DE102021106019A1 - Dry multi-plate clutch - Google Patents

Abstract

Dry disk clutch (1) with a common axis of rotation (2), at least comprising at least one annular inner disk (3) arranged coaxially to the axis of rotation (2) and connected to an inner disk carrier (4) opposite a circumferential direction (5) via internal teeth (6 ) can be positively connected, as well as at least one ring-shaped outer disk (7) arranged coaxially to the axis of rotation (2), which can be positively connected to an outer disk carrier (8) opposite the circumferential direction (5) via external teeth (9), with contacting Side surfaces (10) of the at least one inner disc (3) and the at least one outer disc (7) can be formed with a frictional connection in relation to the circumferential direction (5).

Description

The invention relates to a dry multi-plate clutch, in particular for a drive train of a motor vehicle.

The dry multi-plate clutch is used in particular as a multi-plate slip clutch to limit the torques to be transmitted.

Torsional vibration dampers are known from the prior art, which are used in a drive train, for example in a motor vehicle, in order to mitigate the effects of torque fluctuations. The drive trains of motor vehicles must also be protected against excessive torque, and due to the increasing degree of electrification of the drive trains of motor vehicles, their sensitivity to such excessive torque is increased. A torque limiter, e.g. B. the dry multi-plate clutch described here, integrated into the torsional vibration damper. Furthermore, the torsional vibration damper includes a damper for torque fluctuations. In the case of torsional vibration dampers with a hub flange, there is increased wear on the helical compression springs, which first leads to a deterioration in the performance of the damper (noise) and finally to the helical compression spring breaking. To reduce wear, multi-hub flanges with two or more flanges are used. This has the advantage that the pressure ends of the helical compression springs attach exclusively to the flanges and the side plates are connected in a torque-transmitting manner via the flanges, for example by means of bolts. In addition, the helical compression springs can be guided by means of the flanges. In the event of torque impacts from the transmission side, the load on the helical compression springs or the flanges can be reduced by reducing the mass moment of inertia from the hub for the transmission input shaft of the drive train to the torque limiter.

From the DE102020108380.7 such a torsional vibration damper is known.

a z. B. dry multi-plate clutch used as a torque limiter comprises at least one common axis of rotation, at least one annular inner disk arranged coaxially to the axis of rotation, which can be positively connected to an inner disk carrier in relation to a circumferential direction via internal teeth, and at least one annular outer disk arranged coaxially to the axis of rotation, which can be positively connected to an outer disk carrier in relation to the circumferential direction via external teeth. A connection that is frictionally engaged with respect to the circumferential direction can be formed via mutually contacting side surfaces of the at least one inner disk and the at least one outer disk. Torque can be transmitted between the disk carriers via this frictional connection, with the disks being able to rotate in relation to one another if the torque is too high. One of the inner disc and the outer disc is made exclusively from a non-metallic lining material.

In the case of such lamellas, which in particular comprise covering materials made up predominantly of organic components (only additional reinforcing materials, e.g. metallic fibers such as copper threads, for example, can be arranged distributed in the organic components) or are made exclusively of covering material (so-called full covering material ), tooth fractures can occur on the toothing as a result of alternating loads. These can e.g. B. arise due to tooth pitch errors, so due to irregularly spaced teeth of the toothing. These tooth pitch errors are caused by indifferent degrees of shrinkage of the regularly inhomogeneous lining material. The tooth pitch errors mean that the teeth of the toothing are not engaged together with the counter-toothing of the respective disc carrier (i.e. not all teeth transmit approximately the same force), so that the few supporting teeth can be overloaded.

Proceeding from this, the object of the present invention is to at least partially alleviate the problems described at the outset. In particular, a dry multi-plate clutch is to be proposed in which, if possible, all of the teeth are engaged together so that local overloading of individual teeth is prevented.

This object is achieved with the features of independent claim 1. Further advantageous refinements of the invention are specified in the dependent claims. The features listed individually in the dependent claims can be combined with one another in a technologically meaningful manner and can define further refinements of the invention. In addition, the features specified in the claims are specified and explained in more detail in the description, with further preferred configurations of the invention being presented.

