WO2021160204A2

WO2021160204A2 - Friction clutch

Info

Publication number: WO2021160204A2
Application number: PCT/DE2021/100029
Authority: WO
Inventors: Dirk Reimnitz
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2020-02-11
Filing date: 2021-01-12
Publication date: 2021-08-19
Also published as: WO2021160204A3; DE102020103353B3

Abstract

The invention relates to a friction clutch (1), in particular for a drive train (201) of a motor vehicle (200), comprising at least one first friction partner (4) and a corresponding number of second friction partners (8), which can be detachably frictionally connected to one another and which can be rotated about a common axis of rotation (11), wherein the at least one first friction partner (4) and the at least one second friction partner (8) can be moved relative to one another in the direction of the axis of rotation (11) in order to form and release the frictional connection, characterised in that the at least one first friction partner (4) or the at least one second friction partner (8) is rotationally fixed to a carrier (12, 120, 121, 122) that can be moved in the direction of the axis of rotation (11) relative to the at least one respective other friction partner (8, 4), wherein the carrier (12, 120, 121, 122) is designed with elastic restoring means (15, 16, 33, 123, 124, 126) for applying a force in the direction of the axis of rotation (11), which are formed in front of and/or behind the friction partners (4, 8, 5, 6, 9, 115, 117) in the direction of the axis of rotation (11) and which do not project beyond the friction partners (4, 8, 5, 6, 9, 115, 116, 117) in a radial direction to the axis of rotation (11).

Description

Friction clutch

The present invention relates to a friction clutch, in particular for a drive train of a motor vehicle, each with a plurality of first and second Reibpart nern, for example multi-disc clutches or multi-plate clutches.

In the case of friction clutches, in particular for use in the drive train of a motor vehicle, multi-disc clutches and multi-plate clutches are known, for example. Multi-disc clutches, which are assumed to be known, often have a rotationally fixed connection of the displaceable clutch disks on the drive or output side via leaf springs. These take up installation space radially outside, so that these clutches can only be used with difficulty if the available radial installation space is limited. Multi-disc clutches assumed to be known each have a disc carrier connected to the drive, into which the corresponding outer and inner discs are hung. The connection here saves space radially, but has the disadvantage that when the lamellae move axially, friction arises between the respective lamellas and the respective lamellar carrier, which impairs the torque transmission via the friction clutch and thus the controllability of the friction clutch.

Proceeding from this, the present invention is based on the object of at least partially overcoming the problems known from the prior art.

This object is achieved with the features of independent claim 1. Further advantageous embodiments of the invention are specified in the dependent claims. The features listed individually in the dependently formulated claims can be combined with one another in a technologically meaningful manner and can define further embodiments of the invention. In addition, who the features specified in the claims in the description Sized and explained in more detail, further preferred embodiments of the invention are Darge. The friction clutch according to the invention, in particular for a drive train of a motor vehicle; comprises at least one first friction partner and at least one second friction partner, which can be releasably brought into frictional engagement with one another and which are rotatable about a common axis of rotation, the at least one first friction partner and the at least one second friction partner for producing and loosing the frictional engagement in the direction of the Axis of rotation are displaceable relative to each other. At least one first friction partner or at least one second friction partner is non-rotatably connected to a carrier that can be displaced in the direction of the axis of rotation relative to the other at least one friction partner, the carrier being designed with elastic restoring means for applying a force in the direction of the axis of rotation, which in the direction of the axis of rotation are formed in front of and / or behind the friction partners and which preferably do not protrude beyond the friction partners in a direction radial to the rotational axis. Alternatively, it is advantageously possible that the restoring means protrude beyond the friction partner in a direction radial to the axis of rotation with less than 90% of their extension in the radial direction, preferably with less than 50%, in particular with less than 30%.

The relative displaceability of the at least one first friction partner and the at least one second friction partner to one another is understood in particular to mean that the at least one first friction partner can be displaced relative to the at least one second friction partner, or vice versa. The friction partners can be clutch disks or disks, as well as intermediate plates or inter mediate disks for establishing the frictional engagement with clutch disks or disks which, viewed in the direction of the axis of rotation, lie axially between the clutch disks or disks. Preferably, an intermediate plate is connected to the carrier, the carrier being displaceable relative to a counter pressure plate and a pressure plate is also formed which is also slidable relative to the counter pressure plate, but which is not directly coupled to the carrier. Viewed in the direction of the axis of rotation, for example, an arrangement of counter pressure plate, clutch disc (as second friction partner), intermediate plate (as first friction partner), clutch disc (as second friction partner), pressure plate (as first friction partner) is preferred. A plurality of intermediate plates can also be designed with the corresponding numbers of clutch disks. Furthermore, a Ausgestal device with a counter pressure plate, an inner disc (as a second friction partner), one Outer or intermediate plate (as the first friction partner), an inner plate (as two system friction partner) and a pressure plate (as the first friction partner), alternatively with several pairs of intermediate plates and inner plates, advantageous.

By designing the carrier with restoring means, which are formed in the direction of the axis of rotation (hereinafter referred to as the axial direction or axial) in front of and / or behind the friction partners and which preferably move the friction partners in a direction radially to the axis of rotation (hereinafter referred to as radial Direction or radial be characterized) does not protrude, it is possible to enable a compact design of the friction clutch, since the restoring means are not radially outside or inside the friction partner.

