WO2021047714A1

WO2021047714A1 - Clutch disk having a rotation axis for a friction clutch

Info

Publication number: WO2021047714A1
Application number: PCT/DE2020/100699
Authority: WO
Inventors: Jean-Francois Heller; Frank Wille; Uwe Weller; Alexander Voit; Jerome Malitourne; Jürgen SEITER
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2019-09-11
Filing date: 2020-08-11
Publication date: 2021-03-18
Also published as: DE102019124427A1; EP4028673A1; CN114341514A

Abstract

The invention relates to a clutch disk (1) having a rotation axis (2) for a friction clutch (3), comprising at least the following components: - a torsion damper flange (4); - a driving disk (5); - a counterpart disk (6); - an axial fastening device (7), by means of which the driving disk (5) and the counterpart disk (6) are axially and torsionally rigidly connected to each other; - a friction ring (8) between the torsion damper flange (4) and the driving disk (5) or the counterpart disk (6); and - a plate spring (9) for exerting an axial force (10) on the friction ring (8) for a frictional connection. The clutch disk (1) is characterized in particular that the friction ring (8) is positioned in a predetermined manner by means of the axial fastening device (7) and the plate spring (9) is positioned in a predetermined manner by means of the friction ring (8). The clutch disk proposed according to the invention achieves a high degree of installation safety for a plate spring of a torsion vibration damper, including in the case of restricted installation space.

Description

Clutch disc with a rotation axis for a friction clutch

The invention relates to a clutch disk with an axis of rotation for a friction clutch, a friction clutch with such a clutch disk for a drive train, a drive train with such a friction clutch, and a motor vehicle with such a drive train.

Clutch disks, for example for a friction clutch of a motor vehicle, with a torsional vibration damper are known from the prior art. In one embodiment, such a torsional vibration damper comprises a friction device, for example as a hysteresis element. Such a friction device is set up to dissipate vibration energy, so that a more even torque transmission from an input side to an output side of a friction clutch is achieved.

In some applications, the installation space for such a friction device in a clutch disc is very tight. As a result, there is a risk that the plate spring tongues will be out of place during assembly and, for example, get into a riveting area. It is then not guaranteed that the disc spring is fully functional and / or the quality assurance in the assembly is complex.

Proceeding from this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features according to the invention emerge from the independent claims, for which advantageous configurations are shown in the dependent claims. The features of the claims can be combined in any technically meaningful manner, with the explanations from the following also here Description and features from the figures can be used, which include supplementary embodiments of the invention.

The invention relates to a clutch disc with an axis of rotation for a friction clutch, having at least the following components: a torsion damper flange; a drive plate; a counter disk; an axial fastening device by means of which the drive disk and the counter disk are connected to one another axially and in a torque-rigid manner; a friction ring between the torsion damper flange and the drive plate or the counter plate; and a plate spring for exerting an axial force on the friction ring for frictional engagement.

The clutch disc is primarily characterized in that the friction ring is positioned in a predetermined manner by means of the axial fastening device and the disc spring is positioned in a predetermined manner by means of the friction ring.

In the following, reference is made to the named axis of rotation if the axial direction, radial direction or the circumferential direction and corresponding terms are used without explicitly otherwise indicating. Unless explicitly stated otherwise, ordinal numbers used in the preceding and following description are only used for clear distinction and do not reflect any order or ranking of the components identified. An ordinal number greater than one does not necessarily mean that another such component must be present.

The clutch disc proposed here is set up for conventional use in a friction clutch, that is to say for frictionally releasable Torque transmission in a friction package. Such a friction package comprises at least one clutch disk and a pressure plate and a counterplate for each clutch disk, or in the case of a double clutch, for example, a common central plate instead of two counterplates. The counter plate is also referred to as a flywheel (due to its additional function). The counter-plate and the pressure plate are connected to one another in a rotationally fixed manner and to the input side in a torque-resistant manner, the clutch disc being connected to the output side in a torque-resistant manner.

