DE102018120167A1 - Multi-plate clutch with a rotation axis for a drive train - Google Patents

Abstract

The invention relates to a multi-plate clutch (1) with a rotation axis (2) for a drive train (3), comprising at least the following components: - an inner basket (4); - an outer basket (5); and- at least one plate pack (6) with a plurality of plates, comprising at least one inner plate (7, 8, 9, 10), which is connected to the inner basket (4) so as to be able to transmit torque in an axially displaceable manner, and comprising one for the number of inner plates ( 7,8,9,10) corresponding number of outer plates (11,12,13), which are connected to the outer basket (5) so as to be able to transmit torque in an axially displaceable manner, the inner plate (7,8,9,10) and the outer plate (11th , 12, 13) are arranged axially alternately adjacent to one another and can be brought into frictional contact with one another and pressed in such a way that a torque can be releasably transmitted between the inner basket (4) and the outer basket (5). The multi-plate clutch (1) is characterized in particular by the fact that at least one of the inner disks (7, 8, 9, 10) and at least one of the outer disks (11, 12, 13) has a carrier disc (14, 15) and one on the carrier disc ( 14,15) attached friction lining (16) and the respective friction lining (16) with a friction area (17,18,19,20,21,22) of the adjacent plate (7,8,9,10,11,12,13 ) can be brought into frictional contact, which is free of a friction lining (16). With the multi-plate clutch proposed here, axial installation space is gained, the mass is reduced and the actuation behavior is improved.

Description

The invention relates to a multi-plate clutch with a rotation axis for a drive train, a drive train with such a multi-plate clutch, and a motor vehicle with such a drive train, preferably a motorcycle.

Multi-disc clutches for releasably transmitting a torque are known from the prior art. In this case, a plurality of friction pairings are created via a plurality of plates, which, pressed together, transmit a sum of partial torques that can be transmitted by friction. A large torque can thus be transmitted in a radially small installation space. If the friction pairings are not pressed together, no torque or only a sufficiently low drag torque can be transmitted. Then the multi-plate clutch is open or the torque transmission is released. Such a multi-plate clutch is for example from the DE 10 2016 204 111 A1 , from the DE 10 2016 207 116 B3 or from the post-published DE 10 2018 105 038 A1 known, which are used for example for motorized two-wheelers.

For example, in the case of a semi-automatic multi-plate clutch, the centrifugal force unit always has space problems because the centrifugal unit has a large axial length. The aim is therefore to reduce the axial length of a multi-plate clutch.

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 expedient manner, the explanations from the following description and features from the figures, which include supplementary embodiments of the invention, being able to be used for this purpose.

• - einen Innenkorb;
• - einen Außenkorb; und
• - zumindest ein Lamellenpaket mit einer Mehrzahl von Lamellen, umfassend zumindest eine Innenlamelle, welche drehmomentübertragend axial verschiebbar mit dem Innenkorb verbunden ist, und umfassend eine zu der Anzahl der Innenlamellen korrespondierende Anzahl von Außenlamellen, welche drehmomentübertragend axial verschiebbar mit dem Außenkorb verbunden sind, wobei die Innenlamelle und die Außenlamelle einander axial abwechselnd benachbart angeordnet sind und axial derart miteinander in Reibkontakt bringbar und verpressbar sind, dass ein Drehmoment zwischen dem Innenkorb und dem Außenkorb lösbar übertragbar ist.

The invention relates to a multi-plate clutch with a rotational axis for a drive train, comprising at least the following components:

• - an inner basket;
• - an outer basket; and
• - At least one plate pack with a plurality of plates, comprising at least one inner plate which is connected to the inner basket so as to be able to transmit torque in an axially displaceable manner, and comprises a number of outer plates which correspond to the number of inner plates and which are connected to the outer basket so as to be axially displaceable in a torque-transmitting manner, the The inner lamella and the outer lamella are arranged axially alternately adjacent to one another and can be brought into frictional contact with one another and pressed in such a way that a torque can be releasably transmitted between the inner basket and the outer basket.

The multi-plate clutch is primarily characterized in that at least one of the inner disks and at least one of the outer disks has a carrier disk and a friction lining attached to the carrier disk, and the respective friction lining can be brought into frictional contact with a friction area of the adjacent disk, which is free of a friction lining.

