Multiple coupling device and drive train with such a multiple coupling device

Abstract

Multiple clutch device (2), namely dual clutch device, for arrangement in a drive train of a motor vehicle between a drive unit (4) and a transmission (6), comprising a first clutch arrangement (22) associated with a first transmission input shaft (82) of the transmission (6), namely a multi-plate clutch arrangement for selective torque transmission between the drive unit (4) and the first transmission input shaft (82), and a second clutch arrangement (24) associated with a second transmission input shaft (90) of the transmission (6), namely a multi-plate clutch arrangement for selective torque transmission between the drive unit (4) and the second transmission input shaft (90), wherein the first and second clutch arrangements (22, 24) are arranged in parallel, wherein the first and second clutch arrangements (22, 24) are actuable in the same actuation direction (124), the clutch arrangements (22,24) have an input side (34) for torque application and an output side (36, 38) for torque delivery, and the coupling arrangements (22, 24) designed as multi-plate coupling arrangements have inner and outer plate carriers (54, 56; 70, 72), characterized in that the inner plate carriers (54, 56) are arranged on the input side (34) and the outer plate carriers (70, 72) are arranged on the output side (36, 38) of the coupling arrangements (22, 24).

Description

[0001] The present invention relates to a multi-clutch device for arrangement in a drive train of a motor vehicle between a drive unit and a transmission, comprising a first clutch arrangement associated with a first transmission input shaft for selective torque transmission between the drive unit of the first transmission input shaft and a second clutch arrangement associated with a second transmission input shaft of the transmission for selective torque transmission between the drive unit and the second transmission input shaft, wherein the first and second clutch arrangements are arranged in parallel.

[0002] Dual-clutch transmissions are known in practice, which can be arranged between a drive unit and a transmission of a motor vehicle's drivetrain. These known dual-clutch transmissions have a first clutch assembly and a second clutch assembly. The first clutch assembly serves for the selective transmission of torque between the drive unit and a first transmission input shaft, while the second clutch assembly serves for the selective transmission of torque between the drive unit and the second transmission input shaft. The two clutch assemblies are arranged parallel to each other, which can also be described as an axial staggering of the clutch assemblies. To actuate the two clutch assemblies, i.e., to move them from an open position to a closed position, each clutch assembly is assigned an actuating device.The actuating means are arranged such that they move in opposite directions to move or actuate the respective coupling assembly into the closed position. In other words, the first and second coupling assemblies have opposite directions of actuation, in which the respective coupling assembly can be actuated or closed.

[0003] Such double coupling devices are known, for example, from EP 1 195 537 B1 or DE 10 2005 063 248 B4, in which the inner plate carriers of the coupling arrangements designed as plate couplings form the input side of the plate couplings.

[0004] DE 10 2004 012 948 A1 describes a similar parallel dual-clutch device with two multi-plate clutch assemblies; however, the input side is formed by the outer plate carriers, while both multi-plate clutch assemblies can be actuated in the same direction. For this purpose, differently designed actuating pistons are provided, one of which interacts with a pressure transmission device that extends through the outer plates of one multi-plate clutch assembly in order to interact with the plate pack of the other multi-plate clutch assembly.

[0005] Starting from the known dual-clutch transmissions of the generic type described above, it is an object of the present invention to provide a simplified multi-clutch transmission with two clutch arrangements in parallel, offering equally high functionality, with regard to both construction and assembly. The present invention further aims to provide a powertrain for a motor vehicle with such an advantageous multi-clutch transmission.

[0006] This problem is solved by the features specified in claims 1 and 9. Advantageous embodiments of the invention are the subject of the dependent claims.

[0007] The multi-clutch device according to the invention is designed for installation in the drivetrain of a motor vehicle between a drive unit, for example an internal combustion engine, and a transmission, for example a dual-clutch transmission. The multi-clutch device is a dual-clutch device for a dual-clutch transmission. The multi-clutch device comprises a first clutch assembly associated with a first transmission input shaft of the transmission and a second clutch assembly associated with a second transmission input shaft of the transmission. While the first clutch assembly serves for the selective transmission of torque between the drive unit and the first transmission input shaft, the second clutch assembly serves for the selective transmission of torque between the drive unit and the second transmission input shaft.The two coupling arrangements are multi-plate couplings, preferably designed as wet-running multi-plate couplings. The first and second coupling arrangements are arranged parallel to each other. It can also be said that the first and second coupling arrangements are axially staggered. In the multiple coupling device according to the invention, the first and second coupling arrangements can be actuated in the same direction. Thus, preferably, corresponding first actuating means for actuating the first coupling arrangement and second actuating means for actuating the second coupling arrangement are provided, which are movable in the same direction of actuating in order to actuate both the first and the second coupling arrangements.Furthermore, the coupling assemblies have an input side, preferably a continuous input side, for torque application and an output side for torque delivery. The coupling assemblies, designed as multi-plate couplings, have inner and outer plate carriers. The inner plate carriers are located on the input side and the outer plate carriers on the output side of the coupling assemblies, as this allows for a particularly simple design and construction, which facilitates easy assembly of the multi-plate coupling device. Moreover, it has been shown that by using two parallel coupling assemblies that can be actuated in the same direction, a multi-plate coupling device can be created that is improved in terms of design, assembly, and function.The function is improved, for example, in that the mutual interference between the two clutch assemblies in an overlapping configuration is significantly reduced. Furthermore, the design and assembly are simplified in that identical parts can be used for both clutch assemblies, preferably for the actuating pistons and / or the force transmission elements between the actuating pistons and the clutch assemblies.