The input side denotes the side via which a torque is introduced in a main operating state, and the output side denotes the side via which a torque is queried in a main operating state. In some applications, reverse operation is possible or even an operating state that is the same or more frequent than a torque transmission from the input side to the output side. The input side is connected in a torque-stiff manner, for example, to an engine shaft of a drive machine, for example to a combustion shaft of an internal combustion engine. The output side is (then) connected to a transmission input shaft in a torque-resistant manner. In order to press the clutch disc for frictional torque transmission between the pressure plate and the counter-plate, the pressure plate can be moved axially so that it can be pressed axially against the clutch disc. For the frictional engagement, the clutch disk has a friction surface which is arranged radially on the outside and which can be axially compressed between the counterplate and the pressure plate, so that a torque can be releasably transmitted in a frictionally engaged manner. The friction surface is held by a drive plate, for example glued and / or riveted. Furthermore, a counter-disk is provided, which is connected to the drive disk axially and in a torque-resistant manner by means of an axial fastening device. The drive plate and the counter plate are also generally referred to below as the disks. A torsion damper flange is damped and transmits torque with the Drive plate and the counter plate connected, for example by means of at least one, preferably a plurality of, damper spring (s).

For damping, a (first) friction ring is (permanently) axially frictionally pressed against the torsion damper flange, so that the torsional vibration energy is dissipatively withdrawn from the system in the form of friction (heat). In order to achieve a predetermined torsional vibration damping, a predetermined frictional force is desired, that is, a predetermined axial pressure of the friction ring against the torsion damper flange, that is, a predetermined axial force is necessary to generate the frictional engagement. This axial force is held by a structurally, so as a result of a set axial distance, axially pretensioned disc spring. In one embodiment, the plate spring is axially supported on the rear of the drive plate. In one embodiment, the plate spring is axially supported on the rear of the counter disk. In a further embodiment, a further friction ring is provided between the torsion damper flange and the respective other disk (for example the counter disk), preferably without a further plate spring.

In order to accommodate the disc spring in the mostly confined space in such a way that assembly is simple and the functionality of the mounted clutch disc is ensured, it is desirable for the disc spring to be positioned in a predetermined manner with tight positioning tolerances. At the same time, it is not desirable for the plate spring to be in frictional contact (at least in a region of the tilting movement) with an element of one of the disks and / or the axial fastening device.

It is now proposed here that the disc spring be positioned in a predetermined manner only indirectly via the axial fastening device. The friction ring is positioned in a predetermined manner by means of at least one corresponding positioning receptacle directly above the axial fastening device, for example in a form-fitting manner.

The positioning receptacle is preferably set up in such a way that the friction ring is positioned in a predetermined manner with as little play as possible in the circumferential direction (with close tolerances). For example, contact between the positioning receptacle and a corresponding (positioning-effective) surface of the axial fastening device is permissible. The disc spring is now positioned in a predetermined position directly above the friction ring. Thus, a positioning of the plate spring without direct contact and thus without (frictional) contact relative to the axial fastening device is positioned in a predetermined manner. The plate spring is preferably positioned with a positive fit relative to the friction ring.

It is further proposed in an advantageous embodiment of the clutch disc that the axial fastening device is formed by at least one stepped bolt and the friction ring forms a through opening for each stepped bolt.

A stepped bolt, here preferably used as a spacer bolt, has sections over its length with different diameters, so that the disks are axially and torque-rigidly fixed to one another, preferably a predetermined distance is set up between the driver disk and the counter disk, preferably by means of at least two shoulders in a form-fitting manner is set. For example, the end of the stepped bolts are deformed, for example riveted, for connection to the drive plate and the counter plate. By reshaping the stepped bolt, the counter disk and the driver disk are connected to one another in an axially and torque-resistant manner. If centering of the friction ring (and preferably also the plate spring) is to be achieved at the same time by means of the stepped bolts, it is advantageous if three or more stepped bolts are provided.

To transmit a high torque and / or a high degree of tilting rigidity between the two disks, it is advantageous to provide five or more stepped bolts. In one embodiment, in addition to the at least one stepped bolt, at least one further, for example axially aligned sheet-metal-formed element, which is formed from at least one of the disks and forms the axial fastening device together with the stepped bolt. In an alternative Embodiment, the axial fastening device is carried out free of, so without, bolts.

In this embodiment, the friction ring is designed with such a radial extension that the friction ring with the at least one stepped bolt overlaps radially (and in the circumferential direction, that is, flat). As a result of this large radial expansion of the friction ring, it has great torsional rigidity. A through opening is formed in the material of the friction ring for the at least one stepped bolt, preferably in each case. The through-opening is designed at least in the circumferential direction with as little play as possible on the (corresponding shank of the) stepped bolt, so that very precise positioning of the friction ring is achieved. In one embodiment in which the friction ring is to be centered, the through opening is preferably designed with a small amount of play radially on the outside and / or radially on the inside with respect to the stepped bolt. The radial position, that is to say the centering, of the friction ring is thus achieved in a predetermined manner when the friction ring is mounted.

