Clutch assembly having at least two pressure connectors, drive train having such clutch assembly and method for compensating for pressure pulsations

Abstract

The invention relates to a clutch assembly (4) for a drive train (1) of a vehicle, comprising: a first shaft (5) and a second shaft (6) arranged coaxially with respect to a main axis (100); a clutch device (10), via which the first shaft (5) and the second shaft (6) can be fixedly connected to one another for common rotation; the invention relates to a clutch device (10) having a slave cylinder (11) arranged coaxially to a main axis (100) for actuating the clutch device (10), the slave cylinder (11) having an annular housing (14) and an axially displaceable annular piston (15) which delimit a pressure chamber (16) surrounding the main axis (100), the annular piston (15) being kinematically coupled to the clutch device (10) in order to transmit an actuating force, and the clutch device (10) having a driven cylinder (11) arranged coaxially to the main axis (100) for actuating the clutch device (10), the driven cylinder (11) having an annular housing (14) and an axially displaceable annular piston (15) defining a pressure chamber (16) surrounding the main axis (100). The clutch device (10) is arranged to be positioned obliquely with respect to the slave cylinder (11) with respect to the main axis (100); the annular housing (14) has at least two pressure connector openings (23), (24) for connecting the pressure connectors (17) hydraulically to the hydraulically actuated actuators (19), in order to reduce pressure pulsations due to the inclined positioning, and wherein the pressure connectors (17) are connected to the hydraulically actuated actuators (19) in order to reduce the pressure pulsations due to the inclined positioning. The pressure connector openings are positioned diametrically opposite one another and each fluidly connected to a pressure connector (17) via a fluid path (25), (26).

Description

TECHNICAL FIELD

[0001] The invention relates to a clutch assembly for a drivetrain of a vehicle, which clutch assembly has the features of the preamble of claim 1. Furthermore, the invention relates to a drivetrain having a clutch assembly and to a method for compensating pressure pulsations of a clutch assembly. BACKGROUND

[0002] Concentric slave cylinders (CSC) are commonly used both for hybrid and for fully electric vehicle drives. These concentric slave cylinders are used, for example, to disconnect an electric motor from an internal combustion engine or to change a gear. Such a slave cylinder essentially comprises an annular housing and an annular piston, which can be displaced axially in the annular housing and which acts on a clutch-side release bearing when the master cylinder is actuated, so that the clutch is actuated, in particular engaged.

[0003] The document DE 10 2020 109 989 A1 discloses a clutch device for a motor vehicle, which has a shaft, which extends axially, has a clutch part, which is arranged coaxially with respect to the shaft and rotates with the shaft, wherein axial and radial forces act on the shaft and / or the clutch part when the shaft is rotating, and at least the radial forces can cause a radial displacement of the clutch part and / or a tilted positioning of the clutch part and / or the shaft, and has a release bearing, which is axially movable for transmitting an actuating force to the clutch part, and wherein the release bearing is guided through and / or on the shaft in order to compensate the axial displacement and / or the tilted positioning in the radial direction. SUMMARY

[0004] It is an object of the invention to propose a clutch assembly which features a high level of operational reliability, in particular at high rotational speeds.

[0005] This object is achieved by a clutch assembly having the features of claim 1, a drivetrain having the features of claim 9 and a method having the features of claim 10. Preferred or advantageous embodiments of the invention result from the dependent claims, the following description and the figures.

[0006] The subject of the invention is a clutch assembly which is designed for and / or suitable for use in a drivetrain of a vehicle, preferably an electric axle. In particular, the clutch assembly is used to interrupt and / or divert a torque path of the drivetrain. The clutch assembly is preferably used to engage and disengage an electric machine.

[0007] The clutch assembly has a first shaft and a second shaft, which are arranged coaxially with respect to each other about a main axis. Preferably, the main axis is defined by the rotational axis of the first shaft and / or the second shaft. In particular, one shaft may be designed as a drive shaft for a driving machine, and the other shaft may be designed as a transmission shaft for a gearbox or another drive shaft for another driving machine.

