DE102018119193A1 - Clutch disc with a rotation axis for a friction clutch - Google Patents

Abstract

The invention relates to a clutch disc (1) with an axis of rotation (2) for a friction clutch (3), comprising at least the following components: - a carrier disc (4) with a radial extension, which is designed to rotate at high rotational speeds; and - a hub center (5) which has a receiving cone (7) for receiving a corresponding counter cone (8) of the hub (6) for frictionally connecting the carrier disc (4) to a hub (6), the hub (6) for The clutch disc (1) is primarily characterized in that the hub center (5) and the carrier disc (4) are formed separately from one another and are connected to one another in a form-fitting manner to transmit torque in the assembly Clutch disc is inexpensive to manufacture and yet adaptable to individual customer requirements.

Description

The invention relates to a clutch disc with a rotation axis for a friction clutch, a friction clutch with such a clutch disc, a drive train with such a friction clutch, and a motor vehicle with such a drive train.

Clutch disks for a friction clutch are known from the prior art, in which a carrier disk is connected to a hub in a torque-transmitting manner in a frictionally transmitting manner via a receiving cone with a corresponding conical friction element. This hub is set up, for example, for connecting to a gear shaft and the clutch disc is designed as a friction disc, the friction disc being part of a friction set, set up for releasable frictional torque transmission with an output shaft. Such a clutch disc comprises, for example, an integrated damper unit, the carrier disc comprising friction linings and being rotatable relative to the hub by a predetermined angle of rotation. Furthermore, the clutch disc comprises a damper disc connected via damper elements, the damper disc being connected to the hub in a torque-resistant manner. The damper disc is therefore relatively rotatable relative to the carrier disc for damping by the same angle of rotation.

It has surprisingly been found that the carrier disk or the entire clutch disk is identical for many applications or can be designed to a very high degree in terms of manufacture, while customer-specific hub designs are necessary. In currently known embodiments of such a clutch disc, however, the hub is a component which must be installed at an early stage during assembly during the manufacture of the clutch disc. This results from the fact that the hub must be held axially between the carrier disk and a counter disk and therefore cannot be inserted subsequently. It is therefore necessary to have a dedicated production line for the customer-specific hub alone.

Proceeding from this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features according to the invention result from the independent claims, for which advantageous configurations are shown in the dependent claims. The features of the claims can be combined in any technically sensible manner, the explanations from the following description and features from the figures, which include additional embodiments of the invention, being able to be used for this purpose.

• - eine Trägerscheibe mit einer radialen Erstreckung, welche zum Rotieren bei hohen Rotationsgeschwindigkeiten ausgebildet ist; und
• - ein Nabenzentrum, welches zum reibschlüssigen Verbinden der Trägerscheibe mit einer Nabe einen Aufnahmekonus zum Aufnehmen eines korrespondierenden Gegenkonus der Nabe aufweist, wobei die Nabe zum drehmomentsteifen Verbinden mit einer Welle eingerichtet ist.

The invention relates to a clutch disc with an axis of rotation for a friction clutch, comprising at least the following components:

• - A carrier disc with a radial extension, which is designed to rotate at high speeds of rotation; and
• - A hub center, which has a receiving cone for receiving a corresponding mating cone of the hub for frictionally connecting the carrier disk to a hub, the hub being set up for torque-rigid connection to a shaft.

The clutch disc is primarily characterized in that the hub center and the carrier disc are formed separately from one another and are connected to one another in a form-fitting manner in a torque-transmitting manner when assembled.

In the following, reference is made to the mentioned axis of rotation if the axial direction, radial direction or the circumferential direction and corresponding terms are used without explicitly indicating otherwise. Unless explicitly stated otherwise, ordinal numbers used in the preceding and subsequent description serve only to clearly distinguish them and do not reflect the order or ranking of the components identified. An ordinal number greater than one does not necessarily mean that another such component must be present.

