WO2015055191A1 - Embrayage à friction à tendance au voilage réduite - Google Patents

Embrayage à friction à tendance au voilage réduite Download PDF

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Publication number
WO2015055191A1
WO2015055191A1 PCT/DE2014/200479 DE2014200479W WO2015055191A1 WO 2015055191 A1 WO2015055191 A1 WO 2015055191A1 DE 2014200479 W DE2014200479 W DE 2014200479W WO 2015055191 A1 WO2015055191 A1 WO 2015055191A1
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WO
WIPO (PCT)
Prior art keywords
pressure plate
friction
clutch
counter
plate
Prior art date
Application number
PCT/DE2014/200479
Other languages
German (de)
English (en)
Inventor
Jens BOHNEN
Florian Vogel
Johannes MERKLE
Jens LANGANKI
Original Assignee
Schaeffler Technologies AG & Co. 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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to EP14789513.0A priority Critical patent/EP3058242A1/fr
Priority to CN201480056803.7A priority patent/CN105637248A/zh
Priority to DE112014004786.4T priority patent/DE112014004786A5/de
Publication of WO2015055191A1 publication Critical patent/WO2015055191A1/fr

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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
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • 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
    • F16D13/70—Pressure members, e.g. pressure plates, for clutch-plates or lamellae; Guiding arrangements for pressure members
    • 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
    • F16D13/72—Features relating to cooling
    • 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
    • F16D13/75—Features relating to adjustment, e.g. slack adjusters
    • 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
    • F16D69/00—Friction linings; Attachment thereof; Selection of coacting friction substances or surfaces
    • F16D2069/004—Profiled friction surfaces, e.g. grooves, dimples
    • 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
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/02—Overheat protection, i.e. means for protection against overheating
    • F16D2300/021—Cooling features not provided for in group F16D13/72 or F16D25/123, e.g. heat transfer details
    • F16D2300/0212—Air cooling

