DE102005037514B4 - Torque transmission device - Google Patents

Abstract

Torque transmission device in the drive train (1; 61) of a motor vehicle for torque transmission between a drive unit (3; 63), with an output shaft (4; 64; 151) and a transmission (5; 65) with at least two transmission input shafts (35, 36; 95, 96; 152,153)), each of which is connected non-rotatably to a clutch disc (31,42,91,102,174,178) having friction linings, an intermediate pressure plate (26; 78; 170) being arranged between the friction linings of one clutch disc and the friction linings of the other clutch disc, which is rotatably connected to the output shaft of the drive unit, the friction linings of the clutch disks (31, 42; 91, 102; 174, 178) between the intermediate pressure plate (26; 78; 170) and pressure plates (28, 39; 88, 100; 171, 172) are arranged, which with the help an actuating device (46,47; 106,107; 196,197) can be moved in the axial direction relative to the intermediate pressure plate (26; 78; 170) in relation to the transmission input shafts, in order to place the friction linings between d he intermediate pressure plate and the pressure plates, and wherein the intermediate pressure plate (26; 78; 170) is mounted in the radial direction on at least one of the transmission input shafts (35,36; 95,96; 152,153), characterized in that between the output shaft (151) A torsional vibration damping device (154) is connected to the drive unit (3.63) and the double clutch (150), which includes a damper input part (155), which is non-rotatably connected to the output shaft (151) of the drive unit (3.63), and a damper output part ( 160) which is detachably, that is to say non-destructively separable, connected to a double clutch housing part (168) to which the intermediate pressure plate (170) is attached.

Description

The invention relates to a torque transmission device in the drive train of a motor vehicle for the transmission of torque between a drive unit, in particular an internal combustion engine, with an output shaft, in particular a crankshaft, and a gearbox, with at least two gearbox input shafts, each of which is rotatably connected to a clutch disc having friction linings, with between the Friction linings of one clutch disc and the friction linings of the other clutch disc an intermediate pressure plate is arranged, which is rotatably connected to the output shaft of the drive unit, wherein the friction linings of the clutch discs are arranged between the intermediate pressure plate and pressure plates, which with the help of an actuating device in, based on the transmission input shafts, are movable in the axial direction relative to the intermediate pressure plate in order to clamp the friction linings between the intermediate pressure plate and the pressure plates and wherein the intermediate pressure kplatte ( 26th ; 78 ; 170 ) in the radial direction at least on one of the transmission input shafts ( 35 , 36 ; 95 , 96 ; 152 , 153 ) is stored.

The two clutch disks and the pressure plates that interact with them form a double clutch. In conventional torque transmission devices with a double clutch, the mounting of the double clutch often proves to be complicated. This is done on DE 1 292 962 A referenced, which discloses a generic torque transmission device.

The object of the invention is to create a torque transmission device according to the preamble of claim 1, by means of which the mounting of the double clutch is improved.

The object is achieved according to the features of claim 1. Further advantageous embodiments are described in the subclaims.

In the case of a torque transmission device in the drive train of a motor vehicle for torque transmission between a drive unit, in particular an internal combustion engine, with an output shaft, in particular a crankshaft, and a transmission, with at least two transmission input shafts, each of which is non-rotatably connected to a clutch disc having friction linings, with the a clutch disc and the friction linings of the other clutch disc an intermediate pressure plate is arranged, which is rotatably connected to the output shaft of the drive unit, wherein the friction linings of the clutch discs are arranged between the intermediate pressure plate and pressure plates, which with the help of an actuating device in, based on the transmission input shafts, in the axial direction are movable relative to the intermediate pressure plate in order to clamp the friction linings between the intermediate pressure plate and the pressure plates, the intermediate pressure plate is in radial Ric at least on one of the transmission input shafts. This creates a stiff and compact mounting for the double clutch. The intermediate pressure plate can be mounted directly or indirectly on one of the transmission input shafts, for example via an essentially tubular hub part.

A preferred embodiment of the torque transmission device is characterized in that the intermediate pressure plate is mounted on one of the transmission input shafts, in particular on an internally hollow transmission input shaft, in which a further transmission input shaft is rotatably arranged, with the aid of a bearing device, in particular a radial bearing. The storage can be done, for example, by a roller bearing or a plain bearing.

Another preferred embodiment of the torque transmission device is characterized in that one of the clutch disks is detachably, that is, non-destructively separable, attached to one of the transmission input shafts, in particular to the further transmission input shaft. The bearing for the intermediate pressure plate is, for example, a support bearing that is pushed onto a bearing seat provided on the hollow transmission input shaft during assembly of the double clutch and is fixed in the axial direction with a locking ring. One of the clutch disks is then attached to the further transmission input shaft.

Another preferred exemplary embodiment of the torque transmission device is characterized in that the clutch disc fastened to one of the transmission input shafts, in particular to the further transmission input shaft, is designed in two parts. The clutch disc attached to the further transmission input shaft on the engine side prevents access to the locking ring. The two-part design facilitates access to the storage of the intermediate pressure plate.

Another preferred embodiment of the torque transmission device is characterized in that the clutch disc attached to one of the transmission input shafts, in particular to the further transmission input shaft, has a hub part from which an inner flange ring extends, which is detachably, i.e. non-destructively separable, fastened to an outer flange ring , on the radially outer friction linings are appropriate. The radially outer flange ring is preferably installed in the double clutch on the gearbox side during assembly. The radially inner flange ring with the hub part is loosely enclosed with the double clutch and only installed after the securing ring has been attached.

Another preferred exemplary embodiment of the torque transmission device is characterized in that the two flange rings are connected to one another by at least one screw connection. The two flange parts are advantageously centered via a centering seat. The two flange rings can be connected to one another in a form-fitting manner, for example via a tooth system. The two flange parts or flange rings are preferably releasably connected to one another by at least one snap connection.

Another preferred embodiment of the torque transmission device is characterized in that one of the transmission input shafts is designed as a hollow shaft in which the further transmission input shaft is rotatably arranged, a substantially tubular hub part with a drive-side and a transmission-side end being rotatably arranged between the two transmission input shafts, with the intermediate pressure plate is attached to the drive-side end of the hub part. It is preferably fastened by rivets. The intermediate pressure plate can also be fastened to the hub part by flanging or by a centering seat with a circlip.

Further preferred exemplary embodiments of the torque transmission device are characterized in that the hub part is mounted in the region of its end on the transmission side in the hollow shaft within the hollow shaft on the hollow shaft or on the further transmission input shaft. The storage can be done by a roller bearing, preferably a needle bearing, or by a plain bearing. For lubrication, the bearing can be connected to the oil chamber of the gear unit or it can be equipped with its own, independently sealed grease lubrication system. The stiffness of the mounting is preferably designed so that the natural frequency of the tilting oscillation - in relation to the first order - is above the driving range.

Another preferred exemplary embodiment of the torque transmission device is characterized in that the intermediate pressure plate is supported in the axial direction on one of the transmission input shafts. As a result, the actuating forces of the double clutch acting in the axial direction are no longer transmitted to the crankshaft.

