CN113039371B

CN113039371B - Clutch plate with damper unit for friction clutch

Info

Publication number: CN113039371B
Application number: CN201980071678.XA
Authority: CN
Inventors: J·马特斯; A·鲁施
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2019-01-09
Filing date: 2019-12-17
Publication date: 2023-01-03
Anticipated expiration: 2039-12-17
Also published as: EP3908764A1; CN113039371A; WO2020143868A1; DE102019100372A1

Abstract

The invention relates to a clutch plate (1) with a damper unit (2) for a friction clutch (3), having at least the following: -a friction plate (4) having a rotational shaft (5) for transmitting a torque of the rotational shaft (5) in a friction fit; -a damper flange (6) for torsional vibrations relative to the friction plate (4); -at least one damper unit (2) connecting the friction plate (4) and the damper flange (6) to each other in a torque-transmitting manner; -a torque transfer connection (7) for transferring torque from the friction plate (4) to a shaft; and-a circumferentially rigid and radially soft friction element (8) for frictional abutment with the friction plate (4) or the damper flange (6). The clutch plate (1) is characterized in that the friction element (8) is axially pressed between the damper flange (6) and the friction plate (4). With the clutch plate proposed herein, a friction element is proposed that is simple and economical to assemble to prevent squeaking noise.

Description

Clutch plate with damper unit for friction clutch

Technical Field

The invention relates to a clutch plate for a friction clutch with a damper unit, a friction clutch with such a clutch plate, a drive train with such a friction clutch and a motor vehicle with such a drive train.

Background

Friction clutches are noisy due to self-excited vibration of the clutch plates when they are in frictional contact with an associated weight. One of the sound phenomena is called "babbling noise" or "babbling" or "squeak noise". This phenomenon is characterized by two natural vibration modes, in which the clutch plates oscillate in two mutually perpendicular directions parallel to the friction plane. These natural forms of oscillation occur when both the (flywheel) mass involved and the stiffness of the torque transmitting components involved are the same. The coupling of these two natural oscillation forms can generate the noise. The masses involved are the clutch plates and associated transmission input shaft, in part due to bending resistance. The stiffness associated is related to the bending stiffness of the transmission input shaft in the dual clutch transmission.

Known measures are to detune the coupling of the two natural oscillation forms, for example to adjust the pad spring stiffness in the relevant region or to change the preload of the counterweight concerned in the region of the friction surface, preferably by means of a pressure plate that is movable in the axial direction.

Another known measure is to change the stiffness in relation to the natural vibration modes, for example by introducing play in the bearings between the two coaxial transmission input shafts arranged in the dual clutch transmission.

In the above-described solutions, a high level of accuracy is required for important individual part parameters, which are not allowed to vary outside a narrow range over the service life. This requires a lot of manufacturing effort. In addition, there is the risk that the selected solution is not sufficiently stable over the service life of the friction clutch, so that undesirable noise can occur over time.

Another approach to solving this problem is based on varying the stiffness involved in the natural vibration form, which involves providing a clutch plate with a defined radial softness according to the prior art. On the one hand, this can be achieved by targeted introduction of radial play between two or more components of the clutch plate. However, this limited radial compliance of the clutch plates can result in other undesirable noise in the torsional vibration damped clutch plates.

For example, a solution is known from E102016208120 A1 (compare fig. 1 to 3). Here, the radially flexible friction disk 24 is firmly connected to the output flange 22 by means of a fastening region 36 and is connected to the input flange 18 by means of a friction ring 34 in a friction-fitting manner or, conversely, is firmly connected to the input flange 18 and is connected to the output flange 22 in a friction-fitting manner. The radial softness of the friction disk 24 is implemented by means of masses arranged radially to one another in one plane, i.e. the (first) mass is designated as a support ring 46, which is arranged between the friction ring 34 (second mass) and the fastening region 36 in the force flow by means of the connected spring elements 38 and 44. To generate the frictional force, the friction ring 34 is pressed axially from the inside into the input flange 18 or into the output flange 22. The axial compression from the inside into the corresponding flange is cumbersome both in terms of manufacture and assembly.

It is therefore an object of the present invention to at least partially overcome the disadvantages known from the prior art. The features according to the invention emerge from the independent claims, advantageous embodiments of which are shown in the dependent claims. The features of the claims can be combined in any technically reasonable way, wherein explanations in the following description and features in the drawings, including additional embodiments of the invention, can also be used for this purpose.

