Friction plate having a groove pattern formed by a friction lining pad

Abstract

The present invention relates to a friction plate for an annular wet friction system with external lubrication, comprising a carrier plate (113) and a number of pentagonal friction lining pads (111, 112). A friction surface with a groove pattern (115) is formed by the carrier plate (113) and the friction lining pads (111, 112). The groove pattern comprises a zigzag or wave-shaped groove (120) extending around the circumference. The circumferential groove (120) is arranged radially between a first pentagonal friction lining pad (111) arranged radially outward in a first pad row and a second pentagonal friction lining pad (112) arranged radially inward in a second pad row.

Description

[Technical Field]

[0001] The invention relates to a wet multi-disc brake with external oil supply having the features set forth in the preamble of claim 1 .

[0002] The scope of application of the present invention is wet multi-disc brakes in hybrid modules, DHTs and shiftable e-axles, low loss multi-disc brakes as moving and separating elements for hybrid modules and e-axles. [Background technology]

[0003] Wet multi-plate clutches and brakes are widely used in conventional power-shiftable transmissions, in new hybrid modules in heavy-duty drivetrains, or in shiftable e-axles, where they represent high-performance, heavy-duty components. The demands for reduced CO2 emissions and improved efficiency of drivetrains in automotive applications are of paramount importance. In addition to reducing load-independent losses in the moving elements, thermal loads and adequate cooling must be considered. The groove pattern of the friction discs plays a central role in the trade-off between friction properties, thermal balance, and efficiency.

[0004] Conventional technology: Figure 1 WO 2019 / 120370, as well as U.S. Pat. No. 8,474,590 and EP 3,374,652 each disclose annular wet friction elements having grooves on the friction surface.

[0005] Disadvantages: In the case of annular wet friction systems with external lubrication (also referred to as external oil supply in the context of this disclosure), in particular in the case of multi-disc brakes with external oil supply (see Figure 2), it is not possible to use proven groove patterns (as for internal oil supply). Summary of the Invention [Problem to be solved by the invention]

[0006] The object of the present invention is therefore to improve the convection / cooling effect and minimize drag losses in wet friction systems with external lubrication, for example in multi-disc brakes with external oil supply, by means of a suitable groove pattern. [Means for solving the problem]

[0007] This object is achieved by a groove pattern for an annular wet friction system with external lubrication having the features of claim 1. In particular, the annular wet friction system is a wet multi-disc brake with external oil supply.

[0008] Thereby, the groove pattern according to the invention for an annular wet friction system with external lubrication provides that the friction surface has circumferential grooves that extend in a zigzag or wave-like manner over the circumference.

[0009] In wet friction systems with external lubrication, such groove patterns improve cooling and reduce drag losses.

[0010] A preferred exemplary embodiment of the groove pattern is characterized in that a circumferential groove extending in a zigzag or wavy manner is disposed radially between a first pentagonal friction lining pad disposed radially outward in the first pad row and a second pentagonal friction lining pad disposed radially inward in the second pad row. The first pentagonal friction lining pad and the second pentagonal friction lining pad form a double-row groove pattern with a circumferential groove extending in a zigzag or wavy manner. The circumferential groove extending in a zigzag or wavy manner is preferably disposed centrally between the first pentagonal friction lining pad and the second pentagonal friction lining pad. The first pentagonal friction lining pads preferably have substantially the same configuration. The same applies to the second pentagonal friction lining pad.

[0011] A further preferred exemplary embodiment of the groove pattern is characterized in that the first pentagonal friction lining pad and the second pentagonal friction lining pad have a rectangular geometry with a triangular geometry immediately adjacent thereto, the tips of the triangular geometry of the first pentagonal friction lining pad being directed radially inward and the tips of the triangular geometry of the second pentagonal friction lining pad being directed radially outward. Depending on the size and shape of the triangular geometry of the first pentagonal friction lining pad and the second pentagonal friction lining pad, the shape and size of the circumferentially extending circumferential grooves can be changed to suit the desired contour requirement.

