DE102016206217A1 - Modular construction of a powertrain - Google Patents

Abstract

The invention relates to a system (1) comprising a dual clutch (2) and a plurality of interface components (3) cooperating therewith, wherein the interface components (3) on the one hand for torque transmission to the dual clutch (2) or of the dual clutch (2) away or on the other hand Effect of an actuating movement or further designed for storing / securing, wherein at least one partial coupling (4, 5) of the double clutch (2) according to a first type, namely in the manner of a multi-disc clutch, or a second type, namely in the manner of a single discs When a partial coupling (4, 5) of one type is used, at least one interface component (3) is designed and positioned for the use of partial couplings (4, 5) of only the other type. The invention also relates to a dual clutch (2) for a motor vehicle with a partial clutch (3) in the manner of a multi-disc clutch / single-disc clutch, wherein an interface component (3) acting on the dual clutch (2) (only) for the use of single-disc clutch Couplings / multi-disc clutches is designed and positioned.

Description

The invention relates to a system comprising an approximately directly actuated and preferably dry dual clutch and a plurality of adjacent thereto and / or preferably directly / directly interacting interface components, such as a dual mass flywheel, one or more (rolling) support bearings, an inner transmission input shaft, an outer transmission input shaft, A hub clutch actuator, such as a slave cylinder, for example. A CSC, wherein the interface components are designed for torque transmission to the double clutch or the double clutch away or on the other hand to effect a positioning movement or further for storage / securing, wherein at least a partial clutch of the double clutch according to a first type, namely in the manner of a multi-disc clutch with a first number of friction discs, or according to a second type, namely with a second, of the first number ve different number of friction plates, preferably designed in the manner of a single-disc clutch.

A multi-plate clutch is such a clutch which employs a plurality of friction discs, ie discs which have friction linings on one or both sides, and which are preferably connectable to one of the two transmission input shafts via a hub body. In contrast, a single-disk clutch only uses one single friction disk per partial clutch, wherein this friction disk can have one or two friction linings. However, it is common for two friction linings to be used per friction disc. In the single-disc clutch, a torque-yielding connection to a transmission input shaft is usually realized via a hub body.

Single-disc clutches have the advantage that they are simple in construction, and not only with regard to a single friction disc, but also relatively short axially and radially small build. The multi-plate clutches, however, have the advantage that they can transmit a lot of torque, but require compared to single-disc clutches, radially larger sized transmission input shafts, which has an effect on the radial size of the interface components, such as bearings and clutch, for example, a CSC. The same also applies generally to the comparison of multi-plate clutches with a different number of friction plates. From the prior art clutch units are already known. For example, the EP 1 524 446 B1 a clutch unit with at least two friction clutches, each having at least one clutch disc, the two clutch plates are connectable to a separate driven shaft and the two clutches independently via one actuating mechanism and disengageable, wherein the closing force of the clutches directly from the actuating mechanisms is applied. It is particularly emphasized in this earlier patent that the combination of the following features is realized, namely that both clutches are each operable by a ring-shaped piston-cylinder unit of the actuating mechanisms, the piston-cylinder units coaxially and at least partially axially nested and a pot-shaped or plate-shaped, practically rigid intermediate element is provided for transmitting the contact force between the respective pressure plate of a clutch and the associated actuating mechanism.

Dry double clutch systems have also been successfully established in the market for several years. Such systems are used in large quantities, especially in the compact and in the lower middle class, which indicates a good cost-benefit ratio of this technology. For the future, legislators and the market are demanding further optimization of fuel consumption especially in this segment, which for the dry dual clutch system mainly means weight and space reduction and requires actuator elements with low power consumption. Further, these systems must be compatible with hybrid solutions. Hybridization in particular offers new opportunities for the system design of a dry dual clutch. Increasing efficiency of the powertrains will continue to place high demands on the elimination or reduction of disturbing excitations of the slipping clutch. For this purpose, in addition to the classical optimization possibilities, there are conceptual approaches through directly actuated couplings in combination with hydrostatic actuation.

Because of the multitude of possible applications in the various vehicle series, redesigns often require a modular approach that minimizes component and system complexity and further reduces overall costs.

