Pressure-operated, normally closed disconnect coupling with a co-rotating actuating device in axial overlap with a damping device

Description

[0001] The invention relates to a separating clutch with a rotational axis for a drive train, a drive train with such a separating clutch, and a motor vehicle with such a drive train.

[0002] Disconnect clutches are known in the field of motor vehicles, for example with a hybridized drive train, and are used to disconnect a torque transmission between a drive motor, for example an internal combustion engine, and a transmission for propelling the motor vehicle. The disconnect clutch described below can be used, for example, in a hybridized drive train of a motor vehicle with a configuration referred to as P3. In a P3 configuration, the electric drive motor is arranged between the clutch and the output of the motor vehicle, for example, in an embodiment with a dual-shift transmission, integrated into one of the two torque-transmitting shafts or connected downstream of the transmission, for example designed as a unit with a differential.

[0003] To meet increasingly stringent emissions standards and meet the required fleet fuel consumption, almost all automobile manufacturers are turning to hybridization of the powertrain. To save weight and space, the electric drive motor is located directly behind the torsional vibration damper of the combustion engine or in a (hybridized) dual-clutch transmission. The two drive sources (combustion engine and electric drive motor) are separated by a separating clutch. The separating clutch should be implemented in a way that minimizes installation space and optimally combines it with a desired or necessary damping device. To meet the high insulation requirements, it is often also desirable to integrate a centrifugal pendulum absorber in a way that minimizes installation space.

[0004] From WO 2013 / 113527 A1 a separating clutch is known which can be read in the preamble of claim 1.

[0005] The present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features of the invention are set forth in the independent claims, for which advantageous embodiments are presented in the dependent claims. The features of the claims can be combined in any technically reasonable manner, whereby the explanations from the following description and features from the figures, which comprise supplementary embodiments of the invention, can also be considered for this purpose.

[0006] The invention relates to a separating clutch with a rotational axis for a drive train, comprising at least the following components: a normally closed friction pack for transmitting a torque in a compressed state; a co-rotating hydrostatic actuating device for switchably releasing the compressed state of the friction pack; and a damper device comprising a torsional vibration damper and / or a centrifugal pendulum absorber.

[0007] The actuating device is arranged in axial overlap with the damper device, at least in the extended state.

[0008] In the following, reference is made to the specified axis of rotation whenever, without explicit indication to the contrary, the axial direction, radial direction, or the direction of rotation and corresponding terms are used. Ordinal numbers used in the preceding and following descriptions serve only to clearly distinguish them and do not reflect the order or ranking of the designated components. An ordinal number greater than one does not necessarily imply that another such component must be present.

[0009] The separating clutch proposed here is designed for switchably releasing the transmission of torque about the central axis of rotation between at least one drive motor and a consumer. A normally closed friction assembly is provided for the releasably transmitting torque. The friction assembly comprises friction elements which, when pressed together (i.e., in the normal state), are designed for frictionally transmitting a (predetermined maximum) torque. Such a friction assembly is designed in one embodiment as a so-called disc clutch with at least one clutch disc or as a disk assembly with a plurality of inner and outer disks. In order to switchably release the torque transmission, a hydraulic or hydrostatic actuation device is provided, whereby a hydrostatic pressure must be increased in order to cancel the normal state of the friction assembly, i.e., the torque transmission.

[0010] The drive side, i.e. the side towards a prime mover, for example an internal combustion engine, is often also referred to as the input side because, when considering a torque flow originating from the prime mover (torque source), the torque from the prime mover enters the separating clutch. Accordingly, in such an application, the output side, i.e. the side towards a transmission, is referred to as the output side because, in the corresponding view, the output or the transmission forms the torque sink or the connection to a consumer. It should be noted that the output side in this view of the torque flow is not necessarily directly the input side of a manual transmission, but preferably another clutch, particularly preferably a double clutch, is connected directly or indirectly downstream.

[0011] In the proposed separating clutch, this hydrostatic actuation device is designed to rotate. Unlike, for example, a hydraulic central slave cylinder (CSC), this hydrostatic actuation device can be implemented without an actuation bearing. This saves considerable axial and radial space, especially in the area of ​​the torque-transmitting shaft, where such a central slave cylinder would otherwise have to be installed.

