WO2014026813A1

WO2014026813A1 - Clutch arrangement

Info

Publication number: WO2014026813A1
Application number: PCT/EP2013/064758
Authority: WO
Inventors: Guido Schmitt; Reinhard Deppert
Original assignee: Zf Friedrichshafen Ag
Priority date: 2012-08-17
Filing date: 2013-07-12
Publication date: 2014-02-20
Also published as: DE102012214651A1

Abstract

Exemplary embodiments of the present invention relate to a clutch arrangement (10; 60) for a motor vehicle for coupling a first shaft (12) and a second shaft (14) to one another, wherein the clutch arrangement (10; 60) has a clutch housing (18) which can be coupled in frictionally engaging fashion to the second shaft (14) by means of a closed clutch, wherein a section (18c) of the clutch housing (18) is coupled rotationally conjointly to a counter bracket (32), which is spaced apart axially from said section and which is connected to the first shaft (12), such that a transmission of torque between the first and the second shaft (12; 14) takes place via the counter bracket (32) when the clutch is closed.

Description

Kupplunqsanordnunq

Embodiments of the present invention generally relate to clutches, in particular separating clutches, as can be used, for example, in hybrid drives.

A hybrid drive is understood to mean a vehicle drive which has more than one drive unit or one drive source. As a rule, a first drive unit is an internal combustion engine, such as. As a gasoline or diesel engine, while a second drive unit is usually designed as an electric machine or electric motor. Hybrid drives can be differentiated into so-called micro, mild or medium and full hybrid drives based on various factors. A full hybrid drive allows driving with only the electric motor as the drive source. Although in the following description of some embodiments, in particular full hybrid drives will be discussed, embodiments of the present invention are not limited exclusively to full hybrid drives.

In such hybrid drive systems with a serial arrangement of an internal combustion engine, an electric motor designed as a motor starter generator and a drive gear connected on the output side with a final drive, a separating clutch (KO clutch) is typically arranged between the internal combustion engine and the electric machine. Various variants of such a K0 coupling are described for example in DE 10 2005 053 887 A1.

In known K0 couplings of hybrid modules, a coupling housing is fixedly connected to a rotor of the electric drive or part of a rotor carrier and forms a disc-shaped connection to the rotor bearing or an output hub. The diameter of the rotor bearing or the output hub is usually smaller than the diameter of a Kupplungsbetätigers or releaser. On the coupling housing, a counter-holder can be riveted by means of spacer bolts and a diaphragm spring can be clamped to the support diameters. Such a design principle causes a pressure plate or pressure plate or the actuator disadvantageously must pass through the disc-shaped coupling housing.

A further problem with known disconnect couplings is that the counterholder and the spacer bolts must support an entire contact pressure via a contact point, which can lead to spacer pin fractures. The mentioned passage through the clutch housing also requires axial space, which runs counter to a goal for smaller and smaller hybrid modules.

It is therefore an object of the present invention to provide an improved concept for clutches, in particular disconnect couplings, which avoids or mitigates the problems described above.

This object is achieved by coupling arrangements with the features according to the independent claims.

According to a first aspect of the present invention, a clutch assembly, in particular for a motor vehicle, is provided. The clutch assembly is used for torque transmission between a first and a second shaft, such as a drive train of the motor vehicle. Exemplary embodiments of the clutch arrangement have a coupling housing which can be frictionally coupled to the first shaft via a clutch. A portion of the clutch housing is non-rotatably coupled to a counterpart to the portion axially (ie in the direction of a shaft or axis of rotation) and connected to the second shaft counter support, so that when the clutch is closed, a torque transmission between the first shaft and the clutch housing and, by means of the counter-holder, can continue between the clutch housing and the second shaft.

