GB2385389A

GB2385389A - Clutch disc arrangement for a mulitple-disc clutch

Info

Publication number: GB2385389A
Application number: GB0311709A
Authority: GB
Inventors: Andreas Orlamuender; Sebastian Vogt
Original assignee: ZF Sachs AG
Current assignee: ZF Friedrichshafen AG
Priority date: 1999-05-19
Filing date: 2000-05-19
Publication date: 2003-08-20
Anticipated expiration: 2020-05-19
Also published as: GB2385389B; GB0311709D0

Abstract

A clutch disc arrangement for a multiple-disc clutch comprises at least two friction lining units (12, 14), a hub element (16) mounted on a shaft and carrier elements (20, 48) to which the friction lining units (12, 14) are connected substantially non-rotatably and via which the friction lining units (12, 14) are connected to the hub element (16). Each carrier element (20, 48) is a pot-shaped pressing with a base region (22, 50) located on the hub element (16) and to which the associated lining unit (12, 14) is fixed with rivets (22). The carrier elements (20, 48) have peripheral wall regions (44, 52) formed with teeth (46, 54) which interengage with one another to lock the carrier elements (20, 48) for rotation together but permit displacement in the direction of the axes of rotation (A).

Description

Clutch disc arrangement for a multiple-disc clutch

The present invention relates to a clutch disc arrangement for a multipledisc clutch.

DE-OS 24 60 963 discloses a clutch disc arrangement with two friction lining units. A first of the friction lining units is connected to a hub via a torsional vibration damper. A carrier on which the second of the friction lining units is carried rotatably but axially displaceably is also connected to the hub via the torsional vibration damper.

DE-OS 20 52 899 discloses a multiple-disc clutch in which a friction lining unit carrier designed as a solid component is connected to a hub via a torsional vibration damper. This carrier has a substantially Tshaped section contour, and, in the radially external region, a plurality of friction lining units are connected non-rotatably to this carrier but axially displaceably with respect thereto. This carrier has the drawback that, owing to its T-shaped section contour, it has to be formed by a casting process or by machining, which are relatively expensive operations.

It is an object of the present invention to provide a clutch disc arrangement for a multiple-disc clutch which is versatile while having a simple design.

According to one aspect of the invention there is provided a clutch disc arrangement for a multiple-disc clutch; said arrangement comprising at least two friction lining units, a hub element connected or connectable for rotation with a shaft and a carrier means to which the friction lining units are connected substantially non-rotatably and serving to connect the friction lining units to the hub element, wherein the carrier means comprises a first carrier element which is connected to the hub element and to which one of the friction lining units is rigidly connected and a second carrier element to which the other of the friction lining units is rigidly connected and which is connected non-rotatably to the first carrier element for displacement with respect thereto substantially in the direction of an axis of rotation.

Such a construction ensures that the relative axial movement, required for carrying out coupling and release processes, between the individual friction lining units is constructionally separated from the friction lining units and is displaced into the region of the carrier elements. In other words, the friction lining units themselves do not also have to be designed for this role of relative axial movement, so each of these constructional components can be optimised according to the prevailing operating requirements. This, in turn, increases the reliability of operation and simplifies the design and therefore contributes to the reduction in cost. This modular design can also be adapted to a wide variety of clutch configurations by merely replacing various modular units with other respective modular units.

One of the first and second carrier elements can have a first engagement formation which is directed substantially radially outwardly and the other carrier element then has a second engagement formation which is directed substantially radially inwardly and engages with the first engagement formation. This can be achieved, for example, in that the first engagement formation comprises external teeth or splines which are elongated in the direction of the axis of rotation and in that the second engagement formation comprises internal teeth or splines likewise elongated in the direction of the axis of rotation. For reasons of cost and space, it is also preferred if the first and/or second carrier element is substantially pot-shaped in design. ft

With this substantially pot-shaped configuration of at least one of the carrier elements, functional separation of various regions can again be achieved in that one of the friction lining units is fixed to a respective base region of the first or the second potshaped carrier element and the first or second engagement formation is formed on a peripheral wall region of the first or second substantially pot-shaped carrier element.

