WO2021063438A1 - Clutch assembly, particularly for a hybrid module, for the damped coupling of an internal combustion engine to a drivetrain of a motor vehicle - Google Patents

Abstract

The invention relates to a clutch assembly (10) for the damped coupling of an internal combustion engine to a drivetrain of a motor vehicle with a torsional vibration damper (12) for damping irregular rotations, a driver ring (26) for passing on the damped torque coupled to the torsional vibration damper (12) via a separable coupling device (28) in a torque-transmitting and axially relatively displaceable manner, a disconnect clutch (32) connected to the driver ring (26) for selectively transmitting the damped torque to a shaft (50) and a connecting element (70) for the direct or indirect fastening of the torsional vibration damper (12) to a drive shaft of the internal combustion engine, wherein the coupling device (28) is provided radially outside the connecting element (70) and the driver ring (26) is mounted and/or centred on the torsional vibration damper (12) radially inside in respect of the connecting element (70). As a result of the radial offset of the coupling device (28) to the mount/centring of the driver ring (26), useful installation space can be created with an improved ease of assembly, so that space-saving adjustment of a hybrid module to restricted installation space conditions is rendered possible.

Description

Coupling requirement. in particular for a hybrid module for dampened coupling of an internal combustion engine to a drive train of a motor vehicle

The invention relates to a clutch unit provided in particular for a hybrid module, with the aid of which an internal combustion engine can be coupled to a drive train, in particular of a hybrid motor vehicle, in a damped manner.

A hybrid module for a drive train of a vehicle is known from DE 102009059944 A1, a wet multi-plate clutch of the hybrid module being arranged in the torque flow between an internal combustion engine and an electric motor arranged coaxially with the hybrid module.

There is a constant need to adapt a hybrid module to tight installation space conditions in a manner that saves installation space as possible.

It is the object of the invention to show measures that allow a space-saving de adaptation of a hybrid module to tight space conditions.

The object is achieved according to the invention by a clutch unit with the features of claim 1. Preferred embodiments of the invention are given in the subclaims and the following description, each of which can represent an aspect of the invention individually or in combination.

According to the invention, a clutch unit, in particular for a hybrid module, is provided for the damped coupling of an internal combustion engine to a drive train of a motor vehicle with a torsional vibration damper for damping rotational irregularities, and a coupling device that is axially relatively movable and torque-transmitting on the torsional vibration damper via a detachable coupling device, in particular designed as a spline Coupled driving ring for forwarding the damped torque, a separating clutch connected to the driving ring for the optional transmission of the damped torque to a shaft and a connecting element, in particular for a crankshaft screw Exercise, for direct or indirect fastening of the torsional vibration damper with egg ner drive shaft of the internal combustion engine, the coupling device being provided radially outside half of the connecting element and the driver ring being supported and / or centered radially inside the connecting element on the torsional vibration damper or the coupling device being radially inside to the connec tion element is provided and the driver ring is mounted and / or centered radially outside of the connec tion element on the torsional vibration damper.

The coupling device, designed in particular as a spline between the torsional vibration damper and the separating clutch, can form a separating point between the torsional vibration damper on the one hand and the separating coupling on the other. As a result, the torsional vibration damper and the separating clutch can be installed one after the other as separate structural units in a hybrid module and / or in a drive train of the motor vehicle and connected to one another via an axial relative movement during assembly. Since only one torque is to be transmitted in the coupling device and no axial support is provided, the coupling device can be configured correspondingly simply and only for the purpose of enabling a torque transmission, in particular as a plug-in toothing. An axial relative movement within the coupling device can also be permitted during operation, for example in order to avoid or at least dampen the transmission of axial vibrations. The components lying tangentially in the coupling device are designed to be axially displaceable relative to one another, wherein the axial relative displaceability can be improved, for example, by a friction-reducing coating, suitable lubrication or something else. This makes it possible via the coupling device to couple an axially displaceable component of the separating clutch in the coupling device in a torque-transmitting manner. The separating clutch can, for example, have a coupling disc compressible between a counterplate and an axially relatively displaceable pressure plate, which should be able to be axially displaced over a small axial stroke so as to be able to lift off the axially fixed counterplate when the friction clutch is open. In this way, unnecessary drag torques can also be avoided and a sufficient wear area of the friction linings of the clutch disc can be realized. This can be done via the axial storability in the coupling device can be achieved without providing a separate coupling for the axial displaceability of the coupling disc.

