Damping device with clutch

Abstract

The present application relates to a damping device with a clutch. The damping device comprises a flywheel, a damper output flange arranged coaxially with the flywheel, and a damper spring abutting between the flywheel and the damper output flange in the rotation direction of the damping device, so as to be able to transmit torque between the flywheel and the damper output flange. Wherein the damping device further comprises a clutch disc torsionally connected with the damper output flange and located on the side of the damper output flange away from the flywheel in the axial direction, and a clutch output flange arranged coaxially with the damper output flange, at least a part of the clutch output flange being located between the damper output flange and the clutch disc in the axial direction. The clutch disc can abut on the clutch output flange in the axial direction to transmit torque therebetween, or be separated from the clutch output flange to disconnect the torque transmission therebetween. The damping device of the present application has a compact layout.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology. Specifically, this invention relates to a vibration damping device with a clutch. Background Technology

[0002] In today's society, where environmental and energy issues are becoming increasingly serious, new energy vehicles are receiving more and more attention from the industry. Among the various new energy vehicles currently available, hybrid vehicles, which use both an internal combustion engine and an electric motor for propulsion, are a common type. Hybrid vehicles are typically categorized based on the position of the electric motor in the transmission system. For example, P1 refers to a layout where the electric motor is positioned after the engine and before the clutch, while P3 refers to a layout where the electric motor is positioned at the output end of the transmission. For vehicles with a P1 motor, especially hybrid vehicles using a P1+P3 layout, to reduce the size of the transmission system, the clutch and damper are often integrated. In this type of transmission system, the clutch is typically integrated into a dual-mass flywheel (DMF) damper with dual torque output hubs.

[0003] For example, CN 108138900 A and CN 107110286 A disclose typical prior art designs that integrate a clutch with a dual-mass flywheel type vibration damper. In these designs, the clutch is mounted on the secondary flywheel mass at the output end of the vibration damper, specifically on the side of the secondary flywheel mass facing outwards from the damper. This results in a significant increase in the axial dimension of the vibration damper and raises production costs after integrating the clutch into it.

[0004] Furthermore, in existing technologies, the axial engagement force used to operate the clutch typically ultimately acts on the engine crankshaft at the input end. However, in hybrid vehicles, the clutch may remain engaged or disengaged for extended periods. Therefore, regardless of whether a normally open or normally closed clutch is used, the axial engagement force may act on the crankshaft for a prolonged period. This poses a risk of engine damage. Summary of the Invention

[0005] Therefore, the technical problem to be solved by the present invention is to provide a compact vibration damping device with a clutch.

[0006] The aforementioned technical problem is solved by a vibration damping device with a clutch according to the present invention. The vibration damping device includes: a flywheel; a damper output flange arranged coaxially with the flywheel; and a damping spring abutting between the flywheel and the damper output flange along the rotation direction of the vibration damping device, thereby enabling torque transmission between the flywheel and the damper output flange. The vibration damping device further includes: a clutch disc anti-torsionally connected to the damper output flange and axially located on the side of the damper output flange opposite to the flywheel; and a clutch output flange arranged coaxially with the damper output flange, at least a portion of which is axially located between the damper output flange and the clutch disc. The clutch disc can axially abut against the clutch output flange to transmit torque between the clutch disc and the clutch output flange, or disengage from the clutch output flange to break the torque transmission between the clutch disc and the clutch output flange. The damper output flange and the clutch output flange can constitute two parallel torque transmission ports of the vibration damping device.

