Clutch assembly, especially for a hybrid module, for dampened coupling of an internal combustion engine to a drive train of a motor vehicle

Abstract

Clutch assembly for a hybrid module for dampened coupling of an internal combustion engine to a motor vehicle's drivetrain, with a torsional vibration damper (12) for damping rotational irregularities, a drive ring (26) coupled to the torsional vibration damper (12) via a detachable coupling device (28) in a torque-transmitting and axially relatively displaceable manner for forwarding the damped torque, a disconnect coupling (32) connected to the drive ring (26) for the selective transmission of the damped torque to a shaft (50) and a connecting element (70) for direct or indirect attachment of the torsional vibration damper (12) to a drive shaft of the internal combustion engine, wherein the coupling device (28) is provided radially outside to the connecting element (70) and the drive ring (26) is mounted and / or centered radially inside to the connecting element (70) on the torsional vibration damper (12) or the coupling device (28) is provided radially inside to the connecting element (70) and the drive ring (26) is mounted and / or centered radially outside to the connecting element (70) on the torsional vibration damper (12).

Description

[0001] The invention relates to a coupling assembly, particularly intended for a hybrid module, with the aid of which an internal combustion engine can be coupled to a drive train, in particular of a hybrid motor vehicle, in a damped manner.

[0002] From DE 10 2009 059 944 A1 a hybrid module for a powertrain of a vehicle is known, wherein a wet multi-plate clutch of the hybrid module is arranged in the torque flow between an internal combustion engine and an electric motor arranged coaxially to the hybrid module.

[0003] From DE 100 05 996 A1 a hybrid module with a torsional vibration damper for damped coupling of an internal combustion engine to a drive train of a motor vehicle is known.

[0004] From DE 10 2004 019 876 A1 a clutch arrangement with a two-part flywheel arrangement is known.

[0005] There is a constant need to adapt a hybrid module to confined building spaces in the most space-saving way possible.

[0006] The purpose of the invention is to demonstrate measures that enable a space-saving adaptation of a hybrid module to confined installation spaces.

[0007] The problem is solved according to the invention by a clutch assembly having the features of claim 1. Preferred embodiments of the invention are specified in the dependent claims and the following description, each of which can individually or in combination represent an aspect of the invention.

[0008] According to the invention, a coupling assembly, in particular for a hybrid module, is provided for the damped coupling of an internal combustion engine to a drive train of a motor vehicle, comprising a torsional vibration damper for damping rotational irregularities, a drive ring coupled to the torsional vibration damper via a detachable coupling device, in particular designed as a splined connection, in a torque-transmitting and axially relatively displaceable manner for transmitting the damped torque, a disconnecting clutch connected to the drive ring for selectively transmitting the damped torque to a shaft, and a connecting element, in particular for a crankshaft bolting, for directly or indirectly fastening the torsional vibration damper to a drive shaft of the internal combustion engine.wherein the coupling device is provided radially outside the connecting element and the drive ring is mounted and / or centered radially inside the connecting element on the torsional vibration damper, or the coupling device is provided radially inside the connecting element and the drive ring is mounted and / or centered radially outside the connecting element on the torsional vibration damper.

[0009] The coupling device, designed in particular as a splined connection between the torsional vibration damper and the disconnect coupling, can form a separation point between the torsional vibration damper on the one hand and the disconnect coupling on the other. This allows the torsional vibration damper and the disconnect coupling to be installed sequentially as separate units in a hybrid module and / or in a vehicle's powertrain and connected to each other via an axial relative movement during assembly. Since the coupling device is only intended to transmit torque and no axial support is provided, it can be designed accordingly simply and solely for the purpose of enabling torque transmission, in particular as a splined connection.Even during operation, axial relative movement within the coupling device may be permitted, for example, to prevent or at least dampen the transmission of axial vibrations. The components tangentially adjacent to each other in the coupling device are designed to be axially displaceable relative to one another, whereby this axial relative displaceability can be improved, for example, by a friction-reducing coating, suitable lubrication, or other means. This allows an axially displaceable component of the disconnecting clutch to be coupled to the coupling device in a torque-transmitting manner. The disconnecting clutch can, for example, have a clutch disc that can be pressed between a counter plate and an axially displaceable pressure plate. This clutch disc should ideally be axially displaceable over a small axial stroke so that it can lift off the axially fixed counter plate when the friction clutch is open.This also prevents unnecessary drag torques and ensures a sufficient wear range for the friction linings of the clutch disc. This can be achieved through axial displacement within the coupling device, without requiring a separate coupling for the axial displacement of the clutch disc.

