Compensation device for compensating a radial offset between torque-transmitting components in a torque flow of a drive train of a motor vehicle, and clutch system

Abstract

Compensation device for compensating a radial offset between torque-transmitting components in a torque flow of a drive train of a motor vehicle, with an input element (16) for introducing a torque, an output element (20) for discharging the torque and an intermediate disc (14) coupled to the input element (16) and the output element (20) for transmitting the torque, wherein the intermediate disk (14) is guided along a first radial direction (18) on the input element (16) and along a second radial direction (22) offset substantially by 90° from the first radial direction (18) on the output element (20), characterized in that a relative movement of the input element (16) to the intermediate disk (14) along the second radial direction (22) is blocked and / or a relative movement of the output element (20) to the intermediate disk (14) along the first radial direction (18) is blocked.

Description

[0001] The invention relates to a compensating device that can be used to compensate for a radial offset between torque-transmitting components in the torque flow of a motor vehicle drivetrain. Furthermore, the invention relates to a correspondingly equipped clutch system.

[0002] It is known to compensate for a radial misalignment of torque-transmitting shafts using a cardan shaft. In particular, DE 10 2007 030 444 A1 discloses a compensation device that can be read off from the preamble of claims 1 to 3.

[0003] There is a constant need to compensate for a radial offset between a drive shaft of a motor vehicle engine and a transmission input shaft of a motor vehicle transmission while requiring little installation space.

[0004] It is the object of the invention to provide measures which enable compensation of a radial offset between a drive shaft of a motor vehicle engine and a transmission input shaft of a motor vehicle transmission with a small installation space requirement.

[0005] The object is achieved according to the invention by a compensating device having the features of claims 1 to 3, as well as by a coupling system having the features of claim 7. Preferred embodiments of the invention are specified in the subclaims and the following description, which may each individually or in combination represent an aspect of the invention.

[0006] According to the invention, a compensation device for compensating a radial offset between torque-transmitting components in a torque flow of a drive train of a motor vehicle is provided, comprising an input element, in particular indirectly or directly coupled to a drive shaft of a motor vehicle engine, for introducing a torque, an output element, in particular indirectly or directly coupled to a transmission input shaft of a motor vehicle transmission, for discharging the torque, and an intermediate disk coupled to the input element and the output element for transmitting the torque, wherein the intermediate disk is guided along a first radial direction on the input element and along a second radial direction offset substantially by 90° to the first radial direction on the output element.

[0007] Depending on the nature of the radial offset to be compensated, the radial offset can be compensated for by a relative movement of the intermediate disk relative to the input element and / or the output element through a corresponding proportional displacement of the intermediate disk in the first radial direction and / or in the second radial direction. In this case, the intermediate disk can have a particularly small extension in the axial direction, so that a correspondingly small installation space requirement in the axial direction is present. The compensation device can be used in particular in a clutch system for coupling a drive shaft of a motor vehicle engine to at least one transmission input shaft of a motor vehicle transmission or to a rotor of an electric machine of a hybrid vehicle.This exploits the knowledge that in the clutch system, for example, a first shaft, such as the rotor of the electric motor, is arranged radially outside a second shaft, such as the transmission input shaft of the motor vehicle transmission or an intermediate shaft leading to the transmission input shaft, and that, viewed in the radial direction, they can partially overlap. The intermediate disk of the compensating device can bridge the radial distance and simultaneously compensate for a radial offset without the clutch system having to be extended in the axial direction. Instead, it is even possible to axially insert a transmission-side part into an engine-side part, thereby saving axial installation space.By guiding the intermediate disk in two radial directions arranged at right angles to each other within a common radial plane, a radial offset can be compensated with a very small axial installation space requirement, so that a compensation of a radial offset between a drive shaft of a motor vehicle engine and a transmission input shaft of a motor vehicle transmission is possible with a small installation space requirement.

