CN109790877B

CN109790877B - Clutch disc, friction clutch device and power train

Info

Publication number: CN109790877B
Application number: CN201780059226.0A
Authority: CN
Inventors: A·福伊特; S·莱曼
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2016-10-12
Filing date: 2017-09-06
Publication date: 2022-02-18
Anticipated expiration: 2037-09-06
Also published as: WO2018068781A1; DE102016219773B4; CN109790877A; DE102016219773A1; DE112017005152A5

Abstract

A clutch disc for a friction clutch device, as well as the friction clutch device itself and a drive train. The clutch disk (30) comprises a hub (32) for torque-proof connection to a shaft, a friction element (33) for the frictional engagement input of a torque into the clutch disk (30), and a first hub flange (40) and a second hub flange (41), wherein at least the first hub flange (40) is torque-proof connected to the hub (32), wherein the clutch disk (30) has a spring element (50) which mechanically couples the two hub flanges to one another between them, such that the hub flanges are rotationally movable relative to one another, wherein the clutch disk (30) is configured such that the two hub flanges (40, 41) can be laterally offset from one another. With the clutch disk proposed here, lateral or radial deflections or radial movements can be compensated, while at the same time a long service life is ensured due to the reduced friction ratio at the damping springs of the clutch disk.

Description

Clutch disc, friction clutch device and power train

Technical Field

The invention relates to a clutch disk for a friction clutch device, in particular for a dry clutch, and to the friction clutch device itself. The invention further relates to a drivetrain, in particular a drivetrain of a motor vehicle, having a friction clutch device according to the invention.

Background

Clutch disks are known as components of clutches or clutch devices for transmitting torque between a drive machine and a transmission. Such clutch disks are usually coupled centrally to a shaft (e.g., a transmission shaft) and can be acted upon with torque by a correspondingly configured clutch element when the friction linings of the clutch disk arranged on the radial outside are subjected to an axial force.

For the functionality and to ensure a long service life, it is important that the clutch disk, during use and therefore under stress or applied torque, is subjected to as little as possible to the theoretically set loads.

In practice, however, there are cases where the load is partially not in accordance with the theoretical load. Thus, for example, there may be undesirable vibrations and/or deviations of the components from the desired position, which may lead to an unfavorable loading of the clutch disc.

This is exemplarily shown in fig. 1 and 2. Fig. 1 shows a clutch 1, which is provided for coupling a crankshaft 11 of a motor 10 to a transmission shaft 21 of a transmission 20. It can be seen that a lateral offset X is produced here (for example as a result of production) between the crankshaft 11 and the axis of the transmission shaft 21. In a corresponding manner, the clutch 1 and therefore also its clutch disks are unevenly loaded.

Figure 2 shows another situation which leads to an unfavourable loading of the clutch disc. The exact load is shown in the left-hand sub-diagram. It can be seen that the clutch disc 30 arranged between the clutch pressure plates 2 is loaded with a force F substantially parallel to the axis of rotation 31. So that there is no radial load of the clutch disc 30 here. In contrast, it can be seen in the right-hand partial illustration of fig. 2 that the clutch pressure plate 2 no longer acts parallel to the axis on the clutch disk 30, for example also because of manufacturing-related tolerances or also because of wear, but rather causes at least one component of the corresponding force F to act radially on the clutch disk 30. This results in the displacement Y shown. This displacement Y also results in a load which is undesirable and which is hardly compensated by the conventional clutch disc.

Fig. 3 shows a conventional clutch disc, and fig. 4 shows a detail C marked in fig. 3 in an enlarged view. A conventional clutch disk has a hub 32 with a toothing system shown here, which is provided for the torque-proof arrangement of the hub 32 and thus of the entire clutch disk 30 on a shaft, so that the clutch disk 30 can be rotated about the axis of rotation 31 of the shaft.