[0012] Furthermore, a damper device is integrated into the separating clutch, which comprises a torsional vibration damper (for example, a dual-mass flywheel, a multi-flange damper, or a rocker damper) and / or a centrifugal pendulum absorber. The damper device is preferably arranged as close as possible to the drive motor, so that (in the case of an electric drive motor) it is freed from external rotational irregularities and (in the case of an internal combustion engine) rotational irregularities of the torque source are isolated from the drive train as early as possible. It should be noted that the separating clutch proposed here can also be used in a drive train configuration that deviates from the P3 configuration mentioned above, for example, in a configuration according to the known designations: P0 (motor firmly connected to the combustion shaft of the internal combustion engine relative to the gearbox at the rear of the internal combustion engine), P1 (motor firmly connected to the combustion shaft of the internal combustion engine between the internal combustion engine and the gearbox), P2 (torque-transmitting connection with the combustion shaft that can be separated by a clutch) and P4 (separate electric axle), and a combination thereof, of which P0+P2, P1+P2 and P2+P4 may be mentioned in particular, wherein a combination comprises a corresponding plurality of electric drive machines.

[0013] Here, it is proposed that the actuating device and the damping device be designed to be very axially compact, in that the actuating device is arranged at least partially in axial overlap with the damping device, at least in the extended state, i.e., the maximum axial extension present when the normal state is canceled. This solves the otherwise contradictory requirements for an actuating device; namely, one of the requirements is to allow a high transmittable torque via the output-side shaft (e.g., the transmission input shaft), and another requirement is to use the smallest possible axial installation space.

[0014] In a rotating hydrostatic actuating device, centrifugal force generates axial pressure in the actuating direction at high speeds, forcing the friction pack out of its normal state. By designing the friction pack as a normally closed device, this disadvantage of a rotating hydrostatic actuating device is compensated for, as this actuating effect only takes effect at high speeds when no high torques need to be transmitted. In one configuration of the separating clutch, it can happen that the actuating device is forced in the open direction due to the influence of centrifugal force at high speeds, thus reducing the maximum transmittable torque. The function of the separating clutch is therefore not impaired.

[0015] On the contrary, with a normally open clutch, the friction pack is more tightly closed by the actuating device at high speeds (actuation direction), and thus the (also passive) actuation forces required to open the friction pack are increased. Therefore, an additional compensating counterforce must be provided. In the normally closed clutch proposed here, the forces interact in the correct direction, depending on the application.

[0016] The friction package comprises a friction disc, a pressure plate, a counter plate, a pressure pot and a disc spring, wherein the disc spring is preferably supported between the counter plate and the pressure pot.

[0017] Here, it is proposed that the friction assembly of the separating clutch is designed as a disc clutch, comprising a (preferably single) friction disc, a (preferably single) pressure plate, a (preferably single) counterplate, a pressure pot, and a disc spring, which is designed, for example, as a disc spring assembly. The friction disc can be axially compressed between the pressure plate and the counterplate, wherein in the normal state, i.e. in which no actuating force is applied to the friction assembly by the actuating device, the pressure plate is pushed or pulled towards the counterplate by the disc spring. Thus, the friction disc forms a frictional connection on both sides axially, namely with the pressure plate and with the counterplate. In this normal state, a predetermined torque range can be transmitted. The preload of the disc spring therefore determines the maximum transmittable torque.It should be noted that the disc spring is preferably designed as a diaphragm spring, which exerts a higher or equal axial force in a normal state than in an extended state, wherein preferably the (particularly preferably only) operating maximum of the axial force of the diaphragm spring lies between the normal state and the extended state.

[0018] In an advantageous embodiment, the disc spring is supported between the counterplate and the pressure pot, so that the pressure plate is pulled by the pressure pot against the friction disc in the normal state, and the friction disc is pulled against the counterplate. Such a design with a small pressure pot, or a small portion of the pressure pot beyond the counterplate as seen from the pressure plate, is advantageous for many applications in order to utilize available installation space. This thus favors a space-neutral design.

[0019] In one embodiment, the disc spring is supported on the counter plate and / or on the pressure pot via a wire ring, so that a defined support and / or a material insert for the counter plate or the pressure pot can be optimized with regard to surface hardness in order to avoid digging (in the case of a soft surface) or pressure fracture behavior (in the case of a brittle surface).

[0020] In a preferred embodiment, a plurality of leaf springs are provided between the counterplate and the pressure pot or pressure plate, distributed over the circumference (preferably balanced and / or evenly), which are preferably designed to counteract the disc spring, thus ensuring a basic tension and / or lifting of the pressure plate in the extended state. In a preferred embodiment, each of the leaf springs is designed as a leaf spring assembly. In a preferred embodiment, each of the leaf springs is riveted on the plate side, i.e., to the pressure plate and the counterplate.

