DE102018119970A1 - Friction clutch with anti-rattle damper - Google Patents

Abstract

The invention relates to a friction clutch (1), comprising at least one torque introduction component (2) and at least one downstream torque output component (3), which are arranged axially displaceable relative to one another and can be connected to transmit torque via at least one torque transmitting device (4), a biasing device (5) being provided said torque relay (4) is operative to force a braking action on said torque relay (4) upon torque transmission from said torque introduction member (2) to said torque relay (4) during rotational movement of said torque relay (4).

Description

The present invention relates to a friction clutch, such as a multi-plate clutch or a multi-plate clutch, wherein use as a brake is considered to be included, with at least one Drehmomenteinleitungsbauteil, such as a clutch disc or a plate carrier, and at least one downstream Drehmomentausleitungsbauteil, such as a clutch disc or a blade which is arranged axially displaceable at least in one operating state and can be connected to transmit torque via at least one torque-transmitting device. The present invention can be used for wet and dry clutches and wet and dry brakes. It follows that the invention therefore also relates to a friction brake.

Clutches, such as friction clutches are already well known from the prior art. For example, the DE 10 2009 042 823 A1 a clutch, in particular a double clutch, for use in a drive train of a vehicle between the drive and transmission, with a drive side arranged fixed bearing, with which the clutch is mounted on a drive housing or on a connected to the drive housing clutch housing.

The WO 2007/095910 A1 discloses a double-acting mechanically actuated automatic wet clutch unit for operation in a fluid-tight housing for a two-input-shaft transmission having a tightly-tolerated clearance between the surfaces of the friction discs, the medial space being between about 0.05 mm and about 0 in an open position , 25 mm. The clutch includes at least a first clutch part and a second clutch part to be actuated independently therefrom, and at least one clutch pack in the first or second clutch part, wherein a mechanical device is provided for sliding the friction wheels against each other in at least one of the clutch parts to engage the friction disks. Further, this document also discloses an apparatus and method for adjusting and maintaining the spaces between the surfaces of the friction discs.

Such clutches of vehicles, which may also be used as brakes, are often subject to vibration, rotational nonuniformity and / or torque changes. In this case, for example, rattling noises or other disruptive noise phenomena can occur in component parts subject to play. Particularly susceptible to this are components that are mounted limited rotatably in the circumferential direction. This applies, for example, to coupling components which are axially displaceable but also simultaneously torque-transferable, for example. By splines, are connected to their neighboring components. This is the case with many clutch plates, clutch plates and connecting shafts. To ensure axial displaceability, these components can not be rigidly mounted so that the components can lift off torque and non-torque changes from the contact surfaces to which they transmit torque and when hitting the same contact surface or when hitting another contact surface Can cause noises. A common phenomenon for this is, for example, the gearing rattle in splines.

The object of the invention is therefore to avoid or at least mitigate the disadvantages of the prior art, and in particular to avoid disturbing noise phenomena, such as rattling noises that occur in clutches. In particular, disturbing rattling noises are to be avoided in multi-plate clutches and / or multi-plate clutches, which occur especially in the spline or otherwise executed guide mechanisms with which the slats or clutch plates are supported.

The object of the invention is achieved in a generic friction clutch according to the invention in that a biasing device acts on the torque relay device, that upon torque transmission from the torque introduction member to the torque relay device in the forced rotational movement of the torque relaying device, a braking effect on the torque transfer device is forced or forced, ie in such a way that during the torque transmission the relative movement between the torque introduction component and the torque output component is braked / decelerated / decelerated.
As a result, the impact speed or the impact velocity with which the two components which can be rotated relative to one another meet at the contact surfaces provided for this purpose can be reduced and vibrations, in particular a so-called "swinging-up" of these parts due to vibrations or the like, can be avoided.

The force exerted by the biasing means on the torque-transmitting device should act perpendicular to the preferably tangential relative movement between the torque-transmitting device and the torque-outputting member.

Advantageous embodiments are claimed in the subclaims and are explained below.

Thus, it is advantageous if the braking effect is achieved in a contact region between the torque-transmitting device and the Drehmomentausleitungsbauteil, since then a targeted damping / braking can be achieved by means of applied axial pressure. Good control of torque transmission is the result. Additionally or alternatively, it has been proven that the biasing device biases the torque-transmitting device, preferably exclusively, in the axial direction. Thereby (preferably exclusively) a rotational force opposite force (eg a rotational movement counteracting friction force) is generated, which inhibits the relative movement or the rotational movement or slowed down, but at the same time allows a simple axial displacement of the torque introduction member or the torque relay device and the Drehmomentausleitungsbauteils each other ,

Thus, it can also be said that the torque-transmitting device and the biasing means form a damping unit which damps the relative movement between the parts, preferably in both tangential and radial directions. The axial relative movement between the torque input member and the torque output member is not decelerated by the torque-relaying device. Additionally or alternatively, the tuning of the components should be selected so that an axial displaceability of the torque introduction component is not hindered, difficult or damped.