Disclosure of Invention

The invention relates to a clutch plate with a damper unit for a friction clutch, comprising at least the following components:

-a friction plate having a rotating shaft for frictionally transferring torque on the rotating shaft;

a damper flange for torsional vibration relative to the friction plates;

at least one damper unit, which connects the friction plates and the damper flanges to one another in a torque-transmitting manner;

-a torque transfer connection for transferring torque from the friction plates to the shaft; and

a circumferentially rigid and radially soft friction element for frictionally abutting a friction plate or a damper flange.

The clutch plate is primarily characterized in that the friction element is axially pressed between the damper flange and the friction plate.

In the following, unless explicitly required otherwise, when using axial, radial or circumferential directions and corresponding terms, reference is made to the mentioned rotational axis. Ordinals used in the foregoing and subsequent descriptions are used for purposes of clarity of distinction only and do not indicate an order or ranking of designated parts unless explicitly stated otherwise. An ordinal number greater than one does not necessarily imply that another such element is necessarily present.

The clutch plates presented herein may be used as damper clutch plates in friction clutches, for example, also in slip clutches or torque limiters. Such clutch plates are preferably used in partial clutches of a dual clutch.

The friction plate is designed for transmitting a torque on its rotational axis and for this purpose has at least one friction surface, preferably two friction surfaces, wherein the friction surfaces are formed, for example, by a friction lining. By pressing the friction plate with a friction partner, e.g. a pressure plate, preferably a friction plate with two friction surfaces between an axially movable pressure plate and an axially rigid counter plate, typically a flywheel, a torque can be transmitted in a friction fit over the (at least one) friction surface due to the pressing force. The torque is transmitted from the friction linings via the damper unit to the damper flange, wherein the damper flange is connected to the torque transmission connection in a torque-transmitting manner, for example in a toothed manner. The torque transmitting connection is, for example, a hub for connecting a shaft, such as a hub with internal splines.

A torsional vibration movement can be carried out between the damper flange and the friction lining, the angular range of the vibration being able to be realized by the damper unit, and the damper unit as a time-delay memory element counteracts the torsional vibration movement almost completely elastically. The torsional vibration occurs in an angular range in the forward-backward movement in the rotational direction. The damper unit is preferably formed by a helical compression spring, for example with a straight spring axis. Preferably, there are a plurality of such damper units, for example two, three or four damper units, which are arranged in the circumferential direction between the friction lining and the damper flange. The friction plates are therefore designed to be vibratable relative to the torque transmission connection, e.g. the friction plates are only located centrally of the torque transmission connection and/or are axially retained. The friction plates are usually designed in several parts, for example with one or two side plates (also referred to as side plates), a lining spring and one or two circumferentially formed friction linings or a plurality of friction lining elements which are formed separately and separately connected to the friction plates (non-circumferentially formed).

Furthermore, a friction element is provided which is placed against the friction plate in a friction-fit manner, so that in the event of a relative movement between the friction element and the friction plate, an opposing friction torque is generated. The friction element is (technically) designed to be circumferentially rigid. The technically circumferentially rigid element can be close to the ideal circumferential stiffness according to practical feasibility and cost-wise requirements. The friction element extends in the circumferential direction with the damper flange or with the friction lining. Alternatively, the friction element moves along its own rotational speed, e.g. is merely entrained in a friction fit, independently of the damper flange and independently of the friction plate. The friction (e.g. by means of the friction coefficient) is preferably very different on both sides, so that, as a rule, one side is rigid and the other side undergoes relative torsional vibrations.

The friction element thus acts as a hysteresis element, since such friction forces against the relative torsional vibration movements cause dissipative effects on the overall damping behavior. Thus, under normal operating conditions, the friction element is not twisted about the axis of rotation, or is twisted only to a negligible extent.

However, the friction element is designed to be soft, that is to say radially soft, in at least one transverse direction at the same time, so that the friction element can easily follow (radial) loads applied from outside transversely to the axis of rotation. Such radial loads are transmitted from the friction plates to the retaining element, for example in a friction-fit manner. The friction element is, for example, radially flexible, so that the force required for radial deflection corresponds at most to half the circumferential force required for twisting the friction element. Thus, the circumferential stiffness of the friction element is much greater than the radial stiffness.

