WO2011072653A1

WO2011072653A1 - Torque transmission device

Info

Publication number: WO2011072653A1
Application number: PCT/DE2010/001472
Authority: WO
Inventors: Willi Ruder; Stefan Wackowiak; Dierk Reitz
Original assignee: Schaeffler Technologies Gmbh & Co. Kg
Priority date: 2009-12-17
Filing date: 2010-12-15
Publication date: 2011-06-23
Also published as: DE112010004839B4; CN102713327B; WO2011072653A8; DE112010004839A5; DE102010054545A1; CN102713327A

Abstract

In a torque transmission device (1) in the drive train of a motor vehicle between a crankshaft (2) of an internal combustion engine and a vehicle clutch or a transmission input shaft of a transmission, comprising a separating clutch (4), a dual mass flywheel (3), and an electric drive (5), wherein the dual mass flywheel (3) and the separating clutch (4) are arranged in series between the crankshaft (2) and the vehicle clutch or transmission input shaft, and the dual mass flywheel (3) is arranged on the crankshaft side and the separating clutch (4) is arranged on the transmission input shaft side or vehicle clutch side, and wherein a rotor (54) of the electric drive (5) radially encloses parts of the separating clutch, the required axial installation space is reduced while increasing the torque to be transmitted in that the separating clutch (4) is a multiple-disk clutch.

Description

Drehmomentübertragunqseinrichtung

The invention relates to a torque transmission device in the drive train of a motor vehicle between a crankshaft of an internal combustion engine and a vehicle clutch or transmission input shaft of a transmission, comprising a separating clutch and a dual mass flywheel and an electric drive, wherein the dual mass flywheel and the separating clutch between the crankshaft and the transmission input shaft or the vehicle clutch in Series are arranged, and the dual mass flywheel crankshaft side and the clutch are arranged gear input shaft side and vehicle clutch side, and wherein a rotor of the electric drive parts of the separating clutch radially surrounds.

Such torque transmission devices are used in hybrid drives of motor vehicles. The separating clutch is used to decouple the engine from the rest of the drive to z. B. to drive with the vehicle purely electric.

Generic disconnect couplings are known for example from DE 10 2009 032336 or DE 10 2009 032331.

The space required in the axial or radial direction for the known arrangements of a separating clutch is not available in many cases. In addition, high torque torque transmitting devices according to the prior art can only be achieved with large axial or radial space.

An object of the invention is therefore to reduce the required axial and / or radial space with an increase in the torque to be transmitted.

This object is achieved by a torque transmission device in the drive train of a motor vehicle between a crankshaft of an internal combustion engine and a vehicle clutch or transmission input shaft of a transmission, comprising a separating clutch and a dual mass flywheel and an electric drive, wherein the dual mass flywheel and the separating clutch between the crankshaft and the transmission input shaft or the Vehicle clutch are arranged in series, and the dual mass flywheel short Belwellenseitig and the clutch on the input shaft side or vehicle clutch side are arranged, and wherein a rotor of the electric drive parts of the separating clutch radially surrounds, wherein the separating clutch is a multi-plate clutch. The separating clutch is arranged radially inside the rotor, wherein the rotor and the separating clutch are preferably arranged on a common cylindrical carrier. The multi-plate clutch is preferably a two-disc clutch, thus comprising two clutch plates, which cooperate with a corresponding number of pressure plates or counter pressure discs. The clutch discs are preferably arranged on the drive side, the pressure discs or counter pressure discs are preferably arranged on the drive side. The electric drive comprises in a known manner a rotor and a stator, wherein the stator is arranged radially outside the rotor and surrounds both the rotor and the separating clutch in the circumferential direction. Both rotor and stator can be made in one or more parts, according to the outer parts of the clutch in the circumferential direction can be made in one piece or in several parts. The dual mass flywheel in one embodiment of the invention comprises additional damper elements in the form of friction surfaces or the like.