[0010] The coupling device and the bearing / centering of the drive ring are arranged radially offset from one another, with the connecting element, which is in particular part of a crankshaft bolting connection, located radially between them. The at least one connecting element is located within a radius outside of which the coupling device and the bearing / centering of the drive ring are located. The invention is described below by way of example of a particularly preferred embodiment in which the coupling device is located radially outside the connecting element and the bearing / centering is located radially inside the connecting element. However, the following explanations largely also apply to the variant in which the coupling device is located radially inside the connecting element and the bearing / centering is located radially outside the connecting element.

[0011] In the particularly preferred embodiment, since the coupling device is arranged radially outside the connecting element, it can be positioned on a radius small enough to prevent interference with other components of the torsional vibration damper, or on a radius large enough to easily transmit a high torque. Compared to a coupling device arranged radially inside the connecting element, a larger number of teeth in the splined connection formed by the coupling device can be provided, enabling the transmission of a high torque with low material stress on the teeth.By radially mounting and centering the drive ring within the connecting element, particularly on the input side of the torsional vibration damper, the necessary structural elements can be located on a comparatively small radius, thus reducing manufacturing costs. Specifically, this allows the mounting and centering mechanism to be moved radially outside the connecting element, freeing up installation space that can be used by the coupling device in a largely space-neutral manner. Furthermore, the coupling device can also perform a degree of centering, enabling, for example, coarse centering radially outside the connecting element and fine centering radially inside the connecting element.The assembly of the coupling unit can be simplified by an axial relative movement of the drive ring and the disconnect clutch relative to the torsional vibration damper. Furthermore, the radial distance between the radially outer coupling device and the radially inner bearing / centering element better prevents or at least significantly limits tilting of the drive ring around a radially extending tilting axis. This radial offset of the coupling device relative to the drive ring's bearing / centering element creates usable installation space while improving ease of assembly, thus enabling a space-saving adaptation of the hybrid module to confined installation spaces.

[0012] The torsional vibration damper can have a separate or integrated hub for forming an internal toothing for the coupling device. The hub can have sufficient axial extension to transmit a defined maximum torque even under varying expected axial relative positions of the output coupling element connected to the disconnect coupling. Furthermore, the longitudinal extension of the hub allows the acting forces to be distributed, resulting in lower local normal forces and reduced frictional forces occurring during axial relative displacement within the coupling device.Preferably, the axial extent of the hub or the axial extent of the internal teeth is over-dimensioned beyond the axial extent required for the reliable transmission of the predefined maximum torque, for example by a factor of at least 1.5, preferably at least 2.0, and particularly preferably at least 3.0. The maximum axial extent is generally limited by the available axial installation space within the clutch assembly. Particularly preferably, the hub is axially supported on another component of the torsional vibration damper, in particular a primary mass of a dual-mass flywheel, wherein a sliding bearing that allows relative rotation is provided, in particular for this purpose. Furthermore, it is possible that the hub is radially aligned, and in particular centered, on the other component, for example at least by means of a coarse centering mechanism.By guiding and mounting the clutch disc on the input side of the torsional vibration damper, drag losses can be avoided in the case of purely electric drive of the motor vehicle via the shaft.

