WO2015149804A1

WO2015149804A1 - Dual clutch

Info

Publication number: WO2015149804A1
Application number: PCT/DE2015/200242
Authority: WO
Inventors: Dirk Reimnitz; Michael Baumann
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2014-03-31
Filing date: 2015-03-31
Publication date: 2015-10-08
Also published as: DE112015001577A5

Abstract

The invention relates to a dual clutch for coupling a drive shaft of a motor-vehicle motor to a first transmission input shaft and/or to a second transmission input shaft of a motor-vehicle transmission, comprising: a first partial clutch for coupling the drive shaft to the first transmission-input shaft, wherein the first partial clutch has a first counter plate, a first intermediate plate that can be axially displaced in relation to the first counter plate, and a first pressure plate for pressing first friction linings of a first clutch disk between the first counter plate and the first intermediate plate and between the first intermediate plate and the first pressure plate, which first pressure plate can be axially displaced in relation to the first counter plate and to the first intermediate plate; a second partial clutch for coupling the drive shaft to the second transmission-input shaft, wherein the second partial clutch has a second counter plate, a second intermediate plate that can be axially displaced in relation to the second counter plate, and a second pressure plate for pressing second friction linings of a second clutch disk between the second counter plate and the second intermediate plate and between the second intermediate plate and the second pressure plate, which second pressure plate can be axially displaced in relation to the second counter plate and to the second intermediate plate; a clutch cover for covering at least a part of the first partial clutch and/or of the second partial clutch, which clutch cover is connected to the first counter plate and the second counter plate in a rotationally fixed manner; a first lever element for displacing the first pressure plate, which first lever element is pivotably supported on the clutch cover; and a second lever element for displacing the second pressure plate, which second lever element is pivotably supported on the clutch cover. By means of the partial clutch, which can be actuated by means of the particular lever element and which has at least one intermediate plate, the number of effective friction surfaces can be increased even while the actuation force required to actuate the partial clutch is reduced, such that the transmission of large torques in a drive train of a motor vehicle is enabled, while the forces that occur are low.

Description

Double coupling

The invention relates to a double clutch, with the aid of a drive shaft of a

Motor vehicle engine with a first transmission input shaft and / or a second transmission input shaft of a motor vehicle transmission can be coupled.

For example, from DE 10 201 1 014 933 A1 a directly operated double clutch is known in which two partial clutches can be closed and opened with the help of one of an actuating system axially displaceable substantially rigid operating pot to between each one counter-plate and a relative to the counter plate of the axially displaceable pressure plate assigned to the associated actuating pot can be frictionally pressed by a clutch disc which is connected in a rotationally fixed manner to a respective transmission input shaft.

There is a constant need in a drive train of a motor vehicle with the lowest possible forces to transmit the largest possible torques.

It is the object of the invention to show measures that allow for low forces occurring transmission of large torques in a drive train of a motor vehicle.

The object is achieved by a double clutch with the

Features of claim 1. Preferred embodiments of the invention are specified in the subclaims, which individually or in combination may constitute an aspect of the invention.

According to the invention, a double clutch for coupling a drive shaft of a

Motor vehicle engine having a first transmission input shaft and / or a second transmission input shaft of a motor vehicle transmission provided with a first part clutch for coupling the drive shaft with the first transmission input shaft, wherein the first part clutch, a first counter-plate, a relative to the first counter-plate axially displaceable first intermediate plate and a relative to the first counter-plate and to the first intermediate plate axially

displaceable first pressure plate for pressing first friction linings of a first clutch disk between the first opposing plate and the first intermediate plate and between the first intermediate plate and the first pressure plate, a second Teilkupp- ment for coupling the drive shaft with the second transmission input shaft, wherein the second part clutch between a second counter plate, a relative to the second counter plate axially displaceable second intermediate plate and a relative to the second counter plate and the second intermediate plate axially displaceable second pressure plate for pressing second friction linings of a second clutch disc the second counter-plate and the second intermediate plate and between the second intermediate plate and the second pressure plate, a rotatably connected to the first counter-plate and the second counter-plate clutch cover for covering at least a portion of the first part clutch and / or the second part clutch, one on the Clutch cover pivotally supported first lever member for displacing the first pressure plate and a pivotally supported on the clutch cover second lever element for displacing the second pressure plate.