The coupling device and the bearing / centering of the driver ring are provided offset from one another in ra dialer direction, the connecting means, which is in particular part of a crankshaft screw connection, is provided in the radial direction between them. The at least one connecting means is provided rich in a Radiusbe, outside of which the coupling device and the location / centering of the driver ring are provided. In the following, the invention will be described using the example of a particularly preferred embodiment, in which the coupling device is provided radially outside of the connecting means and the bearing / centering is provided radially inside to the connecting means. However, the following explanations also apply to a large extent to the variant in which the coupling device is provided radially inside to the connecting means and the bearing / centering is provided radially outside to the connecting means.

Since in the particularly preferred embodiment the coupling device is arranged radially outside of the connecting means, the coupling device can be arranged on such a small radius on the one hand that the coupling device cannot interfere with other components of the torsional vibration damper, and on the other hand on such a large radius be arranged that a large torque can be transmitted easily. Compared to an arrangement of the coupling device radially inside to the connection means, a larger number of teeth of a spline formed by the coupling device can be provided, whereby a high torque can be transmitted with a low material load on the teeth. Due to the mounting or centering of the driver ring provided radially inside to the connecting means, in particular on an input side of the torsional vibration damper, the structural means provided for this purpose can be provided on a comparatively small radius, which can reduce manufacturing costs. In particular, it is thereby possible to shift a bearing or centering from a radius area radially outside of the connecting means, whereby installation space can be created radially outside the connecting means, which can be used in particular by the coupling device in a substantially space-neutral manner. In addition, the coupling device can also fulfill a certain centering function, so that, for example, a rough centering of the driver ring can be implemented radially outside the connecting means in the coupling device and a fine centering of the driver ring radially inside the connecting means. The assembly of the clutch unit by an axial relative movement of the driver ring and the separating clutch relative to the torsional vibration damper can be simplified. In addition, the radial distance between the radially outer coupling device and the radially inner bearing / centering means that tilting of the driver ring about a radially extending tilting axis can be better avoided or at least more limited.

Due to the radial offset of the coupling device to the bearing / centering of the driver ring, usable construction space can be created with improved ease of assembly, so that a space-saving adaptation of a hybrid module to tight installation space conditions is possible.

The torsional vibration damper can have a separate or one-piece hub for the formation of internal teeth for the coupling device. The hub can have a sufficient extension in the axial direction in order to be able to transmit a defined maximum torque even with different expected axial relative positions of the coupling element of the coupling device connected to the output-side. In addition, the acting forces can be distributed over the longitudinal extent of the hub, so that lower local normal forces and lower frictional forces arise in the event of an axial relative displacement within the coupling device. The axial extension of the hub or the axial extension of the internal toothing is preferably oversized beyond the axial extension required for reliable transmission of the predefined maximum torque, for example by a factor of at least 1.5, preferably at least 2.0 and particularly preferably at least 3.0 . The maximum axial extent is usually limited by the available axial construction space within the clutch unit. Particularly preferably, the hub is axially supported on another component of the torsional vibration damper, in particular a primary mass of a dual-mass flywheel, a sliding bearing, which allows relative rotation, being provided in particular for this purpose. In addition, it is possible for the hub to be radially aligned, in particular centered, on the other component, for example at least via rough centering. Through the leadership and location tion of the clutch disc on the input side of the torsional vibration damper, drag losses can be avoided in the purely electric drive of the motor vehicle via the shaft.

