EP3908764A1

EP3908764A1 - Clutch disk having a damper unit for a friction clutch

Info

Publication number: EP3908764A1
Application number: EP19836462.2A
Authority: EP
Inventors: Julian Mattes; Alain Rusch
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2019-01-09
Filing date: 2019-12-17
Publication date: 2021-11-17
Also published as: DE102019100372A1; CN113039371B; CN113039371A; WO2020143868A1

Abstract

The invention relates to a clutch disk (1) having a damper unit (2) for a friction clutch (3), comprising at least the following components: - a friction disk (4) having an axis of rotation (5) for frictionally transmitting a torque about the axis of rotation (5); - a damper flange (6) for rotary oscillation relative to the friction disk (4); - at least one damper unit (2) which torque-transmittingly connects the friction disk (4) and the damper flange (6) to one another; - a torque transmission connection (7) for transmitting a torque from the friction disk (4) to a shaft; and - a peripherally rigid and radially soft friction element (8) for frictionally abutting the friction disk (4) or the damper flange (6). The clutch disk (1) is characterized especially in that the friction element (8) is axially pressed between the damper flange (6) and the friction disk (4). With the clutch disk proposed here, the invention proposes an anti-squeaking noise friction element that is simple and economical to assemble.

Description

Clutch disc with a damper unit for a friction clutch

The invention relates to a clutch disc with a damper unit for a

Friction clutch, a friction clutch with such a clutch disc, one

Drive train with such a friction clutch, and a motor vehicle with such a drive train.

With friction clutches there are noise phenomena, the cause of which is to be found in self-excited vibrations of the clutch disc in the friction contacts with the counterweights involved. One of these noise phenomena is called eek noise or eeken or screeching or screeching sound

designated. This phenomenon is characterized by two

Natural modes of vibration, in which the clutch disc vibrates in two mutually perpendicular directions, parallel to the friction planes. These natural modes of vibration arise when both the (flywheel) masses involved and the rigidity of the torque-transmitting components involved are the same. The coupling of these two natural modes of vibration produces the said noises. The masses involved are a clutch disc and also the associated transmission input shaft, partly due to bending. The relevant

Rigidity relates to the bending stiffness of the transmission input shafts at one

Double clutch.

Measures are known which detune the coupling of the two natural modes of vibration, for example an adaptation of the lining spring stiffness in the relevant area or a change in the pre-tamping of the countermeasures involved in the area of the friction surface, preferably in the case of the pressure plate which is movable in the axial direction.

Measures are also known which change the stiffnesses associated with the natural modes of vibration, for example by introducing a game the bearing arranged between the two coaxial transmission input shafts in double clutch transmissions.

The aforementioned solutions require a high degree of accuracy with significant individual part parameters, whereby the parameters must not change over a narrow range over the service life. This requires a high manufacturing effort. There is also the risk that the selected solution will not be sufficiently robust over the life of the friction clutch, which means that undesired noise may occur over time.

Another approach to solving the problem is based on that

Changing the inherent vibrations involved in stiffnesses involves providing the clutch disc involved with a defined radial softness according to the prior art. This is possible, on the one hand, by specifically introducing a radial play between two or more components of the clutch disc. However, this defined radial softness of the clutch disc leads to others in the case of torsion-damped clutch discs

unwanted noise.

A solution is known, for example, from DE 10 2016 208 120 A1 (compare FIGS. 1 to 3). Here is a radially soft friction disc 24 by means of a

Fastening area 36 fixedly connected to the output flange 22 and frictionally connected to the input flange 18 by means of a friction ring 34 or vice versa fixedly connected to the input flange 18 and with the

Output flange 22 connected by friction. The radial softness of the friction disk 24 is carried out by means of masses arranged radially to one another in one plane, namely (first) mass referred to there as support ring 46, which mass flows between the friction ring 34 (second mass) and the fastening area 36 in the force flow by means of the spring elements 38 and 44 is connected connected. To generate the friction force, the friction ring 34 is axially pressed internally in the input flange 18 or in the output flange 22. The axial pressing internally in the respective flange is complex to manufacture and assemble. Proceeding from this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features according to the invention result from the independent claims, for which advantageous configurations are shown in the dependent claims. The features of the claims can be combined in any technically meaningful manner, the explanations from the

The following description and features from the figures can be consulted, which include additional embodiments of the invention.

