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Title:
CLUTCH DEVICE HAVING A SHAFT AND A HUB PART
Document Type and Number:
WIPO Patent Application WO/2009/102943
Kind Code:
A3
Abstract:
The present invention relates to a clutch device (2) having a shaft (36) and having a hub part (34), which shaft (36) and hub part (34) are in rotationally driving connection by means of a plug-type toothing (42). According to the invention, the hub part (34) has a first support section (72) which can be or is supported in the radial direction (12) on a first shaft section (84) of the shaft (36), with the first support section (72) and the first shaft section (84) being arranged in front of the plug-type toothing (42) in the axial direction (8). The hub part (34) preferably also has a second support section (82) which can be or is supported in the radial direction (12) on a second shaft section (94) of the shaft (36), with the second support section (82) and the second shaft section (94) being arranged behind the plug-type toothing (42) in the same axial direction (8).

Inventors:
GOLD ECKART (DE)
Application Number:
PCT/US2009/034037
Publication Date:
November 12, 2009
Filing Date:
February 13, 2009
Export Citation:
Click for automatic bibliography generation   Help
Assignee:
BORGWARNER INC (US)
GOLD ECKART (DE)
International Classes:
F16D25/0638; F16D13/52; F16D25/00; F16D25/12; F16H3/00
Foreign References:
JP2005036903A2005-02-10
JP2003247564A2003-09-05
US6929107B22005-08-16
US7246692B22007-07-24
US7249665B22007-07-31
US5106348A1992-04-21
JP2003048438A2003-02-18
Attorney, Agent or Firm:
BROOKS, Cary, W. et al. (P.C.P.O. Box 439, Troy MI, US)
Download PDF:
Claims:

CLAiMS:

1. Clutch device (2) having a shaft (36) and having a hub part (34), which shaft (36) and hub part (34) are in rotationaily driving connection by means of a plug-type toothing (42), characterized in that the hub part (34) has a first support section (72) which can be or is supported in the radial direction (12) on a first shaft section (84) of the shaft (36), with the first support section (72) and the first shaft section (84) being arranged in front of the plug-type toothing (42) in the axial direction (8).

2. Clutch device (2) according to Claim 1 , characterized in that the hub part (34) also has a second support section (82) which can be or is supported in the radial direction (12) on a second shaft section (94) of the shaft (36), with the second support section (82) and the second shaft section (94) being arranged behind the plug-type toothing (42) in the same axial direction (8).

3. Clutch device (2) according to one of Claims 1 or 2, characterized in that the radial play of the plug-type toothing (42) is greater than the radial play between the first support section (72) and the first shaft section (84) and if appropriate aiso greater than the radial play between the second support section (82) and the second shaft section (94).

4. Clutch device (2) according to one of the preceding claims, characterized in that the plug-type toothing (42) has a hub-part-side toothing section (76) and a shaft-side toothing section (88).

5. Clutch device (2) according to Claim 4, characterized in that the two toothing sections (76, 88) of the plug-type toothing (42) can be centered with respect to one another firstly by means of the first and if

7 ^

appropriate second support section (72, 82) and secondly by means of the first and if appropriate second shaft section (84, 94).

6. Clutch device (2) according to one of Claims 4 or 5, 5 characterized in that a hub-part-side and/or shaft-side intermediate section (74, 80; 86, 92) is provided in the axial direction (8, 10) between at least one, preferably both, of the support sections (72, 82) and/or shaft sections (84, 94) and the associated toothing section (76; 88), which hub- part-side and/or shaft-side intermediate section (74, 80; 86, 92) cannot be i o and/or is not supported on the shaft section (84, 94) and/or on the support section (72, 82).

7. Clutch device (2) according to one of Claims 4 to 6, characterized in that the first support section (72) has, on its side facing

15 toward the first shaft section (84), a first inner or outer diameter (I 1 ), the second support section (82) has, on its side facing toward the second shaft section (94), a second inner or outer diameter (I 2 ), and the hub-side toothing section (76) has a tip circle diameter (Ki), with the first inner or outer diameter (I 1 ) being smaller or larger than the second inner or outer

20 diameter (I 2 ), while the tip circle diameter (K 1 ) of the hub-part-side toothing section (76) has a size which lies between the size of the first and second inner or outer diameters (I 1 , I 2 ).

8. Clutch device (2) according to Claim 7, characterized in that 25 the first shaft section (84) has, on its side facing toward the first support section (72), a first outer or inner diameter (A 1 ), the second shaft section (94) has, on its side (96) facing toward the second support section (82), a second outer or inner diameter (A 2 ), and the shaft-side toothing section (88) has a tip circle diameter (K 2 ), with the first outer or inner diameter (A 1 ) 30 being smaller or larger than the second outer or inner diameter (A 2 ), while the tip circle diameter (K 2 ) of the shaft-side toothing section (88) has a size

7 ά

which lies between the size of the first and second outer or inner diameters (Ai 1 A 2 ).

9. Clutch device (2) according to one of the preceding claims, characterized in that the first and/or second support section (72. 82) can be and/or is supported directly on the first and/or second shaft section (84, 94).