The torque flow can therefore take place from the first shaft via the clutch, which may be a dry clutch for example, to the clutch housing and from there further via torque transmitting spacers to the counter housing axially spaced from the clutch housing portion and finally to the second shaft, or in the reverse direction. In embodiments, it basically plays It does not matter if the torque transmission from the first shaft to the second shaft, or vice versa happens. In this respect, both shafts can serve both as a drive shaft and as an output shaft. In other words, the terms first shaft and second shaft are interchangeable.

The portion of the coupling housing or the coupling housing portion may extend from a radially outer portion of the coupling housing radially inwardly toward the second shaft, so that one can also speak of a radial coupling housing portion. The counter-holder may in embodiments extend radially from the second shaft outwardly toward the radially outward portion of the clutch housing so that there is a radial overlap area between the radial clutch housing portion and the axially spaced radial counter-mount in which the radial clutch housing portion and the counter-holder, for example by means of axial spacer bolts, rotatably (ie torque-transmitting) are interconnected.

In this case, the axial spacer elements, for example, pass through corresponding through openings of a placed between the radial coupling housing portion and the counter-holder elastic return element, such as a membrane or disc spring. That is, for actuation of a pressure plate of the clutch assembly can, axially between the radial clutch housing portion and the radial counter support, an elastic return element radially from a radially closer to the second shaft positioned release device to the opposite radially outwardly positioned pressure plate extend. In this case, the radial coupling housing portion may extend only to radially above a releaser of the release device, so that the radial coupling housing portion is annular and thus provides an encircling within the radial coupling housing portion ring opening for engaging the releaser. In other words, in embodiments, the circumferential annular opening is between the surface of the second shaft and the inner radial end of the radial coupling housing portion, which allows a comparatively uncomplicated operation of the return element at the radially inner region through the annular opening. According to some embodiments, the clutch assembly may be used, for example, as a disconnect clutch assembly (KO clutch). In such embodiments, the disconnect clutch assembly is configured to couple an internal combustion engine and an electric machine to a rotating component (rotor). Here, the coupling housing can be designed as a carrier for the rotating component, ie as a rotor carrier. Embodiments of a disconnect clutch arrangement therefore have a rotor carrier which can be coupled in a friction-locked manner to a motor shaft via a clutch. A portion of the rotor carrier is rotatably coupled to a to the rotor support portion axially spaced and with a transmission shaft (rotationally fixed) connected counter-holder, so that when the clutch is a torque transmission between the motor shaft and the rotor carrier and, by means of the mating support, further between the rotor carrier and the transmission shaft can take place. The torque flow can thus take place from the motor shaft via the coupling to the rotor carrier and from there further via distance elements to the counter support and finally to the transmission shaft, or in the opposite direction.

According to some embodiments, the clutch assembly may be used as a dry clutch, such as a dry clutch. a disc or multi-plate clutch may be formed. Both "normally-closed" and "normally-open" couplings are possible.

In embodiments of the present invention, therefore, a conventional disc-shaped connection between the clutch housing or rotor carrier and rotor bearing or output hub can be separated and divided into at least two disc-shaped components, namely the radial coupling housing portion and the counter-holder. The two components are rotatably and non-positively and torque transmitting means axialverschsatzerzeugender components such as spacer bolts connected to each other. An elastic return element, such as a diaphragm or disc spring, is located in an axial gap between the disc-shaped coupling housing portion and the anvil. The counter-holder has the additional task of transmitting bearing forces or moments between the clutch housing or rotor carrier and the transmission shaft. Further advantageous embodiments and further developments are the subject of the dependent claims and the following detailed description.

Exemplary embodiments of the present invention are explained in more detail below by way of example with reference to the accompanying figures. Show it:

Fig. 1 is a sectional view of a clutch assembly according to an embodiment of the present invention;

Fig. 2 is an enlarged view of one half of the coupling arrangement according to

Fig. 1; and

3 shows a disconnect clutch arrangement between an internal combustion engine and a transmission according to an embodiment of the present invention.

In the following description, the same reference numerals may denote functionally identical or similar components or parts.