The clutch disc proposed here is set up as a rotating component of a friction clutch, for example as part of a friction pack. The carrier disk is designed to rotate at high rotational speeds, which is, for example, identical to the speed of an output shaft, for example a crankshaft of an internal combustion engine or a rotor shaft of an electrical machine, for example up to 6,000 rpm [six thousand revolutions per minute] or even up to 14,000 rpm. minute

The hub center is set up for frictionally connecting the carrier disk to the hub and thus corresponds to its function according to a conventional friction element, which, however, forms part of the hub in a conventionally positively connected manner. Conventionally, therefore, the carrier disc has a cone, which is formed in one piece, and thus the carrier disc itself is in frictional contact with a conventional friction element of the connected hub. The conical and frictional connection is here proposed clutch disc but formed by a separate element, namely the hub center, which is positively connected to the carrier disc. The receiving cone is therefore a separate component from the carrier disk.

In a first embodiment, the hub center can be individually exchanged in a standard production line, adapted to the specific requirements, for example with a desired overlap length of the cone surface, a cone angle and a cone diameter. Otherwise, the hub center for the positive connection to a carrier disk can preferably be connected in accordance with a standard, so that the carrier disk and the other components of the clutch disk are always the same, and preferably the other components of the clutch disk can be designed conventionally.

Regardless of the customization of the hub center, the advantage is also achieved that the hub itself no longer has to comprise friction elements, but can be frictionally connected to the counter cone in direct contact with the hub center.

The positive connection in the circumferential direction for torque transmission between the hub center and the carrier disk is formed, for example, by means of a toothing. In addition, an axial positive connection and / or non-positive connection is particularly preferably formed, preferably by means of a click lock. Alternatively, an axial securing between the hub center and the carrier disk is formed integrally or purely non-positively.

According to an advantageous embodiment of the clutch disc, the clutch disc can be preassembled without a hub.

In this advantageous embodiment, the hub center is designed in such a way that the clutch disc can be preassembled without a hub, and thus the clutch disc can be manufactured on a standard production line despite different customer requirements for the design of the hub. The hub center can also be particularly preferably connected as the last component, for example, to the carrier disk, so that the clutch disk can be preassembled overall without the hub center being mounted.

In a preferred embodiment, the clutch disc is a structural unit which can be mounted in a friction clutch before or after the connection to the hub and which, particularly preferably, remains in this preassembled state without further securing elements, that is to say is at least secured against falling apart. Particularly preferably, the clutch disc with the hub and hub center as the last added components can be assembled as a finished structural unit.

In a preferred embodiment, the carrier disk has a (first) inner diameter which is larger than an outer diameter of a hub. The carrier disk thus has such a large (first) inner diameter that a hub can be axially passed through the carrier disk, that is to say it can be inserted into the preassembled clutch disk on the rear side and axially against a stop of a counter disk. The (first) inside diameter of the carrier disk corresponds, for example, to the (second) inside diameter of a damper disk (compare description below), or is larger than the latter (second) inside diameter.

According to an advantageous embodiment of the clutch disk, the clutch disk is a friction disk with at least one friction lining and comprises a damper disk with a damper unit.

In this embodiment, the clutch disc is designed as a friction disc for use in a friction pack, preferably as the only friction disc between a counter plate and a pressure plate, the clutch disc comprising at least one friction lining. For example, a friction lining is arranged axially on both sides of the carrier disk, so that the clutch disk can be pressed between a counter plate and a pressure plate or an intermediate plate of the friction clutch for the releasable frictional transmission of a torque.

Furthermore, the clutch disc comprises a damper disc with a damper unit, the damper unit being connectable to the hub in a torque-rigid manner by means of the damper disc. For this purpose, the damper disk preferably has a radially inner toothing, which can be connected with a corresponding counter-toothing, for example a spline toothing, of a hub in a torque-resistant manner. The customer requirements mostly concern only the design of the connection type or connection form of the hub for connection to a shaft, for example an internal toothing for a spline. Furthermore, an individually shaped, ie non-standard, cone pairing comprising the receiving cone and the counter cone may be desired by the customer. The design of the external toothing for connection to the damper disc, however, is usually left to the manufacturer of the clutch disc and is therefore often identical for different customers, i.e. according to an (internal) standard.