The invention relates to a clutch disc with a damper unit for a

Friction clutch, comprising at least the following components:

a friction disc with an axis of rotation for frictionally transmitting a torque about the axis of rotation;

a damper flange for swinging relative to the friction plate;

at least one damper unit, which the friction disc and

Connects the damper flange to each other to transmit torque;

a torque transmission port for transmitting a

Torque from the friction disc to a shaft; and

a circumferentially stiff and radially soft friction element for frictional contact with the friction disc or the damper flange.

The clutch disc is primarily characterized in that the friction element is axially pressed between the damper flange and the friction disc.

In the following, reference is made to the mentioned axis of rotation if the axial direction, the radial direction or the without explicitly other direction

Direction of rotation or circumferential direction and corresponding terms are used. Ordinal numbers used in the preceding and following description serve, unless explicitly stated to the contrary

is pointed out, only the clear distinguishability and do not reflect the order or ranking of the designated components. An ordinal number greater than one does not necessarily mean that another such component must be present. The clutch disk proposed here can be used as a damped clutch disk in a friction clutch, for example also in a slip clutch or a torque limiter. Such is preferred

Clutch disc Application in a partial clutch of a double clutch.

The friction disk is set up for torque transmission about its axis of rotation and for this purpose has at least one friction surface, preferably two friction surfaces, the friction surface being formed, for example, by a friction lining. By pressing the friction disk with a friction partner, for example a pressure plate, preferably pressing the friction disk having two friction surfaces between an axially movable pressure plate and an axially rigid counterplate (often a flywheel), a torque is frictionally locked over the (at least one) friction surface as a result of a pressing force transferable. The torque is passed from the friction disc via a damper unit to a damper flange, the

Damper flange torque-transmitting, for example by means of teeth, connected to a torque transmission connection. Of the

Torque transmission connection is, for example, a hub for connecting a shaft, for example with internal splines.

There is one between the damper flange and the friction disc

Torsional vibration movement possible, the swing angle range of the

Damper unit is enabled, and the damper unit acts one

Torsional vibration movement almost purely elastic as a time delay

Storage element counter. The torsional vibration takes place in an angular range in a forward-backward movement in the direction of rotation. A damper unit is preferably formed by a helical compression spring, for example with a straight spring axis. A plurality of such damper units, for example two, three or four damper units, are preferably arranged distributed over the circumference between the friction disk and the damper flange. The friction disk is thus designed to be oscillatable with respect to the torque transmission connection, for example the friction disk is only on the

Torque transmission connection centered and / or held axially. The

The friction disc is often made in several parts, for example with one or two side discs, also referred to as side plates, a pad spring and one or two circumferentially formed friction linings or a multiplicity of separately formed and individually connected to the friction disk (not circumferentially formed) friction lining elements.

Furthermore, a friction element is provided, which rests frictionally on the friction disc, so that an opposing frictional torque is generated when there is a relative movement between the friction element and the friction disc. The friction element is (technically) completely stiff. A technically rigid element is ideal in terms of realizability and cost

Circumferential rigidity approximated. The friction element runs in the circumferential direction with the damper flange with or with the friction disc. Alternatively, that moves

Friction element along its own rotational speed regardless of that

Damper flange and regardless of the friction disc, for example, only frictionally carried. The friction is then preferably very different on the two sides, for example by means of friction coefficients, so that one side is usually rigid while the other side carries out a relative torsional vibration.

The friction element thus acts as a hysteresis element, because this frictional force opposing the relative torsional vibration movement dissipates on the

Overall damping behavior affects. The friction element is thus in one

operational stress not or only negligible

Circumference twisted in itself around the axis of rotation.

However, the friction element is at the same time designed to be soft, that is to say radially soft, in at least one transverse direction, so that the friction element can easily follow a (radial) load applied from the outside transverse to the axis of rotation. Such a radial load is, for example, frictionally transmitted from the friction disc to the holding element. The friction element is, for example, radially so soft that the force required for the radial deflection corresponds to a maximum of half a circumferential force which is necessary for twisting the friction element. The friction element is therefore significantly more rigid than radially rigid.