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 following 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 multi-plate clutch is designed to releasably transmit a torque from an output shaft to a consumer and vice versa. This is generally achieved by means of the (at least one) plate pack, which has an axially displaceable, usually rotation-proof, contact plate, which can be pressed against at least one corresponding plate. In most multi-plate clutches, a large number of plates are provided, which are arranged axially alternately as an outer plate and an inner plate. One of the two lamellar baskets indirectly or directly forms a counter bearing for the contact pressure. For example, four outer plates and three inner plates are provided, which thus form a total of six friction pairs. The outer basket then forms the axial counter bearing, an outer disc (which is axially closest to the counter bearing, that is to say on the counter bearing side or last) is arranged between the outer basket and the last inner disc in the axial row, so that the outer basket forms an indirect counter bearing and does not form a friction element. As a result of the contact pressure, there is a friction force across the friction surfaces, which is multiplied by the mean radius of the respective friction surface and in total a transmissible torque results from all friction surfaces.

The at least one outer plate is axially movably suspended in the outer basket, a torque being able to be transmitted from the outer basket to the suspended outer plate via a positive fit. Likewise, the at least one inner plate is axially movably suspended in the inner basket, wherein a torque can be transmitted from the inner basket to the suspended inner plate via a positive fit. The outer basket and the inner basket are arranged in an axial overlap coaxial to the axis of rotation, the outer basket being arranged radially outside the inner basket. The outer basket and the inner basket each have a connection to an input shaft or to an output shaft, this connection being partially indirect. The lamellae are suspended in the inner basket and the outer basket in such a way that their friction surface points radially into the space between the outer basket and the inner basket.

So far, a (first) type of lamella, for example the outer lamellae, has a wall thickness which is increased in comparison to the other (second) type of lamellae, in this case, for example, the inner lamellae, so that the larger mass is used to synchronize the outer lamellae dissipate the heat generated by the inner plates and lead them out of the friction linings.
This first type of lamella, also referred to as a counter lamella, is designed without a friction lining and the second type of lamella, also referred to as a friction lamella, is designed with the friction linings which are fastened axially on both sides to a carrier disk, for example glued.

It has now surprisingly been found here that when the friction linings are distributed over both types of lamellas and thus due to the exposure of an area of the carrier disk, the thermal dissipation of heat input into the carrier disk is increased in such a way that the axial thickness of the counter lamellas, which were previously free of friction linings, can be reduced. sufficient heat dissipation is guaranteed at the same time. As a result, the previously unused potential for heat dissipation of the carrier disk is made usable.

It should be noted that this arrangement of the friction linings does not necessarily have to be carried out with every counter plate and friction plate. The greatest effect on the shortening of the axial length occurs with such a design with every friction pairing. In one variant, one of the two lamellar baskets, for example the outer basket, is a frictional contact axially at the end. Then it may be advantageous to design the adjacent plate, for example an inner plate, like a conventional friction plate if a friction lining towards the (last) outer plate is required on the other side of this last inner plate.

Furthermore, it should be pointed out that the friction linings form a ring which is closed in the circumferential direction or have sections which are interrupted in the circumferential direction, the latter embodiment preferably having a carrier part which holds the sections which form the friction lining in relation to one another. Furthermore, the friction linings may have recesses and / or through holes and / or can be riveted to the carrier disk.

As a result of this construction, the axial overall length of the plate pack, also referred to as the pack thickness, can be reduced by 10% [ten percent] to 40% depending on the number of plates or the plates in the embodiment proposed here. For example, for the first partial clutch, comprising the pressure plate and a plate of the other type, this is 3 mm [three millimeters] and approximately 100 g [one hundred grams], for the next partial clutch, comprising two outer plates and two inner plates, this is already 12 mm and 500 g.