It is of course also possible to train several such carriers in a friction clutch, each of which is connected to one or more friction partners. In particular, a friction clutch with several carriers arranged one inside the other can be used for friction clutches with more than one intermediate plate or intermediate plate.

The carrier or carriers are guided so as to be non-rotatable but axially displaceable to a limited extent. An embodiment is preferred in which, on the one hand, return means are formed in the axial direction on one side of the friction partner and, on the other hand, the carrier is supported radially and axially on a return element of another element of the friction clutch, for example a pressure plate, since then a guide in two guides levels can be done. In that the guide levels are comparatively far apart, precise guidance can take place without having to unnecessarily increase the installation space of the Reibkupp development. If there is enough, in particular, axial installation space, the two guide levels can also be net angeord on one side of the friction partner if a sufficiently large distance between the guide levels is possible, please include.

The restoring means preferably comprise at least one spring, preferably at least one leaf spring. In particular, leaf springs can be designed to save space with a large possible variability of the spring constant. The carrier is preferably guided radially in two planes normal to the axis of rotation. By guiding the carrier in two planes, an exact axial guidance of the carrier can be achieved, in particular in that one plane is formed by the restoring means on a first axial side of the friction partner and the second plane on a second axial side of the friction partner, which is the first axial side opposite, is formed. Alternatively, a functional separation can also be carried out so that the restoring force is applied by other elastic elements than by the elastic elements that are responsible for guiding and / or axial displacement of the carrier. The elastic elements that are responsible for guiding and / or axial displacement of the carrier can also cause forces that are opposite to the opening direction of the clutch.

A first level is preferably defined by the fastening of the restoring means on the Trä ger and a second level is defined by at least one contact element which rests on a restoring element for a friction partner. The restoring element preferably comprises at least one pressure plate leaf spring, via which a pressure plate of the friction clutch is fixed to another element of the friction clutch and the contact element rests against the pressure plate leaf spring in such a way that the movement of the carrier is synchronized with the movement of the pressure plate.

The carrier is preferably designed like a pot. The carrier preferably encompasses the friction partners radially on the inside or outside with respect to the axis of rotation. A pot-like carrier that engages around the friction partners or their friction surfaces radially on the outside or radially on the inside allows the movement of an intermediate plate or intermediate plate to be coupled in a simple manner, for example to the movement of a pressure plate of the friction clutch.

A plurality of carriers are preferably formed, each of which is connected to a group of friction partners.

Furthermore, a drive module, in particular a flybridge module, is proposed to include an electric motor with a stator and a rotor and a friction clutch as described. The friction clutch is preferably formed at least partially within the rotor. This allows one to be built both radially and axially Towards a compact drive module for building a hybrid drive train of a motor vehicle in combination with an internal combustion engine and, accordingly, a transmission. Alternatively, a purely electric drive train of a motor vehicle in combination with a corresponding transmission is advantageously possible.

The details and advantages disclosed for the friction clutch according to the invention can be transferred and applied to the drive module, in particular the hybrid module, and the corresponding drive train, and vice versa.

As a precaution, it should be noted that the numerals used here (“first”, “second”, ...) primarily (only) serve to distinguish between several similar objects, sizes or processes, i.e. in particular no dependency and / or sequence of these objects , Parameters or processes to each other. Should a dependency and / or sequence be required, this is explicitly stated here or it is obvious to the person skilled in the art when studying the specifically described embodiment.

The invention and the technical environment are explained in more detail below with reference to the figures. It should be pointed out that the invention is not intended to be restricted by the exemplary embodiments shown. In particular, unless explicitly stated otherwise, it is also possible to extract partial aspects of the facts explained in the figures and to combine them with other components and findings from the present description and / or figures. In particular, it should be pointed out that the figures and in particular the illustrated size ratios are only schematic. The same reference symbols denote the same items, so that explanations from other figures can be used as a supplement, if necessary. Show it:

1-4: different views of a first example of a hybrid module with a friction clutch;

FIGS. 5-6: two examples of a contact element;

7-12: different views of a second example of a friction clutch; 13-14: two examples of a motor vehicle with a drive train.

Fig. 1 shows a drive module 100, in particular a flybridge module, with a Reibkupp ment 1 in longitudinal section. The friction clutch 1 is designed as a double clutch with a first partial clutch 2 and a second partial clutch 3. Both partial clutches 2, 3 are designed as friction clutches. The first partial clutch 2 has three first friction partners 4. The first friction partners 4 include a first pressure plate 5, a first intermediate plate 6 and a first counter-pressure plate 7. Furthermore, a corresponding number of second friction partners 8 is designed in the form of two clutch disks 9 with corresponding friction linings 10. First friction partners 4 and second friction partners 8 can interact be releasably brought into frictional engagement in order to transmit torque between the first friction partners 4 and the second friction partners 8. The friction clutch 1 and the partial clutches 2, 3 have a common axis of rotation 11. The frictional engagement between the friction partners 4, 8 is released and closed by a relative displacement of the friction partners 4, 8 against one another in the direction of the axis of rotation 11. In the present example, the first friction partners 4 (the first pressure plate 5 and the first intermediate plate 6) displaceable in the direction of the axis of rotation 11 against the first counter-pressure plate 7 and thus generate a frictional connection between the first pressure plate 5, clutch disc 9, first intermediate plate 6, clutch disc 9 and first counter-pressure plate 7. the plate 7 is displaceable in the direction of the axis of rotation 11 relative to the second friction partners 8 and the first counterpressure. By moving the carrier 12, one of the first friction partners 4, the first intermediate plate 6, is moved in the direction of the axis of rotation 11. The first pressure plate 5 is non-rotatably connected to the rest of the clutch by pressure plate leaf springs 124. In the exemplary embodiment, the first pressure plate 5 is connected to a second counter pressure plate 20 of the second partial clutch 3 via the pressure plate leaf springs 124. The first pressure plate 5 is moved by an actuation system 14 via a pressure pot 13. Via contact elements 28 (see also FIG. 2), the carrier 12 picks up the movement of the first pressure plate 5 in a central position of the pressure plate leaf springs 124. As a result, the carrier 12 moves axially in the direction of the axis of rotation 11 less and less than the first pressure plate 5 and the pressure pot 13. The first intermediate plate 6 is moved axially in the direction of the axis of rotation 11 by the carrier 12. Pressure pot 13 and carrier 12 are not directly connected to one another.