1 shows a clutch assembly 10 according to an embodiment of the present invention.

The clutch assembly 10 may be used for example in a motor vehicle to frictionally couple a first shaft 12 and a direction indicated by the reference numeral 14 second shaft with each other. In this case, the first shaft 12 may for example be an output shaft, such as a transmission shaft, whereas the second shaft 14 may act as a drive shaft, such as an engine shaft (crankshaft). It should be noted that in embodiments, the functions of input and output shaft can also be reversed. This means that in the embodiment shown in FIG. 1, the shaft 14 can also act as an output shaft and the shaft 12 as a drive shaft, depending on the direction in which torque is to be transmitted. The coupling assembly 10 has a coupling housing 18 attached to a flange-like and radially extending support 16. The attachment of the coupling housing 18 to the radial support 1 6 by means of a rotationally fixed connection, such. B. a screw, on an outer radial flange 18a of the coupling housing 18. Clutch housing 18 and housing support 1 6 are thus rotatably coupled together and thus rotate together, if necessary.

The clutch housing 18 has a radially outwardly extending region or section 18b, which extends substantially parallel to a rotation axis A, which may correspond to the first and / or the second shaft 12, 14. As can be seen in FIG. 1, the various individual parts of the coupling arrangement 10 are arranged radially inside the coupling housing 18 or inside the radially outer area 18b. As will be shown below, in some embodiments, the clutch housing 18 may also act as a support for a rotor of an electric machine. This is particularly advantageous for applications in which the clutch assembly 10 is used as a disconnect between an internal combustion engine and an electric motor, such as in hybrid vehicles.

For example only, a dry clutch, in particular a friction clutch, is shown in FIG. 1 as the clutch arrangement 10. It should be noted that embodiments are not limited to such coupling concepts. Likewise, the present invention can be applied to embodiments with wet clutches. It can be used clutches with one or more clutch discs, in particular also multi-plate clutches.

The exemplary friction clutch assembly 10 has a clutch plate 20 with clutch linings or friction rings 22, which can cooperate with friction linings on the part of the radial support 1 6 and the side of a clutch pressure plate 26. The clutch disc 20 together with its friction linings 22 can be non-rotatably coupled via a hub 24 and a toothing 15 to the shaft 14 (eg crankshaft) not explicitly illustrated in FIG. 1, so that the clutch disc 20 rotates together with the shaft 14. In the amount of the friction linings 22 is on a the carrier 1 6 against overlying end face of the clutch disc 20, a pressure plate 26 is provided, which may be connected, for example, with the clutch housing or cover 18. As can be seen from FIG. 1, the pressure plate 26 can be actuated by means of an elastic actuating or restoring element 28. The elastic actuating element 28 shown in FIG. 1 may be, for example, a plate or diaphragm spring. By way of example only, a so-called normally-closed clutch is shown in which the elastic return element 28 presses the pressure plate 26 and thus the friction linings 22 of the clutch disc 20 against a cooperating friction surface of the carrier 16 in the unactuated or unrestrained state To obtain connection between the clutch disc 20 and the carrier 1 6 and the clutch housing 18 (engaged state).

The clutch housing 18 further includes, according to embodiments, a portion 18c extending radially inwardly from the radially outward axial portion 18b of the clutch housing in the direction of the axis of rotation A. This radial section 18c of the clutch housing 18, which may also be an axial boundary of the clutch assembly 10 or the components installed therein, is non-rotatable and torque-transmitting via spacer bolts 30, for example, with a counterpart holder 32 axially spaced therefrom and non-rotatably connected to the output shaft 12 coupled to receive torque transmission between the shafts 14 and 12 via the clutch housing 18 and the mating bracket 32 with the clutch assembly 10 engaged. In other words, torque is transmitted between the shafts 12, 14 via the radial housing section 18 c, the spacer bolts 30 and the counter support 32. In the embodiment shown in FIG. 1, the counter-holder 32 is welded to the rotationally fixed connection to a hub 34 of the shaft 12, as is apparent in particular from the enlarged view of FIG. In Fig. 2, the weld is provided with reference numeral 35. Other non-rotatable connections, such. As a one-piece design or screw, of course, are also conceivable.