[0021] According to the invention, it is proposed that the pressure pot is in force-transmitting contact with: the pressure plate is arranged radially outside the friction surface of the friction disc, and the actuating device is arranged radially inside the friction surface of the friction disc, passing through the counter plate.

[0022] A particularly advantageous pressure pot is proposed here, which can be used particularly well in the existing installation space. This pressure pot is arranged in two ways, penetrating the counterplate: once for connection to the pressure plate and once for connection to the actuating device. The pressure pot, with its penetrating fingers, forms a radial clamp around the friction surface of the friction disc. This facilitates a space-neutral design.

[0023] Such a pressure pot is also easy to install, and the preload of the disc spring can be adjusted at a very late stage. In a preferred embodiment, the pressure pot extends in complete radial overlap with the damper device, and the actuating device protrudes radially into the area of ​​the damper device (for contact with the pressure pot).

[0024] It is further proposed in an advantageous embodiment of the separating clutch that the actuating device comprises a pressure chamber with an axially movable pressure piston, which is arranged radially inside the friction package, preferably radially inside a torque connection of the friction disc according to an embodiment according to the above description.

[0025] In this embodiment, it is proposed that the co-rotating hydrostatic actuating device comprises a pressure chamber in which an axially movable pressure piston is arranged with a corresponding seal. The pressure piston can thus be moved axially by increasing the volume or pressure. With a small (e.g., minimal) volume, no actuating force is exerted on the friction pack, so that the friction pack then assumes the normal state or remains there. With a large (e.g., maximum) volume, the pressure piston is extended and a (large or maximum) actuating force is exerted on the friction pack by the pressure piston, so that the friction pack then assumes the extended state or is (actively) held there. For example, the actuating force is transmitted from the pressure piston to the pressure pot by means of a connection according to one embodiment of the above description.

[0026] The pressure chamber and the axially movable pressure piston are arranged radially within the friction assembly and are located in axial overlap with the friction assembly or partially (towards the damper device) axially offset from it, or preferably completely outside of any axial overlap with the friction assembly. This creates a significant axial space saving in the central area of ​​the separating clutch, i.e., at the torque-transmitting shaft, for example, a transmission input shaft.

[0027] In an advantageous embodiment, the actuating device is arranged entirely radially within a torque connection of the friction disc according to an embodiment as described above and preferably arranged in axial overlap with this torque connection. Such a torque connection is, for example, an interface between the friction assembly and the damper device, for example, designed as a spline, wherein on the friction disc side, the torque connection preferably comprises an axially relatively stiff disc-like element on which a lamellar receptacle for friction linings (for example, comprising a lining spring) with a relatively low axial stiffness is arranged.

[0028] It is further proposed in an advantageous embodiment of the separating clutch that the pressure piston has a radially outer section and a radially inner section, wherein a step with a wall section with an axial extension is formed between said sections, wherein a gap space with an axial extension is formed radially inward between said wall section and a corresponding lateral rear wall of the pressure chamber.

[0029] In this embodiment, it is proposed that the pressure chamber and the corresponding pressure piston are divided into at least two radial sections, wherein a step is formed between the two sections with a wall section with an axial extension, preferably with a purely parallel extension to the axis of rotation of the separating clutch. The pressure chamber has a corresponding lateral rear wall, wherein a gap is formed radially inward between the axial wall section of the pressure piston and the lateral rear wall (in a retracted state corresponding to the normal state). The volume of the pressure chamber is therefore very small and the pressure piston is stiffened as a result of the step compared to a pressure piston embodiment that is flat in radial extension.

[0030] In an advantageous embodiment, a seal is formed to the pressure piston on the rear side of the gap space, i.e. radially outside the lateral rear wall of the pressure chamber, whereby a C-shape is formed in cross section of the pressure piston around this lateral rear wall.

[0031] In a preferred embodiment, the separating clutch (at least the friction package and / or the damper device) is designed to be dry. In In one embodiment, a small inflow of hydraulic fluid from the pressure chamber of the actuating device into the area of ​​the friction linings and / or the damper device is not completely prevented. Preferably, even if hydraulic fluid enters the dry area of ​​the separating clutch, air cooling is crucial for the heat generated, particularly during a clutch operation.