The carrier 12 is reset by means of elastic reset means 15, which are designed here as leaf springs 16. In the present example, the first partial coupling 2 has a plurality of elastic restoring means 15 which are distributed in the circumferential direction in a plane normal to the axis of rotation 11. The representation in Fig.

1 shows one of these elastic restoring means 15. The elastic restoring means 15 apply a restoring force in the direction of the axis of rotation 11, which causes a restoring of the carrier 12 and thus of the first friction partner 4, which is rotatably connected to the carrier 12, here the first intermediate plate 6. In the case of a normally open clutch, as shown here, applying an actuating force to the pressure pot 13, for example through a corresponding slave cylinder of the actuation system 14, causes the pressure pot 13 to move to the left in the picture, closing the first partial clutch 2. As soon as the pressure pot 13 does not more is acted upon by the corresponding actuating force, the elastic restoring means 15 cause the frictional engagement between the first intermediate plate 6 and the second friction partners 8 to open. The first partial clutch 2 is opened again.

The elastic restoring means 15 are formed in the direction of the axis of rotation 11 in front of the friction partners 4, 8 in this example and do not project beyond the friction partners 4, 8 in a radial direction 17 radially to the axis of rotation. The elastic restoring means 15 are thus formed in the direction of the axis of rotation 11 (in the axial direction) next to the friction partners 4, 8 and do not protrude beyond them in the radial direction 17. This allows a compact structure in the radial direction 17.

The elastic restoring means 15 cause a guide of the carrier 12 in the radial direction 17 in one plane and a centering of the carrier 12. A guide in ra dialer direction 17 in a second plane is carried out by the contact elements 28, as well as a corresponding centering of the carrier 12. The For this purpose, contact elements 28 (see FIG. 2) have an extension 29 (see FIGS. 5 and 6), which can rest in radial direction 17 against the edge of the pressure plate leaf springs 124. Thus, he follows a guide of the carrier 12 in the radial direction 17 in two planes, which by the restoring means 15 and the position of the contact elements 28 on the Anpressplat- ten leaf springs 124 are defined. By positioning these guide planes on both sides of the friction partners 4, 8, there is a comparatively large distance in the direction of the rotational axis 11, which enables precise guidance of the carrier 12. The carrier 12 is designed like a pot and surrounds the first friction partners 4 radially outside in relation to the radial direction 17.

The drive module 100 further comprises an electric motor 101 comprising a stator 102 and a rotor 103 rotatable relative to the stator 102 Direction as well as radial direction 17 is possible. The partial clutches 2, 3 of the friction clutch 1 are connected to gear shafts 18, 19 so that corresponding gears 18, 19 with different gears can be operated in a known manner through the partial clutches 2, 3.

The drive module 100 is part as a flybridge module of an in particular hybrid drive train for a motor vehicle, in which torque for transmission to at least one driven wheel of the motor vehicle is generated by the electric motor 101 and / or by an internal combustion engine, not shown. In order to be able to disconnect the internal combustion engine, the hybrid module comprises a separating clutch 104, by means of which the internal combustion engine can be separated from the at least one driven wheel. The separating clutch 104 is on the input side with a flywheel

105 of the internal combustion engine and has a torsional vibration damper

106 for damping rotational irregularities of the internal combustion engine.

In operation, the torque of the internal combustion engine is transmitted via the crankshaft flange 107 via the flywheel 105 to the separating clutch 104. The separating clutch 104 is designed as a so-called K0 clutch. When the separating clutch 104 is closed, the torque of the internal combustion engine can be transmitted through the separating clutch 104 to an intermediate shaft 108, which is firmly connected to a rotor carrier 109 and thus to the rotor 103 of the electric motor 101. Thus, when the separating clutch 104 is closed, torque can be transmitted between the internal combustion engine and the electric motor 101. By opening the separating clutch 104, the internal combustion engine can be decoupled from the electric motor 101 become. This makes it possible to switch off the internal combustion engine when the hybrid vehicle is driven purely electrically. The torque applied to the rotor 103 of the electric motor rotor 101 can be transmitted to the transmission through the first partial clutch 2 and / or the second partial clutch 3 of the friction clutch 1.