10. Clutch device (2) according to one of the preceding claims, characterized in that a seal (100) is arranged between the first and/or second support section (72, 82) at one side and the first and/or second shaft section (84, 94) at the other side, which seal (100) is preferably of annular design and/or is arranged in a groove (98) in that side of the first and/or second support section (72, 82) which faces toward the first and/or second shaft section (84, 94), and/or is arranged in that side (96) of the first and/or second shaft section (84, 94) which faces toward the first and/or second support section (72, 82).

11. Clutch device (2) according to one of the preceding claims, characterized in that the first support section (72), if appropriate also the second support section (82), of the hub-part-side toothing section (76), and/or the hub-part-side intermediate sections (74, 80), are formed in one piece with the hub part (34) which is preferably formed as a cast, forged, pressed or sintered part.

12. Clutch device (2) according to one of the preceding claims, characterized in that the hub part (34) surrounds the shaft (36) at the outside in the region of the plug-type toothing (42), with the hub-part-side toothing section (76) preferably having an inner toothing (78) and with the shaft-side toothing section (88) preferably having an outer toothing (90),

? ^

with the outer and inner toothings (90, 78) particuiariy preferably being formed as straight toothings.

13. Clutch device (2) according to one of the preceding claims, 5 characterized in that the hub part (34) is the preferably output-side hub part (34) of a clutch housing (26) or plate carrier (60, 62).

14. Clutch device (2) according to one of the preceding claims, characterized in that the shaft (36) is a clutch hub which is preferably in i o rotationally driving connection with a plate carrier (44, 46) and which is particularly preferably designed as a hollow shaft, or a transmission input shaft.

15. Clutch device (2) according to one of Claims 13 or 14, 15 characterized in that the clutch housing (26) is in rotationaily driving connection at the input side, preferably by means of a torsional vibration damper (4), with an input hub (16) which can be rotationaliy fixedly connected indirectly or directly to an engine output shaft.

Description:

CLUTCH DEVICE HAVING A SHAFT AND A HUB PART

DESCRIPTION The present invention relates to a clutch device, such as for example a multiplate clutch, having a shaft and having a hub part, which shaft and hub part are in rotationally driving connection by means of a plug- type toothing.

The prior art has disclosed a multiplicity of clutch devices, in particular multiplate clutches in the form of dual clutches, which are composed of a plurality of components. In particular, clutch devices are known which comprise at least one shaft and one hub part, with the shaft being in rotationally driving connection with the hub part by means of a plug-type toothing. Ptug-type toothings of said type may be provided for example between the plate carrier and a transmission input shaft, between the clutch housing and a clutch hub or between a clutch input hub and the engine output shaft, and permit particularly simple assembly of the clutch device itself and of the clutch device within the drivetrain.

For example, US 6,929,107 B2 describes a clutch device in the form of a dual clutch which has a dutch housing. The clutch housing is in rotationally driving connection at the input side by means of a torsional vibration damper with an input hub of the clutch, which in turn is connected to an engine output shaft in such a way that the rotation can be transmitted from the engine output shaft via the torsional vibration damper to the input- side end of the clutch housing. A hub part which has an inner toothing is provided on the output-side end of the clutch housing. The inner toothing is in rotationally driving engagement with an outer toothing of a shaft which is designed as a clutch hub, with the inner and outer toothings forming a plug- type toothing. It is therefore possible for a torque to be transmitted from the clutch housing via the piug-type toothing to the shaft. To permit simple assembly and disassembly of the shaft and hub part, the plug-type toothing has a predetermined play in the radial direction.

Although the assembly and disassembly of the ciutch device is simplified on account of the radial play within the plug-type toothing, said radial play within the piug-type toothing can however lead to the clutch housing tilting in relation to the shaft. This results in an imbalance, which 5 necessitates complex secondary measures, such as for example balancing, in order to permit operation of the clutch device with low vibrations. it is therefore an object of the present invention to create a ciutch device having a shaft and a hub part, which shaft and hub part are in i o rotationaily driving connection by means of a plug-type toothing, which ciutch device firstly permits simple assembly and disassembly, and in which clutch device, secondly, complex balancing measures are eliminated.

Said object is achieved by means of the features specified in Patent

15 Claim 1. Advantageous embodiments of the invention are the subject matter of the subclaims.

The clutch device according to the invention, which clutch device is for example a multiplate clutch, preferably a dual clutch, particularly preferably a dual clutch with plate packs arranged one behind the other in

20 the axial direction, has a shaft and a hub part which are in rotationaily driving connection by means of a piug-type toothing. The shaft may for example be a clutch hub or a transmission input shaft, while the associated hub part may for example be formed by the hub part of a clutch housing or of a plate carrier. The plug-type toothing makes it possible for the hub part

25 to be mounted on the shaft and subsequently removed from the shaft again in a particularly simple manner, wherein the plug-type toothing should, for this purpose, have a degree of radial play. According to the invention, the hub part has a first support section which can be or is supported in the radial direction on a first shaft section of the shaft, with the first support

30 section and the first shaft section being arranged in front of the plug-type toothing in the axial direction. Here, the capacity for support is to be

understood to mean that, in the instaiied state of the hub part, the first support section need not yet be supported in the radial direction on the shaft; however, a slight tilting of the component with the hub part with respect to the shaft would result in the hub part then being supported by 5 means of the first support section on the first shaft section. In contrast to permanent support, this is advantageous since the mounting of the hub part on the shaft and the dismounting of the hub part from the shaft is simpler.