Have the hub with its counter cone and the hub center with its mounting cone the task of centering the carrier disk to the axis of rotation and at the same time making the necessary angle of rotation for the function of the damper unit freely movable.

• - zumindest ein Federelement;
• - eine Belagfederung; und
• - eine Axialfeder.

According to an advantageous embodiment of the clutch disc, the clutch disc further comprises at least one of the following components:

• - at least one spring element;
• - a pad suspension; and
• - an axial spring.

The spring element proposed here is, for example, part of a damper unit, for example as a helical compression spring. Furthermore, for example, a spring element is designed as a lamella-like component between the carrier disk and a friction lining, so that an axial relative movement between the friction lining and the carrier disk is made possible. Preferably, a spring element is provided as an axial spring for axially fixing the hub, which is provided between a counter disc and the hub, for example as a plate spring, the counter disc being axially fixed, for example riveted, to the carrier disc.

The pad suspension is arranged, for example, between at least one of the friction linings and the carrier disk or a component of the carrier disk, for example a spring tab riveted to the carrier disk, for example as an annular wave spring.

In one embodiment, a hysteresis damper is also provided, which is arranged, for example, between the damper disc and a damper disc of a centrifugal pendulum. The hysteresis damper is designed in the manner of a slip clutch with a spring element, for example a plate spring, and enables relative slipping between the absorber disk and the hub and / or the damper disk of the damper unit of the clutch disk.

• - eine Eingangsseite;
• - eine Ausgangsseite;
• - ein Reibpaket, umfassend eine Anpressplatte und zumindest eine Kupplungsscheibe nach einer Ausführungsform gemäß der obigen Beschreibung, wobei mittels eines axialen Verpressens des Reibpakets ein Drehmoment reibschlüssig übertragbar ist,

wobei die Eingangsseite und die Ausgangsseite mittels des Reibpakets lösbar drehmomentübertragend verbunden sind.According to a further aspect, a friction clutch for a drive train is proposed, comprising at least the following components:

• - an entry page;
• - an exit side;
• a friction pack, comprising a pressure plate and at least one clutch disk according to an embodiment as described above, wherein a torque can be transmitted in a frictionally locking manner by means of an axial pressing of the friction pack,

wherein the input side and the output side are releasably connected in a torque-transmitting manner by means of the friction pack.

The friction clutch is set up to releasably transmit a torque from an output shaft to a consumer and vice versa. This is generally achieved via the (at least one) friction pack, which according to one embodiment has an axially displaceable pressure plate, which is generally rotationally fixed with the output shaft and which can be pressed against at least one corresponding friction disk. As a result of a contact pressure, a friction force results across the friction surface, which multiplied by the average radius of the friction surface results in a transmissible torque. The output shaft, which in most cases forms the torque source for the main operating state, for example accelerating the vehicle in a motor vehicle, forms the input side of the friction clutch. A shaft downstream of this torque flow direction, for example a transmission input shaft, forms the output side of the friction clutch. Nevertheless, a reverse torque flow can also be transmitted via the friction clutch (detachable). In many cases, the input side is at least indirectly connected to an output shaft or is formed in one piece, and the output side is connected to a consumer at least indirectly.

In a preferred embodiment, the output side is permanently connected to a manual transmission. The manual transmission is set up so that a different transmission ratio of the torque can be set. A shifting of the gearbox, for example a change of the gear ratio, is preferably only possible in the open state of the friction clutch, that is, with the friction pack separated, so that no opposing torques are applied to the gearbox during a shifting operation.

