WO2009006869A1

WO2009006869A1 - Friction clutch with a clutch disk for transmitting torques

Info

Publication number: WO2009006869A1
Application number: PCT/DE2008/001032
Authority: WO
Inventors: Steffen Lehmann; Dimitri Sieber
Original assignee: Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority date: 2007-07-05
Filing date: 2008-06-16
Publication date: 2009-01-15
Also published as: DE112008001560A5; CN101688584A; DE102008028570A1; CN101688584B

Abstract

The invention relates to a friction clutch with a clutch disk (9) for transmitting torques in a drivetrain (5) of a motor vehicle (7), having a dynamic damper (19) which has a mass (21) and a rotary vibration damper (23), wherein the mass can be or is coupled to the clutch disk by means of an energy store (29) of the rotary vibration damper and by means of a slipping clutch (49) which is connected in series to the rotary vibration damper. The invention is characterized in that the slipping clutch has an axial spring friction element (39) which is fixedly assigned to the clutch disk and which is assigned to the rotary vibration damper in a frictionally engaging manner or so as to rotate in a sliding manner in the event of a maximum friction torque being exceeded, and which serves to exert an axial pressure force on the rotary vibration damper and to generate the friction torque.

Description

Friction clutch with a clutch disc for the transmission of torques

The invention relates to a friction clutch with a clutch disc for transmitting torque in a drive train of a motor vehicle, having a mass and a torsional vibration damper having dynamic damper, the mass via an energy storage of the torsional vibration damper and a series connected to the torsional vibration damper slip clutch coupled to the clutch disc or coupled.

Friction clutches may be used to transmit torques, for example generated by internal combustion engines of motor vehicles. It is possible to assign the clutch or the clutch disc of the friction clutch to a multi-part flywheel of the drive train. To avoid torsional vibrations or a so-called plucking of the friction clutch during engagement, it is known to provide a absorber. DE 101 17 745 A1 discloses a clutch disc, in particular for use with a friction clutch of a motor vehicle having a dynamic damper.

The invention has for its object to provide an improved friction clutch, in particular with a structurally improved dynamic damper.

The object is in a friction clutch with a clutch disc for transmitting torque in a drive train of a motor vehicle, having a mass and a torsional vibration damper having dynamic damper, wherein the mass via an energy storage of the torsional vibration damper and a series connected to the torsional vibration damper with the clutch disc coupled or coupled is achieved in that the slip clutch has a clutch disc fixedly assigned Axialfederreibelement which is assigned to the torsional vibration damper frictionally or when exceeding a maximum friction torque slidably and serves to apply an axial contact force on the torsional vibration damper and to generate the friction torque. Advantageously, the Axialfederreibelement fulfill two functions, first apply the necessary to generate the friction torque axial contact pressure and secondly have a friction surface on which the friction torque is induced by means of the axial contact force. For this purpose, the Axialfederreibelement can be directly in contact with a Gegenreibfläche the torsional vibration damper. The object is in a friction clutch with a clutch disc for transmitting torque in a drive train of a motor vehicle, having a mass and a torsional vibration damper having dynamic damper, wherein the mass via an energy storage of the torsional vibration damper and a series connected to the torsional vibration damper with the clutch disc is coupled, also solved in that the friction clutch has a further clutch disc. The additional clutch disc can additionally transmit a torque. Advantageously, depending on the interconnection of the clutch disc and the further clutch disc also suggestions of the further clutch disc can be damped to torsional vibrations by means of the intended dynamic damper.

Further embodiments of the friction clutch are characterized in that the friction clutch is designed as a double clutch or as a two-disc clutch. In a double clutch, the clutch disc and the further clutch disc can be optionally closed to change the gears of a arranged in the drive train of the motor vehicle transmission. Advantageously, the intended dynamic damper can also steam at a transition of the torque load from one to the other clutch disc and vice versa possibly excited torsional vibrations. In a two-disc clutch both clutch plates are usually closed and opened at the same time, which also advantageously the proposed dynamic damper can vaporize possibly occurring torsional vibrations.

The object is in a friction clutch with a clutch disc for transmitting torque in a drive train of a motor vehicle, having a mass and a torsional vibration damper having dynamic damper, wherein the mass via an energy storage of the torsional vibration damper and a series connected to the torsional vibration damper with the clutch disc is coupled, also achieved in that the energy storage of the torsional vibration damper has at least two in a zero position against each other biased compression springs. Advantageously, the clutch disc and the mass can be biased against each other via the compression springs, it being possible, for example, to set a radial and / or axial positioning of the mass relative to the clutch disc in the zero position, which is substantially independent of a force acting on the double clutch gravity. Further embodiments of the friction clutch are characterized in that the torsional vibration damper has a cage. The cage may be provided for storage of the energy storage.