It is now proposed here that the friction element is axially pressed between the damper flange and the friction disk. In one embodiment, the frictional force between the holding element and the friction disk is generated by means of the installation situation between the damper flange and the friction disk, for example by means of the axial force of a rivet. In a preferred embodiment, the friction element is pressed by means of an (additional) hysteresis device, in that it comprises at least one axially acting spring element which is attached to the friction disk and / or to the

Torque transmission connection is supported axially.

In one embodiment, the component connected for torque transmission is radially outside or radially inside a first intermediate mass, which in turn is radially outside or radially inside the frictionally effective one

Component is arranged, connected such that a gimbal

Compensatory movement is possible according to the mode shapes.

In the event of a transverse oscillation or radial oscillation of the clutch disc or of the torque transmission connection, as a result of a bending of the torque transmission connection, the friction element is entrained and counteracts this radial oscillation with its (inert) mass and spring force. This property is superimposed by a hysteresis property, that is to say a rotational movement relative to the friction disk or to the damper flange, which creates a frictional force in the circumferential direction. Two functions are thus integrated into the friction element, namely a hysteresis effect and a reduction or prevention of a screeching noise [Eeken] At the same time, the manufacture of the clutch disc and assembly are simplified.

It is further proposed in an advantageous embodiment of the clutch disc that the friction element comprises a first material level and a second material level, the two material levels being connected in a torque-transmitting manner by means of spring elements, preferably leaf springs.

In this embodiment, the friction element is formed with two material planes which are spaced apart from one another via an axial gap and are relatively movable with respect to one another in the transverse direction or in the radial direction. These material levels thus have a main extension in a plane with the axis of rotation as the normal. The material levels are thus aligned like the other disc elements of the clutch disc, with the material levels each being axial

Extend, here referred to as depth, which is considerably smaller than the diameter or a transverse extent in the above-mentioned plane.

The two material levels are connected to each other via spring elements, which are stiff and radially soft. Such spring elements are particularly preferably designed in the manner of one or a plurality of (parallel arranged) leaf springs which have a main extent, here referred to as length, which is in the circumferential direction or tangential to one of the

Axis of rotation is aligned concentric circle. The axial extent, referred to here as the width, corresponds approximately to the depth of a material plane, for example. The radial extension or transverse extension, here referred to as the thickness, is made as small as possible, so that on the one hand a low transverse stiffness, that is to say a large radial softness, and on the other hand a high torque stiffness, that is to say a large circumferential stiffness, is achieved.

As a result of the majority of the material levels and the spring elements, a cardanic compensatory movement between the two material levels and towards the friction disk or the damper flange is made possible. The radial extent of such a friction element can thereby be reduced significantly. An additional axial length due to the two material levels is at least due to the elimination of an internal axial compression in the friction disc or in the damper flange

compensable.

For example, the friction element is made of metal, for example steel, preferably then in several parts. In a multi-part embodiment, the elements of the friction element are integrally connected to one another, for example by means of welding or gluing. In one embodiment, a metal core is formed, which is coated with a plastic and / or cast around it.

It is further proposed in an advantageous embodiment of the clutch disc that the friction element has at least one pressure piece, the at least one pressure piece frictionally on the damper flange or on the

Friction disc rests,

In this embodiment, the friction element comprises at least one, preferably a plurality of, pressure piece (s). The pressure piece is on the axial side of the friction element, which lies opposite the friction surface of the friction element, as the only axial force-transmitting element of the friction element in frictional or positive contact with the friction disc or with the

Damper flange.

In one embodiment, the pressure pieces are connected as a cantilever beam (with the fixed end) to one of the two material levels and with the free end in

axial force transmitting contact with the friction disc or

Damper flange. Such a pressure piece is designed to be flexible for a radial load, and thus it does not hinder or support the radial softness of the friction element. For example, the pressure pieces are set up to rest against the component of the clutch disc, to which the friction element can optionally carry out no or only a smaller transverse movement, for example the

Damper flange of the clutch disc. The pressure piece therefore does not stand in the way of a gimbal evasion movement due to its flexibility to an axis parallel to the axis of rotation.