On account of the first support section which is provided on the hub i o part, a tilting of the component with the hub part, such as for example the ciutch housing or the piate carrier, with respect to the shaft, to which the hub part is connected, is substantially reduced if not eliminated entirely. This means that the rotational axis of said component and the rotational axis of the shaft substantially correspond and are not oblique with respect

15 to one another. The imbalance associated with a tilting of the component with respect to the shaft during operation of the clutch device is thereby prevented. Jn this way, the clutch device according to the invention can be operated substantially without vibrations, such that further measures for balancing the clutch device are not necessary or are only necessary to a

20 restricted extent. Furthermore, the advantage of simple assembly and disassembly of the shaft and hub part is maintained on account of the plug- type toothing. in one preferred embodiment of the clutch device according to the invention, in order to be able to even more reliably prevent tilting of the

25 component with the hub part with respect to the shaft, and the associated imbalance, the hub part also has a second support section which can be or is supported in the radial direction on a second shaft section of the shaft, with the second support section and the second shaft section being arranged behind the plug-type toothing in the same axial direction. Here,

30 the mode of operation of the second support section corresponds substantially to the mode of operation of the first support section, such that

reference is made at this point to the description given above, which applies correspondingly. By virtue of a first support section being provided in front of the plug-type toothing in the axial direction and a second support section being provided behind the plug-type toothing in the same axial 5 direction, it is possible for the two support sections to each have a particularly short structural length in the axial direction, with reliable protection against tilting of the component with the hub part with respect to the shaft simultaneously being provided. Furthermore, it is possible by means of the second support section to ensure that the tilting movement is i o not intercepted by the plug-type toothing itself, such that the plug-type toothing need be designed only for one function, specifically transmitting a torque from the hub part to the shaft. The tilting movement of the component and therefore of the hub part therefore does not cause wear to the toothings of the plug-type toothing. Said advantages can only be

15 obtained in a hub part with only a first support section if said first support section has a particularly large axial structural length.

In one particularly preferred embodiment of the clutch device according to the invention, to further simplify the assembly and disassembly of the clutch device in the region of the plug-type toothing, the

20 radial play of the plug-type toothing is greater than the radial play between the first support section and the first shaft section and if appropriate also greater than the radial play between the second support section and the second shaft section. Said embodiment is advantageous in that the joining- together of the plug-type toothing has proven to be more difficult than the

25 joining-together of the respective support section and the associated shaft section, especially since the inner and outer toothings which form the plug- type toothing must firstly be rotated into the correct position with respect to one another. Furthermore, it is ensured in said embodiment that the tilting movement of the component with the hub part with respect to the shaft is

30 intercepted not by the plug-type toothing but rather only by the first and if appropriate second support section, such that the plug-type toothing is

subjected to only a smaii degree of wear and can be designed specificaiiy for its function of transmitting torque.

In one advantageous embodiment of the clutch device according to the invention, the plug-type toothing has a hub-part-side toothing section 5 and a shaft-side toothing section. The hub-part-side toothing section may for example have an inner toothing which is in engagement with an outer toothing of the shaft-side toothing section. It is however likewise conceivabie for the hub-part-side toothing to have the outer toothing whiie the shaft-side toothing section has the inner toothing which is in o engagement with the outer toothing.

In a further advantageous embodiment of the clutch device according to the invention, the two toothing sections of the plug-type toothing sections of the plug-type toothing can be centered with respect to one another firstly by means of the first and if appropriate second support5 section and secondly by means of the first and if appropriate second shaft section. The support sections and the shaft sections therefore assume not only the function of protecting the component with the hub part against tilting with respect to the shaft, but also the function of centering the two toothing sections of the plug-type toothing with respect to one another, in Q order to permit a uniform transmission of torque via the plug-type toothing.

In one particuiariy preferred embodiment of the clutch device according to the invention, to firstly prevent tilting of the component with the hub part with respect to the shaft and secondly permit a degree of axial mobility of the hub part with respect to the shaft, it is provided that a hub- 5 part-side and/or shaft-side intermediate section is provided in the axial direction between at least one, preferably both, of the support sections and/or shaft sections and the associated toothing section, which hub-part- side and/or shaft-side intermediate section cannot be and/or is not supported on the shaft section and/or on the support section. On account0 of the hub-part-side and/or shaft-side intermediate section, the support sections and/or shaft sections are spaced apart in the axial direction from

the associated toothing section, such that a free space is formed into which the inner or outer toothing of the plug-type toothing can move if the hub part is moved in the axial direction relative to the shaft. For example, the first support section can be spaced apart from the hub-part-side toothing 5 section by means of a first hub-part-side intermediate section, and the second support section can be spaced apart from the hub-part-side by means of a second hub-part-side intermediate section. Alternatively or in addition, it is for example possible for the first shaft section to be spaced apart from the shaft-side toothing section in the axiat direction by means of i o a first shaft-side intermediate section, and for the second shaft section to be spaced apart from the shaft-side toothing section in the axial direction by means of a second shaft-side intermediate section. On account of the intermediate sections, it is thereby ensured that the support sections and/or the shaft sections are particularly far apart from one another in the axiai