Further, it is advantageous if the torque-transmitting device and the Drehmomentausleitungsbauteil have a limiting device which limits the relative movement of these relative to each other in the circumferential direction. In this way it can be prevented that, in particular, the torque transfer device, due to the inertia of this component caused by the movement of the device, continues to rotate until it abuts against a surface not intended for contact, thereby undesirably leading to jamming or in the worst case Disruption of the axial mobility of the parts leads to each other.

It has proven to be advantageous if the limiting device has a projection which limits the movement in the circumferential direction. For this purpose, it is particularly advantageous if the projection is movable within a recess or a window. It has proved to be advantageous if the projection with the Drehmomentausleitungsbauteil and the recess with the torque relay device is fixedly / integrally connected. The projection may in this case be, for example, designed as a pin or cylindrical pin which is pressed into the Drehmomentausleitungsbauteil. The recesses can be designed, for example, in the form of oblong holes. Alternatively, the recess may be fixedly / integrally connected with the torque extraction member and the projection with the torque relay device.

Furthermore, it is advantageous if the pretensioning device is designed as a spring or has a spring.

It is advantageous if the spring is supported on the one hand on the torque-transmitting device and the other on a further component, such as, for example, a hub or an adjacent torque-transmitting device. In this case, a force can be applied or transmitted by the spring between adjacent torque-transmitting devices or between the components on which the spring is supported on both sides. In particular, if it is to be dispensed with a power transmission between the mutually adjacent components, the spring may alternatively overlap the Drehmomentausleitungsbauteil together with the torque relay device and cling, so to speak.

To this end, it has been found to be advantageous if the spring is designed as a plate spring, a leaf spring, a corrugated spring / wave spring or as a clamp (for example sheet metal clamp). The choice of the spring determines whether the preload force generated by the spring acts solely on the torque-relay device and the torque-release member to be biased, as in the case of the sheet clamp, or whether it additionally creates a bias between such adjacent units.

For the torque-transmitting device, it has proved to be advantageous if it comprises at least one toothed ring which has radially extending teeth and / or teeth extending in the axial direction. The radial teeth can limit the relative movement in the circumferential direction of the two components to one another in interaction with another component. The axially extending teeth in turn can serve to limit the axial movement of the parts relative to one another.

An advantageous embodiment provides that the Drehmomentausleitungsbauteil is designed as an outer plate or as an inner plate, which has a tooth contour or toothing radially outward or radially inward in the circumferential direction to a Support member rotatably but axially displaced to be mounted.

For this purpose, it is advantageous if the torque introduction component is designed as an outer disk carrier or inner disk carrier, which has a counter tooth contour matching the tooth contour of the outer disk or inner disk.

In this case, it is advantageous if, for torque transmission, only tooth flanks on the same side of the counter-tooth contour of the outer disk carrier, that is, depending on the torque direction, either the left or right tooth flanks of the counter tooth contour, with one or more tooth flanks of the at least one toothed ring and optionally also one or more tooth flanks of the outer disk is in abutting contact. This prevents that tooth flanks of the counter-tooth contour from both sides with tooth flanks of the toothed ring or the outer plate are in contact at the same time, and thus the relative axial movement of the parts to each other difficult or even blocked.

A further exemplary embodiment provides that both the torque introduction component and the torque output component are designed as a clutch disk, which are each fixedly connected to a driver plate or a driver disk or a driver template. It is advantageous if the torque introduction component and the torque extraction component are connected to one another via a spline or a plug connection, so that they are arranged axially displaceable relative to each other and rotatable in the circumferential direction limited to each other.

In other words, the invention consists in that the impact energy, with which the contact partners of the spline can strike against each other, is reduced and / or the oscillatory system energy is removed (eg by friction), so that it does not come to "rocking" and so can not form resonance effects. This reduces noise and component wear. Thus, the particular dry multi-plate clutches can be improved, which are e.g. be developed for hybrid modules. This means that, in particular in the case of dry multi-plate clutches, which can also be used as brakes, there can be rattling between gears, in particular between disks or clutch disks and corresponding guides. To reduce this rattling, a friction element is spring-biased to the toothed area employed or at least one side of the lamellae provided with toothed elements which are axially and / or radially spring-loaded. Due to the friction during relative movement between the friction element or the toothed element with the respective neighboring component, the impact energy with the adjacent components rotating relative to one another is reduced to one another. As a result, a damping is achieved. By circumferentially and / or radially displaceable friction partners in the region of the toothing, the energy that ensures the rattle can be reduced.

