WO1994023221A1

WO1994023221A1 - Component consisting of friction linings and an elastic intermediate layer

Info

Publication number: WO1994023221A1
Application number: PCT/EP1994/000995
Authority: WO
Inventors: Norbert Haberland; Gerhard Scheffer; Günther Gebhardt; Karl-Heinz Pepping; Norbert Schulz
Original assignee: Diehl Gmbh & Co.; Raybestos Industrie-Produkte Gmbh
Priority date: 1993-04-03
Filing date: 1994-03-30
Publication date: 1994-10-13
Also published as: DE4310978A1

Abstract

A cheap and mass-reduced component (2) for clutches and brakes consists of an elastic elastomer-based intermediate layer (3) arranged between two friction linings (1). The spring characteristic of the component (2) may be influenced by modifying the surface contour of the friction lining (1) linked to the intermediate layer (3).

Description

Building elements consisting of friction linings with an elastic

Intermediate layer

The invention relates to a component consisting of friction linings with an elastic intermediate layer based on elastomer according to the preamble of claim 1.

DE-C2-38 31 197 discloses a multi-layer component for transmitting a frictional force, in particular for clutches or brakes. The intermediate layer attaches a friction layer to a carrier layer. The intermediate layer consists of a highly reactive elastomer adhesive mixture essentially of hydrogenated nitrile rubber (HNBR) and / or a fluoroelastomer (FPM). It is connected to the adjacent layers by means of a composite binder by means of chemosorption. The binder is based on modified phenolic resins and / or modified cresol resins or synthetic rubber and contains active fillers in a solvent dispersion.

With such an intermediate layer, the

Couplings have the following disadvantages:

Inadequate temperature resistance of HNBR and therefore insufficient resistance to dynamic and long-term loads.

Due to its high density of 1.6, the FPM has a negative effect on the mass moment of inertia of the component.

REPLACEMENT BLAπ (RULE 26) From EP-A1-0 552 387 a motor vehicle clutch drive plate is known, in which elastomer blocks with a free space are arranged on a carrier plate, these elastomer blocks bearing clutch linings. The elastomer blocks are provided with a Z-profile and extend in the radial direction. A targeted and defined, non-linear spring characteristic is thereby achieved. Such a design of a drive plate is expensive to manufacture and assemble due to the carrier plate and the special design of the elastomer blocks.

The invention is based on the object of proposing a component consisting of friction linings with an elastic intermediate layer based on elastomer, in particular for clutches or brakes, which has the required resistance to dynamic loads and long-term loads.

The invention solves this problem in accordance with the characterizing features of claim 1.

Advantageous developments of the invention can be found in the subclaims.

According to claim 1, there is the advantage that the elimination of a carrier material made of metal or of a non-metallic material eliminates a previously common component, such as a spiral spring. This represents a considerable cost advantage. At the same time, this construction greatly reduces the axial mass moment of inertia of the lining unit and thus that of the entire component by reducing the mass, which is particularly advantageous when installed in clutch disks. Another advantage is the fact that the flatness of the friction linings only depends on the manufacturing quality of the friction linings themselves. Because the previous possible unevenness of the substrate material, i.e. lack of planicity, is no longer required. The manufacturing process is simplified by the essentially three-layer structure, namely at least two friction linings and an elastic intermediate layer, and enables large quantities in one unit of time.

Due to claim 2, because of the geometrically different inside of the friction lining from the plane-parallel inside and because of the larger volume of the elastic intermediate layer, there is a softer spring stiffness of the overall system in certain areas with the same installation space. When using this design with a clutch disc, the same ease of use is achieved as with a clutch disc with carrier plate and spring assemblies made of metal according to the current state of the art.

A friction lining of this type, on the other hand, is floatingly supported in the intermediate layer. As a result, there is a high degree of adaptation to geometrically deviating shapes of the adjacent, separately mounted friction disk. So-called "jerking" of the clutch is reliably reduced, since a large portion of the surface area of the friction disks to be pressed against one another is already present at the beginning of the engagement.

According to claim 3, the elastic intermediate layer is one-layer homogeneous or one-layer interrupted by free spaces in the form of several rings or spirals. The intermediate layer can also be multi-layer, see claim 7.

A large number of elastomers are suitable as the intermediate layer. These elastomers are selected according to the performance data for clutches or brakes or other functional parts.

With HTV silicone, the connection to the friction linings is stable even in the temperature range from - 40 ° C to + 275 ° C. The shape of the intermediate layer is selected in accordance with claims 5 and 6 depending on the problem of use and stresses on the coverings. A continuous intermediate layer enables maximum binding forces between the friction linings.