[0008] The clutch assembly has a clutch device in which a first shaft and a second shaft can be connected to each other for common rotation via the clutch device. Preferably, the clutch device is disengaged in an unacted state, such that it is engaged when actuated. Alternatively, the clutch device can also be engaged in an unacted state, such that it is disengaged when actuated. Preferably, the two shafts are connected to each other for common rotation when the clutch device is engaged. For example, the clutch device is designed as a form-fit coupling or a friction coupling. In particular, the clutch device is designed as a multi-plate clutch.

[0009] The clutch assembly has a driven cylinder arranged coaxially with respect to the main axis and designed for and / or suitable for actuating the clutch mechanism. Specifically, the driven cylinder is used to transmit actuating force to the clutch mechanism to disengage or engage the clutch mechanism. Preferably, the driven cylinder is designed as a concentric driven cylinder (CSC). In particular, the concentric driven cylinder is designed as a central release unit.

[0010] For this purpose, the driven cylinder essentially has an annular housing and an annular piston capable of axial movement within the annular housing. Preferably, the annular piston and the annular housing are arranged coaxially and / or concentrically with respect to each other about the main axis. The annular housing preferably has a central through opening, particularly a bore, through which at least one shaft can be guided in the case of the actuating cylinder installation. Preferably, the annular piston is rotationally symmetrical with respect to the main axis.

[0011] An annular housing and an annular piston circumferentially define a pressure chamber about a main axis. The annular housing has an annular chamber circumferentially about the main axis, wherein the annular piston is received in the annular chamber of the annular housing in a manner axially movable relative to the main axis. The annular chamber is axially defined by the annular piston relative to the main axis, such that a pressure chamber is formed between the annular chamber and the annular housing. In particular, the annular chamber is designed to be open on the side defined by the annular piston in the axial direction and closed in the opposite axial direction. Preferably, the pressure chamber is filled with and / or can be filled with a hydraulic operating medium. The operating medium can be a hydraulic fluid, specifically hydraulic oil.

[0012] The annular piston is kinematically connected to the clutch assembly for transmitting actuating force. Specifically, the clutch assembly has a first clutch section and a second clutch section. The first clutch section is connected to a first shaft for co-rotation, and the second clutch section is connected to a second shaft for co-rotation. The two clutch sections are connected to each other for co-rotation when engaged. In principle, the annular piston can be directly connected to one of the two clutch sections. However, preferably, the annular piston is connected to one of the clutch sections via a transmission mechanism.

[0013] The clutch assembly is arranged at an angle relative to the driven cylinder about the main axis. Specifically, this angled positioning is achieved by a non-intentional tilt angle of the clutch assembly. This non-intentional tilt positioning can be caused by axial and / or radial forces during operation of the transmission system. Specifically, non-intentional tilt positioning may occur due to geometric deviations and / or manufacturing tolerances of the various components and / or due to centrifugal forces acting during operation. Alternatively, the tilt positioning can also be achieved by a desired tilt angle of the clutch assembly. For example, the tilt angle may be greater than + / -0.1 degrees, preferably greater than + / -0.5 degrees, and particularly greater than + / -1 degree relative to the main axis. In principle, the clutch assembly, preferably at least one of the clutch portions, can be mounted in the desired tilt position and / or have a non-intentional tilt position. Alternatively, one of the two shafts can be mounted in the desired tilt position and / or have a non-intentional tilt position.

[0014] The clutch assembly has a pressure connector designed for and / or suitable for hydraulically connecting the driven cylinder. Specifically, the driven cylinder is connected to and / or can be connected to a hydraulic actuator via the pressure connector. When the driven cylinder is actuated, an actuating volume flow is generated by the actuator, which flows through the pressure connector into a pressure chamber to generate or increase actuating pressure within the chamber. Specifically, the actuating force generated by the actuating pressure is transmitted to an annular piston, causing the annular piston to disengage axially. The hydraulic actuator is preferably connected to the pressure connector via a pressure line. The pressure connector can, in principle, be arranged on the driven cylinder, particularly on the annular housing. Alternatively, the pressure connector can also be arranged on the geometry surrounding the driven cylinder.