[0012] A further preferred exemplary embodiment of the groove pattern is characterized in that the first radial grooves are respectively arranged circumferentially between the first pentagonal friction lining pads and the second radial grooves are respectively arranged circumferentially between the second pentagonal friction lining pads, with the tips of the triangular geometric arrangement of the first pentagonal friction lining pads facing the second radial grooves and the tips of the triangular geometric arrangement of the second pentagonal friction lining pads facing the first radial grooves. The first radial grooves and the second radial grooves each open into a circumferential groove that extends circumferentially in a zigzag or wave manner.

[0013] A further preferred exemplary embodiment of the groove pattern is characterized in that the first pentagonal friction lining pad has a V-shaped double groove. The V-shaped double groove means that the first pentagonal friction lining pad has two grooves, each of which is arranged in a V-shape. The two V-shaped grooves are spaced apart from each other in the circumferential direction, and the distance between the grooves of the double groove decreases radially outward. The groove angle between the two grooves of the double groove is preferably 20 to 30 degrees, and particularly preferably 24.3 degrees. The two grooves of the V-shaped double groove can be configured as embossed grooves. The two grooves of the V-shaped double groove can also be configured as segmented grooves. Optionally, one of the grooves of the V-shaped double groove can be configured as an embossed groove, and the other of the two V-shaped double grooves can be formed as a segmented groove.

[0014] Further preferred exemplary embodiments of the groove pattern are characterized in that at least two second pentagonal friction lining pads are integrally connected to one another and are separated only by embossed grooves. According to an exemplary embodiment, two second pentagonal friction lining pads are integrally connected to one another. According to a further exemplary embodiment, three second pentagonal friction lining pads are integrally connected to one another. According to a further exemplary embodiment, all second pentagonal friction lining pads are integrally connected to one another. The interconnected second pentagonal friction lining pads are separated by embossed grooves.

[0015] A further preferred exemplary embodiment of the groove pattern is characterized in that the pad angles at the pad corners of the first pentagonal friction lining pad and the second pentagonal friction lining pad are between 90 and 150 degrees, which angle range has proven to be particularly advantageous with regard to the desired effect on the operation of the groove pattern.

[0016] A further preferred exemplary embodiment of the groove pattern is characterized in that the corners of all pads are rounded along their circumferential contour, the rounding radius preferably being equal to or greater than 1 millimeter.

[0017] A further preferred exemplary embodiment of the groove pattern is characterized in that the first friction lining pad and the second friction lining pad have a width and a height with a width-to-height ratio greater than 1 and less than 3. The ratio of width to height of the first pentagonal friction lining pad is preferably 2.58. The ratio of width to height of the second pentagonal friction lining pad is preferably 2.33.

[0018] A further preferred exemplary embodiment of the groove pattern is characterized in that the radial flow cross section between the first pentagonal friction lining pads is larger than the radial flow cross section between the second pentagonal friction lining pads. The radial flow cross section is defined by the size of the radial groove between the first pentagonal friction lining pad and the second pentagonal friction lining pad. In this regard, the radial groove can be an embossed groove as well as a segmented groove.

[0019] The present invention further relates to a friction lining pad for the groove pattern as described above. The friction lining pad can be purchased separately.

[0020] Further advantages and advantageous configurations of the invention are the subject of the following drawings and their description. [Brief explanation of the drawings]