[0008] In an advantageous embodiment of the multiple coupling device according to the invention, the aforementioned actuation direction in which both coupling arrangements can be actuated corresponds to one of the two axial directions of the multiple coupling device, wherein the two axial directions here denote those opposite directions in which the axis of rotation of the multiple coupling device extends.

[0009] According to a further advantageous embodiment of the multiple coupling device according to the invention, the first and second coupling arrangements can each be moved into a closed position in the same actuation direction, in which a torque can be transmitted from the drive unit via the respective coupling arrangement to the associated transmission input shaft. In this embodiment, it is further preferred if the first and second coupling arrangements can each be moved into an open position in a direction opposite to the actuation direction, wherein in the open position no torque or at most an undesired drag torque can be transmitted from the drive unit via the respective coupling arrangement to the respective associated transmission input shaft.

[0010] In a preferred embodiment of the multiple coupling device according to the invention, a torque-transmitting housing enclosing the coupling assemblies is arranged on the input side of the coupling assemblies, wherein this housing is rotationally fixed to the inner plate carriers of the coupling assemblies. This greatly simplifies the construction of the multiple coupling device, especially since the housing serves not only to form a receiving space for the coupling assemblies but also to transmit torque in the area of ​​the input side of the coupling assemblies. Furthermore, this offers the possibility that either a section of the housing forms part of one of the inner plate carriers or at least a section of the inner plate carrier forms part of the housing, so that the design and construction of the multiple coupling device can be further simplified, as is preferred in this embodiment.Furthermore, in this embodiment it is particularly preferred if the coupling arrangements are enclosed by the housing in a radial direction.

[0011] According to a further preferred embodiment of the multiple coupling device according to the invention, the inner lamella carriers each have an inner lamella support section for receiving the inner lamellae, which for this purpose preferably has a rotational drive contour, and a support section for radially supporting the inner lamella support section, wherein the support section preferably extends in the radial direction to effect the radial support of the inner lamella support section. The two support sections are spaced apart from each other, preferably in the axial direction. In this embodiment, it is further preferred if the inner lamella support sections extend from their respective support sections in the same, preferably axial, direction.

[0012] In a particularly preferred embodiment of the multiple coupling device according to the invention, which is based on the embodiment described above, the support section of the inner plate carrier of the first coupling arrangement is formed by a section of the torque-transmitting housing. However, one could also say that the housing is partially formed by the support section of the inner plate carrier of the first coupling arrangement. As already indicated, this has the advantage that both the housing and the inner plate carrier of the first coupling arrangement perform a dual function, so that the design is more compact and the multiple coupling device is lighter overall.

[0013] Alternatively or additionally to the embodiment described above, in a further preferred embodiment of the multiple coupling device according to the invention, the support section of the inner lamella carrier of the second coupling arrangement projects radially outwards beyond the inner lamella support section of the inner lamella carrier of the second coupling arrangement, forming an axial stop for the lamellae of the second coupling arrangement. Thus, in this embodiment, the support section of the inner lamella carrier of the second coupling arrangement also has a dual function: on the one hand, the axial support of the lamellae of the second coupling arrangement, and on the other hand, the radial support of the inner lamella support section of the inner lamella carrier of the second coupling arrangement. This eliminates the need for additional means of axially supporting the lamellae, thereby simplifying assembly and installation.Manufacturing of the multiple coupling device has been further simplified.

[0014] To achieve particularly secure support of the input side of the coupling arrangements, in a further advantageous embodiment of the multiple coupling device according to the invention, the support sections of the inner plate carriers extend radially inwards to a tubular coupling hub, to which they are rotationally fixed. The inner plate carriers can preferably be supported radially inwards by such a coupling hub, which is thus also located on the input side of the coupling arrangement, on a fixed support tube, which is particularly preferably fixedly arranged on a gearbox housing.