As can be seen in particular from fig. 4, the clutch disk 30 also has a first hub flange 40 which, on its side facing the hub 32, has a toothing 44 which is substantially complementary to the mating toothing 35 on the hub 32 in order to transmit a torque from the

respective hub flange

40, 41 to the hub 32. The driving disk 80 is engaged on the first hub flange 40 by means of the connecting element 37, and is connected by means of the riveted connection 34 via the friction lining carrier 36 between the driving disk 80 and the friction element 33 engaged thereon. The counter plate 81 is arranged opposite the driving plate 80. Between the first hub flange 40 and the driver plate 80, a plurality of spring elements 50 are arranged, which connect the first hub flange 40 with the driver plate 80 and the counter plate 81 and allow a relative rotational movement between the first hub flange 40 and the driver plate 80 and the counter plate 81, so that the clutch plate 30 acts as a torsional vibration damper. The spring element 40 is guided in the spring guide 51 on the driving disk 80 and the counter disk 81.

Due to the offset shown by way of example in fig. 1 and 2 or due to a displacement, the clutch disk 30 is acted upon by a radially acting force. The resulting tension in the clutch disk 30 leads to increased component loads and increased wear of the clutch disk 30, in particular in the region of the spring guide 51.

DE 102006022054 a1 discloses a clutch disc in which an input part is engaged with a friction lining, the input part being coupled in a rotationally relative movement with an output part via a spring element, the output part being engaged with a hub in a torque-proof manner. The spring element is a helical spring, the longitudinal axis of which is arranged tangentially to the direction of rotation of the clutch disc. The input part is supported radially on a shoulder on the hub by means of an L-shaped component, so that the input part guides the friction linings on a defined path relative to the rotational axis of the hub.

DE 102010035451 a1 discloses a tensioning system for a hub connection, which has a spring element with a toothing which is configured to fit into at least one partial region of an outer toothing of a shaft element of the hub connection with a pressing force in the mounted state of the spring element. In an alternative embodiment, provision is made for the toothing of the spring element to engage in the internal toothing of the hub element of the hub connection. This makes it possible to almost completely eliminate any play that may occur in the hub connection.

DE 102014219255 a1 and DE 102012223751 a1 each show a torsional vibration damper. In DE 102012223751 a1, a torsional vibration damper comprises a damper mass and a damper mass carrier part, wherein the damper mass and the damper mass carrier part can be rotated in a limited manner relative to one another. Between these components, a spring damper arrangement is provided, which has at least one spring and a friction device acting as a function of the angle of torsion. DE 102014219255 a1 discloses a first damper mass and a second damper mass, both of which are arranged so as to be able to twist relative to the carrier element independently of one another.

The torsional vibrations occurring in the clutch disk when it is used can be reduced in an inefficient manner by means of the two torsional vibration dampers.

DE 102015207387.4, which was not published beforehand, discloses a clutch disk for a friction clutch device, in particular for a drive train of a vehicle driven by an internal combustion engine. The clutch disk has a rotational axis, a carrier part and a damper mass which is arranged on the carrier part and acts in the radial direction, and a spring damper arrangement which is arranged between the carrier part and the damper mass. The spring damper device has at least one radial spring having a spring axis arranged radially to the axis of rotation. By means of such a clutch disc, undesirable vibrations or noise can be reduced or avoided. This relates in particular to vibrations occurring in the radial direction. Furthermore, this embodiment of the clutch disc serves to compensate for axial offset on the transmission input shaft.

It can be seen that although various structural solutions are known for compensating axial deflections and for damping or avoiding occurring vibrations. However, there is still a need for clutch discs that are flexible to accommodate other installation operating conditions.

Disclosure of Invention

The object of the present invention is therefore to provide a clutch disk, a friction clutch device having the clutch disk and a drivetrain having the friction clutch device, by means of which manufacturing and/or assembly inaccuracies or tolerances permissible in the process can be compensated for in a simple, reliable and cost-effective manner.

This object is achieved by a clutch disk according to the invention, a friction clutch device according to the invention and a drivetrain according to the invention. In the description, advantageous embodiments of the clutch disk according to the invention are given.

The features of the invention can be combined in any technically meaningful manner, wherein for this purpose reference can also be made to the statements of the following description and to the features of the drawings, which comprise complementary configurations of the invention.

A first aspect of the invention is a clutch disk for a friction clutch, in particular for a dry clutch, having a hub for torque-proof connection to a shaft and having a friction element for the frictional input of torque into the clutch disk. The clutch disk furthermore comprises a first hub flange and a second hub flange, wherein at least the first hub flange and optionally both hub flanges are connected to the hub in a torque-proof manner. This means that, depending on the direction of loading (pulling or pushing), at least one hub flange is connected to the hub in a torque-proof manner.