The friction ring preferably forms one, preferably the only, friction surface to the torsion damper flange radially outside of the at least one stepped bolt. With the friction surface of the friction ring arranged radially on the outside, the disc spring is designed with the friction ring-side, ie front-side, bearing surface facing radially outward and the disk-side, ie rear-side, bearing surface radially inward.

It is also proposed in an advantageous embodiment of the clutch disc that the friction ring has at least one tab with an axial extension and the plate spring forms a corresponding tab receptacle for at least one of the tabs, the cup spring being positioned in a predetermined manner by means of the tab and the corresponding tab receptacle. So that the assembly of the clutch disc can be carried out easily and reliably, the disc spring must be securely (for example vibration-proof) positioned in a predetermined manner. For this purpose, it is proposed here that the tabs are in engagement with the corresponding tab receptacles with an axial extension. The tabs are preferably integrated into the friction ring and / or the tab receptacles are integrated into the disk spring, particularly preferably (each) formed in one piece with the friction ring or with the disk spring. A form-fitting connection is formed with the tab and the tab receptacle. This ensures that the disc spring does not shift during the assembly process. This ensures that the disc spring does not get into the later assembly area of the axial fastening device. This means that incorrect assembly with regard to the disc spring (and the friction ring) is ruled out. For example, the axial fastening device is a stepped bolt according to an embodiment of the previous description. So that the plate spring is correctly pre-positioned and centered, it is advantageous if three or more of the tabs and the tab receptacles are provided. For easier assembly, the number of tabs and tab receptacles of the axial fastening device preferably corresponds to, for example, five of the tabs and five of the (corresponding) tab receptacles with five stepped bolts. In the assembled state of the clutch disc, a single tab is preferably in engagement with a single (corresponding) tab receptacle. The tabs and the tab receptacles are preferably arranged on a radially outer edge of the friction ring and / or the plate spring.

It is also proposed in an advantageous embodiment of the clutch disc that the friction ring forms a pair of tabs in at least one of the stepped bolts and the plate spring correspondingly forms a corresponding pair of tab receptacles for the respective stepped bolt.

In this embodiment, two of the tabs and two (corresponding) of the tab receptacles for the predetermined positioning of the plate spring each form a few. A single one of the tabs and a single one of the tab receptacles are preferably in engagement with one another. A plurality of so-called disk spring tongues extend radially inward at the radially outer edge when there is axial force-transmitting contact between the friction ring and the disk spring and radially inside the stepped bolt when there is axial force-transmitting contact between the friction ring and the disk spring radially outside. The plate spring tongues are each arranged in pairs in the circumferential direction, preferably closely, adjacent to the left and right of a stepped bolt.

In one embodiment, a plurality of damper springs designed as helical springs is provided. The spring axes of these damper springs are preferably oriented tangentially. The stepped bolts and the (center of the spring axis or spring ends of the) damper springs are preferably arranged in the circumferential direction on a common circle, with a plate spring tongue preferably being arranged immediately adjacent to a stepped bolt and (one spring end) one of the damper springs. One of the tab receptacles is preferably arranged in a radial extension of one of the plate spring tongues, that is to say in a common radial extension. In an alternative embodiment, damper springs are designed with a different diameter than the stepped bolts and / or in a different design, for example as helical helical springs.

According to a further aspect, a friction clutch for a drive train is proposed, having at least the following components: at least one axially compressible friction package comprising friction plates and at least one clutch disc according to an embodiment according to the above description, via which a torque can be transmitted in the compressed state; an input side for receiving a torque; and an output side for outputting a torque, the input side being connected to the output side in a torque-transmitting manner solely by means of the friction pack. The friction clutch is designed to releasably transfer torque in a drive train from its input side to its output side, and preferably vice versa. For this purpose, an axially compressible friction package is provided between the input side and the output side (connected in a torque-proof manner), which is composed of at least two friction plates and at least one clutch disc according to an embodiment as described above. In a preferred embodiment, a single clutch disc is provided between a first friction plate, an axially movable pressure plate, and a second friction plate, preferably an axially fixed counterplate, and can be pressed in between for frictional torque transmission by means of a pressure force. As a result of the contact pressure, a frictional force results from the flat friction pairings between the area of the clutch disc predetermined for frictional engagement and a (respective) corresponding counter-friction area of the respective friction plate, which, multiplied by the mean radius of the friction surface formed, results in a transferable torque. Multiplied by the number of friction pairings, this gives roughly the transferable (maximum) total torque of the friction clutch. In the unpressed state of the friction pack, no torque or only a permissible low drag torque can be transmitted between the input side and the output side. The friction clutch is designed, for example, as a double clutch with two friction packs, with the respective counter-plate preferably being formed by a common central plate.