Definitions

  • the invention relates to a friction clutch / single-disc friction clutch for a drive train of a motor vehicle, such as a truck, car, bus or agricultural utility vehicle, with a connectable with a dual mass flywheel platen, a pressure plate, and arranged in the axial direction between the platen and the pressure plate clutch disc wherein the clutch disc is non-positively connected in a coupled position of the friction clutch with a friction surface of the counter-pressure plate and a friction surface of the pressure plate, wherein at least one of the friction surfaces of the pressure plate and / or the counter-pressure plate has a radially extending ventilation slot.
  • the friction clutch is preferably designed as a self-adjusting clutch (SAC / self-adjusting clutch).
  • the friction clutch is used in the usual way in the drive train of the motor vehicle (cars, trucks, etc.) between the crankshaft flywheel and the transmission.
  • the invention like the SAC, is used for torque transmission or interruption between the internal combustion engine and the manual transmission as well as the starting element.
  • a friction clutch known from the prior art is the SAC. It is used as standard in passenger cars with internal combustion engines and manual transmissions. By a frictional connection, the engine torque is transmitted from the crankshaft to the transmission input shaft. For this purpose, the clutch disc is pressed by the contact force of the pressure plate to the secondary side of the dual mass flywheel. Requirement for the SAC is that the applied friction torque in the engaged state, the engine torque is not below, so the clutch does not slip.
  • the torque capacity of a single-disc clutch system results from the pressure force of the pressure plate, the friction radius and the coefficient of friction between the friction partners.
  • the friction clutch / friction clutch is provided with a rotatably mounted about an axis of rotation pressure plate, a pressure plate, and arranged between the pressure plate and the pressure plate and rotatably mounted about the axis of rotation mounted clutch disc, wherein the clutch disc has at least one friction lining, which is predominantly in a normal Rotary axis aligned radial plane extends and in a coupled state of the friction clutch frictionally between the pressure plate and the pressure plate is clamped or clamped, wherein the at least one friction lining has at least one aligned transversely to the radial plane elevation, which engages in a gegentechnische depression of the pressure plate or pressure plate, the force transmission surfaces between the standing in force transmitting active contact components.
  • the ventilation slot is radially inwardly and radially outwardly connected to a transversely to a friction surface receiving friction plane aligned discharge channel, which is open to the environment.
  • the pressure plate can thereby be provided with a radially extending ventilation slot (preferably a plurality of ventilation slots in the pressure plate and / or the counter-pressure plate, about twenty-four ventilation slots, 3 mm wide and 3.9 mm deep). These absorb the elongation of the heated friction surface, reducing the stresses that would result in poting. At the same time they promote the ventilation within the pressure plate.
  • the ventilation slots each have one, preferably as a through hole, such as a bore / through hole designed discharge channel, which extends to the pressure plate rear side.
  • the at least one ventilation slit of the pressure plate and / or the counter-pressure plate in the radial direction outside and within a bearing in the engaged position on the clutch disc contact area of the friction surface each open into an outlet region, wherein the outlet region is therefore not covered by the clutch disc but is open to the environment.
  • the ventilation slots are each radially outward and inward beyond the area covered by the clutch disc, thereby further improving air removal.
  • the air present in the ventilation slot can be quickly dissipated and the friction surfaces are cooled.
  • the Reibbelagabrieb can be removed quickly from the frictional contact.
  • the pressure plate and / or the counterpressure plate are made of a cast iron or a copper alloy, such as a brass material, preferably CuZn39Pb3, the friction surfaces can be further improved.
  • gray cast iron as a typical pressure plate material, already has favorable properties.
  • brass Ms58 CuZn39Pb3 should be chosen as the material. Due to the good thermal conductivity, the heat is dissipated very quickly from the friction surface. Compared to gray cast iron, the pottery On the other hand, it may be that the coefficient of friction remains at a stable high level. In addition to a sufficient strength and a high rigidity, these materials have a low thermal expansion, a high heat capacity and a high thermal conductivity.
  • the pressure plate has on its radial outer side and / or on its radial inner side a stiffening, along the circumference of the pressure plate extending, annular collar.
  • the pressure plate therefore has on the outer and inner diameter each have a circumferentially closed stiffening collar, which protrudes in the axial direction preferably beyond the friction surface in the direction of the flywheel / counter-pressure plate protrudes /.
  • the available space between the friction plate on the friction plate and the secondary flywheel is optimally utilized.
  • the collars hinder the cupping of the pressure plate, comparable to a double T-beam.
  • the collars allow the friction surface to be radially slotted (introduction of the ventilation slots) without the strength, in particular under speed, decreasing unacceptably.