It is now proposed that the friction element is pressed axially between the damper flange and the friction lining.

In one embodiment, the friction between the retaining element and the friction plate is generated by means of the mounting between the damper flange and the friction plate, for example by means of an axial riveting force. In a preferred embodiment, the compression of the friction element is achieved by means of an (additional) hysteresis device, since it comprises at least one axially acting spring element which is axially supported on the friction plate and/or on the torque transmission connection.

In one embodiment, the component connected for torque transmission is connected radially outside or radially inside a first intermediate mass, which in turn is arranged radially outside or radially inside the friction component, so that a gimbal-compensating movement is possible depending on the natural vibration mode.

In the case of transverse or radial vibrations of the clutch plates or of the torque transmission connection due to bending of the torque transmission connection, the friction elements are entrained in a friction-fit manner and counteract the radial vibrations with their (inert) mass and spring force. This property is superimposed by hysteresis properties, that is to say a rotational movement relative to the friction lining or the damper flange, which generates a frictional force in the circumferential direction. Thus, the friction element integrates two functions, namely a hysteresis effect and a reduction or suppression of squeak (babbling). At the same time, the manufacture and assembly of the clutch plates is simplified.

In an advantageous embodiment of the clutch plate, it is further provided that the friction element comprises a first material plane and a second material plane, wherein the two material planes are connected in a torque-transmitting manner by means of a spring element, preferably a leaf spring.

In this embodiment, the friction element is formed with two material planes which are spaced apart from each other via an axial gap and can be moved relative to each other in a transverse or radial direction. These material planes thus have a main extension in a plane perpendicular to the axis of rotation. The material planes are thus aligned like the other plate elements of the clutch plate, wherein the material planes each have an axial dimension, referred to herein as a depth, which is significantly smaller than the diameter or transverse dimension in the above-mentioned plane.

Two material planes, which are formed to be circumferentially rigid and radially flexible, are connected to one another via a spring element. Particularly preferably, such a spring element is designed in the form of one or more leaf springs (arranged in parallel), which have a main dimension, referred to herein as the length, which is oriented in the circumferential direction or in a direction tangential to a concentric circle of the axis of rotation. For example, the axial dimension, referred to herein as the width, generally corresponds to the depth of the plane of the material. The radial or transverse dimension, referred to herein as the thickness, is designed to be as small as possible in order to achieve, on the one hand, a low transverse stiffness, that is to say a high radial softness, and, on the other hand, a high torque stiffness, that is to say a high circumferential stiffness.

Due to the plurality of material planes and the spring elements, a universal compensating movement between the two material planes and also the friction lining or the damper flange is possible. Thus, the radial extension of such friction elements may be significantly reduced. The additional total axial length due to the two material planes can be compensated at least by omitting the internal axial compression in the friction disks or in the damper flange.

For example, the friction element is made of metal, such as steel, preferably in several parts. In a multi-part embodiment, the individual elements of the friction element are adhesively connected to each other, for example by welding or gluing. In one embodiment, a metal core coated and/or encapsulated with plastic is formed.

In an advantageous embodiment of the clutch plate, it is further provided that the friction element has at least one pressure element, wherein the at least one pressure element frictionally abuts the damper flange or the friction plate,

in this embodiment, the friction element comprises at least one pressure member, preferably a plurality of pressure members. The pressure element is in contact with the friction lining or with the damper flange in a friction-fitting or positive-fitting manner as the sole axial force transmission element of the friction element on the axial side of the friction element opposite the friction surface of the friction element.

In one embodiment, the pressure elements are connected as cantilever beams (with fixed ends) to one of the two material planes, and the free ends are in axial force-transmitting contact with the friction plates or damper flanges. Such a pressure element is designed to be flexible to radial loads, so that it does not hinder or support the radial softness of the friction element. For example, the pressure member is arranged to be placed against a component of the clutch plate for which the friction element may optionally be subjected to no or only a small lateral movement, for example a damper flange of the clutch plate. The pressure member does not hinder the universal avoidance movement due to its flexibility with respect to an axis parallel to the axis of rotation.