15 direction, such that tiiting of the component with the hub part with respect to the shaft can be reliably prevented or restricted even in the case of support sections and/or shaft sections with a short axial structural length. in a further advantageous embodiment of the clutch device according to the invention, to permit particularly simple assembly and

20 disassembly of the structural unit, composed of the shaft and hub part, of the clutch device, the first support section has, on its side facing toward the first shaft section, a first inner or outer diameter, the second support section has, on its side facing toward the second shaft section, a second inner or outer diameter, and the hub-side toothing section has a tip circle

25 diameter, with the first inner or outer diameter being smaller or larger than the second inner or outer diameter, while the tip circle diameter of the hub- part-side toothing section has a size which lies between the size of the first and second inner or outer diameters. Here, and also beiow, the tip circle diameter denotes the tip circle diameter of the respective toothing section

30 regardless of whether the toothing section is an inner or outer toothing. On account of said stepped design of the first support section, second support

section and of the hub-part-side toothing section in the axial direction, the hub part can be plugged onto the shaft in the axial direction in a particularly simple manner, which shaft should have a correspondingly stepped design for this purpose, as described below.

5 !n a further advantageous embodiment of the clutch device according to the invention, the first shaft section has, on its side facing toward the first support section, a first outer or inner diameter, the second shaft section has, on its side facing toward the second support section, a second outer or inner diameter, and the shaft-side toothing section has a i o tip circle diameter, with the first outer or inner diameter being smaller or larger than the second outer or inner diameter, while the tip circle diameter of the shaft-side toothing section has a size which lies between the size of the first and second outer or inner diameters. With regard to the advantages of said embodiment, reference is made to the advantages of

15 the embodiment described above. in a further particularly preferred embodiment of the clutch device according to the invention, the first and/or second support section can be and/or is supported directly on the first and/or second shaft section. Said embodiment encompasses inter alia clutch devices in which the first and/or

20 second support sections can be and/or are supported at least partially directly on the first and/or second shaft section, in particular, it is not ruled out that a seal is provided between the support section at one side and the shaft section at the other side, as long as at least a part of the support section can be or is supported directly on the associated shaft section. Said

25 embodiment is advantageous in particular in a clutch device in which the component, such as for example the housing, which is connected to the hub part has only a single hub part for support against the shaft.

In the clutch devices known from the prior art, on account of the radial play, the simple plug-type toothing is not suitable for sealing off a

30 space within the clutch housing with respect to another space, such as for example the inner space of a transmission housing bell. The known clutch

devices with the simple piug-type toothing are therefore not suitable for applications in which the clutch housing delimits, with the hub part, a closed wet space which is sealed off with respect to a surrounding dry space, such as for example the interior space of a transmission housing 5 bell. In a further preferred embodiment of the clutch device according to the invention, to nevertheless be able to utilize the clutch device according to the invention in such applications too, a seal is arranged between the first and/or second support section at one side and the first and/or second shaft section at the other side. In this way, the support or shaft section i o additionally serves to hold the seal, such that the seal need not be arranged, with increased structural expenditure, at some other location. The function of the support or shaft section in connection with the seal arranged thereon is thereby expanded and the structural expenditure is considerably reduced. Here, the seal is preferably of annular design in

15 order to ensure reliable sealing of the encircling gap between the hub part at one side and the shaft at the other side.

In a further advantageous embodiment of the clutch device according to the invention, to permit a reliable arrangement and fastening of the seal on and to the first and/or second support or shaft section, the

20 seal is arranged in a preferably encircling groove in that side of the first and/or second support section which faces toward the first and/or second shaft section, and/or is arranged in that side of the first and/or second shaft section which faces toward the first and/or second support section. The seal may thus be reliably arranged in the groove before the hub part and

25 shaft are plugged together, with the seal performing its sealing action after the shaft and hub part are plugged together. in a further particularly preferred embodiment of the clutch device according to the invention, to reduce the production expenditure for the clutch device, the first support section, if appropriate also the second

30 support section, of the hub-part-side toothing section, and/or the hub-part- side intermediate sections, are formed in one piece with the hub part which

is preferably formed as a cast, forged, pressed or sintered part. On account of the hub part being formed in one piece, it is possible for the dimensions of the support sections, of the toothing section and of the intermediate sections to be coordinated in a particularly precise manner. 5 !n a further advantageous embodiment of the clutch device according to the invention, the hub part surrounds the shaft at the outside in the region of the plug-type toothing, especiaily since the structural expenditure is reduced in this way.