The friction pack has, for example, a normally closed configuration. This means that if there is no actuation by means of the actuating device, the friction pack is pressed in such a way, for example by means of a plate spring, that a torque can be transmitted. Only when actuated from the outside is the friction pack separated, that is to say the friction surfaces are spaced apart from one another or the contact pressure is reduced to such an extent that no more torque or only a sufficiently low drag torque can be transmitted. Alternatively, the friction pack is normally open and is only closed to transmit torque by actively applying external force.

The clutch disc provided here is with identical components of a clutch disc to meet individual customer requirements for the hub customizable. The clutch disk can preferably be preassembled in a standardized production line, and the individualized hub and the hub center can be finally assembled by insertion from the rear through the inner diameter of the carrier disk.

According to a further aspect, a drive train is proposed comprising a drive unit with an output shaft, at least one consumer and a friction clutch according to an embodiment according to the above description, the output shaft being releasably connected to the at least one consumer for torque transmission by means of the friction clutch.

The drive train is set up to transmit a torque provided by a drive unit, for example an energy conversion machine, preferably an internal combustion engine or an electric drive machine, and output via its output shaft for at least one consumer so that it can be switched on and off. An exemplary consumer is at least one drive wheel of a motor vehicle and / or an electrical generator for providing electrical energy. Conversely, it is also possible to absorb an inertia energy introduced by a drive wheel, for example. The at least one drive wheel then forms the drive unit, the inertial energy of which can be transferred by means of the friction clutch to an electrical generator for recuperation, that is to say for the electrical storage of the braking energy, with an appropriately configured drive train. Furthermore, in a preferred embodiment, a plurality of drive units are provided which can be operated in series or in parallel or are decoupled from one another by means of the friction clutch, or whose torque can be made available for use in a detachable manner. Examples are hybrid drives from an electric drive machine and internal combustion engine, but also multi-cylinder engines in which individual cylinders (groups) can be activated.

In order to transmit the torque in a targeted manner and / or by means of a manual transmission with different gear ratios or to separate a transmission, the use of the friction clutch described above is particularly advantageous. The clutch disc set up for the friction clutch proposed here enables cost-effective production while at the same time being highly adaptable to individual customer requirements with regard to the hub.

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

Most motor vehicles today have a front-wheel drive and therefore preferably arrange the drive unit, for example an internal combustion engine or an electric drive machine, in front of the driver's cab and transversely to the main direction of travel. The friction clutch proposed here is more competitive than functionally identical friction clutches due to the reduction in the manufacturing costs for preassembling the clutch disc, an existing production line for mounting a conventional clutch disc preferably being able to be used almost without adjustments.

• 1: eine konventionelle Kupplungsscheibe mit konventioneller Verbindung zwischen der Trägerscheibe und der Nabe;
• 2: eine Kupplungsscheibe in Explosionsdarstellung;
• 3: eine Kupplungsscheibe mit montierter Nabe im Nabenzentrum;
• 4: eine rückseitige Ansicht einer Kupplungsscheibe mit Nabenzentrum und Nabe;
• 5: ein Nabenzentrum;
• 6: eine schematische Darstellung einer Reibkupplung; und
• 7: ein Antriebsstrang in einem Kraftfahrzeug mit Reibkupplung.

The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred configurations. The invention is in no way restricted by the purely schematic drawings, it being noted that the drawings are not true to size and are not suitable for defining size relationships. It is shown in

• 1 : a conventional clutch disc with a conventional connection between the carrier disc and the hub;
• 2 : a clutch plate in an exploded view;
• 3 : a clutch disc with mounted hub in the hub center;
• 4 : a rear view of a clutch disc with hub center and hub;
• 5 : a hub center;
• 6 : a schematic representation of a friction clutch; and
• 7 : a drive train in a motor vehicle with a friction clutch.