On the rear side of the pressure piece, that is to say the side which is connected to the rest of the friction element, a large-area friction surface is preferably formed which is provided for frictional contact with other torque-transmitting components of the clutch plate (for example friction plates). For a large range of friction surfaces, in most or all operating conditions, a large friction force in the radial direction and thus entrainment of the friction element or the associated material plane in the transverse direction is ensured. In one embodiment, a large friction force and thus a hysteresis effect is (optionally) further generated in the circumferential direction.

In an advantageous embodiment of the clutch plate, it is further provided that the first material plane is arranged between the second material plane and the damper flange or the friction lining, that the at least one pressure element is arranged in frictional abutment on the first material plane, and that only the second material plane is connected in a pressure-transmitting manner to the at least one pressure element.

In this embodiment, the at least one pressure element or at least one of the pressure elements protrudes through the first material plane, so that during lateral movement in operation the pressure element does not come into contact with the first material plane or does not come into contact with it in a force-transmitting manner (perpendicularly).

In a preferred embodiment, the fixed end of the pressure piece, which is designed as a cantilever beam, is guided freely to the friction surface formed by the second material plane, that is to say is arranged in an axial dimension which axially overlaps with the depth of the second material plane. This means that the pressure member is long, the transverse resistance is low, and the stresses in the pressure member are low, especially at the fixed end, which transitions to the plane of the second material. Thus, the gimbal compensation movement is not hindered and the pressure member is as thin as possible, e.g. (preferably with an appropriate safety factor added), it is only sufficiently designed to prevent bending due to pressure loads and can thus be made very flexible. Preferably, no torque is transmitted via the pressure member.

In an advantageous embodiment of the clutch plate, it is also provided that the friction element has at least one suspension element which is suspended in a form-fitting manner in the damper flange or in the friction lining and by means of which the friction element is entrained in a form-fitting manner in the circumferential direction.

In this embodiment, a suspension element is also provided, by means of which the friction element is suspended in a form-fitting manner in the damper flange or in the friction lining, so that the friction element is entrained in a form-fitting manner in the direction of rotation and cannot wander in the direction of rotation. Such suspension elements are, for example, projections (axial in the installed case), for example projecting from an end piece of the spring element, preferably at one (free) end of the leaf spring, and are only indirectly connected to the rest of the friction element (e.g. material plane) via the spring element. In this embodiment, torque may be transmitted to the friction element, in particular to the second material plane forming the friction surface, via the spring element.

In an advantageous embodiment of the clutch plate, it is further provided that the friction element is arranged radially inside the at least one damper unit.

In this embodiment, the friction element is designed with a small radial extension and is arranged completely radially within the at least one shock absorber unit. In case the plurality of shock absorber units have a tangential straight extension (e.g. a straight spring axis), the friction element has, for example, parallel sides radially outwards from the shock absorber units. For example, in the case of three symmetrically arranged damper units, the friction elements are designed to be triangular; in the case of four symmetrically arranged damper units, the friction elements are designed as squares. The long sides of the friction elements are arranged parallel to the respective damper units.

Preferably, the spring element is arranged radially outwardly on the friction element. In the embodiment with two material planes, the spring element is preferably arranged radially between the part of the friction element forming the main mass of the material planes and the at least one damper unit.

In an advantageous embodiment of the clutch plate, it is also provided that the friction element is made of plastic, preferably by an injection molding process.

The friction element is made of plastic, for example, using an injection molding process. This way a low production cost can be achieved. In addition, since plastic is elastic compared to other materials, the friction properties of the friction element can be set in a targeted manner, for example by means of additives. In one embodiment, the material properties are regionally different, such as with a multi-component injection molding and/or embedding process of composite reinforcement (e.g., fibers and/or spheres). Preferably, the friction element is made of or regionally comprises polyamide. Particularly preferred is polyamide PA46 or PA66, which is reinforced and has additives for reducing friction, for example PA66CF10TF20 (10% carbon fiber, 20% polytetrafluoroethylene).

In the case of axially longer structures than previously known solutions, it is particularly advantageous to manufacture them from plastic, so that torsional stiffness is achieved compared to metal solutions in which the structure is reinforced with a corresponding material. With the previously known solutions, additional mounting space is not available, since the required additional mounting space would result in an axial enlargement of the clutch plates. Under current competitive circumstances, such axial extension is excluded from the standards for such clutch plates.

Optionally, the friction element is a ceramic component or a component comprising a ceramic.