On the back of the pressure pieces, that is, the connection to the rest of the friction element, a large-area friction surface is preferably formed, which is used for frictional engagement

Bearing is set up with the respective other torque-transmitting component of the clutch disc, for example the friction disc. With a large friction surface, a large friction force in the radial direction and thus entrainment of the friction element or the relevant material plane in the transverse direction is ensured for most or all operating states. In one embodiment, there is also (optionally) a large frictional force in the circumferential direction and thus one

Hysteresis effect created.

It is further proposed in an advantageous embodiment of the clutch disc that the first material level between the second material level and the damper flange or the friction disc, on which the at least one

Pressure piece rests frictionally, is arranged and only the second material level with the at least one pressure piece are connected to transmit pressure.

In this embodiment, the at least one thrust piece or at least one of the thrust pieces protrudes through the first material plane in such a way that, in the event of operational transverse movements, the thrust piece does not come into contact with the first material plane or does not (transversely) transmit force.

In a preferred embodiment, the fixed end of the pressure piece designed as a cantilever is guided freely towards the friction surface formed by the second material plane, that is to say axially over an axial extension portion

Overlap arranged with the depth of the second material level. Thus the pressure piece is long, a transverse resistance is low and the stresses in the pressure piece, especially at the fixed end in the transition to the second material level, are low. The cardanic compensatory movement is thus not impeded and the pressure piece is as thin as possible, for example (preferably with the addition of a suitable safety factor) only adequately designed against kinking due to a pressure load, and is therefore very soft. A torque is preferably not transmitted via the pressure piece.

It is further proposed in an advantageous embodiment of the clutch disc that the friction element has at least one suspension element which is hooked into the damper flange or into the friction disc, and the friction element is positively entrained in the circumferential direction by means of the hooking element.

In this embodiment, a suspension element is also provided, by means of which the friction element in the damper flange or in the friction disc

is positively hooked, so that the friction element in the direction of rotation

is positively carried and does not move in the direction of rotation. Such a suspension element is, for example, a (in the installation situation axial) projection, for example, from an end piece of a spring element, preferably at the (free) end of a leaf spring and only indirectly via the spring element with the rest Friction element, for example a material level, connected. In such an embodiment, a torque can be transmitted via the spring elements to the friction element, in particular to the second material plane forming the friction surface.

It is further proposed in an advantageous embodiment of the clutch disc that the friction element is arranged radially inside the at least one damper unit.

In this embodiment, the friction element has a slight radial

Expansion, and completely radial within the at least one

Damper unit arranged. In the case of a plurality of damper units with a tangential straight extension, for example a straight spring axis, the friction element has, for example, radially outer edges parallel to the damper units. For example, with three damper units arranged symmetrically

Triangular friction element, with four arranged symmetrically

Damper units, it is square element. The long edges of the

Friction elements are arranged parallel to the respective damper unit.

The spring elements are preferably radially far out on the friction element

intended. In an embodiment with two material levels, the

Spring elements preferably radially between the component of the friction element, which forms the fluff of the material levels and the at least one

Damper unit arranged.

It is further proposed in an advantageous embodiment of the clutch disc that the friction element is formed from a plastic, preferably made by injection molding.

The friction element is made of a plastic, for example by means of injection molding. This means that low manufacturing costs can be achieved. In addition, due to the flexibility of the plastics in comparison to other materials, for example by means of additives, a frictional property of the friction element can be specifically set. In one embodiment, the material properties differ regionally, for example by means of multi-component injection molding and / or Inserting composite reinforcing agents, for example fibers and / or balls. The friction element is preferably formed from a polyamide or regionally comprises polyamide. Particularly preferred are the polyamides PA46 or PA66, which are reinforced and have an additive for reduced friction, for example PA66CF10TF20 [ten percent carbon fiber, twenty percent

Polytetrafluoroethylene].

Manufacturing from a plastic is particularly advantageous in the case of a construction that is axially longer in comparison to previously known solutions, so that the torsional rigidity is achieved in comparison with a metallic solution with a corresponding material reinforcement. The additional installation space is not available for the previously known solutions, because this means that the additional installation space required for an axial one

Enlargement of the clutch disc leads. Such an axial extension is an exclusion criterion for one in the current competitive environment

Clutch disc.