With the help of the respective intermediate plate, it is possible two more friction surfaces for

To provide compression of friction linings of the associated clutch disc, so that the number of friction surfaces of the respective clutch can increase accordingly with the intermediate plate. Due to the increased number of friction surfaces, a correspondingly increased torque can be transmitted. Additionally or alternatively, the applied to the respective pressure plate contact pressure can be reduced in order to transmit a certain maximum torque can still. Additionally or alternatively, the outer radius of the counter-plate and / or the pressure plate can be reduced in order to transmit a certain maximum torque can still. Due to the smaller outer radius, the moment of inertia of the respective sub-coupling can be reduced and radial space can be saved. Due to the reduced mass moment of inertia, the dual clutch is particularly suitable for applications with a sporty and / or dynamic driving behavior and / or to reduce fuel consumption of a motor vehicle. At the same time, the contact pressure force can be introduced into the contact pressure plate via the respectively assigned lever element designed in particular in the manner of a diaphragm spring. This results in a lever transmission between a, in particular hydraulic, actuating system for providing an actuating force and acting on the friction lining of the clutch disc pressing force, which in particular can increase the operating force. As a result, the actuating system only needs to generate a correspondingly lower actuating force for a specific contact force, which is preferably so low that this actuating force can even be supported by the drive shaft of the motor vehicle engine. This allows additional design freedom, for example, for an improved

Mountability of the double clutch can be used. By the operable with the aid of the respective lever element at least one intermediate plate having partial coupling can Even with a reduction of the actuation force required for actuating the partial clutch, the number of effective friction surfaces can be increased so that a transmission of large torques in a drive train of a motor vehicle is made possible with low forces occurring.

The respective clutch disc can have friction lining, in particular on mutually path-breaking axial end faces of a lining suspension, which can come into frictional engagement with an optionally provided friction lining of the associated counterplate and / or pressure plate and / or intermediate plate in order to close the respective clutch. The between the counter-plate and the intermediate plate provided friction lining and provided between the intermediate plate and the pressure plate friction lining may be movable relative to each other in the axial direction, wherein it is possible that one of the friction lining immovable in the axial direction and the other friction lining in the axial direction attached to the clutch disc. The respective clutch disc can be rotatably connected via a toothing with the respective transmission input shaft, but axially movable. The dual clutch can in particular be directly or indirectly connected to a torsion vibration damper, in particular two-mass flywheel and / or centrifugal force pendulum and / or mass pendulum, located upstream of the engine and / or on the transmission side. Furthermore, the respective clutch disc can be damped in particular by means of a disc damper. The double clutch can in particular via a rigid disc

("Driveplate") and / or a flexible and / or flexible disk in the axial direction

(Flexplate ") may be connected to the drive shaft, wherein the disc can transmit torques in order to be able to initiate the torque of the drive shaft in the double clutch.The flexible design of the disc vibrations or be attenuated or eradicated in whole or in part the dual clutch can be connected to the drive shaft via at least one spring element, in particular a leaf spring, The spring element can, in particular, damp axial vibration and / or compensate for wobble of the drive shaft and at the same time transmit a torque.

The first counterplate and the second counterplate may be configured as separate separate components or may be formed by a common central plate. In particular, exactly one first intermediate plate or exactly two first intermediate plates or exactly three first intermediate plates are provided. Preferably, exactly one second intermediate plate or exactly two second intermediate plates or exactly three second intermediate plates are provided. Each intermediate plate and a central plate results in a double clutch according to the "five plate design". Plates and separately provided counter plates results in a double clutch according to the "six-plate design." With two intermediate plates and a central plate results in a double clutch after the "seven-plate design". In each case two intermediate plates and separately provided counter-plates results in a double clutch according to the "eight-plate design." Preferably, the first transmission input shaft and the second transmission input shaft are arranged coaxially to each other, in particular, the inner transmission input shaft, in particular the first transmission input shaft, mounted on the drive shaft Preferably, the drive shaft has an indentation on an axial end face into which the inner transmission input shaft partially protrudes and may be mounted, for example, via a pilot bearing on the drive shaft.

