JPS60227019A - Friction clutch for automobile - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a friction clutch for motor vehicles, in particular a clutch with a flywheel consisting of two flywheels connected to each other via a rotationally elastic vibration damper.

BACKGROUND OF THE INVENTION The friction clutch for motor vehicles known from German Patent Application No. 2,931,423 consists of two approximately ring plate-shaped flywheel plates which are connected to each other via a rotationally elastic shock absorber. have. The first fixed to the crankshaft
The spring plate has a bearing attachment part within its inner peripheral surface,
A second spring plate is supported on the additional portion via a boss member. This second spring plate forms the pressure plate unit of the clutch. The second suspension plate is screwed in the area of its inner circumferential surface to a hub part of the rotationally elastic vibration damper, which is supported via a sliding bearing on the bearing attachment of the first suspension plate. has been done. Further, the plate member of the vibration damper is guided within its outer peripheral surface to the first bounce plate via a friction mechanism, and the boss member is fixed in position in the axial direction by this plate member. Furthermore, side plates are disposed on the boss member on both sides of the plate member in the axial direction.

The spring of the vibration damper is located within this plate and side plate and is elastically loaded during relative rotation of the two flywheels.

During operation, the temperature of the second spring plate, which serves as the corresponding pressure plate of the clutch, rises to about 650°C. In known clutches, this high temperature acts in a very short path (sigma-tangentially) on the aforementioned plain bearings, which causes problems with the lubrication of the plain bearings. Also, due to the occurrence of large temperature/temperature differences, bearing play occurs. As a result of this high temperature, the resulting second spring plate, which also serves as a corresponding pressure plate, warps, and the high bearing forces resulting from this warping can lead to failure of the plain bearing in question.

In the friction clutch for a motor vehicle known from German Patent A 2 826 274, the flywheel also consists of two flywheels which are connected to one another via a rotationally elastic vibration damper. In each of these suspension plates, the first suspension plate fixed to the crankshaft holds the bearing attachment part, and the second suspension plate is directly supported on this bearing attachment part via a sliding bearing. . Therefore, in this case as well, the same problem as in the above example occurs.

Side plates are arranged on both axial sides of the first suspension plate, each side plate forming a unit with each other and with the second suspension plate. A vibration damper spring is arranged in each window of the first suspension plate and of both side plates, which rotationally elastically interconnects both suspension plates. This vibration damper is designed for load operation and includes a friction damping member. The structure of the clutch plate schematically illustrated in the drawings of this prior art is relatively expensive as seen from the drawings.

This clutch plate has one boss member provided with a boss flange, and one plate member provided with two side plates disposed on both sides of the boss flange in the axial direction. This structure is similar to vibration dampers already used in other clutch plates.

The clutch discs of this known clutch have a relatively large inertia force, and thus create a load on the synchronization device of the motor vehicle transmission during shifting.

OBJECT OF THE INVENTION The object of the invention is to improve a friction clutch for a motor vehicle of the type mentioned at the outset, which has two rotationally elastically interconnected flyplates, in order to ensure reliable operation even under large temperature fluctuations within the clutch. The object is to provide something that is operable and easy to assemble.

According to the invention, both outer plate members are non-rotatably connected to the first spring plate, and the inner plate member is free from rotational vibrations about the axis of rotation. radially inward of the shock absorber spring and rotatably supported on the first spring plate;
The solution is that the second spring plate is fixed to the inner plate part radially outside the spring of the vibration damper with respect to the axis of rotation.

In the friction clutch according to the invention, a vibration damper, preferably designed for load operation, is arranged, if appropriate together with its friction damping element, between the two spring plates when viewed in the axial direction. The camera shock absorber is interconnected as a unit and is non-rotatably held on a first flyplate screwed to the crankshaft, two outer plate members and this outer plate member. 1 placed between
It has two inner plate members. These plate members are arranged side by side and supported rotationally elastically to each other via springs, similar to a conventional vibration damper. The inner plate part is rotatably supported in the area of its inner circumferential surface on a bearing attachment of the first spring plate. Further, the second spring plate is fixed to the outer circumferential surface of the inner plate member within its outer circumferential direction. This creates a relatively long heat transfer path between the second suspension plate and its bearing on the bearing attachment of the first suspension plate. The second spring plate serves as a counter-pressure plate for the clutch plate, and any warping effects that may occur do not impinge on its bearing. The second spring plate is preferably connected to the first spring plate by means of screws, thereby allowing a smooth assembly thereof together with the other components of the clutch. Furthermore, it is advantageous if the clutch housing is also fastened to the inner plate part by means of the same screw.