In an advantageous embodiment of the clutch plate, it is also provided that the friction element is formed in one piece. This reduces the production cost and the assembly effort, and also improves the safety and reliability of the components.

According to a further aspect, a friction clutch for a drive train is proposed, which has at least the following components:

-a clutch plate according to the above embodiment;

-an axially movable pressure plate;

-a reversing plate connectable to the torque input and to which the pressure plate is rotationally fixed; and

-axial force means for exerting a force on the shaft,

wherein the clutch plates between the pressure plate and the counter plate are axially compressed by means of axial force means for detachable friction fit torque transmission between the torque input and the torque transmitting coupling.

Thus, the friction clutch is designed to releasably transfer torque from the output shaft to the consuming end and vice versa. This is typically achieved via a (at least one) friction pack having an axially movable pressure plate which is typically rotationally fixed with the output shaft (e.g. a crankshaft of an internal combustion engine) and which may be pressed against at least one corresponding friction plate. Due to the pressure there is a friction force on the friction surface, which friction force multiplied by the average radius of the friction surface gives the torque that can be transmitted.

For many applications, it is advantageous to use clutch plates with a torsional vibration damping function. Such torsional vibrations are elastically absorbed by the main part, for example by means of the interaction of the helical springs with at least one flywheel (here a damper flange), and are transmitted with a time delay due to the elastic storage of the oscillation energy, and are therefore more uniform. Thus, this part is (almost) non-dissipative and an efficient damping can be achieved. Furthermore, for many applications it is also desirable to provide hysteresis properties, in which a portion of the vibration energy is dissipated by friction. In some applications, the different hysteresis properties depend on the direction of rotation.

The clutch plate proposed herein with a friction element (e.g. a friction plate) according to the above description is particularly advantageous in terms of simple and economical manufacture, assembly and optionally low inertial mass. The friction element also integrates the function of a hysteresis element.

According to a further aspect, a drive train is proposed, having a drive assembly with a drive shaft, at least one consumer end and a friction clutch according to the above-described embodiments, wherein the drive shaft for torque transmission can be detachably connected to the at least one consumer end by means of the friction clutch.

The drive train is arranged to releasably transmit a torque provided by a drive assembly, such as a power converter, preferably an internal combustion engine or an electric drive, and to output via its output shaft, such as a crankshaft, to at least one consumer, i.e. the drive train can be connected or disconnected. An exemplary consuming end is at least one driving wheel of the motor vehicle and/or a generator for providing electrical energy. Conversely, inertial energy may also be received from the drive wheels, for example. The inertial energy of the drive wheels, or in mobile applications of a mobile vehicle with a correspondingly configured drive train, can be transmitted to a generator by means of a friction clutch for recuperation, i.e. for electrical storage of the braking energy. Furthermore, in a preferred embodiment, a plurality of drive assemblies are provided, which can be connected in series or in parallel by means of friction clutches or operated separately from one another, or the torques of which can each be made available releasably. Hybrid drives of an electric motor and an internal combustion engine are exemplified, as well as multi-cylinder engines, in which individual cylinders or groups of cylinders can be activated.

The use of the above-described friction clutch is particularly advantageous for transmitting torque in a targeted manner and/or by means of gearboxes having different gear ratios, or for disengaging a transmission. The clutch plate provided for a friction clutch proposed herein is simple and economical to produce and preferably requires only little installation space by integrating the function of the hysteresis device. In addition, the clutch plates may preferably be designed with a reduced moment of inertia due to the reduced radial dimensions of the friction elements.

According to a further aspect, a motor vehicle is proposed, having at least one drive wheel which can be driven by means of a drive train according to an embodiment as described above.

In many motor vehicles, it is desirable to emit little noise. This is a great challenge because the idle speed is reduced, the available installation space is small and the cost pressure is high. The design of the new system must therefore be cost-effective and not increase the installation space, preferably with reduced installation space. This problem is even more serious for passenger cars of the minibus class and/or (fully) hybrid vehicles classified according to the european union. The functional units used in passenger cars of the small car class are significantly reduced in size compared to passenger cars of the larger car class. However, the available installation space of a small car is much smaller.