Another preferred exemplary embodiment of the torque transmission device is characterized in that the double clutch can be preassembled in a clutch housing. The clutch housing is also referred to as a clutch bell. The accessibility of the pre-assembly points is made possible, for example, by means of corresponding access options in the drive-side clutch disc of the double clutch.

Another preferred exemplary embodiment of the torque transmission device is characterized in that the bearing point of the preassembled double clutch is arranged in the area or in the vicinity of the center of gravity of the double clutch. This arrangement of the bearing point or bearing device of the intermediate pressure plate simplifies the assembly and transport of the preassembled double clutch.

Another preferred embodiment of the torque transmission device is characterized in that one of the transmission input shafts is designed as a hollow shaft in which the further transmission input shaft is rotatably arranged, the intermediate pressure plate being mounted directly on one of the transmission input shafts, in particular on the further transmission input shaft, with the aid of a bearing device. At the drive-side end of the further transmission input shaft, an additional pilot bearing for the further transmission input shaft can be provided in the output shaft.

Another preferred embodiment of the torque transmission device is characterized in that one of the transmission input shafts is designed as a hollow shaft in which the further transmission input shaft is rotatably arranged, the intermediate pressure plate being supported by a bearing device on a hub bearing part that is detachable, i.e. separable without destruction is attached to the drive-side end of the further transmission input shaft. The hub bearing part can be fastened, for example, with the aid of a screw which is screwed into a corresponding threaded hole in the drive-side end of the further transmission input shaft.

Another preferred exemplary embodiment of the torque transmission device is characterized in that one of the clutch disks is connected to the hub bearing part in a rotationally fixed manner. The hub bearing part enables both clutch disks to have the same hub geometry. At the drive-side end of the hub bearing part, an additional pilot bearing for the additional transmission input shaft can be provided in the output shaft.

Another preferred embodiment of the torque transmission device is characterized in that the bearing device comprises an outer bearing ring which is fastened radially on the inside to the intermediate pressure plate, and / or an inner bearing ring which is fastened radially on the outside to the associated transmission input shaft. The bearing device is preferably designed as an angular contact ball bearing, for example as a deep groove ball bearing. The bearing outer ring can also be integrated into the intermediate pressure plate. Rolling bodies are arranged in a known manner between the bearing outer ring and the bearing inner ring.

Another preferred embodiment of the torque transmission device is characterized in that the inner bearing ring has a support section which is pushed radially on the inside onto one of the transmission input shafts in such a way that the transmission-side end of the support section rests against a shoulder which is formed on the associated transmission input shaft. The support section essentially has the shape of a circular cylinder jacket. Radially on the outside, the support section forms a contact surface for the rolling elements of the bearing device. Instead of the shoulder, a locking ring can also be fixed in the axial direction on the associated transmission input shaft.

Another preferred exemplary embodiment of the torque transmission device is characterized in that a fastening section extends from the drive-side end of the support section, to which a retaining ring is fastened in a detachable, that is, non-destructively separable manner. The fastening section extends essentially in the radial direction. The retaining ring is preferably fastened to the fastening section with the aid of at least one screw connection.

Another preferred exemplary embodiment of the torque transmission device is characterized in that the retaining ring is fastened to the fastening section of the bearing inner ring with the aid of at least one screw connection. The screw connection is accessible during assembly, for example through a corresponding opening in the associated drive-side clutch disc.

Another preferred embodiment of the torque transmission device is characterized in that the retaining ring has a fixing section radially on the inside, which, depending on the screwing state of the screw connection, exerts such a closing force on a locking ring that the locking ring engages in an annular groove in the associated transmission input shaft is provided. This enables the bearing device to be axially fixed on the associated transmission input shaft in a simple manner.

Another preferred embodiment of the torque transmission device is characterized in that the locking ring is slotted and preloaded so that it can be slipped onto the associated transmission input shaft. Only when the screw is tightened is the pretensioning force of the locking ring overcome in order to fix it in the axial direction in the ring groove.

Another preferred exemplary embodiment of the torque transmission device is characterized in that the bearing outer ring, the bearing inner ring, the retaining ring and / or the locking ring are formed from sheet metal. As a result, the manufacturing costs can be reduced.

The embodiment of the torque transmission device according to the invention is characterized in that a torsional vibration damping device, in particular a dual-mass flywheel, is connected between the output shaft of the drive unit and the double clutch, which includes a damper input part, which is non-rotatably connected to the output shaft of the drive unit, and a damper output part which is detachable, that is, non-destructively separable, is connected to a double clutch housing part to which the intermediate pressure plate is attached. The releasable connection is preferably a form-fitting, axial plug connection, in particular with complementary toothing. The input part of the vibration damping device is centered on the crankshaft. The double clutch is centered on one of the transmission shafts. A possibly occurring offset in the radial direction can take place at the contact point between the output part of the vibration damping device and the energy stores, in particular arc springs, of the vibration damping device. The plug connection, which is preferably designed as a spline, ensures sufficient axial mobility of the double clutch relative to the vibration damping device. This simplifies assembly. The primary parts or input parts of the vibration damping device can be preassembled on the crankshaft. In addition, axial oscillating movements of the crankshaft that occur during operation are not transmitted to the clutch.

Another preferred embodiment of the torque transmission device is characterized in that a spring device is pretensioned between the double clutch housing part and the damper output part, by means of which the damper output part against a Friction / sliding device is pressed, which is arranged between the damper input part and the damper output part. The spring device is preferably a plate spring. The friction / slide device is attached either to the damper input part or to the damper output part.

Another preferred exemplary embodiment of the torque transmission device is characterized in that the damper output part has a recess on its inside radially inside the friction / sliding device for receiving a section of the double clutch housing part. This ensures a stable, non-rotatable connection between the parts connected by the plug connection.

Another preferred embodiment of the torque transmission device is characterized in that the double clutch housing part is formed from sheet metal and has a flange area which is used to fasten the double clutch housing part to the intermediate pressure plate. The flange area preferably comprises a plurality of feet with through holes for the passage of fastening means, such as screws or rivets.

Another preferred embodiment of the torque transmission device is characterized in that the double clutch housing part has an external toothing area which is formed in one piece with the flange area and complementary to an internal toothing which is provided radially on the inside on the damper output part. The complementary toothing enables a non-rotatable plug connection between the double clutch housing part and the output part of the vibration damping device in a simple manner.

Another preferred exemplary embodiment of the torque transmission device is characterized in that the external toothing area is arranged in the radial direction between the internal diameter and the external diameter of the friction linings of the adjacent clutch disc. This arrangement has proven to be particularly advantageous in the context of the present invention.

Another preferred exemplary embodiment of the torque transmission device is characterized in that a stiffening edge is formed on the double clutch housing part radially inside the external toothing area. Alternatively, another part could be inserted inside for stiffening.