[0007] In this vibration damping device, the flywheel can serve as one torque transmission port connected to, for example, the output shaft of an engine. The clutch output flange and the damper output flange can serve as two parallel torque transmission ports opposite the flywheel, connected to, for example, the output shaft of an electric motor and the input shaft of a transmission, respectively. When torque is transmitted from the engine to the transmission, the flywheel acts as the torque input end of the vibration damping device, while the clutch output flange and the damper output flange act as two parallel torque output ends. Conversely, when torque is transmitted from the transmission to the engine, the flywheel acts as the torque output end of the vibration damping device, while the clutch output flange and the damper output flange act as two parallel torque input ends. In other words, two parallel torque transmission paths can be formed between the flywheel and the clutch output flange, and between the flywheel and the damper output flange. In the transmission path that transmits torque through the clutch output flange, the clutch is formed by the selectively engaged clutch output flange and clutch disc. Therefore, the engagement and disengagement of the transmission path through the clutch can be controlled by changing the engagement relationship between the clutch disc and the clutch output flange as needed. The connection between the clutch output flange and the clutch disc is selective: when torque transmission between the clutch output flange and the clutch disc is required, the clutch disc can abut against the clutch output flange, in which case the clutch is engaged and can transmit torque through, for example, friction or form fit; when torque transmission between the clutch output flange and the clutch disc is not required, the clutch disc can disengage from the clutch output flange, in which case the clutch is disengaged and cannot transmit torque. This means integrating the clutch located between the shock absorber and the transmission in the vehicle's drivetrain into the damping device. In this integrated damping device, the clutch is directly integrated into the shock absorber output flange, rather than into another flywheel near the output end, which makes the axial dimension of the damping device relatively small, thus facilitating a more compact layout.

[0008] According to another preferred embodiment of the invention, the damping device may further include an engagement loading mechanism located axially on the side of the clutch disc opposite to the clutch output flange, the engagement loading mechanism being capable of pushing the clutch disc axially against the clutch output flange. In other words, when the clutch needs to engage, the engagement loading mechanism is used to apply an axial engagement force to the clutch disc, causing the clutch disc to abut against the clutch output flange, thereby generating a torque-transmitting force (e.g., friction) on the contact surface between the two. Preferably, the engagement loading mechanism may be mounted on the clutch output flange. For example, the engagement loading mechanism can push the clutch disc according to the lever principle. Furthermore, preferably, the engagement loading mechanism may be a diaphragm spring. The diaphragm spring can elastically apply an axial engagement force to the clutch disc.

[0009] According to another preferred embodiment of the invention, the damping device may further include a pressure plate located axially between the engagement loading mechanism and the clutch disc, the engagement loading mechanism being able to axially abut against the clutch disc via the pressure plate. The pressure plate can provide a flat contact surface with the clutch disc, thereby facilitating control of the clutch disc.

[0010] According to another preferred embodiment of the present invention, the vibration damping device may further include a clutch disc support fixedly connected to the output flange of the vibration damper, wherein the clutch disc and the clutch disc support are torsionally connected. The clutch disc may be axially spaced from the output flange of the vibration damper via the clutch disc support, and may be indirectly torsionally connected to the output flange of the vibration damper via the clutch disc support.

[0011] According to another preferred embodiment of the invention, the clutch disc support can be fixedly connected to the damper output flange on the radially outer side of the clutch disc, and at least a portion of the clutch output flange located between the damper output flange and the clutch disc extends radially outward from the radially inner side. Therefore, the functional portion of the clutch output flange for torque engagement is located at its radially outer edge. This allows for a larger contact area between the clutch disc and the clutch output flange, and facilitates installation.

[0012] The aforementioned technical problems are also solved by a hybrid power device according to the present invention. The hybrid power device includes a first drive shaft, a second drive shaft, and the aforementioned damping device. A damper output flange is connected to one of the first and second drive shafts, and a clutch output flange is connected to the other of the first and second drive shafts, thereby enabling two power branches to be output externally or input into the damping device.

[0013] Furthermore, the vibration damping device may also include a clutch flange hub and / or a vibration damper flange hub, the first drive shaft is a hollow shaft, the second drive shaft is located inside the first drive shaft, the vibration damper output flange is connected to the second drive shaft through the vibration damper flange hub, and / or, the clutch output flange is connected to the first drive shaft through the clutch flange hub.

[0014] Furthermore, the clutch output flange can be supported by the first drive shaft, at least in the axial direction toward the damper output flange. When the clutch integrated in the damper engages, an axial engagement force toward the clutch output flange needs to be applied to the clutch disc to ensure tight contact between the clutch disc and the clutch output flange. This axial force is transmitted to the first drive shaft through the clutch output flange. The first drive shaft is, for example, a drive shaft connected to the input shaft of the transmission. This means that the axial engagement force of the clutch is ultimately borne by a structure such as a support shaft on the transmission side through the clutch output flange. Therefore, the force used to operate the clutch is not transmitted to the engine side, thus effectively protecting the components on the engine side.