• 1 eine erste beispielhafte Ausführungsform eines erfindungsgemäßen Kupplungsscheibensets für eine Reibkupplung im Längsschnitt;
• 2 die Längsschnittansicht des ersten Ausführungsbeispiels des Kupplungsscheibensets für eine Reibkupplung aus 1 in perspektivischer Darstellung von einer ersten Seite;
• 3 den Längsschnitt der ersten Ausführungsform des Kupplungsscheibensets für eine Reibkupplung aus 1 in perspektivischer Ansicht von einer anderen zweiten Seite;
• 4 bis 7 das Funktionsprinzip der ersten Ausführungsform;
• 8 eine zweite beispielhafte Ausführungsform eines Drehmomentausgabebauteils und einer Drehmomentweitergabevorrichtung zusammen mit einer Vorspanneinrichtung der Lamellenbaugruppe für eine Reibkupplung in perspektivischer Darstellung;
• 9 eine Ausschnittansicht der Lamellenbaugruppe für eine Reibkupplung der zweiten Ausführungsform in Mittelstellung;
• 10 einen Ausschnitt der Lamellenbaugruppe für eine Reibkupplung in der zweiten Ausführungsform bei der Drehmomentübertragung in eine Drehrichtung;
• 11 einen Ausschnitt der zweiten Ausführungsform der Lamellenbaugruppe für eine Reibkupplung bei der Drehmomentübertragung in die andere Drehrichtung;
• 12 das Drehmomentausgabebauteil und die Drehmomentweitergabevorrichtung zusammen mit der Vorspanneinrichtung einer dritten Ausführungsform der Lamellenbaugruppe für eine Reibkupplung in perspektivischer Darstellung;
• 13 die in 12 dargestellte dritte Ausführungsform des Drehmomentausgabebauteils zusammen mit der Drehmomentweitergabevorrichtung und der Vorspanneinrichtung in einem demontierten Zustand in perspektivischer Darstellung;
• 14 ein Hybridmodul mit drei Kupplungen, welche in den verschiedenen beispielhaften Ausführungsformen ausgeführt sind; und
• 15 eine Detailansicht einer Doppelkupplung des Hybridmoduls aus 14.

The invention will be explained in more detail with the aid of figures, in which different embodiments are shown. Show it:

• 1 a first exemplary embodiment of a clutch disc set according to the invention for a friction clutch in longitudinal section;
• 2 the longitudinal sectional view of the first embodiment of the clutch disc set for a friction clutch 1 in a perspective view of a first side;
• 3 the longitudinal section of the first embodiment of the clutch disc set for a friction clutch 1 in perspective view from another second side;
• 4 to 7 the operating principle of the first embodiment;
• 8th a second exemplary embodiment of a torque output member and a torque relay device together with a biasing means of the fin assembly for a friction clutch in perspective view;
• 9 a cutaway view of the disc assembly for a friction clutch of the second embodiment in the middle position;
• 10 a detail of the disc assembly for a friction clutch in the second embodiment in the torque transmission in a rotational direction;
• 11 a detail of the second embodiment of the disc assembly for a friction clutch in the torque transmission in the other direction of rotation;
• 12 the torque output member and the torque relay device together with the biasing means of a third embodiment of the friction clutch plate assembly in perspective view;
• 13 in the 12 illustrated third embodiment of the torque output member together with the torque relay device and the biasing device in a disassembled state in perspective view;
• 14 a hybrid module with three clutches, which are embodied in the various exemplary embodiments; and
• 15 a detailed view of a dual clutch of the hybrid module 14 ,

The figures are merely schematic in nature and are only for the understanding of the invention. The same elements are provided with the same reference numerals.

Features of the individual embodiments can also be realized in other embodiments. So they are interchangeable.

1 shows a first possible embodiment of a clutch disc set for a friction clutch 1 , which is a torque introduction component 2 and a Drehmomentausleitungsbauteil 3 includes, via a torque relay 4 torque transmitting connectable, wherein they are simultaneously arranged axially displaceable to each other. On the torque transfer device 4 acts a biasing device 5 that the torque relay 4 against the Drehmomentausleitungsbauteil 3 biases. The first exemplary embodiment of the friction clutch shown here 1 is, for example, as a disconnect clutch in a hybrid module 40 (please refer 14 ) used.

Both the torque introduction member 2 as well as the Drehmomentausleitungsbauteil 3 are as clutch discs 6 . 7 educated. Each clutch disc 6 . 7 has a lining suspension segment 8th on which also as a carrier disk 8th can be designated, the / each axially on both sides friction linings 9 has. The left carrier disc 8th is by means of a rivet 10 with a driver template or a driver plate or drive plate 11 connected, in turn rotatably, and thereby co-rotating, with a hub hub 12 which is provided for contacting a shaft, such as an intermediate shaft (not shown) of a hybrid powertrain, or a transmission input shaft.