[0021] [Figure 1] Prior art: Typical groove processing of friction linings (source ZF). [Figure 2] Wet multi-plate brake with external oil supply. General: Lubrication system for wet multi-plate clutches / brakes Schematic diagram of wet multi-plate brake with external oil supply [Figure 3]Friction discs (brakes) with external oil supply: Oil routing and cooling · Shifting multi-disc brakes: Approximate temperature curve · Requirements: Oil routing and cooling with brakes closed [Figure 4] Friction discs (brakes) with external oil supply: drag losses General: drag torque for multi-plate clutches / brakes Requirement: oil removal with brake open [Figure 5] Groove pattern for friction systems with external lubrication | Functional description Variants: A (Pad 1 embossed, double Pad 2 embossed), B (Pad 1 embossed, Pad 2). [Figure 6] Groove pattern for friction systems with external lubrication | Description Pad 1 Variants: F (basic configuration), G (Pad 1) [Figure 7] Groove Patterns for Friction Systems with External Lubrication | Description Pad 1 Variations: H (Basic Configuration), I (Pad 1 with Embossed or Segmented Grooves) [Figure 8] Groove pattern for friction systems with external lubrication | Description Pad 2 Variants: J (basic configuration), K (Pad 2) [Figure 9] Groove patterns for friction systems with external lubrication | Description Variations: L-Pad 2 as embossed double pad, embossed triple pad, embossed multiple pad [Figure 10] Groove patterns for friction systems with external lubrication | Description · Example: Schematic cooling oil flow in closed state: Embossed pad 1, double pad 2 · Example: Schematic oil removal in open / closed state: Embossed pad 1, triple pad 2 DETAILED DESCRIPTION OF THE INVENTION

[0022] Various known groove patterns 62-69 are shown in plan view in Figure 1. A friction disc without grooves on the friction surface is shown at 61. Radially inward, the friction disc has internal teeth for hooking the friction disc onto a multi-plate carrier (not shown).

[0023] Groove pattern 62 comprises radial grooves. Groove pattern 63 comprises cross grooves. Groove pattern 64 comprises parallel grooves arranged in groups. Groove pattern 65 comprises blind grooves arranged in a cross shape. Groove pattern 66 comprises spiral grooves. Groove pattern 67 comprises intersecting grooves. Groove pattern 68 comprises sunburst grooves. Groove pattern 69 comprises annular grooves with pressure relief holes.

[0024] The groove pattern allows oil flow to cool the disc even when the moving elements are closed. Furthermore, the grooves cut the oil film, thereby stabilizing the friction coefficient. This creates the desired friction characteristics during shifting. When the moving elements are open, the drag torque is influenced and reduced by the grooves.

[0025] In Figures 2a and 2b a wet multi-plate brake 20 is shown schematically in different views. Figure 2a shows various lubrication systems 21, 22 and 23 for wet multi-plate clutches or brakes. The lubrication systems 21-23 can be implemented differently for wet multi-plate clutches and brakes depending on the application.

[0026] Generally, cooling oil for the friction system is supplied internally, either actively, for example by a pressure oil supply in the case of a double clutch, as indicated by arrow 24 and double arrow 25, or passively, for example by passive oil distribution within the transmission in the case of moving elements of a stepped automatic transmission. Depending on the configuration of the transmission, the friction system can also operate in an oil bath, as indicated by 23. In the special case of multi-plate brakes such as those used in stepped automatic transmissions, hybrid transmissions or e-axles, an external active oil supply can be useful, as indicated by arrow 26 to 22.

[0027] The arrow in Figure 2b shows that the inner multi-disc carrier 27 of the wet multi-disc brake 20 rotates at a speed ω. One of a total of four friction discs 28 is suspended within the inner multi-disc carrier 27. The friction disc 28 is non-rotatably connected to the inner multi-disc carrier 27 by corresponding internal toothing.

[0028] Each friction disc 28 is axially disposed between two steel discs 29, which are non-rotatably connected to an outer multi-disc carrier 30 of the wet multi-disc brake 20. Arrows ri and ra indicate the inner and outer radii of the annular disc-shaped friction surface between the steel discs 29 and the friction discs 28 when the wet multi-disc brake 20 is closed. Arrow h in Figure 2b indicates that the steel discs 29 are axially spaced apart from the friction discs 28 when the multi-disc brake 20 is in an open state. The term "axial" refers to the axis of rotation 33 of the wet multi-disc clutch 20.

[0029] Disc brakes are commonly used as the internal moving element for movement under load in planetary gear transmissions. As shown in Figures 2a and 2b, a wet disc brake 20 is used in automatic transmissions, DHT transmissions, and / or multi-speed e-axles.