[0015] Within the scope of this invention, to reduce pressure pulsation caused by tilted positioning, an annular housing is proposed to have at least two pressure connector openings that are diametrically opposed, said at least two pressure connector openings being fluidly connected to a pressure connector via fluid paths. Specifically, "diametrically opposed" means that the two pressure connector openings are positioned 180 degrees offset from each other in the circumferential direction. The pressure connector openings may be located on the radially outer portion of the annular housing and / or radially open to the pressure chamber. The pressure connector openings may be formed by holes or the like radially introduced into the annular housing. The fluid paths may be designed as two separate and / or fluid-separated lines, channels, etc. Particularly preferably, a first flow path extends from the pressure chamber to the pressure connector via a first pressure connector opening and a first fluid path, and a second flow path extends from the pressure chamber to the pressure connector via a second pressure connector opening and a second fluid path.

[0016] During operation, the tilting positioning of the clutch assembly results in circumferential pressure or volumetric excitation, which creates high-pressure or high-volume points and low-pressure or low-volume points in the pressure chamber. A high-volume point is understood as the excitation point where the annular piston displaces the largest volume of fluid in the pressure chamber. Therefore, a low-volume point is understood as the excitation point where the annular piston displaces the smallest volume of fluid in the pressure chamber. Thus, a high-pressure point represents a sudden increase in fluid pressure at the excitation point, and a low-pressure point represents a sudden decrease in fluid pressure at the excitation point. In the case of circumferential excitation, each excitation point passes through the pressure connector opening once per revolution. Specifically, at least two pressure connector openings are positioned such that for each high-pressure or high-volume point transmitted via the pressure connector openings, the corresponding low-pressure or low-volume point from the pressure chamber is always transmitted simultaneously toward the pressure connector, causing these points to cancel each other out at the pressure connector.

[0017] This invention is based on the discovery that when the clutch assembly is tilted, the annular piston performs an oscillating motion, which is transmitted to the fluid column between the pressure chamber and the actuator, and may cause pressure oscillations in the fluid column. This effect is generally dependent on the rotational speed and can occur, for example, at speeds above 9000 rpm. Pressure oscillations can damage components of the clutch assembly, particularly the driven cylinder. Furthermore, diagnostics and / or functions that should respond to pressure may be erroneously triggered by pressure oscillations.

[0018] This invention is based on the concept of connecting high-pressure and low-pressure points in a hydraulic sense, such that the high-pressure and low-pressure points cancel each other out. Any resulting pressure oscillations can be reduced by means of at least two opposing pressure connector openings where the high-pressure and low-pressure points meet at the pressure connectors and thus compensate for each other. This leads to a significant reduction, ideally complete elimination, of the pressure oscillations observed by the actuator. In short, a piping layout for eliminating pressure excitation is proposed. By providing two pressure connector openings, a particularly cost-effective and space-saving concept for reducing pressure pulsations is presented.

[0019] In one embodiment, a pressure connector is circumferentially centered between at least two pressure connector openings or exactly between two pressure connector openings. Specifically, the at least two pressure connector openings are thus equidistant from the pressure connector. This ensures that high-pressure points and low-pressure points, or the resulting pressure pulses, converge simultaneously at the pressure connector.

[0020] In another embodiment, the pressure connector is positioned on the top side of the intended mounting location of the driven cylinder. Alternatively or optionally, the pressure connector is specifically positioned at the 12 o'clock position relative to the main axis of the intended mounting location of the driven cylinder. The radial connection between the pressure connector and the top side of the annular housing ensures that the annular chamber does not form the highest point of the actuation system, thus ensuring that the pressure chamber is at least partially or completely filled with fluid.

[0021] In a specific implementation, the two pressure connector openings are positioned 90 degrees off-center relative to the pressure connector. Alternatively or optionally, one pressure connector opening is positioned at the 3 o'clock position, and the other pressure connector opening is positioned at the 9 o'clock position. In other words, the annular housing has exactly two pressure connector openings positioned 180 degrees off-center on the annular housing, with the pressure connector circumferentially centered between the two pressure connector openings. This ensures that the excitation points at high pressure or high volume and low pressure or low volume occur exactly twice simultaneously at the pressure connector openings per revolution.

