WO2020108909A1 - Dispositif d'embrayage et chaîne cinématique pour véhicule automobile - Google Patents

Dispositif d'embrayage et chaîne cinématique pour véhicule automobile Download PDF

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Publication number
WO2020108909A1
WO2020108909A1 PCT/EP2019/079823 EP2019079823W WO2020108909A1 WO 2020108909 A1 WO2020108909 A1 WO 2020108909A1 EP 2019079823 W EP2019079823 W EP 2019079823W WO 2020108909 A1 WO2020108909 A1 WO 2020108909A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
carrier
axially
centrifugal pendulum
koa
Prior art date
Application number
PCT/EP2019/079823
Other languages
German (de)
English (en)
Inventor
Peter Hahn
Stefan Sperrfechter
Andreas Kolb
Tobias Haerter
Juergen Schweitzer
Jonathan Zeibig
Original Assignee
Daimler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Ag filed Critical Daimler Ag
Priority to CN201980077530.7A priority Critical patent/CN113165495B/zh
Publication of WO2020108909A1 publication Critical patent/WO2020108909A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0638—Electrically actuated multiple lamellae clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0661—Hydraulically actuated multiple lamellae clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/133—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses using springs as elastic members, e.g. metallic springs
    • F16F15/134—Wound springs

Definitions

  • the invention relates to a clutch arrangement and a drive train for a motor vehicle with the clutch arrangement.
  • Coupling and a second clutch includes, with an arc spring damper and with a centrifugal pendulum, which is arranged radially surrounding the double clutch device and which has a carrier device and a pendulum mass, the carrier device rotatably with an input disk carrier
  • Double clutch device is connected, an input side of the
  • Double clutch device is connected to an output side of the clutch.
  • the invention is particularly based on the object of providing a particularly compact clutch arrangement, in particular a hybrid transmission, which, however, also has high performance in terms of its functionality and is also inexpensive to produce. It is solved by an embodiment according to the invention according to claim 1. Further developments of the invention result from the dependent claims.
  • the invention is based on a clutch arrangement with a separating clutch, with a double clutch device, which has a first clutch and a second
  • Coupling includes, with a dual mass flywheel and with a centrifugal pendulum, which is arranged radially surrounding the double clutch device and which has a carrier device and a pendulum mass, the
  • Carrier device rotated with an input disk carrier
  • Double clutch device is connected, an input side of the
  • Double clutch device is connected to an output side of the clutch.
  • the carrier device of the centrifugal pendulum is permanently connected to an output disk carrier of the disconnect clutch.
  • a certain installation space efficiency can already be achieved with this configuration.
  • an advantageous double clutch design can be made possible.
  • the arrangement of the clutch arrangement in particular a double clutch system, with the dual-mass flywheel and the centrifugal pendulum can preferably be used to provide a compact, in particular axially compact arrangement.
  • the centrifugal pendulum is preferred by the
  • the centrifugal pendulum is advantageously on the outer disk carrier, in particular on one
  • the coupling arrangement comprises in particular a main axis of rotation and two secondary axes of rotation.
  • the “main axis of rotation” is to be understood to mean an axis of rotation defined by at least one drive shaft.
  • Double clutch device defined axis of rotation can be understood.
  • a “secondary rotation axis” is to be understood in particular as a rotation axis, in particular a countershaft, which is offset parallel to the main rotation axis.
  • the first clutch and the second clutch form the
  • Double clutch device of the hybrid dual clutch transmission is advantageously designed to be frictional and thus load-shiftable.
  • the terms “axial” and “radial” refer in particular to the main axis of rotation.
  • a “separating clutch” is to be understood in particular as a clutch which is intended to decouple the internal combustion engine from all sub-transmissions.
  • “Provided” is to be understood in particular to be specially designed and / or specially equipped. Including that an object is provided for a specific function is to be understood, in particular, that the object fulfills and / or executes this specific function in at least one application and / or operating state.
  • the first clutch of the double clutch device is designed in particular as a first multi-plate clutch.
  • the first inner plate carrier preferably carries at least one first inner plate and particularly preferably a plurality of first inner plates.
  • the first outer plate carrier preferably carries at least one first outer plate and particularly preferably a plurality of first outer plates.
  • the at least one first inner disk and the at least one first outer disk preferably form a first disk pack, particularly preferably in an alternating arrangement.
  • the first plate pack preferably forms the first
  • an area of a clutch can be understood in which, at least in an actuated state of the clutch, a force transmission, in particular a positive and / or non-positive force transmission, takes place between an input side of the respectively assigned clutch and the output side of the respectively assigned clutch.
  • the respective force transmission region is preferably formed by a region of the inner plates and the outer plates of the respective clutch.
  • the respective power transmission area is formed in particular by a plate pack.