[0015] Furthermore, the hybrid power unit may also include a retaining ring disposed on the first drive shaft, the retaining ring being fixed at least axially relative to the first drive shaft, and the clutch output flange being able to abut against the retaining ring via the clutch flange hub in an axial direction toward the damper output flange. Therefore, the axial engagement force acting on the clutch output flange can be transmitted to the first drive shaft through the retaining ring. Attached Figure Description

[0016] The invention is further described below with reference to the accompanying drawings. In the drawings, the same reference numerals represent elements with the same function. Wherein:

[0017] Figure 1 A schematic diagram of a vehicle drivetrain employing a vibration damping device according to an embodiment of the present invention is shown; and

[0018] Figure 2 A cross-sectional view of a vibration damping device according to an embodiment of the present invention is shown. Detailed Implementation

[0019] The following describes specific embodiments of the vibration damping device according to the present invention in conjunction with the accompanying drawings. The detailed description and drawings below are provided to exemplify the principles of the invention; however, the invention is not limited to the described preferred embodiments, and the scope of protection of the invention is defined by the claims.

[0020] According to an embodiment of the present invention, a vibration damping device with a clutch is provided; in other words, this vibration damping device integrates the functions of a vibration damper and a clutch. This vibration damping device is used in the drivetrains of various motor vehicles, and is particularly suitable for hybrid vehicles.

[0021] Figure 1 The layout of the transmission system employing the vibration damping device D according to an embodiment of the present invention is schematically shown. Figure 1 As shown, the hybrid vehicle includes an engine E (internal combustion engine) and a first electric motor M1. A damping device D is located at the rear end of the engine E, and the output shaft of the engine E is connected to the input shaft of the damping device D, thereby enabling torque transmission between the engine E and the damping device D. The damping device D has two coaxially arranged output ends, one of which is a first drive shaft 13 that is driven by the input shaft of the transmission, and the other output end is a second drive shaft 14 that is driven by the output end of the first electric motor M1. The first drive shaft 13 surrounds the radially outer side of the second drive shaft 14 and is coaxially arranged with the output shaft of the engine E. Figure 1The diagram only briefly shows a portion of the transmission structure, which may include, for example, a third driveshaft 16 arranged parallel to the first driveshaft 13 and the second driveshaft 14. The first driveshaft 13 and the third driveshaft 16 may be connected via, for example, a gear set to change the speed at which the output torque is altered.

[0022] exist Figure 1 In the layout shown, the input and output ends of each component are only relative; the input and output ends of the same component may switch between each other under different operating states of the vehicle. For example, in the first motor drive state, the first motor M1 can input torque to the damping device D through the second drive shaft 14, and transmit it to the third drive shaft 16 of the transmission through the damping device D. In this case, the second drive shaft 14 is actually the input end of the damping device D. According to the invention, the damping device D integrates a clutch, so the clutch can be engaged or disengaged as needed to form a torque transmission combination of the first motor M1, the engine E, and the second motor M2. At this time, it can be seen that in the aforementioned first motor drive state, the first motor M1 is located at the front end of the clutch in the torque transmission path toward the clutch, i.e., position P1 as described above. In addition, a second motor M2 can also be provided at the rear end of the transmission. The output end of the second motor M2 can also be connected to the third drive shaft 16, for example, through a gear set. In this case, the second motor M2 is located at position P3 as described above. That is, Figure 1 The transmission system shown is a P1+P3 layout.

[0023] The following is for reference Figure 2 The specific structure of the vibration damping device according to the present invention will be described in detail. Figure 2 A cross-sectional view of the vibration damping device D according to an embodiment of the present invention is shown in a section passing through the central axis. Figure 2 As shown, the vibration damping device includes a flywheel 2, a damping spring 3, a damper output flange 4, a clutch output flange 6, and a clutch disc 7. Each of these components—flywheel 2, damper output flange 4, clutch output flange 6, and clutch disc 7—is approximately disc-shaped and has approximately the same axis of rotation (i.e., they are arranged coaxially).