[0022] In a further improvement, the pressure connector openings are fluidly connected to each other via additional connection paths. Specifically, the two pressure connector openings are directly fluidly connected to the pressure connector via respective fluid paths, and also directly fluidly connected to each other via connection paths. The connection paths can be formed as separate lines, channels, etc. Alternatively, the fluid paths and connection paths can also be formed by a common channel, particularly an annular channel, through which the two pressure connector openings and the pressure connector lead. Preferably, the annular channel is coaxially and / or concentrically positioned and / or formed within the annular housing about the main axis. This achieves a particularly simple manufacture and compact design for the annular housing.

[0023] In another specific implementation, the clutch assembly has a housing portion in which an annular housing is received. The housing portion can be formed from a clutch housing, a transmission housing, or an engine housing. In this respect, an intermediate pressure chamber is formed radially between the annular housing and the housing portion, circumferentially about a main axis, and fluid and connection paths are formed through the intermediate pressure chamber. A pressure connector can be positioned on the radially outer side of the housing portion and / or radially open to the intermediate pressure chamber. For this purpose, the pressure connector can be formed by or together with a hole radially introduced into the housing portion. The intermediate pressure chamber is preferably radially defined on one hand by the inner circumference of the housing portion and on the other hand by the outer circumference of the annular housing. Preferably, the intermediate pressure chamber is fluidly connected to a pressure chamber on one hand via a pressure connector opening formed in the annular housing, and on the other hand fluidly connected to a pressure line or actuator via a pressure connector formed in the housing portion. This achieves particularly simple, particularly one-piece, and cost-effective manufacturing of the annular housing, while eliminating the need for a separate line connecting the pressure connector opening to the pressure connector.

[0024] In a further improvement, the annular housing has at least two or exactly two additional pressure connector openings of opposite diameter, each of which is connected to a pressure connector via a different fluid path. Specifically, the annular housing thus has exactly four pressure connector openings, which are preferably evenly spaced apart from each other and / or offset by 90 degrees relative to each other. However, in principle, the annular housing can have any number of pressure connector openings, which are positioned in opposite pairs diametrically on the annular housing. This allows the excitation points at high pressure or high volume and low pressure or low volume to occur simultaneously 2^n times per revolution at the pressure connector openings, where n corresponds to the number of pressure connector openings.

[0025] In this specific implementation, the fluid paths between the respective pressure connector openings and the pressure connector are geometrically identical. Specifically, "geometrically identical" means that each fluid path has the same length and the same cross-sectional area. In the case of more than two pressure connector openings (i.e., 2n pressure connector openings, where n > 1), the fluid paths are formed by a single identical conduit that directly connects the respective pressure connector opening to the pressure connector. This ensures that the same volumetric flow always flows via the fluid path and / or ensures that low-pressure points are always sent from the pressure chamber towards the pressure connector simultaneously with high-pressure points.

[0026] The present invention also relates to a drivetrain for a vehicle having a clutch assembly as described above. The drivetrain can be designed as a hybrid or electric drivetrain. The drivetrain includes at least one electric drive machine or exactly one electric drive machine for generating drive torque, wherein the clutch assembly is designed for and / or adapted to interrupt the drive torque. The electric drive machine may constitute the sole traction machine for the vehicle. Alternatively, the vehicle has additional traction machines, such as additional electric drive machines and / or an internal combustion engine for generating drive torque. The electric drive machine may be assigned to a single driven wheel of the vehicle and / or designed for single-wheel drive. Alternatively, the electric drive machine may be assigned to two driven wheels, preferably driven wheels sharing a common axle and / or designed for an electric axle. In other embodiments, the electric drive machine may also be assigned to all driven wheels and / or wheels of the vehicle and / or designed for all-wheel drive.

