DE10115504A1 - Drive system, especially for incorporation in drive train of a car has multiple or double clutch device that has input side assigned to drive unit and output sides assigned to gearbox - Google Patents

Abstract

A drive system, especially for incorporation in a drive train of a car, can transmit a drive force between a drive unit or, if applicable, an IC engine and driven wheels. It comprises a multiple clutch device (12) or, if applicable, a double clutch device, that has an input side (34) assigned to the drive unit and at least two output sides (80) assigned to a gearbox relative to a reference torque flow direction. The drive system can be controlled to transmit torque between the input side on one hand and a selected one of the output sides on the other hand. It also comprises an electrical machine (400) by which a component assigned to the input side can be driven for rotation around an axis common to the electrical machine and the clutch device.

Description

The invention relates generally to a multiple coupling device, possibly Double clutch device, for arrangement in a drive train of a motor vehicle between a drive unit and a transmission, wherein the clutch device is a first transmission input shaft of the transmission associated first clutch assembly and one of two second clutch assigned to the transmission input shaft of the transmission has arrangement for torque transmission between the drive unit and the transmission.

Such a coupling device is for example from EP 0 931 951 A1 known. The coupling device serves to connect the Drive of a motor vehicle with a multi-stage manual transmission two preferably automatically operated friction clutches, each each of these two friction clutches is assigned a release system so that the two friction clutches engage independently of one another or can be disengaged. A clutch disc of one of the two friction couplings is arranged on a central transmission input shaft in a rotationally fixed manner net, while one clutch disc of the other friction clutch one encompassing the central transmission input shaft, as a hollow shaft trained second transmission input shaft rotatably attacks. The be known double clutch is with a fixed pressure plate of a friction clutch arranged on a flywheel of an internal combustion engine. The The arrangement of the double clutch in a drive train corresponds to this extent largely the arrangement of conventional (single) friction clutches in the drive train.  

Double clutch devices (short: double clutches) of the input have recently found a greater interest and generally consist of two wet or dry running clutches gene, the reciprocal - possibly with overlaps - switched become. Especially in connection with a multi-stage shift Such clutches offer the possibility of switching operations between two gear ratio levels of the transmission without traction interrupt.

In principle, double clutch devices offer the possibility of special difficult start-up processes, both common in racing To apply couplings together. On the one hand, the Accelerator pedal may be deflected as far as possible while simultaneously the motor vehicle using the maximum braking force for so long is essentially held at a standstill until the clutch reaches its optima len transfer point has reached. If at the moment of reaching the optimal transmission point, the braking effect is released, the vehicle will start with maximum acceleration. such Startups also come for vehicles with relatively weak Motorization, not just in racing, under extreme starting conditions Considerations, for example to start an obstacle.

DE 44 15 664 A1 discloses a multiple coupling device knows, by activating a multi-plate clutch arrangement of a plurality of multi-plate clutch arrangements Torque transmission path between a drive element and a can be produced by a plurality of output elements. The Output elements are in such multiple clutch arrangements in Generally by coaxially nested and comparatively long waves, such as transmission input shafts. Due to their comparatively large length, these gears have gear shafts have relatively low torsional stiffness and therefore act like  torsion springs integrated in the drive train. This extra elasticity often leads to undesirable shifts in the resonance oscillation range of such a drive train. To counter this ken, you could in such a drive train in front of the transmission, so in front of the individual torque transmission integrated in the transmission way, a torsional vibration damper of known design, for example wise in the form of a multi-mass flywheel. Such one However, torsional vibration dampers take up additional installation space and leads to additional costs of such a system. Furthermore, this creates the problem that by integrating such a against the gearbox, the torsional vibration damper Position of the natural frequencies in the area of the transmission input shafts shifted will. The natural frequencies become a higher speed range shifted out, such a pre can in this speed range switched torsional vibration damper often not required extent to vibration damping. To avoid Vibration excitation, it is further known to the various dome at least in certain speed ranges operate. However, this means in addition to the energy loss that occurs also excessive wear of the abutting one against the other Surfaces.

According to the invention, in particular a drive system is provided, in particular for integration into a drive train of a motor vehicle stuff that has a driving force between a drive unit, possibly one Internal combustion engine, and can transmit driven wheels send: a multiple coupling device, possibly double coupling direction which, based on a reference torque flow direction, a possibly input side assigned to the drive unit and at least two possibly has output sides assigned to a transmission of the drive train and which can be controlled, torque between the input side on the one hand and transmit a selected one of the output pages on the other hand,  as well as comprising: an electric machine through which one of the input Side assigned component for rotation about one of the electrical machine and the coupling device common axis drivable and / or at Rotation of the component around the axis electrical energy can be obtained, wherein the electric machine has a stator arrangement with a stator change effective range and a rotor arrangement with a rotor exchange scope includes; or / and a torsional vibration damper arrangement voltage, which is a primary in relation to the reference torque flow direction side and one against the effect of a damper element arrangement one of the torsional vibration damper assembly and the multiple clutch tion device common axis rotatable with respect to the primary side Secondary side, being from the primary side and the secondary side one with the input side in the sense of a rotary driving connection pelt or can be coupled or corresponds to this.

A combination of an electric machine and a torsional vibration Gungs damper arrangement is for example from DE 199 14 376 A1 known. In the known system is the torsional vibration damper arrangement designed such that they either together with the Trä arrangement for the rotor interaction area by means of bolts or the like is screwed to a drive shaft or that a Side from the primary side and secondary side with the carrier arrangement for common rotation is coupled, or via this then with the An drive shaft is rotatably connected. This results in the structure being relative takes up a lot of space, but this is particularly the case with integration such drive systems in a drive train for small motor vehicles create difficulties. This is all the more true if the system comprising the electric machine and the torsional vibration dampers arrangement in combination with a multiple coupling device place a normal single coupling device is provided.  

In a further development of the drive system mentioned below different configurations of the drive system (including the More compartment coupling device and the electric machine or comprising the Multiple clutch device and the torsional vibration damper arrangement or comprising the multiple coupling device, the elec tromaschine and the torsional vibration damper arrangement) suggested gene, among other things, a comparatively simple assembly of the An drive system in the drive train, an optimization of the vibration damping of vibration excitations occurring during rotary operation and the reduction of the space required.

For easy integration of the drive system into a drive strand is specifically suggested that the drive system be a one Drive unit associated with the first subsystem and a transmission has assigned second subsystem, the integration of the Drive system in a drive train between the drive unit and the transmission, the transmission with the first subsystem arranged thereon and the drive unit with the second subsystem arranged thereon can be joined together by coupling the two subsystems. You will To do this, generally provide for the integration of the drive system into a drive train between a drive unit and a transmission First the first subsystem can be installed on the drive unit and that second subsystem can be installed on the gearbox and then that Gearbox and the drive unit by coupling the two subsystems are put together.

The coupling of the two subsystems is then particularly simple, if the first subsystem a first coupling element and the second subsystem tem has a second coupling link, each with a driving format tion are executed by essentially axial relative movement with respect to an axis common to the subsystems in mutual Driving entrainment intervention can be brought in for coupling the two subsystems  when joining the gearbox and the drive unit. The Driving formations can be used as internal teeth and external teeth be executed.

The first subsystem can include the torsional vibration damper assembly and the second subsystem can have the multiple coupling device. A starter gear ring can be provided which is the first or the can be assigned to the second subsystem.

If an electric machine is provided as part of the drive system, it is usually expedient that the first subsystem is the electric machine and the second subsystem has the multiple coupling device. But you could also remember that the first subsystem is the stator arrangement and the second subsystem, the rotor arrangement and the more compartment coupling device. Another possibility is that first subsystem the rotor arrangement and the second subsystem the stator arranged and has the multiple coupling device. Is additional provided a torsional vibration damper assembly, so that first subsystem have this. With a view to optimizing the Vibration damping and for optimal use of the installation space but it may also be appropriate that the second subsystem the gate Sions vibration damper assembly.

The drive system can include a flex plate, for example Have coupling arrangement for coupling the drive system with one of the drive unit and the transmission is used, of which two subsystems one has the coupling arrangement or from this exists and the other the multiple coupling device and the Torsional vibration damper arrangement and / or the electric machine having. As a rule, the coupling arrangement becomes the first subsystem assign tem so that it has the coupling arrangement or from this exists.  

For all the variants mentioned, it is for the simplest possible Mon days preferred if at least one of the subsystems is pre-assembled Unit can be mounted on the drive unit or the transmission. most both subsystems are preferably present as a respective preassembled unit the drive unit or the gear unit can be fitted.

It is generally suggested that the rotor interaction range be through a carrier arrangement for common rotation with that of the input side associated component is coupled or can be coupled. The multiple Coupling device can be a first transmission input shaft of a Transmission of the drive train associated first clutch assembly and a second assigned to a second transmission input shaft of the transmission Coupling arrangement for torque transmission between the Drive unit and the transmission. Preferably one of the gears is one gear shafts at least one is designed as a hollow shaft and one runs the transmission input shafts through the other, designed as a hollow shaft Transmission input shaft. The coupling arrangements are preferably as (usually wet running) multi-plate clutch assemblies formed. For optimal use of the installation space, it is useful if one radially outer clutch arrangement of the multi-plate clutch arrangements a radially inner clutch assembly of the multi-plate clutch assembly encircles it in a ring-like manner.

As a particularly useful embodiment of the multiple clutch direction is proposed that the multiple coupling device a serving as the input side or associated with this coupling device includes hub, the entrainment formation, possibly external teeth, for Coupling of the torsional vibration damper arrangement or for coupling pelung an output element of the drive unit and / or a coupling Elements of the electrical machine has and / or a take-away format tion, if necessary internal teeth, for coupling a gearbox arranged  Operating fluid pump, possibly oil pump, via a pump drive shaft having.

Further execution options or further training opportunities for the drive system relating to the multiple clutch device can German patent applications Az. 199 55 365.3, Az. 100 04 179.5, Az. 100 04 186.8, Az. 100 04 189.2, Az. 100 04 190.6 and Az. 100 04 195.7 are taken, with particular reference to the respective An sayings and the discussion of the claims of the respective description line is referred. The content of this on 17.11.1999 or on 01.02.2000 application filed with the German Patent and Trademark Office applications by reference in the disclosure of the present application message included. The multiple coupling device can also executed according to the proposals of the first aspect of the invention his.