The radially extending portion 18 c of the clutch housing, which are also considered as inwardly directed radial flange of the clutch housing 18 can extends from the radially outer axial portion 18 b of the clutch housing radially inwardly in the direction of the shaft 12, but without extending all the way to the shaft 12. The counter support 32 axially spaced from the portion 18c toward the clutch housing portion 18c extends radially from the shaft 12 outwardly toward the radially outward axial portion 18b of the clutch housing 18, but not all the way to the axial portion 18b extend.

In other words, the radial coupling housing portion 18c does not extend to the shaft 12, so that an annular access opening 36 results annularly around the shaft 12, via which the elastic return element 28, which is arranged axially between the radial coupling housing portion 18c and the radial counter support 32 , by means of a release device (not shown) can be operated. In the region located radially between the shaft 12 and a radial end region of the radial clutch housing section 18c, the elastic return element or the diaphragm spring 28 has a cantilever 38 on which the release device not shown in FIG. 1 can engage. This is indicated by the arrow 40. If a disengaging pressure force in the direction of the arrow 40 exerted on the collar 38 of the elastic return element 28, the elastic return element 28 tilts around in the radial housing portion 18c and the radial counter-holder 32 or molded investment or force application points 42 and thus triggers acting on the pressure plate 26 contact pressure to bring the clutch assembly 10 in a disengaged state (without torque transmission between the shafts 12 and 14). With a "normally-open" clutch, of course, it would behave the other way round.

According to the embodiment shown here, the radial mating bracket 32 does not extend to the axial portion 18b of the clutch housing 18 to keep a radial area between the end of the mating bracket 28 and the radially outer axial housing portion 18b for the pressure plate 26. That is, the radial clutch housing portion 18c and the radial counter support 32 overlap with their respective radial end portions in the radial direction. It is However, the radial overlap region is smaller than the respective radial total extension of the coupling housing portion 18c and the counter support 32nd

As can be seen from FIGS. 1 and 2, in embodiments, the counter-holder 32 and the radial coupling housing portion 18c in their radial overlap region for torque transmission rotatably coupled to each other. For this purpose, the radial coupling housing portion 18c and the counter-holder 32 by means of force and / or torque-transmitting spacer elements, such. B. spacer bolts 30, which cause the torque transmission between the clutch housing 18 and the shaft 12, rotatably connected to each other. For the spacer elements 30 arranged in the circumferential direction, corresponding passage openings 43 are provided in the elastic return element 28 (see FIG. 2). It should be noted that the clutch housing 18, 18b, 18c, counter support 32, return element 28 and pressure plate 26 always rotate simultaneously with the shaft 12 or not rotate, depending on the operating condition. In contrast, the clutch disc 20 always rotates together with the shaft 14.

As indicated by the arrow 40, a disengagement device for actuating the elastic return element 28 disposed axially between the radial clutch housing section 18c and the counter support 31 can be mounted on one of the counter support 32 axially opposite side of the discoidal return element 28. In this case, the release device can be arranged so as to actuate the return element 28 or its collar 38 by means of a releaser radially within the circumferential recess 36 of the radial coupling housing portion 18c. The radial portion 18c of the clutch housing 18 thus extends in embodiments only to radially above a releaser of a release device for actuating the return element 28th

A further embodiment will now be described with reference to FIG. 3, are shown in the clutch assembly and release device together. For a better understanding, the previously introduced reference numerals are used for components already described. In so doing, their mode of operation, if unchanged, is not repeated for reasons of clarity. For a detailed explanation tion of the components or groups which are not absolutely necessary for the understanding of the present invention is dispensed with.