At the end of 2013, the European Union agreed on new CO2 emission limits. With a fleet limit of 95 g / km, Europe's most stringent regulations will apply from 2020 and 2021 respectively.

In order to achieve these limits, it seems obvious in the first step to optimize the classic powertrain with respect to friction. With increasing efficiency increases in the Usually, however, the sensitivity of the powertrain. The challenge of dry dual-clutch systems will therefore be to provide additional solutions in the areas of handling noise and vibrations (NVH - noise vibration harshness) as well as comfort through low momentum excitation.

However, it can be assumed that fuel consumption limits can not be achieved exclusively by optimizing the efficiency of the classic powertrain. The electrification of clutch and transmission actuations as well as hybridized powertrains will continue to be the focus of the developers.

Especially in the field of hybridized dual-clutch transmissions, there are still untapped potentials in the system design. For example, in electric motor-assisted start-up, in comparison to the current series applications, there is a new possibility in the thermal design of the dry double clutch. This allows smaller coupling sizes and thus lower mass inertias. As a result of these further developments, the overall systems will increase in complexity. To counteract this, simple, modular sub-systems will be required.

The directly operated dry double clutch transmits torques up to 180 Nm. The oil and water cooling, which is not required by principle, ensures a further increase in efficiency. By using the electrified actuators according to the "Power on Demand" principle, the power consumption of the clutch and gear actuation in the real-life driving collective LuK-Cup (Customer Usage Profile) can be reduced to an average of 12 watts.

In dual-clutch applications, the disturbances of the slipping clutch are the focus of attention. Automatic applications have significantly greater requirements with regard to torque excitation than the manual switch, which introduces the slipping clutch into the transmission. A major difference is that for comfort reasons, the condition of the slipping clutch is maintained much longer and almost always, especially when driving in small aisles, the natural frequency of the drive train is traversed. Well-known measures in the coupling, such as optimization of the pad suspension, further development of application-specific friction linings, targeted pairing of components and anti-judder control by the software, have been adequately described. A conceptual system approach for reducing torque excitation in frictional contact can be realized with a system consisting of a directly actuated clutch in combination with a hydraulic slave cylinder (CSC).

Such a system is characterized by tilt-soft actuators in clutch and CSC as well as high restoring forces at the contact points between the clutch and engagement system.

Furthermore, a comparison of measurements shows the potential of the Direct Acting Coupling and Hydraulic Actuation System (CSC) system over a lever operated clutch and mechanical engagement system. Following the known rule of physics, a system will go in the direction of its potential minimum Epot. Compared to a case 1 (friction-free - spring-actuated clutch with mechanical engagement system), the minimum potential energy of the force-biased clutch and engagement system in case 2 (frictionless - direct operated clutch with CSC) is closer to the minimum torque fluctuation ΔM. The reason for this is that in the case of the directly actuated system (case 2), the pressure plate and the pressure pot are tiltably supported by leaf springs.

Geometric errors can thus reach the CSC by tilting these components. The piston can follow this movement because it is tilted in the CSC. In case 1, the non-tilting force edge of the lever spring prevents the mutual tilting. The description of the tilting movement is made in the simulation by the adjustment path.

In a case 3 (friction-affected - direct-operated clutch with CSC), a calculation of the maximum resulting torque fluctuation ΔM is possible, taking into account the frictional friction Frück and the restoring force Frück at the contact points between the clutch and engagement system. So that the tilting of coupling can be done optimally for engagement system, the highest possible return forces Frück and low friction forces are necessary. In the case of the direct-operated system, the restoring forces are higher than in the case of a spring-operated system, which is mainly due to the clutch-internal transmission ratio of 1: 1. High restoring forces can also be achieved by targeted design of the shortest possible piston or short pressure pot heights. Low frictional forces can be easily realized by suitable friction materials on the engagement system, for example, by engagement bearing rings made of steel and pistons made of plastic.

The first generation of dry double clutches was executed in the very compact 3-plate arrangement. In these constructions, the dual clutch is mounted on the outer transmission input shaft via a central central casting mass by means of a support bearing. On the gear side facing the operating lever springs and the components of the wear adjustment are arranged on the common clutch cover.