In order to be able to meet the increasingly strict emission standards and the required fleet consumption, almost all automobile manufacturers rely on the hybridization of the drive train. In order to save weight and installation space, the electric motor is placed directly behind the torsional vibration damper, for example designed as a torsion damper, of the internal combustion engine, in particular designed as a combustion engine, or in a (hybridized) dual clutch transmission. The two drives are separated by means of the separating clutch. The separating clutch, also referred to as the K0 clutch in this case, should be implemented as space-neutral as possible and combined with the damper in the best possible way, which can be achieved by the coupling device provided radially outside of the connecting element. In order to meet the high demands on the insulation, the torsional vibration damper should have a dual mass flywheel and / or a centrifugal pendulum (CPA), which should be integrated as space-neutral as possible. Since the components intended for torsional vibration damping should be provided as far as possible radially on the outside in order to achieve a high level of damping capacity, there is sufficient space on the radially inner edge of the torsional vibration damper to be able to provide the coupling device radially outside to the connecting element, essentially in a space-neutral manner. The improvement in the interface achieved in this way between the torsional vibration damper, which is in particular designed as a torsional vibration damper, and the separating clutch is thus achieved in a substantially space-neutral manner.

In particular, a radial slide bearing, in particular fastened to the torsional vibration damper, is provided radially inside the connecting element for the radial mounting of the driver ring on the torsional vibration damper. Through the radial slide bearing, storage and fine centering of the driver ring on the torsional vibration damper can be realized at the same time. If necessary, an axial sliding bearing adjoining the radial sliding bearing can also be provided for the axial mounting of the driver ring on the torsional vibration damper. An axial slide bearing, in particular fastened to the torsional vibration damper, is preferably provided radially outside of the connecting element for the axial mounting of the driver ring on the torsional vibration damper. The axial sliding bearing can in particular be provided in a radius area with the coupling device. Depending on the axial relative position, the driver ring can run up against the axial slide bearing and be supported so that axial loads impressed by the driver ring can easily be supported via the axial slide bearing. The axial sliding bearing is particularly preferably held captively between an input-side part of the torsional vibration damper and an output-side part of the torsional vibration damper, which can in particular also form part of the coupling device, in particular is clamped relatively rotatably. The axial relative position of the axial sliding bearing is thus reliably predetermined regardless of the axial position of the axially displaceable driver ring. In addition, it is even possible that the axial sliding bearing can play a part in sealing a receiving space formed in the torsional vibration damper.

Particularly preferably, the separating clutch has a coupling disc which can be pressed between a counter plate and a pressure plate which can be axially displaced relative to the counter plate, the coupling disc being fastened to the driver ring. By means of the driver ring it is possible to provide the separating clutch radially on the outside and to transmit the torque to the larger radius from the coupling device ausgebil Deten in a radius area radially inside to the separating clutch. This leaves installation space that can be used radially within the separating clutch. The torque flow from the torsional vibration damper to the shaft via the separating clutch does not need to be from the counter plate and / or from the pressure plate to the clutch disc and the shaft, but can initially be via the clutch disc to the counter plate and / or to the pressure plate and from there run off to the shaft. The clutch disc should be axially displaceable over a small axial stroke path as far as possible in order to be able to lift off the axially fixed counter-plate when the friction clutch is in the open state. This can be achieved via the axial displaceability in the coupling device without providing a separate coupling for the axial displaceability of the clutch disc. In particular, the driver ring has a hub unit encompassing the connecting element and a driver disk fastened to the hub unit via a fastening means, the hub unit being coupled to a radially outer outer tube piece, in particular via an outer toothing, in the coupling unit and to a radially inner inner tube piece to the torsional vibration damper Gela Gert and / or centered or the hub unit is coupled to a radially inner inner tube piece, in particular via an external toothing, in the coupling unit and ge superimposed and / or centered on a radially outer outer tube piece on the torsional vibration damper. The hub unit can be produced inexpensively, for example, by non-cutting deformation, for example deep drawing, from a particularly stamped steel ring, with a toothing on the radially inner casing side or the radially outer casing side of the outer pipe section optionally being produced by a machining process. Due to the component separation of the driver ring into the hub unit and the driver plate, the production and in particular the production of external teeth for the hub unit can be simplified, whereby the production costs can be kept low. The fastening technology for fastening the hub unit with the driver disk using the fastening means, in particular by riveting, can be provided in a radius area that allows the fastening means to protrude axially without affecting a component of the torsional vibration damper. Here, use is made of the knowledge that the separating clutch and the torsional vibration damper only marry during the assembly of the clutch unit when the torsional vibration damper is already coupled to the drive shaft of the internal combustion engine with the help of the at least one connecting element, so that the fastening means of the driver ring is axially Direction very close to the connecting element of the particular designed as a crankshaft screw connection of the torsional vibration damper with the drive shaft can reach. The available installation space can thus be optimally used.