Another preferred embodiment of the torque transmission device is characterized in that the damper output part essentially has the shape of a circular ring disc made of sheet metal, on which internal teeth are formed radially on the inside and at least one driver finger or driver arm is formed radially on the outside, which engages in an energy storage device of the torsional vibration damping device. The internal toothing can be designed continuously. However, the internal toothing can also have areas without toothing for reinforcement in the circumferential direction in order to improve the deformation behavior of the double clutch housing part. The damper output part can be designed in one or more parts.

Another preferred exemplary embodiment of the torque transmission device is characterized in that two driver fingers or driver arms are formed on the damper output part, radially on the outside, diametrically opposite one another. This ensures adequate functioning of the torsional vibration damping device.

Another preferred exemplary embodiment of the torque transmission device is characterized in that a radially extending slot is formed in each case in the area of the driver fingers in the damper output part. The slots serve to make the output part elastic. This makes it possible to preload the connection between the damper output part and the double clutch housing part in the assembled state.

• 1 eine Drehmomentübertragungseinrichtung mit einer zweigeteilten Kupplungsscheibe im Längsschnitt;
• 2 die Drehmomentübertragungseinrichtung aus 1 bei der Montage der zweigeteilten Kupplungsscheibe;
• 3 die Drehmomentübertragungseinrichtung aus 1 vor dem Einbau einer Drehschwingungsdämpfungseinrichtung;
• 4eine nicht beanspruchte Drehmomentübertragungseinrichtung mit einer so genannten Auf-Rohr-Lagerung im Längsschnitt;
• 5eine nicht beansprucht Drehmomentübertragungseinrichtung mit einer so genannten Im-Rohr-Lagerung im Längsschnitt;
• 6 eine Drehmomentübertragungseinrichtung mit einer in axialer Richtung an einer der Getriebeeingangswellen abgestützten Zwischendruckplatte bei der Montage im Längsschnitt;
• 7 eine ähnliche Drehmomentübertragungseinrichtung wie in 6 im zusammengebauten Zustand;
• 8 eine ähnliche Darstellung wie in 7, wobei die Zwischendruckplatte auf einer Getriebehohlwelle gelagert ist;
• 9 ein weiteres Ausführungsbeispiel, bei dem die Zwischendruckplatte auf einem Nabenlagerteil gelagert ist, das am Ende einer der Getriebeeingangswellen befestigt ist;
• 10 ein weiteres Ausführungsbeispiel, bei dem die Lagerung der Zwischendruckplatte zum Antrieb hin versetzt ist;
• 11 einen vergrößerten Ausschnitt aus 8;
• 12 eine perspektivische Darstellung eines Dämpferausgangsteils, das auf ein Kupplungsgehäuseteil aufsteckbar ist;
• 13 einen vergrößerten Ausschnitt aus 12;
• 14 ein Dämpferausgangsteil gemäß einem weiteren Ausführungsbeispiel in der Draufsicht;
• 15 ein Dämpferausgangsteil in einer geschlitzten Variante;
• 16 ein Dämpferausgangsteil in einer zweiteiligen Ausführung und
• 17 eine nicht beanspruchte Drehmomentübertragungseinrichtung gemäß einem weiteren Ausführungsbeispiel, bei dem die Kupplungsscheiben der Doppelkupplung jeweils über einen separaten Dämpfer mit der zugehörigen Getriebeeingangswelle gekoppelt sind.

Further advantages, features and details of the invention emerge from the following description, in which various exemplary embodiments are described in detail with reference to the drawing. The features mentioned in the claims and in the description can each be essential to the invention individually or in any combination. Show it:

• 1 a torque transmission device with a two-part clutch disc in longitudinal section;
• 2 the torque transmission device off 1 when assembling the two-part clutch disc;
• 3 the torque transmission device off 1 before installing a torsional vibration damping device;
• 4one unclaimed torque transmission device with a so-called on-tube mounting in longitudinal section;
• 5one not claimed torque transmission device with a so-called in-tube mounting in longitudinal section;
• 6th a torque transmission device with an intermediate pressure plate supported in the axial direction on one of the transmission input shafts during assembly in longitudinal section;
• 7th a similar torque transmission device as in 6th in the assembled state;
• 8th a similar representation as in 7th , wherein the intermediate pressure plate is mounted on a hollow transmission shaft;
• 9 a further embodiment in which the intermediate pressure plate is mounted on a hub bearing part which is attached to the end of one of the transmission input shafts;
• 10 a further embodiment in which the bearing of the intermediate pressure plate is offset towards the drive;
• 11 an enlarged section 8th ;
• 12th a perspective view of a damper output part that can be plugged onto a clutch housing part;
• 13th an enlarged section 12th ;
• 14th a damper output part according to a further embodiment in plan view;
• 15th a damper output part in a slotted variant;
• 16 a damper output part in a two-part design and
• 17th a not claimed torque transmission device according to a further exemplary embodiment, in which the clutch disks of the double clutch are each coupled to the associated transmission input shaft via a separate damper.

In 1 is part of a drive train 1 a motor vehicle shown. Between a drive unit 3 , in particular an internal combustion engine, of which a crankshaft 4th goes out, and a gearbox 5 is a double clutch 6th arranged. Between the drive unit 3 and the double clutch 6th is a vibration damping device 8th switched. With the vibration damping device 8th it is a dual mass flywheel.

The crankshaft 4th the internal combustion engine 3 is about screw connections 9 , 10 fixed with an input part 11 the torsional vibration damping device 8th tied together. The entrance part 11 the torsional vibration damping device 8th essentially has the shape of a circular ring disk which extends in the radial direction and which forms a vibration damper cage radially on the outside. At the entrance part 11 is a starter ring gear radially on the outside 12th attached. At least one energy storage device, in particular a spring device, is located in the vibration damper cage 16 , at least partially included. In the spring device 16 grabs an output part 18th the vibration damping device 8th a. Between the entrance part 11 and the output part 18th is a sliding / friction ring 19th arranged on the input part 11 is attached. Between the starting part 18th and a coupling housing part 22nd is a disc spring 20th biased so that the output part 18th the torsional vibration damping device 8th against the sliding / friction ring 19th is pressed.

The starting part is radially inside 18th the torsional vibration damping device 8th releasable, that is to say non-destructively separable, with the coupling housing part 22nd tied together. On the coupling housing part 22nd is with the help of riveted connections, only one of which is shown in the sectional view 24 you can see an intermediate pressure plate 26th attached. On the drive side are between the intermediate pressure plate 26th and a printing plate 28 Friction linings 29 a first clutch disc 31 clampable. The first clutch disc 31 is about a hub part 33 non-rotatably with a first transmission input shaft 35 connected, which is designed as a solid shaft. The first transmission input shaft 35 is in a second transmission input shaft 36 , which is designed as a hollow shaft, rotatably arranged. At the drive end of the second transmission input shaft 36 is with the help of a roller bearing 37 a hub part 38 rotatably mounted on the radially outside the intermediate pressure plate 26th is appropriate. On the gear side are between the intermediate pressure plate 26th and a printing plate 39 Friction linings 40 a second clutch disc 42 clampable. The second clutch disc 42 is about a hub part 43 non-rotatably with the second transmission input shaft 36 tied together.