1. (1) Konventionelles Vergleichsbeispiel mit 18 Lamellen:
   • - 9 Reiblamellen mit einer (axialen) Dicke von 2,1 mm [einundzwanzig zehntel Millimeter], wobei das Trägerblech jeweils eine Masse von 42,2 g [zweiundvierzigtausend Milligramm] aufweist;
   • - 9 Gegenlamellen mit einer Dicke von 2,8 mm, was einer Masse von jeweils 91,6 g entspricht;
   • - in Summe ergibt dies eine axiale Baulänge von 44,1 mm und eine Gesamtmasse von 1,19 kg [eintausend einhundertneunzig Gramm];
   • - die thermische Masse beträgt lediglich 806 g, weil hier nur die Masse der neun Gegenlamellen thermisch wirksam ist; und
   • - daraus ergibt sich eine thermisch nutzbare Masse pro Reibpaarung der 18 Reibpaarungen von 44,7 g.
2. (2) Vorschlagsgemäßes Beispiel mit 18 Lamellen:
   • - bei den Reiblamellen entfällt die Masse von einem Reibbelag, was etwa 5 % [fünf Prozent] weniger Masse bedeutet;
   • - die Gegenlamellen werden auf Trägerscheiben mit einer (axialen) Dicke von 1,4 mm reduziert, wobei die axiale Baulänge und Masse von einem Reibbelag hinzukommt, welcher aber im Vergleich zu dem konventionellen Vergleichsbeispiel keinen Unterschied ergibt;
   • - die axiale Baulänge beträgt nur noch 31,5 mm, also im Vergleich ein Minus von 12,6 mm, also eine Einsparung von etwa 28 %;
   • - zugleich ergibt sich aber eine thermische Masse von 780 g, also lediglich 3 % weniger als zuvor, weil hier alle 18 Lamellen thermisch wirksam nutzbar sind; und
   • - die Gesamtmasse beträgt nur noch 785 g, also ein Minus von 401 g, also eine Einsparung von etwa 34 %; und
   • - die Masse beziehungsweise die Massenträgheit auf der Getriebeseite reduziert sich im Vergleich zu einer konventionellen Ausführungsform, bei welcher die Gegenlamellen getriebeseitig angeordnet sind, wodurch der Schaltkomfort erhöht ist, und zwar von zuvor 806 g auf die Hälfte (403 g).

An example is given below, using the conventional terms for clarity:

1. (1) Conventional comparative example with 18 slats:
   • 9 friction plates with an (axial) thickness of 2.1 mm [twenty-one tenths of a millimeter], the carrier plate each having a mass of 42.2 g [forty-two thousand milligrams];
   • - 9 counter blades with a thickness of 2.8 mm, which corresponds to a mass of 91.6 g each;
   • - in total this results in an axial length of 44.1 mm and a total mass of 1.19 kg [one thousand one hundred and ninety grams];
   • - The thermal mass is only 806 g, because here only the mass of the nine counter lamellae is thermally effective; and
   • - This results in a thermally usable mass per friction pair of the 18 friction pairs of 44.7 g.
2. (2) Proposed example with 18 slats:
   • - In the case of the friction plates, the mass of one friction lining is eliminated, which means about 5% [five percent] less mass;
   • - The counter lamellas are on carrier disks with an (axial) thickness of 1.4 mm reduced, the axial length and mass of a friction lining being added, which, however, makes no difference compared to the conventional comparative example;
   • - The axial length is only 31.5 mm, which is a minus of 12.6 mm in comparison, ie a saving of about 28%;
   • - At the same time, however, there is a thermal mass of 780 g, which is only 3% less than before, because here all 18 fins can be used thermally; and
   • - The total mass is only 785 g, a minus of 401 g, a saving of about 34%; and
   • - The mass or the inertia on the transmission side is reduced compared to a conventional embodiment in which the counter plates are arranged on the transmission side, which increases the shifting comfort, from 806 g to half (403 g).

The mass and inertia on the engine side increase, which, as a gain in mass, promotes the smooth running of the engine. Furthermore, due to the reduced package thickness, the outer basket and the inner components can also be shortened axially, which means that a further weight reduction can be achieved. And ultimately, the use of material for the friction plate-like counter plates is reduced in comparison to the much more massive conventional, i.e. pressure plate-like or intermediate plate-like counter plates, thus saving material costs and possibly manufacturing costs for the shaping.

According to an advantageous embodiment of the multi-plate clutch, a surface normal of all friction linings points in a single axial direction, the friction linings forming an overall friction surface for the friction contact.