The input side is set up to absorb a torque, for example connected to a drive machine (indirectly or directly) in a torque-proof manner. The output side is set up to output a torque, for example connected to a transmission input shaft (indirectly or directly) in a torque-proof manner. The input side is also preferred for outputting a torque, for example for the recuperation of deceleration energy in a motor vehicle, and the output side correspondingly also for absorbing a torque furnished. It should be pointed out that the input side and the output side are preferably designated according to the main torque curve, but this is not mandatory. In a preferred embodiment, the output side of the friction clutch is formed by the shaft connection of the clutch disc. In a preferred embodiment, the input side of the friction clutch is directly connected to the machine shaft, for example a crankshaft, in a torque-proof manner, preferably by means of a flange connection.

The friction clutch proposed here has a compact and cost-effective design with (at least) one clutch disc that can be produced in a simple and quality-assured manner.

According to a further aspect, a drive train is proposed having at least the following components: a drive machine with a machine shaft; at least one consumer; and a friction clutch according to an embodiment according to the above description, the machine shaft being releasably connected to the at least one consumer in a torque-transmitting manner by means of the friction clutch.

The drive train proposed here comprises a friction clutch in one embodiment according to the description above, the friction clutch transferring torque from the drive machine or its machine shaft to at least one consumer, for example the drive wheels in a motor vehicle, switchable, i.e. releasable, by means of an externally applied contact pressure on the friction package , accomplished. This by no means excludes reverse torque transmission from the consumer to the machine shaft, in a motor vehicle, for example, to use the engine brake to decelerate the motor vehicle. The prime mover is, for example Internal combustion engine. In one embodiment, the input side of the friction clutch is connected to the machine shaft in a torque-proof manner and the output side (at least indirectly, for example via a transmission) is connected to the at least one consumer in a torque-proof manner.

The drive train proposed here comprises a friction clutch with a compact and cost-effective design, with the at least one clutch disc being easy to manufacture and quality assured.

According to a further aspect, a motor vehicle is proposed, having at least one drive wheel for propelling the motor vehicle, which drive wheel can be driven by means of a drive train according to an embodiment according to the description above.

The installation space is particularly small in motor vehicles due to the increasing number of components and it is therefore particularly advantageous to use a drive train of small size. With the desired so-called downsizing of the prime mover with a simultaneous reduction in operating speeds, the intensity of the disruptive torsional vibrations is increased, so that it is a challenge to achieve effective damping of such torsional vibrations, which is determined by the design of the prime mover.

This problem is exacerbated in the case of passenger cars in the small car class according to the European classification. The aggregates used in a passenger car of the small car class are not significantly reduced in size compared to passenger cars of larger car classes. Nevertheless, the space available for small cars is much smaller. The motor vehicle proposed here has a drive train with a compact and cost-effective design, the at least one clutch disc being easy to manufacture and quality assured. Passenger cars are assigned to a vehicle class according to, for example, size, price, weight and performance, this definition being subject to constant change according to the needs of the market. In the US market, vehicles in the subcompact car class are assigned to the subcompact car class according to the European classification, and in the British market they correspond to the supermini class or the city car class. Examples of the small car class are a Volkswagen up! or a Renault Twingo. Examples of the small car class are an Alfa Romeo MiTo, Volkswagen Polo, Ford Ka + or Renault Clio.

The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way restricted by the purely schematic drawings, it being noted that the drawings are not dimensionally accurate and are not suitable for defining size relationships. It is shown in

1: a clutch disc in a sectional view in a preassembled state; 2: a clutch disc in a perspective illustration without a plate spring; 3: a clutch disc in a perspective illustration with a plate spring;

4: a clutch disc in a sectional view in the assembled final state; and FIG. 5: a drive train in a motor vehicle with a friction clutch.

