DE102022209072A1 - Clutch disc for a drive - Google Patents

Abstract

The invention relates to a clutch disk for a drive with a hub that defines an axis of rotation, wherein the clutch disk has a plurality of wing elements on an outer circumference of the clutch disk, with a gap within a plane of rotation of the axis of rotation between two side surfaces of two adjacent wing elements of the plurality of wing elements is formed and the gap has an arcuate gap base which connects the two side surfaces with each other. A distance within the plane of rotation between the two side surfaces corresponds at least in sections to a predetermined distance and / or the distance increases at least in sections in the direction of the axis of rotation, the distance being a distance between two points of the two side surfaces that have the same distance from the axis of rotation.

Description

The present invention relates to a clutch disc for a drive, a clutch with such a clutch disc, a simulation method and a vehicle with the clutch disc and/or the clutch.

Clutch disks with spring elements as such are known. The spring elements are arranged on an outer circumference of the clutch disk and separated from one another by gaps. The clutch disc usually has a hub that defines an axis of rotation. Viewed in a plane of rotation of the axis of rotation, the gap between two adjacent wing elements is formed by two side surfaces and a gap base connecting the side surfaces. The side surfaces are designed in such a way that they extend along a respective extension direction towards the axis of rotation and a distance between the two side surfaces decreases in the direction of the axis of rotation.

Friction linings can be arranged on the clutch disks in order to transmit torque to a corresponding counterpart of the clutch disk, for example to a pressure disk of a transmission shaft. During operation, a detachable connection between two shafts can be made by means of a clutch and the clutch disk, for example an engine crankshaft and the transmission shaft. The clutch disc can be engaged and disengaged. During operation, especially during the clutch engagement process, due to the frictional forces acting on the clutch disk, in particular the frictional forces acting on the spring elements or the friction linings, circumferential forces can occur, which lead to mechanical stresses on the clutch disk. Thermal distribution also occurs in such a way that the base of the gap and the friction linings have a higher temperature than the rest of the clutch disc. This thermal uneven distribution and the mechanical stresses lead to a reduced service life of the clutch discs.

It is therefore an object of the present invention to provide a clutch disc, a clutch, a simulation method and a vehicle which eliminate or at least reduce one or more of the aforementioned problems. In particular, it is an object of the present invention to provide a clutch disc, a clutch, a simulation method for determining a clutch model of a clutch disc and a vehicle with such a clutch disc and/or clutch, wherein in this clutch disc the maximum stresses caused by a thermal uneven distribution during caused by the clutch engagement process is reduced.

The object is achieved according to a first aspect by a clutch disk for a drive with a hub that defines an axis of rotation, the clutch disk having a plurality of wing elements on an outer circumference of the clutch disk. A gap is formed between two side surfaces of two adjacent wing elements of the plurality of wing elements within a plane of rotation of the axis of rotation and the gap has an arcuate gap base which connects the two side surfaces with one another. A distance within the plane of rotation between the two side surfaces corresponds at least in sections to a predetermined distance and / or the distance increases at least in sections in the direction of the axis of rotation, the distance being a distance between two points of the two side surfaces that have the same distance from the axis of rotation.

Due to the predetermined distance remaining the same at least in sections and/or the increase in the distance in the direction of the axis of rotation, thermal expansion of the clutch disk and distribution of the applied mechanical stress are improved. Consequently, a service life of the clutch disk can be extended in comparison to the general prior art mentioned at the outset.

The drive can be a drive of a vehicle, such as a car, a bus and a motorcycle, a boat or an airplane. In particular, the clutch disc can be suitable for any type of drive and/or clutch in which a torque is to be transmitted from one shaft to another shaft.

The clutch disc can be rotatable about the axis of rotation. The plane of rotation extends perpendicular to the axis of rotation.

The plurality of wing elements may include two, three, four, five, six or more wing elements. The inventors have recognized that the technical problem of uneven distribution of heat and circumferential forces becomes even more severe, particularly when there are five, six or more wing elements.