The lever element may in particular be designed as a lever spring, which can be bent elastically upon initiation of an actuating force. The lever element may for example be designed in the manner of a plate spring. The lever element may have an annular circumferential spring plate spring body, the conicity of which may change upon pivoting of the lever member about a pivot point extending in the circumferential direction. From the disc spring body spring tongues can protrude radially inward, so that the actuating force can be initiated at a radially inner end of the spring tongues. The actuating force can be applied by a hydraulic actuating system, in particular a first annular cylinder for pivoting the first lever member by means of a first annular piston axially guided first actuating piston and concentric with the first ring cylinder provided second annular cylinder for pivoting the second lever member by means of a in the Having second ring cylinder axially guided second actuating piston. Between the first actuating piston and the first lever element may be arranged a first release bearing and between the second actuating piston and the second lever element, a second release bearing. Particularly preferably, a first adjusting device for adjusting a wear-related misalignment of the first pressure plate to the first counter-plate and / or a second adjusting device for adjusting a wear-related misalignment of the second pressure plate to the second counter plate is provided. The respective adjusting device can be provided in particular between the associated lever element and the clutch cover or between the associated lever element and the associated pressure plate. The respective adjusting device has in particular a circumferentially biased adjusting ring, which is part of a ramp system and can rotate at a sufficiently large stroke of nachzustellenden pressure plate to readjust an original stroke can. Additionally or alternatively, an adjustment of a wear-related lack of distance can also be realized by a mitwandernden stop the actuation system. The mitwandernde stop can be taken in a correspondingly large Ausrückweg of the respective actuating piston and thereby retract the actuating piston only a correspondingly lower Wegstreckt in a decrease in the associated operating force at a decrease in the actuation force, so that upon renewed actuation of the actuating piston by a correspondingly smaller distance must be extended.

In particular, it is provided that the rotatably connected to the first transmission input shaft first clutch plate is provided, wherein the first clutch disc common to the first friction lining between the first backing plate and the first intermediate plate and for the first friction lining between the first intermediate plate and the first pressure plate, in particular designed as a disk damper, having first torsional vibration damper, and / or rotatably connected to the second transmission input shaft second clutch plate is provided, wherein the second clutch disc for the second friction lining between the second counter-plate and the second intermediate plate and for the second friction lining between the second intermediate plate and the second pressure plate common, in particular designed as a disk damper, second torsional vibration damper. As a result, in each case a torsional vibration damper is sufficient to dampen all friction linings of the respective clutch disc and to at least partially dampen and / or eliminate torsional vibrations. In particular, it is possible to connect the dual clutch without intermediate torsional vibration damper with the drive shaft. For example, only a rigid flywheel is rotatably connected to the drive shaft, wherein the first counter-plate and / or the second counter-plate are rotatably connected directly or indirectly with the flywheel. Preferably, the first counter-plate is directly connected to the drive shaft.

Preferably, the clutch cover is attached to an attachment point with the first counter-plate and / or with the second counter-plate, wherein the clutch cover forms a first pivot bearing for the first lever element at one of the fastening point in the axial direction of the farthest end part, wherein the clutch cover one, in particular after radially inside, having projecting support web, wherein the support web at one pointing to the attachment point axial side forms an axially spaced from the first pivot bearing second pivot bearing for the second lever element. The clutch cover can thereby easily by means of the support web two mutually spaced in the axial direction of the pivot bearing form for the different lever elements. The lever elements can not interfere with each other in their pivoting movements.

Particularly preferred is a, in particular hydraulic, mechanical and / or electromechanical, actuating system for applying a force acting on the first lever member and / or on the second lever element actuating force provided, wherein the actuating system on the first transmission input shaft and / or on the second transmission input shaft for the removal of Loads is stored. The actuating system need not be secured by separate fastening means, such as screws, with a transmission housing, whereby the assembly is simplified. For example, the actuating system is supported only on a force acting in the tangential direction stop on the transmission housing for torque support to prevent accidental rotation of the actuating system. In particular, the second transmission input shaft is designed as a hollow shaft, wherein the first transmission input shaft is arranged coaxially to the second transmission input shaft within the second transmission input shaft. Preferably, the actuating system is supported on the radially outer second transmission input shaft.

In particular, an axially flexible flexplate is provided for rotationally fixed attachment to the drive shaft, wherein the flexplate is connected to the first counterplate and / or to the second counterplate for initiating a torque provided by the drive shaft. Due to the flexibility of the flexplate in the axial direction in particular axial vibration can be damped and / or a tumbling of the drive shaft can be compensated. At the same time, the flexplate can transmit the torque of the drive shaft to the first counterplate and / or the second counterplate.