In Fig. 1, a clutch disc 1 with an axis of rotation 2 is shown in a sectional view in a preassembled state. A further friction ring 25 rests axially (here optionally directly) on the counter-disk 6 (here). The axial fastening device 7, formed here for example by means of a plurality of spacer bolts 30, is inserted axially into the counter disk 6 for a later, here non-positive, connection. The further friction ring 25 is positioned axially by means of the collar area 28 of the spacer bolt 30. The torsion damper flange 4, which is optionally (directly and positively) torque-rigidly connected to a shaft connection 27 here, rests axially (here optionally directly) on the further friction ring 25, so that the further friction ring 25 is arranged below the torsion damper flange 4 as shown here. The spacer bolts 30 extend axially through the torsion damper flange 4, whereby an arcuate opening (not visible here in the illustration) is provided in the torsion damper flange 4 for this purpose (in an overlap with the collar area 28) in order to allow relative oscillation in the circumferential direction 36 to enable the axis of rotation 2. A (first) friction ring 8 rests axially opposite one another on the torsion damper flange 4 (ie above, as shown in the illustration). The (first) friction ring 8 is radially (and here also in the circumferential direction 36) positioned in a predetermined manner by means of the spacer bolt 30, and is preferably also centered. A plate spring 9 rests on the radially outer edge 37 of the friction ring 8. With the help of the plate spring 9, in the fully assembled state, here by means of the interaction of the drive plate 5 (see FIG. 4) and the plate spring tongues 29, an axial force 10 is applied to the friction rings 8, 25 and thus a predetermined frictional engagement with a predetermined frictional force between the torsion damper flange 4 and the friction ring 8, as well as the further friction ring 25 here.

In Fig. 2, the clutch disc 1 according to FIG. 1 is shown in perspective. In contrast to FIG. 1, the plate spring 9 is not shown. The (first) friction ring 8 is prepositioned by means of the axial fastening device 7. The (first) friction ring 8 has on its outer edge 37 tabs 12 with axial extension and has a corresponding number of through openings 11. At least one of the through openings 11 is set up for centering the (first) friction ring 8 by means of the relevant spacer bolt 30. The tabs 12 are arranged in such a way that they lie on the outer edge 37 in the circumferential direction 36 between the spacer bolts 30. A plurality of damper springs 26, which are set up to dampen torsional vibrations, are arranged between the individual bolts. In Fig. 3, the clutch disc 1 is shown in perspective. In comparison to FIG. 2, in this illustration the plate spring 9 rests directly on the radially outer edge 37 of the (first) friction ring 8. This is positioned in such a way that the tab receptacles 13 and the tabs 12 of the (first) friction ring 8 interlock directly with one another in a form-fitting manner. As a result, the plate spring 9 cannot be rotated relative to the friction ring 8. This positioning prevents the diaphragm spring tongues 29 from getting into the riveting area of the spacer bolt 30 during the next assembly step. This prevents incorrect assembly. As described in FIG. 2, damper springs 26 are arranged in free spaces in the circumferential direction 36 between the spacer bolts 30, which are designed as helical springs and are arranged tangentially aligned with the spacer bolts 30 in a common circle. The plate spring tongues 29 are arranged between the damper spring 26 and the spacer bolt 30. Thus, on both sides of the spacer bolt 30, the plate spring tongues 29 of the plate spring 9 extend radially inward from the radially outer edge 37. As described in FIG. 2, the tabs 12 are located on the radially outer edge 37 of the (first) friction ring 8. The spacer bolts 30 are arranged in the circumferential direction 36 between the tabs 12. In this preferred embodiment, two tabs 12 and tab receptacles 13 are provided for each spacer bolt 30, that is to say they are arranged in pairs.

In FIG. 4, the clutch disc 1 from FIG. 1 is shown in a fully assembled state in a sectional view. The spacer bolts 30 of the axial fastening device 7 are reshaped, for example riveted. A driver plate 5 now rests directly on the plate spring 9. By means of the deformed spacer bolt 30, the driver disk 5 and the counter disk 6 are connected to one another axially and in a torque-rigid manner. As already described in FIG. 1, a frictional connection is created between the (first) friction ring 8 or the further friction ring 25 and the torsion damper flange 4 by means of the axial force 10 of the plate spring 9 generated as a result of the structural preload, which is directly acts on the (first) friction ring 8. The side of the torsion damper flange 4 on which the disc spring 9 is arranged is irrelevant for the function of the friction device (including the disc spring 9 and the friction rings 8, 25). The plate spring 9 is alternatively arranged on the opposite side of the disk. The damper spring 26 described in FIG. 2 is shown in the left area of FIG. 4 as shown.

