FR2560312A1 - FRICTION DISC CLUTCH DEVICE - Google Patents

Abstract

THIS CLUTCH DEVICE IS INTENDED FOR MOTOR VEHICLES. THE INERTIA FLYWHEEL 1 OF THE CLUTCH SYSTEM, THE CLUTCH DISC 17 AND THE CLUTCH HOUSING 11 ARE COMBINED IN A CONSTRUCTIVE ASSEMBLY. THIS ASSEMBLY IS REMOVABLE FIXED ON A DISC 3, PREFERABLY CONSTITUTED BY A PRESSED SHEET PART, WHICH IS ITSELF MOUNTED ON THE CRANKSHAFT 9 OF THE VEHICLE ENGINE. DISC 3 SHOWS STRENGTHENING RIBS OR MOLDINGS 49, RADIAL DIRECTION.

Description

FRICTION DISC CLUTCH DEVICE

  The present invention relates to a device

  friction disc clutch, in particular for vehicles

  automobile, comprising a first plate of

  able to be driven around an axis of rotation,

  a second guided friction plate

  axially displaceable on the first friction plate and a clutch disc disposed between

  two friction plates in axial direction, coaxial

  to these, and able to turn with respect to

  friction, a spring device pre-biasing the second friction plate to the first friction plate, elastically in the axial direction, and a

disengagement device.

  In clutch devices of this type, a first friction plate is shaped as a flywheel and is fixed directly to the crankshaft.

  of the internal combustion engine. The second plate of money

  As a pressure plate, it forms a clutch housing with a spring washer or a spring diaphragm and a compression assembly which, when mounted, must be screwed in a perfectly centered position to the flywheel. . During this operation,

  the prestressing force of the spring must be overcome.

  The clutch disc constitutes an element to be incorporated

  separately, with respect to the aforementioned assembly.

  Since the clutch device is thus mounted from several parts initially

  independent of each other, dimensional tolerances

  The result is that they increase and can become relatively large, resulting in variations in the clamping force from one clutch device to another. In this way, we risk having initially

  clamping forces that are too high and undesirable

  or, on the contrary, the prestressing force is reduced to values which are too weak and inadmissible

the clutch is weakly worn.

  The object of the invention is to avoid these inconveniences.

  by providing a new solution which facilitates the assembly of the clutch device and makes it possible to

  better to respect the tolerances imposed on the assembly.

  For this purpose, it is proposed according to the invention that the two friction plates, the clutch disc and the spring device are combined in a construction unit, which as such can be removably attached to an assembly member. coaxial fixing to the friction plates. In a clutch device thus designed, all the elements that can influence the tolerances of the

  spring are pre-assembled to form a set of

  gimmicky, which is controlled, and possibly adjusted. in

  regarding tolerances, before final assembly.

  Such a constructive set can also be balanced

  overall, which was not achievable with the

  previous clutch positive. During the final assembly

  of this constructive whole, there is no longer any need

  creates spring prestressing forces, which facilitates

  lite centering and assembly. The dismantling of the

  clutch is also easy, especially

  in the case of clutch devices of the trac-

  tion. Insofar as there is an insertion shaft of the gearbox that can be inserted, and with an appropriate configuration of the gearbox housing, the clutch device can be removed without having to

  separate the gearbox from the engine. The space required

  for the storage of clutch devices according to

  the invention is also reduced, since the

  The clutch plates should not be stored separately, but are already incorporated into the building blocks under consideration.

  The first friction plate must not be

  gatorily contain all the mass of inertia, although this disposition is advantageous; part of the mass

  of inertia can also be provided by the fastening

  tion. However, for a moment of inertia of a given value, the weight of the clutch can be decreased by providing that the first friction plate is shaped by flying ring inertia, which is assembled by screwing on a

  relatively light fastening disk, making the connection

  its with the crankshaft. The fixing disc can be

  constituted by a stamped sheet metal part, which is rigid

  both axially and peripherally by ribs or stiffening moldings so as to be able to withstand the rotational torque of the device

  clutch, as well as the axial forces of disengagement.

  Preferably, the stamped sheet metal part constitutes

  killing the attachment disc, extends substantially over the entire radial width of the flywheel, and is screwed into the region of its periphery on the flywheel. In this way, most of the masses of inertia are located towards the outer edge of the

  flywheel, made with sufficient rigidity.

  The ribs or stiffening moldings extend

  essentially radially, between the disc

  the axially adjacent friction plate and form cooling air channels for the friction surfaces of the flywheel. The wear conditiors of the flywheel and the pressure plate can thus be made little by little

  nearly equal to those of conventional clutch devices.

  The first friction plate, shaped as a flywheel, can be made of an inexpensive material, for example cast iron, especially as

  this steering wheel is stiffened by the fixing disc. For

  see the solicitations due to the central force

  Preferably, the first friction plate is advantageously radially prestressed inside an annular element of steel or the like clamped around the outer periphery of the first friction plate.

  and can simultaneously constitute the clutch housing.

