WO2012022294A2

WO2012022294A2 - Clutch disk for a friction clutch

Info

Publication number: WO2012022294A2
Application number: PCT/DE2011/001494
Authority: WO
Inventors: Steffen Lehmann; Benjamin Stober
Original assignee: Schaeffler Technologies Gmbh & Co. Kg
Priority date: 2010-08-19
Filing date: 2011-07-22
Publication date: 2012-02-23
Also published as: DE112011104263A5; DE102011079603A1; WO2012022294A3

Abstract

Disclosed is a clutch disk for a friction clutch, comprising an input part that includes a drive disk, an output part that includes a hub and a hub flange, the hub being connected in a rotationally fixed manner to an input shaft, and a main damper that is arranged between the input part and the output part. The hub flange is coupled to the hub by means of teeth, the hub flange having internal teeth that mesh with external teeth of the hub, the teeth allowing for torsional backlash between the hub and the hub flange. A predamper is arranged between the hub and the hub flange. In order to better dampen the coupling impact, at least one damping element is arranged on the hub, said damping element engaging with the teeth such that the teeth of the hub and hub flange have a first torsional backlash, following the elimination of which the damping element is elastically deformed by the teeth, and a second torsional backlash, following the elimination of which the internal teeth and external teeth are in contact with each other.

Description

Clutch disc for a friction clutch

The invention relates to a clutch disc for a friction clutch with a drive plate comprehensive input part and an output part, which comprises a rotatably connected to a Getriebeeingangsweile hub and a hub flange, and arranged between the input part and output member main damper, wherein the hub flange coupled to the hub by means of a toothing is, wherein the hub flange has an internal toothing, which is in engagement with an external toothing of the hub, wherein the toothing has a backlash of the hub relative to the hub flange, wherein between the hub and hub flange, a pre-damper is arranged.

Such a clutch disc is known from EP 0 488 859 A1. There is proposed to perform third elastic means in the form of a spring washer made of elastic material, which is different from the first and second elastic means belonging to the torsional vibration damper, wherein the spring washer extends in a radial direction parallel to the Mitnehmerschetbe and with a toothing for Hub complementary teeth is provided. This engages the gearing of the hub with a circumferential clearance smaller than the circumferential clearance between the gearing of the drive plate and the hub, the gearing of the hub being axially extended to engage the gearing of the drive plate and the shock absorbing plate can. This damper disc is rotatably connected to the drive plate and consists on its inner periphery of an elastically deformable material. The damping disk comprises at least one rigid first part, on which the toothing complementary to the toothing of the hub is located, and radially behind the complementary toothing, at least one elastically deformable second part is arranged for the rotating connection with the driving disk.

A disadvantage of the known solution is that it does not have sufficient damping for the Einkuppelschlag. A Einkuppelschlag occurs when the teeth of input and output parts-especially when engaging when a sudden high torque is applied- go into attack.

An object of the invention is to better dampen the Einkuppelschlag.

| Confirmation copy | This object is achieved by a clutch disc for a friction clutch with an input part comprising a drive plate and an output part, which encloses a hub rotatably connected to a transmission input shaft and a hub flange, and a main damper arranged between input part and output part, wherein the hub flange with the hub is coupled by means of a toothing, wherein the hub flange has an internal toothing, which is in engagement with an external toothing of the hub, wherein the toothing has a backlash of the hub relative to the hub flange, wherein between the hub and hub flange, a pre-damper is arranged, wherein at least one damping element on the hub side is arranged, which engages in the toothing, so that the toothing between the hub and hub flange, a first torsional backlash, after its Ü overcome the damping element is elastically deformed by the teeth, and a second torsional backlash, according to the overcoming the inner and Auflenverzahnung in contact, comprising.

The torsional backlash is thus divided into two, wherein after exhausting the first backlash, the damping element is effective and after further depletion of the second backlash the teeth goes into attack, so a non-rotatable connection between the input and output side is made. The drive plate usually carries friction linings and may comprise in the axial direction elastic elements, such as a spring segment disc. The main damper has a higher spring constant than the pre-damper. The pre-damper essentially serves to dampen small torque fluctuations, for example during idling of an internal combustion engine. In the system with the damping element, an element is integrated, which specifically reduces the Einkuppelschlag. The aim is to dampen the flanks of the respective gears.