Preferably, a support stop for supporting acting in the axial direction

Actuating forces provided in the drive shaft, in particular, the first counter-plate is axially movable relative to the drive shaft and the support stop is formed by the drive shaft and / or by the first counter-plate and / or connected to the drive shaft or with the first counter-plate component. The support stop allows axial forces, which are applied in particular by an actuation system, to be removed. At the same time, the component striking against the support stop, in particular the first counterplate and / or the second counterplate, can lift off the support stop and / or tilt on the support stop in order to dampen axial vibrations and / or compensate for wobble movements of the drive shaft. The support stop may in particular be on a small NEN radius be arranged so that the support stop, for example, can be arranged radially within a fastening of the double clutch with the drive shaft.

Particularly preferably, the first counter-plate and the second counter-plate are formed by a common central plate. As a result, in particular the number of components and / or the axial space requirement can be reduced.

In particular, the first counter-plate and / or the second counter-plate via a support bearing for the removal of radial forces and / or axial forces on the first transmission input shaft and / or the second transmission input shaft is supported, in particular the first counter-plate and / or the second counter-plate via a radially acting Gleitversatzausgleich attached to the support bearing. About the support bearing acting on the counter-plates forces on the first transmission input shaft and / or the second transmission input shaft can be removed, which in particular loads the drive shaft can be avoided. The radially acting sliding offset compensation, for example, have an axial sliding bearing, the axial forces acting in one direction, in particular applied by an actuating system operating forces, ablate but at the same time, in particular limited, lifting in the other axial direction permits. As a result, axial vibrations can be damped and / or wobble movements of the drive shaft can be compensated. The radially acting sliding offset compensation is provided, in particular, when the double clutch is connected to the drive shaft via a flexible element in the axial direction, for example a flexplate or substantially tangentially oriented leaf springs.

Preferably, one is with the first counterplate and / or the second counterplate

connected, in particular designed as a dual mass flywheel, torsional vibration damper for damping introduced via the drive shaft torsional vibrations, wherein the torsional vibration damper has at least one access opening for passing a torsional vibration damper with the first counter-plate and / or with the second counter-plate connecting fastener and / or the first counter-plate and or the second counterplate has a mounting opening for passing a connection means connecting the torsional vibration damper to the drive shaft and / or the first clutch disk and / or the second clutch disk has a mounting opening for passing a connection means connecting the torsional vibration damper to the drive shaft. The torsional vibration damper can be pre-assembled with the drive shaft. After mounting the double clutch, the rotary vibration damper are connected to the first counter-plate and / or the second counter-plate directly or indirectly by the fastener is passed through the access opening. Additionally or alternatively, the at least one fastening means may be arranged radially on the outside of the double clutch. Alternatively, the torsional vibration damper can be preassembled with the remaining double clutch, wherein the connecting means are passed through the corresponding mounting holes for connecting the double clutch to the drive shaft.

Particularly preferably, the first counterplate for the removal of radial forces and / or axial forces on the drive shaft and / or connected to the drive shaft, in particular configured as a dual mass flywheel, torsional vibration damper for damping of introduced via the drive shaft torsional vibrations supported. Due to the comparatively low forces occurring in the double clutch, these forces can be removed via the drive shaft. Here, the first counter-plate can be supported directly or indirectly via the torsional vibration damper on the drive shaft.

The invention will now be described by way of example with reference to the accompanying drawings with reference to preferred embodiments, wherein the features shown below, both individually and in combination may represent an aspect of the invention. Show it:

Fig. 1 is a schematic sectional view of a double clutch in a first

embodiment,

2 shows a schematic sectional view of a double clutch in a second

embodiment,

Fig. 3 is a schematic sectional view of a double clutch in a third

embodiment,

Fig. 4 is a schematic sectional view of a double clutch in a fourth

embodiment,

Fig. 5 is a schematic sectional view of a double clutch in a fifth

embodiment, Fig. 6 is a schematic sectional view of a double clutch in a sixth

embodiment,

Fig. 7 is a schematic sectional view of a double clutch in a seventh

embodiment,

8 shows a schematic sectional view of a double clutch in an eighth

embodiment,

Fig. 9: a schematic sectional view of a double clutch in a new

Embodiment and

10 is a schematic sectional view of a double clutch in a tenth

Embodiment.