[0024] Flywheel 2 is a disc-shaped component with a large moment of inertia. Flywheel 2 is axially located on the engine-side of the damping device and is torsionally connected to the engine's output shaft. Flywheel 2 can be fixed to the engine's crankshaft, for example, via bolt 1. Flywheel 2 can input torque from the engine into the damping device and can buffer the torque vibration input to the damping device through its own inertia.

[0025] The vibration damping device may include at least one, preferably multiple, damping springs 3. The damping springs 3 may be, for example, arc-shaped or cylindrical helical springs, or other forms of elastic components. When multiple damping springs 3 are provided in the vibration damping device, these springs 3 are arranged circumferentially at intervals, particularly uniformly spaced circumferentially, around the central axis (i.e., the axis of rotation) of the vibration damping device. The damping springs 3 abut against the flywheel 2 and the output flange 4 of the damper along the rotation direction of the vibration damping device, thereby transmitting torque between them and absorbing torque vibrations through their own elastic deformation.

[0026] The damper output flange 4 is axially located on the side of the flywheel 2 facing away from the engine. Preferably, the damping spring 3 can be installed in a portion near the radial outer edge of the damper output flange 4, particularly in a spring window formed in this portion. Torque from the engine, after being damped by the damping spring 3, is transmitted to the damper output flange 4 via the damping spring 3. Figure 2 In this device, the damping spring 3 is located on the outer radial side of the damper, but optionally or additionally, the damping spring may also be located on the inner radial side of the damper and / or in the middle radial side of the damper.

[0027] The clutch disc 7 is axially located on the side of the damper output flange 4 facing away from the flywheel 2, and is axially spaced a certain distance from the damper output flange 4. The clutch disc 7 and the damper output flange 4 are coaxially and torsionally connected, thus enabling synchronous rotation. The clutch output flange 6 is axially located on the side of the damper output flange 4 facing away from the flywheel 2, and at least a portion of it is axially located between the clutch disc 7 and the damper output flange 4. The clutch output flange 6 is rotatable relative to the damper output flange 4.

[0028] The clutch disc 7 is primarily used to cooperate with the clutch output flange 6 to form a clutch capable of engaging or disengaging the torque transmission path. This clutch has two states: engaged and disengaged. In the engaged state, the clutch disc 7 can be tightly pressed against the clutch output flange 6 axially under the action of an axial engagement force, thereby generating friction or form fit on their contact surfaces. Torque can then be transmitted between the clutch output flange 6 and the clutch disc 7. In the disengaged state, the axial engagement force acting on the clutch disc 7 is removed or reduced, causing the clutch disc 7 to separate from the clutch output flange 6. "Disengagement" here can mean either a complete lack of contact between the clutch output flange 6 and the clutch disc 7, or a situation where there is contact but insufficient force to transmit significant torque. To facilitate switching between these two states, the functional parts of the clutch disc 7 used for engagement can undergo small axial movements (e.g., through elastic deformation), or the clutch disc 7 as a whole can undergo small axial movements (e.g., through loosening the fit).

[0029] In this configuration, the damper output flange 4 and the clutch output flange 6 can serve as two torque transmission ends of the damping device, transmitting torque in parallel. The clutch function is implemented in the path through which torque is input or output via the clutch output flange 6. In this damping device, the torque input or output structure connected to the damper output flange 4 and the clutch output flange 6 consists of two coaxially arranged drive shafts. Figure 1 The diagram also shows two drive shafts: a first drive shaft 13, torsionally connected to the clutch output flange 6, and a second drive shaft 14, torsionally connected to the damper output flange 4. The first drive shaft 13 is a hollow shaft, and the second drive shaft 14 passes radially inward from the first drive shaft 13. The first drive shaft 13 can, for example, be connected to the input shaft of a transmission, while the second drive shaft can, for example, be connected to a motor (…). Figure 1 The output shaft of the first motor M1 in the motor is connected.