The carrier plate or the carrier disc 8th the right clutch disc 6 is over another rivet 10 with a drive disc 13 connected, which is designed so that it together with the drive plate 11 a plug connection 14 , here in the form of a spline, axially slidably connected. This is the drive disc 13 bent by about 90 ° so that it has a projection or a projection which extends in the axial direction of the radially extending portion, whose function will be discussed in more detail later.

The torque transfer device 4 is as a gearing element 15 formed, which along its outer circumference both axial teeth 16 as well as radial teeth 17 has, which are arranged alternately. The toothing element 15 points to his the driving disc 11 facing axial side of a friction surface 18 on, due to the as a plate spring 19 trained pretensioner 5 applied biasing force at a relative rotation of the torque relay device 4 and the torque extraction component 3 a friction torque is created. The friction surface 18 extends along the entire circumference, that is, the friction surface 18 has an annular contour.

The plate spring 19 is by means of a locking ring 20 (see also 2 ) at the hub 12 attached. 2 also shows how the spline element 15 with the teeth pointing radially outwards 17 between the axial extensions of the drive plate 13 attacks. Therefore, the axial extensions are also called spline teeth 21 the drive disc 13 designated. With the axial teeth 16 engages the toothed element 15 in the same openings or recesses 22 , in which also the spline teeth 21 intervention. With the axial teeth 16 the toothed element is supported 15 at the same time on the drive plate 11 the clutch disc 7 from. Out 3 It is good to see that the axial teeth 16 of the toothed element 15 and the spline teeth 21 in the recesses 22 the drive disc 11 engage or protrude through it.

The 4 to 7 show the functional diagram, which shows the relative movement in the circumferential direction between the torque introduction member 2 and the torque extraction component 3 or the torque relay device 4 dampens or slows down. For this purpose, the figures each show three spline teeth 21 with their respective neighboring components. The viewing perspective is similar to that in 3 chosen perspective.

4 shows the state when no torque between the torque introduction member 2 and the torque extraction component 3 is transmitted. The torque introduction member 2 or the clutch disc 6 can be easily axially relative to the clutch disc in this state 7 move, because the spline teeth 21 the clutch disc 7 Slightly narrower than the gaps or the gaps between teeth 23 between the radially outwardly projecting teeth 17 of the toothed element 15 , Thus, a bilateral contact of the spline teeth 21 on the toothed element 15 excluded and strong friction between the toothed element 15 and the drive disc 13 not possible. Because the recesses 22 in the drive plate 11 even wider than the tooth gaps 23 between the radial teeth 17 , is also a two-sided concern of the spline teeth 21 at the drive disc 11 not possible. Thus, the clutch disc can 6 smoothly relative to the clutch disc 7 move axially (movement perpendicular to the plane of 4 ).

5 and 6 show the stop position in a first direction ( 5 ) or in a second direction ( 6 ) in the torque transmission. When the clutch discs 6 . 7 want to rotate against each other by the applied torque, put the spline teeth 21 on one side (in 5 right, in 6 left), on the radially outward teeth 17 of the toothed element 15 and thus twist the toothed element 15 until the spline teeth 21 on the edge of the recesses 22 in the drive plate 11 abutment, provided that the applied torque is greater than the friction torque between the friction surface 18 (please refer 1 ) of the toothed element 15 and the drive disc 11 arises. If the torque direction changes, the serration teeth will be set 21 to the opposite tooth flanks of the radially outwardly projecting teeth 17 of the toothed element 15 on, that is, on the tooth flanks of the other adjacent tooth 17 , and thus twist the toothed element 15 in the opposite direction until the movement again by the abutment of the spline teeth 21 on the edge of the recesses 22 in the drive plate 11 is stopped.

Not just the spline teeth 21 but also the axial teeth 16 of the toothed element 15 in the recesses 22 in the drive plate 11 protrude into, are at the end of movement by the edge of the recesses 22 in the drive plate 11 stopped. In that also the circumferential movement of the toothing element 15 is mechanically limited, this can not rotate as far as, for example, without limitation by inertia, inertia or vibration would be possible. This will prevent the spline teeth 21 in the circumferential direction between the edge of the recesses 22 and the tooth flanks of the toothed element that has been rotated too far 15 be trapped. If this were the case, this would be the smooth displacement of the movable clutch disc 6 impair in the torque-free state.

7 shows that even in the extreme positions (see 5 and 6 ) of the range of motion through the drive plate 11 and the toothed element 15 formed free openings (overlap area or overlap area of the tooth gaps 23 and the recesses 22 ) are always slightly wider than the spline teeth 21 , Thus, the toothed element provides 15 however, for additional friction in the circumferential direction to prevent noise, it does not generate any additional friction in the axial direction.