The drive plate preferably has a course that is bent away from the torsional vibration damper from radially inside to radially outside. As a result, construction space is created radially inside to a part of the driver ring, which can be used by other components in order to save axial installation space. Particularly preferably, a hydraulic actuator having a pressure chamber is provided for actuating the separating clutch, the pressure chamber being at least partially provided in a common axial area with the separating clutch, in particular the pressure chamber being provided at least partially in a common axial area with the driver ring. The actuator can wholly or partially se in the radially inner created space of the rest of the clutch assembly ra dial inside to the separating clutch and / or to the driver ring inserted, so that a nested structure results. The axial space requirement can thereby be kept low. Here, use is made of the knowledge that, particularly in the case of a drive train for a hybrid motor vehicle, the component to be coupled on the output side generally requires installation space on the radially inside rather than radially outside. Since the clutch and the driver ring are not arranged radially inward, but at least partially radially outward, the output-side connection of the Wel le can be provided in the axial direction particularly close to a drive shaft of the internal combustion engine connected to the torsional vibration damper, in particular a crankshaft, and correspondingly far protrude in the axial direction into the clutch unit. At the same time, the separating clutch and the driver ring are positioned so far radially on the outside that the actuator for actuating the separating clutch can also protrude into the rest of the clutch assembly. The separating clutch and the driver ring, viewed in the radial direction, can at least partially cover the pressure chamber of the actuator. The separating clutch and the coupling device can encompass the shaft and the actuator from the radially outside, whereby a particularly compact and space-saving drive train can be made possible.

In particular, a piston of the actuator received axially displaceably in the pressure chamber is provided in a radius area radially outside of the fastening element of the driver ring, in particular an actuator housing of the actuator having a recess open towards the torsional vibration damper for receiving part of the fastening element. The pressure chamber and the piston of the actuator can be provided radially on the outside to such an extent that the actuator can have an axial tapering radially on the inside of the piston, which can form the recess for the connecting element of the driver ring. The connection technology implemented with the aid of the fastening element can thus be implemented essentially in a space-neutral manner. A pressure disk connected to the separating clutch, in particular to the pressure plate of the separating clutch, is preferably connected to the piston, the pressure disk axially covering the coupling device and at least a large part of the separating clutch. With the help of the pressure disc, the actuating force generated radially on the inside in the pressure chamber can be transmitted to the pressure plate of the separating clutch provided radially on the outside. The thrust washer can have a rather small material thickness in the axial direction, so that the axial space requirement is kept low. At the same time, the thrust washer can at least partially cover the side of the separating clutch and protect it from the ingress of dirt on the transmission side. The clutch disc and the coupling device can here be seen axially spaced from the pressure disc.

In particular, the actuator is fastened to the shaft in a rotationally fixed manner, the shaft in particular having a supply channel for applying a hydraulic medium, in particular oil, to the pressure chamber of the actuator. Due to the mechanical support on the shaft, forces that occur can be supported via the shaft, in particular if an actuator housing of the actuator is used to transmit the torque. A storage of the drive shaft attached to the torsional vibration damper with the help of the connecting element is relieved. The supply channel provided in the shaft can be composed, for example, of a blind hole extending in the axial direction and a connecting hole extending radially outward from the blind hole, in particular opening into an annular groove provided on the radially outer circumference of the shaft. The pressure chamber can thereby be acted upon from the radial inside with the hydraulic medium, which is fed, for example, at an axial end of the shaft pointing away from the torsional vibration damper, so that a hydraulic line running axially past the separating clutch is saved. The axial space requirement can thereby be kept low.

