WO2008058500A2 - Clutch plate - Google Patents

Clutch plate Download PDF

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Publication number
WO2008058500A2
WO2008058500A2 PCT/DE2007/001879 DE2007001879W WO2008058500A2 WO 2008058500 A2 WO2008058500 A2 WO 2008058500A2 DE 2007001879 W DE2007001879 W DE 2007001879W WO 2008058500 A2 WO2008058500 A2 WO 2008058500A2
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WO
WIPO (PCT)
Prior art keywords
clutch
pad spring
clutch disc
corrugation
spring element
Prior art date
Application number
PCT/DE2007/001879
Other languages
German (de)
French (fr)
Other versions
WO2008058500A3 (en
Inventor
Martin HÄSSLER
Steffen Lehmann
Alexander Voit
Alain Rusch
Original Assignee
Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Luk Lamellen Und Kupplungsbau Beteiligungs Kg filed Critical Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority to DE112007002508T priority Critical patent/DE112007002508A5/en
Publication of WO2008058500A2 publication Critical patent/WO2008058500A2/en
Publication of WO2008058500A3 publication Critical patent/WO2008058500A3/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/60—Clutching elements
    • F16D13/64—Clutch-plates; Clutch-lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/60—Clutching elements
    • F16D13/64—Clutch-plates; Clutch-lamellae
    • F16D2013/642—Clutch-plates; Clutch-lamellae with resilient attachment of frictions rings or linings to their supporting discs or plates for allowing limited axial displacement of these rings or linings

Definitions

  • the invention relates to a clutch disc, in particular for use with a motor vehicle clutch, with at least one pad spring element which is arranged in the axial direction between the clutch pad elements and so wavy that between two extreme values of the corrugation, a turning point is provided.
  • a turning point in the context of the present invention, a point is referred to, in which the curvature of the lining spring element changes its sign.
  • the object of the invention is to provide a clutch disc according to the preamble of claim 1, which has an improved support of the clutch lining elements and a higher residual suspension.
  • the object is with a clutch disc, in particular for use with a motor vehicle clutch, with at least one pad spring element which is arranged in the axial direction between Kupplungsbelagelementen and so wavy that between two extreme values of the corrugation is provided a turning point, thereby achieved that between two adjacent extreme values the corrugation, in particular by further transformations, a total of at least three inflection points are provided.
  • the curvature of the pad spring element changes its sign.
  • the extreme values of the corrugation form contact zones for the associated clutch lining element or for a further lining spring element.
  • additional contact zones can be provided in the course of the axial deflection, that is, when the coupling covering elements move toward one another in the axial direction.
  • the term axial refers in the context of the present invention to the axis of rotation of the clutch disc.
  • a preferred embodiment of the clutch disc is characterized in that three inflection points are provided between two adjacent extreme values of the corrugation. As a result, two further extreme values are created between two adjacent extreme values in the course of the axial deflection, that is, when the coupling covering elements move toward one another in the axial direction, which in turn constitute two additional contact zones.
  • a further preferred embodiment of the clutch disc is characterized in that in each case between two adjacent turning points of the corrugation, an additional contact zone is formed at which the associated clutch lining element or a further pad spring element comes to rest when the coupling pad elements move towards each other in the axial direction. The additional contact zone is not present or ineffective in the unloaded state of the clutch disc.
  • a further preferred embodiment of the clutch disc is characterized in that the corrugation of the pad spring element has at least three extreme values. This number of extreme values refers to the unloaded or slightly loaded state of the clutch disc. This number of extreme values does not include the additional contact zones or extremes.
  • a further preferred embodiment of the clutch disc is characterized in that three turning points are provided between each two adjacent extreme values of the corrugation. As a result, two additional contact zones are created between two adjacent extreme values, which only become effective when the clutch disc is loaded.
  • a further preferred embodiment of the clutch disc is characterized in that at least two, in particular three, inflection points are provided between the extreme values of the pad spring element and the adjacent end of the pad spring element. Preferably, an extreme value is assigned to the two ends of the pad spring element.
  • a further preferred embodiment of the clutch disc is characterized in that the pad spring element is symmetrical in itself and has an axis of symmetry which extends through an extreme value. This allows a uniform distribution of the contact zones.
  • a further preferred embodiment of the clutch disc is characterized in that in each case two pad spring elements are arranged in the axial direction between two clutch lining elements. Preferably, a plurality of pad spring elements are distributed in pairs uniformly over the circumference of the clutch disc. Another preferred embodiment of the clutch disc is characterized in that all pad spring elements have the same shape. As a result, the production of the clutch disc according to the invention is considerably simplified.
  • a further preferred embodiment of the clutch disc is characterized in that the lining spring elements have a fastening portion radially inward.
  • the attachment portion comprises, for example, a plurality of through holes for receiving fastening rivets, with the aid of which the lining spring elements are fastened to the driver disk.
  • the pad spring elements with attachment section are also referred to as pad carrier elements.
  • Another preferred embodiment of the clutch disc is characterized in that the pad spring elements are each formed in one piece from spring steel. This ensures a simple production and a good spring action.
  • Figure 1 is a perspective Thomasdarsteliung a clutch disc according to the invention
  • Figure 2 is a view of the space between two clutch lining elements, between which two Kupplungsbelagfederieri are arranged, the clutch disc of Figure 1;
  • FIG. 3 is a perspective view of a clutch lining spring element according to the invention with a corrugation having three or five extreme values;
  • FIG. 4 shows the pad spring element from FIG. 3 in a front view
  • Figure 5 is a perspective view of a pad spring element according to the invention.
  • FIG. 6 shows the pad spring element from FIG. 5 in a front view
  • Figure 7 is a schematic representation of a conventional pad spring element in different load conditions
  • Figure 8 is a schematic representation of a pad spring element according to the invention in different load conditions.
  • a clutch disc 1 is shown in perspective in section.
  • the clutch disc 1 comprises a drive plate 3, which has a central hub 4.
  • the hub 4 has a toothed profile 5, by means of which the driver disk 3 can be positively and rotatably connected to a (not shown) transmission input shaft of a transmission.
