EP3158221A1 - Disque d'embrayage et dispositif d'embrayage à friction - Google Patents

Disque d'embrayage et dispositif d'embrayage à friction

Info

Publication number
EP3158221A1
EP3158221A1 EP15738251.6A EP15738251A EP3158221A1 EP 3158221 A1 EP3158221 A1 EP 3158221A1 EP 15738251 A EP15738251 A EP 15738251A EP 3158221 A1 EP3158221 A1 EP 3158221A1
Authority
EP
European Patent Office
Prior art keywords
clutch
clutch disc
load range
friction
pressure plate
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP15738251.6A
Other languages
German (de)
English (en)
Inventor
Uwe Weller
Steffen Lehmann
Hermann Langeneckert
Wendelin ALBERT
Alain Rusch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP3158221A1 publication Critical patent/EP3158221A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • F16F15/123—Wound springs
    • F16F15/12353—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations
    • F16F15/1236—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations resulting in a staged spring characteristic, e.g. with multiple intermediate plates
    • F16F15/12366—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations resulting in a staged spring characteristic, e.g. with multiple intermediate plates acting on multiple sets of springs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/60—Clutching elements
    • F16D13/64—Clutch-plates; Clutch-lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • F16F15/123—Wound springs
    • F16F15/1238—Wound springs with pre-damper, i.e. additional set of springs between flange of main damper and hub
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2228/00—Functional characteristics, e.g. variability, frequency-dependence
    • F16F2228/06—Stiffness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2228/00—Functional characteristics, e.g. variability, frequency-dependence
    • F16F2228/14—Functional characteristics, e.g. variability, frequency-dependence progressive