The double clutch 6th has a clutch housing 44 on where the printing plates 28 , 39 are attached axially displaceably non-rotatably. Also is the intermediate pressure plate 26th on the clutch housing 44 attached. The clutch housing 44 is via the coupling housing part 22nd and the torsional vibration damping device 8th with the crankshaft 4th tied together. The double clutch 6th is in a known manner via actuators 46 , 47 that with operating levers 48 , 49 cooperate, operated.

In 2 is the double clutch 6th shown during assembly. The second clutch disc 42 and the hub part 38 with the intermediate pressure plate 26th as well as the roller bearing 37 are pre-assembled on the gearbox side. You can also see in 2 that the first clutch disc 31 an inner flange ring 51 , the one on the hub part 33 is attached, and an outer flange ring 52 includes on which the friction linings 29 are attached. In 2 are the friction linings 29 with the outer flange ring 52 as well as the printing plate 28 Pre-assembled on the drive side. The hub part 33 with the inner flange ring 51 the first clutch disc 31 is not yet installed. In this state, a locking ring 55 for axial fixation of the rolling bearing 37 at the end of the second transmission input shaft on the transmission side 36 be attached. Then the hub part can then 33 be attached to the outer flange ring with the inner flange ring.

In 3 is the first clutch disc 31 shown in the assembled state. In a next assembly step, the connection between the coupling housing part 22nd and the output part 18th the torsional vibration damping device 8th manufactured.

In 4th is part of a drive train 61 a motor vehicle shown. Between a drive unit 63 , in particular an internal combustion engine, of which a crankshaft 64 goes out, and a gearbox 65 is a double clutch 66 arranged. The crankshaft 64 the internal combustion engine 63 is about screw connections 68 non-rotating with a so-called flex plate 70 tied together. Radially outside is on the flex plate 70 a starter ring gear 71 attached. On the starter ring gear 71 are multiple wings 72 attached by a carrier plate 73 go out. The carrier plate 73 is fixed to the crankshaft 64 tied together. About screw connections 75 is on the carrier plate 73 an intermediate pressure plate radially on the outside 78 and a coupling housing part 79 attached.

On the drive side are between the intermediate pressure plate 78 and a printing plate 88 Friction linings 89 a first clutch disc 91 clampable. The first clutch disc 91 is with the interposition of a torsional vibration damping device 92 with a hub part 93 coupled, the non-rotatably with a first transmission input shaft 95 connected is. The first transmission input shaft 95 is designed as a solid shaft and rotatable in a second transmission input shaft 96 arranged, which is designed as a hollow shaft.

With the help of a needle bearing 97 is a tubular hub part 98 rotatable on the first transmission input shaft 95 stored. The tubular hub part 98 is between the two transmission input shafts 95 and 96 arranged. The tubular hub part has on the drive side 98 a conically widening area on the radially outside with the help of riveted connections 99 the intermediate pressure plate 78 is attached.

On the gear side are between the intermediate pressure plate 78 and a printing plate 100 Friction linings 101 a second clutch disc 102 clampable. The second clutch disc 102 is via a torsional vibration damping device 103 with a hub part 104 coupled, the non-rotatably with the second transmission input shaft 96 connected is.

The two pressure plates 88 and 100 are in a known manner with the help of actuators 106 , 107 and operating levers 108 , 109 movable in the axial direction relative to the intermediate pressure plate 78. The bearing and torque transmission from the crankshaft 64 on the double clutch 66 takes place via the carrier plate 73 and the Flex Plate 70 . The tubular hub part 98 is radial between the two transmission input shafts 95 and 96 of the dual clutch transmission arranged.

The in 5 The illustrated embodiment is a similar torque transmission device as in 4th . The same reference numerals are used to designate the same parts. To avoid repetition, please refer to the previous description of the 4th referenced. Only the differences between the two exemplary embodiments are discussed below.

The in 4th The embodiment shown is the tubular hub part 98 on the solid wave 95 stored. The in 5 illustrated embodiment is the tubular hub part 98 in the hollow shaft 96 stored, with the help of a needle bearing 117 .

In the 1 until 5 In the illustrated embodiments, the engagement force is supported on the crankshaft when the double clutch is actuated. The carrier plate is used to increase the rigidity 73 in the 4th and 5 The illustrated embodiments are preferably formed with conical surfaces and have air holes to ensure good cooling of the double clutch 66 to ensure. To increase the rigidity, the tubular hub part 98 in the transition area of the intermediate pressure plate 78 the conical area. The tubular hub part 98 itself can be formed from an inductively hardenable or usable deep-drawn sheet metal part or from a corresponding forged part.

In 6th a torque transmission device is shown in longitudinal section, also as Clutch unit 140 referred to as. The clutch unit 140 includes a double clutch 150 who have favourited a driving wave 151 , in particular a crankshaft of a motor vehicle engine, with two drivable shafts 152 , 153 , such as transmission input shafts in particular, can connect and disconnect from them. The double clutch 150 is about a vibration damper 154 can be connected to the motor vehicle engine, which is also referred to as an internal combustion engine. The one from the crankshaft 151 here in the damper 154 Introduced torsional vibrations are thereby at least substantially filtered, so that they at least not fully affect the double clutch 150 or on the gear shafts 152 , 153 be transmitted.

With regard to the basic structure and function of the damper 154 , which is part of a so-called dual-mass flywheel, or forms such a dual-mass flywheel, is on the DE 197 28 422 A1 , the DE 195 22 718 A1 , the DE 41 22 333 A1 , the DE 41 17 582 A1 and the DE 41 17 579 A1 referenced. The damper 154 has an input part 155 that is connected to the crankshaft via radially inner areas 151 , for example by means of screws 156 , is firmly connected. The entrance part 155 is formed here by a sheet metal part, which is another component radially on the outside 157 carries, which is also formed here by a sheet metal part. The two components 155 and 157 delimit an annular chamber 158 , in which at least the energy storage, here in the form of coil springs 159 , at least one damper are included. The chamber 158 is preferably sealed at least radially towards the outside and contains at least a small amount of viscous medium, which is preferably formed by a lubricant. That from the crankshaft 151 in the clutch unit 140 Introduced torque is via the input part 155 , 157 on the energy storage 159 transferred and from there via a likewise to the energy storage 159 attacking starting part 160 to the double clutch 150 forwarded. The starting part 160 is formed here by a flange-like component that is inserted into the chamber 158 engages radially from the inside and over arms or fingers 161 with the end areas of the energy storage 159 cooperates.

Between the entrance part 155 and the output part 160 is a sliding / friction ring 163 arranged on the input part 155 is attached. Between the starting part 160 and the component 157 is a disc spring 164 biased so that the output part 160 the torsional vibration damping device 154 against the sliding / friction ring 163 is pressed.