  • the clutch disc 1 is part of a friction clutch of a motor vehicle and serves in particular to transmit a torque from the crankshaft of an internal combustion engine to the transmission input shaft.
  • the drive plate 3 has a multiplicity of through holes 7, 8 which serve to fasten pad spring elements 11, 12, which are also referred to as pad carrier elements, to the drive plate 3 with the aid of rivet connection elements 9, 10.
  • pad spring elements 11, 12, which are also referred to as pad carrier elements to the drive plate 3 with the aid of rivet connection elements 9, 10.
  • the clutch lining elements 15, 16 can each be made in one or more parts.
  • the fastening of the coupling covering elements 15, 16 can be effected by gluing or, as shown, by rivet connecting elements.
  • the two pad spring elements 11, 12 are arranged in the axial direction between the two clutch lining elements 15, 16.
  • the two clutch linings 15, 16 are fastened to one another and to the pad spring elements 11, 12 with the aid of rivet connection elements 18, 19.
  • the pad spring elements 11, 12 are clamped under a slight spring preload between the two coupling pad elements 15, 16.
  • FIGS. 3 and 4 show a pad spring element or pad carrier element 30 in different views.
  • the pad spring element 30 comprises a corrugation with three extreme values 31 to 33.
  • the extreme value 31 is a trough.
  • the extreme values 32 and 33 are wave peaks. Between the wave trough 31 and the wave crests 32, 33 three turning points 34, 34 ', 34 ", 35", 35', 35 "are provided. In these turning points, the curvature of the lining spring element 30 changes its sign.
  • the pad spring element 30 comprises a plurality of recesses 41 to 43, which serve for example for performing rivet connection elements. Furthermore, a fastening portion 37 is provided on the pad spring element 30, which is also referred to as a mounting foot.
  • the attachment portion 37 is integrally connected to the remainder of the pad spring member 30.
  • two through holes 38, 39 are recessed.
  • the through holes 38, 39 are used to pass through fasteners, with which the lining spring element 30 on the drive plate (3 in Figure 1) of the clutch disc can be fastened.
  • the corrugation of the pad spring element 30 serves to represent a specific spring travel and a desired pad spring course.
  • FIGS. 5 and 6 show a pad spring element or pad carrier element 50 in different views.
  • the lining spring element 50 like the pad spring element 30 in FIGS. 3 and 4, is shown in the unloaded state.
  • the pad spring element 50 comprises a corrugation having seven extreme values in the illustrated unloaded state. Between two adjacent extreme values 51 to 57 there are three turning points 61, 61 ', 61 ", 62, 62', 62"; 63, 63 ', 63 ", 64, 64', 64", 65, 65 ', 65 ", 66, 66', 66". Further, the pad spring member 50 is provided with two through holes 68, 69 for passing fasteners.
  • the pad spring member 50 has a fixing portion 70 having three through holes 71 to 73.
  • FIG. 7 shows a conventional pad spring element in an unloaded state 75, in a lightly loaded state 76 and in a heavily loaded state 77.
  • the corrugation comprises a central corrugation valley 31 with two adjacent corrugation peaks 32, 33.
  • a turning point 141 to 144 is formed between two adjacent extreme values.
  • Figure 7 it can be seen that the bending moment load during compression under load causes the bends to be reduced.
  • the contact between a clutch lining element and the pad spring element remains limited under load to the range of the original maxima of the corrugation. Under load there is a broadening of the contact areas, but not to new contact zones.
  • FIG. 8 shows a similar pad spring element, as shown in FIGS. 3, 4 and 5 in the unloaded state, in different load states.
  • the corrugation is shown in the unloaded, 82 under weak load and 83 under heavy load.
  • FIG. 8 shows that the corrugation of the pad spring element has five extreme values 91 to 95 in the unloaded state.
  • the extreme values 91, 94 and 95 are troughs.
  • the extremes 92 and 93 are peaks. Between two adjacent extreme values 91 to 95 three inflection points 101 to 103, 104 to 106, 107 to 109 and 110 to 112 are respectively provided.
  • FIG. 8 it can be seen that under heavy load 83 between two inflection points 101 to 112 an additional extreme value 121 to 128 is created, which forms a new additional contact zone.
  • an additional extreme value 121 to 128 is created, which forms a new additional contact zone.
  • the invention is achieved by additional transformations in the region of the inflection points that form new contact zones in the course of the deflection of the areas with the additional transformations. These new contact zones change the bending stress and lead to a higher rigidity, which cause a higher residual springing at the same material thickness and contact force.
  • the surface pressure is evened out due to the higher number of contact zones or contact areas, as a result of which pad spring suspension losses due to impressions and embedding as well as the wear rate of the clutch linings can be reduced.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

The invention relates to a clutch plate, in particular for use in a motor vehicle clutch, comprising at least one lining spring element (11), arranged in the axial direction between clutch lining elements (15, 16) and is corrugated such that between two extreme points (91-95) of the corrugation a reversal point (34) is provided. The invention is characterised in that between two adjacent extreme values (91-95) of the corrugation in total at least three turning points (101-112) are provided.

Description

Kupplungsscheibe clutch disc
Die Erfindung betrifft eine Kupplungsscheibe, insbesondere zur Verwendung mit einer Kraftfahrzeugkupplung, mit mindestens einem Belagfederelement, das in axialer Richtung zwischen Kupplungsbelagelementen angeordnet und so gewellt ist, dass zwischen zwei Extremwerten der Wellung ein Wendepunkt vorgesehen ist. Als Wendepunkt wird im Rahmen der vorliegenden Erfindung ein Punkt bezeichnet, in dem die Krümmung des Belagfederelements ihr Vorzeichen ändert.The invention relates to a clutch disc, in particular for use with a motor vehicle clutch, with at least one pad spring element which is arranged in the axial direction between the clutch pad elements and so wavy that between two extreme values of the corrugation, a turning point is provided. As a turning point in the context of the present invention, a point is referred to, in which the curvature of the lining spring element changes its sign.