In 1 is a conventional clutch disc 29 shown in detail in cross section, which has an axis of rotation 2 having. Here is the conventional carrier disc 30 to recognize which, for example, has a friction lining outside the section shown. The conventional carrier disc 30 forms a receiving cone 7 which with a corresponding counter cone 8th is in frictional contact, the counter cone 8th from a conventional friction element 31 is formed, which is form-fitting with a (conventional) hub 6 connected is. A damper disc can also be seen here 10 , which form-fitting, for example via a Internal toothing, with the hub 6 is torque-rigidly connected and via a damper unit 13 , comprising a spring element 14 , here for example an arc spring with the conventional carrier disc 30 is connected damping by a predetermined maximum angle of rotation. There is also an axial securing device 45 comprising an axial spring (here designed as a plate spring) 15 , an axial friction element 44 and one with the conventional carrier disc 30 at least axially, preferably by means of rivets, torque-rigid, fixed counter washer 43 shown over which the hub 6 axially against the receiving cone 7 pressed and thus axially secured.

In 2 is one to the conventional clutch disc 29 similar clutch disc 1 as in 1 shown in a spatial sectional view, here the components of the clutch disc 1 are already assembled and the hub center 5 and the hub 6 (according to an exploded view) have not yet been transferred axially to the final assembly position. The arrangement shown from the hub center 5 , the hub 6 and the other components of the clutch disc 1 also corresponds to the assembly process, namely that the hub 6 can be inserted from left to right as shown and then by clicking the hub center 5 in the carrier disc 4 is axially fixable. This is the inside diameter 47 the carrier disc 4 the same (plus necessary assembly play) or larger than the outside diameter 46 the hub 6 , According to one embodiment, apart from the carrier disk 4 , the hub center 5 and the hub 6 the other components of the clutch disc 1 with the corresponding components of the conventional clutch disc 29 according to 1 identical.

In the present illustration, the hub center 5 by means of snap hooks 32 with the carrier disc 4 connectable, the carrier disc 4 therefore no longer the intake cone 7 trained in one piece, but the receiving cone 7 from the hub center 5 is formed. The hub 6 again has no (conventional) friction element 31 (see 1 ), but forms the counter cone in one piece 8th , Compared to the execution in 1 the assignment of the material is reversed or changed; because the receiving cone 7 integrally exhibits the properties of a conventional friction element 31 on, for example, by the hub center 5 is formed from a plastic. The counter cone 8th the hub 6 however, is made from the material of the hub 6 self-formed, for example steel or aluminum.

This exploded view shows how the damper plate 10 the clutch disc 1 with the hub 6 is positively connected in the circumferential direction and thus torque-stiff, because here the internal toothing can be seen. The clutch disc 1 also includes a damper unit 13 , of which here a spring element designed as a cylindrical helical compression spring 14 can be seen (see also 4 ). Furthermore, the hub is axially secured 6 an axial friction element 44 and a counter disc 43 shown, which together with an axial spring, not shown 15 , for example a disc spring as in 1 shown an axial securing device 45 for the hub 6 form. From the representation in 2 it can be seen that the clutch disc 1 without hub 6 and also without a hub center 5 can be pre-assembled as a structural unit and is also secured against falling apart or is already axially fixed, for example by means of a corresponding riveting.

In 3 is now the same section in the same sectional view as in 2 the clutch disc 1 shown, with the hub center 5 with its snap hooks 32 with the carrier disc 4 is positively connected, in the circumferential direction and here also in the axial direction. Be noted that the snap hook 32 is a preferred embodiment, which is particularly space-saving and low-mass executable. Alternatively, the hub center 5 for example riveted or cohesively with the carrier disc 4 connected. The intake cone 7 of the hub center 5 and the counter cone 8th the hub 6 are now brought into frictional contact with each other by (through the back) through the carrier disc 4 into the clutch disc 1 have been introduced. The hub 6 is from the axial securing device 45 axially against the hub center 5 held and thus the clutch disc 1 together with the hub 6 a pre-assembled unit. The toothing of the damper disc 10 is now with the hub 6 connected positively in the circumferential direction and thus torque-rigid.