[0027] The clutch device is designed to disengage the drive machine and / or separate the drive torque path under certain driving conditions, and the driven cylinder is designed for and / or suitable for actuating the clutch device. Preferably, the clutch device is designed as a disengageable clutch, which is designed to separate the downstream drive torque path of the electric drive machine. This allows the electric drive machine to rotate without any drive torque being transmitted to the driven wheel. Specifically, the clutch device is designed to interrupt the drive torque between the internal combustion engine and the electric motor in a hybrid powertrain or to change gears in an electric powertrain.

[0028] The present invention also relates to a method for compensating for pressure pulsations in a clutch assembly as described above, wherein, during operation of the clutch assembly, a high-pressure point or high-volume point and a low-pressure point or low-volume point are generated in the pressure chamber due to the tilted positioning of the clutch device. Therefore, a pressure pulse generated by the high-pressure point can be simultaneously transmitted to the pressure connector via one pressure connector opening, and a pressure pulse generated by the low-pressure point can be transmitted to the pressure connector via another pressure connector opening, and the two pressure pulses at the pressure connector at least partially or completely cancel each other out. In other words, the low-pressure point or low-volume point and the high-pressure point or high-volume point are always simultaneously transmitted from the pressure chamber toward the pressure connector, and the high-pressure point or high-volume point and the low-pressure point or low-volume point meet at the pressure connector and influence and, in particular, compensate for each other. Attached Figure Description

[0029] Other features, advantages, and effects of the invention will become apparent from the following description of preferred exemplary embodiments of the invention. In the accompanying drawings: Figure 1 A schematic diagram of a transmission system as an exemplary embodiment of the present invention is shown; Figure 2 Showing from Figure 1 A schematic cross-sectional view of the clutch assembly of the transmission system; Figure 3 An axial view of the annular housing of the clutch assembly is shown in schematic diagram; Figure 4 With Figure 3 The same illustration shows an alternative embodiment of the annular shell; Figure 5 With Figure 3 The same illustration shows another alternative embodiment of the annular housing. Detailed Implementation

[0030] Figure 1 A drivetrain 1 for a vehicle is shown, wherein the drivetrain 1 has a drive machine 2 and another drive machine 3 driven and / or drivably driven via a clutch assembly 4. The drive machine 2 and the other drive machine 3 may each be designed as an electric motor. Alternatively, the drive machine 2 may also be designed as an internal combustion engine.

[0031] Clutch assembly 4 is designed as a disengageable clutch, also known as a K0 clutch, which is configured to interrupt the drive torque between the two drive machines 2 and 3. When clutch assembly 4 is engaged, the first shaft 5 of drive machine 2, such as a crankshaft, is connected to the second shaft 6 of the other drive machine 3, such as a rotor shaft, for common rotation, and the first and second shafts can rotate relative to each other in the disengaged state.

[0032] The drivetrain 1 also includes a transmission 7, which is connected on the input side to the drive machine 2 or another drive machine 3 and on the output side to a differential 8, wherein torque generated by the drive machine 2 and / or the other drive machine 3 is transmitted via the transmission 7 to the differential 8, and thus to the driven wheels 9 of the vehicle. The transmission 7 may, for example, be designed as a dual-clutch transmission.

[0033] like Figure 2 As shown, the clutch assembly 4 has a clutch device 10 and a concentric driven cylinder 11 (CSC), which are arranged coaxially and / or concentrically with respect to the first shaft 5 and / or the second shaft 6. The clutch device 4 can be designed as, for example, a multi-plate clutch.

[0034] The clutch assembly 10 has a first clutch portion 12 and a second clutch portion 13. When the clutch assembly 10 is engaged, the first clutch portion and the second clutch portion engage with each other for common rotation, and when the clutch assembly 10 is disengaged, the first clutch portion and the second clutch portion disengage with each other. The first clutch portion 12 is connected to a first shaft 5 for common rotation, and the second clutch portion 13 is connected to a second shaft 6 for common rotation. For example, each of the two clutch portions 12 and 13 is designed as a plate support.