Aufgabe der Erfindung ist es, eine Kupplungsscheibe gemäß dem Oberbegriff des Anspruchs 1 zu schaffen, die eine verbesserte Abstützung der Kupplungsbelagelemente und eine höhere Restfederung aufweist.The object of the invention is to provide a clutch disc according to the preamble of claim 1, which has an improved support of the clutch lining elements and a higher residual suspension.
Die Aufgabe ist bei einer Kupplungsscheibe, insbesondere zur Verwendung mit einer Kraftfahrzeugkupplung, mit mindestens einem Belagfederelement, das in axialer Richtung zwischen Kupplungsbelagelementen angeordnet und so gewellt ist, dass zwischen zwei Extremwerten der Wellung ein Wendepunkt vorgesehen ist, dadurch gelöst, dass zwischen zwei benachbarten Extremwerten der Wellung, insbesondere durch weitere Umformungen, insgesamt mindestens drei Wendepunkte vorgesehen sind. In den Wendepunkten ändert die Krümmung des Belagfederelements ihr Vorzeichen. Die Extremwerte der Wellung bilden Kontaktzonen für das zugehörige Kupplungsbelagelement oder für ein weiteres Belagfederelement. Durch die mindestens zwei zusätzlichen Wendepunkte können im Laufe der axialen Einfederung, das heißt, wenn sich die Kupplungsbelagelemente in axialer Richtung aufeinander zu bewegen, zusätzliche Kontaktzonen bereitgestellt werden. Der Begriff axial bezieht sich im Zusammenhang mit der vorliegenden Erfindung auf die Drehachse der Kupplungsscheibe.The object is with a clutch disc, in particular for use with a motor vehicle clutch, with at least one pad spring element which is arranged in the axial direction between Kupplungsbelagelementen and so wavy that between two extreme values of the corrugation is provided a turning point, thereby achieved that between two adjacent extreme values the corrugation, in particular by further transformations, a total of at least three inflection points are provided. In the turning points, the curvature of the pad spring element changes its sign. The extreme values of the corrugation form contact zones for the associated clutch lining element or for a further lining spring element. By means of the at least two additional inflection points, additional contact zones can be provided in the course of the axial deflection, that is, when the coupling covering elements move toward one another in the axial direction. The term axial refers in the context of the present invention to the axis of rotation of the clutch disc.
Ein bevorzugtes Ausführungsbeispiel der Kupplungsscheibe ist dadurch gekennzeichnet, dass zwischen zwei benachbarten Extremwerten der Wellung drei Wendepunkte vorgesehen sind. Dadurch werden zwischen zwei benachbarten Extremwerten im Laufe der axialen Einfederung, das heißt, wenn sich die Kupplungsbelagelemente in axialer Richtung aufeinander zu bewegen, zwei weitere Extremwerte geschaffen, die wiederum zwei zusätzliche Kontaktzonen darstellen. Ein weiteres bevorzugtes Ausführungsbeispiel der Kupplungsscheibe ist dadurch gekennzeichnet, dass jeweils zwischen zwei benachbarten Wendepunkten der Wellung eine zusätzliche Kontaktzone ausgebildet wird, an der das zugehörige Kupplungsbelagelement oder ein weiteres Belagfederelement zur Anlage kommt, wenn sich die Kupplungsbelagelemente in axialer Richtung aufeinander zu bewegen. Die zusätzliche Kontaktzone ist im unbelasteten Zustand der Kupplungsscheibe nicht vorhanden oder unwirksam.A preferred embodiment of the clutch disc is characterized in that three inflection points are provided between two adjacent extreme values of the corrugation. As a result, two further extreme values are created between two adjacent extreme values in the course of the axial deflection, that is, when the coupling covering elements move toward one another in the axial direction, which in turn constitute two additional contact zones. A further preferred embodiment of the clutch disc is characterized in that in each case between two adjacent turning points of the corrugation, an additional contact zone is formed at which the associated clutch lining element or a further pad spring element comes to rest when the coupling pad elements move towards each other in the axial direction. The additional contact zone is not present or ineffective in the unloaded state of the clutch disc.
Ein weiteres bevorzugtes Ausführungsbeispiel der Kupplungsscheibe ist dadurch gekennzeichnet, dass die Wellung des Belagfederelements mindestens drei Extremwerte aufweist. Diese Anzahl der Extremwerte bezieht sich auf den unbelasteten oder schwach belasteten Zustand der Kupplungsscheibe. Diese Anzahl der Extremwerte enthält nicht die zusätzlichen Kontaktzonen oder Extremwerte.A further preferred embodiment of the clutch disc is characterized in that the corrugation of the pad spring element has at least three extreme values. This number of extreme values refers to the unloaded or slightly loaded state of the clutch disc. This number of extreme values does not include the additional contact zones or extremes.
Ein weiteres bevorzugtes Ausführungsbeispiel der Kupplungsscheibe ist dadurch gekennzeichnet, dass zwischen zwei benachbarten Extremwerten der Wellung jeweils drei Wendepunkte vorgesehen sind. Dadurch werden zwischen zwei benachbarten Extremwerten jeweils zwei zusätzliche Kontaktzonen geschaffen, die erst bei Belastung der Kupplungsscheibe wirksam werden.A further preferred embodiment of the clutch disc is characterized in that three turning points are provided between each two adjacent extreme values of the corrugation. As a result, two additional contact zones are created between two adjacent extreme values, which only become effective when the clutch disc is loaded.
Ein weiteres bevorzugtes Ausführungsbeispiel der Kupplungsscheibe ist dadurch gekennzeichnet, dass zwischen den Extremwerten des Belagfederelements und dem benachbarten Ende des Belagfederelements jeweils mindestens zwei, insbesondere drei, Wendepunkte vorgesehen sind. Vorzugsweise ist den beiden Enden des Belagfederelements jeweils ein Extremwert zugeordnet.A further preferred embodiment of the clutch disc is characterized in that at least two, in particular three, inflection points are provided between the extreme values of the pad spring element and the adjacent end of the pad spring element. Preferably, an extreme value is assigned to the two ends of the pad spring element.