The torque transfer device 4 is through the biasing device 5 against the drive plate 11 the clutch disc 7 biased, reducing the relative movement between the clutch disc 7 and the torque relay 4 or the clutch disc 6 during the torque transmission through the between the friction surface 18 and the drive disc 11 is braked resulting friction torque. Therefore, the torque relay device 4 and the pretensioner 5 together also as a damping unit 24 be designated, which slows or dampens the relative movement between the above components.

8th to 11 show a second exemplary embodiment of such a damping unit 24 for a friction clutch 1 , which is formed in this case as a multi-plate clutch.

8th shows an example of an outer fin 25 which radially outward along its circumference a tooth contour 26 having. Seen in the axial direction are on both sides of the outer plate 25 Torque relay devices 4 arranged in the embodiment shown here as toothed rings 27 are designed. The gear rings 27 each by means of a corrugated spring 28 acting as a pretensioner 5 serves, against the outer lamella 25 biased. The outer lamella 25 , the two-way torque-transmitting devices 4 and the corrugated springs 28 form a so-called lamellae assembly. To adjust the preload on the respective toothed ring 27 to apply, the corrugated springs are based 28 with its other (side facing away from its own lamellae assembly) side on an adjacent toothed ring 27 the adjacent lamellae assembly (see also 14 ). The gear rings 27 be using the corrugated springs 28 against the outer lamella 25 biased such that at the contact area between the outer fin 25 and the respective toothed ring 27 a frictional contact is formed.

To the relative movement in the circumferential direction U between the toothed rings 27 and the outer lamella 25 limit each gear ring 27 at least one recess or window 29 For example, in the form of a long hole, in which a projection 30 that with the outer lamella 25 connected, intervenes. The lead 30 is here in the form of a cylindrical pin 31 formed in the outer lamella 25 is pressed. Alternatively, there are others Geometries for the lead 30 conceivable, which also integrally integral with the outer plate 25 can be trained.

The tooth contour 26 the outer lamella 25 serves to make the outer lamella 25 axially displaceable and torque transferable with an outer disk carrier 32 (please refer 9 . 10 and 11 ) connected is.

The outer disc carrier 32 serves in this type of friction clutch 1 as a torque introduction component 2 and the outer lamella 25 as Drehmomentausleitungsbauteil 3 , The outer disc carrier 32 has one to the tooth contour 26 and the contour of the toothed ring 27 matching counter-tooth contour 33 on. The gear rings 27 thus engage in the same back tooth contour 33 a, in which also the tooth contour 26 the outer lamella 25 intervenes. Alternatively, the opposing tooth contours for the lamella 25 and for the gear rings 27 be different, as long as the two opposing tooth contours are firmly coupled together.

The 9 to 11 show the functional principle of the damping unit 24 according to the second exemplary embodiment, which the corrugated springs 28 and the gear rings 27 includes. This shows 9 the outer lamella 25 in a so-called middle position, in which no torque is transmitted. That is, that between the opposing tooth contour 33 and the tooth contour 26 or the toothed rings 27 no tooth flank contact takes place / is present. Furthermore, in 9 good to recognize that the tooth contour 26 the slat 25 has narrower teeth in the circumferential direction than the toothed rings 27 , This is the backlash between teeth 34 the tooth contour 26 and teeth 36 of the outer disk carrier 32 bigger than the backlash between teeth 35 the gear rings 27 and the teeth 36 of the outer disk carrier 32 ,

The recess 29 and the cylinder pin 31 limit the relative movement between the outer plate 25 and the respective toothed ring 27 and center the parts at the same time relative to each other.

Transfers the outer plate 25 Torque, the lamella assembly, which defines the outer lamella 25 and the gear rings 27 (and the corrugated springs 28 ), on the flanks of the teeth 36 of the outer disk carrier 32 at. Here are the first teeth 35 the gear rings 27 with the outer disk carrier 32 in contact and then slips the outer plate 25 so long at the toothed rings 27 along, even the flanks of the narrower teeth 34 the tooth contour 26 the outer lamella 25 with the plate carrier 32 comes in contact (see 10 and 11 ). Due to the friction generated by the bias between the outer plate 25 and the respective toothed ring 27 , For this purpose, the torque must be greater than the frictional torque generated by this friction.

If the torque direction changes, the teeth lift 34 the outer lamella 25 and the teeth 35 the gear rings 27 again from the teeth 36 of the outer disk carrier 32 and then lie down on the other side of the opposing tooth contour 33 of the outer disk carrier 32 at. Because the teeth 34 the outer lamella 25 more play to the teeth 36 of the outer disk carrier 32 have, as the teeth 35 the gear rings 27 , the outer plate must 25 at every torque reversal on the gear rings 27 glide along. This deprives the mechanism due to the friction between these two components energy and thus prevents resonance effects. The friction already transmits a (low) torque between the outer disk carrier and the outer disk before the teeth 34 the outer lamella on the teeth 36 of the outer disk carrier 32 to meet. This therefore reduces the velocity at which the flanks of the teeth 34 the outer lamella 25 or the teeth 35 the gear rings 27 on the teeth 36 of the outer disk carrier 32 incident. Both contribute to noise reduction, resonance avoidance and wear reduction.