[0030] Preferably, to facilitate connection of the drive shaft, the vibration damping device may further include a clutch flange hub 11 and / or a damper flange hub 12. The clutch flange hub 11 is fixedly connected to the clutch output flange 6 (e.g., by welding, interference fit, form fit, or integral formation), and is torsionally connected to the first drive shaft 13, for example, via a spline on the radially outer side of the first drive shaft 13. Correspondingly, the damper flange hub 12 is fixedly connected to the damper output flange 4 (e.g., by welding, interference fit, form fit, or integral formation), and is torsionally connected to the second drive shaft 14, for example, via a spline on the radially outer side of the second drive shaft 14.

[0031] To provide the axial engagement force for the clutch disc 7 to abut against the clutch output flange 6, an engagement loading mechanism is preferably provided in the damping device. The engagement loading mechanism is axially mounted on the side of the clutch disc 7 facing away from the clutch output flange 6. When the clutch needs to be engaged, the engagement loading mechanism can apply an axial engagement force to the clutch disc 7, thereby pushing the clutch disc 7 axially against the clutch output flange 6, resulting in sufficient friction or form-fitting at the contact surfaces. When the clutch needs to be disengaged, the engagement loading mechanism can remove or reduce the axial engagement force, reducing or completely separating the friction between the clutch disc 7 and the clutch output flange 6. In this embodiment, the engagement loading mechanism is preferably a diaphragm spring 10. In other embodiments, the engagement loading mechanism can also be other types of components.

[0032] In this embodiment, the vibration damping device may further include a generally annular clutch cover 9. The clutch cover 9 is fixedly connected to the clutch output flange 6 on one radial side, and axially spaced from the clutch output flange 6 on the other radial side. Therefore, an annular space opening radially to one side is formed between the clutch output flange 6 and the clutch cover 9. At least a portion of the clutch disc 7 extends into this annular space, thereby being axially positioned between the clutch output flange 6 and the clutch cover 9. Specifically, in this embodiment, the clutch cover 9 is fixedly connected to the clutch output flange 6 on the radially inner side of the clutch disc 7, and its radially outer portion is spaced from the clutch output flange 6, thus the radially inner portion of the clutch disc 7 extends radially inward from the outer side to between the clutch output flange 6 and the clutch cover 9.

[0033] Furthermore, the vibration damping device may also include a clutch disc support 5. The clutch disc support 5 is fixedly connected to the damper output flange 4 and extends from the damper output flange 4 toward the side away from the flywheel 2. A clutch disc 7 is torsionally connected to the clutch disc support 5 on its radial side. For example, the clutch disc 7 can be torsionally connected to the clutch disc support 5 via a spline, thereby facilitating axial movement relative to the clutch disc support 5 when subjected to an axial engagement force. Figure 2 In the illustrated embodiment, the clutch disc support 5 is preferably fixedly connected to the damper output flange 4 on the radially outer side of the clutch disc 7, and a portion of the radially outer side of the clutch output flange 6 extends outward from the radially inner side between the damper output flange 4 and the clutch disc 7. The damping spring 3 is located on the radially outer side of the clutch disc support 5, in which case the space on the radially inner side of the damper output flange 4 and the clutch output flange 6 can be used to install torque input or output structures. However, if the actual installation space allows, this installation relationship may also be arranged in reverse radially.

[0034] Preferably, the diaphragm spring 10, which serves as the engagement loading mechanism, can be mounted on the clutch cover 9. For example, in Figure 2 In the illustrated embodiment, the diaphragm spring 10 is mounted on the side of the clutch cover 9 opposite to the clutch disc 7 by rivets and is constrained by two retaining rings surrounding the rivets. At least when the diaphragm spring 10 applies an axial engagement force to the clutch disc 7, the diaphragm spring 10 can axially abut against the clutch disc 7. In this case, the diaphragm spring 10 can, for example, apply an axial engagement force to the clutch disc 7 with the clutch cover 9 as a fulcrum based on the lever principle. The axial engagement force applied by the diaphragm spring 10 can be controlled by another actuating mechanism, such as a mechanical or electromagnetic actuating mechanism (not shown) disposed on the side of the diaphragm spring 10 opposite to the clutch disc 7.