Ein weiteres bevorzugtes Ausführungsbeispiel der Kupplungsscheibe ist dadurch gekennzeichnet, dass das Belagfederelement in sich symmetrisch ist und eine Symmetrieachse aufweist, die durch einen Extremwert verläuft. Dadurch wird eine gleichmäßige Verteilung der Kontaktzonen ermöglicht.A further preferred embodiment of the clutch disc is characterized in that the pad spring element is symmetrical in itself and has an axis of symmetry which extends through an extreme value. This allows a uniform distribution of the contact zones.
Ein weiteres bevorzugtes Ausführungsbeispiel der Kupplungsscheibe ist dadurch gekennzeichnet, dass jeweils zwei Belagfederelemente in axialer Richtung zwischen zwei Kupplungsbelagelementen angeordnet sind. Vorzugsweise sind mehrere Belagfederelemente paarweise gleichmäßig über den Umfang der Kupplungsscheibe verteilt. Ein weiteres bevorzugtes Ausführungsbeispiel der Kupplungsscheibe ist dadurch gekennzeichnet, dass alle Belagfederelemente die gleiche Gestalt aufweisen. Dadurch wird die Herstellung der erfindungsgemäßen Kupplungsscheibe erheblich vereinfacht.A further preferred embodiment of the clutch disc is characterized in that in each case two pad spring elements are arranged in the axial direction between two clutch lining elements. Preferably, a plurality of pad spring elements are distributed in pairs uniformly over the circumference of the clutch disc. Another preferred embodiment of the clutch disc is characterized in that all pad spring elements have the same shape. As a result, the production of the clutch disc according to the invention is considerably simplified.
Ein weiteres bevorzugtes Ausführungsbeispiel der Kupplungsscheibe ist dadurch gekennzeichnet, dass die Belagfederelemente radial innen einen Befestigungsabschnitt aufweisen. Der Befestigungsabschnitt umfasst zum Beispiel mehrere Durchgangslöcher zur Aufnahme von Befestigungsnieten, mit deren Hilfe die Belagfederelemente an der Mitnehmerscheibe befestigt sind. Die Belagfederelemente mit Befestigungsabschnitt werden auch als Belagtragelemente bezeichnet.A further preferred embodiment of the clutch disc is characterized in that the lining spring elements have a fastening portion radially inward. The attachment portion comprises, for example, a plurality of through holes for receiving fastening rivets, with the aid of which the lining spring elements are fastened to the driver disk. The pad spring elements with attachment section are also referred to as pad carrier elements.
Ein weiteres bevorzugtes Ausführungsbeispiel der Kupplungsscheibe ist dadurch gekennzeichnet, dass die Belagfederelemente jeweils einstückig aus Federstahl gebildet sind. Dadurch werden eine einfache Herstellung und eine gute Federwirkung gewährleistet.Another preferred embodiment of the clutch disc is characterized in that the pad spring elements are each formed in one piece from spring steel. This ensures a simple production and a good spring action.
Weitere Vorteile, Merkmale und Einzelheiten der Erfindung ergeben sich aus der nachfolgenden Beschreibung, in der unter Bezugnahme auf die Zeichnung verschiedene Ausführungsbeispiele im Einzelnen beschrieben sind. Es zeigen:Further advantages, features and details of the invention will become apparent from the following description in which, with reference to the drawings, various embodiments are described in detail. Show it:
Figur 1 eine perspektivische Schnittdarsteliung einer erfindungsgemäßen Kupplungsscheibe;Figure 1 is a perspective Schnittdarsteliung a clutch disc according to the invention;
Figur 2 eine Ansicht des Zwischenraums zwischen zwei Kupplungsbelagelementen, zwischen denen zwei Kupplungsbelagfederelemente angeordnet sind, der Kupplungsscheibe aus Figur 1 ;Figure 2 is a view of the space between two clutch lining elements, between which two Kupplungsbelagfederelemente are arranged, the clutch disc of Figure 1;
Figur 3 eine perspektivische Darstellung eines erfindungsgemäßen Kupplungsbelagfederele- ments mit einer Wellung, die drei beziehungsweise fünf Extremwerte aufweist;FIG. 3 is a perspective view of a clutch lining spring element according to the invention with a corrugation having three or five extreme values;
Figur 4 das Belagfederelement aus Figur 3 in der Vorderansicht;FIG. 4 shows the pad spring element from FIG. 3 in a front view;
Figur 5 eine perspektivische Darstellung eines erfindungsgemäßen Belagfederelements;Figure 5 is a perspective view of a pad spring element according to the invention;
Figur 6 das Belagfederelement aus Figur 5 in der Vorderansicht; Figur 7 eine schematische Darstellung eines herkömmlichen Belagfederelements in verschiedenen Belastungszuständen undFIG. 6 shows the pad spring element from FIG. 5 in a front view; Figure 7 is a schematic representation of a conventional pad spring element in different load conditions and
Figur 8 eine schematische Darstellung eines erfindungsgemäßen Belagfederelements in verschiedenen Belastungszuständen.Figure 8 is a schematic representation of a pad spring element according to the invention in different load conditions.
In Figur 1 ist eine Kupplungsscheibe 1 perspektivisch im Schnitt dargestellt. Die Kupplungsscheibe 1 umfasst eine Mitnehmerscheibe 3, die eine zentrale Nabe 4 aufweist. Die Nabe 4 hat ein Zahnprofil 5, durch das die Mitnehmerscheibe 3 formschlüssig und drehfest mit einer (nicht dargestellten) Getriebeeingangswelle eines Getriebes verbunden werden kann. Die Kupplungsscheibe 1 ist Teil einer Reibungskupplung eines Kraftfahrzeugs und dient insbesondere dazu, ein Drehmoment von der Kurbelwelle einer Brennkraftmaschine auf die Getriebeeingangswelle zu übertragen.In Figure 1, a clutch disc 1 is shown in perspective in section. The clutch disc 1 comprises a drive plate 3, which has a central hub 4. The hub 4 has a toothed profile 5, by means of which the driver disk 3 can be positively and rotatably connected to a (not shown) transmission input shaft of a transmission. The clutch disc 1 is part of a friction clutch of a motor vehicle and serves in particular to transmit a torque from the crankshaft of an internal combustion engine to the transmission input shaft.