[0015] In a further advantageous embodiment of the multiple coupling device according to the invention, which is based on the embodiment described above, the support section of the first coupling arrangement is connected to the tubular coupling hub by means of a splined connection, thereby providing an equally simple and secure connection between the support section and the coupling hub, which can be made particularly easily during assembly.

[0016] In a further preferred embodiment of the multiple coupling device according to the invention, the coupling arrangements are hydraulically actuated. It is preferred if at least one hydraulically driven actuating piston is assigned to each coupling arrangement for actuating the coupling arrangements in the same actuating direction. Particularly in conjunction with hydraulic actuation of the coupling arrangements, a very compact design can be achieved for the multiple coupling device with the features according to the invention.

[0017] According to a further preferred embodiment of the multiple coupling device according to the invention, which is based on the embodiment described above, the respective actuating piston is arranged radially within and / or radially nested with the associated coupling assembly. In this way, despite the parallel or axially staggered arrangement of the coupling assemblies, a relatively compact design in the axial direction of the multiple coupling device is achieved. In order to nevertheless enable simple force transmission from the respective actuating piston to the associated coupling assembly, the respective actuating piston acts on the associated coupling assembly via a force transmission element.

[0018] In a further particularly preferred embodiment of the multiple coupling device according to the invention, which is based on the embodiment described above, the power transmission element associated with the first coupling arrangement extends through a space between the separately formed inner lamella support sections. This ensures not only simple manufacturing but also reliable operation of the multiple coupling device, since, on the one hand, no recesses need to be created in a connecting section between connected lamella support sections to guide the power transmission element through, and, on the other hand, jamming of the power transmission element extending through such recesses is prevented.

[0019] In a further advantageous embodiment of the multiple coupling device according to the invention, each actuating piston is assigned a pressure chamber which can be pressurized with a pressure medium to drive the respective actuating piston. The pressure chamber of the actuating piston assigned to the first coupling arrangement is at least partially bounded by the support section of the inner plate carrier of the second coupling arrangement. On the other hand, at least one return element, preferably a helical spring, is directly or indirectly supported on the support section of the inner plate carrier of the second coupling arrangement for the actuating piston assigned to the second coupling arrangement. It is preferred if the at least one return element is indirectly supported via an insert to form a predetermined centrifugal oil column within a compensation chamber.Furthermore, by using a separate insert, it is possible to define the centrifugal oil column by selecting a suitably designed insert, so that the size or length of the centrifugal oil column in the multi-coupling device according to the invention is particularly flexible. In this embodiment, the compensating and pressure chambers arranged on opposite sides of the actuating piston associated with the second coupling arrangement effect centrifugal oil equalization.

[0020] In a further particularly preferred embodiment of the multiple coupling device according to the invention, the outer lamella carriers each have an outer lamella support section for receiving the outer lamellae, wherein the outer lamella support section preferably has a rotational drive contour for this purpose. At least one of the outer lamella support sections, preferably the radially outermost one, is surrounded by a closed retaining ring on which the outer lamella support section is supported or can be supported, preventing it from expanding radially outwards. This embodiment is particularly advantageous when the associated outer lamella carrier is composed of the outer lamella support section and only one support section for radially supporting the outer lamella support section, especially since in this case the risk of centrifugal force-induced expansion of the outer lamella support section is particularly high.In principle, the retaining ring could be materially bonded to the outer lamella support section, for example by welding; however, it is preferred if the retaining ring is force-fitted and / or form-fitted to the outer lamella support section, especially since welding the retaining ring to the outer lamella support section can negatively affect the rotational drive contour of the same.

[0021] According to a further preferred embodiment of the multiple coupling device according to the invention, a spring device is arranged between at least two adjacent inner or outer plates, by means of which the two adjacent inner or outer plates can be spaced apart from each other when the coupling arrangement is open, forming an axial distance that is greater than the width of the intervening outer or inner plate. Thanks to the spring device, the adjacent inner or outer plates are thus separated from each other particularly reliably, so that torque transmission between the inner and outer plates is reliably prevented when the coupling arrangement is open, and the open state can be achieved particularly quickly thanks to the intermediate spring device.It has proven advantageous if the spring device is a ring that is elastically compressible in the axial direction, and preferably a ring with a circumferential wave-like shape, especially since a relatively high restoring force can be achieved with its help in a particularly simple manner, which ensures reliable spacing of the adjacent inner or outer lamellae and thus reliable separation of the previously adjacent inner and outer lamellae. In this embodiment, it has also proven advantageous if the spring device(s) are arranged radially within the outer lamellae between the inner lamellae.