  • the second clutch of the double clutch device is designed in particular as a second multi-plate clutch.
  • the second inner plate carrier preferably carries at least one second inner plate and particularly preferably a plurality of second inner plates.
  • the second outer disk carrier preferably carries at least one second outer disk and particularly preferably a plurality of second ones
  • the at least one second inner disk and the at least one second outer disk preferably form a second disk pack, particularly preferably in an alternating arrangement.
  • the second plate pack preferably forms the second power transmission area.
  • a “dual mass flywheel” is to be understood in particular to mean a component which preferably forms part of a drive train and is intended to reduce torsional vibrations, in particular torsional vibrations of the internal combustion engine. Preferably that forms
  • Dual mass flywheel a spring damping system with a primary flywheel mass, a secondary flywheel mass and one connecting the flywheel masses
  • a dual-mass flywheel is preferably classically attached to a crankshaft of an internal combustion engine.
  • a centrifugal pendulum in particular a vibration damper of the drive train, which is provided to compensate torsional vibrations.
  • the centrifugal pendulum preferably does not have a fixed natural frequency, but changes it as a function of the speed.
  • Connection when connecting an element to a housing can be understood in particular that the element is connected to the housing in such a way that it cannot be rotated relative to the housing.
  • a third power transmission area of the separating clutch radially surrounds the first power transmission area of the first clutch and is arranged axially at least partially overlapping to this.
  • a third actuating space of the separating clutch is preferably also radially surrounding and axially at least partially overlapping to a first one
  • a third actuating piston of the separating clutch is also particularly preferably radially surrounding and axially at least partially overlapping to a first one
  • Actuating piston of the first clutch arranged.
  • a pendulum mass of the centrifugal pendulum is arranged radially surrounding and axially at least partially overlapping the first clutch and the second clutch.
  • the pendulum mass is particularly preferably arranged radially surrounding and axially at least partially overlapping to the first power transmission area of the first clutch and to a second power transmission area of the second clutch.
  • both the carrier device and the pendulum mass of the centrifugal pendulum radially surround the double clutch device.
  • radially surrounding is to be understood in particular to mean that the surrounding component is arranged radially outside of the surrounding component. This should preferably be understood in particular to mean that a minimum radial distance between the surrounding component and the main axis of rotation is greater than a maximum radial distance between the surrounding component and the
  • “Axially at least partially overlapping” should be understood to mean that the corresponding components, assemblies or installation spaces overlap axially along the main axis of rotation. This should preferably be understood in particular to mean that at least one straight line extending radially from the main axis of rotation encompasses the axially overlapping components, assemblies or
  • At least part of the centrifugal force pendulum and part of the are preferred.
  • Double clutch device arranged in the same axial extent. In this way, an advantageously axially compact design can be achieved in particular. This can preferably, especially if the centrifugal pendulum
  • Double clutch device can be reached within the centrifugal pendulum.
  • centrifugal pendulum radially surrounds the clutch and is at least partially axially overlapping the clutch.
  • the pendulum mass of the centrifugal force pendulum is preferably axially overlapping and radially surrounding the third force transmission area of the clutch. This allows a particularly advantageous axially compact design with high
  • first power transmission area radially surround the second power transmission area and be arranged axially at least partially overlapping the second power transmission area
  • the first actuating piston is advantageously arranged axially at least partially overlapping to the second actuating piston, and the first power transmission area is advantageously arranged axially overlapping to the second power transmission area. This enables an even higher axial compactness to be achieved. This can preferably result in an advantageous arrangement of the second clutch
  • Double clutch device radially within the first clutch of the
  • Double clutch device can be achieved.
  • an input side of the dual-mass flywheel in particular an input side of an arc spring damper of the
  • Dual-mass flywheel non-rotatably connected to a crankshaft of an internal combustion engine and an output side of the dual-mass flywheel, in particular an output side of the bow spring damper of the dual-mass flywheel, is non-rotatably connected to the input side of the clutch.
  • the input side of the dual-mass flywheel is preferably connected non-rotatably to the crankshaft of the internal combustion engine.
  • an “input side” of a component should be understood to mean a side of the component into which a torque is introduced during operation of the component. Under a “exit side” of a component should in this
  • a side of the component can be understood from which a torque is derived during operation of the component.
  • Dual mass flywheel can be achieved by the one
  • the carrier device of the centrifugal pendulum be rotatably connected to an outer plate carrier of the clutch, and rotatably connected to a
  • Inner disk carrier of the first clutch and rotatably connected to an outer disk carrier of the second clutch.
  • the clutch arrangement has a drive element which is connected in a rotationally fixed manner to the input side of the double clutch device and which is provided for introducing a torque, starting from an electric motor, into the double clutch device.
  • the drive element viewed in the axial direction, is arranged on a side of the centrifugal force pendulum facing away from the dual-mass flywheel.