[0008] The intermediate disc can be manufactured, in particular, from sheet steel, for example, by stamping and forming. The material thickness of the intermediate disc can be selected taking into account the torque to be transmitted, in particular comparable to a so-called "drive plate." If necessary, the intermediate disc can be stiffened, for example, by stiffening ribs and / or beads, to increase its flexural rigidity. Preferably, a relative axial movement of the intermediate disc relative to the input element and the output element is blocked, so that the intermediate disc is designed to be relatively displaceable essentially only in its radial plane. Preferably, the intermediate disc is guided on the input element and / or the output element in a substantially tilt-resistant manner.The compensation of the radial misalignment achieved by the intermediate disk is achieved essentially exclusively by displacement of the intermediate disk, i.e., essentially without elastic deformation of the intermediate disk. This prevents alternating permanent bending of the intermediate disk, thus preventing, for example, component failure due to fatigue fracture.

[0009] According to the invention, a relative movement of the input element to the intermediate disk along the second radial direction is blocked and / or a relative movement of the output element to the intermediate disk along the first radial direction is blocked. This makes it possible to transmit forces along the second radial direction at the guide between the intermediate disk and the input element and forces along the first radial direction at the guide between the intermediate disk and the output element. In particular, this allows torque to be transmitted without a clearance angle in the circumferential direction.

[0010] According to the invention, the intermediate disk is guided via a pair of first elongated holes on the input element and / or via a pair of second elongated holes on the output element. The elongated holes allow a guided relative movement along one radial direction and a locking in the radial direction perpendicular to this. By means of a simple and cost-effective measure, good torque transmission can be achieved with simultaneous radial misalignment compensation. A shoulder, a bolt or another component which brings about a positive connection in the elongated hole can protrude into the respective elongated hole in the axial direction. If the elongated hole is open radially outwards or radially inwards, this component can also protrude into the elongated hole in the radial direction.

[0011] Particularly preferably, the intermediate plate has the first elongated holes, wherein the first elongated holes are open radially outward. The input element is guided in the first elongated holes via first projections, in particular bolts, that can be inserted into the first elongated holes in the axial direction. In particular, the first projections protrude from the input element in the axial direction. During assembly, the intermediate plate can be easily pushed onto the first projections by means of an axial relative movement with the first elongated holes.

[0012] In particular, the first projection is designed as a connecting rivet for connecting an output part, in particular configured as a plate carrier of a multi-plate clutch, to a rotor of an electric machine, wherein a rivet shank of the connecting rivet is inserted into the first elongated hole. The first projection can thus be formed by a component that is already provided, so that it is not necessary to provide the first projection using an additional connection technique.

[0013] Preferably, the intermediate plate has the second elongated holes, wherein the second elongated holes are open radially inward. The output element is guided in the second elongated holes via second projections that can be inserted into the second elongated holes in the axial direction. In particular, the second projections protrude radially from the output element. During assembly, the intermediate plate can be easily pushed onto the second projections by an axial relative movement with the second elongated holes. The intermediate plate can thus be easily pushed onto a hub or shaft in a torque-transmitting manner.

[0014] According to the invention, a first contact point of the intermediate disk with the input element is arranged offset in the axial direction from a second contact point of the intermediate disk with the output element, wherein the intermediate disk is particularly designed with a plate-like curvature. The axial offset of the contact points makes it possible, in particular, to insert the output element slightly into the input element so that the input element and the output element can partially overlap when viewed in the radial direction. The total axial space requirement in the installed state of the compensation device can thus be reduced or at least kept low. The intermediate disk can, for example, be shaped similarly to a disc spring.

[0015] The invention further relates to a clutch system for coupling a drive shaft of a motor vehicle engine to at least one transmission input shaft of a motor vehicle transmission or a rotor of an electric machine of a hybrid motor vehicle, with a friction clutch, in particular designed as a multi-disk clutch, for transmitting a torque between a torque introduction element, in particular the drive shaft of the motor vehicle engine, and a torque output element, in particular the transmission input shaft of the motor vehicle transmission, a ramp system for axially displacing a pressure plate of the friction clutch, wherein the ramp system has an input ramp and an output ramp rotatable relative to the input ramp for changing an axial extent of the ramp system as a result of a differential speed between the torque introduction element and the torque output element,The friction clutch comprises an output part coupled to the torque transfer element, in particular configured as an output plate carrier, and an input part coupled to the torque introduction element, in particular configured as an input plate carrier. The output part is coupled to the torque transfer element via a compensating device, which can be designed and developed as described above. By guiding the intermediate plate in two radial directions arranged at right angles to one another within a common radial plane, a radial offset can be compensated for with very little axial space required, thus enabling compensation of a radial offset between a drive shaft of a motor vehicle engine and a transmission input shaft of a motor vehicle transmission with minimal space required in the clutch system.