[0013] To meet increasingly stringent emissions standards and required fleet fuel consumption figures, almost all automakers are relying on hybridizing the powertrain. To save weight and installation space, the electric motor is placed directly behind the torsional vibration damper (designed, for example, as a torsional damper) of the internal combustion engine, or within a (hybridized) dual-clutch transmission. The two drives are separated by a disconnect clutch. This disconnect clutch, also known as a K0 clutch, should be designed to be as space-efficient as possible and optimally integrated with the damper. This can be achieved through a coupling device positioned radially outside the connecting element.To meet the stringent isolation requirements, the torsional vibration damper should incorporate a dual-mass flywheel and / or a centrifugal pendulum (CPM), which should be integrated with minimal space requirements. Since the components intended for torsional vibration damping should be positioned as far radially outward as possible to achieve high damping capacity, sufficient space remains at the radially inner edge of the torsional vibration damper to allow the coupling device to be positioned radially outside the connecting element, essentially without requiring any additional space. The resulting improvement in the interface between the torsional vibration damper, designed primarily as a torsional vibration damper, and the disconnect coupling is thus achieved with minimal space requirements.

[0014] In particular, a radial plain bearing, especially one attached to the torsional vibration damper, is provided radially within the connecting element for the radial support of the drive ring on the torsional vibration damper. The radial plain bearing simultaneously provides support and fine centering of the drive ring on the torsional vibration damper. Optionally, an axial plain bearing adjoining the radial plain bearing can also be provided for the axial support of the drive ring on the torsional vibration damper.

[0015] Preferably, an axial sliding bearing, particularly one attached to the torsional vibration damper, is provided radially outside the connecting element for the axial support of the drive ring on the torsional vibration damper. The axial sliding bearing can be located, in particular, within a radius region of the coupling device. Depending on its axial relative position, the drive ring can run against and be supported by the axial sliding bearing, so that axial loads exerted by the drive ring can be easily supported by the axial sliding bearing. Particularly preferably, the axial sliding bearing is securely mounted, and in particular rotatably clamped, between an input-side part of the torsional vibration damper and an output-side part of the torsional vibration damper, which can also form part of the coupling device. The axial relative position of the axial sliding bearing is thus reliably determined, independent of the axial position of the axially displaceable drive ring.Furthermore, it is even possible that the axial sliding bearing can contribute to sealing a receiving space formed in the torsional vibration damper.

[0016] The disconnect coupling preferably comprises a coupling disc that can be pressed between a counter plate and a pressure plate which is axially displaceable relative to the counter plate, with the coupling disc being fastened by the drive ring. The drive ring makes it possible to position the disconnect coupling radially outwards and to transmit the torque from the coupling device, which is formed radially within a radius range of the disconnect coupling, to the larger radius. This leaves usable installation space radially within the disconnect coupling. The torque flow from the torsional vibration damper via the disconnect coupling to the shaft does not need to proceed from the counter plate and / or the pressure plate to the coupling disc and the shaft, but can first pass via the coupling disc to the counter plate and / or the pressure plate and from there to the shaft.The clutch disc should be axially displaceable over a small axial stroke so that it can lift off the axially fixed counter plate when the friction clutch is open. This can be achieved through axial displacement within the coupling device, without requiring a separate coupling for the axial displacement of the clutch disc.

[0017] In particular, the drive ring has a hub unit encompassing the connecting element and a drive disc attached to the hub unit via a fastening means, wherein the hub unit is coupled to a radially outer outer tube section, in particular via an external toothing, in the coupling unit and is mounted and / or centered on a radially inner inner tube section on the torsional vibration damper, or the hub unit is coupled to a radially inner inner tube section, in particular via an external toothing, in the coupling unit and is mounted and / or centered on a radially outer outer tube section on the torsional vibration damper.The hub unit can be manufactured cost-effectively from a stamped steel ring, for example, by chipless forming, such as deep drawing. A toothed section on the radially inner or outer surface of the outer tube can optionally be produced by a machining process. Separating the drive ring into the hub unit and the drive disc simplifies manufacturing, and in particular the production of external teeth for the hub unit, thus keeping manufacturing costs low. The fastening system for attaching the hub unit to the drive disc, especially by riveting, can be designed within a radius that allows axial projection of the fastener without affecting any component of the torsional vibration damper.This design utilizes the fact that the coupling of the disconnect clutch and the torsional vibration damper during clutch assembly only occurs after the torsional vibration damper has already been coupled to the internal combustion engine's drive shaft by means of at least one connecting element. This allows the drive ring's fastening element to be positioned very close axially to the connecting element of the torsional vibration damper's connection to the drive shaft, which is typically a crankshaft bolt. This optimizes the use of available installation space.