Advantageously, the inner plate part of the vibration damper is supported on a ring-shaped bearing attachment, which is formed separately from the first suspension plate and is removably connected to the latter.

Such a bearing attachment simplifies the manufacture and assembly of the bearing and, in particular, makes it possible to use ball bearings instead of plain bearings. This bearing attachment is advantageously centered on the first suspension plate by means of a centering element, for example a ring shoulder of the first suspension plate. Advantageously, the screws arranged for the fixing of the first spring plate of are used at the same time.

Each of the outer plates of the vibration damper can be combined into one unit and fixed to the first suspension plate, for example by riveting the outer plate adjacent to the first suspension plate. Also, one of the outer plate members, advantageously also the first
The plate member adjacent to the first spring plate has a toothing on its inner circumferential surface, which toothing pivots into a corresponding toothing of a bearing attachment releasably connected to the first spring plate. It is also possible to engage the clutch irrevocably, which greatly facilitates assembly of the clutch.

This allows the vibration damper, including the second spring plate and the remaining components of the clutch, to move from the first to the first with each threaded connection.
It can be installed later on the spring plate and crankshaft. An aspect of the invention that can also be used in a narrow type motor vehicle clutch plate with two rotationally elastically interconnected suspension plates relates to a vibration damper. The vibration damper, which rotationally elastically interconnects the two suspension plates, has one friction damping element and is designed exclusively for load operation.

However, the clutch plate also has a vibration damper designed exclusively for idling operation. This allows the two vibration dampers to be designed optimally for their respective operating ranges. Since the vibration damper of the clutch plate is designed exclusively for idling operation, the weight of the clutch plate and thus its moment of inertia can be kept extremely small. The clutch plate has a boss portion and a ring plate-shaped plate member that holds the clutch lining and is supported by the boss portion so as to be rotatable relative to the boss portion over a certain rotation angle. are doing. Vibration buffer for idling is 01 to 06 Newton 2mer/gra
It has a spring coefficient of the value d, so that it is possible to use very small springs for this purpose.

Due to the limited rotation angle of the plate member relative to the boss portion, the vibration damper for idling operation is bridged and brought into a non-operating state when transitioning to load operation.

According to an advantageous embodiment of the invention of the device for forming this rotational angle limit, external teeth are arranged on the outer circumferential surface of the boss part, and the internal teeth of the leg, which is fixedly connected to the plate part, are connected to the external teeth. They interlock with each other with play in the circumferential direction. The vibration damper for idling operation is fixed on one side to the boss part and on the other side to the leg part for rotationally elastic connection between the plate member and the boss part. For this purpose, the boss portion projects axially from the leg.

According to a suitable embodiment of the vibration damper for idling operation, one boss plate projects radially from the boss part, and two boss plates are arranged on both sides of the boss plate in the axial direction and held on the legs. A side plate is provided. Each side plate is rotationally elastically supported by each boss plate via each spring of the vibration damper for idling operation. In order to still keep the weight and moment of inertia of the clutch plate small, it is advantageous that the outer diameter of the boss plate and the side plate is smaller than the inner diameter of the inner plate member of the vibration damper for load operation. .