[0016] In particular, the output part is riveted to a rotor of an electrical machine via a substantially axially extending connecting rivet, wherein in the axial direction between the output part and the rotor the intermediate disk engages a rivet shank of the connecting rivet in a torque-transmitting manner. Preferably, the rivet shank between the output part and the rotor is thickened so that the thickened part of the rivet shank acts as a spacer between the output part and the rotor. The axial mobility of the intermediate disk of the compensating device can be limited by the output part and the rotor. The connecting rivet can form the first projection inserted into the first elongated hole so that a component that is already provided can be used to connect the intermediate disk of the compensating device to the connecting rivet, so that it is not necessary to provide the first projection using an additional connection technology.

[0017] Preferably, several connecting rivets are provided in the circumferential direction, each arranged in pairs in a radial direction. This provides several pairs of connecting rivets that can be used when assembling the intermediate disc of the compensating device. This simplifies assembly.

[0018] In a preferred embodiment, a freewheel coupled to the torque introduction element and the input ramp is provided. Preferably, the freewheel, in a locked position, transmits a control torque from the torque introduction element to the input ramp to engage the friction clutch. In particular, a magnetic clutch coupled to the torque introduction element and the input ramp is additionally provided to bridge the freewheel.

[0019] When torque is to be transferred from the torque introduction element to the torque transfer element during traction, the torque introduction element rotates faster than the torque transfer element when the friction clutch is open. This moves the freewheel into its locked position so that the input ramp is coupled to the torque introduction element and a control torque can be transferred, while the output ramp can be coupled to the torque transfer element. The difference in speed between the torque introduction element and the torque transfer element therefore leads to a difference in speed between the input ramp and the output ramp. As a result, the ramp system is twisted due to the difference in speed between the torque introduction element and the torque transfer element, which can increase the axial extent of the ramp system.In this case, the output ramp, in particular, can be axially displaced like a pressure plate. By increasing the axial extent of the ramp system, the friction clutch can be closed by the axially displaced output ramp, so that an input part of the friction clutch coupled to the torque introduction element can be frictionally pressed against an output part of the friction clutch coupled to the torque transfer element. When the friction clutch is closed, a large portion of the torque introduced by the torque introduction element can be transmitted to the torque transfer element via the friction clutch.This makes it possible for a motor vehicle engine, for example an internal combustion engine, connected to the torque introduction element to transmit the torque it generates to a motor vehicle transmission. It is possible for a rotor of an electric machine of a hybrid vehicle to be provided between the motor vehicle transmission and the torque introduction element. For this purpose, the torque transfer element can, in particular, form the rotor of the electric machine, for example, by having magnets that interact with electromagnets of a stator of the electric machine.

[0020] If, during overrun, the speed of the torque transfer element is greater than the speed of the torque introduction element, the input ramp of the ramp system can no longer be supported on the freewheel because, in this case, the freewheel is in the freewheeling position and torque transmission is interrupted. The coupling of the input ramp to the torque introduction element can thus be interrupted, so that a speed difference between the torque introduction element and the torque transfer element can be permitted without changing the axial extent of the ramp system. In particular, the friction clutch can open automatically, thereby reducing the extent of the ramp system. As a result, the motor vehicle is not braked by the drag torque of the motor vehicle engine connected to the torque introduction element.The motor vehicle can then coast in coasting mode with essentially no fuel consumption and / or be driven purely electrically by an optionally provided electric motor. In particular, the friction clutch has at least one return spring element, particularly designed as a wave spring, for automatically disengaging the friction clutch. The friction clutch can thus be configured as "normally open." The return spring element can be provided, for example, as a pad spring for friction linings of the friction clutch.