Further embodiments of the friction clutch are characterized in that the cage is in abutting contact with the Axialfederreibelement. The cage can advantageously have the counter friction surface which is in abutting contact with the friction surface of the axial spring friction element for generating the friction torque.

Further embodiments of the friction clutch are characterized in that the cage is in two parts. Advantageously, the energy storage and the cage can be easily mounted.

Further embodiments of the friction clutch are characterized in that a first compression spring of the at least two compression springs between a tooth of the mass and a first stop of the cage and a second compression spring of the at least two compression springs between the tooth and a first stop opposite the second stop of the cage are connected , The two compression springs may be biased between the first and second stops so that the tooth is in the zero position midway between the two stops of the cage.

Further embodiments of the friction clutch are characterized in that the cage has a first disc and a second axially arranged second disc. The discs can be applied to each other in a form-fitting rotationally fixed, so that in case of slippage possibly occurring both discs slipping synchronously. Advantageously, the further friction surface with the clutch disc itself are in abutting contact, so that slippage of the friction clutch can take place both on the Axialfederreibelement and on the clutch disc itself while reducing energy.

The object is also achieved with a motor vehicle with a friction clutch described above.

Further advantages, features and details emerge from the following description in which, with reference to the drawing, an embodiment is described in detail. is written. The same, similar and / or functionally identical parts are provided with the same reference numerals.

Show it:

1 shows a detail of a longitudinal section of a double clutch of a power shift transmission of a drive train of a motor vehicle;

Figure 2 is a plan view of a clutch disc of the double clutch shown in Figure 1;

3 shows a longitudinal section of the clutch disc shown in Figure 2;

FIG. 4 shows a detailed view with an outbreak in the region of a dynamic damper, the plan view of the clutch disk shown in FIG. 2;

Figure 5 is a detail view of the longitudinal section of the clutch disc shown in Figure 3;

Figure 6 is a three-dimensional exploded view obliquely from the front of the clutch disc shown in Figures 2 to 5;

7 shows a detail of a longitudinal section of a two-plate clutch of a

Powertrain of a motor vehicle;

FIG. 8 shows a plan view of a clutch disk of the two-speed transmission shown in FIG.

-Plate clutch;

FIG. 9 shows a longitudinal section of the clutch disk shown in FIG. 8;

Figure 10 is a detail view with an outbreak in the region of a dynamic damper of the plan view of the clutch disc shown in Figure 8;

Figure 11 is a detail view of the longitudinal section of the clutch disc shown in Figure 9; and Figure 12 is a three-dimensional exploded view of the clutch disc shown in Figures 8 to 11.

FIG. 1 shows a double clutch 1 of a power shift transmission 3 of a drive train 5 of a motor vehicle 7. The dual clutch 1 has a clutch disk 9 and a further clutch disk 11. Depending on the control of the dual clutch 1, an engine torque of an internal combustion engine, not shown, of the motor vehicle 7 by means of the further clutch disk 11 is transmitted to a solid shaft 13 or by means of the clutch disk 9 on a hollow shaft 15. In the case of a power shift gear change of the power shift transmission 3 via the two clutch plates 9, 11 and the associated part clutches takes place in which one of the clutches gradually closed while the other is opened. Depending on the length of the overlapping phase so-called juddering vibrations or torsional vibrations can occur. In general, when operating a friction clutch of a motor vehicle torsional vibrations occur in many cases, which are attributable to Rupferscheinungen between friction linings 17 and with these in frictional engagement clutch discs 9, 11. One speaks of a plucking clutch. Such chattering vibrations are, inter alia, possibly present rotational irregularities of a drive motor of the motor vehicle 7, contact pressure fluctuations in the region of the cooperating friction surfaces, for example as a result of unparallel friction surfaces of the friction linings 17. Also friction value fluctuations, for example due to temperature changes and / or sliding speed changes between The friction surfaces can produce juddering vibrations in the drive train 5 of the motor vehicle 7. The periodic speed fluctuations generated by the plucking of the double clutch 1 cause a changing vehicle acceleration, which makes itself unpleasant as a so-called jerky, in addition, vehicle noise can occur. Advantageously, such phenomena caused by plucking of the double clutch 1 can be effectively damped by a dynamic damper 19 associated with the clutch disc 9.