Passenger cars are classified into vehicle categories according to, for example, size, price, weight and performance, with this definition changing based on market demand. In the us market, vehicles in the car and mini car categories are classified according to the european union into the sub-compact car category, whereas in the uk market they correspond to the mini car and city car categories, respectively. An example of a Mini-car category is Volkswagen up! Or Renault Twongo. Examples of small car classes are Alfa Romeo Mito, volkswagen Polo, ford Fiesta, or Renault Clio. Among the small-sized vehicles, the fully Hybrid vehicles are known as BMW i3, audi A3 e-tron or Toyota Yaris Hybrid.

The clutch plate arrangement proposed herein for a drive train is simple and economical to produce and preferably requires only little installation space by integrating the function of the hysteresis device. In addition, the clutch plates may preferably be designed with a reduced moment of inertia due to the reduced radial dimension of the friction elements.

Drawings

The invention as described above is explained in detail below on the basis of the related art background and with reference to the associated drawings showing preferred embodiments. The invention is in no way limited by the purely schematic drawings, wherein it should be noted that the drawings are not exact in size and are not suitable for defining proportions. In the drawings, there is shown in the drawings,

FIG. 1: showing a cross-section of a damped clutch plate;

FIG. 2: a perspective view showing the pressure side of the friction element;

FIG. 3: a plan view showing a friction surface of the friction element;

FIG. 4: base:Sub>A cross-sectional viewbase:Sub>A-base:Sub>A of the friction element is shown;

FIG. 5: a cross-sectional view C-C of the friction element is shown;

FIG. 6: a cross-sectional view B-B of the friction element is shown; and

FIG. 7: a drive train in a motor vehicle with a friction clutch is shown.

Detailed Description

In fig. 1, a damper clutch plate 1 is shown, which is axial between an axially displaceable pressure plate 24 (shown on the left) and an axially rigid counter plate 25 of a friction clutch 3 (see fig. 7). The clutch plate 1 comprises a friction plate 4 with a first friction lining 35 (as shown on the left) and a second friction lining 36 (as shown on the right) which are connected in a torque-transmitting manner by means of a pad spring 37 to the first side plate 33 (as shown on the left) about the rotational axis 5, so that when the friction pack formed in this way is compressed, torque can be transmitted in a friction-fit manner from the pressure plate 24 and the counter plate 25 to the first side plate 33. The first side piece 33 is connected to the second side piece 34 in an axially rigid manner, and both side pieces here are optionally (cold-) formed sheet metal. The first side piece 33 and the second side piece 34 are located in the center of the torque transmission connection 7 designed with the (internal) spline 38 as a hub by means of a centering slide ring 44 and are axially retained by means of the centering slide ring 44 and the axial slide ring 43. The

side panels

33, 34 are not directly connected to the torque-transmitting coupling 7 in a torque-transmitting manner. Instead, there is at least one damper unit 2 for the damper flange 6, for example four damper units arranged symmetrically with respect to the axis of rotation 5, each designed as a helical compression spring with a straight spring axis (here a cut damper unit 2, which points out of the plane of the figure), whose torsional vibration equalizes the torque exerted on the friction lining side, which is transmitted to the torque-transmitting connection 7, for example by means of external toothing (the external toothing 39 of which can be seen). Between the first side plate 33 and the damper flange 6 there is press-fitted a friction member 8 which is engaged in friction-fit contact with the first side plate 33 and in pressure-transmitting contact with the damper flange 6 by means of a plurality of pressure pieces (the first pressure piece 18 can be seen). The friction element 8 here has a first material plane 9 and a second material plane 10, which are spaced apart from one another via an axial gap 45. The two

material planes

9, 10 are radially soft-connected to each other by means of at least one spring element (as can be seen here the first spring element 11). The first pressure element 18 is connected in a pressure-transmitting manner to the second material plane 10 and projects axially through the first material plane 9 or past the first material plane 9, so that it rests against the damper flange 6. The friction element 8 here is part of a hysteresis device which has on the other side of the damper flange 6 (as shown on the right in the figure) a hysteresis friction lining 40 which is pressed against the damper flange 6 by means of a hysteresis leaf spring 41 and on an axial leaf spring 42 which axially positions the second side plate 34 and the friction plate 4 towards the torque-transmitting connection 7 by means of an axial slide ring 43, and the friction element 8 is pressed together with the damper flange 8. The friction element 8 is designed to be circumferentially rigid, so that a torque about the rotational axis 5, that is to say a force in the circumferential direction 17, can be transmitted to the friction lining 4 by means of the first side piece 33 in a friction-fitting manner, at least up to a predetermined limit value. At the same time, the friction element 8 is designed to be radially flexible, so that the compensating movement 22 can take place perpendicularly to the axis of rotation 5, i.e. the second material plane 10 (up-down as shown) and indirectly the first material plane 9 (in-out direction as shown in the image plane) can move together with the first side piece 33 relative to the damper flange 6. Preferably, the (first) pressure element 18 is inclined and does not move on the damper flange side. Thus suppressing squeak noise. The friction element 8 is also substantially axially rotatable, while the pressure piece abuts against the (first) side piece 33 and can be arranged on the other side (as shown on the right in the figure) of the damper flange 6.