[0021] If the torque introduction element and / or a motor vehicle engine connected to the torque introduction element are to be deliberately dragged along during overrun, for example, to start the motor vehicle engine and / or to additionally brake the motor vehicle using the motor vehicle's mass moment of inertia ("engine brake"), the magnetic clutch can be closed. With the magnetic clutch closed, torque can be transmitted past the freewheel in the freewheel position. At the minimum extension of the ramp system, the output ramp coupled to the torque transfer element can entrain the input ramp and transfer torque.The closed magnetic clutch allows the torque arriving at the input ramp to be transferred to the torque introduction element, allowing deliberate torque transfer from the torque transfer element to the torque introduction element, bypassing the freewheel, during coasting by selectively closing the magnetic clutch. Preferably, the magnetic clutch is already closed when the friction clutch is still closed, allowing torque transfer from the torque transfer element to the torque introduction element via the friction clutch. The magnetic clutch makes it easy to switch between sailing mode and / or purely electric operation on the one hand, and deliberate towing mode on the other.To change the operating modes during overrun, it is only necessary to bridge the freewheel with the help of the magnetic clutch, so that an easy and efficient adaptation of the torque transmission in a drive train, in particular of a hybrid vehicle, to different driving strategies is possible.

[0022] The magnetic clutch, the ramp system, and the friction clutch can together form a so-called booster clutch. Instead of the magnetic clutch, another pilot clutch can also be used, which is designed to couple the input ramp with the torque introduction element in response to a control signal, bridging the freewheel. When the friction clutch is engaged, the torque introduction element and the torque transfer element have essentially the same speed during slip-free operation. When the friction clutch is disengaged, the torque introduction element and the torque transfer element can rotate at different speeds, resulting in a speed difference between the torque introduction element and the torque transfer element.The torque flowing through the torque introduction element and the friction clutch can flow at least partially through the closed magnetic clutch or the locked freewheel, so that when the magnetic clutch is closed, torque can be transmitted at least temporarily via the ramp system, thereby reducing component loads. The changing extension of the ramp system allows the pressure plate to be displaced to close the friction clutch, whereby a displacement force for displacing the pressure plate can be diverted from the torque transmitted via the freewheel.If the extension of the ramp system has changed to such an extent that, for example, the pressure plate is pressing a clutch disc and / or plates of a multi-plate clutch, the speeds of the torque introduction element and the torque transfer element are synchronized after slippage has ended, so that a speed difference no longer exists. The ramp system can then remain in the reached position.

[0023] A suitable choice of the ramp gradient of the ramp system can achieve a power transmission. Furthermore, it is possible to relocate the magnetic clutch away from the pressure plate area. This allows the magnetic clutch to be positioned at least largely radially inward relative to the pressure plate, particularly compared to the pressure plate, so that the installation space radially inward relative to the friction linings of the clutch disc can be utilized. The friction contacts of the clutch disc can thus be located in a comparatively far radially outer region, so that a correspondingly small radial inward extension of the friction clutch is required in order to realize a correspondingly large friction surface.

[0024] The output ramp can be coupled to the torque transfer element in a rotationally fixed but axially movable manner. This allows the output ramp coupled to the torque transfer element and the input ramp, which can be coupled to the torque introduction element via the freewheel and / or the magnetic coupling, to be rotated relative to one another when there is a difference in speed between the torque transfer element and the torque introduction element. The ramps of the ramp system can slide directly onto one another or can be rotated relative to one another via at least one ball, cylinder, or other rotatable element, thus forming a ball-ramp system. By rotating the ramps relative to one another, the distance between the rear sides of the input ramp and the output ramp facing away from the other opposite ramp can change, so that the axial extent of the ramp system can be reduced or increased accordingly.Particularly preferably, the maximum relative angle of rotation of the input ramp to the output ramp is limited, for example, by at least one stop, whereby, for example, exceeding a maximum wear range of friction linings of the friction clutch can be avoided.