  • the drive element is particularly preferably axially overlapping with the third
  • the drive element is preferably axially adjacent to the centrifugal pendulum and arranged coaxially with the double clutch device. Preferably that is
  • axially adjacent is to be understood in particular to mean that the drive element axially adjoins the centrifugal pendulum and / or is arranged axially in the vicinity of the centrifugal pendulum.
  • this is to be understood in particular to mean that opposite end faces of the drive element and the centrifugal force pendulum are arranged directly adjacent, in particular without any components in between.
  • drive element in particular a gear, a sprocket
  • Pulley or the like can be understood, which is permanently connected in a rotationally fixed manner to at least one gear element and / or a connecting unit.
  • the drive element is provided in particular for connecting, in particular torque-transmitting, an electric motor to the double clutch transmission.
  • the electric motor preferably has an output element, in particular a pinion.
  • an output element in particular a gear, a sprocket, should
  • Pulley or the like can be understood, which is provided for the transmission of a torque, a direction of rotation and / or a speed of the electric motor.
  • the drive element and the output element are coupled to one another.
  • the drive element and the output element are advantageous for a translation of a torque and / or a speed of the electric motor
  • the centrifugal force pendulum is preferably completely surrounded by the wet room.
  • the centrifugal pendulum preferably has a housing which encapsulates the centrifugal pendulum, in particular the pendulum mass of the centrifugal pendulum, with respect to the wet room.
  • the housing is in particular formed by an oil-tight housing.
  • the functionality of the centrifugal pendulum can be guaranteed by encapsulating the centrifugal pendulum.
  • the encapsulated centrifugal pendulum can advantageously be flooded with oil from an environment of the encapsulation, which leads to an additional
  • the encapsulation of the centrifugal pendulum by means of the housing is particularly advantageous when the pendulum mass of the centrifugal pendulum is arranged radially surrounding the double clutch device and axially overlapping the double clutch device. Without the encapsulation, friction losses due to movement of the pendulum mass in the wet room would be high in this case.
  • centrifugal pendulum should not be encapsulated. In this way, in particular, an advantageously compact, inexpensive arrangement of the centrifugal pendulum can be achieved.
  • the arrangement of the centrifugal force pendulum in the wet area of the triple clutch on the output side of the separating clutch enables an axially particularly compact structure of the clutch arrangement.
  • the invention is based on the previously mentioned drive train for a motor vehicle with an internal combustion engine and with the clutch arrangement. It is proposed that the dual mass flywheel be axially connected to the one
  • Combustion engine facing end of the clutch assembly is arranged.
  • the dual-mass flywheel is preferably arranged in the axial direction, in particular between the internal combustion engine and a rest of the clutch arrangement.
  • An “axial direction” is to be understood in particular as a direction along, in particular parallel to, the main axis of rotation. In this way, in particular, an advantageous connection of the dual mass flywheel can be achieved. In particular, an advantageously effective arrangement of the
  • the Drive train has an electric motor.
  • the electric motor is preferably connected to the drive element of the clutch arrangement via an output element.
  • the coupling arrangement according to the invention can have a number that differs from a number of individual elements, components and units specified here in order to fulfill a function described here.
  • values lying within the limits mentioned are also to be regarded as disclosed and to be used as desired.
  • Fig. 1 is a schematic representation of a drive train with a
  • Fig. 2 is a schematic representation of an alternative drive train with an internal combustion engine and with an alternative clutch arrangement according to the invention in a second embodiment.
  • FIG. 1 a first embodiment of the drive train 25a is shown.
  • the drive train 25a is for a motor vehicle.
  • the drive train 25a has one
  • the clutch arrangement 10a has a separating clutch KOa.
  • the clutch arrangement 10a has a double clutch device 11a, which comprises a first clutch (not shown in FIG. 1) and a second clutch (not shown in FIG. 1).
  • the double clutch device 1 1 a is carried out in a manner known to a person skilled in the art.
  • the drive train 25a comprises a housing, not shown.
  • the drive train 25a includes a transmission 26a.
  • the gear 26a comprises a first one, not shown in detail
  • the gear 26a includes a second one, not shown in detail
  • the first sub-transmission is odd-numbered for a shift Gear gears provided.
  • the first sub-transmission has a first input shaft W2a.
  • the first input shaft W2a is designed as an inner input shaft.
  • the first input shaft W2a is designed as a solid shaft. However, it is also conceivable to design a first input shaft W2a as a hollow shaft.
  • the second sub-transmission is provided for switching even-numbered gears.
  • the second sub-transmission has a second input shaft W3a.
  • the second input shaft W3a is as one
  • the first sub-transmission and the second sub-transmission also have a plurality of switching units, not shown.