The dual clutch 10 shown in FIG. 1 has a first partial clutch 12 for coupling a drive shaft 14 with a first transmission input shaft 16 and a second partial clutch 18 for coupling the drive shaft 14 with a second transmission input shaft 20 arranged concentrically to the first transmission input shaft 16. The first partial clutch 12 has a first counter-plate 22 and a relative to the first counter-plate 22 axially displaceable first pressure plate 24. Between the first counter-plate 22 and the first pressure plate 24, an axially displaceable first intermediate plate 26 is provided. Between the first counter-plate 22 and the first intermediate plate 26 and between the first intermediate plate 26 and the first pressure plate 24 each axially displaceable first friction linings 28 of a first clutch disc 30 are provided. The first clutch plate 30 is rotatably connected to the first transmission input shaft 16. The second partial clutch 18 has a second counter-plate 34 and a second pressure plate 36 that is axially displaceable relative to the second counter-plate 34. Between the second counter-plate 34 and the second pressure plate 36 an axially displaceable second intermediate plate 38 is provided. Between the second pressure plate 36 and the second intermediate plate 38 and between the second intermediate plate 38 and the second counter-plate 34 each axially displaceable second friction linings 40 of a second clutch plate 42 are provided. The second clutch disc 42 is rotatably connected via a second disc damper 44 with the second transmission input shaft 20. In the illustrated embodiment, the first gene plate 22 and the second counter-plate 34 formed by a common central plate 46, so that there is a "five-plate design".

With the central plate 46 and thus with the first counter-plate 22 and the second counter-plate 34, a clutch cover 48 is connected to which via a first adjusting device 50 designed as a plate spring first lever member 52 is pivotally supported. During a pivoting movement of the first lever element 52, the first lever element 52 can axially displace the first pressure plate 24 via a tie rod 54 in order to press the first friction linings 28 of the first clutch disc 30 frictionally for closing the first part clutch 12 or for opening the first part clutch 12 a frictional connection with the first friction linings 28 of the first clutch disc 30 cancel. At a direction away from the first adjusting device 50 axial side of the clutch cover 48 is supported via a second adjusting device 56 designed as a plate spring second lever member 58 pivotally. During a pivoting movement of the second lever element 58, the second lever element 58 can displace the second pressure plate 36 axially to press the second friction linings 40 of the second clutch disc 42 frictionally for closing the second part clutch 18 or to frictionally lock the first part clutch 18 second friction linings 40 of the second clutch disc 42 cancel.

In the illustrated embodiment, the central plate 46 is connected to the drive shaft 14 via a driver ring 60 and a torsional vibration damper 62 configured as a dual mass flywheel. The torsional vibration damper 62 has a primary mass 66 which is connected to the drive shaft 14 via a connecting means 64 designed as a screw and which is rotatably coupled in a limited manner via a secondary energy storage element 68 designed as a starting spring. In the primary mass 66, a receiving channel for the energy storage element 68 is formed, in which the secondary mass 70 projects from radially inward. Furthermore, a starter ring 72 for initiating a starting torque for starting the motor vehicle engine is connected to the primary mass 66. In the primary mass 66 of the torsional vibration damper 62, an access opening 74 is provided through which a fastener 76 designed as a screw can be passed in order to screw the secondary mass 70 to the driver ring 60.

Due to the firm connection of the central plate 46 with the torsional vibration damper 62 forces occurring in the double clutch can be removed via the drive shaft 14. Additionally or alternatively, the central plate 46 and thus the first counter-plate 22 and the second counter-plate 34 via a support bearing 78 on the outer second transmission input shaft 20 or alternatively be supported on the inner first transmission input shaft 16 for the removal of axial forces and / or radial forces.

As shown in FIG. 2, in comparison with the embodiment of the dual clutch 10 illustrated in FIG. 1, the first counterplate 22 and the second counterplate 34 may be configured as separate components spaced apart in the axial direction, so that a "six-plate" The actuation directions for closing the first part-coupling 12 and the second part-coupling 18 have the same axial direction When the first part-coupling 12 is closed, the tie-rod 54 is subjected to pressure The first lever element 52 is connected to one of a front part 80 of FIG A plurality of support webs 84 protrude radially inward from the clutch cover 48, past which the first lever element 52 passes by corresponding cutouts from where the second lever member 58 for the first Le lever element 52 is axially spaced pivotally supported.

In the illustrated embodiment, the second counter-plate 34 is supported via the support bearing 78 on the second transmission input shaft 20. The first counter-plate 22 is indirectly coupled via the driving ring 60 by means of a circumferentially biased spline 88 with the secondary mass 70 of the torsional vibration damper 62. Furthermore, the first transmission input shaft 16 is mounted on the drive shaft 14 via a pilot bearing 90.