Furthermore, the clutch disk comprises a spring element which mechanically couples the two hub flanges to one another between them in such a way that the hub flanges can be moved rotationally relative to one another, wherein the clutch disk is configured in such a way that the two hub flanges can be offset laterally or radially from one another.

The clutch disk according to the invention is therefore also configured, like conventional clutch disks, to rotate about an axis of rotation and to couple shafts to one another for the transmission of torque.

The hub flange used is preferably configured such that it has a central opening which is shaped and dimensioned complementarily to the respective hub, so that it can be arranged on the radial outside of the hub substantially rotationally symmetrically relative to this hub. Since the two hub flanges can be offset laterally with respect to each other, the rotational axes of the hub flanges can be displaced radially with respect to each other.

In this way, a radial offset of the shaft coupled to the clutch disk or a displacement of the clutch disk, which is caused by the radial forces occurring when the clutch disk is used, can be compensated in a simple manner. In this case, therefore, an inadmissibly high component load of the clutch disk is prevented. As a result, noise (so-called Eeken) which is generated in the event of a radial offset or radial displacement can also be prevented when the clutch disk has a sufficient radial stiffness, which is essentially determined by the spring constant of the spring element used.

Preferably, both hub flanges are connected to the hub in a torque-proof manner, but are able to move relative to one another in a rotational manner, so that the clutch disk according to the invention can be used as a torsional vibration damper for compensating or damping torsional vibrations.

The two hub flanges are supported on one another, however one of the hub flanges is supported on the clutch hub and the other hub flange is supported on the friction element.

In a preferred embodiment of the clutch disk, a transverse offset of at least 0.5mm, in particular at least 1mm, is provided. This means that the two hub flanges can be embodied with a lateral or radial offset with respect to each other of at least 0.5mm and preferably at least 1mm, wherein such a possible offset is achieved between the different elements of the clutch disc according to the invention.

In a further preferred embodiment, it is provided that the spring element is held exclusively by the hub flange. This causes little friction at the spring guide when lateral deflections occur and also when torsional vibrations occur.

The spring element should preferably be designed as a helical spring and be held at the end by a projection, which is formed on or by the hub flange. For example, a first end face of the spring element is arranged on the first hub flange and a second end face of the spring element is arranged on the second hub flange or on a projection formed there.

In this case, the retaining of the spring element on the hub flange should have a clearance, so that the two hub flanges can move relative to one another in the radial direction. However, it is not absolutely provided here that the play only in the region of the retaining portion of the spring element causes all of the transverse deflections that can be achieved by the clutch disk, but rather a part of the overall transverse deflection can also be achieved between the other components or component connections of the clutch disk according to the invention.

In particular, the retaining of the spring element on the hub flange should be designed in such a way that the radial rigidity of the clutch disk is maintained as constant as possible up to a maximum load torque over a wide operating range.

In order to achieve the desired radial stiffness, the spring elements used should preferably have a spring constant which is determined according to the use and, for example, the noise to be overcome.

In a further advantageous embodiment of the clutch disk according to the invention, two hub flanges are provided spaced apart from one another in the axial direction. This can be achieved, for example, in a simple manner by friction disks arranged between the hub flanges, which also contribute to the friction-reducing guidance of the hub flanges.

Furthermore, elements for the form-locking transmission of torque between the respective hub flange and the hub can be arranged on at least one hub flange, wherein the elements for the form-locking transmission of torque can in particular be toothing, which is provided for fitting into mating toothing of a substantially complementary configuration on the hub.

Furthermore, the clutch disk can have a driving disk and a counter disk, wherein, depending on the load direction (traction or displacement), the first hub flange or the second hub flange is mechanically connected to the composite structure consisting of the driving disk and the counter disk, and the driving disk and the counter disk and the spring elements are shaped and dimensioned such that, in the installed state of the clutch disk, they can displace themselves and/or the hub flanges radially relative to one another.

The engagement of the driving disk and the counter disk to the first hub flange or the second hub flange can be effected depending on the direction of the load (traction or displacement).

In one embodiment of the clutch disk according to the invention, the clutch disk has at least one connecting means, in particular a spacer pin, which mechanically couples the driving disk and the counter disk to one another in such a way that they form a unit.

The elements for the form-locking transmission of torque and the hub are shaped and dimensioned such that they and/or the hub flange can be displaced radially relative to one another in the mounted state of the clutch disk.