The hub-side arrangement of the damping element is understood to mean that the damping element is connected indirectly (via further components) or directly to the hub flange. In the prior art, a rubber or elastomer buffer for hub flange toothing is firmly connected. In the solution according to the invention, the damping element is fixed to the hub teeth. In the solution according to the invention, a damping element or several damping elements, for example three damping elements, can be used. The damping elements can each be designed in a segment-like manner as independent individual parts or designed to be continuous as a complete part. The damping element is attached in one embodiment of the invention to a pre-damper cage. The pre-damper cage is rotatably connected to the hub via a toothing. The pre-damper cage is centered over the friction sleeve opposite the hub. By attaching the damping element to the Vordämpferkäfig the damping element is fixed relative to the hub teeth. The attachment of the damping element to the pre-damper cage also makes it possible to optimally exploit the axial space.

In one embodiment of the invention, the damping element is attached to a pre-damper cage or to another with the hub rotatably connected component. The rotatable connection of the pre-damper cage with the hub by means of a toothing allows easy installation, since the pre-damper cage can be easily pushed onto the teeth of the hub.

In one embodiment of the invention, at least one element, e.g. As the Vordämpferkäfig or the friction sleeve or the friction ring, rotatably connected via a toothing or Verzahnungsähniiche form elements with the hub.

In one embodiment of the invention, the damping element is attached to a centering mandrel of a non-rotatably connected to the hub element, in particular the Vordämpferkäfigs. The damping element has for this purpose a corresponding recess or bore, so that the damping element can be easily attached to the centering mandrel of Vordämpferkäfigs. As a result, both the axial and radial position of the damping element relative to the Vordämpferkäfig is fixed. A removal of the damping element from the centering mandrel is prevented for example by a corresponding obstruction of a movement in the axial direction, for example by further discs, such as a friction ring or the like, limit the axially possible path of the damping element.

In one embodiment of the invention, teeth of the internal teeth of the hub flange, which cooperate with the damping element, are smaller than the other teeth. The spline of the hub and the internal teeth of the hub flange are designed so that they can be rotated against each other under a circumferential clearance. After overcoming the circumferential clearance, the teeth of the external teeth and the teeth of the internal teeth are located on tooth flanks. According to the invention, it is now provided that the teeth whose tooth spaces are provided with the damping element have the corresponding make the tooth of the internal teeth of the hub flange smaller, so that there is room for the damping element between the involved tooth flanks. The size of the teeth is dimensioned such that at a Relatiwerdrehung the external teeth against the internal teeth, ie the hub flange relative to the hub, first cooperate with the damping element cooperating tooth or cooperating with the damping elements teeth at several damping elements to the damping element and only at a further rotation under elastic deformation of the damping element, the remaining teeth abut the respective other corresponding tooth. In further embodiments of the invention, the geometry described above is reversed, then the teeth of the internal teeth of the drive plate are each the same in terms of their pitch and the other dimensions, and the teeth of the outer teeth of the hub are different, so it is in the tooth spaces, in where the damping element or the damping elements is / are arranged, created a correspondingly large space for receiving the damping element.

In one embodiment of the invention, a backlash of the toothing is smaller than a twist angle of the pre-damper. The gearing between hub and hub flange overcomes their circumferential play so, before the entire path of the predamator is used up. So before the springs of the predamper go to block, the circumferential clearance between the teeth is already overcome. As a result, a further reduction in noise can be achieved because the springs of the pre-damper are no longer compressed to block.

In one embodiment of the invention, the damping element is trough-shaped. Under trough is understood here any configuration in which of a central part in both directions individual parts such. B. flags, so for example, a U-shaped component. The contour of the damping element is designed so that this forms together with the tooth gap in which this is arranged in the circumferential direction in both directions each stop for the corresponding internal toothing of the hub flange. The geometry of the damping element can be designed arbitrarily over wide areas by corresponding recesses are provided between the corresponding teeth of the external teeth of the hub.