In this embodiment, all lamellae are provided with a friction lining only on one side. For example, the surface normal of all friction linings points to the (friction lining-free) surface of the (last) plate on the counter-bearing side or the surface of the plate basket that forms the counter-bearing. As an alternative, the surface normal of all friction linings faces the (friction lining-free) surface of the plate (like the one closest to the thrust bearing, that is to say on the pressure side or first) or the surface of a pressure plate. A pressure plate or pressure plate-like lamella is set up to receive a contact pressure, as a result of which the plate package is pressed for frictionally transmitting a desired torque.

Thus, in this embodiment, one side serves as a carrier for the friction lining, while the friction energy is entered on the back, that is, the heat input takes place.

According to an advantageous embodiment of the multi-plate clutch, the friction linings of the inner plate cover a first partial ring surface and the friction linings of the outer plate cover a second partial ring surface, which together form a total friction surface for the frictional contact.

In this embodiment, the friction linings are arranged both on the plates conventionally referred to as counter plates, for example the outer plates, and on the plates conventionally referred to as friction plates, then for example the inner plates. However, the friction linings are not set up for frictional contact with another friction lining, but can only be brought into frictional contact with a region of the adjacent lamella free of friction linings. This is achieved in that the friction lining (on one side) of a plate of the plate pack is arranged on a (first) partial ring surface, the corresponding (second) opposite ring surface on the adjacent plate being designed without a friction lining. In the case of this adjacent plate, in turn, the friction lining arranged with an opposing surface normal is arranged radially inside and / or outside on another (second) partial ring surface, the corresponding (first) opposite ring surface being designed without friction lining on the adjacent plate described above. The friction ring-free partial ring surfaces are preferably axially identical on both sides of a lamella, particularly preferably identical for all lamellae of the same type.

For example, the first partial ring surface of the inner plates is radially outside the second partial ring surface of the outer plates, so that the friction linings are each arranged radially at the end of the respective plates, i.e. in the case of the inner plates approximately adjacent to the outer circumference and in the outer plates approximately adjacent to the inner circumference.

According to an advantageous embodiment of the multi-plate clutch, the multi-plate clutch is designed as a self-energizing motorcycle clutch, in which a portion of the drive torque introduced can be converted into a reinforcing axial contact force.

With such a self-energizing motorcycle clutch, part of the input torque is converted into an axial force that supports the contact pressure. This means that a low coupling force is necessary, which is advantageous, for example, in the case of a manual clutch which is customary in motorcycles, and at the same time there is a high contact pressure achieved without having to provide large installation space for a lever system and / or more friction pairings. Known motorcycle clutches are so-called booster clutches, in which a pre-clutch can be coupled by hand and, as a result of the closed pre-clutch, a torque is transmitted to a torque-axial force converter, for example a ball-ramp system, whereby a main clutch is closed. In another embodiment, only a single (main) clutch is provided, with an applied drive torque acting on an axial spring system, for example leaf springs, of the disk set in such a way that the latter is set up axially as a result of the drive torque, so that an increase in the contact pressure is achieved. This direction of force of the reinforcement is opposite to the direction of force of the leaf springs when the leaf springs are set up to axially divide the plate pack when there is no contact pressure. Alternatively, the direction of force of the reinforcement is identical to the direction of force of the leaf springs if the leaf springs are set up to axially compress the plate pack when there is no opening force. Both embodiments can be implemented both as normally open and as normally closed multi-plate clutches, depending on the presence of an (additional) contact spring, for example a plate spring or diaphragm spring.

According to a further aspect, a drive train is proposed, comprising a drive unit with an output shaft, at least one consumer and a multi-plate clutch according to an embodiment as described above, the output shaft for torque transmission being releasably connected to the at least one consumer by means of the multi-plate 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, for example a motorcycle, 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 inertia energy of which can be transferred by means of the multi-plate clutch to an electric generator for recuperation, that is to say for the electrical storage of the braking energy, with a correspondingly configured drive train. Furthermore, in a preferred embodiment, a plurality of drive units are provided, which can be connected in series or in parallel or can be operated decoupled from one another by means of the multi-plate 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 multi-plate clutch described above is particularly advantageous. This multi-plate clutch can be made axially particularly short by making use of the thermal potential of the carrier disks. In addition, a higher efficiency can be achieved due to an overall reduced (co-rotating) mass.

