing can adjust to the axis of rotation of the crankshaft 4, whereby a radial relative movement can be avoided.

In order to avoid or at least minimize the radial relative movement per motor revolution, the smallest possible coaxial error between the fixed bearing (roller bearing 25) and the crankshaft seat (driver cup 9 and flexplate 8) should be present in the present case. If this is not feasible, the fixed bearing (rolling bearing 25) can also with one radial degree of freedom on the fixed bearing coupling side (ie seen from the fixed bearing towards the clutch) and on the fixed bearing housing side (ie from the fixed bearing in the direction of the engine seen), as shown in Fig. 4.

With one degree of freedom on the coupling side and on the housing side of the fixed bearing, the bearing can move freely within certain limits until the radial sliding movements occur. conditions on both sides of the fixed bearing are minimal, so that an energy minimum is reached. This energy minimum is reached when the fixed bearing has adjusted to the axis of rotation of the crankshaft 4. In order to facilitate and maintain this setting of an energy minimum, spring elements can be used, in particular in the case with one radial degree of freedom on the coupling side and on the housing side of the fixed bearing, which bias the bearing rings axially or radially. Also sliding elements, surface treatments and surface coatings can positively influence such an adjustment of the energy minimum.

In heavy fixed bearings (roller bearing 25) can on the non-rotatable connection side of the fixed bearing (ie the fixed bearing housing side, ie the bearing inner ring in the embodiment of FIGS. 1, 2 and 4 or the bearing outer ring in the embodiment of FIG. 3) also a device are attached, which compensates the weight and the inertial forces of the fixed bearing, z. B. a counterweight or a radially acting spring.

As stated in the introduction, the torque of the engine (the drive) is transmitted from the crankshaft 4 via the flexplate 8 to the dual clutch. Axial and wobble movements of the crankshaft flange as well as axial tolerances of the Flexplate 8 are compensated. As an alternative to a Flexplate can also be another type of elastic connection, such. B. leaf springs, are used. In addition, it is also possible to use a kind of damper whose tangentially arranged helical or bow springs serve less the damping of torsional vibrations, but compensate for the axial and tumbling motion of the crankshaft 4.

For the mounting of the motor-side fixed bearing 25 mounted double clutch 1, it is particularly useful if a separation point between the actual clutch and the connection and mounting components is provided on the engine. The connection and mounting components comprise in particular the carrier element 26, the fixed bearing 25 and the driver cup 9. The actual coupling elements comprise in particular the central plate 25, the pressure plates 14,16, the tie rod 17, the clutch cover 19 and the lever springs. As a rule, the actuators (21-24) are mounted separately in the clutch bell (but the actuators can also be installed together with the actual coupling elements). In Fig. 1, this separation point is realized by a radial screw 13 between the central plate 12 and the driver cup 9 (the connecting element between motorseitigem fixed bearing 25 and the central plate 12). As a result, the connection and storage components can be separated from the coupling components and (pre) mounted on the motor 2. The assembly on the engine or on the motor housing 2 takes place in such a way that the flexplate 8 is screwed to the crankshaft 4 and the carrier element 26 is fastened to the engine block 2. For example, as shown in FIG. 1, this may occur at the engine block transmission block interface 28.

In addition, the carrier element 26 may optionally be supported radially inward at the point 29 on the engine block 2.

The actual double clutch 1 is positioned in the clutch bell 3 without the connection and mounting components. Since the actual coupling components in this assembly phase, when the engine and transmission are not yet connected to each other, is separated from the connection and storage components, the actual coupling components require a provisional fixation. This can be done for example by radial screws 30, starting from the clutch bell 3 starting the dual clutch components. A provisional fixation can also be realized by an automated mounting device. Also, plastic elements may be provided which serve as a temporary fixation and tear off automatically at the first start of the drive train.