The addressed direct-operated dry double clutch system has gone into series production for the first time in mid-2013. In this new system, the necessary for this concept four counter-friction plates were executed in usual for couplings casting material.

By "omitting" the wear adjustment, the number of parts and thus the complexity could be reduced. Coupling and engagement system are connected via a support bearing on the clutch cover to form a unit. This creates a closed power flow in which no actuating forces must be externally supported on the gearbox. This unit is attached by means of a flexplate on the gear housing, which also has the advantage of a very good vibration isolation. With the aim of further reducing the overall complexity, a new storage concept was developed. The power flow is now closed via the gear shaft. The new bearing concept almost completely eliminates vibration feedback from the engine and transmission to the clutch system, further improving NVH overall drivetrain performance. Axial vibrations of the crankshaft and also transmission input shaft movements caused by the helical gear forces do not generate disturbing moment excitations on the clutch system in this bearing concept in any operating state.

First-generation dual-clutch systems have been designed with a strong focus on thermal ruggedness. Especially the partial clutch K1 was dimensioned as a so-called start-up clutch with larger thermal masses and a significantly higher pad wear reserve than the partial clutch K2. This inevitably leads to large coupling dimensions in the design.

Experience gained in series applications has shown that even intelligent software strategies can significantly reduce wear-intensive driving conditions. When designing the dual clutch system for a hybrid powertrain, it is important to consider new requirements, such as starting the engine via the electric motor. Last but not least, the electromotive approach also offers new opportunities. A 140 Nm standard application with a 1.6 l petrol engine without hybrid and hybrid function was simulated. When hybrid in the usual driving conditions 50 Nm of torque from the electric motor are available.

It is the object of the invention to reduce the known from the prior art disadvantages, but to make a mounting of dual clutches in a corresponding system, in particular in a drive train, so that, whether a multi-plate clutch or a single-disc clutch is used, the assembly at the customer remains identical. A simple "plug and play" in the manner of a modular or modular system should be made available. It is to be achieved such a modular concept, which is flexible and can be targeted by the customer.

This object is achieved in a generic system in that when using a partial coupling of a kind at least one interface component for / on the use of partial clutches (only) of the other type is designed and positioned.

In other words, therefore, a modular system for building a drive train is provided. The drive train can then be set up so that it can receive a clutch, in particular a dual clutch, which has a plurality of friction disks per sub-clutch, as well as a clutch, in particular a double clutch, which has only a single friction disk per sub-clutch. In particular, a system of a dual-mass flywheel and a slave cylinder is presented, which is set up for receiving accordingly. A modular kit is proposed ergo. The use of the respective type of dual clutch may depend on the different vehicle application, in particular by the predetermined torque, as well as the vehicle mass and trailer loads., Which affects the given engagement and / or the predetermined engagement force. Although express reference has been made here to the modular construction with respect to a single and a multi-plate clutch, so it is also at least regarded as an equivalent solution, if the different types of part couplings each differ in the number of their friction discs.

Advantageous embodiments are claimed in the subclaims and are explained in more detail below.

So it is advantageous if all interface components are designed and positioned for the use of partial couplings of the (different) type. In particular, it is advantageous in the context if all interface components are designed and positioned only for the use of partial clutches (respectively) of the other type. As a result, a double clutch with a friction disk and a dual clutch with a plurality of friction disks can be used be set up so that they can be used in a system comprising a dual-mass flywheel (DMF) and / or a slave cylinder (eg CSC), which for a double clutch with multiple friction disks, resp. a friction disc is set up.

In an alternative embodiment, it may also be provided that all interface components except for the ZMS and / or a centrifugal pendulum, or the interface components cooperating therewith, are provided for the use of partial couplings of the other type. In this way, a singular adaptation of the ZMS or centrifugal pendulum to the torques to be transmitted can advantageously take place. For the other interface components, a corresponding adaptation in favor of the modular concept is dispensed with.

While it may seem contradictory at first glance, if a dual clutch is used in a system according to the invention, which uses a multi-disc clutch at least in one of its partial clutches (K1 and / or K2), the interface components of the drive train for receiving the dual clutch for use To interpret a single-disc clutch, or vice versa, show numerous advantages that not only stand against the expected disadvantages, but more than outweigh these.