[0018] Preferably, the drive plate has a bent profile away from the torsional vibration damper, from radially inner to radially outer. This creates installation space radially inside a portion of the drive ring, which can be used by other components to save axial installation space.

[0019] A hydraulic actuator with a pressure chamber for actuating the disconnect clutch is particularly preferred, wherein the pressure chamber is at least partially located in a common axial area with the disconnect clutch, and in particular, the pressure chamber is at least partially located in a common axial area with the drive ring. The actuator can be inserted wholly or partially into the radially inner installation space of the rest of the clutch assembly, radially inside the disconnect clutch and / or the drive ring, resulting in a nested structure. This minimizes the axial installation space required. This approach utilizes the fact that, particularly in a hybrid vehicle powertrain, the component to be coupled on the output side typically requires installation space radially inside rather than radially outside.Since the disconnect clutch and the drive ring are not arranged radially inside, but at least partially radially outside, the output connection of the shaft can be positioned particularly close in the axial direction to a drive shaft of the internal combustion engine, especially a crankshaft, connected to the torsional vibration damper, and can project correspondingly far into the clutch assembly in the axial direction. At the same time, the disconnect clutch and the drive ring are positioned radially outside to such an extent that the actuator for actuating the disconnect clutch can also project into the rest of the clutch assembly. Viewed radially, the disconnect clutch and the drive ring can at least partially cover the pressure chamber of the actuator. The disconnect clutch and the coupling device can engage the shaft and the actuator from the radial outside, thus enabling a particularly compact and space-saving drive train.

[0020] In particular, a piston of the actuator, axially displaceable within the pressure chamber, is provided within a radius range radially outside the fastening element of the drive ring. Specifically, the actuator housing has a recess open towards the torsional vibration damper to receive a portion of the fastening element. The pressure chamber and the piston of the actuator can be positioned radially outside to such an extent that radially inside the piston of the actuator, an axial taper can form the recess for the connecting element of the drive ring. The connection technology implemented with the aid of the fastening element can thus be realized in a virtually space-neutral manner.

[0021] Preferably, a pressure plate is connected to the piston and to the disconnecting clutch, in particular to the pressure plate of the disconnecting clutch, wherein the pressure plate axially covers the coupling device and at least a large part of the disconnecting clutch. The actuating force generated radially inside the pressure chamber can be transmitted to the radially outside pressure plate of the disconnecting clutch by means of the pressure plate. The pressure plate can have a relatively small material thickness in the axial direction, thus minimizing the axial installation space required. At the same time, the pressure plate can at least partially cover the disconnecting clutch laterally and protect it from dirt entering the gearbox. The clutch disc and the coupling device can be axially spaced from the pressure plate.

[0022] In particular, the actuator is fixed to the shaft in a rotationally fixed manner, the shaft having a supply channel for supplying the actuator's pressure chamber with a hydraulic medium, especially oil. The mechanical support on the shaft allows forces to be absorbed via the shaft, especially when an actuator housing is used to transmit torque. This relieves the bearing of the drive shaft, which is attached to the torsional vibration damper by means of the connecting element. The supply channel provided in the shaft can, for example, consist of an axially extending blind hole and a connecting bore extending radially outwards from the blind hole, opening in particular into an annular groove provided on the radially outer circumference of the shaft.This allows the pressure chamber to be supplied with the hydraulic medium radially from the inside, for example, at an axial end of the shaft pointing away from the torsional vibration damper, thus eliminating the need for a hydraulic line running axially spaced past the disconnect coupling. This minimizes the required axial installation space.

[0023] Preferably, the actuator is designed to provide an actuating force directed away from the torsional vibration damper. A piston of the actuator can thus be extended on the axial side facing away from the torsional vibration damper, so that the actuating force can also be transmitted to the disconnecting clutch on this axial side. This allows the power path for the actuating force of the disconnecting clutch to bypass the coupling device and / or the drive ring, thus preventing any mutual interference.