According to the present invention there is provided a clutch disc arrangement for a multiple-disc clutch; said arrangement comprising at least two friction lining units, a hub element connected or connectable for rotation with a shaft and a carrier means to which the friction lining units are connected substantially non-rotatably and serving to connect the friction lining units to the hub element, wherein the carrier means comprises at least one pot-shaped carrier element which is connected to the hub element.

The pot-shaped carrier element can comprise, in a peripheral wall region, an engagement formation with which respective counterengagement formations on the friction lining units engage nonrotatably and displaceably in the direction of an axis of rotation. The engagement formation preferably comprises external teeth or splines which are elongated in the direction of an axis of rotation.

The production costs can also be lowered if the carrier element is produced from a sheet metal blank by a forming process, preferably a press forming process.

In order to obtain the rotary coupling of the friction lining units on the carrier element, it is proposed that each of the friction lining units comprises at least -one lining carrier element, comprising at least a part of the counter-engagement formation. It is preferred if at least one, preferably a plurality of engagement projections are provided on the at least one lining carrier element.

This can easily be achieved if at least one contact face is formed on at least one engagement projection by bending a tab-like extension provided on the engagement projection.

In an advantageous embodiment of the clutch disc arrangement constructed in accordance with the invention the carrier element connected to the hub element is connected to the hub element via a torsional vibration damper. It can therefore be seen that the term "connected" or "rigidly connected" in the context of the present invention also covers slight relative rotational movement or a slight relative axial movement of the various interconnected components, due, for example, to the elasticity of a torsional vibration damper or due to inherent elasticity in the material.

A clutch disc arrangement in accordance with the invention can also be arranged in such a way that each of the friction lining units comprises at least one lining carrier part which adjoins a carrier element and the carrier element is connected to the carrier means. It is also possible for the carrier element to be axially displaceable with respect to the axis of rotation relative to the carrier means.

It is advantageous if the carrier element has a toothed configuration which engages in the teeth of a complementary toothed configuration. It is then possible for several carrier elements to engage axially in the same carrier means.

A base region of the carrier element which is or can be connected to the hub element can form one of the disc elements of the torsional vibration damper, for example the central disc element. The damper then has a respective cover disc element arranged on the hub element on either side of the central disc element and at least one damping element acting between the central disc element and the cover disc elements.

The invention may be understood more readily, and various other aspects and features of the invention may become apparent, from consideration of the following description.

Embodiments of the invention will now be described in detail hereinafter, by way of examples only, and with reference to the accompanying drawings, in which: Figure 1 is a partial axial view of a clutch disc arrangement constructed in accordance with the invention; Figure 2 is a longitudinal sectional view of the clutch disc arrangement shown in Figure 1, the view being taken along the line II-II in Figure 1; Figure 3 is an exploded view of the clutch disc arrangement shown in Figures 1 and 2; Figure 4 is a partial axial view of another embodiment of a clutch disc arrangement constructed in accordance with the invention; Figure 5 is a longitudinal sectional view of the clutch disc arrangement shown in Figure 4, the view being taken along the line V-V in Figure 4; Figure 6 is an exploded view of the clutch disc arrangement shown in Figures 4 and 5; Figure 7 is a longitudinal sectional view of part of a modified form of the embodiment shown in Figures 1 to 3,z Figure 8 is a longitudinal sectional view of part of another modified form of the embodiment shown in Figures 1 to 3; Figure 9 is a longitudinal sectional view of a modified arrangement; Figure 10 is a longitudinal sectional view of a further modified arrangement and Figure 11 is a longitudinal sectional view of another modified arrangement.

Figures 1 to 3 depict a first embodiment of a clutch disc arrangement 10 used in a multiple-disc clutch. The illustrated clutch disc arrangement 10 comprises two friction lining units 12, 14 which, as described hereinafter, are mutually spaced in the direction of an axis of rotation A, around which the clutch disc arrangement 10 rotates during operation of the clutch. The units 12, 14 are displaceable relative to one another in the direction of the axis of rotation A to allow coupling and release of the clutch.