While, for example, in the area of the transmission input shaft, a larger radial extent is accepted, more torque can also be transmitted at the same time if required. Although the clutch actuation unit for a single-disc clutch, due to the radially smaller transmission input shaft, smaller than that for a multi-disc clutch, but it is surprisingly useful to use even the larger clutch actuation unit in the drive train, as this is anyway interpreted particularly critical. So the pressure surfaces of the two pressure chambers of the CSC should be kept approximately the same. It makes sense here to provide the same for the torque-stronger case, ie the multi-disc clutch application case.

Also, it seems at first sight nonsensical, if only a single-disc clutch is used to use a provided for a multi-plate clutch clutch actuation unit, since then yes has a longer actuation path than required. But achieving a modular concept more than offsets this disadvantage. Longer lengths, as they adjust here, can then be accepted.

This is also evident when the invention is realized in the region of a hub toothing of the friction disks for passing on torque. Although the hub teeth then builds radially larger and is massive, but the advantage of a single-disc clutch to change without further changes to a multi-plate clutch, a much greater advantage. It should be emphasized identical gear parts for the gear manufacturer (customers), lower development costs (design and trial), identical assembly processes, identical tools during assembly, etc.

This is also evident in the area of the inner / outer transmission input shaft, which is dimensioned larger compared to single-disc clutch inserts of diameter from the beginning. The transmission input shafts are thus designed the same for the use of multi-plate clutches, although they are used, for example, in double clutches with one or more single-disc clutches as a partial clutch. The dual-mass flywheel should always be in the same position radially and axially.

The advantages of a modular system are also evident, as already explained, with regard to the travel required by an oversized CSC, that is to say CSC designed for use in a multi-disc clutch in comparison with a single-disc clutch. All components should thus be installed radially and axially on the same position as in a multi-plate clutch system. This also enables or incorporates directly operated / direct multiple disc double clutches.

An advantageous exemplary embodiment is also characterized in that the interface component provided for torque transmission is designed as a hub operatively connected to a friction disc, which is attached to an inner transmission input shaft or an outer transmission input shaft via an (internal) toothing on the hub. The radially innermost region can then be optimized.

This optimization can be continued if the interface component provided for torque transmission is the inner or outer transmission input shaft.

The torque input range can be optimized if the interface component provided for torque transmission is designed as a dual-mass flywheel.

Furthermore, it is advantageous if the interface component provided for the positioning movement is configured as a preferably concentric slave cylinder, for example as a CSC or as a hydraulic / electro-mechanical / electrohydraulic acting actuator.

It is also advantageous if the bearing interface component is designed as a first or second, preferably designed as a rolling / sliding bearing support bearing. One of the support bearings can also be considered a central warehouse.

The connection of a CSC to the outer transmission input shaft should always be done at the same position with the same dimensions, just for the worst case, for example. The multi-disc clutch case.

The invention also relates to a dual clutch for a motor vehicle with a partial clutch or two partial clutches in the manner of a multi-plate clutch or two multi-plate clutches, wherein it is according to the invention to interpret an attacking on the dual clutch interface component (only) for the use of single-disc clutches and to position. In this case, in particular, the double clutch itself be set up so that it is suitable for connection to the corresponding interface.

Likewise, it is advantageous if a double clutch for a motor vehicle, with a partial clutch or two partial clutches in the manner of a single-disc clutch or two single-disc clutches is configured according to the invention by an interface component acting on the dual clutch (only) for the use of multiple discs Clutches is designed and positioned. In this case, in particular, the double clutch itself be set up so that it is suitable for connection to the corresponding interface.

Finally, the invention relates to a modular drive train with a system according to the invention or a double clutch according to the invention.

One could also say that a modular kit for directly operated double clutches comprehensive / consisting of a single-disc dual clutch and a multi-plate dual clutch is presented. This kit consists of / comprises a slave cylinder, preferably a CSC, which can be combined with a dry directly operated double clutch without wear adjustment mechanism, either as single-disc clutch or multi-disc clutch. The actuators are also identical. For example, the actuator may be hydraulic, electro-mechanical, electro-hydrostatic acting.