In one embodiment of the invention it is provided that the separating clutch comprises a plurality of clutch discs, which are mounted axially displaceable and relative to each other torsionally rigid. The clutch discs are thus rigidly connected with respect to a relative rotation, so apart from spring stiffness of both connecting shaft and a joining play or the like can not be rotated relative to each other. In the axial direction, the clutch discs are relatively displaceable, so that axial play and wear can be compensated and the independent lifting of the two clutch discs (clearance / ventilation) is guaranteed.

In a further embodiment, it is provided that all the clutch discs are cantilevered in the axial direction, so are freely movably mounted in the axial direction at least one operating position around a small axial path in both directions.

In one embodiment of the invention it is provided that the clutch discs are mounted with an internal toothing on a toothed shaft. Such storage offers the possibility of displacement in the axial direction, at the same time a torque can be transmitted. Alternatively, other definitions would be possible here, for example, polygonal profiles or the like. In contrast, a toothing offers the advantage that With comparatively standardized and simple production high torques are transferable.

In one embodiment of the invention it is provided that one of the clutch discs is fixed to a hub and the other clutch discs are mounted with an internal toothing on an external toothing of the hub. The hub serves to connect the clutch discs to a drive shaft of the dual-mass flywheel. One of the clutch discs is firmly connected to the hub, the other clutch discs -bzw. in a two-disc clutch, the other clutch disc is / are mounted on the hub flying with a spline. The hub itself is also connected to the drive shaft with a spline, so that it is mounted axially displaceably on the drive shaft and can transmit torque from or to the drive shaft.

In one embodiment of the invention it is provided that the hub is connected with a spline with a shaft flange of a secondary side of the dual mass flywheel. The shaft flange is part of the secondary side of the dual mass flywheel, so it is integrally connected, for example, with the secondary flange of the dual mass flywheel. Alternatively, the secondary flange can be designed in several parts, wherein parts of the flange are welded or riveted to the shaft flange.

In one embodiment of the invention it is provided that a driven side of the

Separating clutch comprises one or more pressure plates and one or more counter-pressure plates, which are arranged on the inside of a hollow cylindrical carrier, wherein the rotor is arranged on the outside of the carrier. The thrust washer is the driven-side disc actuated by a clutch actuator (disconnect clutch disconnect) which is displaced against the one or more counter-pressure discs to frictionally couple the clutch discs to the thrust washer and counter-pressure discs. In a two-disc clutch facing in the axial direction of the crankshaft counter-pressure plate is fixedly connected to the carrier, the between the two clutch discs arranged counter-pressure plate, also referred to as a pressure plate in the context of this invention, is mounted displaceably in the axial direction, the pressure plate is displaced in the axial direction stored the carrier and is preferably operated by a plate spring. All components of the multi-plate clutch can thus be arranged on the inside of the carrier, this applies in particular to the output-side parts, namely the counterpart parts. pressure plate or counter-pressure plates, the pressure plate and the pressure plate and assemblies for their operation.

In one embodiment of the invention, it is provided that the counterpressure plate is arranged on the side of the clutch disc facing the dual mass flywheel, which is located closest to the dual mass flywheel, and that on the side remote from the dual mass flywheel side of the clutch disc, which is located farthest away from the dual mass flywheel, the pressure disk is arranged, which is mounted displaceably by a disk spring, wherein between the clutch plates pressure plates are arranged, which are mounted in the axial direction to fly or kinematically connected to the pressure plate, which is actuated by the plate spring. The flying bearing or kinematic connection of the pressure plates with the pressure plate causes that also the farthest removed from the pressure plate clutch disc transmits a torque contribution when closing the clutch. Ideally, the kinematic coupling causes the clamping force of the thrust washer, which is exerted on the individual clutch discs, to be identical with respect to the pressure plates or counter-pressure disc for all discs. For a two-disc clutch, this means that when the clutch is engaged, both clutch discs deliver approximately the same torque contribution. The kinematic connection of pressure plate and pressure plate causes in particular that when you open the clutch, the pressure plates and the pressure plate stand out in a certain ratio to each other. Ideally, the pressure plate in a 2-disc clutch must perform twice the distance of the pressure plate. This allows each clutch disc to rotate freely between the pressure plates without causing a larger drag torque. The pressure plate is pulled over leaf springs towards the gearbox and the pressure plate is pulled over its own leaf springs also towards the gearbox. The path-related coupling of the leaf springs of the thrust washer with the pressure plate ensures that the path conditions are set correctly.