As shown, in particular, in Figure 3, the clutch disc arrangement 10 comprises a hub element 16 which has, on its internal peripheral face, teeth 18 capable of producing a non-rotatable coupling to a shaft, for example a gear input shaft (not shown).

A first carrier element 20 is rigidly connected to the hub element 16. As also shown in Figure 2, the carrier element 20 is substantially potshaped and has, in the region of its pot base 22, a central hole 24 which is pushed onto the hub element 16 until the pot base 22 engages axially against an annular shoulder 26 of the hub element 16. After this abutment, the carrier element 20 can be fixed on the hub element 16 by caulking, welding or in another suitable manner. It can be seen that substantially triangular holes 28 are formed in the pot base 22 essentially for the purpose of reducing weight. In the region of the pot base 22 there are a plurality of rivet holes 30 through which respective rivets 32 are guided to fix the friction lining unit 12 on the carrier element 20. Figure 3 also shows that the friction lining unit 12 is composed of a plurality of lining spring elements 34 which are formed from spring steel sheet and are arranged in succession in a peripheral direction. Friction linings 36, 38 are fixed by rivets 40 in the radially outer region of the elements 34 and the elements 34 have holes 42 for the passage of the rivets 32 in their radially internal regions. The lining spring elements 34 are initially rigidly connected to the friction linings 36, 38 and then riveted to the carrier element 20 in their radially internal regions.

The carrier element 20 has a peripheral wall region 44 which is shaped integrally from a sheet metal blank during a forming process, for example a press forming process such as, for example, a deep-drawing process. The peripheral wall region 44 is shaped in such a way that it forms a toothed configuration 46 of which the teeth extend radially externally in the direction of the axis of rotation A with channels formed in between.

A second carrier element 48 is almost identical to the first carrier element 20 but is slightly larger. Therefore, the second carrier element 48 also comprises a base region 50 in which there are again provided a plurality of through-holes 52 for rivets 54 with which the friction lining unit 14 is mounted on the second carrier element 48. The peripheral wall region 52 of the second carrier element 48 is again designed with a toothed configuration 54 but here the teeth extend radially inwardly in the direction of the axis of rotation A and have channels formed in between. The diameter of the wall region 52 is adapted sucn that, as shown in particular in Figures 1 and 2, the second carrier element 48 can be pushed axially onto the first carrier element 44, so the two toothed configurations 46, 54 come into non-rotatable but mutually displaceable engagement with one another. The friction lining unit 14 is substantially identical to the friction lining unit 12. In other words, this friction lining unit 14 also comprises a plurality of lining spring elements 34 which are arranged in succession in the peripheral direction. On the radially external region of the spring elements 34 the two friction linings 36, 38 are riveted and the radially internal regions of the elements 34 can be riveted to the base region 50 of the second carrier element 48 by the rivets 40.

This embodiment of the clutch disc arrangement 10 results in a simple construction which is promoted, in particular, in that the role of axial relative displaceability of the two friction lining units 12, 14 is taken up by the two carrier elements 20, 48. This means that the friction lining units 12, 14 can be formed in a simple manner as the displacement function does not have to be integrated into these units. In particular, friction lining units of the type used in conventional single-disc clutches can be used here. As the roles of lining resilience on the one hand and possibility of axial displacement on the other hand are now separated, each of the units or modules 12, 14 can be constructed with the material strength required and the material required for this purpose. The use of carrier elements 20, 48 which can be formed from sheet metal also contributes to an inexpensive construction.

It is also mentioned that an embodiment of this type can be used not only in dual-disc clutches but also in multiple-disc clutches requiring more than two friction lining units. It can be seen that the introduction of the toothed configuration 54 into the second carrier part 48 during a forming process on the exterior of the peripheral wall region 52 similarly leads to a toothed configuration 56 which can be used for the non-rotatable and axially moveable mounting of a further friction lining unit.

Reference is made to the following description of the embodiment depicted in Figures 4 to 6 with respect to the construction of a friction lining unit of this type. It is also possible to provide a plurality of additional friction lining units of this type. In particular, it is also conceivable to make the overlap region between the two carrier elements 20, 48 shorter so that the toothed configuration 46 of the first carrier element 20 can also receive a further friction lining unit which is then axially movable both with respect to the friction lining unit 12 and with respect to the friction lining unit 14.