  • the switching units are intended to produce switchable connections between gear shafts, fixed gears and / or idler gears of the partial gears. In principle, however, it is also conceivable that the first sub-transmission is provided for switching even-numbered gears and the second sub-transmission for switching odd-numbered gears.
  • the second input shaft W3a is advantageously arranged radially outside the first input shaft W2a and / or the first input shaft W2a is designed as an inner input shaft and the second input shaft W3a as an outer input shaft.
  • the drive train 25a has an internal combustion engine 20a.
  • Internal combustion engine 20a has a driven crankshaft W1a.
  • the crankshaft W1 a is coupled to a dual-mass flywheel 12 a of the clutch arrangement 10 a.
  • the clutch arrangement 10a has the dual-mass flywheel 12a.
  • the clutch arrangement 10a is arranged between the internal combustion engine 20a and the transmission 26a.
  • the dual mass flywheel 12a is provided to reduce torsional vibrations of the internal combustion engine 20a.
  • Dual mass flywheel 12a is axially on one of internal combustion engine 20a
  • Dual mass flywheel 12a is axially disposed between internal combustion engine 20a and a remainder of clutch assembly 10a.
  • Dual mass flywheel 12a is rotatably connected to the crankshaft W1 a
  • Internal combustion engine 20a connectable.
  • Dual-mass flywheel 12a is permanently non-rotatably connected to crankshaft W1a of internal combustion engine 20a.
  • Dual-mass flywheel 12a is connected in a rotationally fixed manner to the input side of the separating clutch KOa.
  • the crankshaft W1 a is intended to be driven by the internal combustion engine 20 a.
  • the clutch arrangement 10a comprises a main axis of rotation 27a.
  • the main axis of rotation of the clutch arrangement corresponds to one Main axis of rotation of the internal combustion engine 20a and the drive train 25a.
  • the first input shaft W2a, the second input shaft W3a and the crankshaft W1a are arranged concentrically to the main axis of rotation 27a.
  • the separating clutch KOa is provided to decouple the internal combustion engine 20a from all sub-transmissions.
  • the separating clutch KOa is advantageously provided to decouple the internal combustion engine 20a from an electric motor connected to the double clutch device 11a.
  • the clutch KOa is designed as a multi-plate clutch.
  • the clutch KOa has an inner disk carrier K01 a.
  • the inner disk carrier K01a forms an input side of the clutch KOa.
  • the inner disk carrier K01 a is connected in a rotationally fixed manner to an intermediate shaft W4a.
  • the intermediate shaft W4a connects the
  • the inner plate carrier K01 a carries a plurality of inner plates K04a, only a part of which is shown in FIG. 1.
  • the inner plates K04a are non-rotatably and axially displaceably connected to the inner plate carrier K01 a.
  • the clutch KOa has an outer plate carrier K02a.
  • Outer plate carrier K02a carries a plurality of outer plates K05a, only a part of which is shown in FIG. 1.
  • the outer plates K05a are non-rotatably and axially displaceably connected to the outer plate carrier K02a.
  • Outer plate carrier K02a forms an output side of the clutch KOa.
  • the outer plate carrier K02a form an output plate carrier 17a of the clutch KOa.
  • the clutch KOa has a third disk set, not shown.
  • the inner slats K04a and the outer slats K05a form the third
  • the clutch KOa has a third
  • the third plate pack forms the third
  • Power transmission area K03b can also be formed by a third pair of claws.
  • the clutch arrangement 10a has a bearing 28a.
  • the bearing 28a supports the
  • the bearing 28a is supported on a housing wall 19a of the housing.
  • the housing wall 19a serves to separate a wet room 24a of the double clutch device 11a from a dry room 31a of the drive train 25a.
  • the dual mass flywheel 12a is arranged in the drying room 31a.
  • the bearing 28a is axial between the Outer disk carrier K02a and the internal combustion engine 20a arranged.
  • the bearing 28a is designed as a radial bearing, in particular as a ball bearing.
  • the bearing 28a is coupled to the outer disk carrier K02a.
  • the bearing 28a is coupled to the housing of the drive train 25a.
  • the double clutch device 1 1 a of the clutch arrangement 10 a has the first clutch.
  • the first clutch is assigned to the first sub-transmission.
  • the first clutch is designed as a multi-plate clutch. An input side of the first clutch is connected to the output side of the clutch KOa.
  • the input side of the first clutch is formed by an input disk carrier 16a of the double clutch device 11a. Furthermore, an output side of the first clutch rotation test is connected to the first input shaft W2a of the first sub-transmission. Furthermore, the double clutch device 1 1a of the clutch arrangement 10a has the second clutch. The second clutch is assigned to the second sub-transmission. The second clutch is designed as a multi-plate clutch. An input side of the second clutch is connected to the output side of the clutch KOa. The input side of the second clutch is from one
  • Input plate carrier 16a of the dual clutch device 11a formed. Furthermore, an output side of the second clutch is rotatably connected to the second input shaft W3a of the second sub-transmission.