4 shows the rear of the clutch disc in a spatial view 1 with, at least at the hub center 5 , same structure as in 2 respectively 3 shown. The clutch disc shown here 1 has a first friction lining on the outer circumference 11 and a second friction lining arranged on the front 12 on, the first friction lining 11 for example (as in 6 shown) for contact with a pressure plate 20 and the second friction lining 12 for frictional contact with a counter plate 42 is set up. In this special embodiment, the friction linings 11 and 12 with the carrier disc 4 torque transmitting connected by the friction linings 11 and 12 by means of a plurality of with tab rivets 35 riveted friction pads 34 with the carrier disc 4 connected, so that a resilient relative movement of the friction linings 11 and 12 to the carrier disc 4 in is achieved in the axial direction and / or in the circumferential direction. The spring elements 14 the damper unit 13 are clearly visible here symmetrically about the axis of rotation 2 arranged and connect the carrier disc 4 springy and, as a result, damping with the damper disc behind 10 , The carrier disc 4 is to the hub 6 alone frictionally by means of the hub center 5 centered and along the length of a spring travel of the spring elements 14 relative to the hub 6 can be rotated.

The first friction lining optionally has 11 and preferably also the second friction lining 12 a pad suspension 33 on which here through the openings of the friction lining 11 can be seen through and with which the friction lining 11 , and preferably also the friction lining 12 is connected, for example glued. This pad suspension 33 preferably also forms a first friction lining composed of individual elements 11 , and preferably also second friction lining 12 , ring element holding together so that the first friction lining 11 , preferably together with the second friction lining 12 , as a single component with the friction lining plates 34 is connectable.

In 5 is a hub center in spatial view 5 shown, here the snap hooks 32 and the receiving cone 7 are clearly visible. The hub center shown here 5 is inexpensive to manufacture as an injection molded component, for example from a thermoplastic elastomer (often abbreviated to TPE) or from a polyamide with good self-lubricating properties. For different properties of the snap hooks 32 or the torque-transmitting positive locking elements and the receiving cone 7 is the hub center 5 can be produced, for example, using a multi-component injection molding process with regionally different plastics or plastic compositions.

In 6 is a friction clutch 3 shown in a simplified schematic section, in which a shaft 9 , here for example the exit page 18 , with a clutch disc 1 is connected rigidly. The clutch disc 1 is axial between a pressure plate 20 and a counter plate 42 arranged, which can be pressed axially against each other, so that a friction pack 23 is formed. There is a disc spring for pressing 36 axially on a rotating clutch cover 38 , which here, for example, the entry page 17 forms. The disc spring 36 , also known as a diaphragm spring, is via a stepped bolt 37 and a bearing wire 40 on the clutch cover 38 stored against the pressure plate 20 biased.

Here is the friction clutch 3 (optional) self-adjusting, whereby on a rear ramp of the pressure plate 20 an adjustment ring 41 with a corresponding counter ramp between the plate spring 36 and the pressure plate 20 is arranged so that due to twisting of the adjusting ring 41 around the axis of rotation 2 an axial distance between the plate spring 41 , or their force transmission line, and the pressure plate 20 is adjustable depending on wear. The adjustment movement of the adjustment ring is triggered or actuated 41 from the sensing spring 39 which is an increased tilting movement or a lifting off the bearing wire 40 the disc spring 36 detected.

The clutch disc 1 has a carrier disc 4 on which the first friction lining 11 and the second friction lining 12 are axially fixed. The carrier disc 4 is by means of the hub center 5 relatively rotatable frictionally to the hub 6 over the receiving cone 7 of the hub center 5 and the corresponding counter cone 8th the hub 6 centered. The damper disc 10 is by means of a spring element 14 a damper 13 with the carrier disc 4 connected to transmit torque. The damper disc 10 is form-fitting with the hub 6 torque-rigid connected. The hub 6 again is with the wave 9 positively connected torque-rigid. The representation of the axial fixation of the hub 6 relative to the carrier disc 4 is neglected here.