  • the counterpressure plate has an annular collar extending along the outer circumference, wherein at least one window is preferably introduced into the collar, the air removal and thus the heat dissipation are further improved.
  • the window-like openings / windows in the collar of the counter-pressure plate allow a strong heat exchange with the ambient air (convection).
  • an additional ventilation is also generated by hiring the window surfaces in the direction of rotation.
  • a plate-shaped ausgestalteter, substantially flat clutch cover is rotatably connected to the counter-pressure plate, and the clutch cover and the counter-pressure plate are configured so that they form a pressure plate and the clutch disc enclosing housing, and / or the clutch cover at least an air exchange opening, such as a window or a hole has.
  • This design of the clutch cover additional space can be created.
  • This cover connection flat clutch cover is bolted from above on the high secondary collar / collar of the counter-pressure plate) offers here with the same rigidity better ventilation options than the connection (mounted clutch cover is bolted to tabs on the flat secondary flywheel).
  • the attributed bending radius on the clutch cover opens up further radial space for the outer pressure plate collar.
  • the flat clutch cover is therefore for the same mass, but larger openings for ventilation significantly stiffer than another clutch cover.
  • the pressure plate has at least one cam-shaped elevation on an axial side facing the clutch cover, against which a disk spring bears for displacing the pressure plate, wherein the at least one cam-shaped elevation of the pressure plate is hardened.
  • the bearing surface of the plate spring on the Anpressplattennocken can therefore be greatly reduced.
  • the heat transfer from the pressure plate is limited to the plate spring, which leads to a lower warming and thus to a lower decrease of the plate spring force.
  • these are hardened.
  • a friction lining of the clutch disk cooperating with the friction surface of the counter-pressure plate has a first wave-shaped groove structure, wherein the first groove structure is formed by a plurality of sublimities (also beepsable) that can be arranged concentrically with one another along the circumference , and wherein the first groove structure cooperates in the engaged position with a complementarily configured second groove structure on the friction surface of the counter-pressure plate.
  • the cupping can still be kept at a comparatively low value; the circumferential rotation is almost completely suppressed by the more symmetrical design. Since the coupling point of the coupling shifts to higher Ausgurdorf by the design of the Multiconusbelages, this shift is kept in the present coupling system by a higher L Representativeweg.
  • the transmission ratio of the plate spring of the friction clutch is adjusted and designed the clutch cover sufficiently rigid.
  • the pressure plate is biased relative to the clutch cover via at least one leaf spring in the direction of the counter-pressure plate, wherein the at least one leaf spring is held on at least one screw on the pressure plate, radial space can still be obtained.
  • the stiffening collar / stiffening collar on the outer Outer side of the pressure plate can thereby be further increased.
  • the leaf springs are then no longer riveted as usual on radially outwardly projecting tabs, but on the Anpressplatten Wegseite, preferably by means of a screw or riveting attached. At the same time, this reduces the corrugation of the pressure plate over the circumference.
  • / is the friction surface of the pressure plate and / or the friction surface of the counter-pressure plate designed to extend parallel to a radial line of the coupling axis of rotation, can be dispensed with the default Vorkoniztician.
  • temperatures ⁇ 220 ° C instead of 400 to 450 ° C are expected in conjunction with the flywheel-side / counter-plate-side multi-cone disk / multi-cone contours on the pressure plate.
  • the absolute heat capacities of pressure plate and secondary flywheel / counter pressure plate are just adapted to the expected energy distribution, whereby a uniform temperature distribution is to be achieved. Since the dynamic dosing of the optimized pressure plate during the load cycles is significantly lower, the standard pre-tapering of the friction surface is dispensed with, which ensures a more uniform contact pattern, especially when driving with low energy.
  • the counterpressure plate has a fastening region for attachment to the dual mass flywheel on which a plurality of perforated plates extending in the radial direction are formed, and the fastening region comprises a plurality of, preferably at least six, more preferably at least ten, particularly preferably at least twelve radial webs with the friction surface connected is.
  • the secondary flywheel / counter-pressure plate is connected to the flange via the formed tabs / rivets, the friction surface is in turn connected via twelve thin webs (instead of usually six thick webs). This overall very flexible connection ensures that the thermal expansion of the friction surface is not too strongly suppressed and leads to Topfung. Outside the Topfung is hampered by the very high and comparatively wide, so therefore very stiff collar, which in turn is supported on the radially rigid clutch cover.