The actuator is preferably designed to provide an actuating force directed away from the torsional vibration damper. A piston of the actuator can thereby be extended on the axial side pointing away from the torsional vibration damper, so that also on the axial side pointing away from the torsional vibration damper side the actuating force can be directed to the disconnect clutch. As a result, the power path for the actuating force of the separating clutch can be guided past the Koppeleinrich device and / or the driver ring and mutual interference can be avoided.

Particularly preferably, the torsional vibration damper for torsional vibration damping has a dual mass flywheel with a primary mass that can be connected to a drive shaft of the internal combustion engine and an energy storage element that is limited relatively rotatably coupled to the primary mass via an energy storage element configured in particular as an arc spring, the secondary mass being a radially inwardly connected mass the energy storage element positioned centrifugal pendulum to generate a rotational nonuniformity in the torque to be transmitted opposing restoring torque, the energy storage element, the centrifugal pendulum and the coupling device are at least partially arranged in a common axial area. This keeps the axial space requirement low. In particular, the centrifugal pendulum is arranged in the axial direction essentially in the center of the energy storage element, so that the axial space requirement for the torsional vibration damper is kept low. The secondary mass preferably forms a carrier flange for the centrifugal pendulum, on which the at least one pendulum mass of the centrifugal pendulum can be guided in a pendulum fashion. The number of components and the axial space requirement are kept low.

In a pulling mode, the torque coming from the internal combustion engine can be introduced into the primary mass, while in a pushing mode the torque coming from the drive train can be introduced into the secondary mass, whereby the reverse installation is also possible, in a pulling mode that of the internal combustion engine The torque coming from the drive train can be introduced into the secondary mass, while in overrun mode the torque coming from the drive train can be introduced into the primary mass. The primary mass and the secondary mass coupled to the primary mass via the energy storage element designed in particular as an arc spring so that it can rotate to a limited extent can form a mass-spring system that, in a certain frequency range, has rotational irregularities in the speed and in the torque of the drive power generated by a motor vehicle engine can dampen. Here you can the moment of inertia of the primary mass and / or the secondary mass and the spring characteristic of the energy storage element can be selected such that vibrations in the frequency range of the dominant engine orders of the motor vehicle engine can be damped. The mass moment of inertia of the primary mass and / or the secondary mass can in particular be influenced by an attached additional mass. The primary mass can have a disk to which a cover can be connected, as a result of which a substantially annular receiving space for the energy storage element can be delimited. The primary mass can, for example, tangentially strike the energy storage element via impressions protruding into the receiving space. In the receiving space, an output flange of the secondary mass can protrude, which can hit the opposite end of the energy storage element tangentially.

Under the influence of centrifugal force, the at least one pendulum mass of the centrifugal pendulum strives to assume a position as far away as possible from the center of rotation. The zero position is therefore the position that is furthest radially from the center of rotation, which the pendulum mass can assume in the radially outer position. With a constant drive speed and constant drive torque, the pendulum mass will assume this radially outer position. In the event of speed fluctuations, the pendulum mass deflects along its pendulum path due to its inertia. The pendulum mass can thereby be shifted in the direction of the center of rotation. The centrifugal force acting on the pendulum mass is divided into a tangential component and a further component normal to the pendulum path. The tangential force component provides the restoring force that wants to bring the pendulum mass back to its zero position, while the normal force component acts on a force introduction element that initiates the speed fluctuations, in particular the primary mass or the secondary mass, and generates a counter-torque there that counteracts the speed fluctuation and dampens the introduced speed fluctuations. In the case of particularly strong fluctuations in speed, the pendulum mass can swing out to the maximum and assume the radially most inner position.

The paths provided in the carrier flange and / or in the pendulum mass have suitable curvatures for this purpose, in which a coupling element, in particular designed as a roller, can be guided. Preferably, at least two running rollers are provided, each on a track of the carrier flange and a pen Delbahn the pendulum mass are guided. In particular, more than one pendulum mass is provided. Preferably, several pendulum masses are evenly distributed in the circumferential direction on the carrier flange. The inertial mass of the pendulum mass and / or the relative movement of the pendulum mass to the carrier flange is designed in particular to dampen a certain frequency range of rotational irregularities, in particular an engine order of the motor vehicle engine. The pendulum mass can be produced inexpensively by a package of pendulum plates stacked on top of one another and connected to one another, wherein in particular the preferably identically shaped pendulum plates can be produced by punching from a metal sheet. In particular, more than one pendulum mass and / or more than one Trä gerflansch is provided. For example, two pendulum masses connected to one another via bolts or rivets designed in particular as spacer bolts are provided, between which the Trä gerflansch is positioned in the axial direction of the torsional vibration damper. Alternatively, two flange parts of the carrier flange, in particular connected to one another in a substantially Y-shape, can be provided, between which the pendulum mass is positioned.