  The annular element constituting the clutch housing is preferably fixed releasably on the steering wheel

  inertia by bending and crimping. This mode of assembly

  This reduces the manufacturing costs, the weight and the volume of the clutch device. A taxi

  the annular element on the face of the flywheel

  to the pressure plate is particularly advantageous, since by adjusting the bending

  adjust the elastic force of the spring device.

  In any case, the invention will be better understood.

  and other features will be highlighted,

  with the following description, with reference to

  attached schematic sin representing, by way of non-limiting examples, two embodiments of the clutch device according to the invention:

  Figure 1 is an axial longitudinal sectional view

  the top half of a clutch device

  by friction disc traction for a motor vehicle

  bile; Figure 2 is a detail view along the arrow II of the device of Figure 1;

  Figure 3 is an axial longitudinal sectional view.

  the top half of a clutch device

  by friction disc pressure for a motor vehicle

  bile. The friction disc traction clutch device for a motor vehicle shown in FIGS. 1 and 2 comprises a flywheel (1) which is

  coaxially fixed by means of a disc made of sheet metal

  that (3) of annular shape on a flange (5) of a vile-

  brequin (9) of an internal combustion engine, rotating about an axis of rotation (7). The flywheel (1) carries a clutch housing (11) substantially annular in shape, which encloses the side of the flywheel (1)

  axially opposite the crankshaft (9), a pressure plate

  sion (13) essentially having the shape of an

  nulaire. The pressure plate (13) is guided, integral in rotation but axially displaceable, on the housing

  clutch (11) using a plurality of tangential bars

  tials (15) distributed in the peripheral direction. A disc

  clutch (17), coaxial with the axis of rotation (7), is

  disposed axially between the flywheel (1) and the

  than pressure (13) and is, in the usual way, solitary coupled in rotation but axially displaceable with a

  input shaft (19) of a non-representative gearbox

  on the drawing. The clutch disk (17) carries

  friction linings (21) and may include

  torsional damping dampers, indicated

  in (23) as well as oscillation damping devices

  Friction ions not shown. A spring diaphragm (25) is clamped between the clutch housing (11) on the one hand

  and the pressure plate (13) on the other hand, and it precedes

  elastically circulates the pressure plate (13) against the flywheel (1) via the friction linings (21) of the clutch plate (17). The spring diaphragm (25) is supported in the region of its outer periphery against the clutch housing (11) and carries, in a circle of diameter between the inner diameter and the outer diameter, against projections (27). the pressure plate (13). The pressure plate

  (13) can be relieved of the pressure force of the di-

  spring diaphragm (25) and the device to be disengaged, at

  means of a clutch release bearing (31) axially displaceable

  on a guide tube (29) of the gearbox and which is engaged with the radially

  the inside of the tongues (35) of the diaphragm spring (25).

  The flywheel (1) is here made of cast iron

  gray, but it can also be achieved in all other

  the materials usually used for the production of

  flywheels, for example steel.

  The clutch housing (11) surrounds, by squeezing it, an annular flange (37) of the flywheel (1) extending

  radially. It is fitted with a press fit

  radial stress on the outer periphery of the annular flange

  nular (37) and absorbs the centrifugal forces acting

  on the material such as gray cast iron flywheel.

  The housing edge (11) located axially opposite the

  diaphragm spring (25) is bent behind the frontier face

  of the flywheel (1) on the crankshaft side

  quin and forms an annular flange (39) extending radially

  inwardly, which holds the clutch housing (11) on the flywheel (1). By bending the edge of the clutch housing (11), the latter is simultaneously

  tightly in a radial direction on the steering wheel

  tie (1). A shoulder (41) oriented axially in direction

  the annular flange (39) fixes the clutch housing (11) on the flywheel (1) in the opposite axial direction. A ring gear (43) is mounted on the outer side of the groove formed by the shoulder (11) for

  the meshing of the starter pinion.

  The sheet disk (3) is fixed by its rim edge

  internally, by means of screws (45), on the flange (5) of the crankshaft (9). The sheet disk (3) protrudes, in its radially inward zone, beyond the

  inner periphery of the flywheel (1) which has

  substantially in the form of an annular disk and extends in its radially outwardly, substantially to the outer periphery of the flywheel (1), where it is fixed by means of screws (47), on the flywheel (1)

  through the annular flange (39). Ribs or mold

  substantially radially extending stiffening means (49) are formed by stamping into the sheet metal disk (3) and stiffen the sheet disk both axially and peripherally. Moldings

  extending between the sheet disk (3) and the flywheel

  tie (1) form open cooling air channels

  on both sides of the flywheel (1) in radial direction

  for the cooling of the flywheel (1). Enter

  the cooling air ducts succeeding one another

  device, the flywheel (1) can

  over its entire radial width against the sheet disk (3).