DESCRIPTION OF THE PREFERRED EMBODIMENTS The friction clutch for a motor vehicle shown in FIG. It is rotatable about a rotation axis 5 of an internal combustion engine and is fixed to a rank shaft 7. This first momentum plate 1 includes:
A second spring plate 11 is rotationally elastically connected via a rotational vibration damper 9 designed for load operation;
A spring market is formed by these two spring plates 1.11. Furthermore, a pressure plate 13 is arranged axially opposite the first spring plate 1, which acts as a corresponding pressure plate in a known manner, for example by means of a tangential strap (not shown) or the like. It is axially slidably but non-rotatably guided on the second flywheel 11 . A lining 15 of a clutch plate 17 is fitted between the pressure plate 13 and the second spring plate 11 when viewed in the axial direction;
The boss member 19 of the clutch plate 17 is connected to the clutch plate 17 via the teeth 21.
It is connected non-rotatably but axially slidably to an inlet shaft 23 of a motor vehicle transmission (not shown). Furthermore, a clutch casing 25 that covers the clutch plate 17 and the pressure plate 13 is coupled to the second spring plate 11, and a diaphragm spring 29 is supported on this clutch casing 25 via a support rivet 27. . The diaphragm spring 29 is connected to the protrusion 31 of the pressure plate 13 with its outer circumference.
The pressure plate 13 is pressed against the second spring plate 11 via the lining 15. For clutch disengagement, the tongue 33 of this diaphragm spring 29 is moved in the direction of the second spring plate 11 by a clutch disengagement mechanism (not shown), so that the pressure plate 13 is unloaded and released from the clutch plate 17. Be separated.

The rotational vibration damper 9 includes both spring plates 1 when viewed in the axial direction.
．． 35.37 Ring plate-shaped plate part placed between 11
The plate members 35 and 37 are connected to each other at a distance via a plurality of webs 39. The plate member 35 adjacent to the spring plate 1 is fixed to the spring plate 1 by rivets 41. Between these two outer plate members 35, 37, viewed in the axial direction, an inner plate member 43 in the form of a circular plate is arranged so as to be rotatable relative to the outer plate member. In the area of its inner circumference, this inner plate part 43 is connected to a ring plate 1 via a rolling bearing, which in the example shown is formed by two mutually opposite inclined ball bearings 45,47. It is rotatably supported by a bearing attachment part 49 having a shape. Window 51 of inner plate member 43 and window 51 of outer plate member 35.37
A compression coil spring 57 is disposed within the window 53,55 which is aligned with the plate member 43 and the plate member 3.
5.37 is elastically loaded during relative rotation. The vibration damper 9 has several such springs 57, which are distributed in the circumferential direction on approximately one arc of the same diameter.

The inner plate member 43 projects radially outside the arc of the arrangement of the spring 57 and beyond the outer plate members 35, 3γ. The second spring plate 11 and the clutch housing 25 are screwed into this radially outer region of the plate part 43 by common screws 59 . If the flywheel plate 11, which acts as a counterpressure plate, heats up during operation, the heat transfer from this flywheel plate 11 to the inclined ball bearings 45, 47 almost always takes place via a detour through the plate member 43. This reduces the thermal load on the bearing. Furthermore, this bearing is mechanically isolated from the spring plate 11, so that thermal warping of the spring plate 11 does not affect the bearing.

The bearing attachment 49 is held in the flywheel plate 1 by the same screw 3 that fixes the flywheel plate 1 to the crankshaft γ. In this case, the screw 3 connects the spring plate 1 and the bearing attachment part 4.
9 through mutually aligned holes 61 and 63.

A ring shoulder 65 is arranged on the inner circumferential surface of the spring plate 1 for centering the bearing attachment part 49. A further ring shoulder 67 of the bearing extension 49 cooperates with the second spring plate 11 to fix the inner race of the ball bearing 45, 47 in its axial position. Inner plate member 43
A ring-shaped bearing flange 69 that projects in the axial direction toward the flywheel plate 11 is disposed on the inner circumferential surface of the ball bearing 45. The ring-shaped bearing flange 69 prevents the plate member 43 from tilting. It is radially supported on the outer race of 47. In order to fix the position of the plate member 43 in the axial direction,
The spring ring 7 is placed in the ring groove on the inner peripheral surface of the bearing flange 69.
1 is attached to the ball bearing 4, and this spring ring 71 is attached to the ball bearing 4.
5.47 is engaged between both outer races. The depth of this annular gap between each outer race is equal to the depth of the bearing flange 6
The spring ring 11 is designed in such a way that it can be inserted into this groove during installation of the spring 9.