[0035] In this configuration, the clutch assembly 10 can be positioned at an angle relative to the main shaft 100, such as... Figure 2 The diagram illustrates the main axis 100. The main axis 100 is defined by the rotation axes of the first shaft 5 and / or the second shaft 6. The tilted positioning may be caused by, for example, misalignment of the shafts 5 and 6 mounted on the clutch device 10, or bending of the shafts 5 and 6 due to lateral forces from the gear stage, motor, etc.

[0036] Driven cylinder 11 has an annular housing 14 and an annular piston 15, the annular piston being received in the annular housing 14 and axially movable relative to the annular housing 14 about the main axis 100 between an engaged end position and an unengaged end position. The annular housing 14 and the annular piston 15 are arranged coaxially and concentrically relative to each other about the main axis 100. Driven cylinder 11 is used to actuate clutch device 10, wherein the annular piston 15 is at least indirectly connected to clutch device 10, particularly the second clutch portion 13, in terms of motion.

[0037] The annular piston 15 is radially supported in a sealing manner against the interior of the annular housing 14, such that the pressure chamber 16 is axially defined or sealed by the annular piston 15. The driven cylinder 11 can be hydraulically actuated, and in the operating state, the pressure chamber 15 is filled with a hydraulic operating medium, such as hydraulic oil. For this purpose, the pressure chamber 16 is connected to a hydraulic actuator 19, such as a pump, via a pressure connector 17 and a pressure line 18. The actuator 18 can generate an actuating volume flow that flows along a flow path 101 via the pressure line 18 and the pressure connector 17 into the pressure chamber 16, thereby increasing the pressure in the pressure chamber 16 and applying an actuating force to the annular piston 15.

[0038] The annular housing 2 has an inner cylindrical portion 20 and an outer cylindrical portion 21 that define a pressure chamber 16 in the radial direction. The two cylindrical portions 20, 21 are arranged parallel to each other in the axial direction and are connected to each other via an end portion 22, wherein the end portion 22 defines the pressure chamber 16 in the axial direction. For example, the two cylindrical portions 20, 21 and the end portion 22 are made of a common material portion.

[0039] In the engaged state of the clutch device 10 and / or during the rotation of the second shaft 6, the annular piston 15 performs an oscillating motion per revolution due to its tilted positioning. This oscillating motion is transmitted as an excitation to the fluid column and can excite the fluid column or actuation pressure into a pressure oscillation with a frequency corresponding to the rotational speed of the coupling.

[0040] like Figure 3 and Figure 4 As shown, the outer cylindrical portion 21 of the annular housing 14 has two pressure connector openings 23 and 24, which are positioned opposite each other in diameter. In other words, the two pressure connector openings 23 and 24 are positioned exactly 180 degrees offset from each other. The pressure connector 17 is positioned on the top side, specifically at the 12 o'clock position in an axial view relative to the main axis 100, centrally positioned between the two pressure connector openings 23 and 24. Thus, each of the two pressure connector openings 23 and 24 is positioned at an angle of 90 degrees relative to the pressure connector openings 23 and 24. Specifically, in an axial view relative to the main axis 100, the first pressure connector opening 23 is positioned at the 3 o'clock position, and the second pressure connector opening 24 is positioned at the 9 o'clock position.

[0041] The first pressure connector opening 23 is fluidly connected to the pressure connector 17 via the first fluid path 25, and the second pressure connector opening 24 is fluidly connected to the pressure connector 17 via the second fluid path 26. In short, at least two separate fluid paths 25, 26 extend from the annular pressure chamber 16 toward the pressure connector 17 and are fluidly connected to each other outside the pressure chamber 16 via the pressure connector 17. The two fluid paths 25, 26 have the same geometry, specifically the same length and the same cross-sectional area, up to the junction point or pressure connector 17. For example, the two fluid paths 25, 26 can be designed as separate pipes, channels, etc.