In fig. 2, the friction element 8 is shown in a perspective view from the side of the pressure pieces 18 to 21 in one embodiment, since it can be used in a clutch disc 1 according to fig. 1 with four damper units 2. The first pressure element 18 and the third pressure element 20 project through the first material plane 9, and the second pressure element 19 and the fourth pressure element 21 project through corresponding openings in the first material plane 9 and extend axially on the first material plane 9 from the second material plane 10, so that the first material plane 9 is not pressed axially against the component and preferably remains free of contact. The first material plane 9 is connected to a first suspension element 15 by means of a second spring element 12 and to a second suspension element 16 by means of a fourth spring element 14, which in the mounted condition as shown in fig. 1 is suspended in the damper flange 6 for entrainment in a torque-transmitting manner. Alternatively, for a different arrangement, the first material plane may be suspended in one of the

side discs

33, 34 by means of the second spring element 19 and the third spring element 20 for entrainment in a torque-transmitting manner, the first material plane 9 being connected to the

suspension elements

15, 16, i.e. to the damper flange 6 according to fig. 1, so that the first material plane 9 can be moved with little resistance relative to the

suspension elements

15, 16 by the compensating movement 22, to the left and right as shown (approximately), for example in the x-direction which is the z-direction relative to the axis of rotation 5. The two

material planes

9 and 10 are connected to each other by means of the first spring element 18 and the third spring element 13 such that the two

material planes

9 and 10 can be moved up and down (approximately) with little resistance to perform the compensating movement 22, for example in the y-direction with the axis of rotation 5 being the z-direction. However, in the circumferential direction 17, in the embodiment according to fig. 1, the friction element 8 is raised to a position sufficient to generate a friction force on the (first) side sheet 33 for the desired hysteresis effect.

In fig. 3, a plan view of the friction element 8 according to fig. 2 is shown from another side than fig. 2. Sections A-A, B-B and C-C of FIGS. 4, 5 and 6 also extend in a similar manner. For a detailed description of the functions and components, reference will be made to the previous description of fig. 1 and 2. It should be noted at this point that the

suspension elements

15, 16 are connected to the first material plane 9, but not to the second material plane, only by means of the associated

spring elements

12 and 14. The first material plane 9 is axially spaced apart from the second material plane 10 by means of an axial gap 45 and is connected only by means of the associated

spring elements

11 and 13.

Fig. 6 shows a possible embodiment of the

pressure elements

19, 21, which project or protrude through the first material plane 9 and axially penetrate into the second material plane 10 before they are connected to the fixed end of the second material plane 10. This means that the

pressure members

19, 21 are axially very long and produce a relatively large radial movement with respect to the free ends, i.e. only a small resistance and internal stress at the fixed ends of the

thrust members

19, 21 when axially inclined. The other two

pressure elements

18, 20 are preferably constructed in the same or similar manner and are connected to the first material plane.

Fig. 7 shows a drive train 23 comprising a drive assembly 28, an output shaft 29, a friction clutch-3, here shown as a three-cylinder internal combustion engine, and schematically shown torque-transmitting connected left and

right drive wheels

31, 32. The drive train 23 here is arranged in a motor vehicle 30, wherein the drive assembly 28 and its motor axis 46 are arranged perpendicular to the longitudinal axis 48 in front of a cab 47. The output shaft 29 forms a torque input 26 for a friction clutch 3 comprising clutch plates 1 which can be pressed by means of an axial force device 27, here schematically shown as a concentric central release device with a leaf spring, which is located between a counter plate 25 connected (here directly) to the output shaft 19 and a pressure plate 24 for transmitting a friction torque to drive

wheels

31, 32.