In one embodiment of the invention, the clutch disc comprises a friction sleeve on which the hub is centered via a cone. The friction sleeve is arranged between the hub and the pre-damper cage and causes a centering of the pre-damper cage relative to the Hub. At the same time, when the hub flange or the driver disk is rotated relative to the hub, the friction sleeve provides a friction stage, so that the torsional characteristic of the damping device also includes an initial friction stage. The centering of the hub relative to the pre-damper cage by means of the friction sleeve allows optimal utilization of the axial and radial space, since no additional centering means must be provided. This simplifies the construction and assembly of the clutch disc according to the invention.

In one embodiment of the invention, the friction sleeve has a toothing which engages under a circumferential clearance in the outer toothing of the hub. By the toothing of the relative angle of rotation of the friction sleeve is limited relative to the hub, so that after exhaustion of the predetermined by the toothing relative rotation angle, the friction sleeve is taken. As a result, the friction stage is effective only at the initial rotation of the hub relative to the hub flange and not against the entire twisting range.

In one embodiment of the invention, the damping element is a rubber buffer, which rests in the outer toothing of the hub. To reduce the Einkuppelschlags rubber buffers are used, which engage in the toothing of the hub and in the counter-toothing of the hub flange. If a plurality of rubber buffers are used, they can be connected to one another via circumferential webs or the like to form a component. As a result, the assembly can be further simplified. The rubber bumpers may be made of any suitable rubber material such as EPDM or the like or other vulcanized rubber materials. In principle, all elastically deformable rubber materials are suitable here, since the degree of deformation and the loads on the rubber buffers are limited by the geometry of the toothing.

An embodiment of the invention will be explained in more detail with reference to the accompanying drawings. Showing:

1 shows a first section through an embodiment of an inventive

Clutch disc;

FIG. 2 shows a second section through an exemplary embodiment of a device according to the invention

Clutch disc; 3 shows a section in the plan view through the embodiment of Figures 1 and 2 in an enlarged view;

Figure 4 is a sectional side view through the embodiment of Figures 1 and 2 in an enlarged view;

Figure 5 is an overall view of the embodiment of the clutch disc according to the invention in plan view;

Figure 6 is a section A-A in Figure 5;

Figure 7 shows the embodiment of the invention of the clutch disc in a

Exploded view;

8 shows the embodiment of the invention of the clutch disc in a

spatial view.

Figures 1 to 8 show an embodiment of a clutch disc 15 according to the invention in different views. Figure 1 shows a section through the main damper described below and Figure 2 is a section through the pre-damper also described below. The clutch disc 15 comprises an input part 16, a spring segment disc 2 and friction linings 1. The spring segment disc 2 optionally has recesses which increase the elasticity of the spring segment disc 2 in the axial direction. The friction linings 1 are fastened by means of rivets 13 to the spring segment disc 2.

In the axial direction, the direction is understood to be parallel to the axis of rotation R of the clutch disc. Correspondingly, the radial direction is perpendicular to the axis of rotation R, the circumferential direction is a rotation about the axis of rotation R.

The clutch disc 15 further comprises an output part 18. The output part 18 comprises a hub flange 4 and a hub 6. The hub 6 has an outer toothing 19, the hub flange 4 has an internal toothing 20. The external toothing 19 and the internal toothing 20 are arranged coaxially with one another and engaged. The engaged external teeth 19 and internal teeth 20 are here as a whole toothing 21st designated. The toothing 21 is designed, as can be seen, for example, from the enlarged sectional view of FIG. 3, that there is play in the circumferential direction (that is to say when the hub 6 rotates relative to the hub flange 4). After overcoming the circumferential clearance, the teeth 22 of the external toothing come into contact with the teeth 23 of the internal toothing.

Between the input part 16 and the output part 18, a damper assembly 24 is arranged. This includes a main damper 25 and a pre-damper 26. The pre-damper 26 is also referred to as idle damper. The main damper 25 is essentially formed by compression springs 5, which are arranged in windows of the hub flange 4 and windows of the drive plate 3. Upon rotation of the hub flange 4 relative to the drive plate 3, the compression springs 5 are compressed. The relative angle of rotation of the two parts to each other is limited by the compression springs, namely when they are on block.