The separating clutch 104 is arranged close to the internal combustion engine. The electric motor 101 and the friction clutch 1 are arranged near the transmission. Between the separating clutch 104 and the friction clutch 1 there is a supporting wall 110 fixed to the housing, on which an actuating system 111 for the separating clutch 104 and an intermediate shaft bearing 113 of the intermediate shaft 108 is supported. In this example, the support wall 110 is designed as an assembly consisting of a housing 112 of the drive module 100 and a flange 114 adjoining it radially on the inside. The housing 112 together with the support wall 110 can be made in one piece or in several parts. In addition, the support wall 110 can also extend radially far inward to the intermediate shaft bearing 113, so that the support wall 110 is penetrated radially on the inside only by the intermediate shaft 108. The actuation systems 14, 111 of this exemplary embodiment are all three designed as concentric slave cylinders (CSC, concentric slave cylinder). Alternatively, other mechanical, electro-mechanical or semi-hydraulic actuation systems, for example, can also be used.

The drive module 100 with an integrated friction clutch 1 designed as a double clutch is compact, since the installation space radially inside the electric motor 101 is almost completely used. The two partial clutches 2, 3 of the friction clutch 1 are arranged radially inside the electric motor 101. The first partial coupling 2, which is equipped with the carrier 12 according to the present invention for the first intermediate plate 6, is located completely radially inside the rotor 103 of the electric motor 101. Since the guide mechanism implemented by the carrier 12 only takes up very little radial space, The first partial clutch 2 can be equipped with a guided and with the correct transmission ratio of the movement of the first pressure plate 5 after the first intermediate plate 6 or intermediate plate or outer plate and at the same time have clutch disks 9 or inner plates, the outer diameter of which is close to the inner diameter of the rotor 103 approach. The friction clutch 1 described here, designed as a double clutch, is also suitable for purely electric drives. Thus, the drive module 100 can not only connect an internal combustion engine and an electric motor in a functionally meaningful manner, but two electric motors can also be connected. This offers the advantage that, depending on the driving situation, one or two electric motors can drive the motor vehicle together.

Particularly in the case of a purely electric drive train, the flywheel, the separating clutch 104 and the actuating system of the separating clutch can be omitted from the drive module 100, so that a purely electric drive with a friction clutch 1 or double clutch integrated compactly in the rotor 103 of the electric motor 101 is created. All of the details presented here for the friction clutch 1 can be adopted unchanged.

The second partial clutch 3 of the friction clutch 1 has a second counter pressure plate 20, a second intermediate plate 21 and a second pressure plate 22, as well as clutch disks 23 with friction linings 24 formed between them in the direction of the axis of rotation 11. The second partial coupling 3 also has a guide mechanism for the second intermediate plate 21. Since in this example the second partial coupling 4 is not arranged completely radially inside the rotor 103 of the electric motor 101, the guide mechanism for the second intermediate plate 21 can be arranged axially next to the rotor 103. The second counter-pressure plate 20, the second intermediate plate 21 and the second pressure plate 22 are therefore equipped with radially outwardly extending extensions which are directly connected to leaf springs 16. A carrier as in the first partial coupling 2, which connects the first intermediate plate 6 to the elastic return means 15 (leaf springs 16), is therefore not necessary in the second partial coupling 3. If there is less space available in another application, the second partial coupling 3 can of course also be provided with a guide mechanism based on additional carriers, such as the first partial coupling 2.

The two partial clutches 2, 3 are actuated via a double actuation system 14 arranged on the output side. In this exemplary embodiment, this is a double actuation system. The slave cylinder, which is supported on a Bauein downstream of the hybrid module 100 (not shown in FIG. 1), such as a transmission.

Figures 2, 3 and 4 show in different perspective views parts or subassemblies of the first partial clutch 2 of the Reibkupp ment 1 already shown in FIG. The first partial clutch 2 is a friction clutch with two clutch disks 9. A clutch disk 9 is arranged between the first counter pressure plate 7 and the first inter mediate plate 6 and the other clutch disk 9 is arranged between the first intermediate plate 6 and the first pressure plate 5. By moving the first pressure plate 5 in the direction of the axis of rotation 11, the clutch disks 9 can be clamped for the purpose of torque transmission between the plates neigh them disclosed.

The axially fixed first counter-pressure plate 7 is connected to the rotor arm 109 radially on the inside. The first pressure plate 5 is rotationally fixed but axially displaceable to a limited extent in the direction of the axis of rotation 11 with the remaining first partial clutch 2 verbun the. In this example, this is done by several leaf springs 16 distributed around the circumference of the first pressure plate 5, each of which is attached at one end to the first pressure plate 5 of the first partial clutch 2 and at its other end to a component that is stationary relative to the first partial clutch 2 , which is the second counter-pressure plate 20 of the second partial clutch 3 in this case. By means of a pressure pot 13, which connects the first pressure plate 5 to the actuation system 14, the first pressure plate 5 can be displaced by the actuation system 14 and subjected to a force.

The first intermediate plate 6, which is designed here as an outer lamella and thus has a toothed contour on its radial outer region 25, is hooked into the correspondingly designed carrier 12 with this toothing. This carrier 12 is the radially outermost part of the first partial clutch 2 and engages around the friction partners 4, 8 radially on the outside. A first axial end region 26 of the carrier 12 is rotatably behind the first counter-pressure plate 7 but axially limited ver storable by leaf springs 16 with a fixed relative to the first partial clutch 2 connected to the component. This can be the first counter pressure plate 7 or the rotor arm 109, for example. In FIGS. 3 and 4, the fastening points between the leaf springs 16 and the rotor arm 109 are shown. The rotor arm 109 is indicated by the hatched rectangular elements.