Especially with a view to reducing the drive system claimed space is proposed that the drive system has at least one component which is functionally and / or structurally rell or / and at least in some areas spatially in at least two of the Multiple coupling device, the torsional vibration damper arrangement voltage (if available) and the electrical machine (if available) is integrated.

Regarding the combination of the electric machine and the torsion Vibration damper arrangement is according to an advantageous variant suggested that the carrier assembly be at least part of the primary side or the secondary side.

By integrating functions or structural integration, i.e. H. by the incorporation of the carrier arrangement or a section thereof into the torsional vibration damper arrangement, components can be installed  and it can be the electrical machine and torsion Move the vibration damper assembly closer together with the Advantage that the overall size or length of such a part system tems compared to systems known from the prior art can be replaced.

It can be provided, for example, that the carrier arrangement has a the power support of the damper element arrangement serving part of Forms the primary side or the secondary side. A symmetrical force carrying without the risk of mutual tilting from the primary side and to maintain the secondary side, it is proposed that one side of the primary side and one side of the secondary side, preferably the primary side side, two lie at least in regions at an axial distance from one another force, if desired designed as cover plate areas has support areas, and that the carrier arrangement at least one the power support areas. The other side from the primary side and the secondary side can be axially between the two force support areas have the central disc element engaging on one side.

To further minimize the available space further proposed that the carrier arrangement with its little least part of the primary side or secondary side forming area in the Essentially radially within the stator arrangement and / or the rotor arrangement and is preferably at least partially axially this overlaps.

Further execution options or further training opportunities for the drive system relating to the electric machine and the torsion switch The damper arrangement can be based on the German patent applications Az. 100 06 646.1 and 100 23 113.6 are referenced on 02/15/2000 and 11.05.2000 submitted to the German Patent and Trademark Office  and their disclosure by reference in the disclosure of present application is included.

For optimal use of the available space further proposed that the multiple coupling device be axially adjacent to one the electric machine and the torsional vibration damper Subsystem having subsystem of the drive system arranged and is preferably about the same or a smaller one Radial area as this subsystem extends.

The relative arrangement of the torsional vibration mentioned above tion damper arrangement, the electric machine and the multiple clutch lungseinrichtung allows, for example, optimal space utilization in the event that the drive system or part of the An transmission system receiving transmission bell is conical.

According to another embodiment variant, it is proposed that the Multiple coupling device radially inside the stator arrangement or / and the rotor arrangement and is preferably at least partially overlapped axially with this. The torsional vibration can Gungs damper arrangement axially adjacent to the multiple coupling tion device and the stator arrangement and possibly the rotor arrangement having subsystem of the drive system and arranged preferably over approximately the same or a smaller radial range how to extend this subsystem.

If one speaks of a "subsystem" above, this is intended to do so addressed a subsystem of the drive system according to the invention be, but not necessarily a "subsystem" in the sense of the above mentioned installation aspects is meant.  

Functional integration can also be related to one of the Stator arrangement associated stator support arrangement with regard to Reducing the number of components and saving space can be advantageous. For this purpose, it is proposed that a stator holding the stator arrangement carrier arrangement a wall or a wall section of a Multiple coupling device accommodating receiving space that preferably in the case of a wet-running multiple clutch device is executed sealed. The rotor arrangement can on at least one Support element can be held, which is from a radially outside of the damper are located in the region of the force support the part of the primary or secondary side essentially in axial Direction extends. The latter training is particularly useful in Connection with the design that the multiple clutch device device lies radially within the stator arrangement or rotor arrangement and axially overlaps it at least in some areas.

It has already been mentioned that the multiple clutch device can be a wet clutch device. In this case it is extremely useful when the torsional vibration damper assembly in a wet room of the multiple coupling device is arranged. So can with without training the torsional vibration damper assembly at least one chamber receiving the damper element arrangement a wet running operation for the torsional vibration damper assembly be provided.

In addition to spatial integration of the torsional vibration damper arrangement into the multiple coupling device as stated above, there is also a functional or structural integration of the gate ion vibration damper arrangement in the multiple clutch device into consideration. So the torsional vibration damper assembly can do little at least one torque transmission path between the input side, if necessary the clutch device hub already mentioned, and at least  one of the output sides of the multiple coupling device integrated his. Would you like a single torsional vibration damper assembly provide that regardless of the out for the torque transmission selected output side is effective, the torsional vibration Damper arrangement integrated in a torque transmission path section be part of a first moment transmission path between the input side and a first of the output sides as well as part of one second torque transmission path between the input side and one second of the output pages is. In this context, it is appropriate ßig if the torsional vibration damper arrangement indirectly or directly between an input part serving as the input side, if necessary comprising a / the clutch device hub, and a plate carrier, if necessary, outer plate carrier, which acts as a multiple clutch device preferably to one / the radially outer multi-plate clutch arrangement of the Multiple coupling device belongs. In this way, the Use available space very well.

According to a variant it is provided that the torsional vibration damper feranordnung between the clutch hub and at least one arranged on the disk carrier in a rotationally fixed manner, opposite the clutch device hub rotatable torque transmission element acts that preferably towards the radial area of the coupling device hub a slat support section of the slat carrier extends. Furthermore, it is expedient if the input part or a rotationally fixed, preferably disk-shaped coupling part of the power support Damping element arrangement serving part of the primary side. The already mentioned torque transmission element, that preferably is at least partially disc-shaped, one of the Power support of the damper element arrangement serving part of the Se form secondary side.  

In a further development it is proposed that damper elements be the damper element arrangement and / or associated guide elements on the Torque transmission member guided in the circumferential direction and / or in the axial or / and radial direction are supported. A particularly beneficial one Design is characterized in that the damper elements or Sliding elements on at least one obliquely in the radial and axial directions extending guide section of the torque transmission link or are supported, the damper elements or sliding elements preferably additionally on several of the guide sections in circumference direction adjacent, defined in the torque transmission element and are guided or supported out of this pressed-out tongues, the opposite to the course of the guide sections obliquely in radial and axial direction. Such a torque transmission link can be produced inexpensively from sheet metal, for example.

With regard to the aspect of good use of installation space, it is suggested gene that the torque transmission member with its at least one Part of the area forming the secondary side and possibly with its at least one a guide section substantially radially inside the stator voltage and / or the rotor arrangement and is preferably at least partially overlapped axially with this. In this context it is also favorable if the damper element arrangement of the torsion swin damper arrangement in the radial area of one / the radially inner plate Coupling arrangement of the multiple coupling device is arranged.

The electric machine can be an outside electric machine rotor type or the inner rotor type, depending on which type in the With regard to the marginal parameters to be observed seems more suitable.

The torsional vibration damper arrangement is still considered special preferably suggested that an interior of the torsional vibration Damper arrangement on a wet room of the multiple clutch device  is connected or can be connected to operating medium (especially oil) to receive from there.

The invention further relates to a drive train for a motor vehicle one between a drive unit (possibly an internal combustion engine) and a transmission arranged clutch device according to the invention.

The invention further relates to a drive train for a motor vehicle, comprising, if desired, an internal combustion engine Drive unit, a transmission and one between the drive unit and the Gear arranged drive system according to the invention.

The invention is described below with reference to the figures shown in the figures management examples explained in more detail.

Fig. 1 shows a partially sectioned view of a in a drive train of a motor vehicle between a gearbox and a drive unit arranged double clutch with two multi-plate clutch arrangements.

FIG. 2 shows in a representation corresponding to FIG. 1 a variant of the double clutch of FIG. 1 in combination with a torsional vibration damper.

Fig. 3 shows an embodiment of a double clutch with a torsional vibration damper integrated in the clutch.

Fig. 4-11 show drive systems comprising a double clutch in combination with a torsional vibration damper and, where appropriate, of an electrical machine, for example a so-called crankshaft starter generator.

Fig. 1 shows a arranged in a Anriebsstrang 10 between a drive unit and a transmission clutch 12 double. From the Antriebsein unit, for example an internal combustion engine, only one drive shaft 14 , possibly crankshaft 14 , is shown in FIG. 1 with a coupling end 16 serving to couple a torsional vibration damper, not shown. The transmission is shown in FIG. 1 by one hand, a transmission housing bell 13 limiting mission case portion 20 and two Getrie impressive input shafts 22 and 24 represents, both of which are designed as hollow shafts, said transmission input shaft 22 extending substantially coaxially to the transmission input shaft 24 therethrough. Inside the transmission input shaft 22 , a pump drive shaft is arranged, which serves to drive a transmission-side oil pump, not shown in FIG. 1, as will be explained in more detail.

The double clutch 12 is accommodated in the transmission housing bell 18 , the bell interior being closed in the direction of the drive unit by a cover 28 which is pressed into a bell housing opening or / and is secured therein by a snap ring 30 . If the double clutch, such as the embodiment shown in FIG. 1, has wet-running friction clutches, for example membrane clutches, then it is generally appropriate to ensure a sealing engagement between the cover 28 and the clutch housing formed by the transmission housing bell 18 , which, for example can be produced by means of an O-ring or another sealing ring. In Fig. 1, a sealing ring 32 is shown with two sealing lips.

A clutch hub 34 serves as the input side of the double clutch 12 and, for reasons to be explained in more detail, consists of two ring sections 36 , 38 fixed to one another. The coupling hub 34 extends through a central opening of the cover 28 in the direction of the drive unit and is coupled via an external toothing 42 to the torsional vibration damper, not shown, so that there is a torque transmission connection between the coupling end 16 of the crankshaft 14 and the coupling hub 34 . If you want to dispense with a torsional vibration damper in general or at this point in the drive train, the coupling hub 34 can also be coupled directly to the coupling end 16 . The pump drive shaft 26 has at its end remote from the gearbox an external toothing 44 which engages in an internal toothing 46 of the ring portion 36 of the clutch hub 34 , so that the pump drive shaft 26 rotates with the clutch hub 34 and accordingly drives the oil pump when the clutch hub 34 a rotational movement is given, as a rule by the drive unit and in some operating situations possibly also by the transmission via the double clutch (for example in an operating situation characterized by the keyword "engine brake").