About the internal teeth 20 of the hub flange 4 is rotatably connected after exhaustion of the peripheral mirror with the externally toothed hub 6. This circumferential clearance defines the angle of rotation of the predamper 26, the compression springs 8 are half in the hub flange 4 and the other half in a pre-damper cage 7a. The hub flange 4 and the pre-damper cage 7a are rotatable relative to each other within said circumferential clearance.

The compression springs 8 of the pre-damper 26, of which there are three in the second embodiment, act directly on the hub flange 4. Between the drive plate 3 and the pre-damper cage 7a, a friction sleeve 7b is arranged. The pre-damper cage 7a and the friction sleeve 7b are preferably manufactured as a coherent part by injection molding and only separated in the assembly process via a predetermined breaking point. The pre-damper cage 7a has a toothing 27, via which it is rotatably connected to the hub 6. The friction sleeve 7b takes over the centering of the hub 6 via a cone 28 and has a toothing 29 which engages under a circumferential clearance in the outer toothing of the hub 6. After exhausting the circumferential clearance, the hub 6 is rotatably connected to the friction sleeve 7b. This results in a friction step in the torsion characteristic.

A main damper plate spring 9 is supported axially on spacer or stop bolts 10, with which this is either riveted or alternatively is loosely connected via a joining game. In the latter case the Anschlaqbolzen is designed as a stepped bolt whose head is the axial force receives the diaphragm spring and the shaft takes over the Zentrieraufgaben. The force of the main damper plate spring 9 is transmitted to a friction ring 11 a, with which it is rotatably connected. A front damper plate spring 12 is mounted on the friction ring 11a or the main vapors rtellerfeder 9 and is based on a friction ring 11 b. Preferably, the friction rings 11a, 11b are produced as a coherent part for injection molding and only separated in the assembly process via a predetermined breaking point.

Figure 3 shows a section in plan view and Figure 4 is a sectional side view through the embodiment of Figures 1 and 2 in an enlarged view. Rubber buffer 14 are rotationally fixed in the outer toothing 19 of the hub 6 is arranged. The rubber bumpers 14, of which three are present in the present embodiment, are fitted onto centering mandrels 31 of the pre-damper cage 7a. For this purpose, the rubber bumpers 14 comprise corresponding depressions on the side facing the pre-damper cage 7a. The outer teeth 19 of the hub flange engages with circumferential clearance in the rubber buffer 14. The circumferential clearance between the hub 6 and hub flange 4 is greater than the circumferential clearance between the rubber buffer 14 and hub flange 4. This ensures that the rubber buffer 14 in overcoming the circumferential clearance first in contact with the Hub flange 14 occur. After overcoming a first circumferential clearance, the circumferential clearance between rubber buffer 14 and hub flange, the rubber pads 14 come into contact with the external teeth 19 of the hub flange 4. After overcoming another circumferential clearance, the external teeth of the hub 6 with the internal teeth 20 of the hub flange 4 comes into contact. The first circumferential clearance and the further circumferential clearance add up to the overall circumferential play, which is predetermined by the toothing 21, that is to say the external toothing 19 and the internal toothing 20. About the hardness and geometry of the rubber buffer 14 and the difference between the total circumferential clearance and the first circumferential clearance, that is, the size of the other circumferential clearance, the damping of the stop, and thus the Einkuppelschlag between hub 6 and hub flange 4 is determined.