Definitions

  • the invention relates to a clutch disc for a friction clutch device, in particular for a drive train of an internal combustion engine driven vehicle, the clutch disc having a disc rotation axis, an input part, at least one intermediate part and an output part, wherein on the one hand the input part and the at least one intermediate part and on the other hand, the at least one intermediate part and the Output part are relatively limited rotatable, and arranged on the output part centrifugal pendulum device.
  • the invention relates to a friction clutch device, in particular for a drive train of an engine-driven motor vehicle, the friction clutch device comprising a clutch rotation axis, a housing, at least one pressure plate and at least one limited to actuation between an engaged actuation and a disengaged actuating position relative to the pressure plate axially displaceable pressure plate.
  • a friction clutch is known with a flywheel forming a counter-pressure associated housing and one of a plate spring against the counter-pressure plate under tension of friction linings (one) non-rotatably connected to a transmission input shaft of a transmission clutch disc clamped, axially displaceable and rotatably connected to the housing pressure plate, are provided in the radially outside of the pressure plate on the housing over the circumference distributed support members for receiving pendulum masses of a centrifugal pendulum.
  • a drive train is known for a motor vehicle with an internal combustion engine and a transmission as well as a clutch unit arranged between the internal combustion engine and the transmission, in which a centrifugal pendulum is integrated in the clutch unit.
  • a clutch device is known with a clutch disc, which comprises a clutch hub, in which a pendulum mass carrier ger adopted of a centrifugal pendulum device comprising a plurality of pendulum masses which are mounted on the pendulum mass support means relative to this movable, is coupled to the clutch disc.
  • the pendulum mass support device is rotatably connected to the clutch hub.
  • the object of the invention is to constructively and / or functionally improve an aforementioned clutch disk.
  • a ride comfort is to be further improved.
  • an attenuation or eradication of torsional vibrations should be further improved.
  • the advantages of a centrifugal pendulum device should be usable not only in a part-load operation and a full-load operation of an internal combustion engine, but also in an idling operation and / or a creeping operation.
  • a transmission of an increased torque without striking of clutch disk parts is to be made possible.
  • a resonance speed should be below an idling speed.
  • a friction clutch device is to be provided with such an improved clutch disc.
  • a clutch disc for a friction clutch device in particular for a drive train of an internal combustion engine driven vehicle, the clutch disc having a disc rotation axis, an input part, at least one intermediate part and an output part, on the one hand the input part and the at least one intermediate part and on the other hand at least an intermediate part and the output part are limited rotatable relative to each other, and arranged on the output part centrifugal pendulum device in which the clutch disc has a characteristic with a lower load range and an upper load range and in the lower load range increased spring stiffness is effective speed.
  • the clutch disc can serve for damping and / or eradicating torsional vibrations.
  • the torsional vibrations can be excited in particular by an internal combustion engine and / or by a transmission.
  • the terms "input part”, “intermediate part” and “output part” refer to a power flow direction emanating from an internal combustion engine A power flow direction emanating from an internal combustion engine may be referred to as a pull direction.
  • the clutch disc may include a spring-damper device.
  • the spring-damper device may comprise a spring device.
  • the spring device may have at least one energy store.
  • the at least one energy supply can be a spring.
  • the at least one spring may be a compression spring.
  • the at least one spring may be a coil spring.
  • At least one spring of the spring device can be effective between the input part and the at least one intermediate part.
  • At least one spring of the spring device can be effective between the at least one intermediate part and the output part.
  • the spring damper device may comprise at least one friction device.
  • a friction device can be effective between the input part and the intermediate part.
  • a friction device can be effective between the input part and the output part.
  • the clutch disc may have a damper cage.
  • the input part may have the damper cage.
  • the clutch disc may have a damper hub flange.
  • the clutch disc may have a pre-damper hub flange.
  • the clutch disc may have a main damper hub flange.
  • the intermediate part may have the damper hub flange.
  • the intermediate part may have the pre-damper hub flange.
  • the intermediate part may have the main damper hub flange.
  • the clutch disc may have a hub part.
  • the output part may have the hub part.
  • the centrifugal pendulum device can serve to further reduce torsional vibrations.
  • the centrifugal pendulum device can have a pendulum mass carrier part.
  • the pendulum mass carrier part may be connected to the output part.
  • Centrifugal pendulum device may have at least one pendulum mass arranged on the pendulum mass carrier part.
  • the at least one pendulum mass may be displaceable relative to the pendulum mass carrier part.
  • the at least one pendulum mass can be displaced under centrifugal force.
  • the at least one pendulum mass can be displaceable along a pendulum track between a first end position and a second end position.
  • the at least one pendulum mass may have an arcuate shape.
  • the at least one pendulum mass may be connected to the pendulum mass carrier part bifilar.
  • the at least one pendulum mass can be mounted on the pendulum mass carrier part by means of spherical rollers.
  • the at least one pendulum mass can have receptacles for receiving the spherical rollers.