  • Double clutch device 1 1 a is connected to an output side of the clutch KOa.
  • the input plate carrier 16a of the double clutch device 1 1a is permanently connected to the output plate carrier 17a of the clutch KOa.
  • the clutch arrangement 10a further comprises a third actuation unit BOa.
  • the third actuation unit BOa is at least partially arranged radially in a region of the clutch KOa.
  • the third actuation unit BOa is arranged axially at least substantially outside the clutch KOa.
  • Actuating unit BOa is arranged axially on a side of the separating clutch KOa facing the internal combustion engine 20a.
  • the third actuation unit BOa is designed to be non-rotatable with the outer disk carrier K02a.
  • the third actuation unit BOa is provided for hydraulic actuation of the clutch KOa.
  • Actuating unit BOa can be supplied with an actuating oil flow.
  • a third centrifugal and cooling oil flow can be supplied to the actuating unit BOa.
  • the third actuation unit BOa comprises a third actuation piston B01 a.
  • the third actuating piston B01 a is arranged to be axially movable.
  • the third actuator BOa has a third actuation space B02a.
  • the third actuation space B02a is arranged radially at least partially in a region of the clutch KOa.
  • the third actuating space B02a is arranged axially outside of the clutch KOa.
  • An actuating oil can be supplied to the third actuating space B02a by means of the actuating oil flow.
  • An actuating oil pressure can be built up in the third actuating space B02a.
  • An axial position of the third actuating piston B01 a can be controlled by means of the actuating oil pressure. If the actuating oil pressure is high, the third actuating piston B01 a is provided to compress the disk pack. With a high actuating oil pressure in the third actuating space B02a, the third actuating piston B01 a is provided to close the clutch KOa. At a low actuating oil pressure in the third actuating space B02a, a return spring (not shown in detail) is provided to remove the third actuating piston B01 a from the
  • the coupling arrangement 10a comprises a plurality of sealing elements, of which two sealing elements 29a are provided with a reference symbol as an example in FIG. 1.
  • the sealing elements are provided to seal gaps between the components of the third actuation units BOa against an actuation oil.
  • the clutch arrangement 10a furthermore has a wet space 24a for the double clutch device 1 1a.
  • the double clutch device 1 1 a and the clutch KOa are arranged in the wet room 24a.
  • the clutch arrangement 10a has a centrifugal pendulum 13a.
  • the centrifugal pendulum 13a is arranged radially surrounding the double clutch device 1 1 a.
  • the centrifugal pendulum 13a has a carrier device 14a and a pendulum mass 15a.
  • the carrier device 14a is rotationally fixed to the
  • Input plate carrier 16a of the double clutch device 1 1a connected. Furthermore, the carrier device 14a of the centrifugal pendulum 13a is permanently connected to the output disk carrier 17a of the clutch KOa. The carrier device 14a of the centrifugal pendulum 13a is rotationally fixed to the outer disk carrier K02a
  • Separating clutch KOa non-rotatably connected to an input disk carrier of the first clutch of the double clutch device 1 1 a and non-rotatably connected to an input disk carrier of the second clutch of the double clutch device 1 1 a.
  • the centrifugal pendulum 13a viewed in the axial direction, is advantageously arranged on a side of the bearing 28a facing away from the internal combustion engine 20a, the dual-mass flywheel 12, in particular an arc spring damper of the
  • Dual-mass flywheel 12 is at least partially arranged on a side of the bearing 28a facing the internal combustion engine 20a.
  • the centrifugal pendulum 13a radially surrounds the double clutch device 11a. Furthermore, the centrifugal pendulum 13a radially surrounds the clutch KOa and is axially at least partially overlapping the clutch KOa.
  • Centrifugal pendulum 13a is arranged axially overlapping to the clutch KOa.
  • centrifugal pendulum 13a is in the wet room 24a
  • Double clutch device 1 1 a arranged.
  • the centrifugal pendulum 13a can be encapsulated with respect to the wet room 24a.
  • the centrifugal pendulum 13a could have an encapsulated housing, not shown.
  • FIG. 1 Another embodiment of the invention is shown in FIG. The
  • FIG. 2 shows a second exemplary embodiment of the drive train 25b.
  • the drive train 25b is for a motor vehicle.
  • the drive train 25b has one
  • the clutch arrangement 10b has a separating clutch KOb.
  • the clutch arrangement 10b has a double clutch device 11b, which comprises a first clutch K1b and a second clutch K2b.
  • the drive train 25b further includes a transmission 26b.
  • the gear 26b comprises a first sub-gear, not shown.
  • the gear 26b comprises a second sub-gear, not shown.