One wing element of the plurality of wing elements can be formed in the form of an elevation on an outer circumference of the clutch disk. The clutch disc can be disc-shaped. In particular, the clutch disc can have a front and a back side, which are connected to each other by side surfaces. A thickness of the clutch disk, which extends along the axis of rotation, can be relatively small, so that the clutch disk extends essentially within the plane of rotation. A wing element of the wing elements, viewed within the plane of rotation, can be formed by two side surfaces and an end face, the end face connecting the two side surfaces with one another. The side surfaces are formed essentially perpendicular to the plane of rotation and/or parallel to the axis of rotation. The side surfaces and the end face can be connected to one another by edges, the edges enclosing a predetermined angle with the respective side surface and the end face, for example 90°, or being rounded. The end face can be curved. If there are five or more wing elements, this can be referred to as a star-shaped clutch disc.

A friction lining can be arranged on at least one wing element of the wing elements on the front and/or back of the clutch disk. A wing element can therefore also be defined as a friction lining carrier.

The distance within the plane of rotation between the two side surfaces of the adjacent wing elements corresponds at least in sections to the predetermined distance. Accordingly, the distance along this section remains the same, for example 4 cm. Additionally or alternatively, the distance increases in sections in the direction of the axis of rotation.

The distance is a distance between two points of the two side surfaces that are the same distance from the axis of rotation. The two points can have the same radial distance from the axis of rotation.

The clutch disc can be made in one piece.

The gap, in particular each of the gaps, can have an upper gap section, a lower gap section and the arcuate gap base, and the lower gap section can be arranged between the upper gap section and the gap base. Viewed along the radial direction, the lower gap section can be arranged between the gap base and the upper gap section. The upper gap section can adjoin and/or be connected to the end face. Consequently, the upper gap section is arranged further away from the axis of rotation than the lower gap section. The clutch disk may have a corresponding variety of gaps based on the plurality of wing elements. With six wing elements, six gaps can be formed. All gaps in the clutch disk can be essentially identical. The upper and lower gap sections can be formed by the two side surfaces of the adjacent wing elements and the gap base can connect the two side surfaces, in particular of the lower gap section, to one another.

The previous and subsequent descriptions as well as the previous and subsequent features regarding a/the wing element and/or a/the gap can be carried out on all other wing elements and gaps.

The gap can be designed such that the two side surfaces are at least partially parallel to one another. In this parallel section, the distance can be the or a predetermined distance and/or the distance can remain the same.

The two side surfaces, in particular of the lower gap section, can be designed parallel to one another in such a way that the parallel sections of the two side surfaces are connected to the gap base. The gap can be designed in such a way that the side surfaces of the lower gap section form a U-shape with the base of the gap, with these side surfaces being designed parallel to one another. The U-shape or a U-shaped structure of the clutch disc results in a more even distribution of the mechanical tension and thus an increase in service life.

The distance between the two side surfaces of the lower gap section can increase in the direction of the axis of rotation. Furthermore, the distance between the two side surfaces of the lower gap section can initially increase in the direction of the axis of rotation and then decrease again. The distance can decrease to a smallest distance between the two side surfaces of the upper gap section.

The distance between the two side surfaces of the upper gap section can have or correspond to the predetermined distance.

The distance between the two side surfaces of the gap, in particular the lower gap section, can increase in such a way that the two side surfaces each form a nose-shaped section in the plane of rotation. The nose-shaped section can be designed as a hook-shaped.

The nose-shaped section can be designed in such a way that it is curved and/or hook-shaped. The curved section can be designed in such a way that it is semicircular. The curved section may have a nose radius of curvature. The nose radius of curvature can be smaller than a radius of curvature of the gap base described below. The nose radius of curvature may be formed in a predetermined relationship to the radius of curvature. The ratio can be a 1 to 10, in particular a 1 to 8 ratio. The nose radius of curvature can be 5 mm, preferably 3 mm, in particular 1 mm.

The gap base can connect the two nose-shaped sections of the two side surfaces, in particular of the lower gap section, to one another. By increasing the distance in the direction of the axis of rotation, the mechanical stress can be distributed more evenly and the service life can therefore be increased.

The distance between the two side surfaces of the upper gap section in the direction of the axis of rotation can decrease at least in sections and/or have the predetermined distance.

The arcuate gap base can have the predetermined radius of curvature, which is greater than or equal to, greater than, less than or less than a shortest distance between the two side surfaces, in particular of the lower gap section, the shortest distance being in particular a distance between two points of the two side surfaces, the one have the shortest distance to the axis of rotation.