Alternatively, the friction element is a ceramic component or a ceramic

comprehensive component.

It is further proposed in an advantageous embodiment of the clutch disc that the friction element is formed in one piece. This reduces the manufacturing costs and the assembly effort, as well as increases

Component safety or reliability.

According to a further aspect, a friction clutch for a drive train is proposed, comprising at least the following components:

a clutch disc according to an embodiment as described above;

an axially movable pressure plate;

a counter plate, which can be connected to a torque input and to which the pressure plate is rotationally fixed; and

an axial force device,

wherein by means of the axial force device, the clutch disc between the

Pressure plate and the counter plate for separable frictional Torque transmission between a torque input and the torque transmission connection is axially compressible.

The friction clutch is set up to detachable from a torque

Transfer output shaft to a consumer and vice versa. This is usually achieved via the (at least one) friction pack, which has an axial

has displaceable, usually with the output shaft, for example the crankshaft of an internal combustion engine, rotation-resistant, pressure plate which can be pressed against at least one corresponding friction disc. As a result of the contact pressure, there is a frictional force over the friction surface, which multiplied by the average radius of the friction surface results in a transmissible torque.

For many applications it is advantageous to use a clutch disc with integrated torsional vibration damping. Such a torsional vibration is absorbed elastically to the skin-chip part, for example by means of a helical spring, in interaction with at least one flywheel, here the damper flange, and is delayed due to the elastic storage of the vibration energy and thus passed on evenly. This part is (almost) free of

Dissipation damped with high efficiency. Furthermore, for many applications it is necessary to additionally set a hysteresis property in which a portion of the vibrational energy is dissipated in a frictional manner. In some applications, a different hysteresis property is created depending on the direction of rotation.

The clutch disc proposed here with a friction element according to the above description is particularly advantageous with regard to a simple and

cost-effective production, for example the friction disc, and assembly and optionally a low inertial mass. Here, the function is also a

hysteresis-effective component integrated into the friction element.

According to a further aspect, a drive train is proposed, comprising a drive unit with an output shaft, at least one consumer and a friction clutch according to an embodiment according to the above description, wherein the output shaft for torque transmission is separably connected to the at least one consumer by means of the friction clutch.

The drive train is set up to drive a drive unit

Example of an energy conversion machine, preferably one

Internal combustion engine or an electric drive machine,

Torque provided and output via its output shaft, for example crankshaft, can be released, that is to say can be switched on, for at least one consumer

can be switched off, transmitted. An exemplary consumer is at least one

Drive wheel of a motor vehicle and / or an electric generator for

Providing electrical energy. Conversely, it is also possible to record an inertia energy introduced by a drive wheel, for example. The inertia energy of the drive wheel, or in a mobile application of the mobile vehicle, is directed to a generator by means of the friction clutch

Recuperation, i.e. for the electrical storage of the braking energy, can be transmitted with an appropriately configured drive train. Furthermore, in a preferred embodiment, a plurality of drive units are provided, which can be operated in series or in parallel or decoupled from one another by means of the friction clutch, or whose torque can be made available for use in a detachable manner. Examples are hybrid drives from an electric drive machine and an internal combustion engine, but also

Multi-cylinder engines in which individual cylinders (groups) can be activated.

To target the torque and / or using a gearbox

To transmit different ratios or to separate a transmission, the use of the friction clutch described above is particularly advantageous. The one set up for the friction clutch proposed here

Clutch disc is simple and inexpensive to manufacture and preferably has a small space requirement by integrating the function of a hysteresis device. In addition, the clutch disc can preferably be designed with a reduced moment of inertia due to a reduced radial dimension of the friction element. According to a further aspect, a motor vehicle is proposed, comprising at least one drive wheel, which is driven by a drive train according to a

Embodiment is drivable according to the above description.

Low noise emissions are desirable in many motor vehicles. Given the decreasing idling speed and at the same time a small available space and high cost pressure, this is a major challenge. New systems must therefore be designed inexpensively and without increasing the installation space, preferably with a reduced installation space. This problem is exacerbated for passenger cars in the small car class according to European classification and / or for (full) hybrid vehicles. The functional units used in a passenger car in the small car class are not significantly smaller than in passenger cars of larger car classes. Nevertheless, the available space for small cars is much smaller.