It is also pointed out that a torsional vibration damping arrangement can easily be integrated into a clutch disc arrangement 10 of this type, as shown in Figures 7 and 8, in that the mounting of the first carrier element 20 to the hub element 16 takes place not in an interlocking or integral manner but via a torsional vibration damper. For this purpose, for example, the base region 22 of the carrier element 20 can form a central disc element 90 of the torsional vibration damper 106 also depicted in Figure 7. Cover disc elements 92, 94 rigidly connected to the hub element 16 lie on both axial sides of the element 90. It can be seen that the cover disc element 92 is welded to the hub element 16 at 118 in the radially internal region but a different interlocking connection could also be provided here. The two cover disc elements 92, 94 are rigidly connected to one another by a plurality of peripherally distributed rivets or bolts 104 or the like. These rivets/bolts are received in through holes (not shown) in the base region 22 and co- operate therewith to define a rotational angle limit for the torsional vibration damper 106. In the embodiment illustrated, the cover disc element 96 is otherwise not rigidly connected directly to the hub element 16. In the conventional manner, the two cover disc elements 92, 94 and the base region 22 of the carrier element 20 can tnen have respective spring apertures 96, 98, 100 against which respective damper springs 102 are supported in a circumferential direction. The Cf springs 102 allow a relative rotational movement of the base region 22 with respect to the cover disc elements 92, 94 in a limited rotational angle range. By means of a bearing ring 108 with an approximately L-shaped cross-sectional profile, the base region 22 of the carrier element 20, in its radially internal region, is mounted radially on the hub element 16 and axially on the cover disc element 94. A friction ring 110 which is pressed against the base region 22 by a spring 112, for example a spring washer, supported against the cover disc element 94 can be positioned on the other axial side of the base region 22. Projections 114 which engage in corresponding recesses 116 in the cover disc element 94 and are movable with respect to the recesses 116 over a predetermined peripheral range can be formed on the friction ring 112. The friction occurring between the friction ring 110 and the base region 22 can then be delayed, in other words can occur only after a predetermined relative rotational angle has been exceeded. Up until then, friction between the friction ring 110 and the spring 112 and/or the spring 112 and the cover disc element 94 is maintained. The bearing ring 108 can also be formed from a material which helps to increase the frictional force.

In Figure 8 another embodiment with a torsional vibration damper is shown. In this Figure like reference numerals correspond to the same components described and illustrated in the other Figures. In contrast to Figure 7 where the central disc element 90 of the damper 106 is the base region 22 of the carrier element 20 the base region 22 in the modified construction shown in Figure 8 forms the cover disc element 92. The central disc element 90 is welded to the hub element 16 at 118. The L-shaped bearing ring 108 again radially mounts the base region 22 on the hub element 16 and axially locates with the central disc element 90. The other components and the operation of the arrangement is as described above in connection with Figure 7.

It is pointed out that any form of a torsional vibration damper can be used, in particular also a torsional vibration damper in which a plurality of the springs 102 can be connected in series in each case and are supported against one another via respective sliding blocks or the like. The damper can also be a multi-stage damper with an idling damping mechanism and a load damping mechanism, as known per se in clutch disc arrangements.

Figures 4 to 6 depict a further embodiment of a clutch disc arrangement constructed in accordance with the invention. Components corresponding to components described hereinbefore with respect to construction or operation are designated by the same reference numerals with the addition of a suffix "a".

It can be seen that in the further embodiment only a single carrier element, namely the carrier element 20a rigidly connected to the hub element 16a is provided. This carrier element 20a in turn has a substantially pot-like configuration with a hole 24a for arranging on the hub element 16a again being formed in the base region 22a. The peripheral wall region 44a in turn has the toothed configuration 46a which is provided therein by the forming process but now has a greater axial dimension. Each of the friction lining units 12a and 14a has an annular lining carrier part 60a which, as shown in particular in Figure 6, carries, in the radially external region, the respective lining springs 62a on which the friction linings 36a, 38a are fixed by riveting or adhesive. The lining carrier element 60a has, on its radially internal region, a plurality of peripherally succeeding projections 64a which, in their entirety, form a toothed configuration 65a which mates with the toothed configuration 46a of the carrier element 20a. These two toothed configurations 46a, 66a can be caused to mesh by axial sliding, so the two friction lining units 12a, 14a are coupled non-rotatably to the carrier element 20a but axially movably relative thereto.