The rotation damper 9 has a plurality of friction mechanisms, which act in a known manner depending on the relative rotation angle of the two spring plates 1, 11. The first friction mechanism 73 is arranged within the bearing flange 69 . This mechanism 73 includes a friction ring 75 disposed between the flywheel plate 1 and the plate member 43 when viewed in the axial direction, and a friction ring 75 and the plate member 4 when viewed in the axial direction.
3, and a disc spring 79 tightened between the press plate 77 and the plate member 43. Friction (mechanism 73 is effective at any relative angle of rotation of the flywheel plates 1.11 7, whereas another friction mechanism 81 causes friction when the relative rotation angle between both flywheel plates 1, 11 exceeds a certain value) This friction mechanism 81 has a control disc 83 arranged between the plate members 35 and 43 in axial direction, the control arm 85 of which is arranged in a conventional manner. This limits the large angle of the friction mechanism 81, and the mechanism 81 further includes a suppression plate 87 disposed between the plate members 37 and 43 when viewed in the axial direction. Optionally, it may also be designed as a control disk. Said control disk 83 has an axial tongue 89 passing through the window 51 of the plate member 43. The free end of this tongue 89 A disc spring 91 is tightened between the disc spring 91 and the pressing plate 8T, and in order to generate a frictional torque, the control disc 83 is pressed against the plate member 35, and the suppressing plate 87 is pressed against the plate member 35. 37. Other structures for this friction mechanism are also conceivable.

The spring plate 1 also holds the starter tooth ring 93. ing.

FIG. 6 shows a modified embodiment of the friction clutch for an automobile according to the present invention. The main points that differ from the clutch shown in FIG. A vibration damper designed for this purpose is additionally arranged on the clutch plate.

What about the automobile friction clutch shown in Figure 6?
A first spring plate 101 having a Y'IJing plate shape is provided 17.
, this spring plate 101 has a screw 103 within its inner peripheral surface area.
It is rotatably fixed to a rank shaft 10γ of an internal combustion engine (not shown) of an automobile, so as to be rotatable about a rotation axis 105.

This first suspension plate 101 is connected to the second suspension plate 11 via a rotational vibration damper 109 designed for load operation.
1 are rotationally elastically connected. Furthermore, a pressure plate 113 is arranged axially opposite the first spring plate 101, which acts as a corresponding pressure plate in a known manner, for example by means of a tangential strap (not shown) or the like. It is axially slidably but non-rotatably guided in the second spring plate 111 . A lining 115 of the clutch plate 111 is fitted between the pressure plate 113 and the second spring plate 111 when viewed in the axial direction, and the boss 119 of the clutch plate 117 is inserted through the teeth 121, as shown in the figure. It is connected non-rotatably but axially slidably to the inlet shaft 123 of the motor vehicle transmission which is not connected to the motor vehicle. Furthermore, the second
The spring plate 111 includes a clutch plate 117 and a pressure plate 11.
A clutch casing 125 is coupled to the clutch casing 125, which covers the support rivets 12.
A diaphragm spring 129 is supported via 7.

The diaphragm spring 129 is attached to the pressure plate 1 with its outer circumference.
13, and this pressure plate 113
is pressed against the second spring plate 111 via the lining 115. For clutch disengagement, the tongue 133 of this diaphragm spring 129 is moved in the direction of the second spring plate 111 by a clutch disengagement mechanism (not shown), so that the pressure plate 113 is unloaded and freed from the clutch plate 11γ. Be separated.

The vibration damper 109, which rotationally elastically interconnects the two spring plates 101, 111, is designed only for load operation. The boss 119 of the clutch plate 117 is divided in the radial direction as will be described later, and each boss portion is rotationally elastically connected to each other via a vibration damper 134 designed for idling operation. By arranging the two vibration damping mechanisms 109 and 134 separately into the flywheel formed by both flyplates 101 and 111 and the clutch plate 117, each vibration damping mechanism can be operated within its corresponding operating range. It can be designed optimally for Nodame. Each spring of the vibration damper 109 for load operation has a relatively large radial distance relative to the axis of rotation 105, preferably corresponding to the radial distance that the clutch lining 115 has relative to the axis of rotation 105. They are located at a distance of at least 100 meters or more. Therefore, a relatively large space can be used for several parts of the idling vibration damper 134. The clutch plate 117 is
It has a significantly lower weight and moment of inertia than conventional rotary vibration damped clutch plates, and therefore requires a relatively low load on the synchronization system of the motor vehicle transmission.