The cover 28 extends radially between a radial recess 50 of the housing bell 18 defining annular peripheral wall section of the housing bell 18 and the ring portion 38 of the hub 34 , it being advantageous if between a radially inner wall region 52 of the cover 28 and the hub 34 , specifically the ring portion 38 , a seal or / and pivot bearing arrangement 54 is provided, especially when - as in the embodiment shown - the cover 28 is fixed to the bell housing 18 and accordingly does not rotate with the double clutch 12 . A seal between the cover and the hub will be required in particular if, as in the exemplary embodiment, the clutch arrangements of the double clutch are wet-running clutches. A high level of operational reliability, even in the event of oscillations and vibrations, is achieved if the sealing or / and pivot bearing arrangement 54 is secured axially on the cover 28 and / or on the coupling hub 34 , for example by an end portion of the cover edge 52 which is bent radially inward, such as can be seen in Fig. 1.

On the ring section 38 of the hub 34 , a carrier plate 60 is attached in a rotationally fixed manner, which serves to transmit torque between the hub 34 and an outer disk carrier 62 of a first disk clutch arrangement 64 . The outer disk carrier 62 extends in the direction of the transmission and radially inward to an annular part 66 , on which the outer disk carrier is rotatably attached and which is mounted on the two transmission input shafts 22 and 24 by means of an axial and radial bearing arrangement 68 such that both radial and axial forces are supported on the transmission input shafts. The axial and radial bearing arrangement 68 allows a relative rotation between the ring member 66 on the one hand and both the transmission input shaft 22 and the transmission input shaft 24 on the other. The structure and functioning of the axial and radial bearing arrangement will be discussed in more detail later.

On the ring part 66 axially further towards the drive unit, an outer plate carrier 70 of a second multi-plate clutch arrangement 72 is attached in a rotationally fixed manner, the plate package 74 of which is surrounded by the plate package 76 of the first multi-plate clutch arrangement. The two outer disk carriers 62 and 70 are, as already indicated, connected to one another in a rotationally fixed manner by the ring part 66 and are together via the carrier plate 60 with the clutch hub 34 and thus - via the not shown - by means of an external toothing with the outer disk carrier 62 in positive engagement with torque transmission engagement Torsional vibration damper - with the crankshaft 14 of the drive unit in torque transmission connection. In relation to the normal torque flow from the drive unit to the transmission, the outer plate carriers 62 and 70 each serve as the input side of the plate clutch arrangement 64 and 72, respectively.

A hub part 80 of an inner disk carrier 82 of the first multi-disk clutch arrangement 64 is arranged on the transmission input shaft 22 by means of a spline or the like. In a corresponding manner, a hub part 84 of an inner disk carrier 86 of the second disk clutch arrangement 72 is arranged on the radially outer transmission input shaft 24 by means of a spline toothing or the like. In relation to the control torque flow from the drive unit in the direction of the transmission, the inner plate carriers 82 and 86 serve as the output side of the first and second plate clutch arrangements 64 and 72, respectively.

Reference is once again made to the radial and axial mounting of the ring part 66 on the transmission input shafts 22 and 24 . For the radial mounting of the ring member 66 includes two radial bearing assemblies 90 and 92 are used which are effective between the radially outer transmission input shaft 24 and the ring member 66th The axial mounting of the ring part 66 takes place with respect to a support in the direction of the drive unit via the hub part 84 , an axial bearing 94 , the hub part 80 and a snap ring 96 which axially secures the hub part 80 on the radially inner transmission input shaft 22 . The ring part 38 of the coupling hub 34 is in turn mounted on the hub part 80 via an axial bearing 68 and a radial bearing 100 . In the direction of the gearboxes, the hub part 80 is axially supported on the axial bearing 94 at an end section of the radially outer gearbox input shaft 24 . The hub part 84 can be supported directly on a ring stop or the like. Or a separate snap ring or the like in the direction of the transmission on the transmission input shaft 24 . Since the hub part 84 and the ring part 66 can be rotated relative to one another, an axial bearing can be provided between these components unless the bearing 92 has both an axial bearing and a radial bearing function. The latter is assumed in relation to the exemplary embodiment in FIG. 1.

Great advantages result if, as in the exemplary embodiment shown, the sections of the outer disk carriers 62 and 70 which extend in the radial direction are arranged on an axial side of a radial plane which extends to an axis A of the double clutch 12 and the sections which extend in the radial direction the inner plate carrier 82 and 86 of the two plate clutch assemblies are arranged on the other axial side of this radial plane. This makes a particularly compact construction possible, in particular when - as in the exemplary embodiment shown - disc carriers of one type (external disc carrier or inner disc carrier, in the exemplary embodiment the external disc carrier) are connected to one another in a rotationally fixed manner and in each case as the input side of the respective disc clutch arrangement in relation to the power flow serve from the drive unit to the transmission.

In the double clutch 12 actuating pistons for actuating the multi-plate clutch assemblies are integrated, in the case of the embodiment shown for example for actuating the multi-plate clutch arrangements in the sense of engaging. One of the first multi-plate clutch arrangement 64 assigned actuating piston 110 is arranged axially between the radially extending section of the outer plate carrier 62 of the first multi-plate clutch arrangement 64 and the radially extending section of the outer plate carrier 70 of the second multi-plate clutch arrangement 72 and on both outer disk carriers, and axially displaceable by means of seals 112, 114, 116, and between the outer disk carrier 62 and the actuating piston 110 formed pressure chamber 118 as well as between the actuating piston 110 and the outer disk carrier 70 formed on the annular part 66 centrifugal Druckausgleichskam mer 120 sealingly guided. The pressure chamber 118 is connected via a pressure medium channel 122 formed in the ring part 66 to a pressure control device, possibly a control valve, connected to a pressure medium supply, here the already mentioned oil pump, the pressure medium channel 122 being connected via a possibly receiving the ring part 66 gear-fixed connection sleeve is connected to the pressure control device. The ring part 66 is to be mentioned in this context that this is made in two parts for easier manufacture, in particular with regard to the pressure medium channel 122 and a further pressure medium channel, with two sleeve-like ring part sections inserted into one another, as indicated in FIG. 1.

One of the second multi-plate clutch arrangement 72 associated actuation piston 130 is arranged axially between the outer plate carrier 70 of the second multi-plate clutch arrangement 72 and a substantially radially extending and at a distance from the gearbox axial end portion of the ring member 66 non-rotatably and fluid-tightly attached wall part 132 and by means of Seals 134 , 136 and 138 on the outer plate carrier 70 , the wall part 132 and the ring part 66 axially displaceable and a pressure chamber 140 formed between the outer plate carrier 70 and the actuating piston 130 and a centrifugal pressure compensation chamber 142 formed between the actuating piston 130 and the wall part 132 guided. The pressure chamber 140 is connected via a further (already mentioned) pressure medium channel 144 in a manner corresponding to that of the pressure chamber 118 at a / the pressure control device. By means of the pressure control device (s), pressure (optionally also simultaneously) applied by the pressure medium source (here oil pump) can be applied to the two pressure chambers 118 and 140 in order to have the first multi-plate clutch arrangement 64 and / or the second multi-plate clutch arrangement 72 im To actuate the sense of engagement. Diaphragm springs 146 , 148 are used for resetting, ie disengaging the clutches, of which the diaphragm spring 148 assigned to the actuating piston 130 is received in the centrifugal pressure compensation chamber 142 .

The pressure chambers 118 and 140 are, at least during normal operating conditions of the double clutch 112 , completely filled with pressure medium (here hydraulic oil), and the actuation state of the multi-plate clutch arrangements depends on the pressure medium pressure applied to the pressure chambers. However, since the outer disk carriers 62 and 70 together with the ring part 66 and the actuating piston 110 and 130 and the wall part 133 also rotate with the clutch shaft 14 when driving, there are also centrifugal-induced pressure increases in the pressure chambers 118 and 140 on the part of the pressure control device the pressure chambers, which could lead to unintentional engagement or at least grinding of the multi-plate coupling arrangements, at least at higher speeds. For this reason, the already mentioned centrifugal pressure compensation chambers 120 , 142 are provided which accommodate a pressure compensation medium and in which centrifugal pressure increases occur in a corresponding manner, which compensate for the centrifugal pressure increases occurring in the pressure chambers.

One could think of filling the centrifugal pressure compensation chambers 120 and 142 permanently with pressure compensation medium, for example oil, whereby a volume compensation could possibly be provided to accommodate pressure compensation medium displaced in the course of actuation of the actuating pistons. In the embodiment shown in FIG. 1, the centrifugal pressure compensation chambers 120 , 142 are only filled with pressure compensation medium only during operation of the drive train, specifically in conjunction with the supply of cooling fluid, in the exemplary embodiment shown specifically cooling oil, to the multi-plate clutch arrangements 64 and 72 via an annular channel 150 formed between the annular part 66 and the outer transmission input shaft 24 , to which the bearings 90 , 92 permeable to the cooling oil are to be attributed. The cooling oil flows from a transmission-side connection between the ring part and the transmission input shaft 24 toward the drive unit through the bearing 90 and the bearing 92 and then flows in a partial flow between the end section of the ring part 66 remote from the transmission and the hub part 84 to the radially outward direction in the direction of the disk set 74 of the second disk clutch arrangement 72 , due to passage openings in the inner disk carrier 86 enters the area of the disks, flows between the disks of the disk pack 74 or through friction lining grooves or the like. These disks radially outwards through passage openings in the outer disk carrier 70 and passage openings in the inner disk carrier 82 into the area of the disk pack 76 of the first disk clutch arrangement 64 , flows radially outward between the disks of this disk pack or through lining grooves or the like of these disks and then finally flows through passage openings i m from the outer disk carrier 62 radially outwards. At the cooling oil supply flow between the ring member 66 and the gearbox input shaft 24 , the centrifugal pressure compensation chambers 120 , 142 are connected, by means of radial bores 152 , 154 in the ring member 66th Since, when the drive unit is stationary, the cooling oil serving as the pressure compensation medium runs out of the pressure compensation chambers in the pressure compensation chambers 120 , 142 due to a lack of centrifugal forces, the pressure compensation chambers are refilled each time during operation of the drive train (of the motor vehicle).