The starting part is radially inside 160 the torsional vibration damping device 154 with internal teeth 166 fitted. The internal gearing 166 of the output part 160 is complementary to external teeth 167 formed on a coupling housing part 168 is trained. The toothing is designed so that the torsional vibration damping device 154 with the starting part 160 on the coupling housing part 168 can be plugged in the axial direction. The coupling housing part 168 is through the connections 169 , of which in the sectional view of the 6th only one riveted connection is shown on an intermediate pressure plate 170 attached. The intermediate pressure plate 170 works with printing plates 171 , 172 together, which are provided on the transmission side and the drive side. Between the intermediate pressure plate 170 and the printing plate 172 are friction linings 173 can be clamped radially on the outside of a first clutch disc 174 are attached. The first clutch disc 174 is radially inside on a hub part 175 attached, the non-rotatable on the gear shaft 152 is attached, which is designed as a solid shaft.

The full wave 172 , which is also referred to as the first transmission input shaft, is in the second transmission input shaft 153 , which is designed as a hollow shaft, rotatably arranged. At the drive end of the second transmission input shaft 153 is a hub part 178 non-rotatably attached, on the radially outside a second clutch disc 179 is attached. On the second clutch disc 179 in turn there are friction linings radially on the outside 180 attached between the intermediate pressure plate 170 and the printing plate 171 can be pinched.

The gear shaft designed as a solid shaft 152 points between the hub part 175 and the hub part 178 a shaft section 181 on which a storage facility 183 for the intermediate pressure plate 170 is mounted. The storage facility 183 includes a bearing outer ring 184 , the radially inside on the intermediate pressure plate 170 is attached, and a bearing inner ring 185 , the radially outside on the shaft section 181 is arranged. Between the bearing inner ring 185 and the bearing outer ring 184 are rolling elements 186 , arranged in the form of balls or rollers. The bearing inner ring 185 is in the axial direction by retaining rings 188 , 189 that are in corresponding grooves in the solid shaft 152 are attached, fixed in the axial direction. The locking ring 189 is slotted and is also referred to as a locking ring. Radially outside is on the bearing inner ring 185 with the help of a screw 190 a retaining ring 191 attached by the lock ring 189 in its associated annular groove in the solid shaft 152 is fixed.

In 6th is the clutch unit 140 shown in the pre-assembled state. The torsional vibration damping device 154 , also known as a dual mass flywheel, is on the crankshaft 158 pre-assembled. The double clutch 150 is with the help of the storage facility 183 on the Transmission input shaft 152 pre-assembled. The hub parts 175 , 178 are non-rotatably with the respective gear shafts 152 , 153 tied together. When assembling the storage facilities 183 and especially the screw 190 for mounting and in particular for axially fixing the bearing device 183 serves through an opening 192 in the first clutch disc 174 accessible from the outside. The axial fixation of the bearing device 183 between the locking rings 188 , 189 on the shaft section 181 the gear shaft 152 is made with the help of the screw 190 and the retaining ring 191 achieved. Due to the axial support of the intermediate pressure plate 170 on the gear shaft 152 is the flow of power when the double clutch is actuated 150 closed. The transmission input shafts 152 , 153 are equipped with helical teeth on the gearbox side, which enable the absorption of axial forces. According to one aspect of the present invention, the output part 160 of the dual mass flywheel 154 not centered by an additional bearing. According to a further aspect of the present invention, the storage device 183 in the area or near the center of gravity of the double clutch 150 arranged. This creates a stable support for the double clutch 150 during transport and assembly.

The double clutch 150 has a clutch housing 194 on where the intermediate pressure plate 170 is attached. The printing plates 171 , 172 are non-rotatable, but axially displaceable on the clutch housing 194 appropriate. The clutch housing 194 can about the gearing 166 , 167 non-rotatably with the crankshaft 151 get connected. The double clutch 150 is in a known manner via actuators 196 , 197 operated with operating levers 198 , 199 cooperate.

At the drive end of the gear shaft 152 is a journal 201 formed in a blind hole 204 can be received in the transmission-side end of the crankshaft 151 is trained. In the blind hole 204 is a needle bearing 206 arranged, which is also referred to as the pilot camp.

In 7th is a similar torque transfer device 140 as in 6th is shown, shown in the assembled state. For the sake of clarity, not all parts are provided with reference symbols. The output part is in the assembled state 160 of the dual mass flywheel 154 thanks to its internal teeth 166 with the external toothing 167 of the coupling housing part 168 non-rotatably connected. The connection is also called an axial plug connection 220 designated. When mounting the gearbox on the engine block, the connection of the double clutch 150 with the dual mass flywheel 154 via the spline 220 manufactured. The starting part can be 160 , the torsional vibration damping device 154 , which is also referred to as the output flange, on the coupling housing part 168 center. A bearing, in particular a radial bearing, between the input part 155 and the output part 160 of the dual mass flywheel 154 not necessary. Through the splines 220 an axial displaceability is retained, which ensures a decoupling of vibrations. The storage facility 183 is conveniently located to the center of gravity of the double clutch 150 . In the assembled state of the double clutch 150 is the journal 201 the gear shaft 152 through the needle bearing 206 in the crankshaft 151 stored. The bearing is also referred to as a pilot bearing and is used to improve the radial support of the coupling mass. The pilot bearing also results in a lower radial offset of the gear shaft 152 to the crankshaft 151 achieved.

In 8th shows a torque transmission device according to a further embodiment. The same reference symbols are used to denote the same parts as in the previous exemplary embodiments, the reference symbols in FIG 8th can be omitted. Only the differences between the individual exemplary embodiments are discussed below.

The in 8th illustrated embodiment, the intermediate pressure plate is not on the first gear shaft 152 , which is designed as a solid shaft, but on the second gear shaft 153 stored, which is designed as a hollow shaft. The gearbox hollow shaft 153 has a shaft section at its drive-side end 221 on which a storage facility 223 is mounted. The storage facility 223 has a bearing outer ring 224 on, the radially inside on the intermediate pressure plate 170 is attached. In addition, the storage facility 223 a bearing inner ring 225 on, the radially outside on the shaft section 221 the gearbox hollow shaft 153 is arranged. Between the bearing inner ring 225 and the bearing outer ring 224 are rolling elements 226 arranged.

The bearing inner ring 225 is on the transmission side in the axial direction on a shoulder 228 fixed on the gear shaft 153 is appropriate. The inner ring of the bearing is on the drive side 225 by a locking ring 229 fixed, which is also referred to as a locking ring and in an annular groove in the gear shaft 153 intervenes. Radially outside is on the bearing inner ring 225 with the help of a screw 230 a retaining ring 231 attached by the lock ring 229 into the ring groove of the gear shaft 153 is pressed.

The gearbox hollow shaft 153 is preferably directly in a (not shown) gear housing stored. For the axial coupling support, it can therefore be advantageous to place the double coupling on the hollow shaft 153 to fix. This ensures less axial play.