In one embodiment of the invention it is provided that the separating clutch comprises a first clutch disc, which is arranged on the side facing the dual mass flywheel side of the separating clutch, and a second clutch disc, which is arranged on the side facing away from the dual mass flywheel side of the separating clutch, wherein between the clutch discs a pressure plate is arranged, which is coupled via a spring-stiff actuating or coupling element in the axial displacement direction with the pressure plate, so that upon pressing the pressure plate to the second clutch disc, the pressure plate is pressed onto the first clutch disc. The spring-stiff coupling element between the pressure plate and the pressure plates or in a two-disc clutch of the pressure plate causes a path / power coupling of the two elements together. So if the pressure plate z. B. moves when closing the clutch in the axial direction, the pressure plate is moved with. Due to the elastic coupling ensures that the most uniform distribution of the axial contact pressure on the clutch plates can be effected.

In one embodiment of the invention it is provided that the actuating element is mounted in the axial direction resiliently on the carrier. The resilient connection of the coupling element in the axial direction relative to the carrier causes the coupling element can be moved from a predetermined by the spring zero position against the spring force in the axial direction. Opposite a z. B. flying storage, this has the advantage that the coupling element assumes a defined zero position.

In one embodiment of the invention, it is provided that the multi-plate clutch is arranged radially on the inside of a hollow cylindrical carrier and the rotor or the rotor element of the electric drive radially outside of the hollow cylindrical carrier, wherein the carrier is supported gearbox fixed to a sliding or rolling bearing. Preferably, the carrier is supported by a roller bearing, in particular with a single or multi-row ball bearing, on the transmission housing. In this case, the support in the direction of the transmission, so on the side facing away from the dual mass flywheel side of the assembly comprising the rotor and the clutch, or between the dual mass flywheel and the assembly comprising the rotor and the clutch can be arranged. In the second variant, the counter-pressure plate is extended so far inward in the radial direction that it acts as a carrier for the rolling bearing. At the same time this is used as a bearing for a rolling bearing, which supports the secondary side of the dual mass flywheel with respect to the transmission housing. In the former case, a carrier flange for a plate spring for actuating the separating clutch is preferably additionally used as a carrier for the rolling bearing. In this case, however, the secondary side of the dual mass flywheel can not be supported fixed to the housing.

In one embodiment of the invention it is provided that a slave cylinder is arranged on the side of the separating clutch facing away from the crankshaft. The slave cylinder is preferably fixedly connected to a transmission housing and can simultaneously accommodate the bearing for supporting the wearer. In this case, the support flange for the diaphragm spring is preferably extended radially inwardly and is supported on a bearing outer ring of the bearing, wherein the bearing inner ring is fixed to the slave cylinder housing. In an alternative tive embodiment of the invention it is provided that the slave cylinder is arranged on the crankshaft side facing the separating clutch. The arrangement of pressure plate, pressure plate and counter-pressure plate is a mirror image of the aforementioned embodiment.

Embodiments of the invention will be explained in more detail with reference to the accompanying drawings. Showing:

Figure 1 shows a first embodiment of a torque transmission device according to the invention;

Figure 2 is an enlarged detail of Figure 1;

FIG. 3 shows a second exemplary embodiment of a torque transmission device according to the invention; a section of the torque transmitting device in the region of the pressure plate in a three-dimensional representation in the embodiment of Figu ren 1 and 2;

Figure 5 shows a detail of the attachment of the pressure plate to the carrier in the

Embodiment of Figures 1 and 2;

FIG. 6 shows a third exemplary embodiment of a torque transmission device according to the invention;

FIG. 7 shows a fourth exemplary embodiment of a torque transmission device according to the invention;

Figure 8 shows a fifth embodiment of a torque transmission device according to the invention.