[0030] FIG. 3b shows a plan view of the wet multi-disc brake 20 of the friction disc 28. In circle 26, the arrow indicates an external oil supply for cooling the multi-disc brake 20 in the closed state. In circle 36, a preferred groove pattern is shown, which is intended to direct the flow of cooling oil along the circumference of the friction ring, thereby providing complete, uniform, and effective convective cooling of the friction system after a movement event. The cooling oil outlet is indicated by circle 37. The flow of cooling oil should exit at the lowest point of the friction system whenever possible. Premature exit of cooling oil should be prevented or minimized at the inner diameter at the oil entry point and / or along the circumference at the outer diameter.

[0031] The friction disc 28 is provided with a friction surface 34 and internal teeth 35. The friction surface 34 is provided with a desired groove pattern.

[0032] A Cartesian coordinate diagram with an X-axis 31 and a Y-axis 32 is shown in Figure 3a. Time in suitable time units is plotted on the X-axis 31. Temperature or rotational speed, respectively, in suitable units is plotted on the Y-axis 32. In the rectangle 40, the multi-disc brake is closed. To the right of the rectangle 40, the multi-disc brake is open. 38 illustrates the speed reduction when the multi-disc brake is closed. 39 illustrates the speed increase when the multi-disc brake is opened. In the ellipse 44, an uneven temperature distribution can be seen around the circumference of the multi-disc brake due to uneven cooling oil distribution. When the brake is closed, the friction discs and steel discs in the disc pack of the multi-disc brake are pressed against each other.

[0033] A Cartesian coordinate diagram with an X-axis 41 and a Y-axis 42 is shown in Figure 4a. The speed difference is plotted on the X-axis 41 in suitable speed units. The drag torque is plotted on the Y-axis 42 in suitable units. Curve 43 shows the drag torque curve in different sections 45, 46, and 47. There is a linear progression 70 up to point 71. After a maximum value 72, there is a drop 73 in the drag torque curve. The dotted lines indicate the relative motion, in particular the wobbling motion of the discs, which leads to a new increase in the drag torque.

[0034] Figure 4b shows the shear flow of oil between the friction disc 28 and the steel disc 29. The shift 50 of the intake to lower speed is shown in Figure 4c. The preferred groove pattern is intended to improve oil clearance of the brake, thereby improving drag loss.

[0035] Circle 48 in Figure 4d indicates that oil supply when the multi-disc brake 20 is in the open state should be reduced or minimized as much as possible, i.e., advantageously by a suitable groove pattern. In circle 49, oil removal is indicated by an arrow. When the multi-disc brake 20 is in the open state, fast oil removal / no spinning is desired. Both disc separation and oil removal can be assisted by the groove pattern.

[0036] Cooling in closed state (no rotation) (Fig. 3, Fig. 10): The groove pattern configuration facilitates the external supply of cooling oil due to its low flow resistance, and the targeted oil flow minimizes on the one hand the premature drainage of cooling oil from the friction system, and on the other hand allows for uniform cooling over the circumference of the friction system (improved convective cooling), which improves the thermal balance of the moving elements and shortens the cooling times.

[0037] Drag loss in open state (Fig. 4, Fig. 10): By considering the interrelationships of intake / separation behavior and their impact on drag losses, the groove pattern configuration (which affects the pressure level / distribution within the lubrication gap) can minimize drag losses. At the same time, the additional passive oil supply of the friction system from inside the transmission is reduced. This supports the goal of low-loss multi-disc brakes as moving and separating elements for hybrid modules and e-axles.

[0038] Functional description of groove patterns for friction systems with external lubrication (Figure 5): Drag Loss - Open Condition: Groove cross section increasing from inside to outside - diffuser effect. Improved oil removal during brake release (spinning friction discs). This creates more pressure reduction in the groove / lubrication gap between the discs, which shifts the intake to a lower speed. This reduces drag torque. The indirect oil supply from the inside is reduced due to the reduced flow cross section at the inside diameter, which can further assist oil removal of the friction system in the open state and reduce drag losses.

[0039] Accumulation of friction value - closed state: Improved friction value build-up is achieved through effective oil removal within the lubrication gap due to optimized over-embossing of the outer row of pads (Pad 1). The cohesive expanded pads of the inner row of pads are also over-embossed to improve oil removal.