Depending on the arrangement of the segments, a segmented layer results in increased elasticity and also additional relative movements of the friction disks relative to one another.

With the intermediate layer reinforced according to claim 7, there is an extremely heavy-duty component.

According to claim 8, the segments of the intermediate layer can have a different elastomer base. The deflection behavior of the friction linings in clutches or brakes can thus also be adjusted.

According to claim 9, the friction linings can consist of different material qualities. The friction and wear behavior of the friction linings can thus be adapted to the different radial sliding speeds. This increases the overall service life of the friction linings.

According to claims 10 to 12, at least one inner side of the friction linings is designed to be geometrically different from the plane parallelism. In the case of a motor vehicle clutch equipped with this, the required ease of operation is present due to a smooth engagement and disengagement.

With the help of the conical, conical / plane-parallel or curved inside of the friction linings, the spring identification of the composite or the component can be determined in a simple and cost-effective manner.

In accordance with claim 13, there is a conceptual instruction for the constructive design of a component in order to enable a soft engagement with a coupling. Embodiments of the invention are shown in the drawing.

In a simplified representation show:

1 shows a component for a clutch,

2-4 an elastic intermediate layer corresponding to section II-II according to FIG. 1 in different embodiments,

5 shows a further intermediate layer in partial cross section,

6 - 15 further components in cross section and

16 shows a diagram with spring characteristics of a clutch disc constructed according to FIG. 7.

According to FIG. 1, two annular friction linings 1 of a component 2 are connected to one another via an elastic intermediate layer 3.

According to Figure 2, the intermediate layer 3 is designed as a continuous circular ring 3.1. The axis of rotation of the component 2 is designated 5.

According to FIG. 3, there is a radially segmented intermediate layer 3.2. Open spaces 3.4 of approximately the same size lie between the segments 3.3.

According to FIG. 4, an intermediate layer 3.5 is divided into individual rings 3.6 with annular free spaces 3.7.

According to FIG. 5, the combined intermediate layer 3.8, which is only drawn in principle, has intermediate plates 4 made of a suitable material, such as steel or plastic. The elastic intermediate layer 3.8 is divided into three partial layers 3.9 in accordance with the intermediate sheets 4. The deflection of the component 2 in a clutch or brake, not shown, is influenced by the intermediate plates 4. The deflection and the rebound is more defined or very precise. Such a component 2 is therefore suitable for particularly high-stress clutches and brakes. The intermediate plates 4 and the layers 3.9 are able to absorb very high loads on the friction linings 1.

According to FIG. 6, the enlarged intermediate layer 3 of a component 20 carries two annular friction linings 7, 8 on each side. The intermediate layer 3 also extends over a layer 9 in the gap 10 between the friction linings 7, 8.

In the exemplary embodiments according to FIGS. 7 to 15, the following requirement is decisive for the geometrical representation of the friction linings and therefore the elastic intermediate layers:

When using the components 21 to 29 in a clutch disc, not shown, the same ease of use is to be ensured as with a conventional clutch disc with a carrier plate and spring assemblies made of metal.

This requirement is achieved in the above-mentioned components 21 to 29.

This can be seen from the path / force diagram according to FIG. 16, according to which the force in kN is plotted on the axis 12 and the deflection path in mm is plotted on the axis 13. The curve 14 is based on the geometric structure of the component 21 according to FIG. 7, specifically with a rubber quality of 35 ° shore. The maximum spring travel corresponding to axis 13 is reached.

The curve 15 is also based on the component 21 according to FIG. 7, but with a rubber quality of 40 ° shore. With this rubber quality, the travel corresponding to the axis 13 is smaller and therefore does not meet the requirement. According to curve 16, there is a very small spring travel - that is, very hard engagement. This curve 16 forms the basis of the component 2 according to FIG. 1, the rubber quality being 40 ° shore.

According to FIG. 7, a friction lining 30 has a trapezoidal cross section with conical surfaces 31 and a plane-parallel surface 32. Between the trapezoidal friction lining 30 and a plane-parallel friction lining 35 there is an elastic intermediate layer 36. This connects the aforementioned surfaces 31, 32 and a plane-parallel surface 34 of the lining 35. The cross-sectional areas of the friction linings 30, 35 and the intermediate layer 36 total cross section:

Friction lining 30 = 34%

Intermediate layer 36 = 37%

Friction lining 35 = 29%

The width of the inside 32 is 60% of the total width 33. The angle 17 is 45 °, the angle 18 is 37 °. The thickness 19 is 57% of the total width 33.