Passenger cars are assigned to a vehicle class according to, for example, size, price, weight and performance, whereby this definition is subject to constant change according to the needs of the market. In the US market, vehicles of the small car and subcompact class are classified according to the European classification of the subcompact car class and in the British market they correspond to the super mini and city car class. Examples of the smallest car class are a Volkswagen up! or a Renault Twingo. Examples of the small car class are an Alfa Romeo Mito, Volkswagen Polo, Ford Fiesta or Renault Clio. Well-known full hybrids in the small car class are the BMW i3, the Audi A3 e-tron or the Toyota Yaris Hybrid.

The clutch disc set up for the drive train proposed here is simple and inexpensive to produce and preferably has a low one

Space requirement by integrating the function of a hysteresis device.

In addition, the clutch disc can preferably be designed with a reduced moment of inertia due to a reduced radial dimension of the friction element.

The above-described invention is hereinafter described against the relevant technical background with reference to the accompanying drawings, which preferred Embodiments show, explained in detail. The invention is in no way restricted by the purely schematic drawings, it being noted that the drawings are not true to size and are not suitable for defining size relationships. It is shown in

Fig. 1: a damped clutch disc in section;

2: a friction element in a perspective view on the pressure piece side;

3: the friction element in a top view on the friction surface;

Fig. 4: the friction element in a sectional view A-A;

5: the friction element in a sectional view C-C;

6: the friction element in a sectional view B-B; and

7: a drive train in a motor vehicle with a friction clutch.

In Fig. 1, a damped clutch disc 1 is axially between one axially

movable pressure plate 24 (shown here on the left) and an axially rigid counter plate 25 of a friction clutch 3 (see FIG. 7). The

Clutch disc 1 comprises a friction disc 4 with a first friction lining 35 (here shown on the left) and a second friction lining 36 (here on the right here), which are connected by means of a lining spring 37 to a first side plate 33 (here shown on the left) about a rotation axis 5 in a torque-transmitting manner, so that when the friction packet formed in this way is pressed, a torque can be frictionally transmitted from the pressure plate 24 and the counter plate 25 to the first side window 33. The first side window 33 is axially rigidly connected to a second side window 34, and both are optionally designed as (cold) formed sheets. The first side window 33 is the second

Side window 34 is on a hub 38 with (internal) splines 38

executed torque transmission connection 7 centered by means of a centering slide ring 44 and held axially by means of the centering slide ring 44 and one

Axialgleitrings 43. The side windows 33, 34 are not immediate

torque transmitting connected to the torque transmission connection 7. Rather, there is at least one damper unit 2, for example four to that

Rotation axis 5 symmetrically arranged damper units, here each designed as helical compression springs with a straight spring axis (here the cut one

Damper unit 2 pointing out of the image plane) to a damper flange 6 provided which torsional vibrations comparatively a torque entered on the friction lining side to the torque transmission connection 7

transferred, here for example by means of an external toothing, of which an external tooth 39 can be seen here. Between the first side window 33 and the

Damper flange 6 is pressed in a friction element 8, which with the first

Side window 33 is in frictional contact and is in pressure-transmitting contact with the damper flange 6 by means of a plurality of pressure pieces, here the first pressure piece 18 can be seen. The friction element 8 has a first here

Material level 9 and a second material level 10, which over a

Axial gap 45 are spaced apart. The two material planes 9, 10 are connected to one another in a radially soft manner by means of at least one spring element, here the first spring element 11 can be seen. The first pressure piece 18 is connected to the second material level 10 in a pressure-transmitting manner and projects through the first

Material level 9 axially through or past the first material level 9, so that it comes to rest on the damper flange 6. Here it is

Friction element 8 part of a flysterese device, which here on the other side of the damper flange 6 (here on the right in the illustration) has a hysteresis friction lining 40, which is pressed against the damper flange 6 by means of a hysteresis disc spring 41, and an axial disc spring 42 which supports the second side plate 34 and thus the friction plate 4 by means of the axial sliding ring 43 axially to the