A second axial end region 27, which lies opposite the first axial end region 26, is equipped with contact elements 28 which are in operative connection with the pressure plate leaf springs 124 which carry the first pressure plate 5. The contact elements 28 can be supported axially (in the direction of the axis of rotation 11) on the leaf springs 16 and / or in the radial direction 17 (in relation to the axis of rotation 11). By acting in the direction of the axis of rotation 11 contact elements 28, the movement of the carrier 12 is synchronized with the movement of the first pressure plate 5. Since the first intermediate plate 6 is suspended in the carrier 12, the first intermediate plate 6 moves in the correct relationship with the first pressure plate 5.

When the first partial clutch 2 is closed, the first pressure plate 5 is moved in the direction of the clutch disks 9. Since the pressure plate leaf springs 124 are connected on one side to an axially fixed coupling component and on the other side to the first pressure plate 5, each pressure plate leaf spring 124 does not perform any axial movement of the first pressure plate 5 on one side and the other side. The middle area of a pressure plate leaf spring 124 performs a smaller axial movement than the first pressure plate 5, the amplitude of which depends on the ratio of the distance from the attachment point of the first pressure plate 5 to the distance from the attachment point of the pressure plate leaf spring 124 to the axially fixed existing coupling component. The closer to the connection point of the pressure plate leaf spring 124 to the first pressure plate 5, the greater the corresponding axial travel in the direction of the axis of rotation 11. Areas of the pressure plate leaf spring 124 that are close to the axially fixed connection point perform almost no axial movement. Thus, the ratio of the movement of the first pressure plate 5 to the movement of the first intermediate plate 6 can be determined by the choice of the correct support point.

If, for example, the support point on the circumference of the first partial coupling 2 in the direction of the attachment of the pressure plate leaf spring 124 to the first pressure plate te 5, the path of the first intermediate plate 6 in the direction of the axis of rotation 11 increases relative to the path covered by the first pressure plate 5 in the direction of the axis of rotation 11. If the support point is shifted in the other direction, i.e. in the direction of the fixed connection point, for example of the second counter pressure plate 20, the corresponding path in the direction of the axis of rotation 11, which the first intermediate plate 6 takes as a function of the path covered by the first pressure plate 5 in the direction of the axis of rotation 11, is reduced. which is used for translation. This coupling mechanism of the two movable plates (first pressure plate 5 and first intermediate plate 6) ensures that when closing and opening the first partial clutch 2, the first intermediate plate 6 is not only displaced by friction, for example, as is assumed to be known, in an axially fixed disk carrier . Since the carrier 12 executes a movement that is synchronized in the correct ratio to the movement of the first pressure plate 5, the first intermediate plate 6 does not need any (or only a very small sliding movement if precise synchronization is not possible) frictional movement in the direction of the rotational axis 12 carry out. If the first intermediate plate 6 does not have to be axially displaced frictionally at the beginning or at the end of the torque build-up (when closing or opening the first partial clutch 2), i.e. when tangential forces are already or still being transmitted in the connection geometry (toothing), no axial frictional forces arise either which are directed opposite to the direction of movement of the first intermediate plate 6 and which change the contact pressure of the first partial clutch 2. The torque transmission and the regulation of the first partial clutch 2 are therefore not adversely affected by the first intermediate plate 6.

The leaf spring 16, with which the carrier 12 is connected, for example, to the rotor arm 109, the first counter pressure plate 7 or another component that is fixed relative to the first partial coupling 2, always pushes the carrier 12 slightly in the direction of the pressure plate leaf springs 124 with which the first pressure plate 5 is attached so that the contact elements 28 do not lift axially from the leaf springs 16.

Furthermore, the contact elements 28 are also supported in the radial direction 17 on the leaf springs 16. For this purpose, the contact elements 28 have an axially past the Blattfe countries 16 extension 29 which extends in the radial direction 17 to the edge of the Leaf springs 16 can apply. Through these extensions 29 of the contacts distributed on the circumference and connected to the carrier 12, the carrier 12 is radially supported and centered on the leaf springs 16 on the side facing the first pressure plate 5.

The first axial end region 26 of the carrier 12 is centered via the leaf springs 16 which connect it to a component that is stationary relative to the first partial coupling 2. Because the carrier 12 is centered in two planes which are axially spaced from one another, the carrier 12 can absorb forces in the radial direction 17 that are exerted on it by the first intermediate plate 6 or arise, for example, due to an imbalance. If the carrier 12 were only connected to the first partial coupling 2 by leaf springs 16 in one plane, forces in the radial direction 17 which act on the carrier 12 at a distance from this plane would cause a tilting moment on the carrier 12. The torque introduced by the first intermediate plate 6 into the carrier 12 is transmitted to the first partial clutch 2 via the leaf springs 16, which connect it to a component that is stationary relative to the first partial clutch 2.