[0022] In a further particularly advantageous embodiment of the multiple coupling device according to the invention, which is based on the embodiment described above, the spring length of the relaxed spring assembly is greater in the axial direction than the width of the intermediate outer or inner plate, preferably the outer plate, in order to reliably separate the outer and inner plates that were previously in frictional engagement with each other. In this embodiment, it has proven advantageous if the spring length of the relaxed spring assembly is at least 110% or at least 125% of the width of the intermediate outer or inner plate in the axial direction, in order to reliably control any drag torque that may occur between the plates due to a cooling lubricant.Furthermore, it has proven particularly advantageous if the spring length of the relaxed spring assembly in the axial direction is a maximum of 200% or a maximum of 150% of the width of the intermediate outer or inner lamella, especially since any further increase in the spring length of the relaxed spring assembly does not result in any significant improvements with regard to the drag torque and, moreover, leads to relatively large actuation travels.

[0023] The drivetrain according to the invention for a motor vehicle comprises a drive unit and a transmission. As already indicated, the drive unit is preferably an internal combustion engine, while the transmission is preferably designed as a dual-clutch transmission. The drivetrain according to the invention for a motor vehicle further comprises an embodiment of the previously described multi-clutch device according to the invention, which is arranged between the drive unit and the transmission. As a dual-clutch transmission, the transmission further comprises a first transmission input shaft and a second transmission input shaft, each of the transmission input shafts being assigned to one of the previously described clutch arrangements.

[0024] In a preferred embodiment of the drive train according to the invention, one of the two transmission input shafts is designed as a hollow shaft, while the other transmission input shaft is arranged inside the hollow shaft. It is preferred that the transmission input shafts are arranged concentrically to each other.

[0025] In a particularly preferred embodiment of the drive train according to the invention, the coupling hub is supported radially on a stationary support tube, preferably via at least one rolling bearing, and more preferably via two rolling bearings. The stationary support tube is preferably a support tube fixed to a gearbox housing of the transmission. Furthermore, in this embodiment, it is preferred if rotary feedthroughs are provided between the inside of the tubular coupling hub and the outside of the support tube, which serve to supply the pressure medium to the pressure chambers and, optionally, the compensating chambers of the actuating pistons described above.

[0026] The invention is explained in more detail below with reference to an exemplary embodiment and the accompanying drawing. The single figure shows a partial side view of an embodiment of the multiple coupling device according to the invention within an embodiment of the drive train according to the invention in a sectional view.

[0027] The figure shows a multi-clutch transmission 2, which is arranged within the drivetrain of a motor vehicle between a schematically indicated drive unit 4 and a similarly schematically indicated transmission 6. The drive unit 4 is designed as an internal combustion engine, while the transmission 6 is designed as a dual-clutch transmission. The multi-clutch transmission 2 is designed as a dual-clutch transmission. The figure indicates the axis of rotation 8 of the multi-clutch transmission 2, which extends in the opposite axial directions 10, 12 of the multi-clutch transmission 2. Furthermore, the opposite radial directions 14, 16 and the opposite circumferential directions 18, 20 of the multi-clutch transmission 2 are indicated in the figure by corresponding arrows.

[0028] The multi-clutch device 2 comprises a first clutch assembly 22 and a second clutch assembly 24, which are arranged parallel to each other, so that it can also be referred to as a parallel double-clutch device. Both clutch assemblies 22, 24 are designed as wet multi-plate clutch assemblies, with oil preferably being used as the cooling and lubricating medium. The clutch assemblies 22, 24, designed as multi-plate clutch assemblies, thus each comprise a multi-plate pack 26, 28. The multi-plate packs 26, 28 are each composed of a plurality of outer plates 30 and a plurality of inner plates 32. While the outer plates 30 are designed as friction lining plates, the inner plates 32 are designed as steel plates. The steel plates are arranged on the input side, while the friction lining plates are arranged on the output side, as will be described in more detail later.Since the two coupling arrangements 22, 24 are arranged in parallel, one can also speak of an axial staggering of the lamellar packs 26, 28.

[0029] The coupling arrangements 22, 24 have an input side 24 for introducing torque from the drive unit 4 and an output side 36, 38 each for delivering the torque to the gearbox 6, the structure of the input side 34 being described below.

[0030] The input side 34 has a clutch input hub 40 facing the drive unit 4. The clutch input hub 40, which is preferably connected to the drive unit 4 via a torsional vibration damper (not shown) in a rotationally fixed manner, is connected to a housing 42 of the multi-clutch assembly 2 belonging to the input side 34. The housing 42 comprises a drive disc 44 extending radially outwards 14, a tubular section 46 extending axially 10, 12, and an end disc 48 adjoining the tubular section 46, the end disc 48 being connected at its radially inward-facing end to a tubular clutch hub 52 by means of a splined connection 50.The driven disc 44 of the housing 42 thus limits the clutch interior in the axial direction 10, while the end disc 48 of the housing 42 limits the clutch interior in the axial direction 12. The tubular section 46 of the housing 42, in turn, spans the clutch assemblies 22, 24 in the axial direction 10, 12, so that the tubular section 46 limits the clutch interior in the radial direction 14 to the outside. One can also say that the housing 42 encloses the clutch assemblies 22, 24. The housing 42 belonging to the input side 34 is thus a torque-transmitting housing that transmits the torque from the clutch input hub 40 to the tubular clutch hub 52 and also accommodates the clutch assemblies 22, 24.