An actuation force for giving away the first lever member 52 and / or the second lever member 58 may be applied by a hydraulic actuation system 92. The actuating system 92 has a first annular cylinder 94 and a coaxial with the first annular cylinder 94 arranged second annular cylinder 96. The actuating system 92 is thereby designed as a CSC ("concentric slave cylinder") in the first ring cylinder 94, a first actuating piston 98 is axially guided, which acts on the first lever member 52 via a first release bearing 100. In the second ring cylinder 96 is a second Actuating piston 102 is axially guided, which acts on the second lever element 58 via a second release bearing 104. In the illustrated embodiment, the actuation system 92 is not connected to a transmission housing, but via a bearing 106 configured as a roller bearing on the second transmission input shaft 20 for removing radial forces and / or axial force supported. Furthermore, the second transmission input shaft 20 may be mounted on the first transmission input shaft 16 via a shaft bearing 108 designed as a needle bearing.

In the embodiment of the double clutch 10 shown in FIG. 3, the driving ring 60 is supported on the drive shaft 14 via a sliding bearing 10 in comparison with the embodiment of the dual clutch 10 shown in FIG. The sliding bearing 1 10 can remove axial and / or radial forces. For this purpose, a sliding bearing 1 10 bearing spacer 1 12 is attached by means of the anyway provided connection means 64 to the drive shaft 14. The fastening means 76 connecting the secondary mass 70 with the driving ring 60 is configured as a rivet connection, so that the torsional vibration damper 62 can be provided with the remaining double clutch 10 pre-assembled. In addition, the access opening 74 in the primary mass 66 is omitted. For mounting the dual clutch 10 to the drive shaft 14, therefore, a mounting hole 1 14 is provided in the driving ring, through which the connecting means 64 can be passed during assembly. In the illustrated embodiment, neither the first counter-plate 22 nor the second counter-plate 34 are supported on one of the transmission input shafts 16, 20. When mounting the dual clutch 10, the torsional vibration damper 62 can first be mounted with the drive shaft 14, wherein the driving ring 60 is already pre-assembled with the torsional vibration damper 62. Subsequently, the remaining dual clutch 10 can be connected to the driving ring 60. Mounting openings 1 14 in the clutch plates 30, 42 and / or in the counter plates 22, 34 are not required in this case.

In the embodiment of the double clutch 10 shown in Fig. 4 are compared to the embodiment shown in Fig. 3, the dual clutch 10 in the first clutch plate 30 and in the second clutch plate 42 mounting holes 1 14 for

Passing the connecting means 64 provided during assembly. As a result, the torsional vibration damper 62 in the preassembled state can be connected together with the remaining dual clutch 10 together with the drive shaft 14. Furthermore, the sliding bearing 1 10 is replaced by a roller bearing 1 16, on the particular radial forces and axial forces can be removed. The actuation system 92 may be fixedly connected to a transmission housing of a motor vehicle transmission.

In the embodiment of the double clutch 10 shown in FIG. 5, the torsional vibration damper 62 is saved in comparison with the embodiment of the double clutch 10 shown in FIG. 4, and the first counterplate 22 is directly connected to the connecting means 64 Drive shaft 14 connected. Occurring rotational irregularities in the introduced via the drive shaft 14 torque can be attenuated by a first disc damper 32 of the first clutch plate 30 and / or by the second disc damper 44 of the second clutch plate 42.

In the embodiment of the double clutch 10 shown in FIG. 6, in comparison to the embodiment of the double clutch 10 shown in FIG. 5, the actuating system 92 is supported on the clutch cover 48 via a cover bearing 18. This makes it possible to support at least the actuating forces directly between the clutch cover 48 and the actuating system 92, whereby the axial load of the drive shaft 14 is reduced.

In the embodiment of the dual clutch 10 illustrated in FIG. 7, the torsional vibration damper 62 is replaced by a flexplate 120 in comparison with the embodiment of the dual clutch 10 illustrated in FIG. 2, wherein torsional vibrations are damped by the first disk damper 32 and / or the second disk damper 44 can. The

Flexplate 120 is connected via the starter ring 72 without intermediate drive ring 60 with the first counter-plate. Radial within the flexplate 120 stands a formed by the drive shaft 14 support stop 122 in the axial direction. Upon actuation of the dual clutch 10 by means of the actuating system 92, the first counter-plate 22 can be pressed against the support stop 122, so that the actuating forces can be removed via the drive shaft 14. Due to the flexibility of the flexplate 120 in the axial direction, the first counter-plate 22 in axial vibrations and / or tumbling movements of the drive shaft 14 can lift off the support stop 122 and / or tilt on the support stop 122 to compensate for and / or dampen the axial vibrations and / or tumbling movements can.