2 and 3 show a plan view and a longitudinal section of the clutch disc 9. FIGS. 4 and 5 each show a detailed view of the dynamic damper 19 of the clutch discs 9 illustrated in FIGS. 2 and 3. The dynamic damper 19 has a mass 21. which is assigned to the clutch disc 9 rotatable. The assignment of the mass 21 to the clutch disc 9 by means of a torsional vibration damper 23 with a means of a first compression spring 25 and a second compression spring 27 realized energy storage 29. The compression springs 25 and 27 are through the breakthrough of Figure 4 visible through. The energy store 29 may have a plurality of pairs of compression springs 25, 27, for example, four pairs equally distributed over the circumference of the clutch disc 9. Figure 4 shows the dynamic damper 19 and the torsional vibration damper 23 in a zero position, wherein a tooth 31 of the mass 21 is located centrally between a first stop 33 and a second stop 35 of a cage 37 of the clutch disc 9. The first compression spring 25 is thus connected between the first stop 33 of the cage 37 and the tooth 31 of the mass 21. The second compression spring 27 is analogous, but connected on the other side of the tooth 31 between these and the second stop 35 of the cage 37. It can be seen that a centering of the mass 21 relative to the cage 37 is possible by this bias, which advantageously results in a biasing of the gravity of the mass 21 independent radial positioning or centering. In addition, an axial fixation by means of the compression springs 25 and 27 can be realized. The cage 37 is arranged between the clutch disk 9 and an axial spring friction element 39. The Axialfederreibelement 39 is assigned by means of rivets 41 of the clutch disc 9 rotatably.

The Axialfederreibelement 39 causes an axial force on the cage 37, seen in alignment of Figure 5 to the left, which is indicated by an arrow 43 in Figure 5. The Axialfederreibelement 39 is thus at a first friction surface 45 in abutting contact with the cage 37. At a second friction surface 47 of the cage 37 is in abutting contact with the clutch disc 9. The Axialfederreibelement 49 and its associated cage 37 with its friction surfaces 45 and 47th realize a slip clutch 49 to protect the torsional vibration damper 23 from excessive acceleration moments, as they may occur, for example, in the drive train 5 of the motor vehicle 7 at special load conditions. It is also possible, in order to avoid noise to drive to block the compression springs 25 and 27 to avoid, wherein the corresponding friction torque of the first and second friction surface 45, 47 may be less than the spring force of one of the block driven compression springs 25, 27th At comparatively low torsional accelerations and / or torsional vibrations, the mass 21 of the dynamic damper 19 can rotate relative to the clutch disk 9 in accordance with the degrees of freedom of the torsional vibration damper 23. It is possible to eradicate occurring in the drive train 5 of the motor vehicle 7 torsional vibrations. It is advantageously possible to adapt the natural frequency of the dynamic damper 19, that is to say of the torsional vibration damper 23 in conjunction with the mass 21, to critical resonance frequencies present in the drive train 5. FIG. 6 shows a three-dimensional exploded view of the clutch discs 9 of the dual clutch 1 shown in FIGS. 2 to 5. It can be seen that the torsional vibration damper 23 has a total of four pairs of compression springs 25, 27. Evident is also the Axialfederreibelement 39 which is rotatably connected by means of a total of six of the rivets 41 with the rest of the clutch disc 9, which presses the axially adjacent thereto arranged cage 37 frictionally or when exceeding a maximum friction torque slidably against the remaining clutch disc 9.

For fixing the compression spring pairs of the compression springs 25 and 27, the mass 21 has four of the teeth 31. Between the teeth 31 four further stop teeth 51 may be arranged, on which outer sides of housings 53 of the cage 37 can strike outside. By means of abutting the stop teeth 51 outer sides of the housing 53 can drive to block the compression springs 25 and 27 are avoided. Thus, it is possible that at possibly high torsional accelerations, first the housing 53 abut against the stop teeth 51 and at even greater rotational accelerations of the entire dynamic damper 19 together with the cage 37 due to the slipping clutch 49 slips so overall against the remaining clutch disc 9 against the rotated by the first and second friction surface 45, 47 induced friction torque.