If the clutch disc is U-shaped, the radius of curvature can be smaller than the distance between the two parallel sections. In particular, with the U-shaped design of the clutch disk, the radius of curvature can be half as large as the distance between the two parallel sections. If the distance between the two side sections, in particular of the lower gap section, increases at least in sections in the direction of the axis of rotation, the radius of curvature can be greater than or greater than the distance, in particular the shortest distance, of the two side surfaces, in particular of the lower gap section. The radius of curvature can correspond to a multiple of the distance, in particular the shortest distance.

The upper and lower gap sections of at least one of the two side surfaces can have a predetermined aspect ratio which essentially corresponds to a 1:1, 0.5:1, 0.2:1, 1:0.5 or 1:0.2 ratio, wherein the length of the gap sections extends along the radial direction.

The predetermined distance, in particular of the U-shape, can be between 10 to 25 mm or 12 to 18 mm, in particular 16 mm.

The gap may have a predetermined depth extending along the radial direction. The clutch disc can have a maximum radius, and in particular the end faces can be arcuate. The respective end face can have a radius of curvature that corresponds to the maximum radius of the clutch disk. The maximum radius can be the maximum distance from the end face to the axis of rotation. The depth may be defined as the connection between a first point of the gap bottom, which has the shortest distance along the radial direction to the axis of rotation, and a second point, which is an intersection of an extension of the radial direction through the first point with the maximum radius. The predetermined depth for the U-shaped gap can be between 25 to 40 mm, in particular 30 to 35 mm, advantageously 34 mm. Viewed along the radial direction of this connection, the lengths of the upper and lower gap sections can be formed. A further intermediate radius can be used, which is a radius of a connection point between the upper and lower gap sections to the axis of rotation. Viewed along this radial direction, the length of the upper gap section is a second connection between an intersection of the radial direction with the maximum radius and an intersection of the radial direction with the intermediate radius. A lower radius can be a radius that a connection point between the lower gap section and the gap bottom has to the axis of rotation. Consequently, the length of the lower gap portion can be determined as a third connection of this radial direction with the lower radius and the middle radius.

The gaps can be designed to be axially symmetrical, with the gaps being axially symmetrical in particular about one or the previously mentioned radial direction.

A shortest distance between the two nose-shaped sections can be between 6 and 17 mm or 9 and 14 mm, in particular 12 mm. Is the gap designed such that the distance between the two side surfaces of the upper gap section decreases in the direction of the axis of rotation and the lower gap section has the two nose-shaped sections, so that the Distance between the two side surfaces of the lower gap section increases at least in sections in the direction of the axis of rotation, the predetermined depth can be between 20 to 40 mm, in particular 25 to 35 mm, advantageously 26 mm.

A maximum radius of the clutch disk can be between 50 and 100 mm, advantageously between 60 and 90 mm, in particular 70 mm.

The predetermined depth can be selected such that the bottom of the gap has a predetermined minimum distance from the hub. The minimum distance can be 1 mm or larger.

The gap base can have a predetermined gap-hub distance that defines a shortest distance within the rotation evenings between the gap base and the rotation axis, the predetermined gap-hub distance being between 0.1 to 0.5 times, 0.2 to 0.4 times, 0.25 to 0.35 times, in particular 0.3 times a maximum radius of the clutch disk.

According to a second aspect, the task is solved by a computer-implemented simulation method for determining a clutch disk model of a clutch disk for a drive with a hub. The method includes providing an initial model of a clutch disk with a hub, the initial model characterizing a geometry of the clutch disk, the initial model further characterizing a compressive stress in a heating phase and/or a tensile stress in a cooling phase of the clutch disk. The method further includes receiving a boundary condition input that characterizes one or more boundary conditions and a range of values of the respective boundary conditions, wherein the one or more boundary conditions characterize at least friction linings and rivet holes of the clutch disk. The method further includes simulating the heating phase and/or the cooling phase of the clutch disk and adapting the initial model such that a reduction in the compressive stress and/or the tensile stress is achieved in the respective phase, and providing an adapted clutch disk model of the clutch disk based on the simulated one and adapted initial model.

The method can be carried out in a CAD program.

The heating phase can be a phase in which the clutch disc or the initial model is heated. The heating can be done by engaging the clutch disc. The cooling phase can be a phase in which the clutch disk or the initial model changes from a heated state, in particular the heated state of the heating phase, to a cooled state, in particular cools down. The cooled state can be a resting state. The cooling phase can begin while the clutch disk is in a coupled state and/or with or after the uncoupling process.