FIG. 1 shows a first exemplary embodiment of a torque transmission device 1 according to the invention in the drive train of a motor vehicle. The rotary torque transmission device 1 is arranged between a crankshaft 2, which is shown here only with its flange for connection to the torque transmission device 1, and an input element of a dual-clutch transmission before the double clutch or in a transmission with variable transmission ratio (CVT continuously variable transmission) or a Automatic transmission with the transmission input shaft of the transmission via, for example, another intermediate element, for example a further shaft and a driver plate on a torque converter. The crankshaft belongs to an internal combustion engine, which serves to drive the motor vehicle. The transmission input shaft is part of a transmission which can be designed as a manual transmission with a gear train, as a dual-clutch transmission, as an automated transmission, as a CVT, as a gearbox or the like. Between the transmission input shaft and the torque transmission device according to the invention, a double-clutch transmission is additionally arranged in manual transmissions in the case of a double-clutch transmission. The output side of the torque transmission device according to the invention is the drive side of the clutch. The axial, radial and circumferential directions are subsequently based on an axis of rotation R. The axial direction is consequently in the direction of the axis R, radial is perpendicular thereto and in the circumferential direction is a rotation about the axis R.

The torque transmission device according to the invention essentially comprises three main assemblies. These are a dual-mass flywheel 3, a clutch 4 with the associated release device and an electric drive 5. The electric drive 5 is part of a so-called hybrid drive, in which the motor vehicle is selectively driven by both the internal combustion engine or the electric drive or combined by both. The disconnect clutch 4 is used to separate the engine from the drive train, with the disconnect clutch 4 is open, the crankshaft 2 of the engine is not connected to the drive train, so does not serve the drive of the motor vehicle, with the disconnect clutch 4 is the crankshaft 2 of the engine with the other Drive train connected so that a drive or drag torque can be transmitted. The electric drive 5 can be used simultaneously as an electric starter for the internal combustion engine by the disconnect clutch 4 is closed and subsequent vehicle clutches are opened or a gearbox is brought into the neutral position. The dual-mass flywheel 3 is used in a known manner the vibration damping of torsional vibrations, which are transmitted from the crankshaft 2 to the drive train. The dual-mass flywheel 3 comprises a primary mass 6 and a secondary mass 7, which can be rotated against each other against the force of bow springs 8. The secondary mass 7 is connected to an output flange 9 by means of rivets 10. The output flange 9 merges into a drive shaft 11, which comprises an outer toothing 12 of a spline toothing at one axial end. A housing housing solid housing housing 13 extends in the radial direction toward the drive shaft 11 and carries a deep groove ball bearing 14, with which the drive shaft 11 is mounted in the radial direction. The outer cage of the deep groove ball bearing 14 is fixed in the usual manner by means of a peripheral shoulder and a retaining ring in the axial direction on the housing wall 13. Between the crankshaft 2 and the output flange 9, a friction element 15 is arranged, which dampens the relative movement between the primary side and the secondary side. In addition, a friction disc 16 is disposed between the primary mass 6 and the secondary mass 7, which also serves to dampen torsional vibrations.