[0024] Particularly preferably, the torsional vibration damper for torsional vibration damping comprises a dual-mass flywheel with a primary mass connectable to a drive shaft of the internal combustion engine and a secondary mass coupled to the primary mass in a limited, relatively rotatable manner via an energy storage element, in particular designed as an arc spring. The secondary mass includes a centrifugal pendulum positioned radially within the energy storage element to generate a restoring torque that counteracts any rotational irregularity in the transmitted torque. The energy storage element, the centrifugal pendulum, and the coupling device are arranged at least partially in a common axial area. This minimizes the axial space required. In particular, the centrifugal pendulum is arranged essentially centrally to the energy storage element in the axial direction, thus minimizing the axial space required for the torsional vibration damper.Preferably, the secondary mass forms a support flange for the centrifugal pendulum, on which the at least one pendulum mass of the centrifugal pendulum can be oscillatively guided. This keeps the number of components and the axial installation space requirement low.

[0025] In traction mode, the torque from the internal combustion engine can be transmitted to the primary mass, while in deceleration mode, the torque from the drivetrain can be transmitted to the secondary mass. The reverse configuration is also possible, whereby in traction mode the torque from the internal combustion engine can be transmitted to the secondary mass, while in deceleration mode the torque from the drivetrain can be transmitted to the primary mass. The primary mass and the secondary mass, which is rotatably coupled to the primary mass via an energy storage element (designed, in particular, as an arc spring), can form a mass-spring system that can dampen rotational irregularities in the speed and torque of the drive power generated by a motor vehicle engine within a specific frequency range.The moment of inertia of the primary mass and / or the secondary mass, as well as the spring characteristic of the energy storage element, can be selected such that vibrations in the frequency range of the dominant engine orders of the vehicle engine can be dampened. The moment of inertia of the primary mass and / or the secondary mass can be influenced, in particular, by an attached additional mass. The primary mass can have a disc to which a cover may be connected, thereby defining a substantially annular receiving space for the energy storage element. The primary mass can, for example, abut tangentially against the energy storage element via indentations projecting into the receiving space. An output flange of the secondary mass can project into the receiving space and abut tangentially against the opposite end of the energy storage element.

[0026] The at least one pendulum mass of a centrifugal pendulum, under the influence of centrifugal force, tends to assume a position as far away from the center of rotation as possible. The "zero position" is therefore the position radially furthest from the center of rotation that the pendulum mass can assume in its radially outermost position. At a constant drive speed and constant drive torque, the pendulum mass will assume this radially outer position. With fluctuations in speed, the pendulum mass deflects along its path due to its inertia. This deflection can cause the pendulum mass to be displaced towards the center of rotation. The centrifugal force acting on the pendulum mass is thus divided into a tangential component and a component normal to the pendulum path.The tangential force component provides the restoring force that returns the pendulum mass to its "zero position," while the normal force component acts on a force introduction element that initiates the speed fluctuations, in particular the primary or secondary mass, and generates a counter-torque there that counteracts the speed fluctuation and dampens the introduced speed fluctuations. In the case of particularly strong speed fluctuations, the pendulum mass can thus swing to its maximum extent and assume the radially innermost position. The tracks provided in the support flange and / or in the pendulum mass have suitable curvatures for this purpose, in which a coupling element, in particular designed as a roller, can be guided. Preferably, at least two rollers are provided, each guided on a track of the support flange and on a pendulum track of the pendulum mass. In particular, more than one pendulum mass is provided.Preferably, several pendulum masses are uniformly distributed around the circumference and guided on the support flange. The inertial mass of the pendulum mass and / or the relative motion of the pendulum mass to the support flange is designed, in particular, to dampen a specific frequency range of rotational irregularities, especially those of the motor engine. The pendulum mass can be manufactured cost-effectively by a stack of pendulum plates, which are stacked and connected to one another. The preferably identically shaped pendulum plates can be manufactured by stamping from a sheet of metal. In particular, more than one pendulum mass and / or more than one support flange is provided. For example, two pendulum masses connected to one another by bolts or rivets, which are designed, in particular, as spacers, are provided, with the support flange positioned between them in the axial direction of the torsional vibration damper.Alternatively, two flange parts of the support flange, in particular essentially Y-shaped, can be provided, between which the pendulum mass is positioned.