[0031] The input side 34 of the coupling arrangements 22, 24 also includes a first inner lamella carrier 54 for the inner lamellae 32 of the first lamella pack 26 and a second inner lamella carrier 56 for the inner lamellae 32 of the second lamella pack 28. The aforementioned inner lamella carriers 54, 56 are thus also arranged on the input side 34 of the coupling arrangements 22, 24. The inner lamella carriers 54, 56 each have an inner lamella support section 58, 60, which is essentially tubular and has a rotational engagement contour for the inner lamellae 32, and a support section 62, 64 extending radially 16 from the respective inner lamella support section 58, 60, which serves to radially support the respective inner lamella support section 58, 60 inwards in the radial direction 16.As can be seen from the figure, the support sections 62, 64 are spaced apart from each other in axial direction 10, 12, with the associated inner lamella support sections 58, 60 each extending from the associated support section 62, 64 in the same axial direction 10.

[0032] Although the two inner lamella support sections 58, 60 have approximately the same diameter in the illustrated embodiment, the two inner lamella support sections 58, 60 are nevertheless not connected to each other in the axial direction 10, 12; rather, a free space 66 extending in the circumferential direction 18, 20 is provided in the axial direction 10, 12 between the separately formed inner lamella support sections 58 and 60, which will be discussed again later.

[0033] As can be seen from the figure, the support section 62 of the first inner plate carrier 54 of the first clutch assembly 22 is formed by a section of the housing 42, more precisely by a section of the end plate 48 of the housing 42. One could also say that the end plate 48 is at least partially formed by a section of the support section 62. The support section 64 of the second inner plate carrier 56 of the second clutch assembly 24, on the other hand, projects radially outwards 14 beyond the inner plate carrier section 60 in such a way that an axial stop 68 is formed for the plates 30, 32 of the second plate pack 28. The plates 30, 32 of the plate pack 28 can bear against this axial stop 68 in the axial direction 12 when the second clutch assembly 24 is actuated.In the first clutch arrangement 22, however, the existing end plate 48 of the housing 42 serves as an axial stop for the first lamellar pack 26 in axial direction 12 when the first clutch arrangement 22 is actuated.

[0034] Both support sections 62, 64 of the inner lamella carriers 54, 56 extend – as previously mentioned – radially inwards in direction 16 towards the tubular coupling hub 52, to which they are rotationally fixed. While the support section 62 of the first inner lamella carrier 54 is in rotational connection with the tubular coupling hub 52 via the previously mentioned splined connection 50, the support section 64 of the second inner lamella carrier 56 is at least partially formed integrally with the coupling hub 52 and / or is metallurgically bonded to it. Thus, the torque-transmitting housing 42 is also rotationally fixed to the inner lamella carriers 54, 56 of the coupling assemblies 22, 24.

[0035] On the output sides 36, 38, an outer lamella support 70, 72 is provided on each side. The first outer lamella support 70 has a tubular outer lamella support section 74 extending in the axial direction 10, 12, which serves to receive the outer lamellae 30 of the first coupling arrangement 22 and has a rotational engagement contour for this purpose. In the axial direction 10, a tubular section 76 without such a rotational engagement contour adjoins the outer lamella support section 74, the tubular section 76 then transitioning into a support section 78 extending radially inwards in the radial direction 16. At the radially inward-pointing end 16 of the support section 78, the first outer lamella carrier 70 is connected via a first clutch output hub 80 to a first transmission input shaft 82 of the transmission 6 in a rotary drive connection, the first transmission input shaft 82 being indicated only schematically.The second outer plate carrier 72 also has an outer plate support section 84 for receiving the outer plates 30 of the second plate pack 28 of the second clutch assembly 24. The outer plate support section 84 is tubular, extends in the axial direction 10, 12, and has a drive contour for rotary engagement with the outer plates 30. The outer plate support section 84 is surrounded radially 14 outwards by the tubular section 76 of the first outer plate carrier 70. In the axial direction 10, a support section 86 adjoins the outer plate support section 84 and extends radially 16 inwards to engage with a second transmission input shaft 90 via a second clutch output hub 88. This second transmission input shaft 90 is only schematically indicated in the figure and represents the second transmission input shaft 90 of the transmission 6.