[0042] Due to the tilted positioning of the clutch device 4 and the associated oscillating motion of the annular piston 15, pressure or volume is stimulated in the pressure chamber 16, thereby creating a high-pressure point or high-volume point 102 and a low-pressure point or low-volume point 103 within the pressure chamber 16. In this context, the high-pressure point or high-volume point 102 is understood as the point of activation where the annular piston 15 displaces the largest amount of fluid volume in the pressure chamber 16. Conversely, the low-pressure point or low-volume point 103 is understood as the point of activation where the annular piston 15 displaces the smallest amount of fluid volume in the pressure chamber 16. Due to the rotationally symmetric design of the annular piston 14, the activation points are always diametrically opposite to each other.

[0043] Under circumferential excitation, the excitation points of the high-pressure or high-volume point 102 and the low-pressure or low-volume point 103 each pass through the pressure connector openings 23 and 24 once per revolution. Due to the opposite arrangement of the pressure connector openings 23 and 24, the low-pressure or low-volume point 103 from the pressure chamber 16 is always transmitted to the pressure connector 17 simultaneously with the high-pressure or high-volume point 102 via the fluid path 23. The pressure pulses generated by the high-pressure or high-volume point 102 and the low-pressure or low-volume point 103 converge at the pressure connector 17 and at least partially cancel each other out. This results in a significant reduction in pressure oscillations at the pressure connector 17 and ideally compensates for pressure oscillations reaching the actuator 19.

[0044] like Figure 4As shown, the two pressure connector openings 23, 24 can be fluidly connected to each other via connection path 27. For this purpose, an annular housing 14 can be received in housing portion 28, which is only schematically indicated, and an intermediate pressure chamber 29 is formed radially between the annular housing 14 and housing portion 28, circumferentially about the main axis 100. This intermediate pressure chamber is fluidly connected to the actuator 19 on one hand via pressure connector 17 and on the other hand via the two pressure connector openings 23, 24 to pressure chamber 16. Pressure connector 17 is positioned on the top side of housing portion 28, wherein two fluid paths 25, 26 and connection path 27 are formed by the intermediate pressure chamber 29. For example, the intermediate pressure chamber 29 can be designed as an annular chamber circumferentially about the main axis 100, with the two pressure connector openings 23, 24 and pressure connector 17 leading to this annular chamber. For example, housing portion 27 is designed as a housing for driving machine 2, another driving machine 3, or transmission 7, such as Figure 1 As described in [the text].

[0045] like Figure 5 As shown, the outer cylindrical portion 21 of the annular housing 14 has two additional pressure connector openings 30, 31, which are positioned opposite each other in diameter. In other words, the two additional pressure connector openings 30, 31 are positioned exactly 180 degrees off relative to each other. The pressure connector openings 23, 24, 30, 31 are each positioned offset from each other by an angle of 90 degrees, wherein the pressure connector 17 is further positioned on the top side, specifically at the 12 o'clock position in an axial view relative to the main axis 100.

[0046] The third pressure connector opening 30 is fluidly connected to the pressure connector 17 via the third fluid path 32, and the fourth pressure connector opening 31 is fluidly connected to the pressure connector 17 via the fourth fluid path 33. In short, four separate fluid paths 25, 26, 32, and 33 extend from the annular pressure chamber 16 toward the pressure connector 17 and are fluidly connected to each other outside the pressure chamber 16 via the pressure connector 17. The fluid paths 25, 26, 32, and 33 have the same geometry, particularly the same length and the same cross-sectional area, up to the junction point or pressure connector 17. For example, the four fluid paths 25, 26, 32, and 33 can each be designed as separate lines, channels, etc. Pressure oscillations can be further reduced by the two additional pressure connector openings 30 and 31.

[0047] List of reference numerals 1. Transmission system 2. Drive machine 3. Another driving machine 4. Clutch assembly 5 First Axis 6 Second Axis 7. Transmission 8. Differential 9 wheels 10. Clutch assembly 11 Driven Cylinder 12 First Clutch Section 13 Second Clutch Section 14. Annular shell 15. Ring piston 16 pressure chambers 17 Pressure Connector 18 Pressure lines 19 Actuators 20 Inner cylindrical section 21 Outer cylindrical part 22 End portion 23 First pressure connector opening 24 Second pressure connector opening 25 First Fluid Path 26 Second Fluid Path 27 Connection Path 28. Casing section 29 Intermediate pressure chamber 30 Third pressure connector opening 31. Fourth pressure connector opening 32 Third Fluid Path 33 Fourth Fluid Path 100 main axis 101 Flow Path 102 High Voltage Point 103 Low pressure point.