The one or more boundary conditions can characterize at least one of a diameter, a radius, a thickness, one or more materials, material properties and geometries associated with the materials of individual components of the initial model and/or the initial model.

The initial model can therefore be determined in a so-called design space, especially in the CAD program.

Providing the initial model may further include determining a geometry of the initial model. The geometry of the initial model can be determined using a finite element calculation.

The initial model can be adjusted in such a way that the mass is reduced by a maximum of a predetermined proportion. The share can be a maximum of 5%.

The initial model may have multiple features, each feature having a predetermined minimum size to ensure mechanical manufacturing. The minimum size can be 1.5mm. The features may include through openings and fastening features for fastening friction linings.

Simulating may include simulation with multiple iterations/repetitions of the simulation.

The method can include adapting the initial model, in particular the boundary conditions, after a simulation, in particular after several iterations/repetitions, in particular in such a way that the reduction of the compressive stress and/or the tensile stress is achieved in the respective phase.

Adjusting the initial model may include adjusting the initial model within the value ranges of the boundary conditions. After adjusting the value ranges you can at least one further simulation and an adjustment of the initial model takes place.

The method may further include performing a finite element calculation of the clutch disk model. Based on the finite element calculation, it can be determined whether an improvement of the initial model and/or the coupling model was achieved during the heating and/or cooling phase.

The constraint input can be received by a user.

Previously described features of the clutch disc according to the first aspect can be designed as method features of the method according to the second aspect.

The object is achieved according to a third aspect by a clutch disc, having the geometry of a clutch disc model of a clutch disc obtained by a method according to the second aspect.

Previously described features of the clutch disc according to the first aspect and previously described features of the method according to the second aspect can be designed as features of the clutch disc according to the third aspect.

The object is solved according to a fourth aspect by a computer program product, comprising instructions which, when the program is executed by a processor, cause the processor to carry out the method according to the second aspect.

The object is achieved according to a fifth aspect by a clutch for a drive, comprising a clutch disc according to the first aspect and/or the third aspect.

The object is achieved according to a sixth aspect by a vehicle comprising a clutch disc according to the first and/or third aspect and/or a clutch according to the fifth aspect. The vehicle can be a car, a bus, a motorcycle, a scooter, a boat or an airplane. The vehicle can be an at least partially autonomous vehicle. The vehicle can be an L4 or L5 vehicle.

• 1 einen Querschnitt eines ersten Ausführungsbeispiels einer Kupplungsscheibe;
• 2 eine perspektivische Darstellung der Kupplungsscheibe gemäß dem ersten Ausführungsbeispiel;
• 3 und 4 einen Ausschnitt der Kupplungsscheibe gemäß dem ersten Ausführungsbeispiel;
• 5 einen Querschnitt eines zweiten Ausführungsbeispiels einer Kupplungsscheibe;
• 6 eine perspektivische Darstellung der Kupplungsscheibe gemäß dem zweiten Ausführungsbeispiel;
• 7 einen Ausschnitt der Kupplungsscheibe gemäß dem zweiten Ausführungsbeispiel;
• 8 eine schematische Darstellung einer Kupplung mit einer Kupplungsscheibe gemäß dem ersten Ausführungsbeispiel;
• 9 eine schematische Darstellung eines Fahrzeugs mit einer Kupplung und einer Kupplungsscheibe; und
• 10 eine schematische Darstellung eines computer-implementierten Simulationsverfahrens zum Bestimmen eines Kupplungsscheibenmodells einer Kupplungsscheibe für einen Antrieb mit einer Nabe.

Preferred exemplary embodiments are explained using the accompanying figures as examples. Show it:

• 1 a cross section of a first embodiment of a clutch disk;
• 2 a perspective view of the clutch disc according to the first exemplary embodiment;
• 3 and 4 a section of the clutch disc according to the first exemplary embodiment;
• 5 a cross section of a second embodiment of a clutch disk;
• 6 a perspective view of the clutch disc according to the second exemplary embodiment;
• 7 a section of the clutch disc according to the second exemplary embodiment;
• 8th a schematic representation of a clutch with a clutch disc according to the first exemplary embodiment;
• 9 a schematic representation of a vehicle with a clutch and a clutch disc; and
• 10 a schematic representation of a computer-implemented simulation method for determining a clutch disk model of a clutch disk for a drive with a hub.

In the figures, identical or essentially functionally identical or similar elements are designated with the same reference numerals.