In 9 FIG. 11 is a similar embodiment to that in FIG 6th and 7th shown. The same reference numerals are used to designate the same parts. To avoid repetition, please refer to the previous description of the 6th and 7th referenced. Only the differences between the exemplary embodiments are discussed below.

The in 9 illustrated embodiment is the coupling housing part 168 pulled radially further inward than in the previous embodiments. The internal gearing 166 of the output part 160 the torsional vibration damper 154 as well as the external toothing 167 of the coupling housing part 168 are in the area of the inner diameter of the friction linings 173 , 180 the double clutch 150 arranged.

In addition, the in 9 illustrated embodiment the hub part 175 not directly on the solid gear shaft 152 , but on a hub bearing part 235 stored. The hub bearing part 235 essentially has the shape of a circular cylinder jacket section which has the same outer diameter as the hollow transmission shaft 153 having. At the drive end of the hub bearing part 235 is a bearing sleeve 236 provided that have a smaller outer diameter than the hub bearing part 235 having. The bearing sleeve 236 is with the help of a needle bearing 237 , which is also referred to as a pilot bearing, in a holding body 238 rotatably mounted with the help of the screws 156 on the crankshaft 151 is attached.

The circular cylinder jacket section of the hub bearing part 235 is also called a fastening section 239 designated. The fastening section 239 of the hub bearing part 235 is non-rotating radially on the outside with the hub part 175 the first clutch disc 174 tied together. The hub bearing part 235 is with the help of a screw 241 at the drive end of the solid gear shaft 152 attached. The fastening section 239 of the hub bearing part 235 has a paragraph at its end on the transmission side 242 on. Through the paragraph 242 becomes a storage facility 243 for the intermediate pressure plate 170 in the axial direction on the solid gear shaft 152 fixed. The storage facility 243 includes a bearing outer ring 244 , the radially inside on the intermediate pressure plate 170 is attached. Also includes the storage facility 243 a bearing inner ring which radially outwards onto the end of the hub bearing part on the transmission side 235 is mounted. The bearing inner ring 245 is supported in the axial direction on the shoulder 242 away. Between the bearing inner ring 245 and the bearing outer ring 244 are rolling elements 246 arranged.

The storage facility 243 can on the hub bearing part 235 pre-assembled and thus axially fixed. When assembling the double clutch 150 into a clutch bell 247 becomes the hub bearing part 235 on the drive-side end of the solid gear shaft 152 postponed. The screw 241 for axial fixation of the hub bearing part 235 on the solid gear shaft 152 is easy to reach during assembly. The axial support of the coupling force is via the shoulder 242 on the hub bearing part 235 achieved.

Due to the non-rotatable connection of the hub part 175 with the hub bearing part 235 the torque transmission between the clutch disc is also controlled via this part 174 and the solid gear shaft 152 achieved. It is particularly advantageous that the two clutch disks 174 , 179 due to the outer diameter of the fastening portion 239 can have the same hub geometry.

In 10 FIG. 11 is a similar embodiment to that in FIG 6th and 7th shown. The same reference numerals are used to designate the same parts. To avoid repetition, refer to the previous description of the 6th and 7th referenced. Only the differences between the individual exemplary embodiments are discussed below.

The in 10 illustrated embodiment is on the intermediate pressure plate 170 a coupling housing part 248 attached, which extends radially further inward than in the previous embodiments. The coupling housing part is radially outside 248 with the help of riveted joints 249 on the intermediate pressure plate 270 attached. In the area of the pressure plate 172 is the coupling housing part 248 through the external toothing 167 non-rotatably with the internal toothing 166 of the damper output part 160 tied together. From the area of the coupling housing part 248 with the external toothing 167 a connecting part extends 252 radially inwards. The radially inner end of the connector 252 is based on a storage facility 253 on the solid gear shaft 152 away. The storage facility 253 includes a bearing outer ring 254 and a bearing inner ring 255 . Between the bearing inner ring 255 and the bearing outer ring 254 are rolling elements 256 arranged. The bearing outer ring 254 is on a support ring 257 attached, with the help of a locking ring 259 , also known as the locking ring, to the crankshaft 151 is fixed towards in the axial direction. On the side of the bearing device facing the gearbox 255 is the hub part 175 the first clutch disc 174 non-rotatably on the solid shaft 152 appropriate. the Storage facility 253 is on a wave section 261 the solid gear shaft 152 arranged between the journal 201 the gear shaft 152 and the hub part 175 is arranged.

The in 10 The illustrated embodiment is the storage facility 253 on the drive side in front of the clutch disc hubs 175 , 178 arranged. This makes the assembly of the axial fixation easier. However, this arrangement has the disadvantage that the storage device 253 not optimal under the center of gravity of the double clutch 150 is arranged.

In 11 is the cutout with the storage facility 223 the end 8th shown enlarged. In 11 you can see that the bearing inner ring 225 a substantially circular cylinder jacket-shaped support section 265 has that between the paragraph 228 and the lock ring 229 in the axial direction on the drive-side end of the hollow transmission shaft 153 is fixed. From the drive-side end of the support section 265 a fastening section extends 267 essentially in the radial direction outwards. On the fastening section 267 , which is integral with the support section 265 connected is with the help of the screw 230 the retaining ring 231 attached. In 11 you can see that the storage facility 223 is formed from sheet metal parts. Before assembly are the screws 230 , also known as retaining screws, are loosened. This can cause the retaining ring 231 move in the axial direction, thus allowing the pretensioned, slotted locking ring 229 can expand. When the double clutch with the storage facility 223 on the gearbox hollow shaft 153 is attached, then the retaining screws 230 through the openings 192 in the first clutch disc 174 be attracted. The radially inner conical retaining ring 231 presses when tightening the retaining screws 230 the lock ring 229 so that it fits into the annular groove in the hollow shaft of the gear unit 153 adds. This fixes the double clutch in the axial direction. In the event of dismantling, the retaining screws 230 be solved. Then the locking ring 129 opens due to its pretension. Depending on the design, for axial fixation of the bearing device 223 instead of the lock ring 229 snap hooks or a bayonet ring can also be used. However, it must be ensured that the corresponding assembly points, for example through the openings 192 , are accessible from the outside during assembly.

In 12th are a damper output part 160 with internal teeth 166 and a clutch housing part 168 with an external toothing 167 , as with the torque transmission devices of the 6th and 7th , shown in isolation in perspective. The damper output part 160 , which is also referred to as a coupling flange, is designed as a sheet metal part. Radially outside are on the damper output part 160 two arms or fingers 161 , 162 arranged diametrically opposite. The internal gearing 166 and the external gearing 167 are equipped with chamfers and curves that serve as assembly aids. A high number of teeth and the same tooth shape over the entire circumference make it easy to find the spline during assembly. The dual-mass flywheel flange is used to keep a lot of space free for the clutch on the clutch side of the flange 160 axially and radially narrow.