[0025] In particular, the freewheel comprises an input ring coupled to the torque introduction element and an output ring coupled to the torque transmission element. Between the input ring and the output ring, for example, pawls, clamping elements, ramps, or similar elements can be provided, which lock the input ring with the output ring in a torque-transmitting manner when the input ring is overrun and allow relative rotation when the output ring is overrun. Preferably, the input ring is configured as an inner ring, and the output ring as an outer ring.

[0026] In particular, the magnetic clutch comprises an electromagnet controllable by a control device and an armature disk displaceable by the electromagnet. The armature disk is coupled directly or indirectly to the input ramp in a torque-transmitting manner and, in a closed position of the magnetic clutch, establishes a direct or indirect frictional connection with the torque introduction element. By selectively energizing the electromagnet in response to a control signal, the magnetic clutch can be easily closed or opened. The armature disk can be made of a material susceptible to magnetic forces, for example, a ferromagnetic material. The electromagnet can have a current-carrying coil, which is wound, in particular, around an iron core.The magnetic clutch enables a "clutch-by-wire" system to be implemented, in which the clutch system used as a separating clutch in the motor vehicle's drivetrain is actuated electrically rather than mechanically, hydraulically, or pneumatically. The separating clutch can thus be designed as an "e-clutch." With the help of the magnetic clutch, for example, a drive shaft of a motor vehicle engine can be coupled to at least one transmission input shaft of a motor vehicle transmission in a motor vehicle's drivetrain. Furthermore, it is possible to couple a drive shaft of a motor vehicle engine to a rotor of an electric motor of a hybrid vehicle using the magnetic clutch.

[0027] Particularly preferably, the friction clutch comprises an output part coupled to the torque transfer element, in particular configured as an output plate carrier, and an input part coupled to the torque introduction element, in particular configured as an input plate carrier. The input part is coupled to the torque introduction element and / or the output part is coupled to the torque transfer element via the compensating device. In particular, the output part can be configured integrally with the torque transfer element, for example, by a tooth profile of the torque transfer element for axially movable guidance of plates, while the input part interacts with the torque sensor.Accordingly, the input part can be designed in one piece with the torque introduction element, for example by a tooth profile of the torque introduction element for axially movable guidance of lamellae, while the output part interacts with the torque sensor.

[0028] The invention will be explained below by way of example with reference to the accompanying drawings using preferred embodiments, wherein the features presented below can represent an aspect of the invention both individually and in combination. They show: Fig. 1: a schematic sectional plan view of a compensating device, Fig. 2: a schematic sectional view of a coupling system with the compensation device of Fig. 1 and Fig. 3: a schematic perspective sectional view of the coupling system from Fig. 2.

[0029] The Fig. 1 shown compensating device 10 for the Fig. 2 and Fig. 3, the clutch system 12 of a drive train of a motor vehicle has an intermediate disk 14 which is displaceably guided relative to an input element 16 along a first radial direction 18 and relative to an output element 20 along a second radial direction 22 in order to compensate for a radial offset of the input element 16 relative to the output element 20. As shown in particular in Fig. 2 and Fig. 3, in the illustrated embodiment, the input element 16 is formed by a rotor 26 riveted to an output part 24 designed as an output plate carrier, while the output element 20 is formed by a hub 28 which can be connected in a rotationally fixed manner to a transmission input shaft of a motor vehicle transmission via a spline. The intermediate plate 14 has two opposite first elongated holes 30 arranged in the first radial direction 18, each of which is open radially outward. A first projection 32 is inserted into each of the first elongated holes 30 essentially without play in the circumferential direction but radially displaceable, wherein in the illustrated embodiment the first projections 32 are formed by the rivet shank of connecting rivets 34. The plurality of connecting rivets 34 connect the output part 24 to the rotor 26 at an axial distance predefined by the rivet shank.In addition, the intermediate disk 14 has two opposite second elongated holes 36 arranged in the second radial direction 22, each of which opens radially inward. The second elongated holes 36 and the second radial direction 22 are aligned substantially at right angles to the first elongated holes 30 and the first radial direction 18, offset by 90° in the circumferential direction. The output element 20 has second projections 38 projecting radially outward, which are inserted into the second elongated holes 36 with essentially no play in the circumferential direction but are radially displaceable. During assembly, the intermediate disk 14 can be pushed onto the projections 32, 38 with its elongated holes 30, 36 by an axial relative movement.