[0032] It is further proposed in an advantageous embodiment of the separating clutch that the pressure piston has a sealing wall on the radial outside, and the pressure chamber has a lateral rear wall parallel to the sealing wall, preferably according to an embodiment according to the above description, with a radially outer seal to the sealing wall of the pressure piston, wherein the pressure piston is preferably centered by means of the seal.

[0033] The pressure chamber has a seal located radially outward on the axial rear wall of the pressure chamber, which is designed, for example, as described above. The pressure piston comprises a sealing wall running parallel to the seal, which slides over the seal in accordance with the axial stroke of the pressure piston. For example, the pressure piston forms a C-shape in cross-section around the axial rear wall of the pressure chamber.

[0034] Because the interaction between the axial stroke movement of the seal wall and the axially fixed rear wall, preferably including the then axially fixed seal, requires a large axial length and would have to be arranged radially inside the axial rear wall of the pressure chamber, axially adding to the stroke, it is advantageous to arrange the seal radially outside, i.e., facing away from the pressure chamber, for a small axial installation space. This means that the length section of the stroke of the pressure piston is arranged so that it axially overlaps with the seal, or rather with the sealing-effective length section of the seal wall and the axial rear wall. Furthermore, the available installation space can be efficiently utilized for a force-transmitting connection of the pressure piston to the pressure pot.

[0035] Irrespective of this, the pressure piston is preferably centered by means of the axial rear wall, preferably radially outward. Particularly preferably, the seal comprises a sliding ring, by means of which the pressure piston is radially spaced from the axial rear wall and centered with low friction. In addition, a first dirt-repelling effect is created by means of the sliding ring, particularly in a dry embodiment of the separating clutch, to protect the sealing surface of a sealing ring of the seal arranged on the pressure chamber side of the sliding ring. In a preferred embodiment, the components of the seal (for example a sealing ring and / or a sliding ring) are received annularly in the axial rear wall of the pressure chamber, preferably radially outward, in a corresponding groove and are thus axially fixed.

[0036] It is further proposed in an advantageous embodiment of the separating clutch that the friction disc according to an embodiment according to the above description is permanently connected to the damper device in a torque-transmitting manner, preferably by means of a spline.

[0037] In this embodiment, the friction disc is connected to the damper device, wherein the damper device is preferably arranged on the drive side (for example, combustion side) and the pressure plate and the counter plate are arranged on the output side (for example, transmission side).

[0038] The separating clutch proposed here is therefore primarily responsible for completely decoupling, i.e., separating, the prime mover from the torque flow. In one embodiment, the separating clutch is configured, for example, when starting the prime mover (embodied as an internal combustion engine), to accelerate to at least an idle speed and / or to synchronize the combustion engine shaft and the transmission shaft while smoothing out a torque difference.

[0039] In an advantageous embodiment, the friction disc is permanently connected to the damper device by means of a spline connection in a torque-transmitting manner, wherein the friction disc is axially displaceable (as easily as possible) relative to the damper device. This results in the lowest possible drag torque in the friction assembly because, in the open state of the friction assembly, the friction disc follows the axial lift-off forces with little resistance, thus easily lifting off the pressure plate and the counterplate. As already described above, the actuating device is preferably arranged at least partially in axial overlap with this spline connection.

[0040] In an advantageous embodiment, the damper device comprises at least one primary flange and one secondary flange, with the primary flange being arranged on the engine side and the secondary flange on the friction pack side. The primary flange and the secondary flange are preferably pre-assembled as a single unit and pre-centered relative to each other before installation in the separating clutch. In In a preferred embodiment, the centering of the primary flange to the secondary flange in the separating clutch is adjustable or adjustable during assembly of the friction package, wherein preferably at the same time the friction disc is centered to the pressure plate and the counter plate, for example by means of the spline.

[0041] In a preferred embodiment, a centrifugal pendulum is arranged on the secondary flange, for example radially inside a spring assembly between the primary flange and the secondary flange.

[0042] According to a further aspect, a drive train is proposed, comprising at least the following components: at least one drive machine with a machine shaft; a transmission for transmitting a torque of the at least one machine shaft to a consumer; and a separating clutch according to an embodiment as described above, wherein a torque between at least one of the drive machines and the consumer can be releasably transmitted by means of the separating clutch.