Radial außen weist die Mitnehmerscheibe 3 eine Vielzahl von Durchgangslöchern 7, 8 auf, die dazu dienen, Belagfederelemente 11, 12, die auch als Belagtragelemente bezeichnet werden, mit Hilfe von Nietverbindungselementen 9, 10 an der Mitnehmerscheibe 3 zu befestigen. An den Belagfederelementen oder Belagtragelementen 11, 12 sind Kupplungsbelagelemente 15, 16 befestigbar. Die Kupplungsbelagelemente 15, 16 können jeweils einteilig oder mehrteilig ausgeführt sein. Die Befestigung der Kupplungsbelagelemente 15, 16 kann durch Kleben oder, wie gezeigt, durch Nietverbindungselemente erfolgen.Radially outward, the drive plate 3 has a multiplicity of through holes 7, 8 which serve to fasten pad spring elements 11, 12, which are also referred to as pad carrier elements, to the drive plate 3 with the aid of rivet connection elements 9, 10. To the lining spring elements or lining carrier elements 11, 12 are coupling lining elements 15, 16 fastened. The clutch lining elements 15, 16 can each be made in one or more parts. The fastening of the coupling covering elements 15, 16 can be effected by gluing or, as shown, by rivet connecting elements.
In Figur 2 sieht man, dass die beiden Belagfederelemente 11, 12 in axialer Richtung zwischen den beiden Kupplungsbelagelementen 15, 16 angeordnet sind. Die beiden Kupplungsbeläge 15, 16 sind mit Hilfe von Nietverbindungselementen 18, 19 aneinander und an den Belagfederelementen 11, 12 befestigt. Vorzugsweise sind die Belagfederelemente 11, 12 unter einer geringen Federvorspannung zwischen den beiden Kupplungsbelagelementen 15, 16 eingespannt.In Figure 2 it can be seen that the two pad spring elements 11, 12 are arranged in the axial direction between the two clutch lining elements 15, 16. The two clutch linings 15, 16 are fastened to one another and to the pad spring elements 11, 12 with the aid of rivet connection elements 18, 19. Preferably, the pad spring elements 11, 12 are clamped under a slight spring preload between the two coupling pad elements 15, 16.
In den Figuren 3 und 4 ist ein Belagfederelement oder Belagtragelement 30 in verschiedenen Ansichten dargestellt. Das Belagfederelement 30 umfasst eine Wellung mit drei Extremwerten 31 bis 33. Bei dem Extremwert 31 handelt es sich um ein Wellental. Bei den Extremwerten 32 und 33 handelt es sich um Wellenberge. Zwischen dem Wellental 31 und den Wellenbergen 32, 33 sind jeweils drei Wendepunkte 34, 34', 34"; 35, 35', 35" vorgesehen. In diesen Wendepunkten ändert die Krümmung des Belagfederelements 30 ihr Vorzeichen. Das Belagfederelement 30 umfasst mehrere Aussparungen 41 bis 43, die zum Beispiel zum Durchführen von Nietverbindungselementen dienen. Des Weiteren ist an dem Belagfederelement 30 ein Befestigungsabschnitt 37 vorgesehen, der auch als Befestigungsfuß bezeichnet wird. Der Befestigungsabschnitt 37 ist einstückig mit dem Rest des Belagfederelements 30 verbunden. In dem Befestigungsabschnitt 37 sind zwei Durchgangslöcher 38, 39 ausgespart. Die Durchgangslöcher 38, 39 dienen zum Durchführen von Befestigungselementen, mit denen das Belagfederelement 30 an der Mitnehmerscheibe (3 in Figur 1) der Kupplungsscheibe befestigbar ist. Die Wellung des Belagfederelements 30 dient zur Darstellung eines bestimmten Federwegs und eines gewünschten Belagfederungsverlaufs.FIGS. 3 and 4 show a pad spring element or pad carrier element 30 in different views. The pad spring element 30 comprises a corrugation with three extreme values 31 to 33. The extreme value 31 is a trough. The extreme values 32 and 33 are wave peaks. Between the wave trough 31 and the wave crests 32, 33 three turning points 34, 34 ', 34 ", 35", 35', 35 "are provided. In these turning points, the curvature of the lining spring element 30 changes its sign. The pad spring element 30 comprises a plurality of recesses 41 to 43, which serve for example for performing rivet connection elements. Furthermore, a fastening portion 37 is provided on the pad spring element 30, which is also referred to as a mounting foot. The attachment portion 37 is integrally connected to the remainder of the pad spring member 30. In the attachment portion 37, two through holes 38, 39 are recessed. The through holes 38, 39 are used to pass through fasteners, with which the lining spring element 30 on the drive plate (3 in Figure 1) of the clutch disc can be fastened. The corrugation of the pad spring element 30 serves to represent a specific spring travel and a desired pad spring course.
In Figur 1 sieht man, dass die Reibbeläge beziehungsweise Reibbelagelemente 15, 16, die auch als Kupplungsbelagelemente bezeichnet werden, Kontakt zu den Maxima der Wellung der Belagfederelemente 11 , 12 haben.In Figure 1 it can be seen that the friction linings or friction lining elements 15, 16, which are also referred to as clutch lining elements, make contact with the maxima of the corrugation of the lining spring elements 11, 12.
Bei dem in den Figuren 3 und 4 dargestellten Belagfederelement 30 sieht man, dass die Wellung in den Wendepunkten 34, 34', 34"; 35, 35', 35" zwischen den Extremwerten 31, 32; 31 , 33 jeweils genau dreimal ihr Vorzeichen ändert.In the pad spring element 30 shown in FIGS. 3 and 4, it can be seen that the corrugation in the points of inflection 34, 34 ', 34 ", 35, 35', 35" between the extreme values 31, 32; 31, 33 changes their sign exactly three times.