[0030] The Fig. 2 and Fig.The clutch system 12 shown in Figure 3 has a torque introduction element 40 in the form of a drive shaft of a motor vehicle engine, designed as a crankshaft, which can be coupled, for example, to a torque transfer element 42 in the form of the hub 28, which is coupled to the rotor 26 via the intermediate disk 14, for a transmission input shaft of a motor vehicle transmission. In the illustrated embodiment, the torque transfer element 42 can be formed by the compensation device 10. An electric machine can act on the rotor 26 of the torque transfer element 42 in order to exchange torque. For this purpose, the electric machine has a stator through which current can flow and which can interact with the rotor 26. If necessary, the rotor 26 can have magnets that interact with the stator.A separating clutch can be provided between the torque introduction element 40 and the motor vehicle engine and / or between the torque discharge element 42 and the motor vehicle transmission in order to be able to shift gears in the motor vehicle transmission when the motor vehicle engine is running.

[0031] The torque introduction element 40 can be coupled to the torque transfer element 42 via a friction clutch 44 designed as a multi-plate clutch. For this purpose, the friction clutch 44 has the output part 24 designed as an outer plate carrier, which is rotationally fixedly connected to the rotor 26 of the torque transfer element 42, and an input part 46 designed as an inner plate carrier. The friction clutch 44 can be actuated with the aid of a ramp system 48. For this purpose, the ramp system 48 has an input ramp 52, which is axially immovably supported by an axial bearing 50 and can be rotated via a ball 54 to form an output ramp 56. The output ramp 56 can thus be axially displaced in order to act as a pressure plate of the friction clutch 44, pressing the friction and / or steel plates of the friction clutch 44 together when the friction clutch 44 is engaged.

[0032] A pot-shaped driver 58 engages the input ramp 52, with the aid of which the input ramp 52 can be rotated. The driver 58 is coupled to the torque introduction element 40 via a freewheel 60. In traction mode, when the torque introduction element 40 overtakes the torque transfer element 42, the freewheel 60 locks, so that the driver 58 is carried along by the torque introduction element 40. The driver 58, in turn, carries the input ramp 52 along, thereby increasing the axial extent of the ramp system 48 and closing the friction clutch 44. When the friction clutch 44 is closed, at least a large part of the torque to be transmitted from the torque introduction element 40 to the torque transfer element 42 can be transmitted via the friction clutch 44.During overrun, when the torque transfer element 42 overtakes the torque introduction element 40, the freewheel 60 no longer locks, so that the input ramp 52 can no longer be supported on the freewheel 60. For example, return spring elements designed as wave springs, in particular a lining spring of the friction linings of the friction clutch 44, can then press the friction clutch 44 into the open position. In this case, the friction clutch 44 can reverse the input ramp 52 and reduce the extension of the ramp system 48. The freewheel 60 can be rotated in its freewheeling position without torque transmission.

[0033] To optionally enable deliberate overrun operation, a magnetic clutch 62 is provided. The magnetic clutch 62 has a stationary electromagnet 64. The electromagnet 64 can generate an electric field with the aid of which an armature disk 66 can be attracted and pressed frictionally against a friction disk 68. The friction disk 68 is fixedly connected to the torque introduction element 40 or even designed as a single piece. The armature disk 66 is connected to the driver 58 via return springs designed as leaf springs in a torque-transmitting but axially displaceable manner. When the magnetic clutch 62 is closed, a torque flow can be induced between the torque introduction element 40 and the driver 58 via the frictional engagement between the armature disk 66 and the friction disk 68, by which torque flow can be bridged the freewheel 60.At least with the minimum intended extension of the ramp system 48, the output ramp 56 coupled to the torque transfer element 42 can take the input ramp 52 with it and transmit a torque from the hub 28 of the torque transfer element 42 via the compensating device 10, the rotor 26, the ramp system 48 and the magnetic coupling 62 to the torque introduction element 40.