  • the drive train 25b has one
  • the internal combustion engine 20b has a driven crankshaft W1b.
  • the crankshaft W1b is with a dual mass flywheel 12b the clutch assembly 10b coupled.
  • the clutch arrangement 10b has the dual-mass flywheel 12b.
  • the separating clutch KOb is provided to decouple the internal combustion engine 20b from all sub-transmissions.
  • the clutch KOb is designed as a multi-plate clutch.
  • the clutch KOb is provided to the
  • the double clutch device 1 1 b has the first clutch K1 b.
  • the first clutch K1 b is assigned to the first sub-transmission.
  • the first clutch K1 b is designed as a multi-plate clutch.
  • the first clutch K1 b has a first
  • the first inner disk carrier K1 1b carries a plurality of first inner disk K14b, only a part of which is shown in FIG. 2.
  • the first inner plates K14b are non-rotatably and axially displaceably connected to the first inner plate carrier K1 1b.
  • the first clutch K1b has a first outer disk carrier K12b.
  • the first outer disk carrier K12b is connected in a rotationally fixed manner to the second input shaft W2b of the first sub-transmission.
  • Outer disk carrier K12b carries a plurality of first outer disks K15b, only a part of which is shown in FIG. 2.
  • the first outer plates K15b are non-rotatably and axially displaceably connected to the first outer plate carrier K12b.
  • the first clutch K1 b has a first, not shown
  • the first inner plates K14b and the first outer plates K15b form the first plate pack.
  • the first inner slats K14b and the first outer slats K15b mutually interlock.
  • the first clutch K1b has a first power transmission area K13b.
  • the first plate pack forms the first power transmission area K13b.
  • the first could be
  • Power transmission area K13b can also be formed by a first pair of claws.
  • the double clutch device 11b has the second clutch K2b.
  • the second clutch K2b is assigned to the second sub-transmission.
  • the second clutch K2b is designed as a multi-plate clutch.
  • the second clutch K2b has a second inner disk carrier K21b.
  • the second inner disk carrier K21 b is connected in a rotationally fixed manner to the third input shaft W3b of the second partial transmission.
  • Inner plate carrier K21 b carries a plurality of second inner plates K24b, only a part of which is shown in FIG. 2.
  • the second inner plates K24b are non-rotatably and axially displaceably connected to the second inner plate carrier K21b.
  • the second clutch K2b has a second outer disk carrier K22b on.
  • the second outer plate carrier K22b carries a plurality of second outer plates K25b, only a part of which is shown in FIG. 2.
  • the second outer plates K25b are rotationally tested and axially displaceably connected to the second outer plate carrier K22b.
  • the second outer disk carrier K22b is connected to the first inner disk carrier K1 1b in a rotational test.
  • the input disk carrier 16b of the double clutch device 11b is permanently connected to an output disk carrier 17b of the clutch KOb in a rotational test.
  • the second clutch K2b has a second disk set, not shown in detail.
  • the second inner plates K24b and the second outer plates K25b form the second
  • the second inner fins K24b and the second outer fins K25b mutually interlock.
  • the second clutch K2b has a second power transmission area K23b.
  • the second plate pack forms the second power transmission area K23b.
  • the second could be
  • Power transmission area K23b can also be formed by a second pair of claws.
  • the first clutch K1 b, the second clutch K2b and the clutch KOb are arranged radially one above the other.
  • the first clutch K1 b is arranged radially inside the clutch KOb.
  • the second clutch K2b is arranged radially within the first clutch K1b.
  • the first clutch K1 b, the second clutch K2b and the clutch KOb are at least essentially in the same axial
  • the separating clutch KOb radially surrounds the first clutch K1 b and is axially at least partially overlapping to the first clutch K1 b.
  • the first clutch K1b radially surrounds the second clutch K2b and is axially at least partially overlapping the second clutch K2b.
  • the first power transmission area K13b is radially within the third
  • the second power transmission area K23b is arranged radially within the first power transmission area K13b.
  • the first power transmission area K13b, the second power transmission area K23b and the third power transmission area K03b are arranged radially without overlap.
  • the first power transmission area K13b, the second power transmission area K23b and the third power transmission area K03b are arranged at least essentially in the same axial extension area.
  • the clutch arrangement 10b further comprises a third actuation unit BOb.
  • the third actuation unit BOb is at least partially radially in a region of the
  • the third actuation unit BOb is arranged axially at least substantially outside the clutch KOb.
  • Actuating unit BOb is arranged axially on a side of the separating clutch KOb facing away from the internal combustion engine 20b.
  • the double clutch device 11b of the clutch arrangement 10b comprises a first actuation unit B1b.
  • the first actuation unit B1 b is arranged radially in a region of the first clutch K1 b.