Fig. 2 shows a perspective view. The carrier 12 can be seen with a toothed contour 30 reminiscent of a disk carrier on the outer diameter and with the contact elements 28, which are supported radially on the outside on the pressure plate leaf springs 124. The first pressure plate 5 is located axially in front of or partially in the carrier 12. The pressure pot 13, which can reach around the second partial coupling 2 (FIG. 1) and connects the first pressure plate 5 to the actuation system 14, is connected to the first pressure plate 5 . The first pressure plate 5 has the radial pressure plate extensions 32, via which the first pressure plate 5 is connected to axially extending foot elements 31 of the pressure pot 13. These pressure plate extensions 32 protrude into the tooth gaps of the toothing contour 30 of the carrier 12 in order to form a connection point between the first pressure plate 5 and the pressure pot 13 that is as far radially outward as possible. The pressure plate extensions 32 and the foot elements 31 are only partially provided with reference characters for the sake of clarity. The larger the diameter of the pressure pot 13, the more space is available for the second partial coupling 3. The pressure plate extensions 32 which protrude into the tooth gaps of the carrier 12 are coordinated so that they do not touch the carrier 12. This ensures that the first pressure plate 5 is centered solely via the leaf springs 124 and that no undesired friction or contact points with the carrier 12 arise. The leaf springs 124, which in this exemplary embodiment are arranged in three leaf spring assemblies 33 each with three leaf springs 124, connect the first pressure plate 5 to a component that is stationary relative to the first partial coupling 3. This component, which, for example, may be the second Gegenruckplat 20 of the second partial clutch 3, is indicated in FIG. 2 by the hatched right-angled elements 34 riveted to the leaf spring assemblies 33.

Fig. 3 shows the connection of the carrier 12 behind the first counter pressure plate 7 with the rotor arm 109. The rotor arm 109 is indicated by a hatched rectangular element. Through the leaf springs 16 and the leaf spring assemblies 33 formed from the leaf springs 16, several of which are preferably distributed over the circumference of the carrier 12, the carrier 12 is connected to the rotor carrier 109 in a rotationally fixed but axially limited displacement.

FIG. 4 shows the mode of operation of the contact elements 28, while FIGS. 5 and 6 show possible configurations of the contact elements 28.

Fig. 6 shows a one-piece variant of a contact element 28, in which a curved axially acting first contact point 35 and a flat, radially acting second contact point 36 is formed from one part. Both contact points 35, 36 are connected to a shaft 37, which serves as a fastening area with which the contact element 28 is connected to the carrier 12. This design can be produced, for example, by sintering. Due to the one-piece design, this version is stiff and allows easy assembly.

5 shows a two-part contact element 28 in which a curved axially acting first contact point 35 and a flat, radially acting second contact point 36 are formed from two different parts. These parts can, for example, be two sheet metal parts that are manufactured, for example, as stamped or stamped / bent parts. In the example shown here, the sheet metal part that forms the axially acting first contact point 35 is made axially rigid due to its straight shape and its greater sheet metal thickness. The axial rigidity ensures precise movement coupling of the carrier 12 to the leaf springs 124. The second sheet metal part that acts radially second contact point 36 forms, is designed as an elastic component due to its smaller sheet metal thickness, the curved shape and the manufacture of spring steel. Due to the elasticity of this design, the radially acting second contact point 36 can be elastically preloaded so that the radially acting second contact point 36 always rests against the leaf springs 16, even if the outer contour of the leaf springs 16 or the contours supporting the contact area are due to component tolerances, Mounting tolerances, thermal expansion, contact wear or other influences are not exactly in the theoretically ideal position. This elasticity of the second contact point 36 makes it possible to ensure that the carrier 12 does not become jammed radially on the leaf springs 124 or has radial play in relation to the leaf springs 124. Both would impair the functioning of the guide mechanism.

In addition to the possibilities to design all contact elements 28 connected to a carrier in a radially rigid or in a radially elastic design, it is preferably possible to attach contact elements 28 with different stiffnesses to a carrier 12. For example, it makes sense to use two rigid and one elastic contact element 28 for a carrier 12 with three con tact elements 28. The two rigid contact elements 28 can prevent the carrier 12 from being set into radial or tilting oscillation and the elastic contact element 28 ensures tolerance compensation.

Alternatively, the contact points 35, 36, which are formed from the contact elements 28 in this example, can also be formed directly from the carrier 12, so that the contact elements 28 are formed in one piece with the carrier 12. Such a carrier 12 can then be supported directly on the leaf springs 124. No separate support elements then have to be connected to the carrier 12. Contact points 35, 36 do not have to be arranged one above the other as seen in the radial direction. The contact points 35, 36 can also be arranged somewhat offset in the circumferential direction.

Furthermore, it is possible to form only the first contact points 35 or only the second contact points 36 from the carrier 12 and to form the respective other contact points 36, 35 as additional contact elements 28 to be connected to the carrier 12. Fig. 7 to 12 show a second example of a friction clutch 1 in different views and excerpts. In contrast to the first example, the second example has three intermediate plates 115, 116, 117, which are actuated via elastic return means.

Fig. 7 shows a subassembly of a clutch as a segment in a three-dimensional representation. 7 shows a pressure plate 118, a first intermediate plate 115, a second intermediate plate 116 and a third intermediate plate 117, as well as a counter pressure plate 119. Each of the three intermediate plates 115, 116, 117 is w ith its own carrier 120, 121, 122 connected, as described above on the one hand via contact elements 131 on pressure plate leaf springs 124 radially and axially supported and on the other side via elastic return means 123 designed as leaf springs rotatably, centered and axially limited displaceable with the counter pressure plate 119 or a other relative to the friction clutch fixed component verbun is the.