The spring coefficient of the vibration damper for blowfishing can be very small, for example in the order of 0.1 to 0.6 newtons, m//grad.

The rotational vibration damper 109 has a ring-shaped plate element 135, 137 arranged between the two spring plates 101, 111 in the axial direction, which plate element 135, 137 has a plurality of webs 139. are connected to each other at a distance via. A plate member 135 adjacent to the spring plate 101 has teeth 141 on its inner peripheral surface, by which the plate member 135 is non-rotatably connected to the spring plate 101 in a manner described below. Between the two outer plate members 135, 137 when viewed in the axial direction, an inner plate member 143 having a substantially ring plate shape is arranged so as to be rotatable relative to the outer plate member. This inner plate member 143 is connected to the spring plate 1 via ball bearings 145 in the area of its inner circumferential surface.
It is rotatably supported by a ring-shaped bearing attachment part 149 connected to 01.

Window 151 of inner plate member 143 and outer plate member 135
．． 137, windows 153, 155 aligned with the window 151.
A compressed glass coil spring 157 is disposed inside, and the spring 157 is elastically loaded when the plate member 143 and the plate members 135, 137 rotate relative to each other. The dynamic shock absorber 109 for load operation has several such springs 157, which are distributed in the circumferential direction on approximately one arc of the same diameter.

The inner plate member 143 projects radially beyond the outer plate members 135, 137 to the outside of the arc of arrangement of the spring 157 mentioned above. In this radially outer region of the plate part 143 the second spring plate 111 and the clutch housing 125 are screwed by common screws 159 . In FIG. 6, this outer region and the screw 159 are shown in dotted lines, since they are located offset by a predetermined angle about the axis of rotation 105 with respect to the cross-section shown in solid lines in FIG. This is because they are doing so. When the flywheel plate 111, which acts as a corresponding pressure plate, is heated during operation, the heat transfer from this flywheel plate 111 to the ball bearing 145 causes the flywheel plate member 14 to
3. This reduces the thermal load on the bearing 145. Furthermore, this bearing is mechanically isolated from the spring plate 111, so that thermal warping of the spring plate 111 does not affect the bearing.

The bearing attachment part 149 cranks the spring plate 101 @10
It is fixed at 7. It is held to the flyplate 101 by the same screw 103. In this case the screw 103 is placed through mutually aligned holes 161 and 163 in the flyplate 101 and the bearing mount 149. In addition, for centering this bearing addition part 149, the fly plate 1
It is possible to arrange a ring shoulder (not shown) on the inner peripheral surface of 01.

Another ring shoulder 167 of the bearing attachment part 149 cooperates with the second flywheel plate 101 and the spacer ring 168 to fix the inner race of the ball bearing 145 in position relative to the flywheel plate 101 in one axis direction. are doing. Plate member 14
A ring-shaped bearing flange 169 is disposed on the inner circumferential surface of the ball bearing 145 and protrudes in the axial direction toward the flywheel plate 111. radially supported on the race. In order to position the plate member 143 in the bearing direction, a spring ring 171 is engaged in a ring groove on the inner peripheral surface of the bearing flange 169. This spring ring 171
is located in the outer race groove of the ball bearing 145, the depth of which is designed such that the spring ring 171 can be completely inserted into this outer race groove when the bearing flange 169 is installed. There is.

The rotary vibration damper 109 for load operation has a plurality of friction mechanisms, which are connected in a known manner to both spring plates 101, 11.
It acts according to the relative rotation angle of 1. First friction mechanism 1
13 is arranged within the bearing flange 169.

, the mechanism 173 includes a friction ring 175 disposed between the flywheel plate 101 and the plate member 143 when viewed in the axial direction;
A ring-shaped pressing plate 177 disposed between the friction ring 175 and the plate member 143 when viewed in the axial direction, and the pressing plate 1
77 and a disc spring 179 tightened between the plate member 143.