1 shows a clutch disk 100 according to a first exemplary embodiment with a large number of spring elements 110, here six spring elements 110. The spring elements 110 are constructed identically and arranged on an outer circumference of the clutch disk 100. The clutch disk 100 has a hub 120 that defines an axis of rotation D. The clutch disk 100 with the spring elements 110 is formed in one piece. Furthermore, a gap 130 is formed between two adjacent wing elements 110. Furthermore, friction linings 140 are attached to the wing elements 110. The clutch disk 100 has a large number of rivet holes 101, here eight rivet holes 101. The 1 shows the clutch disc 100 viewed along the axis of rotation D, so that the clutch disc 100 is in the 1 extends within a plane of rotation of the axis of rotation D.

The 2 shows the clutch disc 100 in a perspective view. The clutch disc 100 is disc-shaped. The clutch disc 100 has a front and a back surface connected to side surfaces. A thickness of the clutch disc 100 is chosen to be relatively small, so that the clutch disc 100 is essentially inside and/or which extends parallel to the plane of rotation. The side surfaces can extend essentially parallel to the axis of rotation D, with the thickness also extending along the axis of rotation D.

Each of the spring elements 110 is within the plane of rotation according to 1 viewed by at least two side surfaces SF1, SF2 and an end face, the end face connecting the two side surfaces SF1, SF2 with one another. The end faces are arcuate and have a radius of curvature that corresponds to a maximum radius MR of the clutch disk 100. The friction linings 140 are mounted on the spring elements 110 in such a way that they do not extend beyond the side surfaces of the respective spring element 110.

The 3 shows an enlargement of a section A1 of the 1 the clutch disc 100. According to the 3 the gap 130 is delimited by the two side surfaces SF1 and SF2 of two adjacent spring elements 110, the two side surfaces SF1, SF2 being connected to one another by a gap base LG of the gap 130. The gap 130 further has an upper gap section OG and a lower gap section UL, the lower gap section UL being arranged between the upper gap section OL and the gap base UL.

The ones in the 3 The dashed lines shown serve to divide the gap 130 into the various sections OL, UL and LG.

The gap base LG is the lowest section of the gap 130, which is arcuate and has a predetermined radius of curvature. According to the 3 the side surfaces of the lower gap section UL are designed parallel to one another. A lowermost section of the side surfaces of the lower gap section UL adjoins the gap base LG. Consequently, the gap base LG can be referred to as the section which begins in the direction of the axis of rotation D when the radius of curvature of the side surfaces SF1, SF2 changes. The side surfaces SF1, SF2 are initially parallel to each other and straight and the gap base LG has the radius of curvature, so that the change from straight to curved describes the beginning of the gap base LG.

Next is in the 3 a distance A is drawn. The distance A is determined as a distance between two points on the opposite side surfaces SF1, SF2, which have the same distance from the axis of rotation D. In other words, the two points lie on the same radius with respect to the axis of rotation D.

Like in the 1 to 3 is shown, the distance A of the upper gap section OL decreases constantly in the direction of the axis of rotation D. The distance A in the lower gap section UL corresponds to a predetermined distance which is 10 to 25 mm, advantageously 12 to 18 mm, in particular 16 mm. The gap base LG has a radius of curvature that is greater than or equal to the predetermined distance of the lower gap section UL.

The 4 shows section A1, where according to 4 compared to that 3 a depth T of the gap 130, a length B1 of the upper gap section OL and a length B2 of the lower length section UL are shown. The depth T and the lengths B1, B2 extend along the radial direction RR. According to the 4 the length B2 is shorter than the length B1, here shorter by a factor of approx. 0.5. The depth T also has an influence on the distribution of heat and the mechanical stress and is greater than the sum of the two lengths B1, B2, in particular this can be 34 mm.

Due to the structure of the clutch disc 100 shown, it is possible to achieve an improved distribution of heat, in particular during a clutch engagement process of the clutch disc 100, so that a reduced mechanical tension is achieved, in particular on the spring elements 110, and thus the service life of the clutch disc 100 is extended.

5 shows a second embodiment of a clutch disk 100 '. The clutch disc 100' differs from the clutch disc 100 in that the gap 130' has a different shape compared to the gap 130, so that only the differences will be discussed below. The clutch disc 100' also has through openings 102, 103.

6 shows a perspective view of the clutch disc 100 ' 5 . The clutch disc 100' is also disc-shaped.