[0043] The drive train proposed here comprises a separating clutch in one embodiment according to the above description, wherein the separating clutch is switchable, i.e., disengageable, for transmitting torque from the drive motor or its machine shaft to at least one consumer, for example, the drive wheels in a motor vehicle, by means of an actuating force or contact force applied to the friction pack by the hydrostatic actuating device. This in no way precludes a reverse torque transmission from the consumer to the machine shaft, for example, in a motor vehicle for using the engine brake to decelerate the motor vehicle and / or to recuperate braking energy. The drive motor is, for example, an internal combustion engine and / or an electric drive motor.In one embodiment, the input side of the separating clutch is torque-fixedly connected to the machine shaft, preferably a combustion engine shaft, and the output side is torque-fixedly connected (at least indirectly, for example via a transmission) to the at least one consumer. The transmission preferably comprises a dual clutch and a dual-shift transmission. The drive train is preferably hybridized, with an electric drive motor for torque output being particularly preferably connected downstream of a dual-shift transmission according to a P3 configuration or integrated into one of the two parallel transmissions (for example, comprising the even-numbered gears).

[0044] With the separating clutch proposed here, a very compact design is achieved without any disadvantages on the dynamic behavior, for example the required transmittable torque, so that this separating clutch can be integrated into a drive train, especially into a hybridized drive train, in a space-neutral manner with high power density.

[0045] According to a further aspect, a motor vehicle is proposed, comprising at least one drive wheel which can be driven by means of a drive train according to an embodiment according to the above description for propelling the motor vehicle.

[0046] Installation space is particularly limited in motor vehicles due to the increasing number of components, making it particularly advantageous to use a smaller drivetrain. With the desired downsizing of the drive motor and a simultaneous reduction in operating speeds, the intensity of disruptive torsional vibrations increases, as does the requirement for actuation forces with increasing torque or a reduction in the size of the separating clutch. A similar problem arises with hybridization, in which an electric drive motor is increasingly used or even forms the main torque source, and the smallest possible internal combustion engine must be used, which, however, must be engaged and disengaged from the drivetrain much more frequently.It is therefore a challenge to provide sufficient actuation force while keeping part costs low and the available space limited.

[0047] This problem is exacerbated by European classifications of small cars. The engines used in small cars are not significantly smaller than those used in larger cars. Nevertheless, the available installation space is considerably smaller. The powertrain proposed here is smaller in size despite the high number of components, while simultaneously ensuring high torque transmission efficiency.

[0048] Passenger cars are assigned to a vehicle class based on factors such as size, price, weight, and power. This definition is subject to constant change according to market needs. In the US market, vehicles in the small car and subcompact car class are classified as subcompact cars according to the European classification, while in the British market they correspond to the supermini or city car class. Examples of the subcompact car class are a Volkswagen up! or a Renault Twingo. Examples of the small car class are an Alfa Romeo MiTo, Volkswagen Polo, Ford Ka+, and Renault Clio. Well-known hybrid vehicles include the BMW 330e and the Toyota Yaris Hybrid. Mild hybrids include, for example, an Audi A6 50 TFSI e and a BMW X2 xDrive25e.

[0049] The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way limited by the purely schematic drawings, whereby it should be noted that the drawings are not to scale and are not suitable for defining proportions. It is shown in Fig. 1: a separating clutch with a rotational axis in a sectional view; and Fig. 2: a circuit diagram of a drive train in a motor vehicle with a separating clutch.

[0050] In Fig. 1 is a separating clutch 1 with a rotation axis 2 shown in a sectional view. The separating coupling 1 includes a normally closed friction package 4, a rotating hydrostatic actuating device 5 and a damper device 6. The damper device 6 is used here as a torsional vibration damper 7 with a primary flange 35 , a secondary flange 36 and one between the primary flange 35 and the secondary flange 36 spring package designed to reduce rotational irregularities 37 executed. Via the primary flange 35 is the damper device 6 by means of a screwed motor connection 38 with a combustion engine shaft 29 an internal combustion engine 27 (compare Fig. 2 ) torque-transmitting connection. From the secondary flange 36 is by means of a spline 26 executed torque connection 17 the interface with the friction package 4 In addition, a centrifugal pendulum 8 which is (optionally) radially inside the spring assembly 37and radially outside the torque connection 17 and (optional) on the secondary flange 36 The spline 26 the torque connection 17 is formed in such a way that the secondary flange 36 a damper hub 39 with an external toothing and the corresponding friction disc 9 a gearing element 40 with internal teeth, which are permanently connected to each other in a torque-transmitting manner. The connection by means of the spline 26 has the advantage that the friction disc 9 axially relative to the damper device 6 is easily movable. This reduces drag torque. The friction disc 9 In the embodiment shown, it is secured by means of a plurality of rivets 41 with the gear element 40 tied together.