According to a further advantageous embodiment of the clutch i o device according to the invention, in which the hub part surrounds the shaft at the outside in the region of the plug-type toothing, the hub-part-side toothing section preferably has an inner toothing while the shaft-side toothing section has an outer toothing. Although the inner toothing could also be provided on the shaft-side toothing section while the outer toothing

15 could be provided on the hub-part-side toothing section, this would however entail an increased amount of structural expenditure, and therefore the clutch device in said embodiment can be constructed in a particularly simple manner.

To further simplify the assembly and disassembly of the structural

20 unit composed of the shaft and hub part, the outer and inner toothings are formed as straight toothings. in a further particularly preferred embodiment of the clutch device according to the invention, the hub part is designed as a hub part of a clutch housing or plate carrier. Said hub part is preferably the output-side

25 hub part of the clutch housing or plate carrier, by means of which the torque is transmitted from the clutch housing or plate carrier to a subsequent component. It is particularly preferable if the hub part forms the output-side hub part of the clutch housing, especially since the clutch housing has a particularly large extent in the radial direction and therefore

30 particularly easily tends to tilt with respect to the shaft. A corresponding

situation applies - albeit to a lesser extent - to a plate carrier of the clutch device in the latter case, this concerns in particular the outer piate carriers

According to a further preferred embodiment of the clutch device according to the invention, the shaft is a clutch hub or a transmission input

5 shaft !t is possible, for example, for the output-side hub part of the clutch housing to be in rotationally driving connection with a shaft in the form of a dutch hub wherein said ciutch hub, which is designed for example as a hollow shaft, is preferably in rotationaily driving connection in turn with a plate carrier if the hub part is to be the output-side hub part of a plate i o carrier, said output-side hub part can be in rotationaliy driving connection for example with the shaft in the form of a transmission input shaft

!n a further advantageous embodiment of the clutch device according to the invention, the clutch housing is in rotationally driving connection at the input side, preferably by means of a torsional vibration

15 damper with an input hub of the clutch device or of the torsional vibration damper, wherein the input hub can be rotationaliy fixedly connected indirectly or directly to an engine output shaft

The invention is explained in more detail below on the basis of an 20 exemplary embodiment and with reference to the appended drawings, in which

Figure 1 shows a partial side view of one embodiment of the ciutch device according to the invention, in a sectioned illustration,

Figure 2 shows the detail A from Figure 1 in an enlarged illustration, 25 with the hub part in a first axial position

Figure 3 shows the detail A from Figure 1 with the hub part in an intermediate position, and

Figure 4 shows the detail A from Figure 1 with the hub part in a second axial position

30 Figure 1 shows one embodiment of the clutch device 2 according to the invention The clutch device 2 is designed as a dual clutch with an

integrated torsional vibration damper 4. The ciutch device 2 has a rotational axis 6 which is indicated by a dashed line, with the opposite axial directions being indicated by the arrows 8 and 10. Correspondingly, the opposite radial directions 12, 14 are indicated by arrows in the figures. 5 The torsional vibration damper 4 which is integrated in the clutch device 2 has an input hub 16 which lies in the axiai direction 8 and which can therefore also be referred to as a clutch input hub. The input hub 16 can be rotationally fixediy connected indirectly or directly to an engine output shaft (not illustrated) in order to transmit a torque from the engine to i o the clutch device 2. The input hub 16 is adjoined in the radial direction 14 by a primary element 20 of the torsional vibration damper 4, which primary element 20 is connected, by means of spring devices 22 which extend in the tangential direction, to a secondary element 24 of the torsional vibration damper 4. It is thereby possible for a torque to be transmitted from the

15 primary element 20 via the spring devices 22 to the secondary element 24, with the torque shocks which are generated by the engine being absorbed in a resilient fashion by the spring devices 22.

The clutch device 2 aiso has a substantially pot-shaped clutch 20 housing 26. The clutch housing 26 forms, together with the torsional vibration damper 4, an inner, preferably ciosed-off wet space 28 in which the spring devices 22 of the torsional vibration damper 4 are arranged. The clutch housing 26 comprises an input-side, substantially tubular section 30 and an output-side, substantially plate-shaped section 32 which adjoins the 25 tubular section 30 in the axial direction 10. The tubular section 30 is rotationally fixedly connected to the secondary element 24 of the torsional vibration damper 4, such that a torque which is introduced via the torsional vibration damper 4 can be transmitted via the secondary element 24 to the dutch housing 26.

30 At its end which points inward in the radial direction 12, the plate- shaped section 32 has an output-side hub part 34. The hub part 34

surrounds a shaft 36, wherein the shaft 36 is a clutch hub which is designed as a hollow shaft. The shaft 36 which is designed as a hollow shaft surrounds a tubular clutch carrier 38 which is fastened by means of a flange 40 to a transmission (not illustrated) which is arranged in the axial direction 10 behind the clutch device 2. The shaft 36 can therefore rotate about the rotational axis 6 of the clutch device 2 relative to the stationary dutch carrier 38. The hub part 34 of the clutch housing 26 is in rotationally driving connection by means of a plug-type toothing 42 with the shaft 36, such that a torque can be transmitted from the clutch housing 26 to the shaft 36. The further design of the plug-type toothing 42 and of the hub part

34 and of the shaft 36 in the region of the plug-type toothing 42 is described in more detail further below with reference to Figures 2 and 3.