In Fig. 5, a motor vehicle 24 with a drive train 14 is shown purely schematically in plan view, with a drive machine 20, for example an internal combustion engine, in a transverse front arrangement with its motor axis 31 transverse to the longitudinal axis 32 and in front of the driver's cab 33 of the motor vehicle 24 is arranged. The drive train 14 is set up to drive the left drive wheel 22 and the right drive wheel 23 by means of a torque output from the drive machine 20. The torque transmission can be interrupted by means of a friction clutch 3, which is arranged between the machine shaft 21 and the transmission input shaft 34 (of a transmission). The friction clutch 3 here comprises a friction pack 15, an input side 18 and an output side 19. The friction pack 15 here includes a clutch disc 1, a first friction plate 16 (pressure plate) and a second friction plate 17 (counter-plate). The counter plate 17 is axially fixed, the pressure plate 16 being axially displaceable and connected to the counter plate 17 and thus to the machine shaft 21 in a torque-proof manner. By means of the pressure plate 16, a frictional connection is made possible between the pressure plate 16 of the clutch disc 1 and the counter-plate 17, the pressure force being generated (normally open) or canceled (normally open) by means of an external actuating device (not shown here), for example manually by means of a clutch pedal from the driver's cab 33 ( normally closed). In the pressed state of the friction set 15, a torque can thus be transmitted between the input side 18 and the output side 19. With the clutch disc proposed here, a high level of installation security for a plate spring of a torsional vibration damper is achieved even in the case of a confined installation space.

Bezuqszeichenliste Clutch disk 29 Diaphragm spring tongue axis of rotation 30 Spacer bolts Friction clutch 31 Motor axis torsion damper flange 32 Longitudinal axis of driver disk 33 Driver's cab counter disk 34 Transmission input shaft Axial fastening device 35 Clutch friction lining (first) friction ring 36 Circumferential diaphragm spring 37 Radial outer edge of the motor vehicle input plate, front drive, counterpressure plate, right-hand side of the motor vehicle, input plate, front drive, counter plate, friction set, friction shaft further friction ring damper spring shaft connection collar area

Claims

1. Clutch disc (1) with an axis of rotation (2) for a friction clutch (3), comprising at least the following components: a torsion damper flange (4); a drive plate (5); a counter disk (6); an axial fastening device (7) by means of which the driver disk (5) and the counter disk (6) are connected to one another axially and in a torque-rigid manner; a friction ring (8) between the torsion damper flange (4) and the drive plate (5) or the counter plate (6); and a disc spring (9) for exerting an axial force (10) on the friction ring (8) for frictional engagement, characterized in that the friction ring (8) is predetermined by means of the axial fastening device (7) and the disc spring (9) is positioned by means of the friction ring (8) is predetermined positioned.

2. Clutch disc (1) according to claim 1, wherein the axial fastening device (7) is formed by at least one stepped bolt and the friction ring (8) forms a through opening (11) for each stepped bolt.

3. Clutch disc (1) according to claim 1 or 2, wherein the friction ring (8) has at least one tab (12) with axial extension and the plate spring (9) forms a corresponding tab receptacle (13) for at least one of the tabs (12), wherein the plate spring (9) is positioned in a predetermined manner by means of the tab (12) and the corresponding tab receptacle (13).

4. clutch disc (1) according to claim 2 and 3, wherein the friction ring (8) forms a pair of tabs (12) in at least one of the stepped bolts and the plate spring (9) correspondingly to the respective stepped bolt a corresponding pair of tab receptacles ( 13) forms.

5. friction clutch (3) for a drive train (14), having at least the following components: at least one axially compressible friction package (15) comprising friction plates (16,17) and at least one clutch disc (1) according to one of the preceding claims, about which in a torque can be transmitted in the compressed state; an input side (18) for receiving torque; and an output side (19) for outputting a torque, the input side (18) being connected to the output side (19) in a torque-transmitting manner solely by means of the friction pack (15).

6. Drive train (14), comprising at least the following components: a drive machine (20) with a machine shaft (21); at least one consumer (22,23); and a friction clutch (3) according to claim 5, wherein the machine shaft (21) is releasably connected to the at least one consumer (22, 23) in a torque-transmitting manner by means of the friction clutch (3).

7. Motor vehicle (24), having at least one propulsion wheel (22, 23) for propelling the motor vehicle (24), which is drivable by means of a drive train (14) according to claim 6.