Since one of the pressure chamber 140 associated pressure impingement of the actuating piston is less than 130 and, moreover, less far radially outwards extends as one of the pressure equalization chamber 142 associated with pressure application of the piston 130 is formed a level limiting aperture 156 at least in the wall part 132, the maximum, the required centrifugal force compensation resulting radial fill level of the pressure compensation chamber 142 . When the maximum fill level is reached, the cooling oil supplied via the bore 154 flows through the fill-level limiting opening 156 and unites with the cooling oil flow that flows radially outward between the ring part 66 and the hub part 84 . In the case of the piston 110 , the pressurizing surfaces of the piston assigned to the pressure chamber 118 and the pressure compensation chamber 120 are of the same size and extend in the same radial area, so that corresponding fill level limitation means are not required for the pressure compensation chamber 120 .

For the sake of completeness, it should also be mentioned that further cooling oil flows preferably occur during operation. Thus, at least one radial bore 160 is provided in the transmission input shaft 24 , via which a further cooling oil partial flow flows, and via an annular channel between the two transmission input shafts, which split into two partial flows, one of which between the two hub parts 80 and 84 (through the axial bearing 94 ) flows radially outwards and the other partial flow between the end portion of the transmission input shaft 22 and the hub part 80 remote from the transmission and between this hub part 84 and the ring section 38 of the coupling hub 34 (through the bearings 98 and 100 ) flows radially outwards.

Since this might radially outward flowing cooling oil adjacent to a radially outer portion of the first multi-plate clutch assembly 64 could accumulate into ordered actuating piston 110 and centrifugal force, at least at higher engine speeds, the engaging movement of this piston hinder, the piston 110 at least one pressure equalization opening 162, which allows cooling oil to flow from one side of the piston to the other. Accordingly, there is an accumulation of cooling oil on both sides of the piston with corresponding com pensation due to centrifugal forces exerted on the piston. Furthermore, other forces based on an interaction of the cooling oil with the piston are prevented from impeding the required axial piston movements. For example, hydrodynamic forces or the like are considered here, as well as "sucking" the piston on the outer disk carrier 62 .

It is also possible to provide at least one cooling oil drain opening in the radially extending, radially outer region of the outer plate carrier 62 of the first plate clutch arrangement 64 . Such a cooling oil drain opening is indicated by dashed lines at 164 . In order nevertheless to ensure sufficient flow of cooling fluid (cooling oil) through the plate pack 76 of the first plate clutch arrangement 64 , a cooling oil guide element (generally a cooling fluid guide element) can be provided. In Fig. 1 is indicated by dashed lines, that an adjacent end lamination of the lamination stack 166 76 could have a Kühlölleitabschnitt 168, so that the end plate 166 itself serves as Kühlölleitelement.

With regard to a simple design of the pressure control device for the actuation of the two multi-plate clutch arrangements, it was provided in the exemplary embodiment in FIG. 1 that one for the radially inner multi-plate clutch arrangement 72 in relation to an actuation pressure per se compared to the other clutch arrangement 64 lower torque transmission capacity (due to a smaller effective friction radius than the radially outer clutch arrangement 64 ) is at least partially compensated for. For this purpose, the pressure application area of the piston 130 assigned to the pressure chamber 140 is larger than the pressure application area of the piston 110 assigned to the pressure chamber 118 , so that, with the same hydraulic oil pressure in the pressure chambers, larger axially directed forces are exerted on the piston 130 than on the piston 110 .

It should also be mentioned that the radial graduation of the Piston-associated seals, especially an axial overlap of at least some of the seals, good use of the Available space allows.

In the plate packs 74 , 76 measures can be taken to avoid the risk of overheating in addition to the supply of cooling oil already described and the formation of (in Fig. 1 only schematically indicated) cooling oil passage openings in the plate carriers. So it is advantageous to use at least some of the fins as "intermediate heat storage", which temporarily create heat during slippage, the heat dissipation options by means of the cooling fluid (here cooling oil) or by heat conduction via the finned support, temporarily storing the heat in order to transfer the heat to a later one Point of time, for example in a disengaged state of the respective disk clutch arrangement, to be able to discharge. For this purpose, in the radially inner (second) multi-plate clutch arrangement, friction-free, that is, no friction-bearing, plates are formed axially thicker than plate-supporting elements of friction-bearing plates, in order to provide a comparatively large volume of material with a corresponding heat capacity for the friction-free plates. These fins should be made of a material that has a significant heat storage capacity (heat capacity), such as steel. If conventional friction linings, for example made of paper, are used, the lamellas bearing friction linings can only store a small amount of heat, since paper has poor thermal conductivity.

The heat capacity of the friction lining support elements carrying the friction linings can also be made available as heat storage if one instead of covering materials with low conductivity Belagmateria lien with high conductivity. The use comes into consideration of friction pads made of sintered material, which has a comparatively high heat has conductivity. The problem with the use of sintered coatings is however, that sintered linings show a degressive course of the coefficient of friction µ above a slip speed (relative speed ΔN between the rubbing Surfaces), i.e. dµ / dΔN <0 applies. A degressive course The coefficient of friction is disadvantageous insofar as it is a self-excitation of Can promote vibrations in the drive train or such vibrations can at least not dampen conditions. It is therefore advantageous if in a plate pack both plates with friction linings made of sintered material as well as lamellas with friction linings made of a different material with progres sive coefficient of friction over the slip speed (dµ / dΔN <0) provided are, so that there is a progressive friction overall for the plate pack course of values above the slip speed or at least approximately  neutral coefficient of friction over the slip speed (dµ / dΔN = 0) results and accordingly self-excitation of vibrations km drive strand is at least not promoted or - preferably - rotary oscillator even in the drivetrain (due to a notably progressive Course of the coefficient of friction over the slip speed) are damped.

It is assumed here that in the exemplary embodiment in FIG. 1, the disk pack 74 of the radially inner disk clutch arrangement 60 is designed without sintered linings, since the radially outer disk clutch arrangement 64 is preferably used as a starting clutch with corresponding slip operation. The latter, i.e. the use of the radially outer multi-plate clutch arrangement as a starting clutch, is advantageous insofar as, due to the larger effective friction radius, this multi-plate clutch arrangement can be operated with lower actuation forces (for the same torque transmission capability), so that the surface pressure is compared to the second plate -Coupling arrangement can be reduced. This also helps if the plates of the first plate clutch arrangement 64 are designed with a somewhat greater radial height than the plates of the second plate clutch arrangement 72 . If desired, however, friction linings made of sintered material can also be used for the disk set 74 of the radially inner (second) disk clutch arrangement 72 , preferably — as explained — in combination with friction linings made of another material, such as paper.

While in the disk pack 74 of the radially inner disk clutch arrangement 72, all the inner disks carrying the friction lining and all the outer disks are lamellas without disks, the end disks axially delimiting the disk pack being outer disks and thus disks without disks, in the disk pack 76 of the first disk clutch assembly 64 Inner plates without plates and the outer plates including the end plates 166 , 170 plates bearing friction lining. At least the end plates 166 and 168 have axially much thicker lining support elements than the lining support elements of the other outer plates and are formed with linings made of sintered material in order to make the comparatively large volume of the bearing elements of the two end plates usable as a heat buffer. As with the plate pack 74 , the plate-free plates are axially thicker than the plate support elements of the friction lining-bearing plates (with the exception of the end plates) in order to provide a comparatively large heat capacity for intermediate heat storage. The axially inside of the outer plates should at least partially have friction linings made of another, a progressive coefficient of friction material, in order to achieve at least an approximately neutral coefficient of friction curve over the slip speed for the plate pack as a whole.

Further details of the double clutch 12 according to the described embodiment are readily apparent to those skilled in the art from FIG. 1. Thus, the axial bore in the ring portion 36 of the coupling hub 34 , in which the internal toothing 46 is formed for the pump drive shaft, is closed oil-tight by a plug 180 therein. The carrier plate 60 is axially fixed to the outer disk carrier 62 by two retaining rings 172 , 174 , of which the retaining ring 172 also axially supports the end disk 170 . A corresponding retaining ring is also provided for supporting the disk pack 74 on the outer disk carrier 70 .

Regarding the design of the outer disks of the first multi-plate clutch arrangement 64 as lining-bearing disks, it should be mentioned that in connection with the assignment of the outer disks to the input side of the clutch device, a better flooding of the disk pack 76 is achieved if the friction linings - as conventionally regularly usual - are formed with friction lining grooves or other fluid passages that allow a flow through the plate pack even in the state of frictional engagement. Since the input side also rotates with the drive unit or the coupling end 16 when the drive unit is running, even with the clutch arrangement disengaged, the circumferential friction lining grooves or the circumferential fluid passages result in a type of conveying effect with a correspondingly better flooding of the disk pack. In a departure from the illustration in FIG. 1, the second multi-plate clutch arrangement could also be designed accordingly, that is to say the outer plates as friction plates carrying plates.

In the following, with reference to FIGS. 2 to 11, further exemplary embodiments of multiple coupling devices, especially double coupling devices, and of such coupling devices have the drive systems, explained with regard to various aspects. To the extent corresponding to the twin clutches of the embodiments of Figs. 2 to 11 the embodiment of Fig. 1, of greater clarity has been omitted friendliness due to, all reference numerals of Fig. 1 to take over in the Fig. 2 to 11.