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.

In order to remain competitive in today's competition, it is necessary to further reduce the installation space of multi-plate clutches, for example due to the increase in desired components in the power train, such as a plurality of centrifugal pendulums for a plurality of frequency ranges to be repaid. The multi-plate clutch proposed here has a very small axial length and increased efficiency and is therefore particularly competitive.

• 1: schematisch ein konventionelles Lamellenpaket einer Lamellenkupplung;
• 2: schematisch ein Lamellenpaket einer Lamellenkupplung mit einseitigem Reibbelag;
• 3: schematisch ein Lamellenpaket einer Lamellenkupplung erster und zweiter Teilringfläche mit Reibbelag;
• 4: eine Innenlamelle mit einseitigem Reibbelag;
• 5: eine Außenlamelle mit einseitigem Reibbelag;
• 6: eine selbstverstärkende Motorradkupplung; und
• 7: ein Antriebsstrang in einem Kraftfahrzeug mit Lamellenkupplung.

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 limited 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 : schematically shows a conventional plate pack of a plate clutch;
• 2 : schematically a plate pack of a multi-plate clutch with one-sided friction lining;
• 3 : schematically, a disk set of a multi-plate clutch first and second partial ring surface with friction lining;
• 4 : an inner plate with one-sided friction lining;
• 5 : an outer plate with a one-sided friction lining;
• 6 : a self-energizing motorcycle clutch; and
• 7 : a drive train in a motor vehicle with multi-plate clutch.

In 1 is a schematic cross section of a conventional multi-plate clutch 1 with an axis of rotation 2 shown. The slat package 6 includes a first conventional counter plate 44 , a second conventional counter plate 45 , a third conventional counter plate 46 and a fourth conventional counter plate 47 , which form the inner plates in the example shown, and arranged antagonistically, a first conventional friction plate 48 , second conventional friction plate 49 and a third conventional friction plate 50 , which in the example shown form the (antagonistic) outer lamellae. The counter slats 44 to 47 are conventionally designed without a friction lining and with a high thermal mass. The friction plates 48 to 50 are conventional with an axial friction lining 16 on an axially central (outer, that is assigned to the outer basket) carrier disc 15 , the friction linings 16 and the carrier disc 15 here for the sake of clarity, pars-pro-toto only on one of the friction plates 48 to 50 Marked are. The slat package 6 is shown in an open position, where between the friction plates 48 to 50 and the counter slats 44 to 47 no torque around the axis of rotation 2 is transferable. Become the counter slats 44 to 47 and the friction plates 48 to 50 axially guided and pressed against each other, so in a first friction area 17 , a second friction area 18 , a third friction area 19 , a fourth friction area 20 , a fifth friction area 21 and a sixth friction area 22 , i.e. in each case between a counter plate and an adjacent friction plate, frictionally transmit a (partial) torque, so that the sum of these partial torques determines the total torque that can be transmitted. During the engagement process, i.e. pressing when slip is present, occurs in these friction areas 17 to 22 considerable heat input, which over the large mass of the counter fins 44 to 47 is recorded and discharged. It should be noted that in an alternative embodiment, the inner plates form the friction plates and the outer plates form the counter plates. The total friction area 24 is the radial dimensions of the friction areas 17 to 22 Are defined.

In the 2 schematically illustrated multi-plate clutch 1 is for the sake of clarity the basic features with the in 1 illustrated multi-plate clutch 1 identical and in this respect reference is made to the previous description. Here are in contrast to the multi-plate clutch according to 1 instead of the conventional counter slats 44 to 47 inner disk 7 to 10 provided, of which the second inner lamella 8th , the third inner slat 9 and the fourth inner slat 10 each with a (single) friction lining 16 carried by an inner carrier disc 14 are executed. The first inner slat 7 points like the conventional counter plate 44 no friction lining, but it is (here optional) like the other inner plates 8th to 10 thinner than the conventional counter slats 44 to 47 executed. Furthermore, instead of the conventional friction plates 48 to 50 outer disk 11 to 13 provided that a friction lining only on one single (axial) side 16 exhibit. It should be noted that in an alternative embodiment, the inner slats 7 to 10 and the outer slats 11 to 13 with the same axial arrangement in your assignment to the inner basket 4 and outer basket 5 (not shown here, compare 6 ) are interchanged. Here too is for the friction linings 16 , the inner support plate 14 and the outer carrier disc 15 a pars-pro-tot label was chosen. The surface normal 23 all friction linings 16 points in the same direction (here to the left in the illustration). The outer carrier disc 15 the outer slats 11 to 13 is for example in comparison to the embodiment according to 1 executed identically. The inner carrier washers 14 axially, for example, they are only half as thick as the conventional inner plates designed as counter plates 7 to 10 according to 1 ,