[0035] Preferably, a pressure plate 8 may be additionally provided to facilitate the application of axial engagement force to the clutch disc 7 by the engagement loading mechanism. The pressure plate 8 is axially located between the engagement loading mechanism and the clutch disc 7. The pressure plate 8 may, for example, be formed as an annular plate. When the engagement loading mechanism applies an axial engagement force to the clutch disc 7, the engagement loading mechanism indirectly abuts against the clutch disc 7 through the pressure plate 8. Therefore, when the clutch is engaged, the clutch disc 7 is clamped between the clutch output flange 6 and the pressure plate 8. To facilitate the transition of the clutch between the engaged and disengaged states, the pressure plate 8 is preferably axially movable relative to the clutch output flange 6. There are no particular requirements for other connection relationships between the pressure plate 8 and the clutch output flange 6. They can be torsionalally connected, fixedly connected, or separably contacted by the engagement loading mechanism. For example, similar to existing friction clutches, the pressure plate 8 can be torsionalally connected to the clutch output flange 6, for example, by a resilient transmission plate, so that the clutch output flange 6 and the pressure plate 8 can form two sets of symmetrical contact surfaces on both sides of the clutch disc 7 in the axial direction, which in particular can improve the efficiency of torque transmission through friction.

[0036] In the clutch of this damping device, the axial engagement force for operating the clutch acts on the clutch disc 7 through the engagement loading mechanism and is transmitted to the clutch output flange 6 through the clutch disc 7. This operation causes the clutch output flange 6 to tend to move axially toward the flywheel 2. In order to support the clutch output flange 6 against the axial engagement force in the axial direction, the clutch output flange 6 can be supported by the first drive shaft 13 at least in the axial direction toward the damper output flange 4. For example, in Figure 2In the illustrated embodiment, the damping device further includes a retaining ring 15 mounted radially outward of the first drive shaft 13. The retaining ring 15 is axially fixed relative to the first drive shaft 13, for example, by a form-fitting mechanism. The clutch output flange 6 can abut against the retaining ring 15 in an axial direction toward the damper output flange 4, thereby transmitting the axial engagement force to the first drive shaft 13 via the retaining ring 15. Preferably, the clutch output flange 6 can abut against the retaining ring 15 via the clutch flange hub 11. The retaining ring 15 can also be replaced by other components, such as a shoulder formed on the first drive shaft 13. Ultimately, the axial engagement force is borne by a support structure connected to the first drive shaft 13 and is not transmitted to the engine crankshaft connected to the flywheel 2 side, thus protecting components in the engine.

[0037] According to another preferred embodiment, the damping device D may also include other components not mentioned or shown in the above embodiments. For example, the damping device D may also include an additional flywheel, i.e., a second flywheel, mounted on the side near the clutch, such that the damping device is configured as a dual-mass flywheel type damper. In this case, the damper output flange 4 and the other aforementioned components constituting the clutch are axially located between the two flywheels.

[0038] It should be noted that the vibration damping device according to embodiments of the present invention is not limited to... Figure 1 The drivetrain layout shown is used in hybrid vehicles. Those skilled in the art will understand that this damping device can also be applied to various non-P1+P3 layouts (e.g., simple P1 layouts) and / or non-hybrid vehicles that require the integration of the clutch and damper.

[0039] While possible embodiments have been described exemplarily in the foregoing description, it should be understood that numerous variations of embodiments exist through combinations of all known and readily conceived technical features and implementation methods. Furthermore, it should be understood that the exemplary embodiments are merely examples and do not in any way limit the scope, application, or construction of the invention. The foregoing description is more intended to provide those skilled in the art with technical guidance for transforming at least one exemplary embodiment, wherein various changes, particularly regarding the function and structure of the components, can be made without departing from the scope of the claims.