If the motor with the connection and bearing components and the gearbox are provided with the actual clutch components, the engine and gearbox can be bolted together. The carrier element 26 shown in Fig. 1 is located between the engine and transmission and is thereby fixed at the point 28. Subsequently, the connection and storage components are reconnected to the actual coupling components. For this purpose, z. B. openings are provided in the clutch bell 3, so that the separation point 13 is accessible. In addition to the radial screwing shown in FIG. 1, the separation point 13 can also be designed as an axial screw connection or as a snap connection. For most applications, this is expedient if the separation point is arranged as close as possible to the motor rear wall. After the separation point is connected, the provisional fixation 30 of the dual clutch can be removed or disabled. As stated, the support member 26 is connected at the separation point 28 between the engine block 2 and bell housing 3. In order to carry out the carrier elements most compact and streak, but its attachment can also succeed on a smaller pitch circle diameter, as the junction 28 of the engine block 2 and gear block 3rd

In order to screw the support member 26 on the engine block, recesses in the driver cup 9 and the flexplate 8 in the embodiment of FIG. 2 are provided. The remaining features of the embodiment of FIG. 2 of the dual clutch 1 with motor-side arranged fixed bearing 25 correspond to the embodiments described in connection with FIG. For reasons of clarity, therefore, only the most essential reference numerals are indicated in FIG. 2, the reference numeral 31 for the at least one recess in the driver cup 9 and the reference numeral 32 for the at least one recess in the flexplate being supplemented.

In the embodiments of the dual clutch 1 with motor-side arranged fixed bearing according to FIGS. 1 and 2, the motor side arranged fixed bearing 25 is arranged radially outside of a crankshaft flange. However, this positioning radially outside of the crankshaft flange requires a relatively large bearing diameter. Furthermore, engines are known in which the crankshaft flange terminates relatively flat with the engine rear wall and thus the bearing can not be arranged in the position shown in the context of FIGS. 1 and 2. Fig. 3 shows accordingly an embodiment in which an intermediate piece 33 is screwed onto the crankshaft 4. With the help of this screwed on the crankshaft 4 intermediate piece 33, the motor side arranged fixed bearing 25 can also be positioned in front of the crankshaft 4. Through the intermediate piece, the bearing can be moved not only in the axial direction, but the bearing can also be arranged radially inside or outside of the crankshaft flange.

In order to realize this, the support member 26 is modified for the embodiment of FIG. 3 with respect to the embodiments of FIGS. 1 and 2. According to the embodiments shown in Fig. 1 and 2, the support member 26 has an annular portion which is bolted to the motor housing and partially or completely applied thereto, and a cylindrical portion which is axially aligned and engages around the bearing inner ring of the fixed bearing. The annular region and the axially aligned cylindrical region of the carrier element are in this case welded together. Between the annular region and the axially aligned cylindrical region, in addition to the Trough ring to which the spring element 28 is received and supported. Instead of the annular region, at least one elongate region (comparable to one or more mounting tabs) may also be provided in order to fasten the carrier element 26 to the engine block or to the gearbox block. The annular region or region can also be biased against the motor housing, so that a force acts on the support point, whereby the rigidity of the support element is increased.

In contrast to this, the support part 26B according to FIG. 3 has an only comparatively short annular area or a comparatively short longitudinal area which bears against the engine block 2, which is continued by a radial area which extends at an angle from the engine block 2 opens into an axially aligned cylindrical portion which bears against a bearing outer ring of the fixed bearing 25, wherein the bearing outer ring of the fixed bearing 25 is held between an end portion of the axially aligned cylindrical portion of the support member 26B and a bearing cover connected to the support member 26B.

The bearing inner ring of the motor side arranged fixed bearing 25 is connected to the driver cup 34, which radially inwardly has a recess on which the bearing inner ring is fixed and secured with a locking ring.

According to another aspect of the present disclosure (which may be used in conjunction with or separately from the other aspects of this and the other embodiments), both the bearing inner race and bearing outer race of the fixed bearing 25 are axially and radially fixed to the carrier member 26B and the driver cup 34. The radial degree of freedom is realized according to the embodiment shown in FIG. 3 at the attachment point 35 of the carrier element 26 B to the engine block 2.

For this purpose, the connection point 35 on an intermediate disc 36, which is screwed via one or more screw (s) 37 on the engine block. The intermediate disc 36 has at least one recess 36A in which the motor-side end of the carrier element 26B engages. The motor-side end of the carrier element 26B can now move in the groove 38 formed between the intermediate disk 36 and the engine block 2 in a sliding manner.