  • the pendulum mass carrier part can have receptacles for receiving the spherical rollers.
  • the receptacles of the at least one pendulum mass and / or of the pendulum mass carrier part can each have a kidney-like shape.
  • the at least one pendulum mass may be in one piece.
  • the at least one pendulum mass can be multi-part, in particular two-part. Parts of the at least one pendulum mass can be arranged on both sides of the pendulum mass carrier part.
  • the centrifugal pendulum device may have a plurality, for example four, pendulum masses.
  • the characteristic can be represented in a Cartesian coordinate system in which an angle of rotation is plotted on an x-axis between the input part and the output part and on a y-axis a torque transmitted between the input part and the output part.
  • the lower load range can be assigned to the coordinate origin.
  • the upper load range can connect to the lower load range from the origin of origin.
  • the characteristic can be linear in the lower load range.
  • the characteristic can run in the lower load range two-stage linear with different slopes.
  • the characteristic can be linear in the upper load range.
  • the characteristic may have a greater slope in the upper load range than in the lower load range.
  • the characteristic may have a kink between the lower load range and the upper load range.
  • a spring stiffness of about 1 -5 Nm / °, in particular of about 1, 5-3 Nm / ° be effective.
  • a transition between the lower load range and the upper load range may be above an increased creep torque.
  • a transition between the lower load range and the upper load range can be above a creep torque M k of 10 Nm, in particular above a creep torque.
  • a creep torque may be a moment when a vehicle is traveling slowly, in particular at walking speed, in particular at a speed below 5 km / h, in particular at a speed below 3.6 km / h.
  • a reduced damping constant can be effective.
  • the reduced damping constant may be about half or even less than the damping constant of a conventional design.
  • the characteristic can run in the lower load range in one stage.
  • the one stage may operate in an idle mode and in a creep mode.
  • the characteristic can run in two stages in the lower load range. One stage may operate in an idle mode and the other stage may operate in a creep mode.
  • the friction clutch device may be for placement in a powertrain of an internal combustion engine-powered vehicle. It may be possible in idle mode, a creep operation, a partial load operation and / or a full load operation. It can be a push operation allows. In idle mode, a
  • the friction clutch device can be opened and / or a
  • Gearbox be switched to a neutral position.
  • a creep operation can a
  • an internal combustion engine can provide the maximum possible torque at a given speed.
  • an internal combustion engine can lower by throttling a power supply
  • Operation of the clutch disc may be in idle mode and / or creep mode in the lower load range of the characteristic.
  • An operation of the clutch disc can be carried out in the idle mode and / or in the creep operation in separate stages of the lower load range of the characteristic.
  • Operation of the clutch disc may be in the idle mode and / or in the creep mode in a common stage of the lower load range of the characteristic curve.
  • An operation of the clutch disc can be carried out in the partial load operation and / or in the full load operation in the upper load range of the characteristic curve.
  • the object underlying the invention is achieved with a friction clutch device, in particular for a drive train of an engine-driven motor vehicle, the friction clutch device comprising a clutch rotation axis, a housing, at least one pressure plate and at least one to an actuation between an engaged operating position and a disengaged operating position relative to the pressure plate limited axially
  • the friction coupling device has at least one frictional power transmission between the at least one pressure plate and the at least one pressure plate einklemmbare such clutch disc.
  • the friction clutch device may have a spring device for acting on the at least one pressure plate.
  • the spring device may comprise at least one plate spring.
  • the spring device may comprise at least one leaf spring.
  • the drive train may include an internal combustion engine.
  • the internal combustion engine may have an output shaft.
  • the powertrain may include a torsional vibration damper.
  • the drive train may have a transmission.
  • the transmission may have at least one input shaft.
  • the drive train may have at least one drivable wheel.
  • the friction clutch device may be locatable in the drive train.
  • the friction clutch device may be arrangeable between the engine and the transmission.
  • the friction clutch device may be arrangeable between the torsional vibration damper and the transmission.
  • the friction clutch device may have a clutch input part.
  • the friction clutch device may comprise at least one clutch output part. sen.
  • the friction coupling means may comprise a housing.
  • the housing can also be referred to as a lid.
  • the clutch input part can be driven by means of the output shaft of the internal combustion engine.
  • the at least one input shaft of the transmission can be driven by means of the at least one clutch output part.
  • the terms "clutch input part” and “clutch output part” refer to a power flow direction emanating from the internal combustion engine.
  • the friction clutch device may have at least one single-plate clutch.
  • the friction clutch device may have at least one multi-plate clutch.
  • the friction clutch device can have at least one automatically opening clutch.
  • the friction clutch device can have at least one automatically closing clutch.
  • the friction clutch device may have at least one depressed clutch.
  • the friction clutch device may have at least one towed clutch.
  • the friction clutch device can be actuated by means of a clutch pedal.
  • the friction clutch device can be actuated automatically.