3 shows an axial section of a section of a motor vehicle drive train 50 with a torsional vibration damper arrangement 52 coupled to an internal combustion engine and a manual transmission 54, which may be designed, for example, as an automatic transmission. It can be seen that, for example, within a transmission bell 56, a clutch assembly 60 has been integrated into the drivetrain 50 in order to drive the vehicle purely by electric motor, purely internal combustion engine or in a mixed mode of operation, as is common in hybrid vehicles.

For this purpose, a stator 62 of a permanent-magnet electric machine designed as an internal rotor is arranged rotatably supported by means of a stator support 64, for example by means of a screw connection inside the transmission bell 56. The design of the electric machine is irrelevant for the further embodiments, i. This may, for example, be provided as an asynchronous machine, reluctance machine or the like. Instead of a space-based preferred internal rotor can be used by modifications, an external rotor.

A rotatably mounted inside the stator 62 rotor 66 has a rotor carrier 18 with a radial support portion 1 6 and an axial portion screwed therewith 18b and a rotor yoke, on whose outer peripheral surface a plurality of permanent magnets may be arranged, whose magnetic field with one of a winding system of Stators 62 generated additional magnetic field interact and thus can drive the rotor 66 and can serve to drive the vehicle or the starting of the not explicitly shown in FIG. 3 internal combustion engine. As already mentioned above, in the embodiment of the disconnect clutch arrangement shown in FIG. 3, the clutch housing 18 additionally assumes the role of a rotor carrier.

The radial support portion 1 6, or an axial flange 1 6a thereof, is connected to the stator 64 via a merely exemplary double row bearing arrangement 65 rotatably mounted, whereby a radial relative position between the stator 62 and rotor 66 is set.

The rotor 66 is shown in FIG. 3 via a friction clutch, which substantially corresponds to the clutch assembly 10 described above with reference to FIGS. 1 and 2, with a crankshaft or secondary shaft 14 of the torsional vibration damper assembly 52 of the internal combustion engine and with an input shaft 12 of the Gear 54 in operative connection. The arrangement of the rotor 66 with the coupling is extremely compact, in that the coupling is arranged in the rotor 66 within a receiving space delimited by the axial rotor carrier section 18b and the radial rotor carrier section 18c, and thus no further axial and radial installation space is claimed therefrom.

The internal combustion engine rotates the drive shaft 14 or via its toothing 15 and the hub 24 and the clutch disc 20, as already explained with reference to FIGS. 1 and 2. The internal combustion engine and clutch disc 20 are therefore rotatably coupled with each other via the shaft 14, the teeth 15 and the hub 24. The arrangement of shaft 14 and hub 24 is mounted with the axial flange 1 6a of the radial support portion 1 6 (and the stator 64) via a needle bearing 67. In contrast, the transmission shaft 12 via the radial counter-holder 32, the axial spacer elements 30 and the radial rotor support portion 18c rotatably connected to the clutch housing 18, which acts as a rotor carrier. This means that the components mentioned always rotate together. The pressure plate 26 and the disc-shaped elastic return element 28 rotate together with the shaft 12. The clutch assembly 60 shown in the radial region between the shaft 12 and the axial rotor support portion 18b corresponds in principle to the coupling arrangement described in the foregoing with reference to FIGS. In addition, however, Fig. 3 shows a cooperating with the clutch assembly 60 disengaging device 70, which includes a releaser 72, a release bearing 74 and a hydraulic cylinder 76. As can be seen with reference to FIG. 3, the disengaging device 70, in particular its disengager 72, is arranged in a radial region between the surface of the gear shaft 12 and the radial end of the radial rotor carrier section 18c. This area corresponds to the annular arranged around the shaft 12 opening 36, which serves for engaging the releaser 72 to the collar 38 of the elastic return element 28, and thus for engagement and disengagement.