Proceeding from the plug-type toothing 42, the shaft 36 extends in the axial direction 8 and thereby delimits the wet space 28 in the inward radial direction 12, such that the wet space 28 is of substantially annular design. Said shaft 36 is adjoined in the outward radial direction 14 by a first inner plate carrier 44 and a second inner plate carrier 46 which are in rotationally driving connection with the shaft 36 or are rotationally fixedly connected to the shaft 36. The two inner plate carriers 44, 46 each hold inner plates 48, 50 which are rotationally fixedly connected to the respective inner plate carrier 44, 46 but which can be moved axialiy with respect to the respective inner plate carrier 44, 46. The inner plates 48 and 50 are part of a first plate pack 52 and a second plate pack 54 respectively. The two piate packs 52, 54 are arranged one behind the other in the axial direction 8 or 10, with said plate packs 52, 54 also comprising outer plates 56 and outer piates 58 respectively. The successively alternating inner and outer plates 48, 50; 56, 58 of the plate packs 52, 54 can be pressed together by means of corresponding hydraulic actuators, wherein the two plate packs 52 and 54 can be pressed together independently of one another, and the actuators within the wet space 28 have not been illustrated for reasons of clarity.

The outer plates 56 of the first piate pack 52 are in rotationaiiy driving connection with a first outer plate carrier 60 and can be moved in the axial direction 8 or 10 relative to the first outer plate carrier 60. Correspondingly, the outer plates 58 of the second plate pack 54 are in 5 rotationaiiy driving connection with a second outer piate carrier 62, wherein the outer piates 58 can also be moved in the axial direction 8 or 10 relative to the second outer plate carrier 62. The two substantially pot-shaped outer plate carriers 60, 62 have in each case one hub part 64, 66 with an inner toothing 68, 70, such that the first outer piate carrier 60 can be rotationaiiy i o fixedly connected to a first transmission input shaft and the second outer plate carrier 62 can be rotationaiiy fixedly connected to a second transmission input shaft (both not illustrated).

The design of the hub part 34, of the plug-type toothing 42 and of the shaft 36 in the region of the plug-type toothing 42 are described in more

15 detail below with reference to Figure 2, which is an enlarged iilustration of the detail A from Figure 1.

The hub part 36 has, in relation to the axial directions 8, 10, a first support section 72, with the first support section 72 surrounding an inner opening with a first inner diameter h. This means that the first support

20 section 72 has the first diameter I 1 on its side which faces towards the shaft 36. In the axial direction 8, the first support section 72 is foliowed by an intermediate section 74, which is followed in turn by a hub-part-side toothing section 76 with an inner toothing 78, wherein the inner toothing 78 has a tip circie diameter Ki. The hub-part-side toothing section 76 with its

25 inner toothing 78 therefore forms a part of the plug-type toothing 42, with the inner toothing 78 being designed as a straight toothing, in the axial direction 8, the hub-part-side toothing section 76 is followed by a further intermediate section 80 of the hub part 34. The intermediate section 80 is adjoined in the axial direction 8 by a second support section 82 of the hub

30 part 34. The second support section 82 has, on its side which faces

towards the shaft 36, a second inner diameter I 2 , that is to say the opening surrounded by the second support section 82 has the inner diameter i 2 .

In the illustrated embodiment, the first inner diameter h of the first support section 72 is smaller than the second inner diameter I 2 of the 5 second support section 82, while the tip circle diameter K 1 of the inner toothing 78 of the hub-part-side toothing section 76 has a size which lies between the size of the first and second inner or outer diameter I 1 , I 2 . it is therefore true that I 1 < Ki < I 2 . The intermediate sections 74, 78 also have an inner diameter I 3 to I 4 , with the inner diameter I 3 of the intermediate i o section 74 being greater than the first inner diameter I 1 of the first support section 72, while the inner diameter I 4 of the intermediate section 80 is greater than the second inner diameter I 2 of the second support section 82. It is also true that the inner diameter b is greater than the tip circle diameter K 2 described further below, while the inner diameter I 4 is greater than the

15 outer diameter A 2 described further below, in order to permit axial mobility in the axial direction 8.

The shaft 36 has, in relation to the axial direction 8, 10, a first shaft section 84 which is assigned to the first support section 72 of the hub part 34 in such a way that the first support section 72 can be or is supported in

20 the radial direction 12 on the periphery of the first shaft section 84. The first shaft section 84 has, on its side which faces towards the first support section 72, a first outer diameter A 1 . As indicated in Figure 2, the first outer diameter A 1 may substantiaiiy correspond to the first inner diameter S 1 of the first support section 72 of the hub part 34. in order to nevertheless

25 permit simple joining-together of the hub part 34 and shaft, the first outer diameter A 1 should be smaller than the first inner diameter h, such that there is a degree of radial play between the first shaft section 84 and the first support section 72.