  • the friction clutch device can, starting from a fully disengaged operating position, in which there is substantially no power transmission between the clutch input part and the at least one clutch output part, to a fully engaged actuation position in which between the clutch input part and the at least one clutch output part substantially complete Power transmission takes place, depending on the operation enable an increasing mechanical power transmission, wherein a power transmission between the clutch input part and the at least one clutch output part is frictionally engaged.
  • a fully engaged actuation position may be a closed actuation position.
  • a fully disengaged operating position may be an open operating position.
  • the friction coupling device may serve to start and a
  • the clutch input part on the one hand and a first clutch output part and / or a second clutch output part on the other hand can be connected or disconnected from one another.
  • a power flow from the clutch input part can be displaceable in a transitional transition from the first clutch output part to the second clutch output part and vice versa.
  • the at least one pressure plate and the housing can be firmly connected to each other.
  • the at least one pressure plate and the housing may be rotatably connected to each other and axially fixed.
  • the at least one pressure plate and the housing may be connected to each other in a rotationally fixed manner.
  • the at least one pressure plate can be limited axially displaceable connected to the housing.
  • the clutch input part of the friction clutch device may include the housing having at least one pressure plate and the at least one pressure plate.
  • the at least one clutch output part of the friction clutch device may have the at least one clutch disk.
  • the invention thus provides, among other things, a torsional characteristic of a clutch disc with a centrifugal pendulum.
  • the clutch disc with centrifugal pendulum can have a torsion damper characteristic curve, which in comparison with the prior art has significantly reduced frictional damping in a full load stage compared with a conventional design, a high transition moment of a creep stage to a full load stage (at least 15 Nm, ideally 25-35 Nm) Spring stiffness in the creep stage (at least 1 Nm / °, ideally 1, 5 -3 Nm / °) and / or an optionally single-stage idle and creep stage as a common area or an optional two-stage idle and creep stage as a separate area.
  • Fig. 2 is a clutch disc of a drive train
  • Fig. 5 is a clutch disc of a drive train
  • 6 is a characteristic of a clutch disc
  • 7 is a diagram of a torsional vibration course in a drive train in an idle mode
  • FIG. 8 is a diagram of a torsional vibration course in a drive train in an idling operation
  • FIG. 9 shows a diagram of a torsional vibration course in a drive train in a creeping operation. 10 shows a diagram of a torsional vibration course in a drive train in a creeping operation.
  • Fig. 1 shows a drive train 100 of a vehicle.
  • 2 shows a clutch disk 102 of the drive train 100.
  • FIG. 3 shows a characteristic curve 104 of the clutch disk 102.
  • the powertrain 100 includes an internal combustion engine and a flywheel. The internal combustion engine and the flywheel together have a mass moment of inertia 106.
  • the drive train 100 has a friction clutch with the clutch disk 102.
  • the clutch disc 102 has a torsional rigidity 108.
  • the powertrain 100 has a transmission.
  • the transmission has a transmission input shaft.
  • the transmission input shaft has a torsional rigidity 109.
  • the transmission has a mass moment of inertia 110.
  • the powertrain 100 has drivable vehicle wheels.
  • the drive train section between the transmission and the vehicle wheels has a torsional stiffness 1 12.
  • the vehicle has a mass moment of inertia 14.
  • a centrifugal pendulum device 1 15 is arranged at the clutch disk 102.
  • the centrifugal pendulum device 1 15 increases the moment of inertia of the transmission easily.
  • the centrifugal pendulum device 15 acts both in a full-load operation and in a partial load operation as well as in a creep operation and in an idling operation.
  • the clutch disc 102 has an output part 1 16.
  • the clutch disc 102 has an intermediate part 1 18.
  • the clutch disk 102 has an input part 122 on.
  • the output part 1 16 is rotatable relative to the intermediate part 1 18.
  • Angle of rotation between the output part 1 16 and the intermediate part 1 18 is denoted by ⁇ .
  • the intermediate part 1 18 is rotatable relative to the input part 122.
  • An angle of rotation between the intermediate part 1 18 and the input part 122 is designated by a 2 .
  • a spring device 130 with a first spring stiffness Ci is effective.
  • a spring device 132 with a second spring stiffness c 2 is effective.
  • a first friction device 136 is effective.
  • a second friction device 138 is effective.
  • the centrifugal pendulum device 1 15 is arranged on the output part 1 16.
  • the portion 142 forms a main damper of the clutch disc 102.
  • the portion 144 forms a pre-damper of the clutch disc 102nd
  • the characteristic curve 104 is shown in a Cartesian coordinate system.
  • the coordinate system has an x-axis and a y-axis.
  • a twist angle ⁇ between the input part 122 and the output part 1 16 is plotted.
  • On the y-axis a transmitted between the input part 122 and the output part 1 16 torque M is applied.
  • the characteristic curve 104 extends starting from the coordinate origin up to the angle of rotation ⁇ corresponding to the first spring stiffness Ci of the spring device 130 and the damping caused by the first friction device 136 linearly increasing. This characteristic range is effective in an idling operation and in a creeping operation.
  • the Federeinnchtung 130 has an increased first spring stiffness Ci based on a conventional design.
  • the spring device 130 has a first spring stiffness Ci between 1, 5 and 3 Nm / °.
  • the spring means 130 is operative in both an idle mode and a creep mode. This allows an increased creep moment M k .
  • the creep torque M k at a twist angle ⁇ at least 15Nm, in particular 25-35Nm, so that even small slopes good vibration isolation is achieved. Since the centrifugal pendulum device 1 15, in particular in a full-load operation dissipates an occurring transmission resonance in phase opposition, a significant reduction of the attenuation caused by the second friction device 138 and the hysteresis caused by the second friction device 138 is made possible. An otherwise characteristic curve 146 is shown in dashed lines in Fig. 3.
