Friction clutch for a drive train

Abstract

The invention relates to a clutch disc (1,2) with a rotation axis (3) for a friction clutch (4), comprising at least the following components: - a friction section (5) at the outer circumference of the clutch disc (1,2); - a central hub (6) for transmitting torque to a clutch output shaft (7, 8) in a torque-resistant manner; and - a carrier disc (9) of which the friction section (5) is torque-resistant connected to the central hub (6). The clutch disc is characterized in particular by the fact that a centering device (10) is further provided for pre-centering the clutch disc (1, 2) in a pre-assembled state before connecting it to the clutch output shaft (7, 8). wherein the centering device (10) has at least one sheet metal section (11) with axial extension. The clutch disc proposed here provides a simple and cost-effective mounting option in a friction clutch.

Description

[0001] The invention relates to a friction clutch with a rotation axis for a drive train, a reversing gear with such a friction clutch for a drive train, a drive train with such a reversing gear, and a motor vehicle with such a drive train.

[0002] In a friction clutch, a clutch disc is axially pressed between an (axially rigid) counter plate and an (axially movable) pressure plate to transmit torque between a motor shaft and an output shaft (forming a friction pack). This results in a maximum transmissible frictional torque. In most open friction clutches, the clutch disc within the friction pack is usually centered solely by the respective clutch output shaft. However, the clutch output shaft is typically part of a separate transmission and / or is installed later. To simplify installation, it is therefore necessary to pre-center the clutch disc.

[0003] From DE 10 2006 025 528 A1, a friction clutch with a rotational axis for a drive train is known, which can be read from the preamble of claim 1. Furthermore, from DE 10 2007 036 115 A1 and CH 418 851 A, friction clutches with clutch discs having air guide vanes made of sheet metal are known.

[0004] The present invention is based on the objective of overcoming, at least partially, the disadvantages known from the prior art. The features of the invention are defined in the independent claims, for which advantageous embodiments are shown in the dependent claims. The features of the claims can be combined in any technically meaningful way, whereby the explanations from the following description as well as features from the figures, which comprise supplementary embodiments of the invention, can also be used.

[0005] The invention relates to a clutch disc with a rotation axis for a friction clutch, comprising at least the following components: - a friction section on the outer circumference of the clutch disc; - a central hub for the torque-resistant transmission of torque to a clutch output shaft; and - a carrier disc, the friction section of which is connected to the central hub in a torque-resistant manner.

[0006] The clutch disc is characterized in particular by the fact that a centering device is provided for pre-centering the clutch disc in a pre-assembled state before connecting it to the clutch output shaft, wherein the centering device has at least one sheet metal section with axial extension.

[0007] The following text refers to the aforementioned axis of rotation whenever the axial direction, radial direction, or direction of rotation and corresponding terms are used, unless explicitly stated otherwise. Ordinal numbers used in the preceding and subsequent descriptions serve solely for unambiguous identification and do not indicate any order or ranking of the components referred to. An ordinal number greater than one does not necessarily imply the presence of another such component.

[0008] The production of friction clutches must generally be carried out under extreme cost pressure. At the same time, however, the transmission efficiency during operation of the friction clutch and the assembly processes must also be taken into account.

[0009] A centering device simplifies assembly, particularly in hard-to-reach areas or even blind installations. This is the case, for example, when a pre-assembled gearbox with its at least one clutch output shaft or gearbox input shaft is to be connected to the (respective) clutch disc in a torque-resistant manner. Similarly, in an embodiment with a pre-assembled sub-assembly of the friction clutch, comprising, for example, one or more friction packs, such a torque-resistant connection is difficult to access or even designed as a blind installation.

[0010] It is proposed here that a positive-locking pre-centering is created by providing a sheet metal section with axial extension. This sheet metal section thus extends into the area of ​​an axially adjacent (or behind) component in a friction clutch, so that a radial contact is created via such a sheet metal section.