The first shaft section 84 is followed in the axial direction 8 by an

30 intermediate section 86 which is followed in turn in the axial direction 8 by a shaft-side toothing section 88 which has an outer toothing 90. The outer

toothing 90 of the shaft-side toothing section 88, which is likewise designed as a straight toothing, forms, together with the inner toothing 78 of the hub- part-side toothing section 76, the plug-type toothing 42, that is to say after the joining or plugging together of the hub part 34 and shaft 36, the outer 5 toothing 90 of the shaft-side toothing section 88 is in engagement with the inner toothing 78 of the hub-part-side toothing section 76 such that a rotationally driving connection is formed. The outer toothing 90 of the shaft- side toothing section 88 has a tip circie diameter K 2 . in the axial direction 8, the shaft-side toothing section 88 is followed i o by an intermediate section 92, which is adjoined by a second shaft section 94. The second shaft section 94 is assigned to the second support section 82 of the hub part 34, in such a way that the second support section 82 of the hub part 34 can be or is supported in the radial direction 12 on the periphery of the second shaft section 94. As can be seen from Figure 2, the

15 second outer diameter A 2 of the second shaft section 94 substantially corresponds to the second inner diameter I 2 of the second support section 82 of the hub part 34. As already explained above, the second outer diameter A 2 should however be smaller than the second inner diameter I 2 of the second support section 82 in order to permit simpler fastening or

20 plugging of the hub part 34 onto the shaft 36. There is therefore also a certain degree of play in the radial direction between the second shaft section 94 and the second support section 82.

The two intermediate sections 86, 92 have an outer diameter A 3 and A 4 respectively, with the outer diameter A3 of the intermediate section 86

25 being smaller than the outer diameter Ai of the first shaft section 84, while the outer diameter A 4 of the intermediate section 92 is smaller than the second outer diameter A 2 of the second shaft section 94. !t is also true that the outer diameter A 3 is smaller than the first tip circle diameter K 1 , while the outer diameter A 4 is smaller than the second inner diameter I 2 , in order

30 to permit axial mobility of the hub part 34 in the axial direction 8. Similarly to the hub part 34, the shaft 36 aiso has a stepped design, that is to say it

is true that A 1 < K 2 < A 2 . On account of said stepped design of the hub part 34 and of the shaft 36, it is possible for the hub part 34 to be plugged onto the shaft 36 in the axial direction 8 in a particularly simple manner.

From the above description, it is evident that the first support section 5 72 of the hub part 34 and the first shaft section 84 of the shaft 36 are arranged in front of the plug-type toothing 42 in the axial direction 8 and therefore in front of the associated toothing section 76 or 88 in the axial direction 8. in contrast, the second support section 82 of the hub part 34 and the second shaft section 94 of the shaft 36 are arranged behind the i o plug-type toothing 42, and therefore behind the associated toothing section 76 or 88, in the same axial direction 8. Those surfaces of the support and shaft sections 72, 82; 84, 94 which face towards one another do not have any toothing or any other element for torque transmission, but rather are preferably of cylindrical design, such that the positively-locking

15 transmission of torque from the hub part 34 to the shaft 36 takes place exclusively via the plug-type toothing 42 and therefore via the hub-part-side toothing section 76 and the shaft-side toothing section 88. In this way, it is possible for the support and shaft sections 72, 82; 84, 94 to be designed for the task for which they are intended, specifically on the one hand

20 supporting the support sections 72, 82 in the radial direction 12 on the associated shaft sections 84, 94, and on the other hand guiding the hub part 34 in the axial direction 8 or 10 along the shaft 36, as wili be explained further below with reference to Figure 3.

In the illustrated preferred embodiment, the radial play of the plug-

25 type toothing 42, that is to say the radial play between the hub-part-side toothing section 46 with its inner toothing 78 and the shaft-side toothing 88 with its outer toothing 90, is greater than the radial play between the first support section 72 and the first shaft section 84, and also greater than the radial play between the second support section 82 and the second shaft

30 section 94. in this way, it is possible for the hub part 34 to be plugged onto the shaft 36 in a particularly simple manner in order to generate the

rotationaϋy driving connection by means of the piug-type toothing 42. Furthermore, the support and shaft sections 72, 82; 84, 94 which are assigned to one another are coordinated with one another in such a way that the hub-part-side toothing section 76 and the shaft-side toothing 5 section 88 are centered with respect to one another by means of firstly the first and second support sections 72, 82 and secondly the first and second shaft sections 84, 94 when the hub part 34 is plugged onto the shaft 36.

Furthermore, the pairing of the second support section 82 and the second shaft section 94 performs a further function. An encircling groove i o 98 is provided in that side 96 of the second shaft section 94 which faces towards the second support section 82, in which encircling groove 98 is arranged an annular seal 100. The gap which is generated on account of the radial play between the second support section 82 and the second shaft section 94 is sealed off by said seal 100, such that the wet space 28

15 of the clutch device 2 can be fundamentally sealed off with respect to a dry space which surrounds the clutch device 2.

Both the first and second support sections 72, 82 can be and/or are supported in the radial direction 12 at least partially directly on the first and second shaft sections 84, 94 respectively. Complex support by means of

20 further parts of the clutch housing 26 or of the shaft 36 is therefore not required. The first support section 72, the second support section 82, the hub-part-side toothing section 76 and the hub-part side intermediate sections 74, 80 are formed in one piece with the hub part 34, with the hub part 34 preferably being a cast, forged, pressed or sintered part, which if

25 appropriate undergoes corresponding finishing machining.