  • FIG. 4 shows a drive train 200 of a vehicle.
  • FIG. 5 shows a clutch disk 202 of the drive train 200.
  • FIG. 6 shows a characteristic curve 204 of the clutch disk 202.
  • the powertrain 200 includes an internal combustion engine and a flywheel. The internal combustion engine and the flywheel together have an inertia moment 206.
  • the powertrain 200 has a friction clutch with the clutch disk 202.
  • the clutch disk 202 has a Torsionssteiftechnik 208 on.
  • the powertrain 200 has a transmission.
  • the transmission has a transmission input shaft.
  • the transmission input shaft has a torsional stiffness 209.
  • the transmission has a mass moment of inertia 210.
  • the powertrain 200 has drivable vehicle wheels.
  • the powertrain portion between the transmission and the vehicle wheels has a torsional rigidity 212.
  • the vehicle has an inertia 214.
  • On the clutch disk 202 a centrifugal pendulum device 215 is arranged.
  • the centrifugal pendulum device 215 slightly increases the mass moment of inertia of the transmission.
  • the centrifugal pendulum device 215 operates both in a full load operation and in a partial load operation as well as in a creep operation and in an idling operation.
  • the clutch disk 202 has an output part 216.
  • the clutch disk 202 has a first intermediate part 218.
  • the clutch disk 202 has a second intermediate part 220.
  • the clutch disk 202 has an input part 222.
  • the output part 216 is rotatable relative to the first intermediate part 218.
  • Angle of rotation between the output part 216 and the first intermediate part 218 is denoted by ⁇ .
  • the output part 216 is rotatable relative to the second intermediate part 220.
  • An angle of rotation between the output part 216 and the second intermediate part 220 is designated by a 2 .
  • the second intermediate part 220 is rotatable relative to the input part 222.
  • An angle of rotation between the second intermediate part 220 and the input part 222 is designated by a 3 .
  • a spring device 230 with a first spring stiffness Ci is effective.
  • a spring device 232 with a second spring stiffness c 2 is effective.
  • a spring device 234 with a third spring stiffness C3 is effective between the second intermediate part 220 and the input part 222. Between the output part 216 and the input part 222, a first friction device 236 is effective. Between the second intermediate part 220 and the input part 222, a second friction device 238 is effective.
  • the portion 242 forms a main damper of the clutch disk 202.
  • the portion 244 forms a pre-damper of the clutch disk 202.
  • the characteristic 204 is shown in a Cartesian coordinate system.
  • the coordinate system has an x-axis and a y-axis.
  • An angle of rotation ⁇ between the input part 222 and the output part 216 is plotted on the x-axis.
  • a torque M transmitted between the input part 222 and the output part 216 is plotted on the y-axis.
  • the characteristic curve 204 extends starting from the coordinate origin up to the angle of rotation ⁇ in accordance with the first spring stiffness Ci of the spring device 230 and the damping caused by the first friction device 236 linearly increasing. This characteristic range is effective in an idling mode. Starting from the angle of rotation ⁇ the characteristic 204 extends up to the
  • Angle of rotation 02 corresponding to the first spring stiffness Ci of the spring device 230 and the second spring stiffness C2 of the spring device 232 as well as the damping caused by the first friction device 236 linearly increasing with a larger pitch. This characteristic range is effective in a creeping operation.
  • the characteristic curve 204 extends up to the
  • This characteristic range is effective in a partial load operation and in a full load operation.
  • An otherwise characteristic 246 is shown in dashed lines in Fig. 6.
  • the active in the idling operation to ⁇ range of the curve 204 corresponds to the course of the characteristic curve 246.
  • effective range of the characteristic curve 204 has compared to the characteristic curve 246 on an increased slope.
  • This embodiment is particularly advantageous for low transmission masses.
  • the spring devices 230, 232 have an increased spring stiffness Ci + c 2 , based on an otherwise customary design.
  • the spring devices 230, 232 have a spring stiffness C1 + C2 between 1, 5 and 3 Nm / °.
  • the spring means 230, 232 are operative in a creeping operation. This allows an increased creep moment M k .
  • the creep torque M k at a twist angle 0: 2 is at least 15Nm, in particular 25-35Nm, so that a good vibration isolation is achieved even with small gradients. Since the centrifugal pendulum device 15, in particular in a full-load operation, repels an occurring transmission resonance in phase opposition, a clear reduction of the damping caused by the second friction device 238 and the hysteresis caused by the second friction device 238 is made possible.
  • FIGS. 7 and 8 show diagrams 300, 302 relating to a torsional vibration course in a drive train in an idling mode.
  • Fig. 7 300 an angular acceleration of a crankshaft of an internal combustion engine in a time course 304 and an angular acceleration of a transmission shaft in a time course 306 are illustrated for a drive train according to the prior art.
  • diagram 302 shown in FIG. 8 for a drive train with a clutch disk according to the invention with a centrifugal pendulum device, such as drive train 100 according to FIG. 1 -3 or drive train 200 according to FIGS.
  • FIGS. 9 and 10 show diagrams 400, 402 relating to a torsional vibration course in a drive train in a creep mode.
  • FIG 400 shown in FIG. 9 for a drive train according to the prior art, an angular acceleration of a crankshaft of an internal combustion engine in a time course 404 and an angular acceleration of a transmission shaft in a time course 406 are illustrated.
  • FIG. 10 for a drive train with a clutch disk according to the invention with a centrifugal pendulum device, such as drive train 100 according to FIG. 1 -3 or drive train 200 according to FIGS.