  • the collar of the counter-pressure plate is supported on a radial outer side of the clutch cover, and / or the collar is connected via a plurality of fastening means, such as screws, preferably at least six, more preferably at least ten, more preferably at least twelve attachment means to the clutch cover , If the attachment preferably with a screw of the clutch cover with twelve thin screws instead of six thicker, on the one hand, radial space is gained, on the other decreases due to the smaller pitch angle the inclination tomatiswellung. A further tangentially encircling groove below the friction surface acts as a joint and ensures that the friction surface does not deform too much convex, but carries as even as possible.
  • fastening means such as screws
  • the window in the collar of the counterpressure plate is designed such that it conveys a fluid surrounding the counterpressure plate in the direction of the clutch disc during operation
  • the window can be configured similarly to a fan as an actively acting cooling device, which returns the cooler ambient air to the latter Clutch inside transported.
  • the clutch disc has an offset compensation disc which permits a displacement of the friction lining in the radial direction in order to center the friction lining to the friction surface of the counterpressure plate
  • the clutch disc can preferably be centered over the groove structure relative to the counterpressure plate.
  • the clutch disc has a pad spring formed by two double spring segments.
  • a padding suspension can be provided with parallel acting outer corrugation and designed for a high residual suspension at the operating point.
  • FIG. 1 shows a friction coupling according to the invention shown in longitudinal section according to a first embodiment, wherein the section along the coupling axis of rotation is running and in particular the embodiment of the friction clutch in the region of the counter-pressure plate, the clutch disc and the pressure plate is clearly visible
  • Fig. 2 is an isometric view of a longitudinally-cut pressure plate, as used in the friction clutch of FIG. 1, wherein the pressure plate is shown from a front, which front is designed as a friction surface and friction during operation of the clutch with a friction lining of a clutch disc - is conclusively connectable,
  • FIG. 3 is an isometric view of the back of the Anpressplattenmaschines shown in Figure 2, wherein cam-shaped elevations are arranged as contact surfaces for the plate spring on the back
  • 4 is an isometric view of a longitudinally cut clutch disc, which clutch disc is used in FIG. 1 in the friction clutch according to the invention
  • Fig. 5 is an isometric view of a counter-pressure plate as used in the friction clutch of Fig. 1, the counter-pressure plate being shown from a front side, i. that side which forms the friction surface and which can be frictionally engaged with the friction lining of the clutch disk during operation of the friction clutch,
  • Fig. 6 is an isometric view of a longitudinally-cut platen as shown in Fig. 5, with the platen now being shown from a back side, i. from one side, which faces away in the operating state of the clutch disc is forth dargterrorism
  • Fig. 7 is an isometric view of the clutch cover, which is used in the friction clutch of Figure 1, wherein the clutch cover is shown from its inside, which inner side in the operating state in contact with the counter-pressure plate, and
  • Fig. 8 is an isometric view of a longitudinally-sectioned portion of the clutch cover of Fig. 7, with the clutch cover shown from an exterior, i. a side which faces away in the operating state of the counter-pressure plate.
  • a first embodiment of a friction clutch 1 is shown.
  • the friction clutch 1 is designed for use in a drive train of a motor vehicle, such as a car, truck, bus or agricultural utility vehicle.
  • the friction clutch 1 is designed as a dry / dry-running friction clutch 1. Alternatively, however, it can also be designed as a wet-running friction clutch 1.
  • the friction clutch 1 is self-adjusting.
  • the friction clutch 1 is also geometrically and material-technically designed to a Topfung the coupling parts, in particular the pressure plate 4, to avoid (Potting Avoiding Clutch (PAC)).
  • the friction clutch 1 basically comprises a counter-pressure plate 3, which is connectable to a dual-mass flywheel 2 and in the operating state of the friction clutch 1 is also firmly connected to this dual-mass flywheel 2.
  • the dual mass flywheel 2 is then further in the usual way with an output shaft / crankshaft, not shown here an internal combustion engine, such as a gasoline or diesel engine rotatably connected.
  • the friction clutch 1 comprises a pressure plate 4 and a clutch disc 5 arranged in the axial direction between the counter-pressure plate 3 and the pressure plate 4, wherein the clutch disc 5 in a coupled position of the friction clutch 1 frictionally with a friction surface 6, hereinafter referred to as the first friction surface 6, the counter-pressure plate 3 and a friction surface 7, hereinafter referred to as the second friction surface 7, the pressure plate 4 is connected.
  • At least one of the friction surfaces 6, 7 / first and second friction surfaces 6, 7 of the pressure plate 4 and / or the counter-pressure plate 3 has a ventilation slot 8 extending in the radial direction.
  • this ventilation slot 8 is radially inwardly and radially outwardly connected in each case to a discharge channel 10, 1 1 aligned transversely to a friction surface 6, 7 receiving friction plane 9, 35, which discharge channel 10, 11 is open to the environment.
  • the pressure plate 4 has a substantially annular configuration.