The basic idea is that the interfaces to the DMF, to the transmission input shafts and to the CSC are configured identically. The CSC represents the hydraulic interface, whereby the system can in principle be controlled by various hydraulic actuation systems.

The interfaces are designed in such a way that both the single and the multi-plate double clutch can be interchanged without changing the environment. This requires, for example, compromises in the execution of the CSC. The CSC covers the maximum stroke for both clutches. This means that there is more stroke available for the single-disc clutch than required. The two couplings are adapted to each other so that they can serve the same interfaces. This is reflected in different distances between the components to each other, which are partially larger than required. But sometimes they can be relatively small. Thus, the distance from a hub body or a transmission element connected to a single friction disc of a single-disc clutch to the dual-mass flywheel and the support bearing is large enough that wear does not cause said two components on the support bearing or the dual-mass flywheel or a component firmly connected with it. In a multi-plate clutch defuses this problem, since the same total amount of material removal at the then multiple friction plates leads to a lower displacement of said two components.

A single and multiple disc double clutch with substantially identical / identical structure is thus at the heart of the invention. It has an effect on the storage concept, the direct actuation with pressure pots, hub teeth / GEW, the ZMS connection, the arrangement / connection of counter plates.

The modular kit of direct-operated double clutches, called MDD, is a logical further development and simplification of the overall system as well as an expansion of the torque range. A modular system consists of a CSC, which can be combined with a dry direct-acting double clutch without wear adjustment mechanism, either as single-disc clutch or multi-disc clutch.

The basic idea is that the interfaces to the ZMS (ZMS, two-mass flywheel), to the transmission input shafts and to the CSC are designed identically. The CSC represents the hydraulic interface, whereby the system can in principle be controlled by various hydraulic actuation systems. Other expenses, such as oil cooling in wet-running double clutches, are not required.

The maximum torque capacity is limited in this system mainly by the force limit of the bearings and the actuation energy available from the actuator. Due to the direct operation, the contact pressure is transmitted directly from the CSC piston via the engagement bearing to the pressure plates. This means compared to a clutch with leverage significantly higher actuation forces. The wear of the friction linings is not compensated by an adjusting mechanism, but is tracked by the clutch actuator. This represents specific requirements for the required stroke or for the required total corner energy of the actuator. Thus, a maximum motor torque of 180 Nm can usually be transmitted with the single-disc double clutch. Applications up to min. 250 Nm can be covered with the multi-disc double clutch.

In the multi-disc concept, the torque increase is achieved by increasing the number of friction surfaces from two to four per part clutch. The attachment of Zwischenanpressplatte takes place as in the pressure plate on leaf spring assemblies. In the axial direction, the Zwischenanpressplatte always performs about halfway the pressure plate. A new simplified direct operated multi-plate double clutch is created.

From a design and project point of view, it seems favorable if a radially smaller single-disc clutch is used for applications up to approx. 150 Nm and a larger diameter multi-disc dual clutch is used for higher torques and / or higher specific loads. Thus, a significant advantage in terms of the moment of inertia of the coupling system can be achieved for a variety of applications (20-40% reduction of the mass moment of inertia), without the total cost is greatly increased by a large variety of variants.

Next should preferably be used in the single-disc and multi-plate clutch thermal masses of steel. These offer many new design options, such as thickness reduction, functional integration, for example, by forming the splines from the motor-side counter plate (Figure 10) or a new friction surface design, such as embossed grooving on the friction surfaces to optimize the tribological behavior. An integration of the pressure pot in the pressure plate is desirable.

In summary it should be mentioned that the dry dual-clutch transmission has become established in the market in several series applications, especially in the compact class, and has made an important contribution to CO2 reduction. In order to be able to meet the future fuel consumption limits, hybrid solutions in vehicles will increasingly be used. This results in new boundary conditions, which allow for significant weight and inertia reduction by taking into account in the design of the dual clutch system.

The experience from the various series projects has gone into the development of the modular construction kit direct-operated double clutch (MDD). The conceptual advantage of the directly operated dry double clutch in series with regard to torque excitation can now be achieved with the multi-disc dual clutch even for applications up to min. 250 Nm are used. The new bearing concept improves the overall behavior of the powertrain with respect to NVH. In addition, this storage concept and the use of thermal masses made of sheet metal reduces the complexity of the subsystem.