Durch die Biegemomentbeanspruchung beim Einfedern werden die Krümmungen reduziert, bis das Belagfederelement 30 bei sehr hoher Kraft völlig eben gedrückt ist. Beim Einfedern, das heißt beim Zusammendrücken der Kupplungsbelagelemente, werden neue Kontaktzonen gebildet.Due to the bending moment load during compression, the curvatures are reduced until the lining spring element 30 is pressed completely flat with a very high force. During compression, that is, when compressing the clutch lining elements, new contact zones are formed.
In den Figuren 5 und 6 ist ein Belagfederelement oder Belagtragelement 50 in verschiedenen Ansichten dargestellt. Das Belagfederelement 50 ist, wie das Belagfederelement 30 in den Figuren 3 und 4, im unbelasteten Zustand dargestellt. Das Belagfederelement 50 umfasst eine Wellung, die im dargestellten unbelasteten Zustand sieben Extremwerte aufweist. Zwischen zwei benachbarten Extremwerten 51 bis 57 sind jeweils drei Wendepunkte 61, 61', 61"; 62, 62', 62"; 63, 63', 63"; 64, 64', 64", 65, 65', 65"; 66, 66', 66" vorgesehen. Des Weiteren ist das Belagfederelement 50 mit zwei Durchgangslöchern 68, 69 zum Durchführen von Befestigungselementen versehen. Wie bei dem vorangegangenen Ausführungsbeispiel weist das Belagfederelement 50 einen Befestigungsabschnitt 70 mit drei Durchgangslöchern 71 bis 73 auf. Die Zusammenhänge zwischen der Ausbildung von Extremwerten der Wellung im unbelasteten Zustand werden im Folgenden anhand der Figuren 7 und 8 erläutert. In Figur 7 ist ein herkömmliches Belagfederelement in einem unbelasteten Zustand 75, in einem schwach belasteten Zustand 76 und in einem stark belasteten Zustand 77 dargestellt. Die Wellung umfasst im unbelasteten Zustand 75 ein zentrales Wellental 31 mit zwei benachbarten Wellenbergen 32, 33. Zwischen zwei benachbarten Extremwerten ist jeweils ein Wendepunkt 141 bis 144 ausgebildet. In Figur 7 sieht man, dass die Biegemomentbeanspruchung beim Einfedern unter Belastung dazu führt, dass die Krümmungen reduziert werden. Der Kontakt zwischen einem Kupplungsbelagelement und dem Belagfederelement bleibt aber unter Belastung auf den Bereich der ursprünglichen Maxima der Wellung beschränkt. Unter Belastung kommt es zu einer Verbreiterung der Kontaktbereiche, jedoch nicht zu neuen Kontaktzonen.FIGS. 5 and 6 show a pad spring element or pad carrier element 50 in different views. The lining spring element 50, like the pad spring element 30 in FIGS. 3 and 4, is shown in the unloaded state. The pad spring element 50 comprises a corrugation having seven extreme values in the illustrated unloaded state. Between two adjacent extreme values 51 to 57 there are three turning points 61, 61 ', 61 ", 62, 62', 62"; 63, 63 ', 63 ", 64, 64', 64", 65, 65 ', 65 ", 66, 66', 66". Further, the pad spring member 50 is provided with two through holes 68, 69 for passing fasteners. As in the previous embodiment, the pad spring member 50 has a fixing portion 70 having three through holes 71 to 73. The relationships between the formation of extreme values of the corrugation in the unloaded state are explained below with reference to FIGS. 7 and 8. FIG. 7 shows a conventional pad spring element in an unloaded state 75, in a lightly loaded state 76 and in a heavily loaded state 77. In the unloaded state 75, the corrugation comprises a central corrugation valley 31 with two adjacent corrugation peaks 32, 33. A turning point 141 to 144 is formed between two adjacent extreme values. In Figure 7 it can be seen that the bending moment load during compression under load causes the bends to be reduced. However, the contact between a clutch lining element and the pad spring element remains limited under load to the range of the original maxima of the corrugation. Under load there is a broadening of the contact areas, but not to new contact zones.
In Figur 8 ist ein ähnliches Belagfederelement, wie es in den Figuren 3, 4 und 5 im unbelasteten Zustand dargestellt ist, in verschiedenen Belastungszuständen dargestellt. Mit 81 ist die Wellung im unbelasteten, mit 82 unter schwacher Belastung und mit 83 unter starker Belastung dargestellt. In Figur 8 sieht man, dass die Wellung des Belagfederelements im unbelasteten Zustand fünf Extremwerte 91 bis 95 aufweist. Bei den Extremwerten 91, 94 und 95 handelt es sich um Wellentäler. Bei den Extremwerten 92 und 93 handelt es sich um Wellenberge. Zwischen zwei benachbarten Extremwerten 91 bis 95 sind jeweils drei Wendepunkte 101 bis 103, 104 bis 106, 107 bis 109 und 110 bis 112 vorgesehen.FIG. 8 shows a similar pad spring element, as shown in FIGS. 3, 4 and 5 in the unloaded state, in different load states. With 81 the corrugation is shown in the unloaded, 82 under weak load and 83 under heavy load. FIG. 8 shows that the corrugation of the pad spring element has five extreme values 91 to 95 in the unloaded state. The extreme values 91, 94 and 95 are troughs. The extremes 92 and 93 are peaks. Between two adjacent extreme values 91 to 95 three inflection points 101 to 103, 104 to 106, 107 to 109 and 110 to 112 are respectively provided.