[0027] In particular, the shaft is designed to be coupled to a rotor of an electric machine for the electric drive of the vehicle, or to form the rotor of the electric machine itself. The clutch assembly can thus be part of a hybrid module capable of transmitting both the torque generated by the internal combustion engine and the torque generated by the electric machine to a vehicle transmission via the shaft. When the electric machine is operating in generator mode and mechanical energy from the drivetrain, particularly during braking, is to be converted into electrical energy (i.e., recuperated), the disconnect clutch can open, disengaging the drag torque of the torsional vibration damper and the internal combustion engine.

[0028] The invention further relates to a drive train, in particular for a hybrid vehicle, comprising an internal combustion engine with a drive shaft, in particular designed as a crankshaft, for the internal combustion engine propulsion of the vehicle, a clutch assembly coupled to the drive shaft, which can be designed and further developed as described above, an electric machine directly or indirectly coupled to the shaft of the clutch assembly for the electric propulsion of the vehicle, and a vehicle transmission coupled to the shaft of the clutch assembly for speed conversion. The radial offset of the coupling device relative to the bearing / centering of the drive ring allows for the creation of usable installation space while improving ease of assembly, thus enabling a space-saving adaptation of a hybrid module to confined installation spaces.

[0029] The invention is now explained by way of example with reference to the accompanying drawing, using a preferred embodiment as an illustration, wherein the features shown below can represent an aspect of the invention, either individually or in combination. It shows: Fig. 1: A schematic sectional view of a clutch assembly.

[0030] The in Fig.The clutch assembly 10 shown in Figure 1 can dampen torsional vibrations in the transmitted torque introduced via a drive shaft of a motor vehicle engine in the drive train of a motor vehicle by means of a torsional vibration damper 12. For this purpose, the torsional vibration damper 12 has a dual-mass flywheel 14, which has a primary mass 16 and a secondary mass 20 coupled via an energy storage element 18 designed as an arc spring, which is relatively rotatable to a limited extent. The primary mass 16 has a welded-on cover 22, which partially defines a receiving space 24 in which the energy storage element 18 is lubricated with grease. A hub 62 is riveted to the secondary mass 20, which is designed as an output flange. The hub 62 is coupled to a drive ring 26 via a coupling device 28, which is designed, for example, as a splined connection, in a torque-transmitting but axially displaceable manner.The, for example, two-part drive ring 26 is riveted to a clutch disc 30 of a friction clutch 32, which is part of the clutch assembly 10. The clutch disc 30 can, for example, have bonded and / or riveted friction linings, which are preferably provided with a lining spring by means of spring segments, so that a particularly soft connection of the friction linings is given and friction losses in the coupling device 28 have no significant influence on the controllability of the torque capacity of the friction clutch 32.

[0031] A centrifugal pendulum 34 is also formed on the secondary mass 20 and is located within the receiving space 24. The centrifugal pendulum 30 is arranged axially centrally to the energy storage element 18 and radially within the energy storage element 18 in a common axial region, such that, viewed radially, the energy storage element 18 can largely, and in particular completely, cover the centrifugal pendulum 34. The centrifugal pendulum 30 has several pendulum masses 36 uniformly distributed circumferentially on both axial sides of a support flange, which in the present embodiment is formed by the secondary mass 20 serving as the output flange. These pendulum masses 36 are guided to pivot within the support flange and the supporting flange by means of suitably curved tracks.To seal the receiving chamber 24, a sealing membrane 38 designed in the manner of a disc spring is riveted to the secondary mass 20, which is axially supported by a spring preload via a sliding ring 40 so as to be relatively rotatable on the cover 22 of the primary mass 16.