• • mindestens eine koaxial zu der Drehachse angeordnete, ringförmige Innenlamelle, die mit einem Innenlamellenträger gegenüber einer Umfangsrichtung über eine Innenverzahnung formschlüssig verbindbar ist, sowie
• • mindestens eine koaxial zu der Drehachse angeordnete, ringförmige Außenlamelle, die mit einem Außenlamellenträger gegenüber der Umfangsrichtung über eine Außenverzahnung formschlüssig verbindbar ist.

A dry multi-plate clutch with a common axis of rotation is proposed. The multi-plate clutch includes at least

• • at least one ring-shaped inner disk arranged coaxially to the axis of rotation, which can be positively connected to an inner disk carrier in relation to a circumferential direction via internal teeth, and
• • at least one ring-shaped outer disk arranged coaxially to the axis of rotation, which can be positively connected to an outer disk carrier in relation to the circumferential direction via external teeth.

A connection that is frictionally engaged with respect to the circumferential direction can be formed via mutually contacting side surfaces of the at least one inner disk and the at least one outer disk. One of the at least one inner disk and the at least one outer disk is made exclusively from a non-metallic lining material and has a (essentially—ie outside of the cross-sectional reductions—constant) lining thickness along the axis of rotation. The lining material has a cross-sectional tapering of the lining thickness at least between two teeth of the toothing arranged adjacent to one another along the circumferential direction. The cross-sectional taper extends from an inner peripheral surface of the lining material to an outer peripheral surface. In the area of the cross-sectional reduction, a minimum covering thickness is at most 50% of a maximum covering thickness of the covering material outside of the cross-sectional reduction.

The multi-plate clutch is used in particular in a torsional vibration damper. The torsional vibration damper is set up in particular to mitigate torsional vibrations and excessive torque in a drive train, preferably in an electrified drive train, in particular of a motor vehicle. The torsional vibration damper includes for damping torsional vibrations z. B. a multi-flange damper, which includes two or more flanges, often referred to as hub flanges. These flanges are elastically prestressed relative to one another by means of energy storage elements, for example helical compression springs or arc springs, so that a torque can be transmitted from one flange to the other flange solely by means of the energy storage element. A (hub) flange is z. B. arranged on the engine side and set up directly for receiving an engine-side torque. On the opposite side z. B. a transmission-side (hub) flange is provided, which is directly torque-transmittingly connected to a hub for connection to a transmission input shaft. At least one (middle) flange is provided between these two hub flanges, which is only elastically connected to the two hub flanges via at least one energy storage element on the hub flange side. The two hub flanges are not directly in torque-transmitting contact with one another.

The multi-plate clutch is provided in particular as a torque limiter unit, which is set up to transmit a predetermined maximum torque and opens when a torque is applied that is above the predetermined maximum torque (torque excess). Thus, at most this maximum transmittable torque can be transmitted to the respective other side of the torque limiter unit.

The torque limiter unit can e.g. B. be arranged on the transmission side, so that the multi-flange damper is not loaded with a torque above the maximum transmissible torque. Thus, the multi-flange damper is protected from such a load (causing wear). The torque limiter unit can be arranged between an inner hub (e.g. the inner disk carrier) and an outer hub (e.g. the outer disk carrier), with the inner hub being directly connected to a transmission input shaft or another intermediate element (such as a clutch or a dual-mass flywheel) with the The outer hub can be set up so that the multi-flange damper is in direct torque-transmitting contact with this outer hub.

The torque limiter unit can be provided between the outer hub and the inner hub. In the multi-plate clutch designed as a multi-plate limiter with outer and inner plates, the outer plates are hooked into the outer hub and the inner plates are hooked into the inner hub.

In particular, the outer disks are designed as friction linings (that is to say consisting exclusively of non-metallic lining material) and the inner disks are designed as metallic (for example steel) disks, preferably without friction linings.