In the embodiment of the dual clutch 10 shown in FIG. 8, the torsional vibration damper 62 is omitted in comparison with the embodiment of the dual clutch 10 shown in FIG. 2, wherein torsional vibrations can be damped by the first disk damper 32 and / or the second disk damper 44. Connected to the drive shaft 14 is a flywheel 124 configured, for example, as a drive plate, to which the starter ring 72 is also connected. The flywheel 124 is connected to the first counterplate 22 via substantially tangential leaf springs 126. With the help of the leaf springs 126, the dual clutch 10 can be radially centered on the drive shaft 14. The leaf springs 126 may provide axial flexibility, such as flexplate, to provide axial flexibility. To balance and / or attenuate vibrations and / or wobbling movements of the drive shaft 14. At the same time, the second counter-plate 34 is coupled via an axial sliding bearing 128 with the support bearing 78 to form a radially acting Gleitversatzausgleich 130. Upon actuation of the dual clutch 10 by means of the actuation system 92, the second counter-plate 34 can be pressed against the thrust bearing 128, so that the actuating forces can be removed via the support bearing 78 to the second transmission input shaft 20.

In the embodiment of the double clutch 10 shown in FIG. 9, two first intermediate plates 26 and two second intermediate plates 38 are provided in comparison to the embodiment of the double clutch 10 shown in FIG. 5, so that correspondingly more first friction linings 28 and second friction linings 40 can be pressed , The effective friction surface and the number of friction surfaces can be further increased.

In the embodiment of the double clutch 10 shown in FIG. 10, the outer diameter of the first part clutch 12 and the second part clutch 18 is significantly reduced in comparison to the embodiment of the double clutch 10 shown in FIG. In particular, viewed in the axial direction, the clutch cover 48 is arranged completely radially inside the energy storage element 68 of the torsional vibration damper 62. As a result, the mass moment of inertia of the double clutch 10 is significantly reduced.

Reference character list double clutch

first part clutch

drive shaft

first transmission input shaft

second part clutch

second transmission input shaft

first counter plate

first pressure plate

first intermediate plate

first friction lining

first clutch disc

first disc damper

second counter plate

second pressure plate

second intermediate plate

second friction lining

second clutch disc

second disc damper

Central plate

clutch cover

first adjusting device

first lever element

tie rods

second adjusting device

second lever element

driver ring

torsional vibration dampers

connecting means

primary mass

Energy storage element

secondary mass

starter wreath

access opening

fastener 78 support bearings

80 front part

82 first pivot bearing

84 support bar

86 second pivot bearing

88 spline

90 pilot camp

92 actuation system

94 first ring cylinder

96 second ring cylinder

98 first actuating piston

100 first release bearing

102 second actuating piston

104 second release bearing

106 bearings

108 shaft bearings

1 10 plain bearings

1 12 spacer

1 14 Mounting opening

1 16 rolling bearings

1 18 cover bearings

120 flexplate

122 support stop

124 flywheel

126 leaf spring

128 axial plain bearings

130 sliding offset compensation

Claims

Patent claims

1 . Double clutch for coupling a drive shaft (14) of a motor vehicle engine with a first transmission input shaft (16) and/or a second transmission input shaft (20) of a motor vehicle transmission

a first partial clutch (12) for coupling the drive shaft (14) to the first transmission input shaft (16), the first partial clutch (12) having a first counterplate (22), a first intermediate plate (22) which is axially displaceable relative to the first counterplate (22). 26) and a first pressure plate (24) which is axially displaceable relative to the first counterplate (22) and to the first intermediate plate (26) for pressing first friction linings (28) of a first clutch disk (30) between the first counterplate (22) and the first intermediate plate (26) and between the first intermediate plate (26) and the first pressure plate (24),

a second partial clutch (18) for coupling the drive shaft (14) to the second transmission input shaft (20), the second partial clutch (18) having a second counterplate (34), a second intermediate plate (38) which is axially displaceable relative to the second counterplate (34) and a second pressure plate (36) which is axially displaceable relative to the second counterplate (34) and the second intermediate plate (38) for pressing second friction linings (40) of a second clutch disk (42) between the second counterplate (34) and the second intermediate plate ( 38) and between the second intermediate plate (38) and the second pressure plate (36),

a clutch cover (48) non-rotatably connected to the first counterplate (22) and the second counterplate (34) for covering at least part of the first partial clutch (12) and/or the second partial clutch (18),

a first lever element (52) pivotably supported on the clutch cover (48) for displacing the first pressure plate (24) and

a second lever element (58) pivotably supported on the clutch cover (48) for displacing the second pressure plate (36).