[0011] In a preferred embodiment, a clearance is provided with respect to the relevant component, so that the clutch disc is not exactly centered in this state. This ensures sufficient clearance between the component and the sheet metal section during operation. Simultaneously, any deviation from the desired centering accuracy during operation is so small that a clutch output shaft (for example, via a chamfer) can simply be inserted into the hub of the clutch disc, thus finally centering the clutch disc. This radial clearance (remaining during operation) is therefore at least equal to or less than half the radial extent of such an assembly aid (for example, a chamfer on the hub and / or the relevant clutch output shaft) at the hub's mounting interface.In other words, the diameter of the system component is larger than the (effective for the system) outer diameter of the sheet metal section by a maximum of the radial extent of such an assembly aid at the assembly entrance of the hub.

[0012] In one embodiment, a single sheet metal section is sufficient due to the clear assignment (for example, in the assembly situation under the Earth's gravitational field at the bottom). Alternatively, at least a second sheet metal section is provided if the same applies, except that there are two possible orientations in the assembly situation. For centering independent of the assembly situation, it is proposed that at least three sheet metal sections (then spaced approximately evenly apart in the circumferential direction) be provided. In one embodiment, for cost-effective manufacturing of the components in question, such a sheet metal section is provided for each or a subset of these components, whereby more than three sheet metal sections may then be cost-optimal.

[0013] Alternatively or additionally, at least one sheet metal section includes another function (for example, as a passage for a fluid and / or for a tool during assembly) and is provided in a suitable number for this purpose.

[0014] A friction section of a clutch disc is the functional area for absorbing a frictionally transmitted torque. Often, a friction lining (e.g., inorganic) is provided here, which is connected directly to the carrier disc or to the carrier disc via a friction lining carrier, for example by riveting and / or bonding.

[0015] In one embodiment, the friction section forms a circumferential ring. Alternatively, several individual segments are provided. The carrier disc is suspended axially via the hub and / or it itself and / or any friction lining carrier is designed to be axially flexible. Alternatively or additionally, a lining spring (for example, a corrugated copper sheet) is provided.

[0016] The hub is centrally located in the clutch disc and is designed for the transmission of torque between the carrier disc and a connected clutch output shaft with minimal backlash. A splined connection is preferably used here.

[0017] The carrier disc is primarily designed to bridge the radial distance between the hub and the friction section, thus transmitting a torque through the carrier disc.

[0018] In an advantageous embodiment of the clutch disc, it is further proposed that at least one of the sheet metal sections is formed in one piece by forming from one of the following components: - the carrier disc; - a suspension system; - a friction lining carrier of the friction section; or - a fixing plate, via which the friction section is connected to the carrier disc in a torque-resistant manner.

[0019] In a friction clutch design optimized for series production, sheet metal components represent particularly cost-effective parts. For example, the carrier disc, any existing lining spring, any existing friction lining carrier, and / or any existing fixing plate are designed as sheet metal components.

[0020] In one embodiment, the components mentioned are designed as circumferentially closed rings. In another embodiment, the components mentioned are formed from a plurality of sheet metal elements distributed around the circumference. In one embodiment, all, or alternatively one, preferably three or more of the sheet metal elements have such a sheet metal section.

[0021] It should be noted that in one embodiment the sheet metal section is formed as an (open-ending) tab, alternatively as a (for example U-shaped) projection.

[0022] For example, a window is formed in the carrier disc, whereby a tab is created, for example by stamping and (preferably cold) forming.

[0023] In a lining suspension (for axially spring-loaded attachment of the friction lining of the friction section directly to the carrier disc and / or via a friction lining carrier), for example, a tongue with the sheet metal section is provided radially next to (i.e. inside or outside relative to) the respective friction section as (part of the) centering device.

[0024] In a friction lining carrier (for connecting the friction lining of the friction section to the radially inwardly arranged carrier disc), a tab is provided, for example, on the radially inner side relative to the friction lining, for example, in the area of ​​a connection point (e.g., for a rivet) to the carrier disc. Alternatively or additionally, a tongue with the sheet metal section is provided radially next to (i.e., inside or outside relative to) the respective friction section as (part of) the centering device. In one embodiment, the friction lining carrier also forms a lining spring.

[0025] In one embodiment, the friction section is connected to the carrier disc by means of one or more fixing plates. A connection area is formed with, for example, two or more rivets, to which the friction section (for example, a friction lining carrier) is connected to the carrier disc. In another embodiment, a fixing plate has a sheet metal section for a centering device at one or two circumferential ends.