[0040] Appendix Label Table

[0041] 1 bolt

[0042] 2 Flywheel

[0043] 3. Vibration damping springs

[0044] 4. Vibration damper output flange

[0045] 5. Clutch disc support

[0046] 6. Clutch output flange

[0047] 7. Clutch disc

[0048] 8 pressure plates

[0049] 9. Clutch cover

[0050] 10 Diaphragm Springs

[0051] 11 Clutch flange hub

[0052] 12 Shock absorber flange hub

[0053] 13 First drive shaft

[0054] 14 Second drive shaft

[0055] 15 retaining rings

[0056] 16 Third drive shaft

[0057] D Vibration damping device

[0058] E engine

[0059] M1 First Motor

[0060] M2 Second Motor

Claims

1. A vibration damping device, comprising: Flywheel (2); The shock absorber output flange (4) is arranged coaxially with the flywheel (2); and A damping spring (3) abuts against the flywheel (2) and the output flange (4) of the damper along the rotation direction of the damping device, thereby transmitting torque between the flywheel (2) and the output flange (4) of the damper; Its features are, The vibration damping device also includes: A clutch disc (7) is torsionally connected to the damper output flange (4) and is axially located on the side of the damper output flange (4) opposite to the flywheel (2); and A clutch output flange (6) is arranged coaxially with the damper output flange (4), and at least a portion of the clutch output flange (6) is located axially between the damper output flange (4) and the clutch disc (7). The clutch disc (7) can axially abut against the clutch output flange (6) to transmit torque between the clutch disc (7) and the clutch output flange (6), or separate from the clutch output flange (6) to disconnect the torque transmission between the clutch disc (7) and the clutch output flange (6). The damper output flange (4) and the clutch output flange (6) can form two parallel torque transmission ports of the damping device.

2. The vibration damping device according to claim 1, characterized by The vibration damping device also includes an engagement loading mechanism located axially on the side of the clutch disc (7) facing away from the clutch output flange (6), the engagement loading mechanism being able to push the clutch disc (7) axially against the clutch output flange (6).

3. The vibration damping device according to claim 2, characterized by The engagement loading mechanism is mounted on the clutch output flange (6).

4. The vibration damping device according to claim 2, characterized by The vibration damping device also includes a pressure plate (8) located axially between the engagement loading mechanism and the clutch disc (7), wherein the engagement loading mechanism can abut against the clutch disc (7) axially via the pressure plate (8).

5. The vibration damping device according to any one of claims 1 to 4, characterized by The vibration damping device also includes a clutch disc support (5) fixedly connected to the output flange (4) of the vibration damper, and the clutch disc (7) is torsionally connected to the clutch disc support (5).

6. The vibration damping device according to claim 5, characterized by The clutch disc support (5) is fixedly connected to the damper output flange (4) on the radially outer side of the clutch disc (7), and at least a portion of the clutch output flange (6) extends radially outward from the radially inner side between the damper output flange (4) and the clutch disc (7).

7. A hybrid power unit comprising a first drive shaft (13), a second drive shaft (14), and a damping device according to any one of claims 1 to 6, wherein the damper output flange (4) is connected to one of the first drive shaft (13) and the second drive shaft (14), and the clutch output flange (6) is connected to the other of the first drive shaft (13) and the second drive shaft (14).

8. The hybrid device of claim 7, wherein, The vibration damping device further includes a clutch flange hub (11) and / or a vibration damper flange hub (12), the first drive shaft (13) is a hollow shaft, the second drive shaft (14) is located inside the first drive shaft (13), the vibration damper output flange (4) is connected to the second drive shaft (14) through the vibration damper flange hub (12), and / or, the clutch output flange (6) is connected to the first drive shaft (13) through the clutch flange hub (11).

9. The hybrid power device according to claim 8, characterized in that, The clutch output flange (6) is supported by the first drive shaft (13) at least in the axial direction toward the damper output flange (4).

10. The hybrid power device according to claim 9, characterized in that, The hybrid power unit also includes a retaining ring (15) disposed on the first drive shaft (13), the retaining ring (15) being fixed at least axially relative to the first drive shaft (13), and the clutch output flange (6) being able to abut against the retaining ring (15) via the clutch flange hub (11) in an axial direction toward the damper output flange (4).

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