Through the in the recess 29 guided cylinder pin 31 will prevent the gear rings 27 can turn too far. The cylindrical pins 31 abut at the edges of the slots formed as slots 29 when the tooth flanks of the teeth 34 the outer lamella 25 , which is currently transmitting torque, have reached the same circumferential position as the flanks of the teeth 35 the gear rings 27 (please refer 10 and 11 ). As a result, the lamellae assembly can always be moved axially as smoothly as possible, since the lamellae assembly, which, as already described above, from the outer lamella 25 and two gear rings 27 is formed, the axially on both sides of the outer plate 25 are arranged and by corrugated springs 28 against the outer lamella 25 be preloaded, the teeth 36 of the outer disk carrier 32 not between your teeth 34 the slat 25 and the teeth 35 the gear rings 27 can pinch. This means that it is ensured that the free tooth gaps of the plate assembly are always wider than the teeth of the plate carrier.

10 show the Lamella assembly and the outer disc carrier 32 partially in the extreme position of the torque transmission in one direction, whereas the 11 the lamellae assembly and the outer disc carrier 32 partially in the extreme position during the torque transmission in the other direction of rotation represents. This is at the position of the cylindrical pin 31 in the recess 29 to recognize in the respective figure.

For the operation, which leads to the damping of the relative movement, the friction between the outer disk 25 and the gear rings 27 significant. By the force with which the components are compressed, the damping effect can be matched to the requirements of the respective clutch or brake (the higher the by the biasing device 5 generated bias the greater the friction force or the friction torque).

In the 8th to 11 shown second embodiment has as a biasing device 5 , as already described, corrugated springs 28 on, through the gear rings 27 to the outer lamella 25 be pressed. The corrugated springs 28 are arranged between the adjacent lamination assemblies. In this arrangement, the corrugated springs are used 28 not only the pressing of the toothed rings 27 to the outer lamella 25 but you can press apart the lamellae assemblies with the clutch or brake open and thus support the ventilation of the plate pack. If this force effect between the individual fin assemblies is not desired or the force with which the toothed rings 27 to the outer lamella 25 must be pressed, is greater than the required spreading force between the plate assemblies, in addition or alternatively, springs or generally biasing devices 5 are used only between the two toothed rings 27 acting on the opposite sides of an outer lamella 25 are arranged.

Such a third exemplary embodiment is in the 12 and 13 shown. Here is the biasing device 5 as a sheet metal clamp 37 trained, being 12 the sheet metal clamp 37 in the assembled state shows, and 13 represents the sheet metal clamp in the unassembled state.

The sheet metal clamp 37 engages outside of the outer plate 25 around and is at the gear rings 27 through axial extensions 38 secured, the radially inward behind the gear rings 27 to grab. The sheet metal clamp 37 is designed so that it has the two toothed rings 27 against the respective outer plate 25 biases. By this embracing or clinging the outer plate 25 and the two associated gear rings 27 a biasing force is generated without the biasing means 5 must support against a separate component of the lamellae assembly. This causes no force to be generated outside the fin assembly, as in the second exemplary embodiment.

An unintentional tangential displacement of the sheet metal clamp 37 is prevented by the gear rings 27 in the contour of the sheet metal clamp 37 reach into it. The teeth form for this purpose 35 the gear rings 27 projections 39 out, which protrude radially further outward than the sheet metal clamp 37 ,

These contact points acting in the tangential direction between the sheet metal clamp 37 and the gear rings 27 can, if with other tangential abutment surfaces of the outer plate 25 cooperate, as a rotation stops or limiting means for limiting the relative movement between the toothed rings 27 and the outer lamella 25 serve. However, in the exemplary embodiment shown here, the tangential rotation lock, as in the previously described exemplary embodiments, continues to be via cylindrical pins 31 in recesses 29 intervene, implemented.

Another additional feature that works with a spring like the sheet metal clamp 37 is possible between the right and left of the outer fin 25 arranged toothed rings 27 acts, is the slight twisting of the two gear rings 27 relative to each other. This can ensure that the two gear rings 27 not simultaneously with the outer disc carrier 32 (see eg 10 ) when the torque transmission direction of the fin assembly changes. If the two gear rings 27 in rest position always something twisted against each other, first meets the one Verzahnungsring 27 on the outer disc carrier 32 and then the other gear ring 27 on, whereby the noise can be reduced even better. If the relative twist is small, it will not affect the other damping functions described here. So it is possible with properly matched toothing contours despite the idle always slightly against each other twisted gear rings to prevent accidental pinching of the plate carrier.