Abstract

L'invention concerne un disque d'embrayage (102) conçu pour un dispositif d'embrayage à friction, en particulier pour une chaîne cinématique d'un véhicule entraîné par un moteur à combustion interne. Le disque d'embrayage (102) selon l'invention présente un axe de rotation de disque, une pièce d'entrée (122), au moins une pièce intermédiaire (118) et une pièce de sortie (116), la pièce d'entrée (122) et ladite pièce intermédiaire (118) d'une part et ladite pièce intermédiaire (118) et la pièce de sortie (116) d'autre part pouvant tourner de manière limitée les unes par rapport aux autres, ainsi qu'un dispositif de pendule à force centrifuge (115) disposé au niveau de la pièce de sortie (116). Ledit disque d'embrayage (102) présente une courbe caractéristique avec une zone de charge inférieure et une zone de charge supérieure, une caractéristique élastique accrue étant active dans la zone de charge inférieure. L'invention concerne également un dispositif d'embrayage à friction conçu en particulier pour une chaîne cinématique d'un véhicule entraîné par un moteur à combustion interne. Ce dispositif d'embrayage à friction comprend un axe de rotation d'embrayage, un carter, au moins un plateau de pression, au moins un plateau d'embrayage déplaçable de manière axialement limitée par rapport au plateau de pression à des fins d'actionnement entre une position d'actionnement d'embrayage et une position d'actionnement de débrayage, et au moins un disque d'embrayage (102) selon l'invention qui peut être serré entre ledit plateau de pression et ledit plateau d'embrayage pour une transmission de puissance par friction.
EP15738251.6A 2014-06-18 2015-05-12 Disque d'embrayage et dispositif d'embrayage à friction Withdrawn EP3158221A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014211719.4A DE102014211719A1 (de) 2014-06-18 2014-06-18 Kupplungsscheibe und Reibungskupplungseinrichtung
PCT/DE2015/200308 WO2015192836A1 (fr) 2014-06-18 2015-05-12 Disque d'embrayage et dispositif d'embrayage à friction

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EP3158221A1 true EP3158221A1 (fr) 2017-04-26

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KR (1) KR20170019452A (fr)
CN (1) CN106461005B (fr)
DE (2) DE102014211719A1 (fr)
WO (1) WO2015192836A1 (fr)

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DE102017106951A1 (de) * 2017-03-31 2018-10-04 Schaeffler Technologies AG & Co. KG Kupplungsvorrichtung für einen Antriebsstrang eines Fahrzeuges
KR102541840B1 (ko) * 2017-05-23 2023-06-12 섀플러 테크놀로지스 아게 운트 코. 카게 토크 리미터를 갖춘 비틀림 진동 댐퍼
DE102017111857A1 (de) 2017-05-31 2018-12-06 Schaeffler Technologies AG & Co. KG Hybridmodul einer monolithischen Baugruppe mit einem elektrischen Leiter

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US5711407A (en) * 1994-06-30 1998-01-27 Luk Lamellen Und Kupplungsbau Gmbh Torsional vibration damper
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GB2468030A (en) * 2009-02-17 2010-08-25 Raicam Clutch Ltd A torsional vibration damper

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US5711407A (en) * 1994-06-30 1998-01-27 Luk Lamellen Und Kupplungsbau Gmbh Torsional vibration damper
US6524190B1 (en) * 1999-03-10 2003-02-25 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Oscillation damper
JP2005009534A (ja) * 2003-06-17 2005-01-13 Exedy Corp ダンパー機構
GB2468030A (en) * 2009-02-17 2010-08-25 Raicam Clutch Ltd A torsional vibration damper

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CN106461005A (zh) 2017-02-22
WO2015192836A1 (fr) 2015-12-23
KR20170019452A (ko) 2017-02-21
DE112015002872A5 (de) 2017-04-06
DE102014211719A1 (de) 2015-12-24
CN106461005B (zh) 2019-07-09

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