This pressing plate 177 is connected to the plate member 143 so as to be non-rotatable but slidable in the axial direction. Spring plate 101.1
Whereas the friction mechanism 173 is active at all relative rotation angles of 11, the further friction mechanism 181 becomes active only when the relative rotation angle between the two spring plates 101, 111 exceeds a certain predetermined value. This friction mechanism 181 has a control disc 183 arranged between the plate members 135 and 143 in axial direction, the control arm 85 of the control disc 183 being connected to the II friction mechanism 181 in a conventional manner. It has limited so large angles. Furthermore, the mechanism 181 has a suppression plate 187, which is arranged in the axial direction between the plate members 13γ and 143 and is optionally also designed as a control plate. The control disc 183 has an axial tongue 189 passing through the window 151 of the plate member 143. This tongue piece 18
An old spring 191 is clamped between the free end of 9 and the pressure plate 187, which causes the control disc 183 to move against the plate member 135 and the pressure plate 135 in order to create a frictional torque. Plate 187 is pressed against plate member 137. Other structures for this friction mechanism are also possible. The spring plate 101 also holds a starter tooth ring 193.

The vibration damper 134 for idling operation is arranged almost completely within the boss 119 of the clutch plate 117. This boss 119 has an essentially sleeve-shaped inner boss part 195 which coaxially surrounds the transmission inlet shaft 123 and which, on its inner sleeve wall, is attached to the toothing 121 in a non-rotatable manner. It has internal teeth that are to be slidably engaged in the axial direction. The outer boss portion 197 forming the leg portion of the clutch plate 117O and fixedly connected to the clutch plate has internal teeth 199 on its inner circumferential surface surrounding the boss portion 195, and the internal teeth 199 of the boss portion 195 The boss portion 197 and the clutch plate 117 are thereby connected to the boss portion 195 and the transmission inlet shaft 123 non-rotatably but with play in the circumferential direction. There is.

The boss portion 195 projects further than the boss portion 197 when viewed in the axial direction, and holds the boss plate 203 on the side far from the crankshaft 107. Side plates 205, 207 are arranged on both sides of the boss plate 203 in the axial direction, and the two side plates are connected together into one fixed unit indicated by the reference numeral 209. The side plate 205 is immovably disposed on the boss portion 197. Window 211 of boss plate 203 and side plate 20
5,207, windows 213, 21 aligned with the window 211
A compression coil spring 211 is located inside the boss plate 2.
03 and the side plates 205 and 207, the spring 211
is elastically loaded, and the clutch plate 117 is pressed against the boss portion 19
7,195 to the transmission inlet shaft 123 in a rotationally elastic manner. The play between the internal teeth 199 of the boss portion 197 and the external teeth 201 of the boss portion 195 limits the operational rotation angle of the vibration damper 134 during idling operation. When this rotational play is compensated for, the vibration damper 13
4 is in the inactive state, the vibration damper 10 for use during load operation
Only 9 is valid.

The outer diameters of the boss plate 203 and the side plates 205 and 207 are set to reduce the weight and moment of inertia of the clutch plate.
It is designed to be smaller than the inner diameter of the plate member 143. Also, the idling driving shock absorber 134 may have an additional friction mechanism, and in the case of a small friction torque, the side plates 205, 207 and/or the boss plate 203 and/or
The friction between the boss portions 195, 197 and the internal friction of the internal teeth 199 and external teeth 201 are sufficient.

The internal teeth 141 of the plate member 135 mesh with external teeth of the bearing attachment portion 149 that are open toward the spring plate 101. This allows the vibration damper 109 for load operation to be manufactured separately and connected to the spring plate 101 during assembly of the clutch. It is likewise possible to preassemble the clutch casing 125 with the spring plate 111, the clutch plate 117, the pressure plate 113 and the associated diaphragm spring 129 and to screw it onto the plate member 143 during disassembly. This measure greatly simplifies assembly.