The multi-plate clutch is in particular a dry multi-plate clutch, so it is not designed for use as a wet clutch (in which the plates are arranged in an oil bath).

In particular, the multi-plate clutch comprises a plurality of inner plates and outer plates, which are arranged alternately next to one another along the axis of rotation and contact one another via side surfaces. The outer discs or the inner discs are made entirely of non-metallic lining material and the others, i.e. the inner discs or outer discs, are made of metal cal slats, in particular without lining material, ie without friction lining executed.

The lamellae are pretensioned with one another in relation to an axial direction extending along the axis of rotation, so that in particular a frictional connection is constantly formed between the lamellae. In particular, the preload is adjusted in such a way that torques are only transmitted up to a maximum torque between the disks. If the maximum torque is exceeded, the slats slip.

In particular, the toothings comprise teeth which are spaced apart from one another uniformly along the circumferential direction and which preferably extend parallel to the axis of rotation.

The lining material, i.e. the inner disks or the outer disks (at least one or all of the plurality) has a cross-sectional tapering of the lining thickness at least or in the case of all teeth in each case between two teeth of the toothing arranged adjacent to one another along the circumferential direction. The cross-sectional taper extends from an inner peripheral surface of the lining material to an outer peripheral surface. In the area of the cross-sectional reduction, a minimum covering thickness is at most 50% of a maximum covering thickness of the covering material outside of the cross-sectional reduction.

In particular, the narrowing of the cross section creates a softness, that is to say a deformability of the covering material both in relation to the circumferential direction and in relation to the axial direction. This softness enables an irregular tooth pitch of the toothing to be compensated for, as well as a uniform contact of the respective tooth flank of the lining material on a counter-toothing of the respective disk carrier. A homogeneous distribution of the pressure across all teeth and in particular also across the contact surface of each tooth with the counter-toothing can thus be achieved. The constructively produced softness can in particular compensate for an otherwise lacking elasticity of the lining material itself and enables a better distribution of force between the teeth of the toothings that are in contact with one another, so that several teeth or even all teeth can bear against the respective counter-toothing.

In particular, the narrowing of the cross section enables the lining material to be scribed (i.e. an at least partial narrowing of the cross section to zero), so that the increased freedom of movement of the then existing circular ring segments of the lining material also compensates for larger pitch errors in the tooth pitch (e.g. up to 0.1 millimeters). can become.

In particular, the minimum covering thickness is at most 40%, preferably at most 30%, particularly preferably at most 20% or even at most 10% of the maximum covering thickness. In particular, the cross-sectional taper can also be reduced to zero at least partially (ie not along the entire cross-sectional taper, but only in partial areas between the inner peripheral surface and the outer peripheral surface).

In particular, the minimum lining thickness is designed with a constant lining thickness along the respective cross-sectional taper, ie starting from the inner peripheral surface to the outer peripheral surface.

The narrowing of the cross section can be produced by squeezing the lining material (ie forming), by processing the lining material to remove material, or as part of a primary shaping (e.g. by casting the lining material).

In particular, the narrowing of the cross section is formed by a groove arranged on only one side surface of the lamella made of the covering material.

A groove is in particular a cuboid channel on the side surface of the lining material, which extends from the inner peripheral surface to the outer peripheral surface, in particular at least along the radial direction, possibly with portions in the peripheral direction.

In particular, the narrowing of the cross section is formed by a respective groove arranged on each side surface of the lamella.

In particular, the grooves arranged opposite one another on the different side faces are each of the same design. In particular, the cross-sectional reduction, preferably groove, arranged on one of the two side surfaces of the annular lining material is mirror-symmetrical with respect to a radial plane running through the lining material to the cross-sectional reduction, preferably groove, arranged on the other of the two side surfaces of the annular lining material.

In particular, there is a narrowing of the cross section, preferably a groove, between all of the teeth arranged adjacent to one another, which in particular runs in the radial direction.

In particular, the lamella made of lining material comprises at least ten teeth.