  • the first actuation unit B1 b is arranged axially outside the first clutch K1 b.
  • the first actuation unit B1 b is arranged axially on a side of the first clutch K1 b facing away from the internal combustion engine 12b.
  • the first actuation unit B1 b is designed to rotate with the first inner disk carrier K1 1 b.
  • the first actuation unit B1 b is provided for hydraulic actuation of the first clutch K1 b.
  • a first actuating oil flow can be fed to the first actuating unit B1 b.
  • the first actuating oil flow is the first
  • Actuating unit B1 b from the side of the first actuating unit B1 b facing the internal combustion engine 20 b or from radially inside the first
  • Actuator unit B1 b can be fed.
  • a first centrifugal and cooling oil flow can be fed to the first actuating unit B1 b.
  • the first flow of centrifugal and cooling oil is the first
  • Actuating unit B1 b can be fed from the side of the first actuating unit B1 b facing away from the internal combustion engine 20b.
  • the first actuation unit B1 b comprises a first actuation piston B1 1 b.
  • the first actuating piston B1 1 b is arranged to be axially movable.
  • the first actuation unit B1 b has a first
  • the first actuating space B12b is arranged radially in a region of the first clutch K1b.
  • the first actuating space B12b is arranged axially outside the first clutch K1b.
  • the first actuating space B12b is arranged axially on a side of the first clutch K1b facing away from the internal combustion engine 12b.
  • the first actuating space B12b is by means of the first
  • Actuating oil flow a first actuating oil can be supplied.
  • a first actuating oil pressure can be built up in the first actuating space B12b.
  • An axial position of the first actuating piston B1 1 b can be adjusted by means of the first actuating oil pressure.
  • the first actuating piston B11 b is provided for compressing the first disk pack.
  • the first actuating piston B1 1b is provided to close the first clutch K1 b.
  • At a low first first actuating oil pressure can be supplied.
  • a first actuating oil pressure can be built up in the first actuating space B12b.
  • An axial position of the first actuating piston B1 1 b can be adjusted by means of the first actuating oil pressure.
  • the first actuating piston B11 b is provided for compressing the first disk pack.
  • the first actuating piston B1 1b is provided to close the first clutch K1 b.
  • first return spring is provided to remove the first actuating piston B11 b from the first clutch K1 b.
  • the double clutch device 11b of the clutch arrangement 10b comprises a second actuation unit B2b.
  • the second actuation unit B2b is arranged radially at least partially in a region of the second clutch K2b.
  • the second actuation unit B2b is arranged axially at least substantially outside the second clutch K2b.
  • the second actuation unit B2b is axially on one of the
  • the second actuation unit B2b is designed to rotate with the second outer disk carrier K22b.
  • the second actuation unit B2b is provided for hydraulic actuation of the second clutch K2b.
  • a second actuating oil flow can be supplied to the second actuating unit B2b.
  • the second actuation oil flow is the second
  • Actuating unit B2b can be fed from the side of the second actuating unit B2b facing away from the internal combustion engine 20b.
  • a second flow of centrifugal and cooling oil can be fed to the second actuating unit B2b.
  • the second centrifugal and cooling oil flow can be fed to the second actuation unit B2b from the side of the second actuation unit B2b facing the internal combustion engine 20b or from radially inside the second actuation unit B2b.
  • the second actuation unit B2b comprises a second actuation piston B21 b.
  • the second actuating piston B21 b is arranged to be axially movable.
  • the second actuation unit B2b has a second one
  • the second actuation space B22b is arranged radially at least partially in a region of the second clutch K2b.
  • Actuating space B22b is arranged axially at least substantially outside the second clutch K2b.
  • the second actuation space B22b is arranged axially on a side of the second clutch K2b facing away from the internal combustion engine 20b.
  • a second actuating oil can be supplied to the second actuating space B22b by means of the second actuating oil flow.
  • a second actuating oil pressure can be built up in the second actuating space B22b.
  • An axial position of the second actuating piston B21 b can be set by means of the second actuating oil pressure.
  • the second actuating piston B21 b is provided for compressing the second plate pack.
  • the second actuating piston B21b is provided to close the second clutch K2b.
  • a second return spring (not shown in detail) is provided to remove the second actuating piston B21b from the second clutch K2b.
  • Actuating space B02b are arranged radially one above the other.
  • the first actuation space B12b is arranged radially within the third actuation space B02b.
  • the second actuation space B22b is radially inside the first
  • Actuating space B12b arranged.
  • the first actuating space B12b, the second actuating space B22b and the third actuating space B02b are arranged radially without overlap.
  • the first actuating space B12b, the second actuating space B22b and the third actuating space B02b are arranged axially at least partially overlapping one another.
  • the first actuation space B12b, the second actuation space B22b and the third actuation space B02b are arranged at least essentially in the same axial extension area.