In the embodiment of FIG. 2, the first outer plate carrier 62 and the first actuating piston 110 with respect to the Kühlölabflußöff openings 162 and 164 are formed in a special way to save axial space on the one hand in the area of the outer plate carrier 72 of the second (inner) plate clutch arrangement and on the other hand, if ge wishes to provide an anti-rotation device against rotation of the first actuating piston 110 relative to the outer disk carrier 62 . For this purpose, the first outer disc carrier 62 and the first actuating piston 110 in the circumferential direction alternately partially except engage, so that non-recessed parts of the actuating piston 110 in recessed parts of the outer disk carrier 62 and non-recessed parts of the outer disk carrier 62 in recessed parts of the Actuate the supply piston 110th The provision of the mentioned anti-rotation device makes sense insofar as an additional load on the seals acting between the outer disk carrier 62 and the actuating piston 110 can be prevented by microrotations as a result of engine irregularities. For this protection against rotation, the actuating piston 110 and the outer disk carrier 62 must engage in the engaged state of the first multi-plate clutch arrangement 64 , which would not otherwise be necessary.

In the embodiments of FIGS. 1 and 2, the clutch device is coupled via the clutch hub 34 to the drive unit of the drive train, preferably via a torsional vibration damper, as shown in FIG. 2 as an example.

The combination shown in Fig. 2 of a double clutch 12 and a torsional vibration damper 300 is characterized by a simple Mon days in a drive train. The drive system 11 formed by the double clutch and the torsional vibration damper can thus be easily integrated into a drive train between the respective drive unit (engine) and the transmission. In particular, this contributes to the fact that the double clutch 12 and the torsional vibration damper 300 can be mounted independently of one another on the transmission (the double clutch) and on the drive unit (the torsional vibration damper), and then the transmission and the drive unit together with the subsystems attached to it (double clutch or torsional vibration damper) can be joined together in a simple manner by coupling the torsional vibration damper to the input side (here the coupling hub 34 ), namely by means of the external toothing 42 of the coupling hub and an associated internal toothing of a hub part 302 of the secondary side of the torsional vibration formed by a disk part 304 damper 300 .

In order to facilitate the assembly of the torsional vibration damper 300 on the crankshaft, the disk part 304 has tool through-openings 314 through which screw bolts 316 can be tightened by means of a corresponding tool, said first cover plate 306 on the crankshaft or the coupling end of the crankshaft fasten.

The primary side of the torsional vibration damper 300 is formed by a first cover plate 306 attached to the crankshaft and an attached second cover plate 308 , which has a starter ring gear 310 via which a starter (not shown) can be started by means of a starter (not shown) in the case of a drive unit designed as an internal combustion engine. A damper element assembly 312 of the torsional vibration damper 300 is in a known manner in recesses of the disc part 304 between the two cover plates 306 and 308 , the cover plates between circumferentially adjacent damper elements engaging indentations, supporting parts or the like, so that overall for one primary and secondary side support of the damper element arrangement is provided in the circumferential direction. The damper elements can be supported and guided with the help of Federtel learners, sliding shoes and the like.

Further exemplary embodiments of drive systems 11 , comprising a multiple clutch device, in particular a double clutch device and a torsional vibration damper arrangement and possibly an example of an electric machine formed by a crankshaft starter generator are explained with reference to FIGS. 3 to 11.

In the description of the exemplary embodiments in FIGS. 3 to 11, statements regarding the respective double clutch 12 are only made to the extent that changes to the exemplary embodiments described above are to be explained. The double clutches 12 correspond essentially with regard to their internal structure and their mode of operation to the exemplary embodiments of FIGS . 1 and 2, so that an entry of reference numerals for the various components can be dispensed with. For the sake of simplicity, there is also no need to show hatched all the components shown in a sectional view in the figures. The person skilled in the art will immediately recognize from a simple comparison of the relevant figure with FIGS. 1 and 2 which construction parts are shown in a sectional view. The person skilled in the art will also recognize minor differences in the detailed design of the double clutches from the figures.

In the drive system 11 of FIG. 3, the torsional vibration damper 300 is integrated in the double clutch. For this purpose, the clutch hub 34 on radial webs 320 between the nested damper elements (damper springs) are placed of the damper element arrangement 312 taken. The clutch hub 34 serves as the primary side of the torsional vibration damper 300 .

As the secondary side of the torsional vibration damper 300 is used in the drive system 11 of FIG. 3, the play in the above Ausführungsbei referred to as the "support plate" torque transmission member 60 , the indentations or pressed tongues or other support elements, on which the damper element arrangement 312 is supported on the secondary side in the circumferential direction. The damper elements of the damper element arrangement 312 are arranged by means of a sliding element arrangement 322 (for example comprising known sliding shoes, spring plates or other sliding and guiding elements) on sections 324 of the torque transmission plate 60 which run obliquely in the radial and axial direction, between which in the plate 60 Defined guiding tongues 326 are pressed out of the sheet metal in such a way that a roof-shaped guide arrangement is created in a cross-sectional view according to the figure, which ensures guidance and posture not only in the circumferential direction but also in the axial direction.

The drive system 11 has a coupling arrangement, which serves for coupling the double clutch 12 to the drive unit, especially at the coupling end 16 of the crankshaft. The coupling arrangement 320 is formed by a so-called flexplate (flexplate) 332 , which carries a starter ring gear 310 radially on the outside, which acts as an additional mass on the primary side with respect to the torsional vibration damper 300 . The flexible plate 332 is radially inside with an axially extending coupling flange 334 , which has an internal toothing for coupling with the external toothing 42 of the coupling hub 34 . The external toothing 42 is provided in the exemplary embodiment shown on an axial coupling flange 336 of the coupling hub 34 . The stationary cover 28 is mounted on the coupling flange 334 of the coupling arrangement 330 by means of a rotary bearing arrangement 54 , which preferably also fulfills a sealing function.

Since the torque transmission plate 60 of the secondary side and the clutch hub 34 are assigned to the primary side of the torsional vibration damper 300 , there are relative rotations within a rotation angle permitted by the torsional vibration damper between the clutch hub 34 on the one hand and the torque transmission plate 60 on the other. The torque transmission plate 60, which is attached to the first outer disk carrier 62 in a rotationally fixed manner and is supported in both axial directions, is mounted radially on the inside on the coupling flange 334 of the coupling arrangement 330 , with the intermediation of a sliding ring 338 which preferably also fulfills sealing functions and which has an axial leg section between an axial edge flange 340 of the torque transmission plate 60 and the coupling flange 334 and a radial leg between the edge flange 340 and the coupling hub 34 . By means of the latter leg of the slide ring 338 , the clutch hub 34 is supported in the axial direction towards the drive unit at the torque transmission element 60 , and the axial forces absorbed by the torque transmission element 60 are absorbed by the outer disk carrier 62 and derived via the ring part 66 , so that a closed overall Power flow results and, accordingly, neither the drive unit with its crankshaft nor the transmission with its transmission input shafts has to apply or absorb forces in order to hold the double clutch 12 axially together as a unit.

To seal the cooling oil of the double clutch for carrying areas in the direction of the drive unit towards the exemplary embodiment a sealing ring of FIG. 3 provided 342 between the coupling end 16 of the crankshaft and the flex plate 332 which together with the alwellendichtring example, as Radi sealing executed and pivot bearing arrangement 54 and possibly due to a possible sealing function of the slide ring 338, the radial and axial area radially inside the coupling flange 334 , 336 and axially between the coupling hub 34 and the coupling end 16 seals radially outward.

It should also be mentioned that in order to increase the moment of inertia of the crankshaft in addition to the ring gear 310 , an additional mass arrangement could be provided on the flex plate.

The following concept is realized in the embodiment of FIG. 3. The flex plate 330 carries the ring gear 310 and possibly an additional mass arrangement. It also forms a running surface for the rotary bearing 54 , possibly the radial shaft sealing ring 54 and is used to produce the drive connection between the input side (coupling hub 34 ) of the double clutch and the crankshaft, the input side of the double clutch being the primary side of the torsional vibration damper 300 at the same time. In the case of the control torque flow direction from the drive unit to the transmission, the clutch hub 34 takes the torque from the flex plate 330 and forms the drive for the torsional vibration damper 300 and the pump shaft 26 . The associated with the secondary side of the torsional vibration damper torque transmission plate 60 , which together with the outer plate carrier 62 could possibly also be taken up as a clutch housing, is mounted radially on the flex plate and axially supports the clutch hub 34 . The outer disk carrier 62 , like the other disk carriers, is designed with throughflow openings for coolant (cooling oil), so that the coolant supplied to the fins can flow radially outward into the receiving space formed by the transmission housing bell 18 , in which the double clutch is installed. The approximately at the same radial height as the second, radially inner multi-plate clutch arrangement arranged torsional vibration damper 300 is accommodated in the "clutch housing" formed by the torque transmission member 60 and the outer plate carrier 62 , that is to say arranged within an "inner wet room" of the double clutch, to which coolant (in particular cooling oil) is supplied during operation, so that accordingly the torsional vibration damper 300 is well supplied with coolant in order to cool or / and lubricate it. According to the nomenclature chosen here, the radially outside of the outer plate carrier 62 and the torque transmission member 60 lying part of the receiving space delimited by the bell 18 could be referred to as "outer wet room", into which the double clutch releases the coolant. If the torsional vibration damper in this "outer wet room" angeord net, the torsional vibration damper could not easily be supplied in sufficient quantity of coolant without separate measures.

The drive unit 11 can be installed, for example, in such a way that the flex plate 330 together with the ring gear 310 and the O-ring 342 is first installed on the motor, and then the cover or the sealing plate 28 together with the radial shaft sealing ring 54 are installed. Irrespective of this, the double clutch 12 together with the torsional vibration damper 300 integrated therein can be mounted on the transmission as a pre-assembled unit. Are both the flex plate 330 and the Doppelkupp ment 12 mounted, the gearbox and the motor can be assembled including the manufacture of the pivot bearing and sealing connection between the cover 28 and the coupling flange 334 by means of the radial shaft seal ring 54 and the establishment of the rotary driving connection the teeth between the two coupling flanges 334 and 336 .

It should also be mentioned that in the exemplary embodiment in FIG. 3 the oil pump and the torsional vibration damper are connected in parallel, so that the torque is not passed from the drive unit to the oil pump via the torsional vibration damper, in contrast to the exemplary embodiment in FIG. 2 in which the torsional vibration damper 300 and the oil pump are connected in series.