On the outer toothing 12 of the spline, a hub 18 is arranged with a corresponding internal toothing 17. The hub 18 is thus displaceable in the axial direction and rotatably connected with respect to the rotation with the drive shaft 11. By means of a toothing and a press fit, a first clutch plate 19 is fixedly connected to the hub 18. Alternatively, the clutch disc 19 is welded or riveted to the hub 18. A second clutch plate 20 is connected with a spline axially displaceable with respect to a torque transfer torque-proof to the hub 18. Thus, both clutch discs 19, 20 can transmit a torque from or to the drive shaft 11, the first clutch disc 19 being axially displaceable together with the hub 18, the second clutch disc 20 being axially displaceable by the spline engagement with respect to the hub 18. As a result, both clutch discs 19, 20 so arranged independently of each other axially displaceable. The clutch plates 19 and 20 are part of the separating clutch 4. The separating clutch 4 further comprises a carrier 21 which is bolted to a support plate 22 which is supported on the housing wall 13 with a double-row bearing. An axial flange of the housing wall 13 includes for this purpose a bearing ring 24 which engages with a radially encircling inner nose 25 in a corresponding annular recess of the flange and is thus fixed positively to the flange. The axial location of bearing inner ring and bearing outer ring of the bearing 23 takes place in each case on one side by a corresponding collar and on the other side by a retaining ring or snap ring. By the bearing 23 and the support plate 22, the carrier 21 is fixed to the housing fixed in the axial direction and rotatably mounted relative to the housing. The Clutch discs 19 and 20 each carry on both sides a friction lining 27. This is z. B. glued or riveted.

On the inner side of the carrier 21 with respect to the axis of rotation R, a counter-pressure plate 26 is arranged, which in the exemplary embodiment of FIG. 1 is integrally connected to the carrier plate 22. The counter-pressure plate 26 and the carrier plate 22 are thus part of. Alternatively, both could be designed in two parts by z. B. the counter-pressure plate 26 is screwed onto the carrier plate 22. On the side facing away from the counter-pressure plate 26 of the first clutch disc 19, a pressure plate 28 is arranged, which is fixed in the axial direction movable on the carrier 21. The pressure plate 28 is fastened with rivets 29 and leaf springs 30 to mounting flanges 31. On the dual mass flywheel 3 side facing the pressure plate 28 is in contact with the first clutch disc 19, on the side facing away from the dual mass flywheel 3 side is the pressure plate 28 in = contact with the second clutch disc 20. A pressure plate 32 can by means of cam 33 by a plate spring 34th in the direction of the counter-pressure plate 26 and the pressure plate 28 are pressed. The plate spring 34 can be made in one or more parts, ie with two or more stacked disc springs as shown in FIG. The pressure plate 32 is supported via the plate spring 34 on a Tellerfederträgerflansch 40 and via a support ring 42 and rivet elements 41 in the axial direction. The transmission of the entire torque from the internal combustion engine and / or electric motor via the flange 35, which is connected for example with pins 36 to the carrier 21. The flange 35 is connected to the output flange 38 with an additional spring-soft element 37. The spring-soft element 37 compensates for any radial offset between the toothing 39 and the transmission input, especially at low torques. The actual moment transmission takes place via a tooth profile on the flange 35 and on the flange part of the output flange 38. The output flange 38 has an internal toothing 39 of a spline. The output flange 38 can be connected to the internal teeth 39 with a shaft as described above of the downstream drive train of a motor vehicle. The plate spring 34 is supported with rivet elements 41 and a support ring 42 on a Tellerfederträgerflansch 40, which is also fixed to the carrier 21 with a pin connection. With the inner periphery of the plate spring 34 is a piston 43 of a slave cylinder 44 by means of a release bearing 45 in contact. Upon actuation of the slave cylinder 44, the piston 43 and thus also the release bearing 45 is pressed in the axial direction in the direction of the crankshaft 2, so that the outer periphery of the plate spring 24 is moved in the opposite direction and the pressure plate 32 and thus the pressure plate 28 is relieved. As a result, the separating clutch 4 is opened, so it is an impressed coupling. Alternatively, the separating clutch can also be pressed Be designed coupling, among other things, the storage of the plate spring is to move radially outward. The slave cylinder 44 is constructed in a manner known per se and comprises a plastic housing 63 and a metal bushing 64, which is turned outwards in the region facing away from the crankshaft so that it together with the plastic housing 6 encloses a pressure chamber 65. In the pressure chamber 65, the piston 43, which is an annular piston, mounted axially displaceable. A seal 66 seals the pressure chamber 65 from the environment. Hydraulic supply lines and the like are not shown. A biasing spring 67 presses the release bearing 45 in the unactuated state of the slave cylinder 44 against the release bearing 45th