[0051] The friction disc 9 is part of the friction package4, where the friction package 4 Furthermore, an axially displaceable pressure plate 10, an axially fixed counter plate 11, a pressure cooker 12 and a disc spring 13 The frictionally torque-transmitting friction surfaces 14 of the friction package 4 are in radial extension approximately at the height of the spring assembly 37 the damper device 6 arranged.

[0052] In the illustration, the pressure pot 12 shown in its two maximum states. Firstly, the pressure pot 12 with a two-dot chain line in the position corresponding to the normally closed state and, on the other hand, with a solid line in the position corresponding to the extended state shown for the friction partners. The friction disc 9 is with its friction surfaces on both sides 14axially between the pressure plate (shown on the left) 10 and the counter plate (shown on the right) 11 placed.

[0053] The pressure plate 10 is form-fitting with the pressure pot 12 torque transmitting and a radial outer retaining ring 42 (enabling disassembly) to the pressure pot 12 axially fixed and thus connected to transmit axial force. In this embodiment, the pressure pot 12 (optional) radially outside the friction disc 9 the connection with the pressure plate 10 forming by the counter plate 11 In the normally closed state, the friction disc is 9 between the pressure plate 10 and the counter plate 11 axially compressed by the contact force required for torque transmission (solely) via the disc spring 13is generated and thus the pressure plate 10 towards the counter plate 11 This means that the friction disc 9 axially on both sides a frictional connection by means of the friction surfaces 14 The torque transmission from the pressure plate 10 to the counter plate 11 takes place via the pressure pot 12 . The disc spring 13 is (optional) via a wire ring 43 on the counter plate 11 and on the pressure pot 12 supported.

[0054] Furthermore, the pressure pot 12 by means of a leaf spring package distributed over the circumference 44 radially outside on the counter plate 11 axially movable, which of the disc spring 13 is designed to counteract antagonistically, so that a basic tension and / or a lifting of the pressure plate 10 is ensured in the extended state.

[0055] The pressure cooker 12is (optional) radially inside also by the counter plate 11 reaching through to connect to the actuating device 5 arranged so that the pressure pot 12 with his two fingers radially clamping the friction surfaces 14 the friction disc 9 is formed.

[0056] The operating device 5 for (active) opening of the friction package 4 includes a printing room 15 with an axially movable pressure piston 16 , whereby the pressure chamber 15 radially within the torque connection 17 and in axial overlap with the friction package 4 The pressure piston 16 is secured by means of a radial-inner retaining ring 45 with the pressure cooker 12 connected. The pressure chamber 15 is still from the counter plate 11 formed and with a seal 25 to the pressure piston16 In the embodiment shown, the pressure chamber 15 and the corresponding pressure piston 16 into a radially outer section 18 and into a radially inner section 19 divided into two sections 18,19 one level 20 The level 20 is provided with an axial wall section 21 on the pressure piston 16 with purely parallel extension to the rotation axis 2 the separating clutch 1 formed. On the counter plate 11 is the corresponding axial back wall 22 formed so that between the axial wall section 21 and the axial rear wall 22 a gap 23 in axial and radial extension. The volume of the pressure chamber 15 is therefore very low and the pressure piston 16 as a result of the stage 20compared to a radially flat design of the pressure piston 16 stiffened.

[0057] The printing room 15 has a on the axial rear wall 22 of the pressure chamber 15 radial-outer seal 25 which (optional) has a sealing ring 46 and a sliding ring 47 The pressure piston 16 includes a sealing wall running parallel to it 24 , which corresponds to the axial stroke movement of the pressure piston 16 about the seal 25 Because in this interaction a large axial length is necessary and radially inside the axial rear wall 22 of the pressure chamber 15 would have to be arranged axially adding to the stroke, it is advantageous for a small axial installation space to have the seal 25 radially outside, i.e. facing away from the pressure chamber 15, to be arranged. This is because the length of the stroke of the pressure piston 16 and the poetry 25 arranged axially overlapping with each other. In addition, in the embodiment shown, an axially bridging connection to the pressure pot 12 to form a seal so that the existing space (or the space required for this connection) is used. 25 a sliding ring 47 includes the pressure piston 16 by means of the axial rear wall 22 centered. In addition, the sliding ring 47 a first dirt repellency, especially in a dry design of the separating clutch 1 , to protect the sealing surface of the sealing ring 46 created.