The invention will be explained in more detail with the aid of a drawing. In this case, a single embodiment of a system according to the invention is shown, but once a double clutch with two single-disc clutches and once a dual clutch with two multi-plate clutches is used.

Show it:

1 System according to the invention in longitudinal section with a double clutch, which has two single-disc clutches, and

2 a longitudinal section through the system according to the invention with a double clutch, which uses two multi-plate clutches as partial clutches.

The figures are merely schematic in nature and are only for the understanding of the invention. The same elements are provided with the same reference numerals.

In 1 is a system according to the invention 1 with a directly operated and dry double clutch 2 shown. The double clutch 2 acts with several adjacent and directly / directly interacting interface components 3 together. Some of the interface components 3 are designed for torque transfer, ie for receiving torque and for torque transmission, while other interface components 3 are designed to effect actuation movements. Again other interface components 3 are for storing the double clutch 2 designed.

The double clutch has two partial clutches 4 and 5 on. The partial clutch 4 is also referred to as K1, whereas the partial clutch 5 is called K2.

In the embodiment according to the 1 has the partial clutch 4 only a single friction disc 6 on. The friction disc 6 is on both sides of a friction lining 7 covered. About a connector 8th can from the friction disc 6 Torque to a hub body / hub 9 to get redirected. This hub body / hub 9 is one of the interface components 3 ,

The hub body 9 sits with an internal toothing 10 torque transmitting on an inner transmission input shaft 11 , The inner transmission input shaft 11 is another interface component 3 , Concentrically arranged is an outer transmission input shaft 12 , also as an interface component 3 serves. She is with another hub body 9 connected, the torque transmitting via a connector 8th with a single friction disc 6 is operatively connected, and this friction disc 6 on each side with one friction lining each 7 is provided.

The friction disc 6 , with both friction linings 7 , the partial clutch 4 can be between a counter pressure plate 13 and a pressure plate 14 be trapped. The friction disc 6 with their two friction linings 7 the partial clutch 5 can be between an intermediate printing plate 15 and a pressure plate 16 be trapped.

On the pressure plate 16 acts a pressure pot 17 , just like another pressure pot 17 on the pressure plate 14 acts. Both pressure pots 17 each with an actuating bearing 18 in operative connection. The two actuation bearings 18 are through a clutch actuation unit 19 , axially displaceable in the manner of a CSC. The clutch operating unit 19 is also an interface component 3 ,

The clutch operating unit 19 in turn is via another interface component 3 namely, a first support bearing 20 on the outer transmission input shaft 12 stored. The first support bearing is a rolling bearing, namely a roller or ball bearing, preferably an angular contact ball bearing. Such an angular contact ball bearing, comparable to that of the first support bearing 20 , is also on the same transmission input shaft, namely the outer transmission input shaft 12 as a second support bearing 21 usable, the intermediate printing plate 15 supports. The two support bearings 20 and 21 can be at least partially similar, so for example. Designed as a rolling bearing, in particular as angular contact ball bearings of the same or similar dimensions.

Between the second support bearing 21 and also as an interface component 3 acting dual mass flywheel 22 is a circlip 23 arranged.

In 1 is the partial clutch 4 as well as the partial clutch 5 designed as single-disc clutch. The interface components 3 However, are arranged as if a multi-plate clutch for the part clutches 4 and or 5 would be used. This is just in comparison to the presentation 2 in, namely in the two partial clutches 4 and 5 are designed as multi-plate clutches. While for each of the two partial clutches 4 and 5 two friction discs 6 with two friction linings each 7 is used, are the interface components 3 in their dimensions, geometrical configurations, material configurations and assumed positions (almost) identical.

It stands out that between the friction discs 6 the one part clutch 4 or the other partial clutch 5 another intermediate plate 24 is available. The respective transmission-side friction disc 6 is about a gearing 25 at the connector 8th axially displaceable, but connected torque transmitting.