On the outer side of the carrier 21 with respect to the axis of rotation R, a rotor 54 of the electric drive 5 is arranged. This acts together with a stator 55 which is mounted fixed to the housing, the electric drive. 5

Figure 2 shows a detail of Figure 1 in an enlarged view. Shown is a section around the pressure plate 28 around. Evident are the first clutch disc 19 and the second clutch disc 20. Also visible are the pressure plate 32, the flange 35 and the disc spring 34. As stated above, the pressure plate 28 is secured by means of rivets 29 and leaf springs 30 to a mounting flange 31. In this way, the pressure plate 28 against the force of the leaf springs 30 in the axial direction to the crankshaft 2, which is in the illustration of Figure 2 in the sheet plane to the left, this direction is marked by an arrow 46, movable. By means of further rivets 47 and further leaf springs 48, an actuating element 49 is attached to the pressure plate 32. The actuating element 49 essentially comprises a disk-shaped fastening part 50 and an actuating part 51. The actuating part 49 is at an angle as shown in FIG. There are several fasteners in the circumferential direction respectively arranged on the leaf springs 48 of the pressure plate 32. The actuating member 49 is alternatively formed integrally with a leaf spring. The actuating member 51 presses with an axial movement of the actuating element 49 in the direction of the directional arrow 46 with a front edge 52 against the pressure plate 28. The actuator 49 is resiliently supported by the leaf springs 48 in the axial direction relative to the pressure plate 32. If the pressure plate 32 is moved to close the clutch by means of the plate spring 34 in the direction of the arrow 46, the actuating element 49 is moved and is in the further course of the path of the front edge 52 of the pressure plate 28 at. In a further movement of the pressure plate 32 in the direction of the closed clutch is now pressed against the force of the leaf springs 48 and the actuator 49 against the pressure plate 28, so that the pressure plate 28 in the direction of the arrow 46 is pressed. This has the consequence that also on the first clutch plate 19, a contact force is exerted. The contact force is thus distributed between the two clutch plates, since without a corresponding entrainment of the pressure plate 28, only a contact force on the second clutch plate 20 would be exercised first and only then the first clutch plate 19 would experience a contact force. When closing the clutch thereby the drive torque would initially only transmitted through the second clutch disc 20, which would have an increased wear of the clutch disc 20 result. By the actuating element 49, the contact pressure is distributed to both clutch plates 19, 20 and made by both clutch plates 19, 20 a moment contribution to the transmission of the drive torque.

FIG. 3 shows a further exemplary embodiment of a torque transmission device according to the invention. In this embodiment, the support of the carrier 21 via the support flange 40 for the plate spring 34, which is supported by a double-row bearing 56 to the transmission housing. In the embodiment of Figure 3, the support is carried on the housing fixed to the transmission housing fixed the slave cylinder 44. This is mounted on a gear housing wall 57. A sensor 58, which is also provided in the embodiment of Figure 1, but not shown in Figure 1 for clarity, is fixed gear housing and is used for speed detection of the output side of the torque transmitting device 1. For this purpose is at a portion of the rotor of the electric drive or the clutch 4 a signal generator, eg. As a gearing or pockets attached. If necessary, the sensor wheel can also be mounted on the motor side and detect the rotor speeds. The slave cylinder 44 is constructed as in the previously illustrated embodiment in a conventional manner and includes the plastic housing 63 and the metal sleeve 64, which is turned over in the region remote from the crankshaft to the outside, that this together with the plastic housing 6 the pressure chamber 65 includes. In the pressure chamber 65, the piston 43, which is an annular piston, mounted axially displaceable. The seal 66 seals the pressure chamber 65 from the environment. Hydraulic supply lines and the like are not shown. The biasing spring 67 presses the release bearing 45 in the unactuated state of the slave cylinder 44 against the release bearing 45th