[0040] Cooling-closed state: The wide groove channels (1) in the outer row of pads facilitate the external oil supply when the brake is closed. A curved zigzag groove (2) is located in the center to distribute the cooling oil around the periphery of the friction system. The reduced flow cross-section on the inner ring (3) reduces the flow of cooling oil out of the friction contact, for example, with the combined pads, preferably pad number 2 as in Figure A. The externally supplied cooling oil can be optimally guided to the surface of the opposing friction disc by the tailored over-embossment (4). This improves the distribution of the cooling oil and increases the contact area for convective heat transfer between the cooling oil and the steel disc.

[0041] 5 to 10 show groove patterns 115 in various embodiments. The groove patterns 115 are also referred to as groove configurations. The groove patterns 115 include a first friction lining pad 111 and a second friction lining pad 112. The friction lining pads 111, 112 are arranged on a carrier disk 113. The carrier disk 113 together with the friction lining pads 111, 112 is referred to as a friction disk.

[0042] The first pentagonal friction lining pad 111 and the second pentagonal friction lining pad 112 each have a rectangular geometry with an immediately adjacent triangular geometry. The peak of the triangular geometry of the first pentagonal friction lining pad 111 is oriented radially inward. The peak of the triangular geometry of the second pentagonal friction lining pad 112 is oriented radially outward.

[0043] A circumferential groove 120 extends radially and circumferentially between the first friction lining pads 131-134 and the second friction lining pads 141-145. The arrangement and shape of the first pentagonal friction lining pad 111 and the second pentagonal friction lining pad 112 results in a zigzag or wavy path for the circumferential groove 120.

[0044] The first radial grooves 121 are each arranged between two adjacent first friction lining pads 131, 132. The second radial grooves 122 are each arranged between two adjacent second friction lining pads 141, 142.

[0045] The first pentagonal friction lining pad 111 is provided with a V-shaped double groove 123, as can be seen in Figure 5a using the example of the first friction lining pad 132. The V-shaped double groove 123 comprises two V-shaped embossed grooves 124 and 125 of the first friction lining pad 132. Figure 5a further shows that two second friction lining pads 142, 143 and 144, 145 are respectively integrally connected to one another. The integrally connected second friction lining pads 142, 143 and 144, 145 are each divided by only one embossed groove 126. The embossed groove 126 replaces the radial groove 127 configured as a segmented groove shown in Figure 5b.

[0046] Fig. 6a shows that the first pentagonal friction lining pad 111 and the second pentagonal friction lining pad 112 can also be configured without embossed grooves. In Fig. 6b, the first friction lining pad 136 is depicted with an inner pad angle 1. The inner pad angle 1 is preferably 90 to 150 degrees. Fig. 6c shows that the outer pad edge is provided with a rounding radius 2, preferably 1 millimeter or more.

[0047] In Fig. 6d, a double-headed arrow 3 indicates the width of the first friction lining pad 136. A height 4 of the first friction lining pad 136 is indicated by a double-headed arrow 4. The ratio of the width 3 to the height 4 of the first pentagonal friction lining pad 111 is 1 to 3, preferably 2.58.

[0048] In Figure 6e, the double-headed arrow 5 indicates the outer flow cross section between the first pentagonal friction lining pads 111. The outer flow cross section 5 is larger than the inner flow cross section 6 indicated by the double-headed arrow between the two second pentagonal friction lining pads 112.

[0049] 6f shows pad interior angles 151-153 of the first pentagonal friction lining pad 111. Angle 151 is 90 degrees. Angle 152 is 110.9 degrees. Angle 153 is 145.7 degrees.

[0050] 6g, rounding radii 154 to 158 are shown. Rounding radii 154, 155, 157, and 158 are 1 mm. Rounding radius 156 is 2 mm.

[0051] In Figure 6h, double-headed arrows 159, 160 indicate the width and height of the first pentagonal friction lining pad 111. The width 159 is 16 mm. The height 160 is 6.2 mm.