Claims

[1] Compensation device for compensating a radial offset between torque-transmitting components in a torque flow of a drive train of a motor vehicle, with an input element (16) for introducing a torque, an output element (20) for discharging the torque and an intermediate disc (14) coupled to the input element (16) and the output element (20) for transmitting the torque, wherein the intermediate disc (14) is guided along a first radial direction (18) on the input element (16) and along a second radial direction (22) offset by substantially 90° to the first radial direction (18) on the output element (20), characterized bythat a relative movement of the input element (16) to the intermediate disc (14) along the second radial direction (22) is blocked and / or a relative movement of the output element (20) to the intermediate disc (14) along the first radial direction (18) is blocked. [2] Compensation device for compensating a radial offset between torque-transmitting components in a torque flow of a drive train of a motor vehicle, with an input element (16) for introducing a torque, an output element (20) for discharging the torque and an intermediate disc (14) coupled to the input element (16) and the output element (20) for transmitting the torque, wherein the intermediate disc (14) is guided along a first radial direction (18) on the input element (16) and along a second radial direction (22) offset by substantially 90° to the first radial direction (18) on the output element (20), characterized by that the intermediate disc (14) is guided via a pair of first elongated holes (30) on the input element (16) and / or via a pair of second elongated holes (36) on the output element (20). [3] Compensation device for compensating a radial offset between torque-transmitting components in a torque flow of a drive train of a motor vehicle, with an input element (16) for introducing a torque, an output element (20) for discharging the torque and an intermediate disc (14) coupled to the input element (16) and the output element (20) for transmitting the torque, wherein the intermediate disc (14) is guided along a first radial direction (18) on the input element (16) and along a second radial direction (22) offset by substantially 90° to the first radial direction (18) on the output element (20), characterized by that a first contact point of the intermediate disc (14) with the input element (16) is arranged offset in the axial direction from a second contact point of the intermediate disc (14) with the output element (20). [4] Compensating device according to claim 2, characterized by in that the intermediate disc (14) has the first elongated holes (30), wherein the first elongated holes (30) are open radially outwards, wherein the input element (16) is guided in the first elongated holes (30) via first lugs (32) which can be inserted into the first elongated holes (30) in the axial direction, wherein the first lugs (32) protrude from the input element (16) in the axial direction. [5] Compensating device according to claim 4, characterized by that the first projection (32) is designed as a connecting rivet (34) for connecting an output part (24) to a rotor (26) of an electrical machine, wherein a rivet shank of the connecting rivet (34) is inserted in the first elongated hole (30). [6] Compensating device according to one of claims 2, 4 or 5, characterized by in that the intermediate disc (14) has the second elongated holes (36), wherein the second elongated holes (36) are open radially inwards, wherein the output element (20) is guided in the second elongated holes (36) via second lugs (38) which can be inserted into the second elongated holes (36) in the axial direction, wherein the second lugs (38) protrude from the output element (20) in the radial direction. [7] Coupling system for coupling a drive shaft of a motor vehicle engine with at least one transmission input shaft of a motor vehicle transmission or a rotor (26) of an electric machine of a hybrid motor vehicle, with a friction clutch (44) for transmitting a torque between a torque introduction element (40) and a torque output element (42), a ramp system (48) for axially displacing a pressure plate of the friction clutch (44), wherein the ramp system (48) has an input ramp (52) and an output ramp (56) rotatable relative to the input ramp (52) for changing an axial extent of the ramp system (48) as a result of a differential speed between the torque introduction element (40) and the torque discharge element (42), wherein the friction clutch (44) has an output part (24) coupled to the torque transfer element (42) and an input part (46) coupled to the torque introduction element (40), wherein the output part (24) is coupled to the torque transfer element (42) via a compensation device (10) according to one of claims 1 to 6. [8] Coupling system according to claim 7, characterized by in that the output part (24) is riveted to a rotor (26) of an electrical machine via a substantially axially extending connecting rivet (34), wherein in the axial direction between the output part (24) and the rotor (26) the intermediate disc (14) engages a rivet shank of the connecting rivet (34) in a torque-transmitting manner. [9] Coupling system according to claim 8, characterized by that a plurality of connecting rivets (34) are provided in the circumferential direction, each paired and located opposite one another in the radial direction.

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