[0058] The counter plate 11 is secured by a further locking ring on the transmission shaft 48 on the transmission input shaft 49(alternatively a gear hub with splines for connecting to a gear input shaft 49 ) is axially fixed and the torque transmission between the counter plate 11 and transmission input shaft 49 is carried out positively via a toothing not shown in detail here.

[0059] For (active) opening of the separating clutch 1 the pressure chamber 15 via a gearbox input shaft 49 arranged supply line 50 with fluid pressure (for example, an operating oil in a drive train 3 ), causing the pressure piston 16 moved to the left as shown and the extended state is reached (here the pressure piston shown on the left 16 ). The pressure plate 10 which is via the pressure pot 12 with the pressure piston 16 is thereby released to the left, so that the pressure plate10 from the friction disc 9 and the friction disc 9 from the counter plate 11 axially lifts off and thus the friction disc 9 between pressure plate 10 and counter plate 11 can rotate freely. A torque transmission (above a drag torque) between the motor connection 38 and the transmission input shaft 49 is then prevented.

[0060] In Fig. 2 is schematically a drive train 3 in a motor vehicle shown simplified as a rectangle 34 with a separating clutch 1 shown. The separating clutch 1 is for example as in Fig. 1 shown. The drive train 3 includes an internal combustion engine 27 , an electric drive machine 28 , a separating clutch 1 and a gearbox 31 , here comprising a double clutch 51and a dual-clutch transmission 52 . A torque transmission between the internal combustion engine 27 and the consumer 32,33 (includes a left drive wheel 32 and a right drive wheel 33 ), more precisely here (optional) the gearbox input shaft 49 using the separating clutch 1 is interruptible. The internal combustion engine 27 has a combustion shaft 29 which is connected to the separating clutch 1 is connected to transmit torque. The separating clutch 1 is connected to a gearbox input shaft on the output side 49 tied together.

[0061] The transmission input shaft 49 again is here (optional) with the double clutch 51 torque-transmitting connection, whereby the double clutch 51 a first partial coupling 53 to a first intermediate wave 54 and a second partial clutch 55to a second intermediate shaft 56 The first intermediate shaft 54 is with an odd strand 57 the dual-clutch transmission 52 permanently connected to transmit torque. The odd-numbered strand 57 For example, it includes a first, third, fifth, and seventh gear. When the clutch is engaged 1 (i.e. with closed friction package 4 the separating clutch 1 ) and closed first partial clutch 53 is a torque from the internal combustion engine 27 via a course of the odd-numbered strand 57 on the left drive wheel 32 and right drive wheel 33 transferable.

[0062] The second intermediate shaft 56 is with an even strand 58 the dual-clutch transmission 52 permanently connected to transmit torque. The even-numbered strand 58includes, for example, a second, fourth, sixth gear, and a reverse gear. When the clutch is closed 1 and closed second partial clutch 55 is a torque from the internal combustion engine 27 via a course of the even-numbered strand 58 on the left drive wheel 32 and right drive wheel 33 transferable.

[0063] In addition, between the second partial coupling 55 and the even-numbered strand 58 the dual-clutch transmission 52 an electric drive machine 28 arranged according to a variant of the so-called P3 configuration. The electric drive motor 28 is permanently connected (and independent of the states of the partial couplings 53, 55) to the consumer 32, 33. The rotor shaft 30 the electric drive machine 28 is with the second intermediate shaft 56Because the speed range of an electric drive motor is often 28 is greater than that of an internal combustion engine 27 , it is sufficient that the torque of the electric drive motor 28 only via one of the two strands 58,57 is directed.

[0064] In one configuration (not shown here) between the drive wheels 32,33 and the dual-clutch transmission 52 A further clutch (e.g., a positive torque-transmitting clutch) is provided. Then a connection is also established between the electric drive motor 28 and the drive wheels 32,33 a torque transmission can be interrupted.

[0065] The drivetrain 3 is in one embodiment by means of only the internal combustion engine 27 operable, i.e. propulsion of the motor vehicle 34 by means of the drive wheels 32,33If in this state a straight gear or reverse gear (in the even-numbered phase 58 ), the second partial clutch must 55 closed. If an odd gear is engaged in this state (in the odd-numbered phase 57 ) both partial couplings must 53,55 In a hybrid driving mode, the torque of the combustion engine 27 additionally from the electric drive motor 28 a torque on the drive wheels 32,33 Alternatively or additionally, propulsion of the motor vehicle 34 solely by means of torque transmission from the electric drive motor 28 on the drive wheels 32,33 can be generated by the separating clutch 1 is open.