  • second friction surface 7 i. that side of the pressure plate 4 which rests frictionally engaged in the engaged position on a friction lining (first friction lining 12a) of the clutch disc 5 is not only a single ventilation slot 8, but even more ventilation slots 8 are introduced.
  • Each of these ventilation slots 8 extends substantially along a radial line of the coupling rotational axis 13.
  • the second friction surface 7 is substantially flat / flat (and parallel to a radial plane of the coupling axis of rotation 13) configured.
  • the radially extending ventilation slots 8 are spaced from each other at equal angular intervals and extend from a first collar portion 14 / first collar to a second collar portion 15 / second collar out, the second collar portion is disposed radially outside of the first collar portion 14.
  • the first collar portion 14 is integrally formed on a radially inner side / inner peripheral side / inner peripheral surface of the pressure plate 4.
  • the first collar region 14 is designed essentially as an annular thickening element which extends continuously along the circumference.
  • the first collar region 14 can therefore also be referred to as an annular projection which adjoins the inside of the second friction surface 7 and limits the second friction surface 7 inwards.
  • the first collar region 14 therefore extends as a protrusion in the axial direction away from the second friction surface 7 and towards the clutch disk 5.
  • the second collar region 15 is configured essentially like the first collar region 14, but is configured on an outer collar region 14. arranged circumferentially / an outer side / an outer peripheral surface of the pressure plate 4. It is also continuous circumferentially throughout the circumference and configured as a substantially annular element. It also represents a kind of survey / projection, which extends (viewed in the operating state) from the second friction surface 7 to the clutch disc 5 out.
  • Each of the ventilation slots 8 opens in the region of the first collar region 14 and the second collar region 15, i. At a radially outer end and a radially inner end in a discharge channel 10, 1 1.
  • the radial distance between the two collar portions 14, 15 and the length (radial extent) of the ventilation slots 8 are so on the radial size / width of the first friction lining 12 a matched that the ventilation slots 8 protrude with their radially inner and outer ends in the engaged position over the contact area between the first friction lining 12 a and second friction surface 7.
  • each ventilation slot 8 in the engaged position of the friction clutch 1 in its mouth areas / at its connection points with the discharge channels 10, 1 1 is not obscured by the configuration of exit areas 34 of the first friction lining 12a, but open to the environment.
  • the discharge channel 10, which connects at a radially outer end of a ventilation slot 8, is referred to as a first discharge channel 10
  • the discharge channel 1 1, which adjoins a radially inner end of this ventilation slot 8, is referred to as a second discharge channel 1 1.
  • Both the first discharge channel 10 and the second discharge channel 1 1 extend from the ventilation slot 8 from the second friction surface 7 away, to one of the clutch disc 5 side facing away from the pressure plate 4 out.
  • Both the first discharge channel 10 and the second discharge channel 1 1 are preferably designed as a through hole, for example as a through hole.
  • the discharge channels 10 and 1 1 extend both in the axial and in the radial direction and are thus both to the back (ie to the clutch disc 5 in the operating state side facing away) the pressure plate 4 out as well, by their connection to the ventilation slot 8, to second friction surface 7 open.
  • the first discharge channel 10 extends in a straight line from the ventilation slot 8 in the radial direction outwards and at the same time in the axial direction.
  • the second discharge channel 1 1 extends from the radially inner end of the ventilation slot 8 from the back of the Anpressplate 4 out in the radial direction inwards and in the axial direction.
  • the pressure plate 4 further comprises a plurality of cam-shaped elevations 16 / cams distributed around the circumference. These elevations 16 extend in the axial direction of the second friction surface 7 away substantially in the axial direction and serve to bear against a portion of a plate spring 17 of the friction clutch 1, for actuating the pressure plate 4 during engagement and disengagement in the operation of the friction clutch. 1
  • the clutch disc 5 built in Fig. 1 is further shown in detail.
  • the clutch disc 5 has two friction lining parts / two friction linings 12a and 12b.
  • the one friction lining part / also referred to as the first friction lining 12a has a substantially planar surface, which cooperates in the operating state with the flat second friction surface 7 of the pressure plate 4.
  • the second friction lining region, also referred to as second friction lining 12b has an essentially wave-shaped groove structure 18 on its surface.
  • the groove structure 18 can also be labeled as a multiconstant structure.
  • This second friction lining 12b cooperates with the first friction surface 6 of the counter-pressure plate 3, wherein the counter-pressure plate 3 / the first friction surface 6 in its friction plane 35 (second friction plane 35) has a groove structure formed complementary to the groove structure 18 of the clutch disc 5, subsequently as a second groove structure 19 designated.
  • the first groove structure 18 on the clutch disc 5 is formed by a plurality of circumferentially extending, concentrically arranged sublimbs 21. These raised portions 21 of the first groove structure 18 cooperate with likewise circumferentially extending grooves 20 of the second groove structure 19 in that each sublime 21 projects into and abuts a groove 20.