It is basically possible to use the pressure pot 17 in the respective pressure plate 16 to integrate these two components so integral, one-piece / einmaterialig. Also, an integration of a spline in a counter-pressure plate 13 conceivable. As a storage concept, it has proven to be a closed traction, as in the 1 and 2 shown to be realized. The traction then runs only on a single of the two transmission input shafts 11 and 12 ,

In the 1 The variant shown can transmit a torque of about 150 Nm, has an inertia of about 0.07 kg · m ² and an outside diameter in the region of the clutch disc of K1 of about 212 mm. It has a mass of about 10 kg. The second variant of the 2 can transmit a torque of 250 Nm, has a mass of about 11.6 kg, an inertia of about 0.08 kg · m ² and a size of about 220 mm. Compared with known double clutches results in both variants, a mass reduction and even a mass inertia reduction and partially a size reduction.

LIST OF REFERENCE NUMBERS

1

 system

2

 Double coupling

3

 Interface component

4

 Partial coupling / K1

5

 Partial clutch / K2

6

 friction

7

 friction lining

8th

 joint

9

 Hub body / hub

10

 internal gearing

11

 inner transmission input shaft

12

 outer transmission input shaft

13

 Platen

14

 Pressure plate of the K1

15

 Between the pressure plate

16

 Pressure plate of the K2

17

 pressure cooker

18

 operation seat

19

 Clutch actuator unit

20

 first support bearing

21

 second support bearing

22

 Dual Mass Flywheel

23

 circlip

24

 intermediate plate

25

 gearing

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 1524446 B1 [0003]

Claims (10)

System ( 1 ) from a double clutch ( 2 ) and several interfacing components ( 3 ), the interface components ( 3 ) on the one hand for torque transmission to the double clutch ( 2 ) or of the double clutch ( 2 ) or on the other hand for effecting an adjusting movement or furthermore for storing / securing, wherein at least one partial coupling ( 4 . 5 ) of the double clutch ( 2 ) is designed according to a first type, namely in the manner of a multi-disc clutch with a first number of friction discs, or according to a second type, namely with a second number of different number of friction discs, preferably in the manner of a single-disc clutch , characterized in that when using a partial clutch ( 4 . 5 ) of a kind at least one, with this partial coupling ( 4 . 5 ) cooperating interface component ( 3 ) on the use of partial couplings ( 4 . 5 ) is designed and positioned only of the other kind. System ( 1 ) according to claim 1, characterized in that all partial couplings ( 4 . 5 ) of the double clutch ( 2 ) are designed according to a first type. System ( 1 ) according to claim 1 or 2, characterized in that all interface components ( 3 ) are designed and positioned for the use of partial couplings of a different type. System ( 1 ) according to one of claims 1 to 3, characterized in that the torque transmission provided for interface component ( 3 ) as one with a friction disc ( 6 ) Actively connected hub ( 9 ) is formed, which via a toothing ( 10 ) on an inner transmission input shaft ( 11 ) or an outer transmission input shaft ( 12 ) is attached. System ( 1 ) according to one of claims 1 to 4, characterized in that the torque transmission provided for interface component ( 3 ) the inner or outer transmission input shaft ( 11 . 12 ) and / or as a dual mass flywheel ( 22 ) is trained. System ( 1 ) according to one of Claims 1 to 5, characterized in that the interface component ( 3 ) is designed as an actuating device, preferably as a slave cylinder. System ( 1 ) according to one of claims 1 to 6, characterized in that the bearing interface component as a first support bearing ( 20 ) or a second support bearing ( 21 ) or as a retaining ring ( 23 ) is trained. Double coupling ( 2 ) for a motor vehicle, with a partial clutch ( 4 . 5 ) or two partial couplings ( 4 . 5 ) in the manner of a multi-plate clutch, characterized in that at least one interface of the dual clutch is set up for a on the double clutch ( 2 ) engaging interface component ( 3 ), which is designed and positioned for the use of single-disc clutches. Double coupling ( 2 ) for a motor vehicle, with a partial clutch ( 3 . 4 ) or two partial couplings ( 3 . 4 ) in the manner of a single-disc clutch, characterized in that at least one interface of the dual clutch is set up for a on the double clutch ( 2 ) engaging interface component ( 3 ), which is designed and positioned for the use of multi-disc clutches. Modular powertrain with a system ( 1 ) or a double clutch ( 2 ) according to at least one of the preceding claims.

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