[0036] As can be further seen from the figure, the second transmission input shaft 90 is designed as a hollow shaft, while the first transmission input shaft 82 extends coaxially in the axial direction 10, 12 through the second transmission input shaft 90, which is also designed as a hollow shaft. Furthermore, the two transmission input shafts 82, 90 extend axially in the axial direction 10, 12 through a stationary support tube 92, which extends in the axial directions 10, 12 and, in this example, is fixedly attached to a transmission housing of the transmission 6 (not shown in detail). This support tube 92 also extends axially in the axial direction 10 into the tubular coupling hub 52, the tubular coupling hub 52 being supported radially in the radial direction 16 on the support tube 92 by two rolling bearings 94.

[0037] As can be seen from the preceding description, the first coupling arrangement 22 is thus assigned to the first transmission input shaft 82, while the second coupling arrangement 24 is assigned to the second transmission input shaft 90. Thus, torque can be selectively transmitted between the drive unit 4 and the first transmission input shaft 82 by means of the first coupling arrangement 22, while torque can be selectively transmitted between the drive unit 4 and the second transmission input shaft 90 by means of the second coupling arrangement 24. The coupling arrangements 22 and 24 can be hydraulically actuated, as will be explained in more detail below.

[0038] The first coupling assembly 22 is associated with a hydraulically actuated first actuating piston 96, while the second coupling assembly 24 is associated with a hydraulically actuated second actuating piston 98. The actuating pistons 96, 98, which are preferably designed as annular pistons, are arranged radially 16 within the respective coupling assembly 22 and 24 and are radially nested within it. In order to nevertheless act on the respective lamellar pack 26, 28, the actuating pistons 96, 98 each interact with a force transmission element 100 and 102, respectively. The force transmission elements 100, 102 extend from the respective actuating piston 96, 98 essentially in a radial direction 14 outwards, in order to be arranged in an axial direction 12 in front of the associated lamellar package 26 or 28, from where the actuating force is exerted on the respective clutch arrangement 22, 24.As can be seen from the figure, the force transmission element 100 associated with the first actuating piston 96 extends in radial direction 14 through the previously described free space 66 between the separately formed inner lamella support sections 58 and 60, so that the force transmission element 100 can act unhindered and reliably on the lamella pack 26 of the first clutch arrangement 22 when actuated.

[0039] Each of the two actuating pistons 96, 98 is associated with a pressure chamber 104, 106 which can be pressurized with hydraulic fluid, while a compensating chamber 108, 110 is formed on the side of the actuating piston 96, 98 facing away from the pressure chamber 104, 106. The pressure chamber 104 of the actuating piston 96 associated with the first coupling assembly 22 is essentially limited by the actuating piston 96 itself, by the support section 64 of the inner plate carrier 56 of the second coupling assembly 24, and the tubular coupling hub 52. In contrast, the pressure chamber 106 of the second actuating piston 98 is limited by the second actuating piston 98 itself, the tubular coupling hub 52, and an additional wall 112 fixed to the coupling hub 52.

[0040] The compensating chambers 108 and 110 on the side of the actuating pistons 96, 98 opposite the pressure chambers 104, 106 serve for centrifugal oil compensation and are essentially delimited by an insert part 114, 116 and the actuating piston 96, 98. Overflow openings (no reference numeral) are provided in the insert parts 114, 116, which are designed as separate parts, to form a centrifugal oil column with a predetermined height in the radial direction 14, 16 within the compensating chambers 108, 110.

[0041] On the side of the actuating pistons 96, 98 facing away from the pressure chamber 104, 106, return elements 118, 120 are also provided, which are designed here as helical springs and serve to return the actuating piston 96 or 98 in the axial direction 10. The return element 118 is supported in the axial direction 10 on the actuating piston 96 and in the axial direction 12 indirectly via the insert 114 on the support section 62. Similarly, the return element 120 is supported in the axial direction 10 on the second actuating piston 98 and in the axial direction 12 indirectly via the insert 116 on the support section 64 of the second inner lamella carrier 56.

[0042] In the illustrated embodiment, the supply of pressure oil to both pressure chambers 104, 106 and the supply of centrifugal oil to the compensating chambers 108, 110 are preferably carried out exclusively via rotary feedthroughs 122 between the stationary support tube 92 and the rotating, tubular coupling hub 52. When the pressure chambers 104, 106 are pressurized, the actuating pistons 96, 98 are displaced in the axial direction 12 against the restoring force of the restoring elements 118, 120, which also leads to a displacement of the force transmission elements 100, 102 in the axial direction 12. Thus, the force transmission elements 100, 102 both act in axial direction 12 on the lamellar packs 26, 28 of the clutch arrangements 22, 24 in order to bring the clutch arrangements 22, 24 into a closed position in which a torque can be transmitted from the drive unit 4 via the clutch arrangements 22, 24 to the transmission input shafts 82, 90.In other words, both coupling assemblies 22, 24 have the same actuation direction 124, which corresponds to one of the two axial directions 10, 12 of the multi-coupling device 2, in this case, axial direction 12. The actuation direction 124 of the two coupling assemblies 22, 24 is further indicated in the figure by additional arrows. When the coupling assemblies 22, 24 are actuated in the actuation direction 124, they are moved into the closed position, whereas actuation in a direction opposite to the actuation direction 124, which here corresponds to axial direction 10, causes the coupling assemblies 22, 24 to move into an open position. In the open position, the outer plates 30 and inner plates 32 are disengaged from frictional engagement, so that at most an undesired drag torque can still be transmitted by the coupling assemblies 22, 24.