In order to achieve radial displaceability, the connecting means are inserted in correspondingly larger holes or larger recesses in the hub flange. In an element for the form-locking transmission of torque, the toothing of the element and the toothing on the hub are dimensioned such that a radial gap exists between them. The dimensions of the driving disk and of the counter disk and of the spring element are such that there is sufficient spacing between them to achieve a radial play.

In this way, a damped clutch disc is provided, which has a low-wear spring guide and the possibility of a radial offset and radial displacement between the radially outer and radially inner friction lining systems of the clutch disc and the radially inner hub. The clutch disk according to the invention is particularly suitable for applications in which radial displacements occur, which, due to manufacturing tolerances or other inaccuracies between the shaft of the motor and the transmission and/or due to radially pressed clutch pressure plates, can lead to impermissible component loads and to undesired noise generation without compensation of offset or displacement being achieved.

In addition, the clutch disk according to the invention can be designed to be separable, in particular by a disengagement position, which enables radial assembly of the clutch disk, in particular, see for example DE102005026417 a 1. In addition or alternatively, the clutch disk can have a wobble damper according to DE 102012223751 a1 and/or a multiple damper according to DE 102014219255 a1 and/or a radial damper according to DE 102015207387.4 or a centrifugal force pendulum.

The disclosures of the documents mentioned here are incorporated by reference in their entirety and in particular in respect of the manner of configuration mentioned.

Another aspect of the invention is a friction clutch device, which is designed in particular for driving a motor vehicle. The friction clutch device comprises at least one clutch disc according to the invention and an axially displaceable pressure plate and counter pressure plate for the frictional transmission of a torque to the clutch disc by an axially applied force of the clutch disc. In particular, the friction clutch device according to the invention can be a component of a dry clutch system.

The friction clutch is arranged for transmitting torque from the driven shaft to the user and vice versa. This is usually achieved by a friction pack having an axially displaceable pressure plate, which is usually connected to the output shaft in a rotationally fixed manner, and which can be pressed against at least one respective friction disk.

The invention is supplemented by a drive train of a motor vehicle having a drive machine (in particular an internal combustion engine), wherein the drive train has a transmission and a friction clutch device according to the invention, wherein the friction clutch device is connected to a shaft, in particular to a shaft of the transmission, in a torque-proof manner with a hub of a clutch disk.

With the clutch disc proposed here, it is possible to compensate for lateral or radial offsets or radial displacements, while ensuring a long life due to the reduced friction ratio at the damping springs of the clutch disc.

Drawings

The above invention is explained in detail below in the related art background with reference to the accompanying drawings showing preferred configurations. The invention is not limited to the figures, which are purely schematic, wherein it should be noted that the embodiments shown in the figures are not limited to the dimensions shown. It shows that:

FIG. 1: the conventional arrangement of the equipment in the drive train,

FIG. 2: the different load conditions of the clutch discs are,

FIG. 3: a cross-sectional view of a conventional clutch disc,

FIG. 4: an enlarged view of a portion of region C of figure 3,

FIG. 5: according to a cross-sectional view of the clutch disc of the present invention,

FIG. 6: an enlarged view of a portion of region D of figure 5,

FIG. 7: half of the cross-sectional view of a clutch disc according to the invention, with or without axial displacement,

FIG. 8: according to a plan view of the clutch disc of the present invention,

FIG. 9: plan view of a clutch disc according to the invention with radial displacement achieved.

Detailed Description

Fig. 1 to 4 have been discussed for illustrating the prior art.

A clutch disc 30 according to the invention is shown in fig. 5 and 6, wherein fig. 6 shows the part region D shown in fig. 5 in an enlarged view.

The structure of the clutch disc 30 according to the present invention is substantially similar to the structure of the conventional clutch disc illustrated in fig. 3 and 4.

The clutch disk according to the invention differs from conventional clutch disks essentially in that the clutch disk according to the invention has, in addition to the first hub flange 40, a second hub flange 41 which is arranged parallel and rotationally symmetrically with respect to the first hub flange 40.

Depending on the load direction (traction or displacement), at least one

hub flange

40, 41 engages on the hub 32, so that a torque can be transmitted from the

hub flange

40, 41 to the hub 32. A spring element 50 is arranged between the first hub flange 40 and the second hub flange 41, so that a relative rotational movement between the two

hub flanges

40, 41 can be carried out.