In particular, the lamella made of lining material comprises at most twenty teeth.

In particular, the lamella made of lining material has exactly sixteen teeth.

A drive train is also proposed, which comprises at least one drive unit with a drive shaft, a consumer (e.g. a wheel) that can be driven by the drive unit via the drive shaft, and in between the described multi-plate clutch, in particular as part of a torsional vibration damper. The consumer can be connected or permanently connected to the drive shaft via the multi-disc clutch for transmitting torques and can be limited to a maximum torque by friction.

The drive train comprises in particular an electric drive machine as a drive unit, which is connected to the at least one consumer, for example the drive wheels in a motor vehicle, in a torque-transmitting, preferably separable, manner. By means of the torsional vibration damper, the electric drive machine is protected from a (consumer-side) excess torque and a (at least consumer-side induced) torque fluctuation can be damped, so that the sensitive electric drive machine is adequately protected. An inner disk carrier is in particular on the consumer side and an outer disk carrier and/or a multi-flange damper of the torsional vibration damper is arranged on the engine side.

A motor vehicle is also proposed, at least comprising the drive train described and at least one wheel that can be driven by the drive train.

The statements regarding the multi-plate clutch apply in particular to the drive train and the motor vehicle and vice versa.

The use of indefinite articles (“a”, “an”, “an” and “an”), particularly in the claims and the description reflecting them, is to be understood as such and not as a numeral. Correspondingly introduced terms or components are to be understood in such a way that they are present at least once and in particular can also be present several times. If a component can occur several times (“at least one”), the description of one of these components can apply equally to all or part of the majority of these components, but this is not mandatory.

• 1: ein Kraftfahrzeug mit einem Antriebsstrang in einer Seitenansicht im Schnitt;
• 2: eine Lamellenkupplung in einer perspektivischen Ansicht, teilweise im Schnitt;
• 3: ein Belagmaterial mit gleichmäßiger Belastung der Zähne, in einer Seitenansicht;
• 4: ein Belagmaterial mit ungleichmäßiger Belastung der Zähne, in einer Seitenansicht;
• 5: einen Ausschnitt eines Belagmaterials in einer Seitenansicht; und
• 6: den Ausschnitt nach 5 in einer Draufsicht.

The invention and the technical environment are explained in more detail below with reference to the attached figures. It should be pointed out that the invention should not be limited by the exemplary embodiments given. In particular, unless explicitly stated otherwise, it is also possible to extract partial aspects of the facts explained in the figures and to combine them with other components and findings from the present description. In particular, it should be pointed out that the figures and in particular the proportions shown are only schematic. Show it:

• 1 : a motor vehicle with a drive train in a side view in section;
• 2 : a multi-plate clutch in a perspective view, partially in section;
• 3 : a covering material with even load on the teeth, in a side view;
• 4 : a covering material with uneven loading of the teeth, in a side view;
• 5 : a section of a covering material in a side view; and
• 6 : the snippet after 5 in a top view.

1 shows a motor vehicle 23 with a drive train 19 and a wheel 24 that can be driven by the drive train 19 in a side view in section.

The drive train 19 comprises a drive unit 20 with a drive shaft 21, a consumer 22 (the wheel 24) that can be driven by the drive unit 20 via the drive shaft 21 and, in between, the described multi-plate clutch 1, which is designed as part of a torsional vibration damper 25.

By means of the torsional vibration damper 25, the drive unit 20 is protected against a (consumer-side) excess torque, with a (at least consumer-side induced) torque fluctuation being damped. An inner disk carrier 4 is arranged on the load side and an outer disk carrier 8 or a multi-flange damper 26 of the torsional vibration damper 25 is arranged on the engine side.