[Brief explanation of the drawing]

The drawings show several embodiments of the invention, the first
The figure is a longitudinal sectional view showing the upper half of an automobile friction clutch according to the first embodiment, which has two flywheel plates rotatably connected to each other, and FIG.
FIG. 6 shows the upper half of a motor vehicle friction clutch with two rotationally elastically coupled flyplates according to a second embodiment, shown in a partially sectional view at an angle relative to the figure; FIG. FIG. 1.11,101.111 ・・Spring plate, 3°59.
103.159... Screw, 5,105... Rotating axis, 7,107... Crankshaft, 9.109... Rotating vibration damper, 13,113... Pressure plate, 15.115
...Lining, 17.117...Clutch plate, 1
9...Boss member, 21,121°141...Tooth part,
23,123...Transmission device inlet shaft, 25.125...
・Clutch casing, 27°127...Support rivet, 29.129...Diaphragm spring, 31.13
1... Protrusion, 33° 133... Tongue, 35.3
7,43,135°137.143...Plate member, 39
, 139... Web, 41... Rivet, 45.4
7... Inclined ball bearing, 49.149... Bearing addition part,
51.53.55°151.153,155.211.
213°215...window, 57,157,217...
Compression coil spring, 61, 63, 161.163... Hole, 65.67.167... Ring shoulder, 69°1
69...Bearing flange, 71,171...Spring ring, 73,81.173.181...Friction mechanism, 75
．． 175...Friction ring, 77.87.117°18
7... Pressure plate? 9,91.191... Belleville spring, 8
3, '183... Control disk, 85.185... Control arm, 89.189... Tongue piece, 93,193... Starter tooth ring, 119... Boss, 125... Clutch casing , 134... vibration damper for idling, 14
5...Ball bearing, 168...Spacer ring, 195,197...Boss part, 141°199.
...Internal teeth, 201.225...External teeth, 203...Boss plate, 205.207...Side plate, 209...Unit (and 1 other person) Continued from page 1 1 0 Inventor Bernhard・Sia T-ring/(D E) @G3410765.0! Federal Republic of Italy Power Iserslautern Fliegersch Laase Guo

Claims (1)