With the clutch plate proposed herein, a friction element is proposed that is simple and economical to assemble to prevent squeaking noise.

Description of the reference numerals

1 clutch plate 2 damper unit 3 friction clutch 4 friction clutch 5 rotating shaft 6 damper flange 7 torque transmitting coupling 8 friction element 9 first material plane 10 second material plane 11 first spring element 12 second spring element 13 third spring element 14 fourth spring element 15 first suspension element 16 second suspension element 17 circumferential direction 18 first pressure piece 19 second pressure piece 20 third pressure piece 21 fourth pressure piece 22 compensating movement 23 drive train 24 pressure plate 25 counter plate 26 torque input end 27 axial force means 28 drive assembly 29 motor vehicle 31 left drive wheel 32 right drive wheel 33 first side piece 34 second side piece 35 first friction lining 36 second friction lining 37 lining spring 38 external teeth 40 lagging friction lining 41 axial sliding ring 42 axial sliding ring 44 axial gap 46 motor shaft 46 axial gap 46 piston 47 chamber 48 longitudinal axis

Claims

1. A clutch plate (1) with a damper unit (2) for a friction clutch (3), having at least the following:

-a friction plate (4) having a rotational shaft (5) for transmitting a torque on the rotational shaft (5) in a friction fit;

-a damper flange (6) for torsional vibrations relative to the friction plate (4);

-at least one damper unit (2) connecting the friction plate (4) and the damper flange (6) to each other in a torque-transmitting manner;

-a torque transfer connection (7) for transferring torque from the friction plate (4) to a shaft; and

-a circumferentially rigid and radially soft friction element (8) for frictional abutment with the friction plate (4) or the damper flange (6),

it is characterized in that the preparation method is characterized in that,

the friction element (8) is axially pressed between the damper flange (6) and the friction plate (4); the friction element (8) comprises a first material plane (9) and a second material plane (10), wherein the first material plane (9) and the second material plane (10) are connected in a torque-transmitting manner by means of spring elements (11, 12, 13, 14).

2. A clutch plate (1) according to claim 1, characterised in that the spring elements (11, 12, 13, 14) are leaf springs.

3. A clutch plate (1) according to claim 1, characterized in that the friction element (8) has at least one pressure piece (18, 19, 20, 21), wherein the at least one pressure piece (18, 19, 20, 21) is placed on the damper flange (6) or on the friction plate (4), wherein the first material plane (9) is arranged between the second material plane (10) and the damper flange (6) or the friction plate (4) on which the at least one pressure piece (18, 19, 20, 21) is placed, and only the second material plane (10) is connected in a pressure-transmitting manner to the at least one pressure piece (18, 19, 20, 21).

4. A clutch plate (1) according to claim 1, characterized in that the friction element (8) has at least one suspension element (15, 16) which is suspended in a form-fitting manner in the damper flange (6) or in the friction plate (4), and the friction element (8) is entrained in a form-fitting manner in the direction of rotation (17) by means of the suspension element (15, 16).

5. A clutch plate (1) according to any one of claims 1 to 4, characterised in that the friction element (8) is arranged radially inside the at least one damper unit (2).

6. A clutch plate (1) according to any one of claims 1 to 4, characterized in that the friction element (8) is made of plastic.

7. A clutch plate (1) according to claim 6, characterised in that the friction element (8) is manufactured in an injection moulding process.

8. A clutch plate (1) according to claim 6, characterised in that the friction elements (8) are formed in one piece.

9. A friction clutch (3) for a drive train (23), having at least the following components:

-a clutch plate (1) according to any one of claims 1 to 8;

-an axially movable pressure plate (24);

-a counter plate (25) connectable to a torque input (26) and to which the pressure plate (24) is rotationally fixed; and

-axial force means (27),

wherein the clutch plate (1) between the pressure plate (24) and the counter plate (25) is axially compressed by means of the axial force means (27) for detachable friction fit torque transmission between the torque input (26) and the torque transmitting connection (7).

10. Drive train (23) having a drive assembly (28) with an output shaft (29), at least one consumer (31, 32) and a friction clutch (3) according to claim 9, wherein the output shaft (29) for torque transmission is detachably connected to the at least one consumer (31, 32) by means of the friction clutch (3).

11. A motor vehicle (30) having at least one drive wheel (31, 32) driven by means of a drive train (23) according to claim 10.