The torsional vibration damper 25 comprises a multi-flange damper 26 and a centrally arranged multi-plate clutch 1 as a torque limiter unit. The multi-plate clutch 1 is between an inner disk carrier 4 and an outer disc carrier 8 arranged. The disk clutch 1 comprises a disk set with a plurality of inner disks 3 and outer disks 7. The outer disks 7 are suspended in the outer disk carrier 8 and the inner disks 3 in the inner disk carrier 4, with the outer disks 7 as lining materials 11, i.e. as friction linings, and the inner disks 3 are designed as metal lamellae (e.g. made of steel).

2 shows a multi-plate clutch 1 in a perspective view, partially in section. 3 shows a covering material 11 with a uniform load on the teeth 14, in a side view. 4 shows a facing material 11 with uneven loading of the teeth 14, in a side view. 5 shows a detail of a covering material 11 in a side view. 6 shows the section 5 in a top view. the 2 until 6 are described together below. To the remarks 1 is referenced.

The multi-plate clutch 1 has an axis of rotation 2 and a plurality of annular inner disks 3 arranged coaxially to the axis of rotation 2, which are positively connected to an inner disk carrier 4 opposite a circumferential direction 5 via internal teeth 6, and a plurality of annular outer disks arranged coaxially to the axis of rotation 2 7, which can be positively connected to an outer disk carrier 8 in relation to the circumferential direction 5 via external teeth 9.

Frictional connections are formed with respect to the circumferential direction 5 via mutually contacting side surfaces 10 of the inner disks 3 and the outer disks 7 . The outer discs 7 are made exclusively from a non-metallic lining material 11 and have a lining thickness 12, 13 which is essentially constant along the axis of rotation 2-ie outside the cross-sectional reductions 15. The lining material 11 has a cross-sectional taper 15 of the lining thickness 12, 13 between two teeth 14 of the external toothing 9 arranged adjacent to one another along the circumferential direction 5. The cross-sectional taper 15 extends from an inner peripheral surface 16 of the lining material 11 to an outer peripheral surface 17. In the area of the cross-sectional narrowing 15, a minimum lining thickness 12 is at most 50% of a maximum lining thickness 13 of the lining material 11 outside of the cross-sectional narrowing 15 (see 6 ).

The outer disks 7 are designed as friction linings (that is, they consist exclusively of non-metallic lining material 11) and the inner disks 3 are designed as metallic (e.g. steel) disks without friction linings.

The slats 3, 7 are pretensioned with one another by a disc spring 27 in relation to an axial direction extending along the axis of rotation 2, so that a frictional connection between the slats 3, 7 is constantly formed. The preload is set in such a way that torques are only transmitted up to a maximum torque between the disks 3, 7. If the maximum torque is exceeded, the slats 3, 7 slip.

The toothings 6 , 9 comprise teeth 14 which are spaced evenly apart from one another along the circumferential direction 5 and which extend parallel to the axis of rotation 2 .

The lining material 11 , ie the outer discs 7 , has a cross-sectional taper 15 of the lining thickness 12 , 13 for all teeth 14 between two teeth 14 of the outer toothing 9 arranged adjacent to one another along the circumferential direction 5 . The cross-sectional taper 15 extends from an inner peripheral surface 16 of the covering material 11 to an outer peripheral surface 17. The cross-sectional taper 15 creates a softness, i.e. a deformability of the covering material 11 both in relation to the circumferential direction 5 and in relation to the axial direction (along the axis of rotation 2). This softness enables an irregular tooth pitch of the external toothing 9 to be compensated for as well as a uniform contact of the respective tooth flank of the lining material 11 on the counter-toothing of the external disk carrier 8 counter-toothing can be achieved. The constructively produced softness can compensate for an otherwise lacking elasticity of the covering material 11 itself and enables a better distribution of force between the teeth 14 of the toothings 9 that are in contact with one another, so that all teeth 14 (see 4 opposite to 3 ) can rest against the counter teeth of the outer disk carrier 8.

The minimum lining thickness 12 is designed with a constant lining thickness 12 along the respective cross-sectional taper 15 , ie starting from the inner peripheral surface 16 to the outer peripheral surface 17 . The cross-sectional reduction 15 is formed by a respective groove 18 arranged on each side surface 10 of the outer disk 7 . The grooves 18 arranged opposite one another on the different side faces 10 are each of the same design.