As explained with reference to the conventional clutch disc, the drive plate 80 is engaged by the connecting element 37, to which the friction lining carrier 36 and the friction element 33 are engaged by the riveted connection 34.

The two

hub flanges

40, 41 together form a torsional vibration damper which can transmit the torque from the friction element 33 via the hub 32 to a transmission shaft, not shown here, which is coupled to the hub 32.

The hub flanges 40, 41 are radially displaceable relative to each other, whereby the clutch disc according to the invention has a radial compensation function, which is achieved by a displacement of the friction lining system relative to the hub.

In order to clarify the offset that can be achieved, the difference between when the two hub flanges have substantially the same radial position and when they are radially displaced relative to one another is shown in two views in fig. 7. The left hand sub-view in figure 7 shows the clutch disc 30 without radial offset or radial displacement. Here, the two

hub flanges

40, 41 are arranged so as to be centered on one another.

As shown in the right-hand sub-diagram of fig. 7, a displacement Y is produced between the

hub flanges

40, 41 if the described radial displacement or the described lateral offset occurs between the rotary shafts to be coupled by the clutch disk. In this case, all components of the clutch disk assigned to the first hub flange 40 (for example the hub 32 and the second friction ring 83) are displaced relative to the second hub flange 41. The components connected to the second hub flange (first friction ring 82, third friction ring 84, driving plate 80, counter plate 81, disk spring 85 and spacer pins 70) are displaced radially together with the second hub flange 41.

In a corresponding manner, fig. 8 and 9 show a clutch disc according to the invention in a top view in the state without radial displacement (fig. 8) and in the state with radial displacement (fig. 9).

In both fig. 8 and 9 it can be seen that the spring element 50 is a helical spring, the longitudinal axis of which is aligned tangentially to the direction of rotation of the clutch disc.

The spring element 50 is held at the end in or by the projections 42 on the first hub flange 40 and on the second hub flange 41 in a form-fitting and/or force-fitting manner.

As can be seen in particular from fig. 9, the two

hub flanges

40, 41 can be arranged to be displaced relative to one another in the radial direction, such that a displacement Y is formed between them.

The spring stiffness of the spring element 50, which is preferably configured as a soft element, has a decisive proportion of the radial stiffness of the entire clutch disk. Due to the elasticity of the spring elements 50, radial tension forces of the

hub flanges

40, 41 inside the clutch disc 30 can be avoided.

Since the spring elements 50 are received only on the

hub flanges

40, 41, a low-wear spring guide 51 is obtained, which contributes significantly to the increased lifetime of the clutch disc. Due to this retention of the spring elements 50 in the

hub flanges

40, 41, the spring elements are completely decoupled from the driver plate 80 and the counter plate 81, so that here the wear occurring in conventional clutch plates is eliminated.

Depending on the direction of the torque acting on the clutch disk, which accordingly effects a traction load or a thrust load of the clutch disk, the two

hub flanges

40, 41 are correspondingly radially offset.

The transverse offset that can be achieved by the clutch disk is not necessarily achieved only by the spring element 50 being held on the

hub flanges

40, 41 or by corresponding gaps at the holding of the spring element on the hub flanges, but rather should preferably be achieved in the region of the pin guide 71 by corresponding gaps and also by the gap 90 between the spring element 50 and the two

disks

80, 81; this is achieved by the gaps 91 between the spring elements 50 and the

hub flanges

40, 41 and by the gaps 92 in the toothing 44 of the respective hub flange. In particular, the last-mentioned gap 92 can be realized by correspondingly dimensioning the recess 43 in the hub flange.

The tensioning force of the

hub flanges

40, 41 and the wear of the spring elements or of the

hub flanges

40, 41 contacting the spring elements are prevented or at least reduced by the mentioned gaps or the mentioned corresponding radial spacing of the components positioned to each other. In a corresponding manner, all other components of the clutch disc according to the invention are configured such that the mentioned gap enables a desired lateral offset of at least 0.5mm, preferably 1 mm.

Accordingly, the present invention provides a damped clutch disc capable of compensating for lateral or radial deflection or radial displacement in addition to its torsional vibration damping characteristics, and having a long life due to a reduced friction ratio at the damping springs of the clutch disc.