To reduce the surface pressure in the region of the projections 64a, respective tab-like extensions 68a, 70a which are able to come to rest on the lateral faces 72a, 74a of the teeth 76a of the toothed configuration 46a are bent from the projections 64a at both circumferential end regions.

Figure 5 shows in particular that the base region 22a of the carrier element 20a has a projection 80a, i.e. the base region 22a is curved toward the open end of the pot-like carrier element 20a. It can be seen that the two friction lining units 12a, 14a can therefore adopt an approximately symmetrical position with respect to the hub element 16a in the direction of the axis of rotation A, so a very uniform transmission of force can be achieved here. It can also be seen that, in comparison with the embodiment in Figures 1 to 3, the hub element 16a can have a much shorter axial dimension. This is due to the fact that in the embodiment represented in Figures 1 to 3, the axial displaceability of the friction lining unit 12, 14 connected to the carrier element 20, 48 fixed on the hub element 16 is achieved by the fact that the hub element 16 is axially displaceable on the shaft which is coupled non-rotatably thereto. In the embodiment according to Figures 4 to 6, the axial displaceability of all friction lining units 12a, 14a is achieved merely by the projections 64a engaging in the toothed configuration 46a. The hub element 16a does not have to be axially displaceable on the associated shaft and, for example can be fixed axially thereon.

The embodiment according to Figures 4 to 6 has the advantage of a further reduced number of parts. The carrier element 20a can still be formed extremely inexpensively from a sheet metal blank by a forming process, for example a deep-drawing process.

It is pointed out that the individual lining spring elements 34 shown in the embodiment according to Figures 1 to 3 can also be used in this embodiment and should then carry at least one of the projections 64a in each case. It is accordingly possible to use a lining carrier element formed in one part in the embodiment according to Figures 1 to 3, as shown in Figures 4 to 6. The carrier element 20a can also be coupled to the hub element 16a with interposition of a torsional vibration damper as in the embodiment according to Figures 4 to 6, as described, for example, at the outset. In other words, the base region 22a can form a portion of a torsional vibration damper.

A further embodiment of the invention is represented in Figure 9. As in Figures 5 and 6, a substantially pot-shaped carrier element 20a is employed which, in this embodiment, is connected to the hub directly, in other words without interposition of one or more torsion dampers acting in succession in the direction of rotation. Alternatively, however, it is also possible to adopt the design corresponding to Figure 7 or 8. The friction linings 36a, 38a are connected to the lining carrier element 60a in a similar configuration to the aforementioned examples. However, the lining carrier element 60a here does not engage directly by means of an integrally formed toothed configuration in the toothed configuration 46a of the circumferential wall region 44a. Rather, the lining carrier element 60a is connected to a carrier element 120. The carrier element 120 engages with the teeth 76a of the toothed configuration 46a via radially inwardly extending toothed configurations 65b in such a way that a mutually independent axial displacement of the friction linings 14a, 12a with respect to the carrier element 20a is permitted. A configuration and production of the carrier element 120 similar to the base carrier element 48 leads to utilisation of the advantages mentioned for this purpose.

In the embodiment shown in Figure 10, the construction will be explained with reference to the region located on the left of the dash-dot-dot line. It can easily be seen that the configuration is a mirror image about this dash-dot-dot line. This is a multiple disc clutch in which one disc element 121 is connected either via a welded joint, shown here, but also by alternative types of connection such as pressing, screwing, riveting or meshing teeth. A friction lining unit is mounted above a lining carrier element 60b on the radially outer region of the disc element 121. A first carrier element 234 which is connected to a first carrier part 122 is additionally fastened here. This carrier part 122 is riveted to a lining carrier element 60b and a further carrier part 122 in such a way that the two carrier parts which are pot-shaped face one another with their base regions. The design of the two aforementioned carrier parts 122, 123, which face one another with their respective toothed configurations, should correspond logically and functionally to the carrier elements 46 and 48 in Figure 1. A non-rotatable, mutually axially displaceable connection is therefore produced.