In 3 is a variant of the multi-plate clutch 1 according to 2 shown, here both the outer slats 11 to 13 , as well as the inner slats 8th and 9 on both sides and the first inner lamella 7 and the fourth, for example last, inner lamella 10 one axially to the adjacent outer lamella 11 respectively 13 pointing friction lining 16 exhibit. The friction linings 16 of the inner slats 7 to 10 are only on the first partial ring surface 25 and the friction linings 16 the outer slats 11 to 13 are only on the second partial ring surface 26 arranged which to the axis of rotation 2 are arranged coaxially and thus in total a total radial friction surface 24 form. Here too, the thermal mass of the respective carrier disk is due to the smaller area of the heat input and thus less heat input as well as the design of the lamella in question which is free of friction deposits in the area of heat input 14 respectively 15 made usable so that the thickness of the inner slats 7 to 10 compared to the conventional counter slats 44 to 47 can be reduced with sufficient heat dissipation, for example halved.

In 4 is an example of an inner lamella 8th . 9 or 10 according to 2 shown, the friction lining 16 is only attached on one side and on the back (hidden here) a friction surface free of friction lining for a friction area 19 respectively 21 is formed. The inner slat 8th . 9 or 10 points to the torque-transmitting connection around the axis of rotation 2 with an inner basket 4 (not shown here, compare 6 ) a plurality of inner plate tabs on the inner circumference 35 on.

In 5 is an example of an outer slat 11 . 12 or 13 according to 2 shown, the friction lining 16 is only attached on one side and on the back (concealed here) a friction surface free of friction lining for a friction area 18 . 20 respectively 22 is formed. The outer slat 11 . 12 or 13 points to the torque-transmitting connection around the axis of rotation 2 with an outer basket 5 (not shown here, compare 6 ) a plurality of outer plate tabs on the outer circumference 36 on.

In 6 is a multi-plate clutch designed here as a self-reinforcing motorcycle clutch 1 with an axis of rotation 2 shown. The slat package 6 , for example in principle as in 2 or like in 3 is between an inner basket 4 and an outer basket 5 suspended, so that the inner plates and the outer plates in the open state, that is not axially pressed, relative to each other about the axis of rotation 2 are rotatable. Only in the compressed state is a torque, for example entered here, optionally by means of a dual-mass flywheel 41 , over a ring gear 40 , on an output shaft, here for example a transmission input shaft 37 , transferable. The outer basket 5 is on the ring gear side and the inner basket 4 is torque-proof connected on the input shaft side. This is optionally done in reverse. The multi-plate clutch shown here 1 is normally closed, so that torque is transmitted when no external force is applied. To release the multi-plate clutch 1 is a central releaser 39 axially operable, by means of which the contact pressure of the plurality of leaf spring assemblies 38 can be canceled, so that as a result, the slats of the plate pack 6 separate axially. The majority of leaf spring assemblies is optional here 38 in the torque direction of the transmission from the ring gear 40 on the transmission input shaft 37 set up under torque load so that the axial pressure of the leaf spring assemblies 38 is amplified by the applied torque. The multi-plate clutch is an alternative 6 normally opened and can be closed by means of a central engaging device.