The coupling housing part 168 has a flange area on the transmission side 281 on that of several feet 282 , 283 , 284 having. There are several through holes in each of the feet 286 , 287 , 288 provided, which are used to carry out fasteners. The coupling housing part faces radially inward 168 a stiffening edge 290 on. The stiffening wheel 290 serves to prevent undesired deformation of the external toothing 167 to keep it low.

In 13th is an excerpt from 12th shown enlarged, with the internal teeth 166 of the damper output part 160 with the external toothing 167 of the coupling housing part 168 is engaged. How to get in 13th sees, can the coupling housing part 168 in the axial direction with its external teeth in the damping input part 160 to be introduced.

In the 14th until 16 are different embodiments of the damper output part 160 shown in plan view. All the exemplary embodiments have in common that two arms or fingers 161 , 162 diametrically opposite outside of the damper output part 160 stick out. In addition, the damper output part is 160 executed relatively slim in all three embodiments. When force is introduced by the arc springs of the dual-mass flywheel, there is a tendency to bulge in the radial direction. By picking up the damper output part 160 on the stiffer coupling housing part 168 (please refer 12th ), which is also referred to as the inner part, the size of the deformation is brought to a level that is compatible with the toothing.

The in 14th The illustrated embodiment is the toothing 166 not continuously developed, but there are also areas 294 , 295 provided without toothing. Through the areas 294 , 295 without toothing, the deformation behavior of the damper output part 160 to be further improved.

The in 15th illustrated embodiment are in the area of the arms 161 , 162 radially inside slots 298 , 299 in the damper output part 160 appropriate. The slots 298 , 299 extend in the radial direction, but are not formed continuously. Through the slots 298 , 299 can the damper output part 160 be made elastic. This enables a preloaded variant of the spline without the use of additional parts. This can reduce wear and tear and avoid noise problems.

In 16 is a damper output part 160 shown, that of two halves 301 , 302 is formed at connection points 304 , 305 are elastically connected to each other. This allows the flow of force in the damper output part 160 be improved. In addition, deformations can occur during operation of the damper output part 160 be reduced. The multi-part design of the dual mass flywheel also enables particularly economical production. For example, if two circumferentially symmetrical halves 301 , 302 are combined, the parts can be produced from sheet metal with less punching waste.

In 17th an embodiment is shown in which a double clutch 310 via a driver part 311 with a crankshaft 151 is coupled. The driver part is radially on the inside 311 by screws 312 on the crankshaft 151 attached. The driver part is radially outside 311 by screws 314 on a coupling housing part 315 attached. On the coupling housing part 315 again (not shown) is an intermediate pressure plate 316 attached. On the drive side are between the intermediate pressure plate 316 and a printing plate 317 Friction linings 318 a first clutch disc 319 clampable. The first clutch disc 319 is about a vibration damping device 320 with a hub part 321 the first clutch disc 319 coupled. The hub part 321 is non-rotatable with a hub bearing part 322 connected that with the help of a screw 323 on a gear shaft 152 is attached, which is designed as a solid shaft.

On the gear side are between the intermediate pressure plate 316 and the printing plate 325 Friction linings 326 a second clutch disc 327 clampable. The second clutch disc 327 is through a further vibration damping device 328 with a hub part 329 coupled, the non-rotatably on the drive-side end of a hollow gear shaft 153 is mounted.

The hub bearing part 322 has a circumferential shoulder at its end on the transmission side 330 on which is a storage facility 333 for the intermediate pressure plate 316 supported in the axial direction. The storage facility 333 includes a bearing outer ring 334 , the radially inside on the intermediate pressure plate 316 is attached. In addition, the bearing device 133 comprises an inner bearing ring 135, which radially outwards onto the hub bearing part 322 is mounted. Between the bearing inner ring 335 and the bearing outer ring 334 are rolling elements 336 arranged.

The in 17th In contrast to the previous exemplary embodiments, no two-mass flywheel is used. Due to the considerable moment load, in this embodiment the connection between the double clutch 310 and the crankshaft 151 not designed as a plug connection. By an arrow 338 is access to the screws 314 indicated during assembly. The connection of the double clutch 310 to the crankshaft 151 takes place at the in 17th illustrated embodiment on the drive plate 311 .

In the 6th until 16 In the illustrated embodiments, the actuating forces of the double clutch are supported by the bearing device on one of the transmission input shafts. At the same time, the bearing device is used in an advantageous manner for radial coupling support. The clutch can be pre-assembled in the clutch housing. The dual mass flywheel can be pre-assembled on the crankshaft. The connection to the coupling is established during assembly by means of a spline. The spline provides an axial vibration decoupling of the coupling from the crankshaft vibrations. The necessary radial compensation between the clutch and the crankshaft is achieved by the mobility of the damper output part in the dual-mass flywheel. The internally toothed damper output part is centered by the externally toothed clutch housing part and can compensate for the parts of the dual mass flywheel at its contact points.

List of reference symbols

1.

Powertrain

2.

-

3.

Drive unit

4th

crankshaft

5.

transmission

6th

Double coupling

7th

-

8th.

Torsional vibration damping device

9.

Screw connection

10.

Screw connection

11.

Entrance part of 8

12th

Starter ring gear

13th

-

14th

-

15th

-

16.

Spring device

17th

-

18th

Output part

19th

Sliding / friction ring

20th

Disc spring

21.

-

22nd

Clutch housing part

23.-

-

24.

Riveted connection

25th

-

26th

Intermediate pressure plate

27

-

28.

printing plate

29

Friction linings

30th

-

31.

Clutch disc

32.

-

33.

Hub part

34.

-

35.

first transmission input shaft => solid shaft

36.

second transmission input shaft => hollow shaft

37.

roller bearing

38.

Hub part

39.

printing plate

40.

Friction linings

41.

-

42.

second clutch disc

43.

Hub part

44.

Clutch housing

45.

-

46.

Actuator

47.

Actuator

48.

Operating lever

49.

Operating lever

50.

-

51.

inner flange ring

52.

outer flange ring

53.

-

54.

-

55.

Circlip

56.

-

57.

-

58.

-

59.

-

60

-

61.

Powertrain

62.

-

63.

Drive unit

64.

crankshaft

65.

transmission

66.

Double coupling

67.

-

68.

Screw connection

69.

-

70.

Flex plate

71.

Starter ring gear

72.

wing

73.

Carrier plate

74.

-

75.

Screw connection

76.

-

77.

-

78.

Intermediate pressure plate

79.

Clutch housing part

80.

-

81.

-

82.

-

83.

-

84.

-

85.

-

86.

-

87.

-

88

printing plate

89

Friction linings

90

-

91.

Clutch disc

92.

Torsional vibration damping device

93.

Hub part

94.

-

95.

first transmission input shaft => solid shaft

96

second transmission input shaft => hollow shaft

97.

Needle roller bearings

98

tubular hub part => between 95 and 96

99

Riveted connection

100.

printing plate

101

Friction linings

102.

Clutch disc

103.

Torsional vibration damping device

104.

Hub part

105.

-

106.

Actuator

107.