It is particularly useful if the relative rotation of the toothed rings 27 can be pushed back elastically under load, so that, for example, after a short sliding of the toothed rings 27 both toothed rings 27 on the outer disk carrier 32 issue.

14 shows a hybrid module with a separating clutch and an integrated double clutch 44 , The separating clutch (which on the far left side of the hybrid module 40 is arranged) corresponds to the friction clutch 1 in the first embodiment, as in 1 to 4 shown. A pressure plate 41 and an intermediate plate 42 the friction clutch 1 do not need damping elements, as they are due to leaf springs 43 connected to the remaining coupling.

In the double clutch 44 Both the second embodiment and the third embodiment of the damping unit 24 been built. 15 shows a section of the hybrid module 40 , which is the area of the double clutch 44 enlarged represents.

The double clutch 44 includes a left part clutch 45 and a right part coupling 46 , which are each designed as multi-plate clutches. The left part clutch 45 is shown in the closed state, whereas the right part clutch 46 is shown in the open state. The left part clutch 45 (K1) points to the outer plates 25 the second embodiment of the damping unit 24 on, whereas the inner fins 47 are formed according to the third described embodiment of the damping unit. The corrugated springs 28 that exist between the adjacent outer plates 25 are installed, press the gear rings 27 to the outer plates 25 and support the ventilation of the left part clutch 45 , A pressure plate 48 the left part clutch 45 is about a play in the circumferential direction leaf spring connection 43 attached and therefore does not require a damping device.

The inner disks 47 , which are attenuated analogously to the third embodiment described have, in contrast to the outer fin 25 the tooth contour on the inner diameter and engage with an internal toothing in an inner disc carrier 51 one. Thus, the toothed rings are over the sheet metal clamp 37 against the inner lamella 47 are pressed, also provided with a radially inner toothing and with the reference numeral 49 marked. That means the sheet metal clamps 37 grip on the inner diameter of the inner plates 47 around, around the gear rings 49 to the inner fins 47 to press. Since the spring action so only between the two on the opposite sides of an inner plate 47 arranged toothed rings 49 acts, is the inner disk assembly with the left part coupling open 45 weak in the axial direction and so can the axial movement of the outer plates 25 dodge.

The right part coupling 46 (K2) has a comparable inner disc assembly. The outer disks 25 the right part coupling 46 are using particularly simple, compact and inexpensive sheet clamp pretensioners 50 fitted. The outer disks 25 are with sheet metal clamps 52 provided that directly with the teeth 36 of the outer disk carrier 32 can come into operative contact and also the stop surfaces and friction points to the outer plates 25 form. This allows the functions that in the embodiments described so far of the Verzahnungsringen 27 and the pretensioners 5 (ie the springs) were adopted, all integrated into the spring elements. Separate toothed rings are therefore no longer necessary in this embodiment.

Alternatively, there are other ways to reduce the number of parts, which are that e.g. a toothed ring per lamella is used instead of two. To dispense with separate springs, elastic regions of the toothed rings can be formed, which ensure that their friction points are pressed against the slats. These elastic regions may even aid in venting the coupling when acting on adjacent fins.

Also the stop and guide elements, such as. The cylindrical pins 31 in the recesses 22 respectively. 29 can intervene in one piece from the existing parts anyway and do not necessarily require additional parts.

The friction points of the damping units can be adapted to the respective requirements by suitable material selection, coatings and the use of additional sliding or friction linings.

In summary, it can be said that the damping effect by rubbing relative movement (in the circumferential direction) between at least one partner of the spline and a friction element (eg the torque transfer device 4 ) arises. At least one partner (eg the torque extraction component 3 ) of the spline can relative to the other partner (eg the torque introduction component 2 ) and the friction element are axially displaced. In addition, at least one partner of the spline (or connector) in the circumferential direction always game to another partner to the friction element and assembly of the other partner and the friction element. As a result, the first partner in the circumferential direction can never be clamped between the other partner and / or the friction element. Thus, the damping mechanism does not increase the friction in the relative axial displacement between partners in the spline. An abutment in the circumferential direction limits the relative rotation between the friction element and its friction partner (eg the Drehmomentausleitungsbauteil 3 ). The friction element is provided with a spring or a resilient element, generally, with the biasing means 5 , pressed against his friction partner.

It should be noted that the axial, radial, tangential and circumferential directional directions refer to the axis of rotation around which the clutch (or brake), clutch discs (or brake discs) or clutch plates (or brake discs) rotate. Thus, the axial direction is oriented orthogonal to the friction surfaces of the discs or lamellae.

The term "spline" or connector, as used herein, refers not only to splined or splined shaft, but is synonymous with all positive connections that are axially displaceable and can transmit forces and / or moments in the circumferential direction. Thus, the term "spline" here also includes connection or guide geometries that do not remember teeth in the classical sense. For example, pins or rods can be plugged through holes or recesses with circumferential (with "circumferential" does not refer to the axis of rotation of the clutch) closed contour to allow an axially movable guidance of the coupling components (or the brake components).