Torque transmission connection 7 positioned and the friction element 8 pressed with the damper flange 8. The friction element 8 is configured so as to be circumferentially rigid that a torque about the axis of rotation 5, that is to say a force in the direction of rotation 17, can be transmitted to the friction disc 4 by means of the first side disc 33 at least up to a predetermined limit value. At the same time it is

The friction element 8 is designed to be radially soft in such a way that a compensating movement 22 across the axis of rotation 5 is possible, that is to say the second material plane 10

(up and down as shown) and indirectly the first material level 9

(as shown in the image plane and out of the image plane) can be moved with the first side window 33 relative to the damper flange 6. The (first) pressure piece 18 preferably tilts and is not displaced on the damper flange side. This suppresses a screeching noise. The friction element 8 is fundamentally also rotated axially, with the pressure pieces against the (first) side window 33, and on the other side (as shown on the right) of the damper flange 6. In FIG. 2, the friction element 8 is shown in a perspective view from the side of the pressure pieces 18 to 21 in an embodiment as can be used in a clutch disc 1 as shown in FIG. 1 with four damper units 2. The first pressure piece 18 and the third pressure piece 20 protrude past the first material level 9 and the second pressure piece 19 and the fourth

Thrust piece 21 protrude through corresponding openings in the first material plane 9 and extend axially from the second material plane 10 beyond the first material plane 9, so that the first material plane 9 does not axially with a

Component is pressed, is preferably kept contact-free. The first

Material level 9 is by means of a second spring element 12 with a first

Hooking element 15 and connected by means of a fourth spring element 14 to a second hooking element 16 which, in an installation situation as shown in FIG. 1, is hooked into the damper flange 6 for torque-carrying. Alternatively, in another arrangement in one of the side windows 33, 34 for

Torque-transmitting entrainment can be hooked in by means of the second

Spring element 19 and the third spring element 20, the first material level 9 is connected to the suspension elements 15, 16, that is to say according to FIG. 1, to the damper flange 6 in such a way that the first material levels 9 relative to the suspension elements 15, 16 perform a compensating movement 22 as shown (approximately ) can be moved to the left and right, for example with the axis of rotation 5 as the z direction in the x direction with little resistance. By means of a first spring element 18 and a third spring element 13, the two material planes 9 and 10 are connected to one another in such a way that the two material planes 9 and 10 perform a compensating movement 22 as shown (approximately) up and down, for example with the axis of rotation 5 as the z direction in y -Direction can be moved with low resistance. In

In the circumferential direction 17, the friction element 8 is, however, sufficient to generate a friction force for a desired flysteresis effect, in the embodiment according to FIG. 1, on the (first) side window 33.

In FIG. 3, the friction element 8 according to FIG. 2 is shown in a top view from the other side than in FIG. 2. The courses of the sectional planes A-A, B-B and C-C of FIGS. 4, 5 and 6 are also identified there. For the detailed description of the

Functions and components are based on the previous description of FIGS. 1 and Fig. 2 referenced. At this point, it should be pointed out that the hooking elements 15, 16 with the first material level 9 only by means of the

associated spring elements 12 and 14 are connected and are not connected to the second material level. The first material level 9 is axially spaced from the second material level 10 by means of the axial gap 45 and only by means of the

associated spring elements 11 and 13 connected.

FIG. 6 shows a possible embodiment of the pressure pieces 19, 21, which protrude past or pass through the first material level 9 and protrude axially far into the second material level 10 before they are connected to the second material level 10 by the fixed end. Thus, the pressure pieces 19, 21 are very long axially and, with a relatively large radial relative movement to the free end, that is to say in the event of axial tilting, produce only slight resistance forces and internal stresses at the fixed end of the pressure pieces 19, 21 , 20 constructed exactly or similarly and connected to the first material level.

In Fig. 7, a drive train 23, comprising a drive unit 28, here shown as a 3-cylinder internal combustion engine, an output shaft 29, a friction clutch 3 and a torque-transmitting left drive wheel 31 and right drive wheel 32 are shown schematically. The drive train 23 is arranged here in a motor vehicle 30, the drive assembly 28 with its motor axis 46 being arranged transversely to the longitudinal axis 48 in front of the driver's cab 47. The output shaft 29 forms the torque input 26 for the friction clutch 3, which comprises a clutch disc 1, which is shown by means of an axial force device 27, shown here schematically as a concentric central release with a plate spring, between a counter plate 25, which (here directly) is connected to the output shaft 19, and a pressure plate 24 for frictional torque transmission to the

Drive wheels 31, 32 is compressible.