FIG. 4 shows a detail of the torque transmission device in the area of the pressure plate 28 in a three-dimensional representation. Shown are the pressure plate 28, the pressure plate 32, one of the distributed over the circumference actuators 49 and two of the cam 33. Also visible is the flange 35, which with a correspondingly large output break is shown in order to recognize the underlying parts. As can be seen from FIG. 4, the actuating element 49 is fixed to the pressure plate 32 by means of a leaf spring 48 or a leaf spring packet 48. For this purpose, the fastening part 50 of the actuating element 49 is riveted to the central region of the leaf spring 48 by means of a rivet 59, the two outer regions of the leaf spring 48 are on the one hand with the pressure plate 32 and on the other hand with the flange 35, which in turn with the carrier 21 (not here shown), connected by means of rivets, of which only one rivet is shown connected. As a result, the actuating element 49 is resiliently connected to the pressure plate 32 in the axial direction.

Figure 5 shows a section of the attachment of the pressure plate 28 on the carrier 21. As already shown, the carrier 21 comprises the mounting flanges 31 to which the pressure plate 28 is fastened by means of rivets 29 and leaf springs 30. The leaf springs 30 are here, for example, bent and fixed only by means of the rivet 29. A bias in the axial direction causes here that the leaf springs bias the pressure plate 28 in one direction, relative to the mounting flange 31 is a bias in the direction of arrow 53, this corresponds to a bias in the direction of the open clutch.

FIG. 6 shows a further exemplary embodiment of a torque transmission device according to the invention. In the exemplary embodiment of FIG. 6, the clutch actuation, compared to the previously illustrated exemplary embodiments, is arranged on the transmission side, as viewed from the disconnect clutch, on the crankshaft side or the side of the dual mass flywheel, as viewed from the disconnect clutch. A housing wall 61 carries in this embodiment, the slave cylinder 44. The housing wall 61 corresponds in function to the transmission housing wall 57 in the embodiment of Figure 3. Compared to the embodiment of Figure 3 is further the part of the separating clutch assembly comprising the support flange 40, the plate spring 34, the Pressure plate 28, the pressure plate 32 and the counter-pressure plate 26 in the reverse order as in Figure 3, thus mirrored at a radial plane arranged. The counter-pressure plate 26 serves here as the output flange and is screwed with downstream drive means, such as here the clutch bell of a clutch, by means of screws 62. Hydraulic supply lines for actuating the slave cylinder 44 are not shown in FIG. The slave cylinder 44 is constructed as in the previously illustrated embodiments in a conventional manner and includes the plastic housing 63 and the metal bushing 64, which is turned in the crankshaft facing area outwards so that this together with the plastic housing 6 the pressure chamber 65 includes. In the pressure chamber 65, the piston 43, which is an annular piston, mounted axially displaceable. The seal 66 seals the pressure chamber 65 from the environment. Hydraulic supply lines and the like are not shown. The biasing spring 67 presses the release bearing 45 in the unactuated state of the slave cylinder 44 against the release bearing 45. On the plastic housing 63, the support flange 40 is supported for the plate spring 34 by means of a double-row bearing 68.

The drive shaft 11 is extended so far in the embodiment of Figure 6 that the receiving means of the hub 18 for the clutch plates 19, 20 are arranged axially adjacent to the slave cylinder 44. In the embodiment of Figure 6, the first clutch plate 19, which is in this embodiment, the clutch disc, which faces the transmission, fixedly connected to the hub 18 and the second clutch disc 20 mounted in the axial direction on the hub 18 flying.

Figures 7 and 8 show further embodiments of the embodiment of Figure 6 accordingly. In the embodiment of Figure 7, a converter 69 of a gearbox is bolted via an intermediate plate 71 with the counter-pressure plate, in the embodiment of Figure 8 is a clutch bell 70 of a dual-clutch transmission connected to the platen.