A further pair of carrier parts 122, 123 is arranged next in the axial direction, the carrier part 122 being rigidly connected to an axially preceding further carrier part 122, as mentioned hereinbefore, and the last of the carrier parts 123 in the axial direction in turn being riveted or welded to a lining carrier element 60b comprising a friction lining unit. The construction can obviously be supplemented, if desired, by further clutch discs according to the aforementioned principle. Also, it is not absolutely essential to use an identical number of clutch discs on both sides of the dash-dot-dot line. With this configuration of a multiple disc clutch, an inexpensive enlargement or adaptation to different requirements is possible with respect to transmissible torque or overall axial space. It is also possible to fit torsional vibration dampers according to Figures 7, 8. It is also conceivable to separate the hub element 16 at the dash-dot-dot line. This is advantageous in cramped conditions or because the line production of internal longitudinal teeth is often economical only to a certain length of component. -- Figure 11 shows a further variation of a clutch disc arrangement in accordance with the invention. The basic construction is again as in Figures 1 and 10 so the carrier parts 123 facing one another with their toothed configurations engage with one another via carrier rings 124 in this case. The design of the carrier rings 124 generally corresponds to the constructions of the corresponding carrier elements 46 and 123 without showing their base region. The carrier ring 124 consists predominantly of a merely axially extending toothed region with corresponding tooth engagement regions on the external and internal surface. Alternatively, however, an axially movement limiter 125 can also be inserted within the axial dimension of a toothed region in order to limit the possible relative displacement of a carrier ring 124 with respect to the corresponding carrier part 123. The movement limiter 125 can be a securing ring inserted into a turned groove or can be formed by pressing in a deformation region. It can be seen clearly from Figure 11 that this multiple disc clutch can be varied as desired with respect to the number of discs.

Reference is made to the disclosure of German Gebrauchsmuster DE 299 18 531.1. The clutch discs shown in Figures 1 to 6 of the present application are designed here in conjunction with the friction linings with so-called lining springs. It is generally known that lining springs influence the clutch engagement and disengagement process. Therefore, during the clutch engagement process, for example, the region within which the clutch begins to engage, in other words as soon as the friction linings begin to rest on the pressure plate or intermediate plate, is increased to the completely engaged state and the region in which the clutch begins is consequently increased with the transfer of torque to the maximum transfer of torque. The pressure plate has to cover a greater axial distance for this purpose.This is generally described as soft clutch engagement. However,--as soon as several clutch discs are inserted in series with one or more intermediate discs between the conventional pressure plate and centrifugal disc, the accumulative overall spring travel of the individual lining springs connected in series should be compressed or exceeded during the engagement and disengagement of the pressing plate. It is therefore now proposed, with a multiple disc clutch in accordance with the invention, that at least one clutch disc be designed without a lining spring. consequently, the spring travel is limited during the clutch engagement process to the lining spring travel composed of the individual clutch discs equipped with lining spring. It is possible to design a clutch disc arrangement, for example according to Figures 4 to 6, with a total of three axially succeeding clutch discs. A flywheel with a frictional face for the first clutch disc, a first clutch disc, a first intermediate plate, a second clutch disc, a second intermediate plate, a third clutch disc and a pressure plate are then arranged axially in succession in a manner known per se. It is now proposed that the first and second clutch disc be designed without lining spring and the third clutch disc with a lining spring. Alternatively, it is also possible to equip the first and/or second clutch disc with a lining spring which differ from the lining spring of the third clutch disc in the lining spring travel and spring stiffness. The clutch engagement and disengagement process can be influenced intentionally in such a way that, during the clutch engagement process, the third clutch disc is first loaded by the frictional faces of the pressing plate and the associated intermediate plate and the further intermediate discs come into engagement in succession with the associated frictional faces only when the lifting travel produced by the leaf springs or helical compression springs producing the lifting force on the axially succeeding intermediate plates of the further clutch discs is exceeded.