The term "tooth" or "tooth gap" here refers not only to one-sided connected extensions or recesses open on one side, but also includes differently shaped stop and connection contours with a. "Tooth" or "tooth gap" are here as synonyms for contours which have contact surfaces which limit a relative movement to a neighboring component in one direction and permit an at least limited lifting of the neighboring component in the other direction.

The plate carriers (both the outer 32 as well as the inner disk carrier 51 ) may be made in one piece or in several parts. The term "plate carrier" here are not only components with classic disc carrier form to understand, but it also includes all disposed in the vicinity of the lamella component that contribute to the axial guidance, centering or torque support of the slats.

The terms "slat" and clutch disc, and pressure plate, intermediate plate and brake disc are all friction elements in each case meant that can stand or stand in the rotational frictional contact, which allows the torque transmission of a clutch (or brake).

LIST OF REFERENCE NUMBERS

1

friction clutch

2

Torque introduction part

3

Drehmomentausleitungsbauteil

4

Torque transfer apparatus

5

biasing means

6

clutch disc

7

clutch disc

8th

Cover suspension segment / support plate

9

friction lining

10

rivet

11

Carrier template / drive plate

12

Driving hub

13

driver disc

14

connector

15

toothed element

16

axial tooth

17

radial tooth

18

friction surface

19

Belleville spring

20

circlip

21

Spline tooth

22

Opening / recess

23

gap

24

damping unit

25

outer plate

26

tooth contour

27

toothed ring

28

Well spring

29

Window / recess

30

head Start

31

straight pin

32

External disk carrier

33

Against tooth contour

34

tooth

35

tooth

36

tooth

37

cleat

38

radial extension

39

extension

40

hybrid module

41

pressure plate

42

intermediate plate

43

leaf spring

44

Double coupling

45

left part coupling

46

right part coupling

47

inner plate

48

pressure plate

49

toothed ring

50

biasing means

51

Inner disk carrier

52

cleat

U

circumferentially

A

axially

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102009042823 A1 [0002]
• WO 2007/095910 A1 [0003]

Claims (10)

Friction clutch (1) or friction brake, with at least one Drehmomenteinleitungsbauteil (2) and at least one downstream Drehmomentausleitungsbauteil (3), which are mutually axially displaceable and at least one torque transmitting device (4) are connected to transmit torque, wherein a biasing means (5) so on the Torque relay device (4) acts, that upon torque transmission from the torque introduction member (2) to the torque relay (4) in the rotational movement of the torque relay (4), a braking effect on the torque relay (4) is enforced. Friction clutch (1) or friction brake according to Claim 1 characterized in that the braking action is achieved in a contact area between the torque relay device (4) and the torque extraction component (3) and / or the biasing device (5) biases the torque relay device (4) in the axial direction. Friction clutch (1) or friction brake according to Claim 1 or 2 , characterized in that the torque transfer device (4) and the biasing means (5) form a damping unit (24) and / or the vote of the components is selected so that an axial displaceability of the torque introduction member (2) is not hindered, difficult or damped. Friction clutch (1) or friction brake according to one of Claims 1 to 3 characterized in that the torque relaying device (4) and the torque extraction component (3) have a limiting device which limits the relative movement of these relative to each other in the circumferential direction. Friction clutch (1) or friction brake according to one of Claims 1 to 4 , characterized in that the biasing means (5) is formed as a spring or has a spring. Friction clutch (1) or friction brake according to Claim 5 , characterized in that the spring is formed as a plate spring (19), a leaf spring, a corrugated spring (28) or as a sheet metal clamp (37, 52). Friction clutch (1) or friction brake according to one of Claims 1 to 6 characterized in that the torque transmitting device (4) comprises at least one toothed ring (27) having radially extending teeth (17; 35) and / or axially extending teeth (16) Friction clutch (1) or friction brake according to one of Claims 1 to 7 , characterized in that the Drehmomentausleitungsbauteil (3) as an outer plate (25) or inner plate (47) is formed, the radially outer or radially inner in the circumferential direction has a tooth contour (26) to rotatably on a support member (32), but axially displaceable to be installed. Friction clutch (1) or friction brake according to Claim 8 , characterized in that the torque introduction component (2) as an outer disk carrier (32) or inner disk carrier (51) is formed, which has a tooth contour (26) of the outer disk (25) or inner disk (47) matching counter-tooth contour (33). Friction clutch (1) or friction brake according to Claim 9 , characterized in that for torque transmission always only tooth flanks of the counter tooth contour (33) of the same side of the outer disk carrier (32) with a tooth flank of the at least one toothed ring (27) in abutting contact.

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