List of reference numerals

1 Clutch

2 Clutch pressure plate

10 Motor

11 crankshaft

20 speed variator

21 speed changer shaft

Offset in X lateral direction

Y displacement

Force F

30 clutch disc

31 axis of rotation

32 hub

33 Friction element

34 riveted connection

35 mating teeth

36 Friction lining support

37 connecting element

40 first hub flange

41 second hub flange

42 bump

43 left blank

44 tooth system

50 spring element

51 spring guide

60 friction disk

70 spacing bolt

71 bolt guide

80 driving plate

81 pairing disc

82 first friction ring

83 second friction ring

84 third friction ring

85 disc spring

90 gap between spring element and disc

91 gap between spring element and hub flange

92 gaps in the teeth.

Claims

1. A clutch disc (30) for a friction clutch device, the clutch disc comprising:

a hub (32) for torque-proof connection with a shaft,

-a friction element (33) for frictionally engaging torque input into the clutch disc (30), and

-a first hub flange (40) and a second hub flange (41), wherein at least the first hub flange (40) is torque-proof connected with the hub (32), wherein the clutch disc (30) has a spring element (50) mechanically coupling the two hub flanges to each other between them such that the hub flanges are rotationally movable relative to each other, wherein the clutch disc (30) is configured such that the two hub flanges (40, 41) are laterally displaceable from each other, wherein the rotational axes of the first and second hub flanges are radially displaceable relative to each other.

2. The clutch disc (30) according to claim 1, wherein the lateral offset (X) is at least 0.5 mm.

3. The clutch disc (30) according to any one of claims 1 and 2, wherein the spring element (50) is retained only by the hub flange (40, 41).

4. The clutch disc (30) according to claim 3, wherein the spring element (50) is a helical spring and is held at an end side by a projection (42) of the hub flange (40, 41).

5. The clutch disc (30) according to claim 4, wherein the retention of the spring element (50) is implemented such that the two hub flanges (40, 41) are movable relative to each other in a radial direction.

6. The clutch disc (30) according to claim 1 or 2, wherein the two hub flanges (40, 41) are axially spaced apart from each other.

7. The clutch disc (30) according to claim 1 or 2, wherein the clutch disc (30) further has:

i) elements on at least one of the hub flanges (40, 41) for the form-locking transmission of torque between the respective hub flange (40, 41) and the hub (32),

ii) a driving disk (80) and a counter disk (81), wherein the first hub flange or the second hub flange is mechanically connected to a composite structure consisting of the driving disk and the counter disk, and/or

iii) at least one connecting means which mechanically couples the driving disk (80) and the counter disk (81) to one another.

8. The clutch disc (30) of claim 7,

i) the element for transmitting torque in a form-fitting manner and the hub (32),

ii) the driving disk (80) and the counter disk (81) and

iii) the spring element (50), the connecting means (37) and the disk (80, 81) are shaped and dimensioned such that they themselves and/or the hub flange (40, 41) can be moved radially relative to one another in the mounted state of the clutch disk (30).

9. The clutch disc (30) according to claim 1, wherein the clutch disc (30) is for a dry clutch.

10. The clutch disc (30) according to claim 1, wherein the lateral offset (X) is at least 1 mm.

11. The clutch disc (30) according to claim 7, wherein the elements are teeth (44) for fitting onto mating teeth (35) substantially complementarily configured on the hub (32).

12. The clutch disc (30) according to claim 7, wherein the connection means is a spacer bolt (70).

13. Friction clutch device comprising at least one clutch disc (30) according to at least one of claims 1 to 12, as well as a pressing plate and counter-pressing plate which can be displaced in the axial direction for the frictional transmission of torque.

14. The friction clutch device according to claim 13, wherein the friction clutch device is for a driveline of a motor vehicle.

15. A drive train for a motor vehicle having a drive machine, comprising a transmission (20) and a friction clutch device according to claim 13, wherein the friction clutch device is torque-proof engaged to a shaft by means of a hub (32) of the clutch disk (30).

16. A drivetrain as recited in claim 15, wherein the drivetrain is for a motor vehicle having an internal combustion engine.

17. A drive train according to claim 15, wherein the friction clutch device is torque-proof engaged to a shaft of the transmission (20) by means of a hub (32) of the clutch disc (30).