[0026] In an advantageous embodiment of the clutch disc, it is further proposed that the centering device is configured to bear radially against at least one of the following components of the friction clutch: - a flywheel; - a pressure plate; and - a clutch housing.

[0027] In a typical friction clutch, the axis of rotation is defined by a clutch housing and / or a motor shaft connection. The components mentioned here are centered relative to the clutch housing and / or the motor shaft connection in an assembly state before at least one clutch disc is installed, i.e., mounted or pre-assembled. Even if these components are already positioned with a tolerance, they are then in direct (friction-fit) contact with the (respective) clutch disc. Therefore, any tolerance (even if only temporary in the pre-assembly state before the respective clutch output shaft is mounted) is irrelevant or at least negligible.

[0028] The flywheel is connected indirectly (for example, via a second mass disc in the case of a torsional vibration damper) or directly to the engine shaft connection, so that a relative alignment of the clutch disc to the flywheel implies a small tolerance chain.

[0029] The clutch housing is connected indirectly (for example via the flywheel) or directly to the engine shaft connection, so that a relative alignment of the clutch disc to the flywheel implies a small tolerance chain.

[0030] The pressure plate is centered on the clutch housing and, moreover, is in direct axial contact with the respective clutch disc during operation, so that even with a tolerated deviation of the position of the pressure plate in the clutch housing or relative to the axis of rotation, alignment relative to the pressure plate still means a precise assignment to the respective clutch disc with the centering device proposed here.

[0031] In an advantageous embodiment of the clutch disc, it is further proposed that at least one sheet metal section is designed to rotate at the speed of the clutch disc in order to generate an increased coolant flow.

[0032] It is proposed here that at least one sheet metal section simultaneously serves to convey a coolant flow. Compared to an otherwise identical or identically dimensioned clutch disc without the sheet metal section, or to a friction clutch with clutch disc(s) without a sheet metal section, this generates a larger coolant flow, i.e., a larger throughput volume. In a so-called wet friction clutch, this is a cooling oil; in a so-called dry friction clutch, it is typically air. Preferably, the coolant is conveyed from radially inward to radially outward, with the coolant preferably being drawn in axially from the center. The at least one sheet metal section has a corresponding orientation and / or flow profile for this purpose.

[0033] According to another aspect, a friction clutch with a rotational axis is proposed for a drive train, comprising at least the following components: - a motor shaft connection; - at least one counter plate which is torque-resistant when connected to the motor shaft connection; - at least one axially movable pressure plate; - at least one clutch disc according to an embodiment as described above; and - a clutch housing, wherein the clutch disc can be connected to a respective clutch output shaft via its central hub in a torque-resistant manner, and wherein the respective clutch disc between the associated counter plate and the associated pressure plate can be pressed together to form a friction package for releasable friction-based torque transmission, wherein preferably a pre-assemblable assembly can be formed from at least one pressure plate and at least one associated clutch disc with the clutch housing.

[0034] The friction clutch proposed here is designed, for example, for conventional use, such as in a motor vehicle for controllable friction-based drivetrain interruption.

[0035] A motor shaft connection is provided for the drive motor (electric or internal combustion engine), by means of which the friction clutch can be connected to the respective motor shaft in a torque-resistant manner. For example, the clutch housing (preferably via a flywheel) is thus connected to the motor shaft in a torque-resistant manner.

[0036] A clutch housing is a rotating component that radially surrounds at least one friction pack and on which the necessary axial forces for actuating the at least one friction pack can be supported. The clutch housing forms a force clamp around the at least one friction pack, allowing the friction clutch (together with an actuating unit) to be integrated into a drive train in an axially force-neutral manner.

[0037] In a wet friction clutch, the clutch housing may form a closed wet chamber. Alternatively, a stationary housing (for example, as part of a so-called clutch bell or transmission bell housing) is formed, which is liquid-tight from the surrounding environment. In a dry friction clutch, the clutch housing is preferably designed to be as open as possible, so that air can flow through the clutch chamber as freely (i.e., with minimal resistance) as possible.