[0043] To disengage the outer lamellae 30 and inner lamellae 32 of the lamellae packs 26, 28 particularly quickly and reliably when the coupling arrangements 22, 24 have been moved into the open position, a spring device 126 in the form of a ring elastically compressible in the axial direction 10, 12, and preferably with a wave-like shape in the circumferential direction 18, 20, is arranged between each of the adjacent inner lamellae 32 or outer lamellae 30, in the present example between the adjacent inner lamellae 32. This spring device allows the two adjacent inner lamellae 32 to be spaced apart from each other by means of an axial distance that is greater than the width of the intervening outer lamella 30. The spring devices 126 are preferably arranged radially 16 within the outer lamellae 30.Furthermore, it has proven advantageous if the spring length of the relaxed spring device 126 in the axial direction 10, 12 is greater than the width of the intermediate outer lamella 30, wherein the spring length of the relaxed spring device 126 in the axial direction 10, 12 is particularly preferably at least 110% or at least 125% and / or at most 200% or at most 150% of the width of the intermediate outer lamella 30.

[0044] As can be seen from the figure, the support sections 78, 86 of the outer lamella carriers 70, 72 are both arranged axially 10 behind the coupling assemblies 22, 24 and on the actuating side of the coupling assemblies 22, 24, on which the actuating means in the form of the actuating piston 96, 98 and the force transmission element 100, 102 acts on the coupling assembly 22, 24. In this way, a particularly compact and robust design of the multi-coupling device 2 is achieved. In order to prevent the tubular outer lamella support section 74 from expanding at particularly high rotational speeds of the first outer lamella carrier 70 and thus to prevent a disruption of the coupling arrangement 22, the outer lamella support section 74 of the first outer lamella carrier 70 is surrounded by a closed retaining ring 128 in such a way that the outer lamella support section 74 is supported or can be supported in the radial direction 14 outwards on the retaining ring 128.In this way, centrifugal force-induced expansion of the outer lamella support section 74 in the radial direction 14 outwards is prevented. The retaining ring 128 is preferably connected to the outer lamella support section 74 by force-fit and / or form-fit, but not by material bond. Reference symbol list 2 Multiple coupling device 4 Drive unit 6 gearboxes 8 axis of rotation 10 axial direction 12 axial direction 14 radial direction 16 radial direction 18 Circumferential direction 20 Circumferential direction 22 first coupling arrangement 24 second coupling arrangement 26 first slat package 28 second slat package 30 external slats 32 internal slats 34 Entrance page 36 first exit page 38 second exit page 40 Clutch input hub 42 cases 44 Drive plate 46 tubular section 48 Front disc 50 splined connection 52 Clutch hub 54 first inner slat carrier 56 second inner slat carrier 58 Inner lamella support section 60 internal lamella support section 62 Support section 64 Support section 66 free space 68 axial stop 70 first outer slat carrier 72 second outer lamella carrier 74 Outer lamella support section 76 tubular section 78 Support section 80 first clutch output hub 82 first gearbox input shaft 84 Outer lamella support section 86 Support section 88 second clutch output hub 90 second gearbox input shaft 92 support tube 94 rolling bearings 96 first actuating piston 98 second actuating piston 100 power transmission elements 102 Power transmission element 104 Pressure chamber 106 Pressure chamber 108 Compensation Chamber 110 Compensation Chamber 112 Additional wall 114 Insert part 116 Insert part 118 Reset element 120 reset element 122 rotary unions 124 Direction of action 126 Spring assembly 128 retaining ring