  • the counter-pressure plate 3 has a substantially disc-shaped base body 22 on which the second groove structure 19 is applied, for example milled, screwed or otherwise formed.
  • the main body 22 has the second groove structure 19 on a in the operating state of the clutch disc 5 facing end side / the front side.
  • On a radial inner peripheral surface of the base body 22 is a mounting portion 23 to the Basic body 22 then.
  • This attachment region 23 is also substantially disk-shaped and has a plurality of fastening tabs 24. These attachment tabs / tabs 24 are evenly distributed around the circumference and serve to receive a fastener, which is not shown here for clarity.
  • This fastening means is designed, for example, as a rivet or screw and serves to fasten the fastening region 23 to the dual-mass flywheel 2 / a secondary flywheel.
  • the fastening region 23 is connected to the inner peripheral surface of the base body 22 via a plurality of connecting webs 25.
  • This third collar portion 26 On a radially outer circumferential surface connects to the base body 22 along the circumference continuously extending collar portion, hereinafter referred to as the third collar portion 26 at.
  • This third collar region 26 is substantially annular in shape and extends away from the outer peripheral surface of the main body 22 in both the axial and radial directions. In the axial direction, the third collar portion 26 (viewed in the operating state) extends in the direction of a clutch cover 27, which will be explained in more detail below.
  • the third collar portion 26 extends so far in the axial direction over the clutch disc 5 and the pressure plate 4 of time, namely radially outward over these two elements away, that he encloses them.
  • the third collar portion 26 has a plurality of fastener receiving means 28, which serve to receive a plurality of fastening means 29 and for fastening the clutch cover 27 with the third collar portion 26.
  • the fastening means 29 may, for example, be configured as screws and the fastening means receptacle 28 as an internal thread, so that the fastening means 29 abuts in the operating state screw head side on a portion of the clutch cover 27 and the clutch cover 27 by screwing the screw in the internal thread of the third collar portion 26 on the platen. 3 attached.
  • twelve fastener receivers 28 are provided in the third collar portion 26 which are evenly distributed along the circumference.
  • the third collar region 26 has a plurality of windows 31, which serve as cooling openings.
  • the windows 31 penetrate the third collar region 26 in the radial direction.
  • the windows 31 are introduced along the circumference in each case between two fastener receptacles 28 arranged adjacent to one another, wherein the fastener receptacles thus form webs which separate the windows 31 distributed around the circumference.
  • twelve windows 31 are likewise introduced in the third collar region 26.
  • the windows 31 are configured in such a way on the side of the fastening means receptacle 28 that they form a type of ventilation geometry.
  • the clutch cover 27 is then particularly well in Figs. 7 and 8 can be seen.
  • This clutch cover 27 is designed substantially flat and plate-like in the form of a disc.
  • the clutch cover 27 has, at a radially outer area / a radial outer side, the through holes 30 for fastening the clutch cover 27 to the counterpressure plate 3 by means of the fastening means 29.
  • the through holes 30, twelve in number, are uniformly distributed along the circumference corresponding to the distances of the fastener receiving means 28.
  • the clutch cover 27 has a plurality of openings 32, which are also configured like a window. These openings penetrate the clutch cover 27 in the axial direction and thus serve to vent the interior of the housing formed by the clutch cover 27 and the counter-pressure plate 3.
  • both the counterpressure plate 3 and the pressure plate 4 are made of a copper alloy, preferably a brass material, particularly preferably a CuZn39Pb3. Also, the pressure plate 4 and the counter-pressure plate 3 are designed such that they have residual stresses / material tensions. These residual stresses act to pot, i. a temperature-induced distortion / deformation of the plate 3, 4 against.
  • the pressure plate 4 is further biased relative to the clutch cover 27 via at least one leaf spring 36 (FIG. 1) in the direction of the clutch cover 27 and is pressed via the plate spring 17 in the direction of counter-pressure plate 3.
  • the at least one leaf spring is held by at least one screw on the pressure plate 4. This screw connection is on the back of the pressure plate 4, i. one of the clutch disc 5 in the operating state remote side, arranged.
  • the first friction surface 6 can also be configured parallel to the second friction lining 12b.
  • the two friction surfaces 6, 7 extend along a radial line.
  • the counterpressure plate 3 on the first friction surface 7 may also have the ventilation slots 8 described above.
  • an offset compensation disc 33 is furthermore provided in the clutch disc 5.
  • This offset compensation disc 33 serves to center the two friction linings 12a and 12b relative to the friction surfaces 6, 7 of the counter-pressure plate 3 and the pressure plate 4.
  • This offset compensation disc 33 allows a displacement of the respective friction lining 12a, 12b relative to the friction surfaces 6, 7 in the radial direction.
  • a pad spring is designed, which is designed as a double spring segment.