Another example of an advantageous drive system is shown in FIG. 4. The double clutch corresponds essentially to the Doppelkupp development of FIG. 1 and is designed with a two-part, the parts 36 and 38 aufwei send clutch hub 34 .

In addition to the double clutch 12, the drive system 11 further comprises a torsional vibration damper 300 and an electric machine, generally designated 400 , for example a so-called crankshaft starter generator, here of the so-called external rotor type. The electric machine 400 has a stator arrangement 418 , which can be carried, for example, on a stator carrier 420 on a motor block or the like (not shown). The stator arrangement 418 comprises a stator interaction area 422 with a plurality of stator windings 424 and a laminated core 426 forming a yoke. The winding heads 428 of the windings 24 project laterally beyond the laminated cores 26 . The electric machine 400 further comprises a rotor arrangement 430 with a rotor interaction effect region 432 and a carrier arrangement 434 described in more detail below. The rotor interaction region 432 comprises a plurality of permanent magnets 436 carried on the inside thereof and laminated cores 438 , which form a yoke of the rotor interaction region 432 . An air gap 440 is formed between the permanent magnets 36 and the stator alternating area 422 , which should be as small as possible in order to maintain the best possible efficiency of the electric machine 400 .

The carrier arrangement 434 comprises two carrier elements 442 , 444 . The first carrier element 442 , which carries the rotor interaction region 432 radially on the outside with a substantially radially extending section 446 , is in a radially further inward, likewise essentially radially extending section 448 with the second carrier part 444 by a plurality of circumferentially successive rivet bolts or the like connected.

Radially outward following the essentially radially extending section 448 , the first carrier element 442 has a connecting section 450 which extends in the direction of the rotational axis A and extends slightly radially outward, which overlaps with the stator interaction region 422 in the axial direction or axially bridged. At this connecting section 450 , the first carrier element 442 has an essentially radially outward extending section 452 , which bridges the winding heads 428 radially outward and extends in an essentially axial direction, and the winding heads 28 at least partially in the axial direction bridging section 454 passes, to which the substantially radially extending section 446 connects.

The primary radial side 456 of the torsional vibration damper 300 is the substantially radially extending section 448 of the first carrier element 442 , which forms a first cover plate region 462 of the primary side. A second cover plate region 464 of the primary side is formed, for example, by a separate element, for example stamped from sheet metal and suitably shaped, which has a substantially radially extending section 466 which, in the axial direction, essentially lies opposite the section 448 of the first cover plate region 462 . In principle, however, the second cover disk area 464 could also be formed by tongue sections or the like defined in the first carrier element 442 and correspondingly pressed out of the latter. If it is a separate sheet metal part, this can be welded to the first carrier element 442 . A positive locking connection or the like is also conceivable.

In order to be able to discharge abrasion of the sliding element arrangement 322 radially outwards, particle discharge openings 474 are provided in the transition region between the second cover plate region 64 and the connecting section 450, and particle discharge openings 486 in the transition region between the sections 452 and 454 .

A central disk element 480 is used as the secondary side, which has a hub part 302 that is designed with an internal toothing that engages in the external toothing 42 and thus couples the secondary side of the torsional vibration damper 300 to the input side of the double clutch 12 . In a manner known per se, the damper elements, for example damper springs, of the damper element arrangement 312 are supported on the one hand on the primary side, for example on axial or radial bulges formed on the sections 448 , 464 and possibly 450 , and on the other hand on the secondary side, for example Radial webs of the central disc element 480 , wherein spring plates can be provided as supporting elements for better pressure distribution.

For more details on the design of the electric machine 400 and the torsional vibration damper 300 , reference is made to the German patent application Az. 100 06 646.1 dated February 15, 2000.

The drive system 11 of FIG. 4 is characterized in that a functional integration for the electric machine and the gate 20331 00070 552 001000280000000200012000285912022000040 0002010115504 00004 20212ionsschwin vibration damper 300 is realized. The fact that the first carrier element 442 forms at least the first cover plate region 462 on the primary side reduces the number of parts and saves installation space. Here, an optimal use of space is achieved in that the torsional vibration damper 300 is arranged essentially radially within the stator arrangement 418 . The rotor assembly 430 forms a primary mass for the torsional vibration damper 300 , while the central disk element 480 together with the components of the double clutch 12 coupled thereto forms a secondary mass of the torsional vibration damper 300 to a certain extent. In particular, the outer plate carrier 62 and the outer plates arranged thereon have a significant inertia mass on the secondary side.

As already mentioned, the drive system of FIG. 4 is distinguished by the fact that it takes up very little installation space due to a partial fusion of the electric machine 400 and the torsional vibration damper 300 . The carrier arrangement 434 of the rotor arrangement 430 forms a region of the torsional vibration damper 300 which serves to support the force, so that here, for example, a completely separate cover plate element or the like can be dispensed with. Furthermore, the area 448 , 450 of the carrier arrangement 434 , which forms the cover plate area 462 of the primary side, lies essentially radially inside the stator arrangement 418 of the electrical machine 400 designed as an external rotor machine. Due to the additionally existing at least partially axial overlap of the electric machine 400 , ie in particular the stator arrangement 418 of the same, with the torsional vibration damper 300 or its damper element arrangement 312 , the space required is further minimized.

The construction of Fig. 4 is based on the following basic concept: The electric machine (crankshaft starter generator) and the torsional vibration damper 300 are nested radially one inside the other, while the double clutch is arranged axially adjacent to it. The outside diameter of the electric machine is larger than the outside diameter of the double clutch 412 , which means that, in the case of a conical gear bell housing design corresponding to the normal case (larger inside diameter on the motor side, smaller inside diameter on the transmission side), optimum space utilization is achieved. The double clutch is with their multi-plate clutch arrangements approximately in the same radial area or radially outside of the torsional vibration damper.

According to the construction shown, the torsional vibration damper 300 is provided for dry-running operation, but it can also be designed with at least one chamber for the damper element arrangement in order to enable wet-running operation similar to that of a two-mass flywheel.

As in the embodiment of FIG. 2, the oil pump and the torsion vibration damper 300 are connected in series, so that not only the double clutch 12 , but also the oil pump is driven in a vibration-damped manner via the torsion vibration damper 300 .

The assembly is preferably carried out in the following way: A first unit formed by the stator arrangement 418 and the stator support 420 and a second unit formed by the rotor arrangement 430 and the support arrangement 434 and the torsional vibration damper 300 are each mounted as a preassembled unit on the drive unit. Likewise, the double clutch 12 is mounted as a preassembled unit on the transmission in the transmission bell 18 and the cover 28 is brought into position by arranging the radial shaft sealing ring 54 between the radially inner flange of the cover and the coupling hub 36 . Thereafter, the transmission and the drive unit are assembled, the inner toothing of the hub part 302 of the secondary side and the outer toothing 42 of the coupling hub 34 being brought into mutual engagement.

The drive system 11 of FIG. 5 corresponds in terms of the Doppelkupp development 12 and the torsional vibration damper 300 essentially the embodiment of FIG. 2. A starter ring gear 310 is omitted in the embodiment shown. Instead, the drive system 11 has an electric machine 400 , for example serving as a crankshaft stator generator, the rotor arrangement 430 of which is held by means of a supporting ring or supporting elements 500 on the primary side of the torsional vibration damper 300 formed by the cover plates 306 , 308 . A stator carrier 502 attached to the transmission, for example a cast or drawn part, carries the stator arrangement 418 arranged radially outside of the double clutch 12 . The stator carrier has a radially lower section 504 and a radially upper section 506 , between which the stator arrangement 418 and the rotor arrangement 430 are arranged. The joining gap designated 406 between the stator carrier 502 and the gear housing bell is sealed. Further, a radial shaft sealing ring 54 between the clutch hub 34 and a radially inner Flasch of the stator 502 is effective. The stator carrier 502 thus replaces the cover 28 of the exemplary embodiment in FIG. 1 and delimits the receiving space 18 which receives the double clutch and serves as a wet space.

The stator carrier 502 can be centered on the drive unit (motor) via dowel pins 510 and can be screwed onto the drive unit. The gear housing can be fastened to the drive unit and / or to the stator carrier, specifically radially inside or / and radially outside of the air gap 440 of the electric machine 400 .

The assembly of the drive unit 11 of Figure 5 is best carried out on fol restrictive manner. The torsional vibration damper 300 including the Rotoranord voltage 430 is anmontiert on the crankshaft. The stator carrier 502 together with the stator arrangement 418 is then mounted on the drive unit, for which purpose the stator carrier has a guide rail 512 which slides over the rotor arrangement 430 . Regardless of this, the double clutch 12 is inserted into the bell housing of the transmission. Thereafter, the transmission and the drive unit (the motor) are assembled, on the one hand the gears coupled to the torsional vibration damper with the double clutch are brought into mutual engagement and on the other hand the radial shaft sealing ring 54 is properly arranged between the inner flange of the stator carrier 502 and the coupling hub 34 .

It is also pointed out that in the exemplary embodiment shown, the toothing between the hub part 302 and the coupling hub 34 is arranged radially inside the crankshaft screws 316 in order to keep the radial dimension of the coupling hub 34 and accordingly the diameter of the radial shaft sealing ring 54 comparatively small, so that friction losses and the wear of the radial shaft seal can be minimized.

Another possibility for the assembly is that the torsional vibration damper 300 together with the rotor arrangement 430 and the stator arrangement 418 including the stator support 502 are screwed onto the crankshaft or the engine block as a preassembled unit, with radial locking of the rotor arrangement 430 on the one hand and the stator arrangement 418 on the other hand, could be advantageously provided. Deviating from the embodiment shown, the inner diameter of the radial shaft sealing ring and the seat takes on the stator 502 radially outside of the Kurbelwellenverschraubung 316 lie to the first cover plate 306 can attach to the coupling end 16 of the crank shaft (otherwise the screws 316 would not be accessible). Regardless of this, the double clutch 12 is mounted on the transmission. Subsequently, the gear unit and the drive unit are joined together by screwing the gear unit onto the stator carrier 502 .