FIG. 7 shows a detail of a longitudinal section of a two-disk clutch 55 of a drive train 5 of a motor vehicle 7. The two-disk clutch 55 likewise has a clutch disk 9 and a further clutch disk 11, wherein the clutch disk 9 is likewise assigned a dynamic damper 19 is. 9 shows a longitudinal section of the clutch disk 9 shown in FIG. 8. FIGS. 10 and 11 show detailed views of the dynamic damper 19 of the views of the clutch disk 9 according to FIGS. 8 and 9. FIG. 12 shows a three-dimensional exploded view obliquely from the front of the clutch disk 9 shown in FIGS. 8 to 11. In the following, only the differences from the double clutch 1 illustrated in FIGS. 1 to 6 will be discussed.

In contrast, the torsional vibration damper 23 of the dynamic damper 19 has only three individual non-preloaded compression springs 57. As a further difference, the cage 37 is divided into two and has a first disk 61 and a second disk 63. The discs 61 and 63 form the cage 37, which has three recesses 59, in which the compression springs 57 are inserted stop on both sides. The recesses 59 are adapted in their circumferential extent corresponding spaces 65 of the mass 21. The As can be seen in Figure 10, the compression springs 57 in the recesses 59 of the discs 61 and 63 of the cage 37 and equally in the interstices 65 between the transfer teeth 67 of the mass 21st be inserted. It is possible that against the spring forces of the compression spring 57, the mass 21 is rotatable relative to the cage 37. The cage 37 is analogously by means of the Axialfederreibelements 39 until the maximum torque of the slip clutch 49 is frictionally associated with the remaining clutch disc 9. In contrast, the second disc 63 of the cage 37, the friction surface 47 of the slip clutch 49. The second disc 63 is thus in abutting contact with the remaining clutch disc 9, wherein the first disc 61 is in abutting contact with the Axialfederreib- element. The Axialfederreibelement 39 is analogously assigned by means of six rivets 41 of the clutch disc 9. The transmission teeth 67 of the mass 21 perform a dual function, namely on the one hand for supporting the compression springs 57 and for transmitting the spring forces of the compression springs 57 and for forming a stop analogous to the stop teeth 51 of the mass 21 shown in Figures 1 to 6. The transmission teeth 67 can thus on the one hand transmit the torsional moments of the torsional vibration damper 23 of the dynamic damper 19 via the compression springs 57 and directly by abutting on corresponding stops 69 of the first and second discs 61, 63 of the cage 37 excessive torques.

In comparison, the energy storage 29 of the torsional vibration damper 23 only three of the compression springs 57.

In summary, the dual clutch 1 can have at least one of the torsional vibration dampers 23. It is conceivable that both clutch discs 9, 11 have a torsional vibration damper 23. Likewise, the two-disc clutch 55 may be provided with the torsional vibration damper 23, wherein also both clutch discs 9, 11 may have such a torsional vibration damper 23.

Advantageously, the Axialfederreibelement 39, which may be plate spring-shaped, equally apply an axial force (arrow 43) and have the first friction surface 45 for inducing a corresponding friction torque.

To further reduce foreign and bearing friction, the first compression spring 25 and the second compression spring 27 in the zero position may be biased against each other (Figures 1 to 6). The Axialfederreibelement 39 can thus replace a separate diaphragm spring combined with a support plate.

The term "plucking" generally refers to the self-excited or externally excited frictional torque fluctuation in a clutch which excites the drive train 5 to corresponding oscillations, which in turn manifest themselves in unpleasant vehicle longitudinal oscillations. Advantageously, it is possible to combat, to place on at least one of the clutch plates 9, 11 a so-called pick-up damper or the dynamic damper 19, whose natural frequency matches the Rupfeigenfrequenz of the drive train 5 and by a genphasiges swinging building a Rupfschwingung the drive train 5 prevented.

Figures 4 and 5 show the clutch disc 9 in detail. A clutch disc hub carries the components of the dynamic damper 19. These include the slip clutch 49, which is formed by the biasing of the cage 37 by the Axialfederreibelement 39. The Axialfederreibelement 39 is here connected to the hub via rivets 41. Other connections are possible, for example, screwing, welding, gluing, etc. From the cage 37, the torque is transmitted to each other via prestressed compression springs 25, 27 on the flywheel or mass 21. The bias of the compression springs 25, 27 serves both the radial holding of the mass 21 and thus reducing a possible bearing friction, for example by biasing as a counterforce to a weight of the mass 21. At the same time reduces the bias of a possible foreign friction of the compression springs 25, 27 against the mass 21 and the cage 37.