It is clear from a comparison of FIGS. 1 and 2 on the one side and FIG. 3 on the other side that the radial compensation point between motor-side fixed bearing 25 and motor housing 2 (or transmission housing 3) may be located at any point of the bearing connection between the fixed bearing 25 and the engine block 2.

In addition, a further radial compensation point between the fixed bearing 25 and the actual double clutch (central plate) are.

Another possibility to realize the radial degree of freedom, the fixed bearing 25 itself represents. If its structure can compensate for a sufficiently large radial offset, can be dispensed with one or both externally arranged balancing position.

The variants described above for generating the radial degree of freedom can also be combined with one another in order to increase the radial degree of freedom.

The assembly concept described in the context of FIGS. 1 and 2 can also be applied to the embodiment of the dual clutch 1 with the motor side arranged fixed bearing 25 as shown in FIG. 3, then only the intermediate piece 33 is added, which must be connected to the crankshaft 4, before the attachment and storage components are attached to the engine block 2.

In addition, in all embodiments, between the drive shaft 4 and flexplate (or similar connection) or between the intermediate piece 33 and flexplate 8 (or other axially elastic and radially rigid connecting element) a support member 33A may be arranged, which ensures the power flow between the drive shaft 4 and coupling.

The storage concept described above, in particular for a double clutch, can be adapted to a large number of dual clutch types (wet and dry). A corresponding example is shown in FIG. 4.

In the dual clutch of FIG. 4 with a drive and a driven side actuator, the motor side arranged fixed bearing 25 can be connected via the clutch cover 36 of the motor-side coupling with the central plate 12. The remaining features of the embodiment just in terms of the storage concept correspond to that shown in Fig. 1. For the installation of such a double clutch according to Fig. 4, the motor-side coupling must be separated from the central plate. This motor-side (partial) coupling is fastened to the engine together with the connection and mounting components. After the gearbox with the provisionally fixed transmission-side (partial) coupling is mounted on the engine block, the two partial clutches are reconnected to a double clutch.

4 is also an embodiment of the fixed bearing connection can be removed, in which a radial degree of freedom on the bearing inner ring and a further radial degree of freedom are provided on the bearing outer ring. This degree of freedom can also be combined with all other types of degrees of freedom education.

In all embodiments, damped or undamped clutch plates can be used.

The above description discloses in particular a storage concept for a double clutch with a fixed bearing, which is arranged on the motor side of the central plate 12 and receives axial forces and tilting moments of the clutch. By at least one radial degree of freedom of the fixed bearing or the bearing connection radial forces are supported on the crankshaft. Thus, a tension between the fixed bearing and the crankshaft bearing in the radial direction is excluded. Axial and wobble movements of the crankshaft flange as well as axial tolerances are compensated by a flexplate (or another elastic connection).

Due to the present type of load are particularly suitable as a bearing bearings, such as deep groove ball bearings, deep groove ball bearings with four-point grinding, four-point bearings, double-row angular contact ball bearings or double-row thrust bearings. The fixed bearing may consist of a single bearing or of a plurality of bearings, which are preferably arranged side by side, and also possibly still necessary fasteners to secure the fixed bearing property, such as retaining rings include.

The above description shows one way to store the (double) clutch engine side and align the axis of rotation of the clutch coaxial with the crankshaft. As a result, no compensation elements for the axial offset between the engine and clutch are required. The misalignment then occurs between the clutch and the transmission and can be compensated by clutch discs and the elasticity of the transmission input shafts. If the clutch rigidly mounted on the crankshaft, as it has long been the prior art, the operating forces of the clutch would, however, transmitted to the crankshaft bearings. These actuation forces are quite high in double clutches and act over a comparatively long time. In contrast, the axial actuating forces are supported in the present teaching via a fixed bearing (rolling bearing). Thus, a bearing for clutches (especially dry dual clutches) is presented, which copes with no complicated additional element with the axial offset between the engine and transmission.