In Figur 8 sieht man, dass unter starker Belastung 83 zwischen zwei Wendepunkten 101 bis 112 jeweils ein zusätzlicher Extremwert 121 bis 128 entsteht, der eine neue zusätzliche Kontaktzone bildet. Gemäß einem wesentlichen Aspekt der Erfindung wird durch zusätzliche Umformungen im Bereich der Wendepunkte erreicht, dass sich im Laufe der Einfederung aus den Bereichen mit den zusätzlichen Umformungen neue Kontaktzonen herausbilden. Diese neuen Kontaktzonen verändern die Biegebeanspruchung und führen zu einer höheren Steifigkeit, welche eine höhere Restfederung bei gleicher Materialdicke und Anpresskraft bewirken. Gleichzeitig vergleichmäßigt sich durch die höhere Anzahl an Kontaktzonen oder Kontaktbereichen die Flächenpressung, wodurch Belagfederungsverluste durch Eindrücken und Einbetten sowie die Verschleißrate der Kupplungsbeläge verringert werden können. BezugszeichenlisteIn FIG. 8 it can be seen that under heavy load 83 between two inflection points 101 to 112 an additional extreme value 121 to 128 is created, which forms a new additional contact zone. According to an essential aspect of the invention is achieved by additional transformations in the region of the inflection points that form new contact zones in the course of the deflection of the areas with the additional transformations. These new contact zones change the bending stress and lead to a higher rigidity, which cause a higher residual springing at the same material thickness and contact force. At the same time, the surface pressure is evened out due to the higher number of contact zones or contact areas, as a result of which pad spring suspension losses due to impressions and embedding as well as the wear rate of the clutch linings can be reduced. LIST OF REFERENCE NUMBERS
1. Kupplungsscheibe 54. Extremwert1st clutch disc 54th extreme value
3. Mitnehmerscheibe 55. Extremwert3. Drive plate 55th extreme value
4. Nabe 56. Extremwert4th hub 56th extreme
5. Zahnprofil 57. Extremwert5. Tooth profile 57. Extreme value
7. Durchgangsloch 61. Wendepunkt7. Through hole 61. inflection point
8. Durchgangsloch 62. Wendepunkt8. Through hole 62. inflection point
9. Nietverbindungselement 63. Wendepunkt9. Rivet connection element 63. inflection point
10. Nietverbindungselement 64. Wendepunkt10. Rivet connection element 64. inflection point
11. Belagfederelement 65. Wendepunkt11. pad spring element 65th turning point
12. Belagfederelement 66. Wendepunkt12. pad spring element 66. inflection point
15. Kupplungsbelagelement 68. Durchgangsloch15. Clutch lining element 68. Through hole
16. Kupplungsbelagelement 69. Durchgangsloch16. Clutch lining element 69. Through hole
18. Nietverbindungselement 70. Befestigungsabschnitt18. Rivet connection element 70th fixing section
19. Nietverbindungselement 71. Durchgangsloch19. Rivet connector 71. Through hole
30. Belagfederelement 72. Durchgangsloch30. Pad spring element 72. Through hole
31. Extremwert 73. Durchgangsloch31. Extreme value 73. Through hole
32. Extremwert 75. Wellung32. extreme value 75. curl
33. Extremwert 76. Wellung33. Extreme 76. Curl
34. Wendepunkt 77. Wellung34. Turning point 77. Curl
35. Wendepunkt 81. Wellung35. turning point 81. curl
37. Befestigungsabschnitt 82. Wellung37. attachment section 82. corrugation
38. Durchgangsloch 83. Wellung38. through hole 83. corrugation
39. Durchgangsloch 91. Extremwert39. Through hole 91. Extreme value
41. Wendepunkt 92. Extremwert41. Turning point 92. Extreme value
42. Wendepunkt 93. Extremwert42. Turning Point 93. Extreme
43. Wendepunkt 94. Extremwert43. Turning point 94. Extreme value
44. Wendepunkt 95. Extremwert44. Turning point 95. Extreme
50. Belagfederelement 101. Wendepunkt50. pad spring element 101. turning point
51. Extremwert 102. Wendepunkt51. Extreme 102. Turning point
52. Extremwert 103. Wendepunkt52. Extreme 103. Turning point
53. Extremwert 104. Wendepunkt 105. Wendepunkt53. Extreme value 104. Turning point 105. turning point
106. Wendepunkt106. turning point
107. Wendepunkt107. turning point
108. Wendepunkt108. turning point
109. Wendepunkt109th turning point
110. Wendepunkt110th turning point
111. Wendepunkt111. turning point
112. Wendepunkt112. turning point
121. Extremwert121. extreme value
122. Extremwert122. extreme value
123. Extremwert123rd extreme value
124. Extremwert124th extreme value
125. Extremwert125th extreme value
126. Extremwert126th extreme value
127. Extremwert127th extreme value
128. Extremwert128th extreme value
141. Wendepunkt141. Turning point
142. Wendepunkt142. turning point
143. Wendepunkt143. Turning point
144. Wendepunkt 144. turning point

Claims

Patentansprüche claims
1. Kupplungsscheibe, insbesondere zur Verwendung mit einer Kraftfahrzeugkupplung, mit mindestens einem Belagfederelement (11,12;30;50), das in axialer Richtung zwischen Kupplungsbelagelementen (15,16) angeordnet und so gewellt ist, dass zwischen zwei Extremwerten (31-33;51-57) der Wellung ein Wendepunkt (141,143) vorgesehen ist, dadurch gekennzeichnet, dass zwischen zwei benachbarten Extremwerten (51-57;91- 95) der Wellung insgesamt mindestens drei Wendepunkte (34,34',34";35,35',35";61,Clutch plate, in particular for use with a motor vehicle clutch, with at least one pad spring element (11, 12; 30; 50) arranged in the axial direction between clutch pad elements (15, 16) and so corrugated that between two extreme values (31-33 51-57) of the corrugation is provided a turning point (141, 143), characterized in that between two adjacent extreme values (51-57; 91-95) of the corrugation at least three inflection points (34, 34 ', 34 ", 35, 35 ', 35 "; 61,
61 ',61" bis 66,66',66") vorgesehen sind.61 ', 61 "to 66.66', 66") are provided.
2. Kupplungsscheibe nach Anspruch 1, dadurch gekennzeichnet, dass zwischen zwei benachbarten Extremwerten (91-95) der Wellung drei Wendepunkte (101-112) vorgesehen sind.2. clutch disc according to claim 1, characterized in that between two adjacent extreme values (91-95) of the corrugation three inflection points (101-112) are provided.