The embodiment of FIG. 6 corresponds with respect to the Doppelkupp development 12 and the integration of the torsional vibration damper 300 therein essentially the embodiment of FIG. 3, so that reference can be made to the comments on this figure. It should also be mentioned that the sliding elements and spring shoes 322 are guided in a sliding shell 530 in order to minimize the friction occurring in the torsion vibration damper in the case of relative rotations between the coupling hub 34 and the torque transmission member 60 . Instead of the flex plate 332 , a carrier arrangement 434 is screwed onto the crankshaft, which carries the rotor arrangement 430 of an electric machine 400 . The electric machine 400 corresponds to the electric machine 400 of FIG. 4, if it is disregarded that, according to FIG. 6, the torsional vibration damper 300 is not integrated with the electric machine, but rather is integrated in the double clutch 12 . The carrier arrangement 434 therefore only fulfills a double function to the extent that it has a coupling flange 334 , which couples to the coupling flange 336 of the coupling hub 34 via toothings. Also in the embodiment of FIG. 6, the torsional vibration damper 300 is arranged radially inside the stator arrangement 418 and partially overlaps axially with it.

It should also be mentioned that an O-ring could be provided at 342 , especially if the welded sealing plate 180 is omitted.

The cover 28 is centered on the transmission by means of dowel pins 532 and is received in a joint between the transmission and the drive unit. The joining gap at 534 is sealed off from the gearbox, so that the receiving space serving as the "outer wet room" is sufficiently sealed off from the drive unit.

The following options should also be pointed out: In the embodiment shown, the sealing washer 180 is welded to the coupling flange 334 . But it could also be clipped. The sliding shell 530 does not necessarily have to be combined with sliding elements and the like; the damping elements, in particular damper springs, can also be accommodated directly in the sliding shell. With regard to the radial shaft sealing ring arranged between the cover 28 and the coupling flange 334 , the diameter was kept very small in the embodiment shown in FIG. 6; this is still inside the crankshaft screws 316 . This minimizes friction losses and wear on the radial shaft sealing ring. As already mentioned, the carrier 434 for the rotor assembly 430 also serves as an output element for coupling the input side of the double clutch, which corresponds to the primary side of the torsional vibration damper. By means of the coupling hub 34 , the drive shaft 26 of the oil pump is coupled to this output element, the torque flow to the pump not running through the torsional vibration damper.

The assembly of the drive system 11 in a drive train can expediently be carried out, for example, in the following manner: the stator arrangement 418 is mounted on the engine block. Then the rotor carrier 434 together with the rotor assembly 430 attached to it is mounted on the crankshaft. Then the sealing plate 28 is brought into position with the radial shaft sealing ring 54 and mounted on the motor. Irrespective of this, the double clutch 12 with the torsional vibration damper 300 integrated therein is mounted as a preassembled unit on the transmission in the transmission bell. Finally, the transmission and the motor are assembled to create the rotational driving connection between the coupling flanges 334 and 336 .

To the torsional vibration damper arrangements of the above Old examples can still be added that it is of course not about "conventional" torsional vibration dampers must act, but that basically all types of torsional vibration dampers  come into consideration, in particular also torsional vibration Dual mass flywheel type damper, especially dual Mass flywheel torsional vibration damper of the planetary gear type, for example of the type known from DE 199 58 813 A1.

FIG. 7 shows an embodiment variant of the drive system 11 of FIG. 5, in which the torsional vibration damper 300 is included in the wet space of the double clutch 12 delimited by the stator carrier 502 . For this purpose, the cover plate 308 of the torsional vibration damper is extended radially inward ver up to the vicinity of a radially inner, axially in the direction of the drive unit to extending collar 505 of the stator carrier 502 , and instead of a seal between the stator carrier and the coupling hub 34 according to the embodiment of FIG . 5 is now a like tung 54 'between the collar 505 and a radially inner collar portion 309 of the cover plate 308 radially inward elongating cover plate portion 311 is provided. The cover plate 308 and the cover plate section 311 can be in one piece or it can be welded together sheets.

As can be seen from FIG. 7, an interior of the torsional vibration damper 300 receiving the damper element arrangement 312 is connected to the bell interior receiving the double clutch 12 , and cooling oil can pass radially outward between the collar 505 and the hub part 302 , so that the damper element arrangement is in operation 312 will be arranged and actuated in an oil bath, so that wear of the components involved and the development of noises are counteracted. The coupling of an interior of the torsional vibration damper to the wet space of the double clutch, which is proposed herewith even in the event that the torsional vibration damper is not structurally integrated into the double clutch (approximately similar to the exemplary embodiment in FIG. 3), is also particularly suitable for torsional vibration dampers of the two-mass Flywheel type of interest, as this can eliminate the need to fill the flywheel with grease with appropriate sealing measures. This enables a simpler and cheaper two-mass flywheel (DMF) to be implemented.

It should also be pointed out that a seal 313 , for example an O-ring, is provided between the cover plate 306 and the coupling end 16 of the output shaft 15 for sealing the combined “wet space” formed by the bell interior and the interior of the torsional vibration damper can.

Referring to FIG. 7, the electrical machine 400 is implemented as an external-rotor electric machine. Fig. 8 shows an embodiment in which the electric machine is designed as an internal rotor electric machine, in which the rotor arrangement 430 is arranged radially within the stator arrangement 418 . The rotor assembly 430 is held by means of a support ring or by means of support elements 500 'on the primary side of the torsion vibration damper 300 formed by the cover plates 306 and 308 . The stator arrangement 418 is held by a stator carrier 502 ′ fixed on the transmission side. The bell interior containing the double clutch 12 is now closed in the direction of the drive unit by a wall 503 , which has no supporting function in relation to the stator arrangement 418 . Otherwise, the wall 503 essentially corresponds to the wall 502 of the exemplary embodiment of FIG. 7, which acts as a stator carrier, and in particular also has the collar 505 , which cooperates with the edge section or collar 309 of the cover plate section 311 via the seal 54 '.

Fig. 9 corresponds with regard to the design of the electric machine and the connection of the rotor assembly 430 to the torsional vibration damper 300 of the embodiment of Fig. 8. The interior of the torsional vibration damper 300 is not connected to the wet area of the double clutch 12 in the construction of Fig. 9; to this extent the embodiment of FIG. 9 corresponds to the embodiment of FIG. 5.

Fig. 10 shows an embodiment of the embodiment of FIG. 6. The double clutch 12 of FIG. 10 is essentially identical to the double clutch of FIG. 6 and has an integrated torsional vibration damper 300 . In contrast to FIG. 6, in which the electric machine 400 is designed as an external rotor machine, in the construction of FIG. 10 the electric machine is designed as an internal rotor machine with a corresponding redesign of the carrier arrangement 434 .

FIG. 11 shows an embodiment variant of the drive system of FIG. 4. According to FIG. 11, the electric machine 400 is designed as an internal rotor machine. The rotor arrangement 430 is held on a carrier arrangement 434 which has the cover plate region 462 of the primary side of the torsional vibration damper. According to FIG. 11, the carrier element 444 attached to the output shaft of the drive unit directly supports the rotor arrangement 430 radially on the outside.

Further details of the double clutches 12 and the drive system according to the various embodiments and in particular differences between the different double clutches are readily apparent to the figures from the person skilled in the art.

Claims (43)