[0032] The disconnect clutch 32 has a counter plate 44 and a pressure plate 46 that is axially displaceable relative to the counter plate 44 in order to frictionally press the clutch disc 30 together when the disconnect clutch 32 is closed. When the disconnect clutch 32 is open, the clutch disc 30 can lift off the counter plate 44, and this axial relative movement can be accommodated within the coupling device 28. A hydraulically actuated actuator 48 is provided for actuating the disconnect clutch 32. In the illustrated embodiment, the actuator 48 is rotationally fixed to a shaft 50 leading to a motor vehicle transmission and / or a rotor of an electric machine for the purely electric drive of the motor vehicle. The shaft 50 has a supply channel 52 through which hydraulic oil can be pumped into a pressure chamber 54 of the co-rotating actuator 48.The pressure chamber 54 is bounded by an actuator housing 56 and a piston 58 which is axially displaceable relative to the actuator housing 56. When the pressure in the pressure chamber 54 increases, the piston 58 is extended from the actuator housing 56, thereby driving a pressure disk 60 with it in the axial direction. In the illustrated embodiment, the pressure disk 60 is coupled via a tie rod 62 to the pressure plate 46, which is formed integrally with the tie rod 62, so that the piston 58, extended away from the dual-mass flywheel 14, can close the disconnect clutch 32. The counter plate 44 of the disconnect clutch 32, through which the torque damped by the torsional vibration damper 12 is transmitted, is rigidly connected to the actuator housing 56, in particular by welding, and / or integrally forms at least a part of the actuator housing 56.The torque coming from the disconnect coupling 32 can thus be transmitted to the shaft 50 via the actuator housing 56 of the co-rotating actuator 48. The actuator 48 is radially inserted inside the disconnect coupling 32 and is radially nested. The actuator 48 can also be partially inserted into a bent drive disc 66 of the drive ring 26 and radially nested.

[0033] In the illustrated embodiment, the coupling device 62 is formed on the input side by an internal toothing formed in the hub 62 and an external toothing formed by the drive ring 26. For this purpose, the drive ring 26 has a hub unit 64 having the external toothing and a drive disc 66 riveted to the hub unit 64 by means of a fastening element 68. The hub unit 64 encompasses a connecting element 70, which connects the primary mass 16 of the dual-mass flywheel 14 to a drive shaft of an internal combustion engine, in particular a crankshaft.For this purpose, the hub unit 64 has a radially outer outer tube section 74, which forms the external teeth of the coupling device 62 radially outside the connecting element 70, and a radially inner inner tube section 76, which provides centering for the hub unit 64, and thus for the drive ring 26 and the coupling disc 30, on the primary mass 16, radially inside the connecting element 70. Centering is achieved by means of a radial plain bearing 42, thus simultaneously providing support. An axial plain bearing 43 is securely mounted between the hub 62 and the primary mass 16, in particular by a relative rotatable press fit, to provide axial support and seal the receiving space 24. Depending on its axial relative position, the outer tube section 74 of the drive ring can contact the axial plain bearing 43 and be axially supported.The fastening element 68 of the drive ring is provided radially inside the coupling device 28 in a common radius area with a connecting element 70, which is also provided radially inside the coupling device 28. The actuator housing 56 has a recess 72 in the radius area of ​​the fastening element 68 of the drive ring 26, into which the fastening element 68 can partially immerse. Reference symbol list 10 Clutch assembly 12 torsional vibration dampers 14 Dual-mass flywheel 16 Primary mass 18 Energy storage element 20 Secondary mass 22 lids 24 Recording Room 26 drive ring 28 Coupling device 30 Clutch disc 32 Disconnect coupling 34 Centrifugal pendulum 36 Pendulum masses 38 Sealing membrane 40 sliding ring 42 radial plain bearings 43 axial plain bearings 44 Counter plate 46 Pressure plate 48 Actuator 50 wave 52 Supply channel 54 Pressure chamber 56 actuator housings 58 pistons 60 pressure plate 62 tie rods 64 hub unit 66 Drive plate 68 Fastening element 70 Connecting element 72 In-depth study 74 outer pipe section 76 inner tube section