In the embodiment described here, the contour of all teeth 22 of the external teeth 19 of the hub 6 is identical and the contour of the teeth 23 of the internal teeth 20 of the hub flange 4, due to the circumferential clearance, designed differently. This interpretation can also be reversed. The teeth 23a of the internal teeth 20 are smaller in both the radial direction and in the circumferential direction than the teeth 23b of the internal teeth 20. The smaller teeth 23a cooperate with the rubber buffers 14, the teeth 23b interact directly with the external teeth 19. In a relative rotation of the hub flange 4 relative to the hub 6, the teeth 23a first encounter the rubber bumpers 14 as soon as the first circumferential clearance has been overcome. In a further relative rotation, the rubber buffer 14 are elastically deformed and it is overcome the other circumferential clearance until the teeth 23b of the internal teeth 20 abut against the corresponding teeth 22 of the external teeth 19. The rubber buffers 14 are therefore arranged within the toothing 21. The effect is approximately comparable to that, as if individual tooth flanks of the teeth 22 of the external teeth 19 are provided with a vulcanized rubber covering, for example. The tooth gaps between teeth 22 of the outer teeth 19, which are provided with a rubber buffer 14, thus have an impact-damping effect.

The features described above can also be taken from the further illustrations of the exemplary embodiment in FIGS. 5 to 8. Figure 5 shows an overall view of the embodiment of the clutch disc 15 according to the invention in plan view, Figure 6 shows a section AA in Figure 5. Figure 7 shows the embodiment of the invention the clutch disc 15 in an exploded view. FIG. 8 shows a three-dimensional view of the exemplary embodiment of the clutch disk 15.

LIST OF REFERENCE NUMBERS

friction lining

Spring segment disc

driver disc

hub flange

compression spring

hub

a pre-damper cage

b friction sleeve

DruckfedernVordämpfer

Main damper plate spring

0 stop bolts

1a friction ring

1b friction ring

2 front damper plate spring

3 rivet

4 rubber buffers

5 clutch disc

6 entrance section

18 output part

19 external toothing

0 internal toothing

1 toothing

2 tooth of external toothing

3 tooth of the internal toothing

4 damper assembly

25 main dampers

26 pre-damper

27 gearing pre-damper cage

28 cone

29 toothing

31 centering pin

R rotation axis

Claims

claims

1. Clutch disc (15) for a friction clutch with a drive plate (3) comprehensive input part (16) and an output part (18) comprising a non-rotatably connected to a transmission input shaft hub (6) and a hub flange (4), and an intermediate The hub flange (4) with the hub (6) by means of a toothing (21) is coupled, wherein the hub flange (4) has an internal toothing (20), the with an outer toothing (19) of the hub (6) is engaged, wherein the toothing (21) has a backlash of the hub (6) relative to the hub flange (4), wherein between the hub (6) and hub flange (4) is a pre-damper ( 26) is arranged, characterized in that the hub side at least one damping element (14) is arranged, which engages in the toothing (21), so that the toothing (21) between the hub (6) and hub flange (4) a first torsional backlash, according to the Overcome that Damping element (14) is elastically deformed by the toothing (21), and a second torsional backlash, after which the inner and Au (Jen toothing (19, 20) are in contact, has.

2. Clutch disc according to claim 1, characterized in that the damping element (14) on a pre-damper cage (7a) or on another with the hub (6) rotatably connected component (7b, 11b) is attached.

3. clutch disc according to claim 2, characterized in that at least one E-lement via a toothing (27) or tooth-like shape elements rotatably connected to the hub (6) is connected.

4. Clutch disc according to claim 3, characterized in that the damping element (14) is attached to a centering pin (31) of a non-rotatably connected to the hub element (7a).

5. Clutch disc according to one of claims 1 to 4, characterized in that teeth (23a) of the internal toothing (20) of the hub flange (4), which cooperate with the damping element (14) are smaller than the remaining teeth (23b).

6. Clutch disc according to one of claims 1 to 5, characterized in that a torsional backlash of the toothing (21) is smaller than a twist angle of the pre-damper (26).

7. Clutch disc according to one of claims 1 to 6, characterized in that the damping element (14) is trough-shaped.

8. Clutch disc according to one of claims 1 to 7, characterized in that it comprises a friction sleeve (7b) on which via a cone (28), the hub (6) is centered.

9. clutch disc according to claim 8, characterized in that the friction sleeve (7b) has a toothing (29) which engages under a circumferential clearance in the Auflenverzahnung (19) of the hub (6).

10. Clutch disc according to one of claims 1 to 9, characterized in that the damping element (14) is a rubber buffer, which rests in the outer toothing (19) of the hub (6).