1. Drive system, in particular for integration into a drive train of a motor vehicle, which can transmit a drive force between a drive unit, possibly an internal combustion engine, and driven wheels, comprising:
a multiple coupling device ( 12 ), possibly a double coupling device ( 12 ) which, based on a reference torque flow direction, has an input side ( 34 ; 354 ) possibly assigned to the drive unit and at least two output sides possibly assigned to a transmission of the drive train ( 80 , 84 ) and which can be controlled to transmit torque between the input side on the one hand and a selected one of the output sides on the other hand;
as well as comprehensive:
an electric machine ( 400 ) through which one of the input side assigned component ( 34 ) for rotation about an axis common to the electric machine ( 400 ) and the coupling device ( 12 ) (A) can be driven and / or when the component ( 34 ) rotates about the Axis electrical energy is recoverable, the electric machine comprising a stator arrangement ( 418 ) with a stator interaction area ( 422 ) and a rotor arrangement ( 430 ) with a rotor interaction area ( 432 ); or and
a torsional vibration damper arrangement ( 300 ) which, with respect to the reference torque flow direction, has a primary side ( 306 , 308 ; 448 , 450 , 464 ; 34 , 320 ; 370 ; 354 ) and one against the action of a damper element arrangement ( 312 ) around one of the torsional vibration damper arrangement and the multiple coupling device has common axis (A) with respect to the primary side rotatable secondary side ( 304 ; 480 ; 60 ; 354 ; 62 ), one of the primary side and the secondary side being coupled or couplable with the input side ( 34 ) in the sense of a rotary driving connection or this corresponds. 2. Drive system according to claim 1, characterized in that the drive system ( 11 ) has a drive unit assigned first subsystem ( 330 ; 300 ; 434 , 430 ) and a gearbox assigned tes second subsystem ( 12 ), wherein for the integration of the drive system in a drive train between the Antriebsein unit and the transmission, the transmission with the first subsystem arranged thereon and the drive unit with the second subsystem arranged thereon can be joined together by coupling the two subsystems. 3. Drive system according to claim 2, characterized in that for incorporating the drive system ( 11 ) into a drive train between a drive unit and a transmission, the first subsystem ( 330 ; 300 ; 434 , 430 ) can be mounted on the drive unit and the second subsystem ( 12 ) can be mounted on the gearbox and that the gearbox and the drive unit can then be joined together by coupling the two subsystems. 4. Drive system according to claim 2 or 3, characterized in that the first subsystem has a first coupling element ( 302 ; 334 ) and the second subsystem has a second coupling element ( 34 ), each of which is designed with a driving formation, which is essentially by axial Relative movement in relation to an axis common to the subsystems can be brought into mutual rotary engagement for coupling the two subsystems when the transmission and the drive unit are joined together. 5. Drive system according to claim 4, characterized in that the driving formations are designed as internal teeth and external teeth ( 42 ). 6. Drive system according to one of claims 2 to 5, characterized in that the first subsystem, the torsional vibration damper arrangement ( 300 ) and the second subsystem, the multiple coupling device ( 12 ). 7. Drive system according to one of claims 2 to 5, characterized in that the first subsystem has the electric machine ( 400 ) and the second subsystem has the multiple coupling device ( 12 ). 8. Drive system according to one of claims 2 to 5, characterized records that the first subsystem the stator arrangement and the second subsystem the rotor arrangement and the multiple clutch has facility. 9. Drive system according to one of claims 2 to 5, characterized records that the first subsystem the rotor assembly and the second subsystem, the stator arrangement and the multiple clutch has facility. 10. Drive system according to one of claims 7 to 9, characterized in that the first subsystem comprises the torsional vibration damper arrangement ( 300 ). 11. Drive system according to one of claims 7 to 9, characterized in that the second subsystem comprises the torsional vibration damper arrangement ( 300 ). 12. Drive system according to one of claims 2 to 5, characterized in that the drive system has a coupling arrangement ( 330 ) which serves to couple the drive system with one of the drive unit and the gearbox, one of the two subsystems of the coupling arrangement ( 330 ) or consists of this and the other has the multiple coupling device ( 12 ) and the torsional vibration damper arrangement ( 300 ) and / or the electric machine. 13. Drive system according to claim 12, characterized in that the first subsystem has the coupling arrangement ( 330 ) or consists of this. 14. Drive system according to one of claims 2 to 13, that little At least one of the subsystems as a pre-assembled unit on the drive unit or the gearbox can be installed. 15. Drive system according to one of claims 1 to 14, characterized in that the rotor interaction area ( 432 ) is coupled or couplable by a carrier arrangement ( 434 ) for common rotation with the component ( 34 ) assigned to the input side. 16. Drive system according to one of claims 1 to 15, characterized in that the multiple clutch device ( 12 ) one of a first transmission input shaft ( 22 ) of a transmission of the drive train assigned to the first clutch arrangement ( 64 ) and one of a second transmission input shaft ( 24 ) Gearbox assigned second clutch arrangement ( 72 ) for torque transmission between the drive unit and the gearbox, preferably at least one of the gearbox input shafts being designed as a hollow shaft ( 22 , 24 ) and one ( 22 ) of the gearbox input shafts by the other gearbox designed as a hollow shaft input shaft ( 24 ) runs. 17. Drive system according to claim 16, characterized in that the clutch arrangements are designed as multi-plate clutch arrangements ( 64 , 72 ), of which preferably a radially outer clutch arrangement ( 64 ) encloses a radially inner clutch arrangement ( 72 ) in a ring-like manner. 18. Drive system according to one of claims 15 to 17, characterized in that the multiple coupling device comprises a serving as the input side or associated with this clutch device hub ( 34 ), the driving formation, possibly external toothing ( 42 ), for coupling the torsional vibration damper arrangement ( 300 ) or for coupling an output element ( 330 ) of the drive unit and / or a coupling element ( 434 ) of the electric machine ( 400 ) or / and which has a driving form, possibly internal toothing, for coupling an operating fluid pump arranged on the transmission side, possibly an oil pump, has a pump drive shaft ( 26 ). 19. Drive system according to one of claims 1 to 18, that the drive system has at least one component which is functionally and / or structurally and / and at least in certain areas spatially in at least two of the multiple coupling device ( 12 ), the torsional vibration damper arrangement ( 300 ), if present, and the electric machine ( 400 ), if present, is integrated. 20. Drive system according to claim 15 and 19, characterized in that the carrier arrangement ( 434 ) forms at least part of the primary side or the secondary side. 21. Drive system according to claim 20, characterized in that the carrier arrangement ( 434 ) forms a part of the force support of the damper element arrangement ( 312 ) serving part ( 448 , 450 ) of the primary side or the secondary side. 22. Drive system according to claim 20 or 21, characterized in that one side, preferably the primary side, of the primary side and the secondary side has two force support regions ( 448 , 466 ), which are at least partially axially spaced from one another and, if desired, are designed as cover disc regions. and that the carrier arrangement ( 434 ) forms at least one ( 448 ) of the force support regions. 23. Drive system according to claim 22, characterized in that, from the primary side and the secondary side, the other side has a central disk element ( 480 ) engaging axially between the two force support regions ( 448 , 466 ) of the one side. 24. Drive system according to one of claims 20 to 23, characterized in that the carrier arrangement ( 434 ) with its at least part of the primary side or secondary side forming region ( 448 , 450 ) substantially radially within the stator arrangement ( 418 ) or / and the rotor arrangement ( 430 ) lies and preferably axially overlaps it at least in some areas. 25. Drive system according to one of claims 20 to 24, characterized in that the multiple coupling device ( 12 ) is arranged axially adjacent to a subsystem of the drive system ( 11 ) having the electric machine ( 400 ) and the torsional vibration damper arrangement ( 300 ) and is preferably extends over approximately the same or a smaller radial area as this subsystem. 26. Drive system according to one of claims 20 to 23, characterized in that the multiple coupling device ( 12 ) is located radially inside the stator arrangement ( 418 ) and / or the rotor arrangement ( 430 ) and preferably overlaps axially with it at least in regions. 27. Drive system according to claim 26, characterized in that the torsional vibration damper arrangement ( 300 ) is arranged axially adjacent to a subsystem of the drive system ( 11 ) which has the multiple coupling device ( 12 ) and the stator arrangement ( 418 ) and possibly the rotor arrangement ( 430 ) is and preferably extends over about the same or a smaller radial area as this subsystem. 28. Drive system according to claim 26 or 27, characterized in that a stator arrangement ( 418 ) holding stator support arrangement ( 502 ) forms a wall or a wall section of a multiple coupling device ( 12 ) receiving space ( 18 ), which in the case a wet-running multiple coupling device is preferably sealed. 29. Drive system according to claim 21 and according to one of claims 26 to 28, characterized in that the rotor arrangement ( 430 ) is held on at least one support element ( 500 ) which is located radially outside of the damper element arrangement of the portion serving for the power support ( 306 , 308 ) of the primary side ( 306 , 308 ) or secondary side extends essentially in the axial direction. 30. Drive system according to one of claims 1 to 29, in any case according to claim 19, characterized in that the multiple coupling device ( 12 ) is a wet-running coupling device and the torsional vibration damper arrangement ( 300 ) is arranged in a wet room ( 356 ) of the multiple coupling device , 31. Drive system according to claim 29 or 30, characterized in that the torsional vibration damper arrangement in at least one torque transmission path between the input side, possibly the coupling device hub ( 34 ), and at least one of the output sides ( 80 , 84 ) of the multiple coupling device ( 12 ) is integrated. 32. Drive system according to claim 31, characterized in that the torsional vibration damper arrangement ( 300 ) is integrated in a torque transmission path section which is both part of a first torque transmission path between the input side ( 34 ) and a first ( 80 ) of the output sides and part of a second torque transmission path between the input side ( 34 ) and a second one ( 80 ) of the output sides. 33. Drive system according to claim 32, characterized in that the torsional vibration damper arrangement ( 300 ) indirectly or directly between an input part serving as the input side, possibly comprising a / the clutch device hub ( 34 ), and a plate carrier, optionally outer plate carrier ( 62 ) Multiple clutch device acts, which preferably belongs to one / the radially outer multi-plate clutch arrangement ( 64 ) of the multiple clutch device. 34. Drive system according to claim 33, characterized in that the torsional vibration damper arrangement ( 300 ) acts between the clutch device hub ( 34 ) and at least one on the plate carrier rotatably arranged, relative to the clutch device hub ( 34 ) rotatable torque transmission member ( 60 ), which preferably acts from the radial area the clutch directional hub extends to a disk carrier section ( 363 ) of the disk carrier. 35. Drive system according to claim 33 or 34, characterized in that the input part ( 34 ) or a non-rotatably fixed, preferably disc-shaped coupling part ( 320 ) forms a part of the primary side serving the Kraftab support of the damper element arrangement ( 312 ) or / and that preferably at least be disk-shaped torque transmission member ( 60 ) serving to support the damper element arrangement ( 312 ) forms part of the secondary side. 36. Drive system according to claim 35, characterized in that damper elements of the damper element arrangement ( 312 ) and / or associated guide elements ( 322 ) on the torque transmission member ( 60 ) are guided in the circumferential direction and / or are supported in the axial and / or radial direction. 37. Drive system according to claim 36, characterized in that the damper elements or sliding elements are guided or supported on at least one guide section ( 324 ) of the torque transmission member ( 60 ) which runs obliquely in the radial and axial directions, the damper elements or sliding elements preferably additionally are guided or supported on a plurality of tongues ( 326 ) which are adjacent to the guide sections in the circumferential direction and are defined in the torque transmission member and are pressed out of the latter and which run obliquely in the radial and axial directions opposite to the course of the guide sections. 38. Drive system according to one of claims 35 to 37, characterized in that the torque transmission member ( 60 ) with its at least part of the area forming the secondary side and optionally with its at least one guide section ( 324 ) substantially radially inside the stator arrangement ( 418 ) or / and the rotor arrangement ( 430 ) is located and preferably axially overlaps it at least in some areas. 39. Drive system according to one of claims 34 to 38, characterized in that the damper element arrangement ( 312 ) of the torsional vibration damper arrangement ( 300 ) in the radial region egg ner / the radially inner multi-plate clutch arrangement ( 72 ) of the multiple clutch device ( 12 ) is arranged. 40. Drive system according to one of claims 1 to 39, characterized ge indicates that the electric machine is of the external rotor type. 41. Drive system according to one of claims 1 to 39, characterized ge indicates that the electric machine is of the internal rotor type. 42. Drive system according to one of claims 1 to 41 thereby ge indicates an interior of the torsional vibration damper arrangement on a wet room of the multiple coupling device is connected or connectable to operating medium from there to recieve. 43. Drive train for a motor vehicle, comprising a drive unit, if desired, designed as an internal combustion engine, a transmission and a drive system ( 11 ) arranged between the drive unit and the transmission or a multiple clutch device ( 12 ) arranged between the drive unit and the transmission one of claims 1 to 42.