7 shows a second section A2 of the clutch disc 100 ' 5 , where the upper and lower gap sections OL, UL and the gap bottom are shown by the dashed lines. Similar to the clutch disk 100, the distance A between the two side surfaces SF1, SF2 initially decreases in the direction of the axis of rotation D. Subsequently, the distance between the two side surfaces SF1, SF2 in the lower gap section UL increases, so that nose-shaped sections are formed on the respective side surfaces SF1, SF2. The distance between the two side surfaces SF1, SF2 then increases eating again. Here the gap base LG begins at the section or point at which there is a change in the curvature or the radius of curvature between the lower gap section UL and the gap base. In other words, the gap base LG has a radius of curvature that is different from the radius of curvature of the lower gap section UL. Alternatively, the two side surfaces SF1, SF2 can end in a rectilinear section to which the gap base LG adjoins and/or is connected.

Through the in the 5 to 7 Clutch disc 100' shown, an improved distribution of heat and mechanical stresses is also achieved, so that the service life of the clutch disc 100' is extended.

According to an exemplary embodiment, not shown, the gap can be designed such that the distance initially corresponds to the predetermined distance between the two side surfaces in the direction of the axis of rotation D and then increases in the direction of the axis of rotation D, so that the nose-like sections are formed. Consequently, the exemplary embodiments and features of the clutch disks 100, 100' can be at least partially combined.

8th shows a schematic representation of a clutch 200 with a first shaft W1 and a second shaft W2, wherein a torque is transmitted from the first shaft W1 to the second shaft W2 by means of the clutch 200 and the clutch 200 includes the clutch disk 100.

9 shows a schematic representation of a vehicle 300 with the clutch 200, wherein the vehicle 300 can alternatively or additionally comprise one of the clutch disks 100, 100 '.

10 shows a schematic representation of a computer-implemented simulation method 400 for determining a clutch disk model of a clutch disk 100, 100 'for a drive with a hub 120. The method 400 includes providing 410 an initial model of a clutch disk with a hub, the initial model being a geometry of the clutch disk characterized, wherein the initial model further characterizes a compressive stress in a heating phase and / or a tensile stress in a cooling phase of the clutch disc. The method 400 further includes receiving 420 a boundary condition input that characterizes one or more boundary conditions and a range of values of the respective boundary conditions, wherein the one or more boundary conditions characterize at least friction linings and rivet holes of the clutch disk. The method 400 further includes simulating the heating phase and/or the cooling phase of the clutch disk and adjusting 430 the initial model such that a reduction in the compressive stress and/or the tensile stress is achieved in the respective phase. Finally, the method 400 includes providing 440 an adapted clutch disc model of the clutch disc based on the simulated and adapted initial model. The clutch disc model can characterize the clutch disc 100, 100'.

Reference symbols

100, 100'

Clutch disc

101

Rivet holes

102

Passage opening

103

Passage opening

110

Wing element

120

hub

130, 130`

gap

140

friction lining

D

Axis of rotation

A1

first excerpt

A2

second excerpt

OIL

upper gap section

UL

lower gap section

LG

Gap reason

LT

Gap depth

SF1

Side surface of a first wing element

SF2

Side surface of a second wing element adjacent to the first wing element

MR

maximum radius

RR

Radial direction

B1

Length of the upper gap section

B2

Length of the lower gap section

T

Depth of the gap

200

coupling

W1

first wave

W2

second wave

300

vehicle

400

computer-implemented simulation method

410

Providing an initial model of a clutch disc

420

Receiving a constraint input

430

Simulating the heating phase and/or the cooling phase of the clutch disc and adapting the initial model

440

Providing a customized clutch disc model of the clutch disc

Claims (15)