  • the clutch arrangement 10b has a centrifugal pendulum 13b.
  • the centrifugal pendulum 13b is arranged radially surrounding the double clutch device 11b.
  • the centrifugal pendulum 13b has a carrier device 14b and one
  • Pendulum mass 15b The carrier device 14b is rotationally fixed to the
  • Input plate carrier 16b of the double clutch device 1 1 b connected. Furthermore, the carrier device 14b of the centrifugal pendulum 13b is permanently connected in a rotationally fixed manner to the output disk carrier 17b of the clutch KOb. The carrier device 14b of the centrifugal pendulum 13b is rotationally fixed to the outer disk carrier K02b
  • Separating clutch KOb non-rotatably connected to an inner disk carrier K1 1 b of the first clutch K1 b of the double clutch device 11 a and non-rotatably connected to an outer disk carrier K22b of the second clutch K2b of the double clutch device 1 1 b.
  • the centrifugal pendulum 13b radially surrounds the double clutch device 11b.
  • the centrifugal pendulum 13b is axially in the region of the double clutch device 11b
  • centrifugal pendulum 13b radially surrounds the clutch KOb and is axially at least partially overlapping the clutch KOb.
  • the centrifugal pendulum 13b is axially overlapping to the clutch KOb.
  • the centrifugal pendulum 13b in the wet room 24b is the
  • Double clutch device 1 1 b arranged and encapsulated opposite the wet room 24b.
  • the centrifugal pendulum 13b has an encapsulated housing 32b. Alternatively and not shown, the centrifugal pendulum 13b can also be unencapsulated.
  • the drive train 25b also has the electric motor 23b. The electric motor 23b is not arranged coaxially with the main axis of rotation 27b.
  • the clutch arrangement 10b has a drive element 22b.
  • the drive element 22b is one
  • the clutch arrangement can have a chain wheel or a pulley instead of the drive gear.
  • Drive element 22b is for a torque-transmitting connection of the
  • Electric motor 23b provided on the drive train 25b.
  • the drive element 22b is provided for introducing a torque, starting from the electric motor 23b, into the double clutch device 11b.
  • the electric motor 23b has a driven output gear 30b which meshes with the drive element 22b.
  • the drive element 22b is axially adjacent to the centrifugal pendulum 13b and arranged coaxially with the double clutch device 11b. Furthermore, the drive element 22b is non-rotatably connected to the input side of the double clutch device 10b.
  • the drive element is permanently non-rotatably connected to the output disk carrier 17b of the separating clutch and the input disk carrier 16b of the double clutch device 11b.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un dispositif d'embrayage (10a; 10b) comprenant un embrayage de séparation (K0a; K0b), un dispositif à double embrayage (11a; 11b) qui comporte un premier embrayage (K1b) et un deuxième embrayage (K2b), un volant bi-masse (12a; 12b) et un pendule centrifuge (13a; 13b) qui est disposé radialement autour du dispositif à double embrayage (11a; 11b) et qui comporte un dispositif de support (14a; 14b) et une masse pendulaire (15a; 15b). Le dispositif de support (14a; 14b) est relié solidairement en rotation à un support de disques d'entrée (16a; 16b) du dispositif à double embrayage (11a; 11b). Un côté entrée du dispositif à double embrayage (11a; 11b) est relié à un côté sortie de l'embrayage de séparation (K0a; K0b). Le dispositif de support (14a; 14b) du pendule centrifuge (13a; 13b) est relié solidairement en rotation, de manière permanente, à un support de disques de sortie (17a; 17b) de l'embrayage de séparation (K0a; K0b).
PCT/EP2019/079823 2018-11-29 2019-10-31 Dispositif d'embrayage et chaîne cinématique pour véhicule automobile WO2020108909A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201980077530.7A CN113165495B (zh) 2018-11-29 2019-10-31 离合器设备和机动车用动力传动系

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018009392.2A DE102018009392B3 (de) 2018-11-29 2018-11-29 Kupplungsanordnung und einen Antriebsstrang für ein Kraftfahrzeug
DE102018009392.2 2018-11-29

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WO2020108909A1 true WO2020108909A1 (fr) 2020-06-04

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CN (1) CN113165495B (fr)
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DE102020001095B4 (de) 2020-02-20 2022-09-29 Mercedes-Benz Group AG Doppelkupplungsgetriebe
DE102020001100B4 (de) 2020-02-20 2022-09-29 Mercedes-Benz Group AG Doppelkupplungsgetriebe
DE102020001094B4 (de) 2020-02-20 2022-09-29 Mercedes-Benz Group AG Doppelkupplungsgetriebe
DE102020001099B4 (de) 2020-02-20 2022-10-20 Mercedes-Benz Group AG Doppelkupplunsgetriebe

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