LIST OF REFERENCES

Double coupling

block

clutch housing

Crankshaft a paragraph

clutch discs

screw

flexplate

Drive plate a cylindrical section b radial section c axial neck section 0 rivet connection 1 starter ring gear 2 intermediate pressure plate 3 screw 4 pressure plate 5 transmission input shaft 6 pressure plate 7 tie rods 8 plate spring 9 clutch cover 0 plate spring 1 actuator bearing 2 actuator bearing 3 hydraulic devices 4 hydraulic devices 5 bearing 6 support element 6b support element 7 bearing cap Motor-gearbox interface additional bearing point for support element radial screws

connecting piece

Mitnehmertopf

connecting point

disc

screw

groove

Spring element transmission input shaft

Claims

claims

1. clutch, in particular dual clutch, for use in a drive train of a vehicle between the drive and transmission, with a drive side arranged fixed bearing with which the clutch is mounted on a drive housing or connected to the drive housing gear housing.

2. Coupling according to claim 1, wherein a bearing connection of the fixed bearing to the drive housing or to the transmission housing connected to the drive housing has a radial degree of freedom and / or wherein the drive side arranged fixed bearing itself has a radial degree of freedom.

3. Coupling according to claim 2, wherein a bearing element is provided as bearing connection of the fixed bearing to the drive housing or to the transmission housing connected to the drive housing, which is arranged between the drive side arranged fixed bearing and drive housing or gear housing, and wherein the support member arranged on the drive side fixed bearing in the axial Direction and / or supported against tilting.

4. Coupling according to claim 3, wherein the radial degree of freedom of the bearing connection is generated in that the connection between the drive side arranged fixed bearing and the carrier element and / or the connection between the carrier element and drive housing or gear housing is radially displaceable.

5. Coupling according to claim 3 or 4, wherein at least one sliding bearing element is arranged in the region of the radial degree of freedom and / or the carrier element or the drive side arranged fixed bearing or the connecting elements between the carrier element and drive housing or gear housing is at least partially surface-treated or surface-coated.

6. Coupling according to one of claims 1 to 5, wherein the fixed bearing each having a radial degree of freedom on the coupling side and the drive side.

7. Coupling according to one of claims 1 to 6, wherein the coupling, in particular the double clutch, is mounted exclusively on the drive side arranged fixed bearing.

8. Coupling according to one of claims 1 to 7, wherein at least one bearing ring of the drive side arranged fixed bearing is radially and / or axially loaded with spring elements.

9. Coupling according to one of claims 1 to 8, wherein a torque of the drive from a drive shaft via a flexplate connected to the drive shaft or another connected to the drive shaft in the axial direction of elastic and rigid in the radial direction and rotationally fixed connection or via a with the drive shaft connected damping element is transmitted to the clutch.

10. Coupling according to one of claims 1 to 9, wherein a connecting element, such as an axial or radial screw or a snap connection, between a flywheel of the clutch, in particular a central plate of the double clutch, and connected to the drive shaft driver cup or a clutch cover of the drive side Clutch is provided, through which the coupling can be disassembled into two subassemblies and re-connected in an assembly of the drive train of the vehicle.

11. Coupling according to claim 10, wherein the coupling housing is designed such that an assembly aid, such as radially arranged screws to store in the connected state, the transmission-side assembly in the clutch housing or to fix.

12. Coupling according to one of claims 1 to 11, wherein an attachment of the carrier element takes place on a smaller pitch circle diameter, as the connection of the drive housing and the gear housing.

13. Coupling according to one of claims 1 to 12, with a device such as a counterweight or a radially acting spring, the weight and inertial forces of the fixed bearing compensates, wherein the device is arranged on the non-co-rotating connection side of the fixed bearing.

14. Coupling according to one of claims 1 to 13, with at least one intermediate piece (33) which is connected to the drive shaft (4), whereby a space is created to shift the fixed bearing in the axial and / or radial direction.

15. A method for assembling a coupling according to one of claims 1 to 14, comprising the following steps:

• The coupling is disassembled into a connection and bearing components having first assembly and the remaining coupling parts having second assembly;

• the first module is mounted on the drive;

• The second assembly is positioned in the clutch bell and provisionally fixed;

• the first and second modules are connected together; and

• the provisional fixation is canceled.

16. A method for assembling a coupling according to one of claims 1 to 14, comprising the following steps:

• The coupling is connected to the drive shaft and the drive housing with the attachment and support components and the remaining coupling parts (with or without actuator), and

• The drive is connected to the transmission housing, wherein the at least one transmission input shaft is connected to the at least one clutch disc.