Clutch disc (100, 100') for a drive with a hub (120) that defines an axis of rotation (D), the clutch disc (100, 100') having a plurality of wing elements (110) on an outer circumference of the clutch disc (100, 100 ') having, wherein a gap (130, 130') is formed between two side surfaces (SF1, SF2) of two adjacent wing elements (110) of the plurality of wing elements (110) within a plane of rotation of the axis of rotation (D) and the gap (130) has an arcuate gap base (LG), which connects the two side surfaces (SF1, SF2) with each other, wherein a distance (A) within the plane of rotation between the two side surfaces (SF1, SF2) corresponds at least in sections to a predetermined distance and / or the distance (A) increases at least in sections in the direction of the axis of rotation (D), where the distance (A) is a distance between two points of the two side surfaces (SF1, SF2) which have the same distance from the axis of rotation (D). Clutch disc (100, 100'). Claim 1 , wherein the gap (130, 130 ') has an upper gap section (OL), a lower gap section (UL) and the arcuate gap base (LG) and the lower gap section (UL) between the upper gap section (OL) and the gap base (LG ) is arranged, the upper and lower gap sections (OL, UL) being formed by the two side surfaces (SF1, SF2) of the adjacent wing elements and the gap base (LG) connecting the two side surfaces (SF1, SF2) with each other. Clutch disc (100, 100'). Claim 1 or 2 , wherein the gap (130) is designed such that the two side surfaces (100, 100 ') are at least partially parallel to one another. Clutch disc (100) according to one of the preceding claims, wherein the two side surfaces (SF1), in particular of the lower gap section (UL) are designed parallel to one another in such a way that the parallel sections of the two side surfaces (SF1, SF2) are connected to the gap base (LG). are. Clutch disc (100') according to one of the Claims 1 until 3 , whereby the distance (A) between the two side surfaces (SF1, SF2) of the lower gap section (UL) increases in the direction of the axis of rotation (D). Clutch disc (100') according to one of the Claims 1 until 3 or 5 , wherein the distance (A) between the two side surfaces (SF1, SF2) of the gap (130`), in particular the lower gap section (UL), increases in such a way that the two side surfaces (SF1, SF2) each have a nose-shaped shape in the plane of rotation Form section. Clutch disc (100'). Claim 6 , wherein the gap base (LG) connects the two nose-shaped sections of the two side surfaces (SF1, SF2), in particular the lower gap section (UL), with each other. Clutch disc (100, 100') according to one of the Claims 2 until 7 , wherein the distance (A) between the two side surfaces (SF1, SF2) of the upper gap section (OL) decreases at least in sections in the direction of the axis of rotation (D) and / or has the predetermined distance. Clutch disc (100, 100') according to one of the preceding claims, wherein the arcuate gap base (LG) has a predetermined radius of curvature which is greater than, greater than, less than or less than a shortest distance between the two side surfaces (SF1, SF2), in particular the lower gap section (UL), wherein the shortest distance is in particular a distance between two points of the two side surfaces (SF1, SF2) which have a shortest distance to the axis of rotation (D). Clutch disc (100, 100') according to one of the Claims 2 until 9 , wherein the upper and lower gap sections (OL, UL) of at least one of the two side surfaces (SF1, SF2) have a predetermined aspect ratio, which is essentially 1:1, 0.5:1, 0.2:1, 1:0 .5 or 1:0.2 ratio. Clutch disc (100, 100') according to one of the preceding claims, wherein the gap base (130, 130') has a predetermined gap-hub distance, which is a shortest distance within the rotation evenings between the gap base (LG) and the axis of rotation (D). defined, wherein the predetermined gap-hub distance is between 0.1 to 0.5 times, 0.2 to 0.4 times, 0.25 to 0.35 times, in particular 0.3 times a maximum Radius (MR) of the clutch disc (100, 100 '). Computer-implemented simulation method (400) for determining a clutch disk model of a clutch disk (100, 100') for a drive with a hub (120), comprising the steps: Providing (410) an initial model of a clutch disk with a hub, the initial model characterizing a geometry of the clutch disk, the initial model further characterizing a compressive stress in a heating phase and/or a tensile stress in a cooling phase of the clutch disk; Receiving (420) a boundary condition input characterizing one or more boundary conditions and a range of values of the respective boundary conditions, the one or more boundary conditions characterizing at least friction linings and rivet holes of the clutch disc; Simulating the heating phase and/or the cooling phase of the clutch disc (100, 100') and adapting (430) the initial model such that a reduction in the compressive stress and/or the tensile stress is achieved in the respective phase; Providing (440) an adapted clutch disc model of the clutch disc (100, 100') based on the simulated and adapted initial model. Computer program product, comprising commands which, when the program is executed by a processor, cause it to carry out the method (400). Claim 12 to carry out. Clutch (200), comprising a clutch disc (100, 100 ') according to one of Claims 1 until 11 . Vehicle (300), comprising a clutch disc (100, 100 ') according to one of Claims 1 until 11 and/or a clutch (200). Claim 14 .

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