In 7 is a powertrain 16 in a motor vehicle 23 shown schematically, the drive train 16 a drive unit 21 , shown here as a three-cylinder internal combustion engine, an output shaft 22 which at the same time the one with the hub 6 the friction clutch 3 , for example executed as in 6 shown shaft to be connected 9 includes. The drivetrain 20 is torque transmitting with a left drive wheel 24 and a right drive wheel 25 connected, which is not discussed in detail here. The drivetrain 16 is here in the motor vehicle 23 arranged such that the drive unit 21 with its motor axis 28 which is congruent with the axis of rotation 2 the friction clutch 3 is aligned, transverse to the longitudinal axis 27 in front of the driver's cabin 26 of the motor vehicle 23 is arranged.

The clutch disc proposed here is inexpensive to manufacture and still adaptable to individual customer requirements.

LIST OF REFERENCE NUMBERS

1

clutch disc

2

axis of rotation

3

friction clutch

4

carrier disc

5

hub center

6

hub

7

receiving cone

8th

counter-cone

9

wave

10

damper plate

11

first friction lining

12

second friction lining

13

damper unit

14

spring element

15

Hysteresedämpfer

16

powertrain

17

input side

18

output side

19

Reibpaket

20

pressure plate

21

power unit

22

output shaft

23

motor vehicle

24

left drive wheel

25

right drive wheel

26

cab

27

longitudinal axis

28

motor axis

29

conventional clutch disc

30

conventional carrier disc

31

conventional friction element

32

snap hooks

33

lining suspension

34

Reibbelaglasche

35

Laschenniet

36

Belleville spring

37

stepped bolt

38

clutch cover

39

Sensierfeder

40

bearing wire

41

adjusting

42

counterplate

43

counter-disk

44

Axialreibelement

45

axial securing

46

Outside diameter of the hub

47

Inner diameter of the clutch disc

Claims (7)

Coupling disc (1) with an axis of rotation (2) for a friction clutch (3), comprising at least the following components: - a carrier disc (4) with a radial extension, which is designed to rotate at high rotational speeds; and - a hub center (5) which has a receiving cone (7) for receiving a corresponding counter cone (8) of the hub (6) for frictionally connecting the carrier disk (4) to a hub (6), the hub (6) for Torque-rigid connection to a shaft (9) is set up, characterized in that the hub center (5) and the carrier disk (4) are formed separately from one another and are connected to one another in a form-fitting manner in a torque-transmitting manner when assembled. Clutch disc (1) after Claim 1 , The clutch disc (1) can be preassembled without a hub (6). Clutch disc (1) after Claim 1 or 2 The clutch disc (1) is a friction disc with at least one friction lining (11, 12) and comprises a damper disc (10) with a damper unit (13). Clutch disc (1) after Claim 3 , wherein the clutch disc (1) further comprises at least one of the following components: - at least one spring element (14); - a pad suspension (33); and - an axial spring (15). Friction clutch (3) for a drive train (16), comprising at least the following components: - an input side (17); - an exit side (18); - A friction pack (19) comprising a pressure plate (20) and at least one clutch disc (1) according to one of the preceding claims, wherein by means of an axial pressing of the friction pack (19) a torque can be transmitted in a frictionally locking manner, the input side (17) and the Output side (18) are releasably connected in a torque-transmitting manner by means of the friction pack (19). Drive train (16), comprising a drive unit (21) with an output shaft (22), at least one consumer (24, 25) and a friction clutch (3) Claim 5 , wherein the output shaft (22) for torque transmission by means of Friction clutch (3) with the at least one consumer (24, 25) is detachably connected in a torque-transmitting manner. Motor vehicle (23), comprising at least one drive wheel (24, 25), which is driven by a drive train (16) Claim 6 is drivable.

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