[0052] In Figure 6i, double-headed arrows 161, 162 indicate the width of the radial groove between the first pentagonal friction lining pads 111. The widths 161, 162 are 2 millimeters. The width 164 of the first friction lining pad located between them is 16 millimeters. The width of the radial groove between two adjacent second friction lining pads 112 is indicated by dimension arrow 163 and is 1 millimeter.

[0053] FIG. 7a shows the groove angle 7 between the two embossed grooves 165, 166 of the V-shaped double groove. The first radial groove 167 has a width 8. The embossed groove 166 has a width 9. The groove angle 7 is 20-30 degrees. The groove angle 7 is preferably 24.3 degrees. The width 9 of the embossed groove 166 is smaller than the width 8 of the radial groove 167. The embossing depth of the embossed groove 166 corresponds at most to half the lining thickness of the respective friction lining pad.

[0054] 7b, the first pentagonal friction lining pad 111 can also be segmented into three parts as shown at 10. The corresponding segmentation grooves are shown at 168 and 169.

[0055] Figure 7c shows groove widths 171 and 172. The groove width 171 of the corresponding radial groove is 2 millimeters. The groove width 172 of the corresponding embossed groove of the first friction lining pad 111 is 1.2 millimeters. The groove angle 173 is 24.3 degrees. The V-shaped double groove can be embossed, milled or stamped.

[0056] In Figure 8a, the pad interior angle 1 is shown for one of the second pentagonal friction lining pads 112. In Figure 8b, the rounding radius 2 of the second pentagonal friction lining pad 112 is shown. In Figure 8c, the width 3 and height 4 of the second pentagonal friction lining pad 112 are shown.

[0057] The pad interior angle 1 is 90 to 150 degrees. The rounding radius 2 is preferably 1 millimeter or more. The ratio of the width 3 to the height 4 of the second friction lining pad 112 is 1 to 3, preferably 2.33. The pad interior angle 181 in Figure 8d is 107.1 degrees. The pad interior angle 182 is 90.7 degrees. The pad interior angle 183 is 138.2 degrees.

[0058] The width 184 of Figure 8e is 16 millimeters. The height 185 of Figure 8e is 7.2 millimeters.

[0059] In Figure 8f, radiuses 186-189 are 1 mm. Radius 190 is 2 mm.

[0060] In Fig. 9a, two second friction lining pads 142, 143 are shown integrally connected to each other. Fig. 9b shows three second friction lining pads 142-144 are shown integrally connected to each other. Fig. 9c shows four friction lining pads 142-145 are shown integrally connected to each other. The integrally connected second friction lining pads are separated only by embossed grooves 126.

[0061] In Figure 9d, the groove width 191 of the second radial groove 122 configured as a segmented groove is 1.8 millimeters. The groove width 192 of the embossed groove 126 is 1.2 millimeters.

[0062] In Figure 10a, the looped arrows indicate the flow of cooling oil in the closed state of the friction system. In region 101, the flow of cooling oil can be maintained in the friction system by the low-segmented inner ring or by the reduced flow cross-section in the inner ring and curved tangential grooves. External and internal leakage can be minimized.

[0063] In Figure 10b, the schematic oil removal in the open and closed states is illustrated by arrows. In region 102, effective oil removal in the lubrication gaps of the segmented and over-embossed structures improves the accumulation of friction values, thereby achieving smooth closing of the friction system during operation.

[0064] In the region 103, the cross-sectional area of ​​the groove increases from the inside to the outside, thereby achieving a diffuser effect, which improves the intake air flow and reduces drag loss.

[0065] By adjusting the segmentation of the inner ring, the indirect oil supply from the inside can be reduced, which also allows air to enter the lubrication gap. [Explanation of symbols]