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

Abstract

L'invention concerne un embrayage à friction, destiné à un groupe motopropulseur d'un véhicule automobile, qui comprend une plaque de contre-pression pouvant être reliée à un volant à deux masses, une plaque de pression et un disque d'embrayage disposé dans une direction axiale entre la plaque de contre-pression et la plaque de pression. Lorsque l'embrayage à friction est en position d'accouplement, le disque d'embrayage est relié par complémentarité de formes à une face de friction de la plaque de contre-pression et à une face de friction de la plaque de pression. L'une au moins des faces de friction de la plaque de pression et/ou de la plaque de contre-pression comporte une fente de ventilation s'étendant radialement. La fente de ventilation est reliée, radialement à l'intérieur et radialement à l'extérieur, à un conduit d'évacuation qui est orienté transversalement au plan de friction recevant la face de friction et qui est ouvert vers l'environnement.
PCT/DE2014/200479 2013-10-17 2014-09-18 Embrayage à friction à tendance au voilage réduite WO2015055191A1 (fr)

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EP14789513.0A EP3058242A1 (fr) 2013-10-17 2014-09-18 Embrayage à friction à tendance au voilage réduite
CN201480056803.7A CN105637248A (zh) 2013-10-17 2014-09-18 具有降低的罐形化倾向的摩擦离合器
DE112014004786.4T DE112014004786A5 (de) 2013-10-17 2014-09-18 Reibkupplung mit verringerter Topfungsneigung

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DE102018108165A1 (de) * 2018-04-06 2019-10-10 Schaeffler Technologies AG & Co. KG Reibkupplung
DE102019112520B3 (de) * 2019-05-14 2020-06-18 Schaeffler Technologies AG & Co. KG Reibkupplung mit einer Rotationsachse für einen Antriebsstrang, sowie ein Fertigungsverfahren für eine Anpressplatte für eine Reibkupplung
DE102019126080A1 (de) * 2019-09-27 2021-04-01 Schaeffler Technologies AG & Co. KG Kupplungsanordnung

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GB2244788A (en) * 1990-05-31 1991-12-11 Luk Lamellen & Kupplungsbau Torque transfer device
EP0848179A1 (fr) * 1996-12-10 1998-06-17 Borg-Warner Automotive, Inc. Assemblage de disques.
US20040050645A1 (en) * 2002-09-12 2004-03-18 Martin William A. Air-cooled centrifugal clutch with air impeller plate
EP2453145A1 (fr) * 2010-11-15 2012-05-16 Vicura AB Plaque de pression pour système d'embrayage à sec
CN101368601B (zh) 2007-08-18 2013-03-27 Zf腓特烈港股份公司 用于摩擦离合器的压板
DE102013205108A1 (de) * 2012-04-02 2013-10-02 Schaeffler Technologies AG & Co. KG Anpressplatte und Reibungskupplungseinrichtung mit einer Anpressplatte

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GB2244788A (en) * 1990-05-31 1991-12-11 Luk Lamellen & Kupplungsbau Torque transfer device
EP0848179A1 (fr) * 1996-12-10 1998-06-17 Borg-Warner Automotive, Inc. Assemblage de disques.
US20040050645A1 (en) * 2002-09-12 2004-03-18 Martin William A. Air-cooled centrifugal clutch with air impeller plate
CN101368601B (zh) 2007-08-18 2013-03-27 Zf腓特烈港股份公司 用于摩擦离合器的压板
EP2453145A1 (fr) * 2010-11-15 2012-05-16 Vicura AB Plaque de pression pour système d'embrayage à sec
DE102013205108A1 (de) * 2012-04-02 2013-10-02 Schaeffler Technologies AG & Co. KG Anpressplatte und Reibungskupplungseinrichtung mit einer Anpressplatte

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