Actuator

108.

Operating lever

109.

Operating lever

110.

-

111.

-

112.

-

113.

-

114.

-

115.

-

116.

-

117.

Needle roller bearings

140

Clutch unit

150.

Double coupling

151

crankshaft

152.

Transmission output shaft

153.

Transmission output shaft

154.

Vibration damper

155.

Input part

156.

Screws

157

Component

158.

chamber

159

Energy storage

160.

Output part

161.

Arms or fingers

162.

-

163.

Friction / sliding ring

164.

Disc spring

165.

-

166.

Internal gearing

167.

External gearing

168

Clutch housing part

169

Riveted connections

170

Intermediate pressure plate

171.

printing plate

172.

printing plate

173.

Friction linings

174.

first clutch disc

175.

Hub part => 152, 153

176.

-

177.

-

178.

Hub part

179

second clutch disc

180.

Friction linings

181.

Shaft section

182

-

183.

Storage facility

184

Bearing outer ring

185

Bearing inner ring

186.

Rolling elements

187.

-

188

Circlip

189

Circlip

190.

screw

191.

Retaining ring

192.

Opening in 174

193.

-

194.

Clutch housing

195.

-

196.

Actuator

197

Actuator

198

Operating lever

199

Operating lever

200

-

201.

Journal

202

-

203.

-

204.

Blind hole

205.

-

206

Needle bearing (pilot bearing)

220.

axial plug connection

221

Shaft section

222.

-

223.

Storage facility

224.

Bearing outer ring

225

Bearing inner ring

226.

Rolling elements

227.

-

228

unit volume

229

Circlip

230

screw

231.

Retaining ring

232.

-

233.

-

234.

-

235

Hub bearing part

236.

Bearing sleeve

237.

Needle roller bearings

238.

Holding body

239.

Fastening section

241.

screw

242.

unit volume

243.

Storage facility

244.

Bearing outer ring

245.

Bearing inner ring

246.

Rolling elements

247.

Clutch bell

248.

Clutch housing part

249.

Riveted connection

250.

-

251.

-

252.

Connecting part

253.

Storage facility

254

Bearing outer ring

255.

Bearing inner ring

256.

Rolling elements

257.

Support ring

258

-

259

Protection scheme

260.

-

261.

Shaft section

262.

-

263.

-

264.

-

265.

Support section

266.

-

267

Fastening section

268.

-

269.

-

270

-

281

Flange area

282.

foot

283

foot

284

foot

285.

-

286.

Through hole

287.

Through hole

288

Through hole

289

-

290

Stiffening edge

291

-

292

-

293.

-

294

Areas

295.

Areas

296.

-

297

-

298.

slot

299

slot

300

-

301

half

302

half

303

-

304

Junction

305

Junction

306

-

307

-

308

-

309

-

310

Double coupling

311

Driver part

312

Screws

313.

-

314

Screws

315

Clutch housing

316.

Intermediate pressure plate

317

printing plate

318

Friction linings

319

Clutch disc

320.

Vibration damping device

321.

Hub part

322.

Hub bearing part

323.

Screw on 152

324.

-

325

printing plate

326.

Friction linings

327

Clutch disc

328

Vibration damping device

329

Hub part at 153

330

unit volume

331.

-

332.

-

333.

Storage facility

334.

Bearing outer ring

335.

Bearing inner ring

336.

Rolling elements

337.

-

338.

arrow

339.

-

340

-

Claims (11)

Torque transmission device in the drive train (1; 61) of a motor vehicle for torque transmission between a drive unit (3; 63), with an output shaft (4; 64; 151) and a transmission (5; 65) with at least two transmission input shafts (35, 36; 95, 96; 152,153)), each of which is non-rotatably connected to a clutch disc (31,42,91,102,174,178) having friction linings, an intermediate pressure plate (26; 78; 170) being arranged between the friction linings of one clutch disc and the friction linings of the other clutch disc, which is rotatably connected to the output shaft of the drive unit, the friction linings of the clutch disks (31, 42; 91, 102; 174, 178) between the intermediate pressure plate (26; 78; 170) and pressure plates (28, 39; 88, 100; 171, 172) are arranged, which with the help an actuating device (46,47; 106,107; 196,197) can be moved in the axial direction relative to the intermediate pressure plate (26; 78; 170) in relation to the transmission input shafts, in order to place the friction linings between d he intermediate pressure plate and the pressure plates, and wherein the intermediate pressure plate (26; 78; 170) is mounted in the radial direction on at least one of the transmission input shafts (35,36; 95,96; 152,153), characterized in that between the output shaft (151) A torsional vibration damping device (154) is connected to the drive unit (3.63) and the double clutch (150), which includes a damper input part (155), which is non-rotatably connected to the output shaft (151) of the drive unit (3.63), and a damper output part ( 160) which is detachably, that is to say non-destructively separable, connected to a double clutch housing part (168) to which the intermediate pressure plate (170) is attached. Torque transfer device according to Claim 1 , characterized in that the torsional vibration damping device (154) is a dual mass flywheel. Torque transmission device according to one of the Claims 1 or 2 , characterized in that a spring device (20; 164) is prestressed between the double clutch housing part (22; 168) and the damper output part (18; 160), by means of which the damper output part (18; 160) against a friction / sliding device (19; 163 ) is pressed, which is arranged between the damper input part (11; 155) and the damper output part (18; 160). Torque transfer device according to Claim 3 , characterized in that the damper output part (160) has a recess on its inside radially inside the friction / sliding device (163) for receiving a section of the double clutch housing part (168). Torque transmission device according to one of the Claims 1 until 4th , characterized in that the double clutch housing part (168) is formed from sheet metal and has a flange area (281) which is used to attach the double clutch housing part (168) to the intermediate pressure plate (170). Torque transfer device according to Claim 5 , characterized in that the double clutch housing part (168) has an external toothing area (167) which is formed in one piece with the flange area (281) and complementary to an internal toothing (166) which is provided radially on the inside on the damper output part (160). Torque transfer device according to Claim 6 , characterized in that the external toothing area (127) of the double clutch housing part (168) is arranged in the radial direction between the inner diameter and the outer diameter of the friction linings (173) of the adjacent clutch disc (174). Torque transfer device according to Claim 6 or 7th , characterized in that a stiffening edge (290) is formed on the double clutch housing part (168) radially inside the external toothing area (167). Torque transmission device according to one of the Claims 1 until 8th , characterized in that the damper output part (160) has the shape of a circular ring disk formed from sheet metal, on which an internal toothing (166) is formed radially on the inside and at least one driver finger (161, 162) is formed on the radial outside, which engages in an energy storage device of the torsional vibration damping device (154) . Torque transfer device according to Claim 9 , characterized in that two driver fingers (161, 162) are formed on the damper output part (160) in a radially outwardly diametrically opposed manner. Torque transfer device according to Claim 10 , characterized in that in the area of the driver fingers (161, 162) in the damper output part (160) a radially extending slot (298, 299) is formed.

Images