In particular, it is provided that the shaft is coupled to a rotor of an electrical machine for electrically driving the motor vehicle or forms the rotor of the electrical machine. The clutch assembly can thus be part of a flybridge module that can transmit both the torque generated in the internal combustion engine and the torque generated in the electric machine to a motor vehicle transmission via the shaft. If mechanical energy of the drive train is to be converted into electrical energy, i.e. recuperated, in generator mode in the electrical machine, in particular when the motor vehicle is braked, the separating clutch can open and the drag torque of the torsional vibration damper and the internal combustion engine can be thrown off.

The invention also relates to a drive train, in particular for a hybrid motor vehicle, with an internal combustion engine, in particular designed as a crankshaft, having a drive shaft for driving the motor vehicle using the internal combustion engine, a clutch unit coupled to the drive shaft, which can be designed and developed as described above , an electrical machine coupled directly or indirectly to the shaft of the clutch unit for electric drive of the motor vehicle and a motor vehicle transmission coupled to the shaft of the clutch unit for speed conversion. Due to the radial offset of the coupling device to the mounting / centering of the driver ring, usable installation space can be created with improved ease of installation, so that a hybrid module can be adapted to tight installation space conditions in a space-saving manner.

In the following, the invention will be explained by way of example with reference to the attached drawing using a preferred exemplary embodiment, the features shown below being able to represent an aspect of the invention both individually and in combination. It shows:

1: a schematic sectional view of a clutch unit.

The clutch assembly 10 shown in Fig. 1 can in a drive train of a motor vehicle via a drive shaft of a motor vehicle engine, dampen torsional vibrations in the torque to be transmitted with the aid of a torsional vibration damper 12. For this purpose, the torsional vibration damper 12 has a two-mass flywheel 14 which has a primary mass 16 and a secondary mass 20 which is coupled via an energy storage element 18 designed as an arc spring and which can be rotated to a limited extent relative to one another. The primary mass 16 has a welded cover 22, whereby a receiving space 24 is partially limited in which the energy storage element 18 is received lubricated with grease. A hub 62 is riveted to the secondary mass 20, designed as an output flange, which is coupled to a driver ring 26 in a torque-transmitting but axially displaceable manner via a coupling device 28, which is configured, for example, as a spline. The, for example, two-part driver ring 26 is riveted to a clutch plate 30 of a separating clutch 32 designed as a friction clutch and which is part of the clutch assembly 10. The clutch disc 30 can, for example, have glued and / or riveted friction linings, which are preferably provided with a lining suspension with the help of spring segments, so that the friction linings are particularly softly connected and friction losses in the coupling device 28 have no significant influence on the controllability the torque capacity of the separating clutch 32 have. In addition, a centrifugal pendulum 34 is formed on the secondary mass 20, which is also arranged within the receiving space 24. The centrifugal pendulum 30 is arranged in the axial direction in the center of the energy storage element 18 and positioned radially inside to the energy storage element 18 in a common axial area, so that, viewed in the radial direction, the energy storage element 18 can largely, in particular completely, cover the centrifugal pendulum 34. The centrifugal pendulum pendulum 30 has on both axial sides of a carrier flange, which in the present embodiment is formed by the secondary mass 20 designed as an output flange, several pendulum masses 36 evenly distributed one behind the other in the circumferential direction, which can be swiveled in the pendulum masses 36 and the carrier flange with the help of suitably curved tracks are led. In order to seal the receiving space 24, a sealing membrane 38 designed in the manner of a Tellerfe is riveted to the secondary mass 20, which is supported axially with a spring bias via a sliding ring 40 on the cover 22 of the primary mass 16 so as to be relatively rotatable.