[0066] With the separating clutch proposed here, a very compact design is achieved without any disadvantages on the dynamic behavior, for example the required transmittable torque. List of reference symbols 1 Separating clutch 31 Gearbox 2 axis of rotation 32 left drive wheel 3 Powertrain 33 right drive wheel 4 Friction package 34 Motor vehicle 5 Actuating device 35 Primary flange 6 Damper device 36 Secondary flange 7 Torsional vibration damper 37 Spring package 8 Centrifugal pendulum 38 Motor connection 9 friction disc 39 Damper hub 10 pressure plate 40 Gearing element 11 Counter plate 41 rivet 12 pressure cooker 42 radial-outer retaining ring 13 Disc spring 43 wire ring 14 Friction surface 44 Leaf spring package 15 Print room 45 radial-inner retaining ring 16 pressure piston 46 Sealing ring 17 Torque connection 47 sliding ring 18 radial-outer section 48 Gearbox shaft side retaining ring 19 radial-inner section 20 Level 49 Transmission input shaft 21 axial wall section 50 supply line 22 axial rear wall 51 Dual clutch 23 gap space 52 Dual-shift transmission 24 Sealing wall 53 first partial coupling 25 seal 54 first intermediate shaft 26 spline 55 second partial coupling 27 internal combustion engine 56 second intermediate shaft 28 electric drive machine 57 odd-numbered strand 29 combustion engine shaft 58 even-numbered strand 30 rotor shaft

Claims

1. A disconnect clutch (1) having an axis of rotation (2) for a drive train (3), having at least the following components: - a friction pack (4) which is designed to be normally closed for transmitting a torque when in an engaged state; - a hydrostatic actuating device (5) rotating with the clutch for switchably releasing the engaged state of the friction pack (4); and - a damper device (6) comprising a torsional vibration damper (7) and / or a centrifugal pendulum (8), wherein the actuating device (5) is arranged in an axially overlapping manner with the damper device (6) at least in the extended state, wherein the friction pack (4) comprises a friction disc (9), a pressure plate (10), a counter plate (11), a pressure pot (12) and a disc spring (13), characterised in that the pressure pot (12) is arranged for force-transmitting contact with: - the pressure plate (10) radially outside the friction surface (14) of the friction disc (9), and - the actuating device (5) radially inside the friction surface (14) of the friction disc (9), engaging through the counter plate (11).

2. The disconnect clutch (1) according to claim 1, wherein the disc spring (13) is supported between the counter plate (11) and the pressure pot (12).

3. The disconnect clutch (1) according to either one of the preceding claims, wherein the actuating device (5) comprises a pressure chamber (15) having an axially movable pressure piston (16) arranged radially inside the friction pack (4).

4. The disconnect clutch (1) according to claim 3, wherein the pressure piston (16) has a radially outer section (18) and a radially inner section (19), wherein a step (20) having a wall section (21) with an axial extension is formed between said sections (18, 19), wherein a gap space (23) with an axial extension is formed radially on the inside between said wall section (21) and a corresponding lateral rear wall (22) of the pressure chamber (15).

5. The disconnect clutch (1) according to claim 3 or 4, wherein the pressure piston (16) has a sealing wall (24) radially on the outside, and the pressure chamber (15) has a lateral rear wall (22) parallel to the sealing wall (24) having a seal (25) radially on the outside of the sealing wall (24) of the pressure piston (16), wherein the pressure piston (16) is centred by means of the seal (25).

6. The disconnect clutch (1) according to any one of the preceding claims, wherein the friction disc (9) is permanently connected to the damper device (6) in a torque-transmitting manner by means of a spline (26).

7. A drive train (3), having at least the following components: - at least one drive machine (27, 28) having a machine shaft (29, 30); - a transmission (31) for transmitting a torque of the at least one machine shaft (29, 30) to a consumer (32, 33); and - a disconnect clutch (1) according to any one of the preceding claims, wherein a torque between at least one of the drive machines (27) and the consumer (32, 33) can be releasably transmitted by means of the disconnect clutch (1).

8. A motor vehicle (34), having at least one drive wheel (32, 33) that can be driven by means of a drive train (3) according to claim 7 for driving the motor vehicle (34).