LIST OF REFERENCES

Torque transfer device

crankshaft

Dual Mass Flywheel

separating clutch

electric drive

primary mass

secondary mass

bow spring

output flange

rivet

drive shaft

external teeth

housing wall

Deep groove ball bearings

friction

internal gearing

hub

first clutch disc

second clutch disc

carrier

carrier disc

double row bearing

bearing ring

nose

Platen

friction lining

pressure plate

rivet

leaf springs

mounting flange

printing plate cam

Belleville spring

flange

pencils

another two-mass damper output flange

Internal toothing (spline) Carrier flange for disc spring Rivet element

support ring

piston

slave cylinder

release bearing

arrow

rivet

leaf spring

actuator

attachment portion

actuating member

leading edge

arrow

rotor

stator

double row bearing

Transmission housing wall

sensor

rivet

housing wall

screw

Plastic housing

metal bushing

pressure chamber

poetry

biasing spring

double row bearing converter

Clutch bell intermediate sheet

Claims

claims

1. A torque transmission device (1) in the drive train of a motor vehicle between a crankshaft (2) of an internal combustion engine and a vehicle clutch or a transmission input shaft of a transmission, comprising a separating clutch (4) and a dual mass flywheel (3) and an electric drive (5), wherein the dual mass flywheel (3) and the disconnect clutch (4) between the crankshaft (2) and the vehicle clutch or transmission input shaft are arranged in series, and the dual-mass flywheel (3) crankshaft side and the separating clutch (4) are arranged upstream input end or vehicle clutch side, and wherein a rotor (54) of the electric drive (5) radially encloses parts of the separating clutch (4), characterized in that the separating clutch is a multi-plate clutch.

2. A torque transmission device according to claim 1, characterized in that the separating clutch (4) comprises a plurality of clutch discs (19, 20) which are mounted axially displaceable and relative to each other torsionally rigid.

3. A torque transmission device according to claim 2, characterized in that the clutch discs (19, 20) are mounted with an internal toothing on a toothed shaft.

4. torque transmission device according to claim 3, characterized in that one of the clutch discs (19) on a hub (18) is fixed and the other clutch discs are mounted with an internal toothing on an external toothing of the hub (18).

5. torque transmission device according to claim 4, characterized in that the hub (18) with a spline (17) with a shaft flange (1 1) a secondary side of the dual mass flywheel (3) is connected.

6. torque transmission device according to one of the preceding claims, characterized in that a driven side of the separating clutch comprises one or more pressure plates (32) and one or more counter-pressure plates (26, 28) which are arranged on the inside of a hollow cylindrical support (21) the rotor (54) is arranged on the outside of the carrier (21).

7. torque transmission device according to one of the preceding claims, characterized in that the counter-pressure plate (26) on the two-mass flywheel (3) facing side of the clutch disc (19), which is the two-mass flywheel (3) is arranged closest to, and that at the the two-mass flywheel (3) facing away from the clutch disc (20), which is located the two-mass flywheel (3) farthest away, a pressure plate (32) is arranged, which is arranged displaceable by a disc spring, wherein between the clutch discs pressure plates (28) are axially supported or kinematically connected to the pressure plate (32), which is actuated by a plate spring (34).

8. torque transmission device according to claim 7, characterized in that the separating clutch (4) a first clutch disc (19) which is arranged on the two-mass flywheel (3) facing side of the separating clutch (4), and a second clutch disc (20) on the side facing away from the dual mass flywheel (3) side of the separating clutch (4), comprises, between the clutch discs (19, 20) a pressure plate (28) is arranged, via a spring-stiff actuator (49) in the axial displacement direction with the pressure plate (32) is coupled so that upon pressing the pressure plate (32) to the second clutch disc (20), the pressure plate (28) is pressed onto the first clutch disc (19).

9. torque transmission device according to claim 8, characterized in that the actuating element (49) in the axial direction is resiliently mounted on the carrier (21).

10. A torque transmission device according to one of the preceding claims, characterized in that the multi-disc clutch (4) is arranged radially on the inside of the hollow cylindrical carrier (21) and the rotor (54) radially outward on the hollow cylindrical carrier (21), wherein the carrier ( 21) with a sliding or rolling bearing (23, 56) gearbox fixedly supported.