The separating clutch 32 has a counter plate 44 and a pressure plate 46 which can be axially displaced relative to the counter plate 44 in order to press the clutch disk 30 in a frictionally locking manner in the closed state of the separating clutch 32. In the open position of the separating clutch 32, the clutch disc 30 can lift off the counter-plate 44, it being possible to follow this relative axial movement within the coupling device 28. To operate the clutch 32, a hydraulically operated actuator 48 is provided which, in the illustrated embodiment, is non-rotatably connected to a shaft 50 leading to a motor vehicle transmission and / or a rotor of an electrical machine for the purely electric drive of the motor vehicle. The shaft 50 has a supply channel 52 via which hydraulic oil can be pumped into a pressure chamber 54 of the co-rotating actuator 48. The pressure chamber 54 is delimited by an actuator housing 56 and a piston 58 which can be axially displaced relative to the actuator housing 56. When the pressure in the pressure chamber 54 increases, the piston 58 is extended out of the actuator housing 56, as a result of which the piston 58 drives a pressure disk 60 with it in the axial direction. In the illustrated exemplary embodiment, the thrust washer 60 is coupled via a tie rod 62 to the pressure plate 46, which is formed in one piece with the tie rod 62, so that the pressure plate 46 of the Dual mass flywheel 14 extended away piston 58, the separating clutch 32 can close. The counter plate 44 of the separating clutch 32, via which the torque damped by the torsional vibration damper 12 is diverted, is firmly connected to the actuator housing 56, in particular by welding, and / or forms at least part of the actuator housing 56 in one piece. The torque coming from the separating clutch 32 can thereby be transmitted to the shaft 50 via the actuator housing 56 of the co-rotating actuator 48. The actuator 48 is inserted radially on the inside into the separating clutch 32 and nested in the radial direction. The actuator 48 can also be partially inserted into an offset driving plate 66 of the driving ring 26 and nested out leads in the radial direction.

In the illustrated embodiment, the coupling device 62 is formed on the input side by an internal toothing formed in the hub 62 and an external toothing formed by the driver ring 26. For this purpose, the driver ring 26 has a hub unit 64 having the external toothing and a driver plate 66 riveted to the hub unit 64 via a fastening means 68. The hub unit 64 engages around a connecting element 70 which connects the primary mass 16 of the dual mass flywheel 14 to a drive shaft of an internal combustion engine, in particular configured as a crankshaft. For this purpose, the hub unit 64 has a radially outer outer tube piece 74, which forms the external toothing of the coupling device 62 radially outside of the connecting element 70, and a radially inner inner tube piece 76, which centers the hub unit 64 and thus the driver ring radially inside relative to the connecting element 70 26 and the clutch disc 30 on the primary mass 16. The centering is achieved with the aid of a radial sliding bearing 42, so that storage is achieved at the same time. Between the hub 62 and the primary mass 16, an axial sliding bearing 43 is received in a captive manner, in particular received in a relatively rotatably pressed manner, in order to achieve an axial bearing and a sealing of the receiving space 24. Depending on the axial relative position, the outer pipe section 74 of the driver ring can run against the axial sliding bearing 43 and be axially supported. The fastening element 68 of the driver ring is provided radially inside to the coupling device 28 in a common radius area with a connecting element 70 also provided radially inside to the coupling device 28. The actuator housing 56 has a radius Rich of the fastening element 68 of the driver ring 26, a recess 72 into which the fastening element 68 can partially dip.

Bezuqszeichenliste Clutch unit Torsional vibration damper Dual mass flywheel Primary mass Energy storage element Secondary mass Cover receiving space Driving ring Coupling device Clutch disc Separating clutch Centrifugal pendulum Pendulum mass Sealing membrane Sliding ring Radial plain bearing Axial plain bearing Counter plate Pressure plate Actuator Shaft Supply channel Pressure chamber Actuator housing Piston unit With tie rod Connection element recess Outer pipe section Inner pipe section