With the clutch disc proposed here, a simple and inexpensive to install friction element against a screeching noise is proposed. Reference number list clutch disc 29 output shaft

Damper unit 30 motor vehicle

Friction clutch 31 left drive wheel friction disk 32 right drive wheel rotation axis 33 first side plate damper flange 34 second side plate torque transmission connection 35 first friction lining friction element 36 second friction lining first material level 37 lining spring

second material level 38 splines first spring element 39 external tooth second spring element 40 Flysterese disc spring third spring element 41 Flysterese friction lining fourth spring element 42 axial sliding ring first suspension element 43 axial disc spring second suspension element 44 centering sliding ring circumferential direction 45 axial gap

first thrust piece 46 motor axis second thrust piece 47 driver's cab third thrust piece 48 longitudinal axis fourth thrust piece

Compensatory movement

Powertrain

Pressure plate

Counterplate

Torque input

Axial force device

Drive unit

Claims

1. clutch disc (1) with a damper unit (2) for a friction clutch (3), comprising at least the following components:

- A friction disc (4) with an axis of rotation (5) for friction

Transmitting a torque about the axis of rotation (5);

- A damper flange (6) for the relative torsional swing to the friction disc (4);

- At least one damper unit (2), which the friction disc (4) and

Connects damper flange (6) to each other in a torque-transmitting manner;

- A torque transmission connection (7) for transmitting a

Torque from the friction disc (4) to a shaft; and

- A circumferentially stiff and radially soft friction element (8) for frictionally engaging the friction disc (4) or the damper flange (6),

characterized in that

the friction element (8) is axially pressed between the damper flange (6) and the friction disc (4).

2. Clutch disc (1) according to claim 1, wherein the friction element (8) comprises a first material level (9) and a second material level (10), the two material levels (9, 10) by means of spring elements (11, 12, 13, 14) ), prefers

Leaf springs are connected to transmit torque.

3. clutch disc (1) according to any one of the preceding claims, wherein the friction element (8) has at least one pressure piece (18,19,20,21), wherein the at least one pressure piece (18,19,20,21) on the damper flange ( 6) or on the friction disc (4), preferably the first material level (9) between the second material level (10) and the damper flange (6) or

Friction disk (4), on which the at least one pressure piece (18, 19, 20, 21) bears, is arranged and only the second material plane (10) is connected to the at least one pressure piece (18, 19, 20, 21) in a pressure-transmitting manner.

4. clutch disc (1) according to any one of the preceding claims, wherein the friction element (8) has at least one suspension element (15, 16), which in the Damper flange (6) or in the friction disc (4) is positively suspended, and the friction element (8) is entrained in the circumferential direction (17) by means of the hanging element (15, 16).

5. clutch disc (1) according to any one of the preceding claims, wherein the friction element (8) is arranged radially inside of the at least one damper unit (2).

6. clutch disc (1) according to any one of the preceding claims, wherein the friction element (8) is formed from a plastic, preferably is produced by injection molding, wherein preferably the friction element (8) is formed in one piece.

7. friction clutch (3) for a drive train (23), comprising at least the

following components:

- A clutch disc (1) according to one of the preceding claims;

- An axially movable pressure plate (24);

- A counter plate (25) which can be connected to a torque input (26) and to which the pressure plate (24) is rotationally fixed; and

- an axial force device (27),

wherein by means of the axial force device (27) the clutch disc (1) can be pressed axially between the pressure plate (24) and the counter plate (25) for separable frictional torque transmission between a torque input (26) and the torque transmission connection (7).

8. drive train (23), comprising a drive unit (28) with a

Output shaft (29), at least one consumer (31, 32) and one

Friction clutch (3) according to claim 7, wherein the output shaft (29) for

Torque transmission is separably connected to the at least one consumer (31, 32) by means of the friction clutch (3).

9. Motor vehicle (30), comprising at least one drive wheel (31, 32) which can be driven by means of a drive train (23) according to claim 8.