In particular, the cross-sectional taper 15, preferably groove 18, arranged on one of the two side surfaces 10 of the annular covering material 11 is relative to a through the covering material rial 11 running radial plane mirror-symmetrical to the other of the two side surfaces 10 of the annular lining material 11 arranged cross-sectional taper 15, preferably groove 18.

Reference List

1

multi-plate clutch

2

axis of rotation

3

inner slat

4

inner disc carrier

5

circumferential direction

6

internal teeth

7

outer lamella

8th

outer disc carrier

9

external teeth

10

side face

11

covering material

12

minimum lining thickness

13

maximum lining thickness

14

Tooth

15

taper

16

inner peripheral surface

17

outer peripheral surface

18

groove

19

powertrain

20

drive unit

21

drive shaft

22

consumer

23

motor vehicle

24

wheel

25

torsional vibration damper

26

multi-flange damper

27

disc spring

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was 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.

Patent Literature Cited

• DE 102020108380 [0004]

Claims (10)

Dry disk clutch (1) with a common axis of rotation (2), at least comprising at least one annular inner disk (3) arranged coaxially to the axis of rotation (2) and connected to an inner disk carrier (4) opposite a circumferential direction (5) via internal teeth (6 ) can be positively connected, as well as at least one ring-shaped outer disk (7) arranged coaxially to the axis of rotation (2), which can be positively connected to an outer disk carrier (8) opposite the circumferential direction (5) via external teeth (9), with contacting Side faces (10) of the at least one inner disc (3) and the at least one outer disc (7) can be formed with a frictional connection in relation to the circumferential direction (5); one of the inner disk (3) and the outer disk (7) being made exclusively of a non-metallic lining material (11) and having a lining thickness (12, 13) along the axis of rotation (2), the lining material (11) being at least between two each other along the The teeth (14) of the toothing (6, 9) arranged adjacent in the circumferential direction (5) have a cross-sectional taper (15) of the lining thickness (12, 13), the cross-sectional narrowing (15) extending from an inner peripheral surface (16) of the lining material (11) to towards an outer peripheral surface (17), wherein in the area of the cross-sectional reduction (15) a minimum lining thickness (12) is at most 50% of a maximum lining thickness (13) of the lining material (11) outside of the cross-sectional reduction (15). Multi-plate clutch (1) after claim 1 , whereby the minimum lining thickness (12) is at most 20% of the maximum lining thickness (13). Disk clutch (1) according to one of the preceding claims, wherein the cross-sectional reduction (15) is formed by a groove (18) arranged on only one side surface (10) of the disk (3, 7) made of the lining material (11). Multi-plate clutch (1) after claim 3 , wherein the cross-sectional reduction (15) is formed by a respective groove (18) arranged on each side surface (10) of the lamella (3, 7). Multi-plate clutch (1) after claim 4 , wherein the grooves (18) arranged opposite one another on the different side surfaces (10) are each of the same design. Multi-disk clutch (1) according to one of the preceding claims, in which there is a cross-sectional reduction (15) between all of the teeth (14) arranged adjacent to one another. Multi-plate clutch (1) according to one of the preceding claims, wherein the plate (3, 7) made of lining material (11) comprises at least ten teeth (14). Multi-plate clutch (1) according to one of the preceding claims, wherein the plate (3, 7) made of lining material (11) comprises at most twenty teeth (14). Drive train (19), at least comprising a drive unit (20) with a drive shaft (21), a consumer (22) which can be driven by the drive unit (20) via the drive shaft (21) and between them a dry multi-plate clutch (1) according to one of the preceding claims , wherein the consumer (22) can be connected to the drive shaft (21) via the multi-plate clutch (1) for transmitting torque and can be limited to a maximum torque by friction. Motor vehicle (23), at least comprising a drive train (19). claim 9 and at least one wheel (24) that can be driven by the drive train (19).

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