When opening and closing, the intermediate plates 115, 116, 117 must cover wide axial paths in the direction of the axis of rotation 11 different Lich. The first intermediate plate 115, which is arranged next to the pressure plate 118, covers the greatest distance of the three intermediate plates 115, 116, 117. This path is almost as great as the path that the pressure plate 118 covers. The corresponding first carrier 120 is therefore based on the pressure plate leaf springs 124 near the fastening point between pressure plate 118 and pressure plate leaf spring 124. The second carrier 121 and the third carrier 122, which are connected to other intermediate plates 116,

117, which cover less distance than the first intermediate plate 115, are supported, viewed along the length of the pressure plate leaf spring 124, closer to the axially fixed end of the pressure plate leaf spring 124. The third intermediate plate 117, which is arranged next to the counter-pressure plate 119, has to cover the smallest axial path and is therefore supported via its third carrier 122 as closely as possible to the fixed connection of the pressure plate leaf spring 124.

In Figures 7, 8 and 9, the clutch disks or inner disks are not shown, each between the pressure plate 118 and its adjacent first intermediate plate 115, between the intermediate plates 115, 116, 117 and between the counter-pressure plate 119 and the adjacent third intermediate plate 117 are located.

FIG. 7 shows that the three carriers 120, 121, 122 in this exemplary embodiment are arranged nested inside one another. So that the inner first and second carriers 120, 121 can be connected to elastic restoring means 123, via which they are rotationally fixed, centered and axially displaceable to the counter-pressure plate 119 fastened to a limited extent, extensions of the inner first and second carriers 120, 121 protrude through recesses of the supports surrounding them and form, outside of the supports 120, 121, a fastening point for the restoring means 123, which are designed as leaf springs. FIG. 7 shows the extension 125 of the inner first carrier 120 in section, which protrudes through the outer carrier 121, 122. In the exemplary embodiment, three return means 123 distributed over the circumference in the form of leaf spring assemblies 126 are riveted to each carrier 120, 121, 122, as FIGS. 9 and 10 show in particular.

8 shows the connection of the carriers 120, 121, 122 in this embodiment with the corresponding intermediate plates 115, 116, 117. The inner first carrier 120 is connected to the first intermediate plate 115 arranged next to the pressure plate 118. For this purpose, the contour of the inner first carrier 120 is drawn radially slightly inward at several points distributed over the circumference, so that the first carrier

120 comes into contact with the outer contour of the first intermediate plate 115 and a first connection point 127 between the first carrier 120 and the first intermediate plate 115 is made possible. This connection point 127 is realized in this example by radial pinning. Alternatively, of course, another fixed connection concept such as screwing, riveting, welding or caulking can also be selected. It is also possible to provide a form fit such as a toothed contour, for example, in order to connect the first carrier 120 and the first intermediate plate 115 to be arranged. This form-fitting connection can be made fixed or axially displaceable. So that the middle second carrier

121 connected to the middle second intermediate plate 116 (or central plate), the inner first carrier 120 has recesses 128 (slots) through which the contour areas 129 of the middle second, drawn radially inward, like a web Can extend carrier 121 to the outer contour of the middle second intermediate plates 116 after ra dial inside.

The connection between the outer third carrier 122 and the third intermediate plate 117 arranged next to the counter pressure plate 119 is made by the contour of the outer third carrier 122 partially through recesses 128 of the middle second carrier 121 and the inner first carrier 120 to the outer contour of the third inter mediate plate 117 is pulled inwards.

In this example, the intermediate plates 115, 116, 117 in the order from the pressure plate 118 to the counterpressure plate 119 are each connected to a carrier 120, 121, 122 in the order from radially inside to radially outside. This assignment can of course also be made differently. However, it is advantageous if the respective carrier 120, 121, 122 is supported at the point on the pressure plate leaf spring 124 at which the corresponding axial path for the intermediate plate 115, 116, 117 or intermediate lamella connected to it can be tapped. It is thus also possible, for example, to connect the intermediate plates 115, 116, 117 in the sequence from the pressure plate 118 to the counter pressure plate 119 with a carrier 120, 121, 122 in the order from radially outside to radially inside or another to choose any assignment.

12 shows an exploded view of the three carriers 120, 121, 122. The illustration shows the fastening areas 129 arranged on the circumference of the carriers 120, 121, 122 for the intermediate plates 115, 116, 117 and the slot-like recesses 128 in the inner first Carrier 120 and second carrier 121, which extend to the bottom of the respective carrier and thus allow the carriers 120, 121,

122 enable. The recesses 128 are so large that the carriers 120, 121, 122 can move sufficiently relative to one another without any unwanted contact between the carriers 120, 121, 122 or between a carrier 120, 121, 122 and a with another carrier 120, 121, 122 connected intermediate plate 115, 116, 117 occurs. All carriers 120, 121, 122 also have recesses 130 so that they do not collide with the contact elements 131 of the adjacent carriers 120, 121, 122. In this example, the contact elements 131 are riveted on the inside on the outer third carrier 122, so as not to take up any additional radial installation space to be claimed outside the outer third carrier 122 (see also FIG. 11). However, this has the consequence that the contact elements 131 of the outer third carrier 122 can only be riveted to this after the first carrier 120 and the second carrier 121 have been pushed into the outer third carrier 122, since the carriers 120, 121, 122 would otherwise could no longer be pushed into one another.

The terms axial and radial and circumferential direction always relate to the axis of rotation 11. The axial direction is thus orthogonal to the friction surfaces of the partial coupling lungs 2, 3 aligned. Instead of a double clutch, a single clutch can also be designed. One of the two partial clutches 2, 3 is thus omitted.