3. Kupplungsscheibe nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass jeweils zwischen zwei benachbarten Wendepunkten (91-95) der Wellung mindestens eine zusätzliche Kontaktzone (121-128) ausgebildet wird, an der das zugehörige Kupplungsbelagelement oder ein weiteres Belagfederelement zur Anlage kommt, wenn sich die Kupplungsbelagelemente in axialer Richtung aufeinander zu bewegen.3. Clutch disc according to one of the preceding claims, characterized in that in each case between two adjacent turning points (91-95) of the corrugation at least one additional contact zone (121-128) is formed, to which the associated Kupplungsbelagelement or another pad spring element comes to rest, when the clutch lining elements move toward each other in the axial direction.
4. Kupplungsscheibe nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Wellung des Belagfederelements (50) mindestens drei Extremwerte (91- 95) aufweist.4. Clutch disc according to one of the preceding claims, characterized in that the corrugation of the pad spring element (50) has at least three extreme values (91-95).
5. Kupplungsscheibe nach Anspruch 4, dadurch gekennzeichnet, dass zwischen zwei benachbarten Extremwerten (91-95) der Wellung jeweils drei Wendepunkte (101-112) vorgesehen sind.5. clutch disc according to claim 4, characterized in that between two adjacent extreme values (91-95) of the corrugation each three turning points (101-112) are provided.
6. Kupplungsscheibe nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass zwischen den Extremwerten (92,93) des Belagfederelements und dem benachbarten Ende (94,95) des Belagfederelements jeweils mindestens zwei, insbesondere drei, Wendepunkte (101-103,110-112) vorgesehen sind.6. Clutch disc according to one of the preceding claims, characterized in that between the extreme values (92,93) of the pad spring element and the adjacent end (94,95) of the pad spring element respectively at least two, in particular three, inflection points (101-103,110-112) are provided are.
7. Kupplungsscheibe nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Belagfederelement (50) in sich symmetrisch ist und eine Symmetrieachse aufweist, die durch einen Extremwert (91) verläuft. 7. Clutch disc according to one of the preceding claims, characterized in that the pad spring element (50) is symmetrical in itself and has an axis of symmetry which extends through an extreme value (91).
8. Kupplungsscheibe nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass jeweils zwei Belagfederelemente (50) in axialer Richtung zwischen zwei Kupplungsbelagelementen (15,16) angeordnet sind.8. Clutch disc according to one of the preceding claims, characterized in that in each case two pad spring elements (50) in the axial direction between two clutch lining elements (15,16) are arranged.
9. Kupplungsscheibe nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass alle Belagfederelemente (50) die gleiche Gestalt aufweisen.9. Clutch disc according to one of the preceding claims, characterized in that all pad spring elements (50) have the same shape.
10. Kupplungsscheibe nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Belagfederelemente (50) radial innen einen Befestigungsabschnitt (70) aufweisen.10. Clutch disc according to one of the preceding claims, characterized in that the lining spring elements (50) radially inwardly have a fastening portion (70).
11. Kupplungsscheibe nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Belagfederelemente (50) jeweils einstückig aus Federstahl gebildet sind. 11. Clutch disc according to one of the preceding claims, characterized in that the pad spring elements (50) are each formed in one piece from spring steel.
PCT/DE2007/001879 2006-11-15 2007-10-22 Clutch plate WO2008058500A2 (en)

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DE102006053765 2006-11-15

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DE102009036883A1 (en) 2008-08-28 2010-03-04 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Disk for use in clutch or two-mass flywheel in drivestrand of motor vehicle, has contour, and two circular ring segments firmly connected with each other, where circular ring segments are adjoined at radial contact surfaces
CN103542011A (en) * 2012-07-12 2014-01-29 通用汽车环球科技运作有限责任公司 Dry clutch friction plate assembly
DE102012223762A1 (en) 2012-12-19 2014-06-26 Schaeffler Technologies Gmbh & Co. Kg Clutch disk for friction clutch device, particularly for drive train of motor vehicle, has lining spring element, which is arranged between disk section and friction lining and has container with sleeve and fluid filled cavity
DE102014216093A1 (en) 2013-08-16 2015-02-19 Schaeffler Technologies Gmbh & Co. Kg clutch disc
DE102014223305A1 (en) 2013-11-25 2015-05-28 Schaeffler Technologies Gmbh & Co. Kg Double segment lining suspension
DE102012214590B4 (en) * 2012-08-16 2015-06-03 Ford Global Technologies, Llc Manual transmission for motor vehicles
FR3047528A1 (en) * 2016-02-05 2017-08-11 Valeo Embrayages PROGRESSIVITY DEVICE FOR CLUTCH FRICTION DISC AND FRICTION DISC INTEGRATING SUCH A DEVICE
EP3147525B1 (en) 2015-09-14 2018-06-13 Valeo Embrayages Friction disc, in particular for motor vehicle

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GB473378A (en) * 1936-08-01 1937-10-12 Borg And Beck Company Ltd Improvements in or relating to clutches
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Publication number Priority date Publication date Assignee Title
DE102009036883A1 (en) 2008-08-28 2010-03-04 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Disk for use in clutch or two-mass flywheel in drivestrand of motor vehicle, has contour, and two circular ring segments firmly connected with each other, where circular ring segments are adjoined at radial contact surfaces
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DE102012223762A1 (en) 2012-12-19 2014-06-26 Schaeffler Technologies Gmbh & Co. Kg Clutch disk for friction clutch device, particularly for drive train of motor vehicle, has lining spring element, which is arranged between disk section and friction lining and has container with sleeve and fluid filled cavity
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DE102014223305A1 (en) 2013-11-25 2015-05-28 Schaeffler Technologies Gmbh & Co. Kg Double segment lining suspension
EP3147525B1 (en) 2015-09-14 2018-06-13 Valeo Embrayages Friction disc, in particular for motor vehicle
EP3147525B2 (en) † 2015-09-14 2022-09-07 Valeo Embrayages Friction disc, in particular for motor vehicle
FR3047528A1 (en) * 2016-02-05 2017-08-11 Valeo Embrayages PROGRESSIVITY DEVICE FOR CLUTCH FRICTION DISC AND FRICTION DISC INTEGRATING SUCH A DEVICE
US10215236B2 (en) 2016-02-05 2019-02-26 Valeo Embrayages Progressivity device for clutch friction disk, and friction disk comprising such device

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