In the embodiment shown here, the releaser 72 is disposed on a side of the disc-shaped elastic return element 28, which is opposite to the radial counter-holder 32. That is, the disengager 72 is located axially on the same side of the return member 28 as the overlying radial rotor support portion 18c. The latter, however, does not extend in the radial direction as far as the disengager 72, so that it can unhinderedly actuate the elastic return element 28 in the resulting peripheral opening region 36.

The operation of the releaser 72 can be done by exerting a force directed axially in the direction of the return element 28, which, starting from the hydraulic cylinder 76 via the axial forces receiving bearing 74, is transmitted to the releaser 72. For example, in the embodiment shown here, the release bearing 74 may be an angular contact ball bearing, so that the axial force can be transmitted from an outer ring of the bearing 74 to a bearing inner ring of the release bearing 74 acting as a disengager 72.

The construction of the disconnect device 60, particularly the configuration of the radial armature section 18c, advantageously enables engagement of the disengagement device 70 with the discoid return element 28. In comparison to the prior art, the actuator 72 need not be cumbersome (e.g. by means of cams) pass through a disc-shaped coupling housing, since this is advantageous according to embodiments in two radially extending and axially separated components 18c and 32 split. In this case, the counter-holder 32 extends closer to the clutch disc 20 than the radial clutch housing portion 18c. In between, the restoring element 28 is arranged, the radially inwardly located collar 38 is freely accessible from the outside axially and whose radially outer end cooperates with the pressure plate 26. In a radial overlap region of counter bracket 32 and radial Kupplungsgehäuseab- cut 18c, the return element 28 is supported on contact areas 42, around which it can tilt when actuated.

In summary, it should be noted that the spacer bolts 30 described merely by way of example can also be replaced by other axial shaping of at least one or the two components 18c, 32 which can engage through the spacer bolt holes 43 of the diaphragm spring 28.

The features disclosed in the foregoing description, the appended claims and the appended figures may be taken to be and effect both individually and in any combination for the realization of an embodiment in its various forms.

Although some aspects have been described in the context of a device, it will be understood that these aspects also constitute a description of the corresponding method, so that a block or a component of a device is also to be understood as a corresponding method step or as a feature of a method step. Similarly, aspects described in connection with or as a method step also represent a description of a corresponding block or detail or feature of a corresponding device.

The embodiments described above are merely illustrative of the principles of the present invention. It will be understood that modifications and variations of the arrangements and details described herein will be apparent to others of ordinary skill in the art. Therefore, it is intended that the invention be limited only by the scope of the appended claims and not by the specific details presented in the description and explanation of the embodiments herein. Reference numeral coupling arrangement according to an embodiment first wave

second wave

Bearing housing support

a axial flange

Bearing housing or rotor carrier

B axial portion of the bearing housing or Rotorträgersc radial portion of the bearing housing or rotor carrier

clutch disc

friction lining

hub

printing plate

elastic return element

Distance bolts

radial counterholder

hub

annular, circumferential opening for releaser

Cantilever or bulge

Attack point for releasers

Investment or force application point

Spacer bolts holes

powertrain

Torsional vibration damping arrangement

transmission

transmission bell

Disconnect assembly according to an embodiment stator of an electric motor

stator

double row bearing arrangement

Rotor of the electric motor

needle roller bearings Torsional damper spring

declutching

releaser

release bearing

hydraulic cylinders

Claims

claims

1 . A clutch assembly (10; 60) for a motor vehicle for coupling a first shaft (12) and a second shaft (14), said clutch assembly (10; 60) having a clutch housing (18) frictionally engaged by a closed clutch the second shaft (14) can be coupled, wherein a portion (18c) of the clutch housing (18) rotatably coupled to a thereto axially spaced and with the first shaft (12) connected counter-support (32), so that when the clutch is closed via the counter-holder (32) a torque transmission between the first and the second shaft (12; 14) takes place.