Claims

Claims 1 . Clutch unit, in particular for a hybrid module, for the damped coupling of an internal combustion engine to a drive train of a motor vehicle, with a torsional vibration damper (12) for damping rotational irregularities, a coupling device (28) on the torsional vibration damper (12) via a detachable coupling device (28), in particular designed as a spline Torque-transmitting and axially relatively displaceable coupled driver ring (26) for forwarding the damped torque, a clutch (32) connected to the driver ring (26) for the optional transmission of the damped torque to a shaft (50) and a connecting element (70), in particular for a crankshaft screw connection for direct or indirect fastening of the torsional vibration damper (12) to a drive shaft of the internal combustion engine, the coupling device (28) being provided radially outside of the connecting element (70) and the driver ring (26) being provided radially inside to the connecting element t (70) is mounted and / or centered on the torsional vibration damper (12) or the coupling device (28) is provided radially inside to the connecting element (70) and the driver ring (26) radially outside to the connecting element (70) on the torsional vibration damper (12) is stored and / or centered. 2. Clutch assembly according to claim 1, characterized in that a radial slide bearing (42) for radial mounting of the slave ring (26) on the torsional vibration damper (12), in particular with the torsional vibration damper (12) fastened radially within the connecting element (70) is provided. 3. Clutch assembly according to claim 1 or 2, characterized in that radially outside to the connecting element (70), in particular with the rotary vibration damper (12) fastened, axial sliding bearing (43) for the axial mounting of the driver ring (26) on the torsional vibration damper (12) is provided. 4. Coupling assembly according to one of claims 1 to 3, characterized in that the separating clutch (32) has a between a counter plate (44) and a rela tiv to the counter plate (44) axially displaceable pressure plate (46) compressible coupling disc (30) , wherein the clutch disc (30) is attached to the driver ring (26). 5. Coupling unit according to one of claims 1 to 4, characterized in that the driver ring (26) has a hub unit (64) which engages around the connecting element (70) and a driver plate (66) fastened to the hub unit (64) via a fastening means (68) wherein the hub unit (64) is coupled to a radial outer outer pipe section (74), in particular via an external toothing, in the coupling unit (28) and is mounted and / or on a radially inner inner pipe section (76) on the torsional vibration damper (12) is centered or the hub unit (64) is coupled to a radially inner inner pipe section (76), in particular via an external toothing, in the coupling unit (28) and is mounted and / or on a radially outer outer pipe section (74) on the torsional vibration damper (12) is centered. 6. Clutch assembly according to claim 5, characterized in that the with slave plate (66), from radially inside to radially outside, has a cranked course from the torsional vibration damper (12). 7. Clutch assembly according to one of claims 1 to 6, characterized in that a pressure chamber (54) having hydraulic actuator (48) is provided for actuation of the separating clutch (32), the pressure chamber (54) at least partially in a common Axial area with the separating clutch (32) is provided, in particular the pressure chamber (54) is provided at least partially in a common axial area with the driver ring (26). 8. A clutch unit according to the combination of claims 5 and 7, characterized in that in the pressure chamber (54) axially displaceably received piston (58) of the actuator (48) in a radius area radially outside of the fastening element (68) of the driver ring ( 26) is provided, wherein in particular an actuator housing (56) of the actuator (48) has a recess (72) open towards the torsional vibration damper (12) for receiving part of the fastening element (68). 9. Clutch assembly according to one of claims 1 to 8, characterized in that the torsional vibration damper (12) for torsional vibration damping has a dual mass flywheel (14) with a primary mass (16) that can be connected to a drive shaft of the internal combustion engine and a primary mass (16) which is designed, in particular, as a bow spring, Energy storage element (18) has limited relatively rotatable secondary mass (20) coupled to the primary mass (16), the secondary mass (20) having a centrifugal force pendulum (34) positioned radially inside to the energy storage element (18) for generating a rotational irregularity in the to Transmit NEN torque has opposite restoring torque, the energy storage element (18), the centrifugal pendulum (34) and the coupling device (28) are at least partially arranged in a common axial area. 10. Clutch assembly according to one of claims 1 to 9, characterized in that the shaft (50) is coupled to a rotor of an electrical machine for the electrical drive of the motor vehicle or forms the rotor of the electrical Ma machine.