  The flywheel (1), the pressure plate (13), the clutch disc (17) and the spring diaphragm (25) constitute an assembly which can, as such, be detachably attached to the means of the screws (47) on

  plate disk (3) and thus be fixed on the crankshaft.

  quin (9). Such a constructive assembly is easier to assemble than the usual clutches, in which all the pressure plates must be fixed on the steering wheel.

  of inertia against the force of a diaphragm spring.

  Where appropriate, centering pins or similar, easily

  Reading the centering, may further be provided. Moreover, the clutch device can be balanced

  as a whole and, by changing the pressure of

  rage when bending the annular rim (39), one can

  compensate for the dimensional tolerances of the steering wheel

  (1), the clutch disc (17), the pressure plate

  (13) and the clutch housing (11), which influence

  the prestressing force of the diaphragm spring (25).

  FIG. 3 shows a pressure disc clutch device for a motor vehicle,

  which differs mainly from the clutch device

  FIGS. 1 and 2 only by the arrangement of its tangential bars guiding the pressure plate on the flywheel and by the support of the spring diaphragm.

  on the clutch housing and on the pressure plate.

  which is different and corresponds to the actuation mode, as well as by the clutch release stop. Elements with the same function are designated by the same references as in Figures 1 and 2 plus 100. For more

  detailed explanations we will refer to the description

Figures 1 and 2.

  For the detail, nose (127) of the plate

  pressure (113) are individually formed on the periphery.

  outside of it, and rely on the diaphragm

  I spring out (125) in the area of the outer periphery thereof. The housing (111) of the clutch device extends into a central region of the diaphragm spring

  (125), which is supported in this area on the crankcase

  clutch (111), on the side of this diaphragm axially opposite spring to the pressure plate (113). The pressure plate (113) is unloaded, by means of a disengagement movement directed towards the crankshaft (109) of the clutch release bearing (131), the prestressing force of the spring diaphragm (125). Tangential bars

  (115) are fixed at one end to the

  than pressure (113), by their other direct end

  on the flywheel (101), so without the

  diary of the housing (111). This method of attachment facilitates

  assembly of the clutch device and may

  also be used in the tractive clutch.

of Figures 1 and 2.

256031Z

Claims (9)

  1. Friction disc clutch device especially for a motor vehicle, comprising: a) a first friction plate (1; 101) adapted to be driven about an axis of rotation (7 107);   b) a second friction plate (13;   said integral rotationally but axially displaceable on the first friction plate (1; 101); c) a clutch disc (17; 117) of the same axis, arranged axially between the two friction plates (1,13; 101,113) and rotatable relative to the friction plates;   d) a pre-spring spring device (25;   axially resiliently engaging the second friction plate (13; 113) to the first friction plate (1; 101);   e) a disengaging device (31; 131). character-   in that the two friction plates (1,13; 101,113), the clutch disc (17; 117) and the spring device (25; 125) are combined into a constructive unit which   as such can be attached in a removable manner to an organization   no fixing (3; 103) coaxial with the friction plates (1.13, 101.113).   2. A clutch device according to claim 1, characterized in that the first friction plate is formed as an annular flywheel (1; 101) and in that the second friction plate is shaped   pressure plate (13; 113), and in that the assembly   mentioned above is assembled by screwing on a disk fixing (3; 103).   3. Clutch device according to claim 2, characterized in that the fixing disc (3; 103) is constituted by a stamped sheet metal part, which is   stiffened both axially and peripherally   by ribs or stiffening moldings (49; 149). 4. Clutch device according to claim 3, characterized in that the stamped sheet metal part (3,   103) constituting the fixing disc, extends essentially   the entire radial width of the annular flywheel (1; 101), and is screwed into the zone of its perimeter.   on this flywheel (1; 101).   Clutch device according to claim 3 or 4, characterized in that the stiffening ribs or moldings (49; 149) extend between the fixing disc (3; 103) and the friction plate (1; ) radially adjacent, and form cooling air channels of substantially radial direction. Clutch device according to any one of   Claims 1 to 5, wherein the second plate   friction device (113) is held integral in rotation but axially displaceable on the first friction plate (101) by means of several tangential bars (115) distributed in peripheral direction, characterized in that the ends of the tangential bars (115) are fixed directly on the first friction plate (101) on the one hand and on the second friction plate (113) secondly.   7. Clutch device according to any one   Claims 1 to 6, characterized in that an element   ring (11; 111) is tight around the periphery   exterior of the first friction plate (1; 101).   Clutch device according to Claim 7, characterized in that the annular element (11; 111)   is bent along its axially turned edge at the op-   placed on the second friction plate (13; 113) and forms an annular flange (39; 139) projecting radially inwards and applied against the rear of the first friction plate (1; 101).   Clutch device according to claim   7 or 8, characterized in that at least one of the two   friction (1,13; 101,113), preferably the first   the first friction plate (1; 101) is made of gray cast iron.