The clutch assembly (10; 60) of claim 1, wherein the portion (18c) of the clutch housing (18) extends radially inwardly of a radially outboard portion (18b) of the clutch housing (18) toward the first shaft (12) and wherein the mating support (32) extends radially outward from the first shaft (12) toward the radially outward portion (18b) of the clutch housing (18).

A clutch assembly (10; 60) as claimed in claim 1 or 2, wherein an elastic return element (28) is provided axially between the portion (18c) of the clutch housing and the counter support (32) for actuating a pressure plate (26) of the clutch assembly (10; ) in the radial direction of a radially closer to the first shaft (12) positioned disengagement device (70) to the opposite radially outwardly positioned pressure plate (26).

4. Coupling arrangement (10; 60) according to one of the preceding claims, wherein the section (18c) of the coupling housing and the axially spaced-apart counter support (32) overlap radially with their respective radial end regions.

5. Coupling arrangement (10; 60) according to claim 4, wherein the portion (18c) of the coupling housing and the axially spaced counter-holder (32) in the radial overlap region are rotatably coupled together.

6. Coupling arrangement (10; 60) according to one of the preceding claims, wherein the portion (18c) of the coupling housing and the axially spaced te counter support (32) by means of force and / or moment transmitting spacer elements (30), in particular spacer bolts, which To cause torque transmission between the clutch housing (18) and the counter-holder (32) rotatably connected to each other.

A clutch assembly (10; 60) according to any one of the preceding claims, wherein the portion (18c) of the clutch housing extends only radially above a disengager (72) of a disengagement device (70) of the clutch assembly for actuating a return member (28) the portion (18c) of the clutch housing is annularly formed with a circumferential annular opening (36) for engaging the release (72) in the annular opening (36).

A clutch assembly (10; 60) according to any one of the preceding claims, wherein on one of the counter support (32) axially opposite side of a return element (28), which axially between the portion (18c) of the clutch housing and the counter support (32) arranged return element (28) is arranged, a release device (70) for actuating the return element (28) is arranged.

The clutch assembly (10; 60) of claim 8, wherein the disengagement device (70) is arranged to actuate the return member (28) radially within a circumferential recess (36) of the portion (18c) of the clutch housing by means of a disengager (72) ,

A clutch assembly (10; 60) according to any one of the preceding claims, wherein both the portion (18c) of the clutch housing and the counter support (32) have force application points (42) for between the portion (18c) of the clutch housing and the counter support (32). arranged elastic return element (28), wherein the return element (28) under the action of a releaser (72) can pivot about the force application points (42) to actuate a pressure plate (26) of the clutch assembly.

1 1. A clutch assembly (10; 60) according to any one of claims 7 to 10, wherein the disengagement device (70) comprises an axial release bearing (74) having a bearing inner race and a bearing outer race, wherein an axial force applied to the bearing outer race is transmitted to the disengager (72) via the bearing inner race can be to actuate the return element (28).

A clutch assembly (10; 60) according to any one of the preceding claims, wherein the return member (28) is a plate or diaphragm spring.

A clutch assembly (10; 60) according to any one of the preceding claims, wherein the clutch assembly is disposed within a radial extent of a rotor carrier (18) for a rotor (66) of an electrical machine.

14. Coupling arrangement (10; 60) according to one of the preceding claims, wherein the coupling arrangement has a dry clutch with at least one clutch disc (20).

15. A clutch assembly (10; 60) according to any one of the preceding claims, wherein the clutch assembly is formed as a disconnect clutch (60) for a motor vehicle to couple an internal combustion engine (52) and an electric machine having a rotor with each other, the disconnect one a rotor axis rotatable rotor carrier (18) which can be frictionally coupled by means of a closed clutch with a motor shaft (14) of the internal combustion engine (52), wherein a portion (18c) of the rotor carrier (18) rotatably with an axially spaced apart and rotatably coupled to a transmission shaft (12) counter-support (32) is coupled, so that when the clutch is closed via the counter-holder (32) torque transmission between the motor shaft and the transmission shaft (12; 14) takes place.