The clutch device 2 has the advantage that tilting of the clutch housing 26 with respect to the shaft 36 is virtually completely prevented. Here, tilting is to be understood to mean that the rotational axis of the clutch housing 26 is aligned obliquely with respect to the rotational axis of

30 the shaft 36. This would inevitably lead to an imbalance during operation of the clutch device 2. On account of the relatively large degree of radial play

in the region of the plug-type toothing 42, the tilting forces are, in the illustrated embodiment, intercepted exclusively firstly by means of the support sections 72, 82 and secondly by means of the shaft sections 84, 94, such that wear in the region of the plug-type toothing 42 is substantially prevented. !t is therefore possible to ensure a permanently reliable transmission of torque via the plug-type toothing 42. Both the hub-part-side intermediate sections 74, 80 and also the shaft-side intermediate sections 86, 92, on account of the above-described dimensioning thereof, cannot be and/or are not supported on the associated shaft section 84, 94 or support section 72, 82. The intermediate sections 74, 80, 86, 92 should rather cause the support and shaft sections 72, 82; 84, 94 to be spaced apart in the axial direction 8, 10 from the associated toothing sections 76; 88, in order to firstly provide particularly effective support and secondly permit axial mobility of the hub part 34 with respect to the shaft 36, as is explained below with reference to Figures 2 and 3.

Annular spaces 102 and 104 are formed in the radial direction 12, 14 between the intermediate sections 74 and 86 and between the intermediate sections 80 and 92 respectively. Said annular spaces 102, 104 permit a movement of the inner toothing 78 with respect to the outer toothing 90 of the plug-type toothing 42 in the axial direction 8, as illustrated in figure 3. Here, on account of the annular spaces 102, 104, no premature collision of the inner toothing 78 with the second shaft section 94 takes place, nor does a premature collision of the inner toothing 90 with the first support section 72 take place. The intermediate sections 74, 80, 86, 92 and the annular spaces 102, 104 which are formed in this way therefore ensure axial mobility of the hub part 34 with respect to the shaft 36 in the axial direction 8 and in the axial direction 10. To nevertheless prevent the hub part 34 from being undesirably released from the shaft 36 in the axial direction 10, a securing ring 106 is also arranged on the shaft 36, against which securing ring 106 the hub part 34 can be supported in the axial direction 10, as can be seen in Figure 2.

Regarcliess of the respective embodiment of the clutch device, the hub part which is fixed by means of a securing ring is preferably designed such that, in a first axial position in which the hub part is supported against 5 the securing ring, said hub part prevents the securing ring from expanding in the radia! direction and thereby being released. Reliable axial fixing of the hub part is thereby ensured. On the other hand, in a second axia! position in which the hub part is not supported against the securing ring, said hub part should expose the securing ring in the radial direction, such i o that simple assembly or disassembly is possible, in the embodiment according to Figures 1 to 3, this is achieved by means of an end-side, encircling coliar 108 which surrounds the securing ring 106 in the radial direction 14 when the hub part 34 is in the first axial position according to Figure 2. If, in contrast, the hub part 34 is moved in the axial direction 8

15 beyond the axial position according to Figure 3 until the inner toothing 78 abuts in the axial direction 8 against the second shaft section 94, then the securing ring 106 is exposed in the radial direction 14 in order to permit simple assembly and disassembly of said securing ring (Figure 4).

The advantageous connection, described with reference to Figures

20 2 and 3, of the clutch housing 26 to the shaft 36 may likewise be used for the connection of the outer plate carriers 60, 62 to the respective associated transmission input shaft.

List of reference symbols

2 Ciutch device

4 Torsional vibration damper

6 Rotational axis

8 Axial direction lOAxial direction

12Radial direction

14Radial direction

16input hub

18inner toothing

20Primary element

22Spring devices

24Secondary element

26Clutch housing

28Wet space

30Tubu!ar section

32Tubu!ar section

34 Hub part

36Shaft

38Clutch carrier

40Fiange

42Plug-type toothing

44First inner plate carrier

46Second inner plate carrier

48inner plates

SOinner plates

52 First plate pack

54Second plate pack

56Outer plates

58Outer plates

60 First outer plate carrier

62Second outer plate carrier

64 Hub part

66 Hub part δδlnner toothing

70inner toothing

72First support section

74intermediate section

76Hub-part-side toothing section

78inner toothing

80 intermediate section

82Second support section

84 First shaft section

86 Intermediate section

88Shaft-side toothing section

90Outer toothing

92intermediate section

94Second shaft section

96Side

98Encirc!ing groove

100 Seal

102 Annular space

104 Annular space

106 Securing ring

Ai First outer diameter A 2 Second outer diameter A 3 Outer diameter A 4 Outer diameter

h First inner diameter b Second inner diameter

1 3 inner diameter

1 4 inner diameter

K 1 Tip circle diameter K 2 Tip circle diameter