In 7 is a powertrain 3 in a motor vehicle designed as a motorcycle or as a motorized two-wheeler 29 shown. A drive unit 27 , for example, a two-cylinder internal combustion engine, is on its output shaft 28 a torque to a multi-plate clutch 1 , for example as in 6 shown, from. With the multi-plate clutch closed 1 is, for example, by means of a manual transmission from a transmission output shaft 34 by means of a traction drive 42 a torque to the drive wheel 30 issued. This is a driver sitting in the driver's seat 32 transportable, which is the motor vehicle 29 by means of the handlebar 33 swiveling front wheel 31 can direct. There is also a hand-operated clutch lever on the handlebar 43 provided by means of which the torque transmission from the drive unit 27 on the drive wheel 30 is interruptible.

With the multi-plate clutch proposed here, axial installation space is gained, the mass is reduced and the actuation behavior is improved.

LIST OF REFERENCE NUMBERS

1

multi-plate clutch

2

axis of rotation

3

powertrain

4

in basket

5

outside basket

6

disk pack

7

first inner slat

8th

second inner slat

9

third inner lamella

10

fourth inner lamella

11

first outer slat

12

second outer lamella

13

third outer lamella

14

inner carrier disc

15

outer carrier disc

16

friction lining

17

first friction area

18

second friction area

19

third friction area

20

fourth friction area

21

fifth friction area

22

sixth friction area

23

surface normal

24

Total friction surface

25

first partial ring surface

26

second partial ring surface

27

power unit

28

traction drive

29

motor vehicle

30

drive wheel

31

front

32

driver's seat

33

handlebars

34

Transmission output shaft

35

Inner plate tab

36

Outer disk tab

37

Transmission input shaft

38

Leaf spring assembly

39

CSC

40

sprocket

41

Dual Mass Flywheel

42

traction drive

43

clutch lever

44

first conventional counter plate

45

second conventional counter plate

46

third conventional counter plate

47

fourth conventional counter plate

48

first conventional friction plate

49

second conventional friction plate

50

third conventional friction plate

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included 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.

Patent literature cited

• DE 102016204111 A1 [0002]
• DE 102016207116 B3 [0002]
• DE 102018105038 A1 [0002]

Claims (6)

Multi-plate clutch (1) with an axis of rotation (2) for a drive train (3), comprising at least the following components: - an inner basket (4); - an outer basket (5); and - at least one plate pack (6) with a plurality of plates, comprising at least one inner plate (7, 8, 9, 10), which is connected to the inner basket (4) in an axially displaceable manner to transmit torque, and comprising one for the number of inner plates ( 7,8,9,10) corresponding number of outer plates (11,12,13), which are connected to the outer basket (5) so as to be able to transmit torque in an axially displaceable manner, the inner plate (7,8,9,10) and the outer plate (11th , 12, 13) are arranged axially alternately adjacent to one another and can be brought into frictional contact with one another and pressed in such a way that a torque can be releasably transmitted between the inner basket (4) and the outer basket (5), characterized in that at least one of the inner plates ( 7, 8, 9, 10) and at least one of the outer plates (11, 12, 13) has a carrier disk (14, 15) and a friction lining (16) attached to the carrier disk (14, 15) and the respective friction lining (16) with a friction area (17,18,19,20, 21, 22) of the adjacent lamella (7, 8, 9, 10, 11, 12, 13) can be brought into frictional contact, which is free of a friction lining (16). Multi-plate clutch (1) after Claim 1 , wherein a surface normal (23) of all friction linings (16) points in a single axial direction, the friction linings (16) forming an overall friction surface (24) for the frictional contact. Multi-plate clutch (1) after Claim 1 , wherein the friction linings (16) of the inner plate (7,8,9,10) cover a first partial ring surface (25,26) and the friction linings (16) of the outer plate (11,12,13) cover a second partial ring surface (25,26) , which together form a total friction surface (24) for the frictional contact. Multi-plate clutch (1) according to one of the preceding claims, wherein the multi-plate clutch (1) is designed as a self-energizing motorcycle clutch, in which a portion of the input drive torque can be converted into a reinforcing axial contact force. Drive train (3) comprising a drive unit (27) with an output shaft (28), at least one consumer (30) and a multi-plate clutch (1) according to one of the preceding claims, wherein the output shaft (28) for torque transmission by means of the multi-plate clutch (1) the at least one consumer (30) is detachably connected to transmit torque. Motor vehicle (29), comprising at least one drive wheel (30), which by means of a drive train (3) Claim 5 is drivable.

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