[0066] 1 Pad inner angle 2 Rounding Radius 3 Width 4 Height 5 Outer flow cross section 6 Inner flow cross section 7 Groove angle 8 width 9 Width 10 Pad Deformation 20 Multi-plate brake 21 Lubrication System 22 Lubrication System 23 Lubrication System 24 Arrow 25 double-headed arrow 26 Arrow (external oil supply) 27 Inner multi-plate carrier 28 friction discs 29 Steel Disc 30 outer multi-plate carrier 31 X-axis 32 Y-axis 33 Rotation axis 134 Friction surface 35 Internal teeth 36 yen 37 yen 38 Speed ​​reduction 39 Speed ​​Increase 40 rectangle 41 X-axis 42 Y-axis 43 Curve 44 Temperature distribution 45 sections 46 sections 47 sections 48 yen 49 yen 50 shifts 61 Friction disc 62 groove patterns 63 Groove Pattern 64 groove patterns 65 groove pattern 66 groove pattern 67 Groove Pattern 68 Groove Pattern 69 Groove Pattern 70 Linear transition 71 points 72 maximum 73 Decline 101 areas 102 areas 103 areas 111 First pentagonal friction lining pad 112 Second pentagonal friction lining pad 113 Carrier Disk 115 Groove Pattern 120 Circumferential groove 121 first radial groove 122 second radial groove 123 Double Groove 124 Embossed groove 125 embossed groove 126 Embossed groove 127 Segmented groove 131 First friction lining pad 132 First friction lining pad 133 First friction lining pad 134 First friction lining pad 141 Second friction lining pad 142 Second friction lining pad 143 Second friction lining pad 144 Second friction lining pad 145 Second friction lining pad 151 Pad inner angle 152 Pad inner angle 153 Pad inner angle 154 rounding radius 155 rounding radius 156 Rounding Radius 157 Rounding Radius 158 rounding radius 159 width 160 height 161 groove width 162 groove width 163 Groove width 164 width 165 Embossed groove 166 Embossed groove 167 Radial groove 168 Segmented groove 169 Segmented groove 171 groove width 172 groove width 173 Groove angle 175 First Pad Row 176 Second Pad Row 181 Pad inner angle 182 Pad inner angle 183 Pad inner angle 184 width 185 height 186 Rounding Radius 187 Rounding Radius 188 rounding radius 189 Rounding Radius 190 rounding radius 191 groove width 192 groove width

Claims

1. A friction plate for an annular wet friction system with external lubrication, the friction surface having circumferential grooves (120) extending in a zigzag or wave pattern around the circumference, The circumferential grooves (120) extending in a zigzag or wave pattern around the circumference are arranged radially between first pentagonal friction lining pads (111) arranged radially outward in a first pad row (175) and second pentagonal friction lining pads (112) arranged radially inward in a second pad row (176), A friction plate characterized in that two second pentagonal friction lining pads (112) are integrally connected to each other and separated only by an embossed groove (126).

2. 2. The friction plate according to claim 1, wherein the first pentagonal friction lining pad (111) and the second pentagonal friction lining pad (112) have a shape in which a triangle and a rectangle are arranged adjacent to each other, and a tip of the triangle of the first pentagonal friction lining pad (111) is directed radially inward, and a tip of the triangle of the second pentagonal friction lining pad (112) is directed radially outward.

3. 3. The friction plate according to claim 2, wherein first radial grooves (121) are respectively arranged circumferentially between the first pentagonal friction lining pads (111), and second radial grooves (122) are respectively arranged circumferentially between the second pentagonal friction lining pads (112), and the tips of the triangles of the first pentagonal friction lining pads (111) face the second radial grooves (122), and the tips of the triangles of the second pentagonal friction lining pads (112) face the first radial grooves (121).

4. 2. The friction plate according to claim 1, wherein the pad interior angle (1) at the pad corners of the first pentagonal friction lining pad (111) and the second pentagonal friction lining pad (112) is 90 to 150 degrees.

5. 2. The friction plate according to claim 1, wherein, when the circumferential dimension is defined as the width (3) and the radial dimension is defined as the height (4), the value obtained by dividing the width (3) of the first pentagonal friction lining pad (111) by the height (4) and the value obtained by dividing the width (3) of the second pentagonal friction lining pad (112) by the height (4) are greater than 1 and less than 3, respectively.

6. Friction plate according to claim 1, characterized in that the radial flow cross section (5) between the first pentagonal friction lining pads (111) is larger than the radial flow cross section (6) between the second pentagonal friction lining pads (112).

7. Friction lining pads (111, 112) for friction plates according to claim 1.

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