Figure 7 shows a section of the two-disc clutch 55. A torque to be transmitted is transmitted via two friction surfaces simultaneously on each of the partial clutch plates 9, 11 of the two-disc clutch 55, which either separated this in a transmission shaft 71 of the drive train Initiate or merge this, as shown in Figures 7 to 12, in a clutch disc, for example, by a spline 73 of the clutch plates 9, 11 and a hub 75 of the further clutch disc 11 transmitted to the transmission shaft 71. On at least one of the two clutch disks 9, 11, a pickup damper or the dynamic damper 19 is attached. The partial clutch plates 9, 11 may be rigid or, as shown in Figures 7 to 12, be equipped with a torsion damper. The two-disc clutch 55 can be advantageous despite the double friction surface Number of possibly occurring Rupfschwingungen be damped by means of the provided dynamic damper 19 so that comparatively little of the juddering vibrations are transmitted to the drive train 5.

The clutch disc 9 or a drive plate of the clutch disc 9 carries the components of the judder absorber or dynamic damper 19. These include the slip clutch 49, which is formed by the biasing of the discs 61, 63 of the cage 37 by means of Axialfederreibelements 39. The Axialfederreibelement 39 is here connected to the drive plate or the clutch disc 9 via the rivets 41. Other connections are possible. Of the discs 61, 63 of the cage 37, the torque is transmitted via the non-prestressed compression springs 57 to the mass 21. In principle, pretensioning is also possible in the exemplary embodiments according to FIGS. 7 to 12. By means of the spline 73, the first clutch disc 9 is connected to the further clutch disc 11. This transmits 50 percent of the engine torque. Features of various embodiments may be combined to new embodiments.

LIST OF REFERENCE NUMBERS

Double coupling

power shift

powertrain

motor vehicle

Clutch disc further clutch disc

Solid shaft

hollow shaft

Friction linings dynamic dampers

Dimensions

Torsional damper first compression spring second compression spring

energy storage

Tooth first stop second stop

Cage

Axialfederreibelement

rivet

Arrow first friction surface second friction surface

slip clutch

stop teeth

casing

Two-disc clutch

compression spring

Recess first disc second disc

gap

transmission teeth Stops transmission shaft spline hub torsion damper

Claims

claims

A friction clutch with a clutch disc (9) for transmitting torque in a drive train (5) of a motor vehicle (7), comprising a mass (21) and a torsional vibration damper (23) having dynamic damper (19), said mass (21 ) via an energy storage device (29) of the torsional vibration damper (23) and in a series to the torsional vibration damper (23) connected to the clutch disc (9) with the clutch disc (9) coupled or coupled, characterized in that the slip clutch (49) one of the clutch disc (9) permanently assigned Axialfederreibelement (39) which is the friction damper (23) frictionally engaged or slidably rotatable when exceeding a maximum friction torque and serves to apply an axial contact pressure on the torsional vibration damper (23) and to generate the friction torque.

2. Friction clutch according to the preamble of claim 1, in particular according to claim 1, characterized in that the friction clutch has a further clutch disc (11).

3. Friction clutch according to one of the preceding claims, characterized in that the friction clutch as a double clutch (1) or as a two-disc clutch (55) is designed.

4. Double clutch according to the preamble of claim 1, in particular according to claim 1, characterized in that the energy store (29) of the torsional vibration damper (23) has at least two in a zero position against each other biased compression springs (25, 27).

5. Friction clutch according to one of the preceding claims, characterized in that the torsional vibration damper (23) has a cage (37).

6. friction clutch according to the preceding claim, characterized in that the cage (37) with the Axialfederreibelement (39) is in abutting contact.

7. friction clutch according to one of the preceding two claims, characterized in that the cage (37) is in two parts.

8. friction clutch according to one of the preceding three claims, characterized in that a first compression spring (25) of the at least two compression springs (25, 27) between a tooth (31) of the mass (21) and a first stop (33) of the cage ( 37) and a second compression spring (27) of the at least two compression springs (25, 27) between the tooth (31) and a first stop (33) opposite the second stop (35) of the cage (37) are connected.

9. friction clutch according to one of the preceding four claims, characterized in that the cage (37) has a first disc (61) and an axially adjacent thereto arranged second disc (63).

10. Motor vehicle (7) with a friction clutch according to one of the preceding claims.