According to FIGS. 8 and 9, both friction linings 37 to 39 are trapezoidal with conical surfaces 31.

According to FIG. 8, the two friction linings 37, 38 are in their

Height 40 the same size.

In contrast, according to FIG. 9, the friction lining 39 is larger than the opposite friction lining, corresponding to its thickness 41

38. The intermediate layers are designated 42.

According to FIGS. 10 and 11, the two opposing friction linings 43 and 44 are designed symmetrically to one another.

According to FIG. 10, conical surfaces 45, 46 and a very short plane-parallel surface 47 are provided for the component 24. According to FIG. 11, the friction linings 48, 49 are prism-shaped due to cone surfaces 50, 51. Elastic

Intermediate layers 65, 66 connect the two friction linings 45, 46 and 48, 49, respectively.

According to FIG. 12, in the case of a component 26, a conical surface 65 of a friction lining 64 is continuously straight and lies at an angle 66 of 84 ° to the axis of rotation 5. An elastic intermediate layer 67 connects the friction linings 35, 64.

According to FIG. 13, a friction lining 70 of a component 27 has a conical surface 71 only on the circumference alongside an intermediate layer 72 and the friction lining 35.

14 two Kounsflächen 75 are provided with an angle 76 of 72 ° in a component 28. The intermediate layer is designated 77.

15, a friction lining 80 of a component 29 has a curvature 81 on the inside. This lies centrally to the axis of symmetry 82. The curvature 81 can be displaced in the direction of the arrow 83.

Suitable elastomers for the intermediate layer are 3 elastomers, for example based on NBR, HNBR, FPM, EPDM, EPM, ECO and HTV silicone. It means:

NBR = Nitrile Butadiene Rubber (Nitrile Rubber) HNBR = Hydrogenated Nitrile Rubber FPM = Fluoroelastomer

EPDM = ethylene-propylene rubber with third component

= Terpolymer EPM = ethylene propylene rubber ECO = epichlorohydrin rubber HTV - silicone = high temperature vulcanized (HTV) silicone rubber

The summary is part of the description.

REPLACEMENT BUTT (RULE 26)

Claims

PATENT CLAIMS

1. Component consisting of friction linings with an elastic intermediate layer based on elastomer, in particular for clutches or brakes, characterized in that the elastic intermediate layer (3) connects at least two friction linings (1) to one another.

2. Component according to claim 1, characterized in that at least one friction lining (30) - seen in cross section - on its inside, namely towards the intermediate layer (36), one of a straight, or to the plane of rotation of the component (21) plane-parallel inside has a different inside (31, 32), and this inside (31, 32) is connected to the intermediate layer (30).

3. Construction element according to claim 1, characterized in that the elastic intermediate layer (3) is either single-layer or in a composite construction, at least two intermediate layers (3.3; 3.6; 3.9) are provided.

4. Component according to claims 1 and 2, characterized in that the elastomer is preferably constructed on the basis of NBR, HNBR, FPM, EPDM, ECO or HTV silicone.

5. Component according to claims 1 and 2, characterized in that the intermediate layer (3.1) is continuously annular. 6. Component according to claims 1 and 2, characterized in that the intermediate layer (3.4, 3.5) in radial segments

(3.3) or in individual rings (3.

6) is divided with free spaces (3.4, 3.7).

7. Component according to claims 1 and 2, characterized in that the intermediate layer (3.8) is reinforced by at least one intermediate plate (4).

8. Component according to claims 6 and 7, characterized in that the segments (3.3, 3.6) or the partial layers (3.9) of the intermediate layer (3.8) have a different elastomer base.

9. The component according to claims 1 or 3, characterized in that in the radial direction of the component (20)

Friction linings (7, 8) from different

Material qualities are provided.

10. The component according to claim 2, characterized in that the inside (31, 32) has at least one conical surface (31) with an angle (17) of 15 ° to 60 ° to the axis of rotation (5).

11. The component according to claim 2, characterized in that the inside (31, 32) has two conical surfaces (31) with an intermediate plane-parallel

Area (32).

12. The component according to claim 2, characterized in that the inside has at least one curvature (81).

13. The component according to claims 2 and 10, characterized in that the area portions of the two friction linings (30, 35) and the intermediate layer (36) each amount to approximately one third of the total cross section of the component (21-29).