It is finally pointed out that the invention is not restricted to the embodiments illustrated here, but a combination of the individual embodiments with one another is also desired. In particular, the configuration of the clutch disc unit with generally known torsional damper elements, as shown in the documents DE 197 47 221 Al, DE 196 52 104 C1, DE 36 16 163 Al and DE 196 13 574 Cl, is possible.

Claims

1. A clutch disc arrangement for a multiple-disc clutch; said arrangement comprising at least two friction lining units (12, 14), a hub element (16) connected or connectable for rotation with a shaft and a carrier means (20, 48) to which the friction lining units (12, 14) are connected substantially non-rotatably and serving to connect the friction lining units (12, 14) to the hub element (16), wherein the carrier means (20a) comprises at least one pot-shaped carrier element which is connected to the hub element (16a).

2. A clutch disc arrangement according to claim 1, wherein the pot-shaped carrier element (20a) has a peripheral wall region (44a) provided with an engagement formation (46a) with which respective counter-engagement formations (65a) on the friction lining units (12, 14a) engage nonrotatably and displaceably in the direction of an axis of rotation (A).

3. A clutch disc arrangement according to claim 2, wherein the engagement formation (46a) comprises radially external teeth which are elongated in the direction of the axis of rotation (A).

4. A clutch disc arrangement according to claim 2 or 3, wherein the carrier element (20a) is produced from a sheet metal blank by a forming process.

5. A clutch disc arrangement according to one of claims 2 to 4, wherein each of the friction lining units (12a, 14a) comprises at least one lining carrier element (60a) providing at least a part of the counter- engagement formation (65a).

6. A clutch disc arrangement according to claim 5, wherein at least one, and preferably a plurality of engagement projections (64a) are provided on the at least one lining carrier element (60a).

7. A clutch disc arrangement according to claim 6, wherein at least one contact face is formed on at least one engagement projection (64a) by bending a tab-like extension (68a, 70a) provided on the engagement projection (64a).

8. A clutch disc arrangement according to one of claims 1 to 7, wherein each of the friction lining units (12a, 14a) comprises at least one lining carrier part (60a) which adjoins a carrier element (120) and the carrier element (120) is connected to the carrier means (20a).

9. A clutch disc arrangement according to claim 8, wherein the carrier element (120) is axially displaceable relative to the carrier means (20a) with respect to the axis of rotation (A).

10. A clutch disc arrangement according to claim 8 or 9, wherein the carrier element (120) has a toothed configuration (65b) which engages in the teeth (76a) of a complementary toothed configuration (46a).

11. A clutch disc arrangement according to any one of claims 8 to 10, wherein there are a plurality of carrier elements (120) which all engage with a carrier means (20a) in the axial direction.

12. A clutch disc arrangement according to any one of claims 1 to 11, wherein the carrier element (20; 20a) connected to the hub element (16; 16a) is connected to the hub element (16; 16a) via a torsional vibration damper (106).

13. A clutch disc arrangement according to claim 12, wherein a base region (22) of the carrier element (20) is connected to the hub element (16) and forms a central disc element (90) of the torsional vibration damper (106) and the damper further comprises a respective cover disc element (92, 94) arranged on the hub element (16) on either side of the central disc element (90) and at least one damping element (102) acting between the central disc element (90) and the cover disc elements (92, 94) .

14. A clutch disc arrangement according to claim 12, wherein a base region (22) of the carrier element (20) is connected to the hub element (16) and forms one of two cover disc elements (92, 94) of the torsional vibration damper (106) and the damper further comprises a central disc element (92) disposed between the cover disc elements (92, 94) and at least one damping element (102) acting between the central disc element (90) and the cover disc elements (92, 94).

15. A clutch disc arrangement substantially as herein described with reference to, and as illustrated in, any one of more of Figures 1 to 3 of the accompanying drawings, Figures 4 to 6 of the accompanying drawings or Figures 1 to 3 as modified by Figure 7 or 8 of the accompanying drawings or any one of Figures 1 to 8 as modified by Figure 9, 10 or 11 of the accompanying drawings.