Claims

1. A clutch assembly (4) for a transmission system (1) of a vehicle, said clutch assembly - It has a first axis (5) and a second axis (6), which are arranged coaxially with respect to each other about the main axis (100). - Equipped with a clutch device (10), wherein, The first shaft (5) and the second shaft (6) can be connected to each other via the clutch device (10) for common rotation. - A driven cylinder (11) is arranged coaxially with respect to the main axis (100) for actuating the clutch device (10), wherein the driven cylinder (11) has an annular housing (14) and an annular piston (15) capable of axial movement, the annular housing and the annular piston circumferentially defining a pressure chamber (16) about the main axis (100), wherein the annular piston (15) is kinematically coupled to the clutch device (10) to transmit actuating force, and wherein the clutch device (10) is arranged in an inclined position relative to the driven cylinder (11) about the main axis (100). - It has a pressure connector (17) for hydraulically connecting a hydraulic actuator (19). Its features are, The annular housing (14) has at least two pressure connector openings (23, 24) that are opposite in diameter to reduce pressure pulsation caused by tilt positioning, and the at least two pressure connector openings are fluidly connected to the pressure connector (17) via fluid paths (25, 26) in each case.

2. The clutch assembly (4) according to claim 1, characterized in that, The pressure connector (17) is circumferentially centered between the two pressure connector openings (23, 24).

3. The clutch assembly (4) according to claim 1 or 2, characterized in that, The pressure connectors (23, 24) are positioned on the top side and / or at the 12 o'clock position of the intended installation location of the driven cylinder (11).

4. The clutch assembly (4) according to any one of the preceding claims, characterized in that, The two pressure connector openings (23, 24) are each offset by 90 degrees relative to the pressure connector (17) and / or positioned at the 3 o'clock and 9 o'clock positions, respectively.

5. The clutch assembly (4) according to any one of the preceding claims, characterized in that, The two pressure connector openings (23, 24) are fluidly connected to each other via an additional connection path (27).

6. The clutch assembly (4) according to claim 5, characterized in that, The annular housing (14) is received in the housing portion (28), wherein an intermediate pressure chamber (29) is formed radially between the annular housing (14) and the housing portion (28) circumferentially around the main axis (100), and the fluid path (25, 26) and the connection path (27) are formed by the intermediate pressure chamber (29).

7. The clutch assembly (4) according to any one of the preceding claims, characterized in that, The annular housing (14) has at least two additional pressure connector openings (30, 31) that are opposite in diameter, and in each case, the at least two additional pressure connector openings are connected to the pressure connector (17) via additional fluid paths (32, 33).

8. The clutch assembly (4) according to any one of the preceding claims, characterized in that, Independent fluid paths (25, 26, 30, 31) are formed in geometrically identical manner between the respective pressure connector openings (23, 24, 32, 33) and the pressure connector (17).

9. A drivetrain (1) for a vehicle, the drivetrain having at least one electric drive mechanism (2, 3) for generating drive torque and having a clutch assembly (4) according to any one of the preceding claims.

10. A method for compensating pressure pulsations in a clutch assembly (4) according to any one of the preceding claims, wherein, During operation of the clutch assembly (4), a high-pressure point (102) and a low-pressure point (103) are generated in the pressure chamber (16) due to the tilted positioning of the clutch device (10). Simultaneously, a pressure pulse generated by the high-pressure point (102) is transmitted via a pressure connector opening (23, 24), and a pressure pulse generated by the low-pressure point (103) is transmitted to the pressure connector (17) via another pressure connector opening (23, 24). The two pressure pulses at the pressure connector (17) at least partially cancel each other out.

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