The guide mechanism presented here is useful for all friction clutches that have more than two friction surfaces and must be implemented in a radially severely restricted building space. This is regularly the case, for example, with friction clutches in flybridge systems or purely electric drives. If friction clutches have to be installed radially on the inside in an electric motor or in another unit that severely limits them radially, the guide mechanism described here is very effective in order to improve the torque transmission and the control of the friction clutch. The application of the invention is therefore not limited to hybrid modules or Tri pelkupplungen.

13 shows a first example of a motor vehicle 200 with a drive train 201 which comprises a drive motor 202, here an internal combustion engine, a friction clutch 1, a transmission 203 and at least one driven wheel 204. The torque generated by the drive motor 202 can be transmitted to the at least one driven wheel 204 via the friction clutch 1, the gear 203.

14 shows a second example of a motor vehicle 200 with a hybrid drive train 201 which, in addition to the drive motor 202, also includes a drive module 100 as described above with a corresponding electric motor 101. The hybrid module 100 is connected to the transmission 203 and this is connected to the at least one driven wheel 204. The formation of further electric motors in the drivetrain 201 is possible. In this hybrid drive train 201, torque from the drive motor 202 and / or from the electric motor 101 and / or others Electric motors are generated and transmitted to the at least one driven wheel 204. Alternatively, the drive train 201 can also be configured as a fully electric drive train, in which case a further electric motor is then configured as the drive motor 202. Alternatively, a drive train 201 can also be formed in which, in comparison with the example from FIG. 14, the drive motor 202 is dispensed with, so that the drive module 100 can transmit torque to the at least one driven wheel 204 directly via the transmission 203. In addition, the transmission 203 can also be dispensed with here, so that the electric motor 101 of the drive module 100 can be connected directly to at least one driven wheel 204.

Bezuqszeichenliste Friction clutch First partial clutch Second partial clutch First friction partner First pressure plate First intermediate plate First counterpressure plate Second friction partner Clutch disc Friction lining Axis of rotation Carrier pressure pot Actuating system Elastic restoring means of the carrier Leaf spring Radial direction of the gear shaft Gear shaft second counter pressure plate Second intermediate plate Second pressure plate Clutch disc Second friction lining Radial outer area Continuation of the toothed end block Foot element Pressure plate extension Leaf spring package Element First contact point Second contact point Shaft Drive module Electric motor Stator rotor Separating clutch Flywheel Torsional vibration damper Crankshaft flange Intermediate shaft Rotor carrier Support wall Actuating device Housing Intermediate shaft bearing flange First intermediate plate Second intermediate plate Third intermediate plate Pressure plate Counter pressure plate First carrier Second carrier Third carrier Elastic restoring means Pressure plate leaf spring Extension leaf spring assembly Connection point Recess Fastening area Recess Contact element Motor vehicle Drive train Drive motor Gear driven wheel

Claims

1. Friction clutch (1), in particular for a drive train (201) of a motor vehicle (200); comprising at least one first friction partner (4) and at least one second friction partner (8) which can be releasably brought into frictional engagement with one another and which can be rotated about a common axis of rotation (11), the at least one first friction partner (4) and the at least one second Friction partners (8) for establishing and releasing the frictional connection in the direction of the axis of rotation (11) are rela tively displaceable to each other, characterized in that at least one first friction partner (4) or at least one second friction partner (8) rotatably with one in the direction the axis of rotation (11) are connected relative to the at least one other friction partner (8, 4) displaceable carrier (12, 120, 121, 122), the carrier (12, 120, 121, 122) having elastic restoring means (15, 16, 123) is designed to apply a force in the direction of the axis of rotation (11), which in the direction of the axis of rotation (11) in front of and / or behind the friction partners (4, 8, 5, 6, 9, 115, 116, 117 ) out forms are.

2. friction clutch (1) according to claim 1, wherein the restoring means (15, 16, 123) comprise at least one leaf spring (16).

3. Friction clutch (1) according to one of the preceding claims, in which the Trä ger (12, 120, 121, 122) is guided radially in two planes normal to the axis of rotation (11).

4. Friction clutch (1) according to claim 3, in which a first plane through the fastening of the restoring means (15, 16, 123) on the carrier (12, 120, 121, 122) and a second plane through at least one contact element (28 , 131) is defined, which rests on a restoring element for a friction partner (4, 8, 5, 6, 9, 115, 116, 117).

5. Friction clutch (1) according to claim 4, wherein the restoring element comprises at least one pressure plate leaf spring (124) via which a pressure plate (5, 22, 118) of the friction clutch (1) is fixed to another element of the friction clutch (1) and the contact element (28, 131) rests against the pressure plate leaf spring (124), that the movement of the carrier is synchronized with the movement of the pressure plate (5, 22, 118).

6. Friction clutch according to one of the preceding claims, in which the carrier (12, 120, 121, 122) is pot-shaped.

7. Friction clutch according to one of the preceding claims, in which the carrier (12, 120, 121, 122) the friction partners (4, 8, 5, 6, 9, 115, 116, 117) with respect to the axis of rotation radially inside or outside encompasses.

8. Friction clutch (1) according to one of the preceding claims, in which a plurality of carriers (12, 120, 121, 122) are formed, each of which partners with a group of friction (4, 8, 5, 6, 9, 115, 116) , 117) are connected.

9. Drive module (100), in particular hybrid module, comprising an electric motor (101) with a stator (102) and a rotor (103) and a friction clutch (1) according to one of the preceding claims.

10. Drive module (100) according to claim 9, wherein the friction clutch (1) is at least partially formed within the rotor (103).