Claims

[1] Multiple clutch device (2), namely a double clutch device, for arrangement in a drive train of a motor vehicle between a drive unit (4) and a transmission (6), which has a first clutch arrangement (22) assigned to a first transmission input shaft (82) of the transmission (6), namely a multi-disk clutch arrangement for selectively transmitting torque between the drive unit (4) and the first transmission input shaft (82), and a second clutch arrangement (24) assigned to a second transmission input shaft (90) of the transmission (6), namely a multi-disk clutch arrangement for selectively transmitting torque between the drive unit (4) and the second transmission input shaft (90), wherein the first and second clutch arrangements (22, 24) are arranged in parallel, wherein the first and second clutch arrangements (22, 24) can be actuated in the same actuating direction (124), the clutch arrangements (22,24) have an input side (34) for introducing torque and an output side (36, 38) for delivering the torque, and the clutch arrangements (22, 24) designed as multi-disk clutch arrangements have inner and outer disk carriers (54, 56; 70, 72), , characterized by that the inner disk carriers (54, 56) are arranged on the input side (34) and the outer disk carriers (70, 72) are arranged on the output side (36, 38) of the clutch arrangements (22, 24). [2] Multiple coupling device (2) according to claim 1, characterized by that the first and second coupling arrangements (22, 24) can each be transferred into a closed position in the same actuating direction (124) and into an open position in a direction (10) opposite to the actuating direction (124). [3] Multiple coupling device (2) according to claim 1 or 2, characterized bythat a torque-transmitting housing (42) enclosing the clutch arrangements (22, 24) is arranged on the input side (34) and is connected in a rotationally fixed manner to the inner disk carriers (54, 56) of the clutch arrangements (22, 24). [4] Multiple coupling device (2) according to one of the preceding claims, characterized bythat the inner disk carriers (54, 56) each have an inner disk support section (58, 60) for receiving the inner disks (32) and a support section (62, 64) for radially supporting the inner disk support section (58, 60), which are spaced apart from one another and from which the inner disk support sections (58, 60) extend in the same direction (10), wherein the support section (62) of the inner disk carrier (54) of the first clutch arrangement (22) is formed by a section of the housing (42) and / or the support section (64) of the inner disk carrier (56) of the second clutch arrangement (24) extends radially outwards over the inner disk support section (60) of the inner disk carrier (56) of the second clutch arrangement, forming an axial stop (68) for the disks (30, 32) of the second clutch arrangement (24) (24) protrudes. [5] Multiple coupling device (2) according to claim 4, characterized bythat the support sections (62, 64) lead inwards in the radial direction (16) to a tubular coupling hub (52) with which they are connected in a rotationally fixed manner, wherein the support section (62) of the first coupling arrangement (22) is in rotationally driving connection with the coupling hub (52) by means of a spline (50). [6] Multiple coupling device (2) according to one of the preceding claims, characterized bythat at least one hydraulically drivable actuating piston (96, 98) is assigned to each of the clutch assemblies (22, 24) for actuating the clutch assemblies (22, 24) in the same actuating direction (124), wherein the respective actuating piston (96, 98) is arranged radially inside and / or radially nested with the associated clutch assembly (22, 24) and acts on the associated clutch assembly (22, 24) via a force transmission element (100, 102), wherein the force transmission element (100) assigned to the first clutch assembly (22) extends through a free space (66) between the separately formed inner disk support sections (58, 60). [7] Multiple coupling device (2) according to claim 6, characterized bythat a pressure chamber (104, 106) is assigned to each of the actuating pistons (96, 98), wherein the pressure chamber (104, 106) of the actuating piston (96) assigned to the first clutch arrangement (22) is at least partially delimited by the support section (64) of the inner disk carrier (56) of the second clutch arrangement (24), on which, on the other hand, at least one return element (120) for the actuating piston (98) assigned to the second clutch arrangement (24) is directly or indirectly supported. [8] Multiple coupling device (2) according to one of the preceding claims, characterized bythat the outer disk carriers (70, 72) each have an outer disk support section (74, 84) for receiving the outer disks (30), at least one of which is surrounded by a closed retaining ring (128) on which the outer disk support section (74) is supported or can be supported outwards in the radial direction (14) while preventing the outer disk support section (74) from expanding, and / or that a spring device (126) is arranged between at least two adjacent inner disks (32) or outer disks (30), by means of which spring device the two adjacent inner disks (32) or outer disks (30) can be spaced apart from one another when the clutch arrangement (22, 24) is open, forming an axial distance which is greater than the width of the intermediate outer disk (30) or inner disk, wherein the spring length of the relaxed spring device (126) in the axial direction (10,12) is greater than the width of the intermediate outer lamella (30) or inner lamella., [9] Drive train for a motor vehicle with a drive unit (4) and a transmission (6), characterized by that a multiple clutch device (2) according to one of the preceding claims is arranged between the drive unit (4) and the transmission (6), wherein the transmission (6) has a first transmission input shaft (82) and a second transmission input shaft (90). [10] Drive train according to claim 9, characterized by that of the first and second transmission input shafts (82, 90), one transmission input shaft (90) is designed as a hollow shaft and the other transmission input shaft (82) is arranged within the hollow shaft and / or the clutch hub (52) is supported in the radial direction (16) on a fixed support tube (92).

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