2. Double clutch according to claim 1, characterized in that the first clutch disc (30) which can be connected in a rotationally fixed manner to the first transmission input shaft (16) is provided, the first clutch disc (30) having one for the first friction lining (28) between the first counterplate (22). and the first intermediate plate (26) and for the first friction lining (28) between the first intermediate plate (26) and the first pressure plate (24) have a common first torsional vibration damper (32), in particular designed as a disc damper, and/or the rotatably fixed with The second A second clutch disc (42) which can be connected to the transmission input shaft (20) is provided, the second clutch disc (42) having a plate for the second friction lining (40) between the second counter plate (34) and the second intermediate plate (38) and for the second friction lining (40 ) between the second intermediate plate (38) and the second pressure plate (36) has a common second torsional vibration damper (44), in particular designed as a disc damper.

Double clutch according to claim 1 or 2, characterized in that the clutch cover (48) is fastened at a fastening point with the first counterplate (22) and/or with the second counterplate (34), the clutch cover (48) being fastened at one of the fastening points in an axial direction A first pivot bearing (82) for the first lever element (52) is formed in the direction of the most distant end part (80), the clutch cover (48) having a support web (84) which projects, in particular radially inwards, the support web (84). an axial side facing the fastening point forms a second pivot bearing (86) which is axially spaced from the first pivot bearing (82) for the second lever element (58).

Double clutch according to one of claims 1 to 3, characterized in that an, in particular hydraulic, mechanical and/or electromechanical, actuation system (92) is provided for applying an actuation force acting on the first lever element (52) and/or on the second lever element (58). is, wherein the actuation system (92) is mounted on the first transmission input shaft (16) and / or on the second transmission input shaft (20) to transfer loads.

Double clutch according to one of claims 1 to 4, characterized in that an axially flexible flexplate (120) is provided for rotationally fixed attachment to the drive shaft (14), the flexplate (120) being connected to the first counterplate (22) and/or with the second counterplate (34) is connected to initiate a torque provided by the drive shaft (14).

Double clutch according to one of claims 1 to 5, characterized in that a support stop (122) is provided for supporting actuating forces acting in the axial direction in the drive shaft (14), in particular the first counter plate (22) being axially movable relative to the drive shaft (14). is and the support stop (122) through the drive shaft (14) and/or through the first counter plate (22) and/or a component connected to the drive shaft (14) or to the first counter plate (22). is trained.

7. Double clutch according to one of claims 1 to 6, characterized in that the first counterplate (22) and the second counterplate (34) are formed by a common central plate (46).

8. Double clutch according to one of claims 1 to 7, characterized in that the first counterplate (22) and / or the second counterplate (34) via a support bearing (78) for transferring radial forces and / or axial forces on the first transmission input shaft (16) and/or the second transmission input shaft (20), wherein in particular the first counterplate (22) and/or the second counterplate (34) is connected to the support bearing (78) via a radially acting sliding offset compensation (130).

9. Double clutch according to one of claims 1 to 8, characterized in that a torsional vibration damper (62) connected to the first counterplate (22) and / or the second counterplate (34), in particular designed as a dual-mass flywheel, for damping via the drive shaft (14 ) initiated torsional vibrations are provided, wherein the torsional vibration damper (62) has at least one access opening (74) for the passage of a fastening means (76) connecting the torsional vibration damper (62) to the first counterplate (22) and/or to the second counterplate (34) and /or the first counterplate (22) and/or the second counterplate (34) has a mounting opening (114) for the passage of a connecting means (64) connecting the torsional vibration damper (62) to the drive shaft (14) and/or the first clutch disk ( 30) and / or the second clutch disk (42) has a mounting opening (1 14) for the passage of a connecting means (64) connecting the torsional vibration damper (62) to the drive shaft (14).

10. Double clutch according to one of claims 1 to 9, characterized in that the first counterplate (22) for transferring radial forces and / or axial forces on the drive shaft (14) and / or connected to the drive shaft (14), in particular designed as a dual-mass flywheel , torsional vibration damper (62) is supported for damping torsional vibrations introduced via the drive shaft (14).