Claims

[1] Clutch assembly for a hybrid module for dampened coupling of an internal combustion engine to a drive train of a motor vehicle, with a torsional vibration damper (12) for damping rotational irregularities, a drive ring (26) coupled to the torsional vibration damper (12) via a detachable coupling device (28) in a torque-transmitting and axially relatively displaceable manner for forwarding the damped torque, a disconnect coupling (32) connected to the drive ring (26) for the selective transmission of the damped torque to a shaft (50) and a connecting element (70) for direct or indirect attachment of the torsional vibration damper (12) to a drive shaft of the internal combustion engine, wherein the coupling device (28) is provided radially outside to the connecting element (70) and the drive ring (26) is mounted and / or centered radially inside to the connecting element (70) on the torsional vibration damper (12) or the coupling device (28) is provided radially inside to the connecting element (70) and the drive ring (26) is mounted and / or centered radially outside to the connecting element (70) on the torsional vibration damper (12). [2] Clutch assembly according to claim 1 characterized by , that radially inside the connecting element (70) a radial sliding bearing (42) is provided for the radial support of the drive ring (26) on the torsional vibration damper (12). [3] Clutch assembly according to claim 1 or 2 characterized by , that radially outside to the connecting element (70) an axial sliding bearing (43) is provided for the axial support of the drive ring (26) on the torsional vibration damper (12). [4] Clutch assembly according to one of claims 1 to 3 characterized by , that the disconnecting coupling (32) has a coupling disc (30) that can be pressed between a counter plate (44) and a pressure plate (46) that can be axially displaced relative to the counter plate (44), wherein the coupling disc (30) is fastened with the drive ring (26). [5] Clutch assembly according to one of claims 1 to 4 characterized by, that the drive ring (26) has a hub unit (64) encompassing the connecting element (70) and a drive disc (66) attached to the hub unit (64) via a fastening means (68), wherein the hub unit (64) is coupled to a radially outer outer tube section (74) in the coupling unit (28) and is supported and / or centered on a radially inner inner tube section (76) on the torsional vibration damper (12), or the hub unit (64) is coupled to a radially inner inner tube section (76) in the coupling unit (28) and is supported and / or centered on a radially outer outer tube section (74) on the torsional vibration damper (12). [6] Clutch assembly according to claim 5 characterized by , that the drive plate (66) has a path that is offset from the torsional vibration damper (12) from radially inside to radially outside. [7] Clutch assembly according to any one of claims 1 to 6 characterized by, that a hydraulic actuator (48) having a pressure chamber (54) is provided for actuating the disconnect coupling (32), wherein the pressure chamber (54) is provided at least partially in a common axial area with the disconnect coupling (32), wherein the pressure chamber (54) is provided at least partially in a common axial area with the drive ring (26). [8] Clutch assembly according to the combination of claims 5 and 7 characterized by , that a piston (58) of the actuator (48) which is axially displaceable in the pressure chamber (54) is provided in a radius area radially outside to the fastening element (68) of the drive ring (26), wherein an actuator housing (56) of the actuator (48) has a recess (72) open towards the torsional vibration damper (12) for receiving a part of the fastening element (68). [9] Clutch assembly according to any one of claims 1 to 8 characterized by, that the torsional vibration damper (12) for torsional vibration damping comprises a dual-mass flywheel (14) with a primary mass (16) connectable to a drive shaft of the internal combustion engine and a secondary mass (20) coupled to the primary mass (16) in a relatively rotatable manner via an energy storage element (18), wherein the secondary mass (20) has a centrifugal pendulum (34) positioned radially within the energy storage element (18) for generating a restoring torque that counteracts any rotational irregularity in the torque to be transmitted, wherein the energy storage element (18), the centrifugal pendulum (34) and the coupling device (28) are arranged at least partially in a common axial area. [10] Clutch assembly according to any one of claims 1 to 9 characterized by , that the shaft (50) is coupled to a rotor of an electric machine for the electric propulsion of the motor vehicle or forms the rotor of the electric machine.

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