[Scope of Claims] 1. A friction clutch for automobiles, which includes: a) two flywheel plates (1°11; 101.111) in the form of ring plates; ) is formed so as to be connectable to the crankshaft (7; 107) of the internal combustion engine within its inner peripheral surface, and the second suspension plate (11; 111) is arranged side by side with the first suspension plate (1; 101). coaxially arranged and relatively rotatable about a joint axis of rotation (5; 105) with respect to the first springboard (1; 101); b) both springboards (L 11:101); Vibration buffer 5 (9; 109) that rotationally elastically interconnects the
), and the vibration damper (9; 109) is arranged between two spring plates (1, 11; 101, 111) in the axial direction and connected to each other to form one unit. Ring-shaped outer plate member (35, 37; 135.13
7) and both outer plate members (35) when viewed in the axial direction.
, 37; 135, 137) and rotatable relative to this outer plate (35, 37; 135, 137).
) and each plate member (35, 3γ, 43; 135.137,
143) condition (51°53.55; 151.153,
155) and the outer plate members (35, 37;
A plurality of springs (57:
C) arranged on the side of the second suspension plate (11; 111) opposite to the first suspension plate (1; 101) in the axial direction and having a d) a first spring plate (11; 111) of the second spring plate (11; 111); one pressure plate (1;
3; 113), e) arranged between the pressure plate (13; 113) and the second spring plate (11; 111) in axial direction and having a clutch lining (15; 115); f) one clutch plate (17; 117) with clutch casing (25:125) and pressure plate (1
3; 113), and the clutch plate (17; 11
7) to the pressure plate (13; 113) and the second bounce plate (1
1; 111), which has a clutch spring mechanism (29; 129) for tightening between the clutch spring mechanism (29; 129),
Both outer plates (35, 3γ; 135, 137) are non-rotatably connected to the first spring plate (1; 101), and the inner plate (43; 143) is connected to the axis of rotation (5;
radially inside the spring (57; 157) of the rotational vibration damper (9; 109) with respect to the first suspension plate (1; 101), the second suspension plate (11;111') is the axis of rotation (5;105
) Regarding the spring (5γ;
157), and the inner plate member (43; 14
3) A friction clutch for an automobile, characterized in that it is fixed to. 2. An inner plate is attached to the ring-shaped bearing attachment part (49; 149) formed separately from the first suspension plate (1; 101) and removably connected to the suspension plate (1: 101). 2. Friction clutch according to claim 1, wherein the member (43:143) is rotatably mounted. In accordance with claim 1, the first suspension plate (1) has a centering member for centering the bearing extension (49) relative to the first suspension plate (1). Friction clutch according to item 2. 4 First spring plate (1:101) and bearing attachment part (43
; 143) have mutually aligned holes (61° 63; 161.163) of the dowels through which common screws (3; 103) of the dowels of fixation to the crankshaft pass. The friction clutch according to item 2 or 6. 5. The inner plate member (43; 143) is attached to the bearing attachment part (49)
;149); The friction clutch according to any one of claims 2 to 4, wherein the friction clutch is fixed in position in the axial direction. 6 Clutch casing (25:125) and second spring plate (11; 111) are joint 5Q: 159)
A friction clutch according to any one of claims 1 to 5, wherein the friction clutch is screwed within the outer peripheral surface of the inner plate member (43; 143). Z. Any of claims 1 to 6, wherein the plate member (35) axially adjacent to the first suspension plate (1) is riveted to the first suspension plate (1). The friction clutch according to item 1. 8. The inner plate member (143) is connected to the first spring plate (10
1) is rotatably supported on a bearing attachment part (149) which protrudes in the direction of the second spring plate (111) in the axial direction, and the bearing attachment part (149) has external teeth (225). However, the inner teeth (14) that are to be non-rotatably engaged with the outer teeth (225) are still attached to the inner peripheral surface of at least one plate member (135).
Claims 1 to 6 in which 1) is arranged
The friction clutch described in any one of the preceding paragraphs. 9 A bearing flange (69; 169) is disposed on the inner peripheral surface of the inner plate member (43; 143) and is supported in a fixed axial position by the bearing attachment part (49: 149) and protrudes in the axial direction. A friction clutch according to any one of claims 1 to 8. 10. A vibration damper (9; 109) is installed for load operation, and a friction buffer mechanism (9; 109) designed for load operation is installed.
73,81;173. 181), and the clutch plate (1γ; 117) has a boss portion (195),
a ring plate-shaped plate member that holds the clutch lining (115) and is supported by the boss portion (195) so as to be rotatable relative to the boss portion (195) over a predetermined rotation angle; This plate member and the boss part (19
5) The second one is designed to prevent idling.
The friction clutch according to any one of claims 1 to 9, wherein the friction clutches are rotationally elastically connected to each other via a pickup shock absorber (<134). 11. External teeth (201) are arranged on the outer circumferential surface of the boss portion (195), and the plate member is arranged on the inner circumferential surface with internal teeth (199).
), and is connected to the four-legged part (195) through the internal teeth (199) in a non-rotatable manner but with play in the circumferential direction. The vibration damper (134) for idling operation is installed on this boss part (1
11. Friction clutch according to claim 10, wherein the friction clutch is connected to the leg (197). 12. The boss part (195) is in the axial direction and the leg part (197)
A boss plate (203) is held on the side of the leg (197) when viewed in the axial direction, and is connected to both sides of the boss plate (203) into one unit. One of the two ring plate-shaped side plates (205, 207) is arranged, and one side plate (205)
is fixed to the leg (197), and the boss plate (2
03) and the condition of the side plates (205, 207) (211, 2)
13°215) is a vibration damper for idling operation (
134) are arranged, and the springs (217') are elastically loaded when the boss portion (195) and the leg portion (197) rotate relative to each other. The friction clutch according to item 11. 16. The outer diameter of the boss plate (203) and side plates (205, 207) of the vibration damper for idling operation (134) is
The inner plate member (1) of the vibration damper (109) for load operation
43) The friction clutch according to claim 12, wherein the friction clutch is smaller than the inner diameter of the friction clutch of claim 12.