[0038] The counter plate is (as previously mentioned) a friction partner in a friction assembly, wherein the counter plate is designed to absorb the axial contact force and is axially fixed. In one embodiment, one of the (possibly several) counter plates is formed integrally with a flywheel. The counter plate is torque-resistant connected to the clutch housing, preferably with the clutch housing being torque-resistant connected to the motor shaft connection via the respective counter plate.

[0039] At least one pressure plate is axially movable but torque-resistant within the clutch housing, for example via leaf springs, at least one actuating lever and / or a paired toothing.

[0040] At least one of the (possibly several) clutch discs is designed as described above, thus enabling easy assembly, i.e., pre-centering relative to the axis of rotation of the friction clutch.

[0041] The clutch disc is arranged between a counter plate and a pressure plate, thus forming a friction pack. Alternatively, two or more clutch discs are arranged in a friction pack, in which case a corresponding number of intermediate discs are provided that are axially movable relative to the clutch housing but are torque-resistant.

[0042] The clutch disc is the only component of the friction assembly that is torque-resistant and connected to a clutch output shaft (for example, a transmission input shaft of a manual gearbox). Therefore, torque from the engine shaft connection to the respective clutch output shaft can only be transmitted by axially pressing the friction assembly in place.

[0043] It should be noted that in some designs a minimal frictional drag torque is permanently present, which is negligible compared to the relevant forces and torques or at least permissible for operation, for example, at least too low to set a motor vehicle in motion.

[0044] In a preferred embodiment, a (first) pre-assembled module can be formed, comprising at least one clutch disc and associated pressure plate. For example, a connection to a motor shaft is then created from a single counter plate or a (second) module (consisting, for example, of a complete friction pack and another counter plate). The first pre-assembled module can then be connected to the counter plate or the second module (without disassembly). Preferably, no mandrel is required for pre-assembly or assembly with the at least one clutch output shaft. Rather, the first module is preferably mounted in the intended installation position, and then the at least one clutch output shaft is axially inserted into the relevant hub.

[0045] In a further advantageous embodiment of the friction clutch, it is proposed that the friction clutch be designed as a double clutch with two separate friction packs and two separate clutch output shafts.

[0046] In a dual-clutch system, two friction packs are provided in a clutch housing for two separate clutch output shafts, which can be actuated independently or interdependently. For example, torque can be transmitted via one friction pack while the other is open, thus interrupting torque transmission. In one embodiment, both friction packs can be engaged simultaneously, enabling torque transmission to two clutch output shafts. Depending on the transmission downstream (for example, a dual-clutch transmission), torque can be transduced differently simultaneously, with the difference potentially being smoothed out in at least one of the friction packs of the clutch. In a commercial vehicle, for example, an output shaft connection is provided, such as for a power take-off (PTO).

[0047] Alternatively or additionally, the dual clutch is connected to or integrated into a reversing gearbox. The operation of the reversing gearbox is essentially the same as a power-shift dual-clutch transmission, similar to gear changes in a passenger car. However, in this case, the power-shift clutch enables switching between forward and reverse driving. For example, when a wheel loader approaches a load to be transported, picks it up, and then reverses with the load, an interruption of the load and the resulting undefined state are undesirable.

[0048] In an advantageous embodiment of the friction clutch, it is further proposed that the first friction pack and the second friction pack are configured in a normally open configuration.

[0049] In many applications, especially in commercial vehicles, it is desirable that the friction packs are open in their normal state, i.e., without the application of an external actuating force, meaning that no torque can be transmitted (beyond a minimal drag torque). For example, the friction clutch is configured, at least with regard to the arrangement and actuation of the friction packs, as shown in DE 10 2022 114 608 B3 or DE 10 2022 114 761 B3. In a normally open configuration of a friction pack, the respective clutch disc is not held in position as long as no active actuation is applied. However, the actuating unit is usually mounted at a later stage than the stage at which the discs of a friction pack are pre-assembled together.

[0050] According to another aspect, a reversing gear for a drive train is proposed, comprising at least the following components: - a friction clutch designed as a double clutch according to an embodiment as described above; - a transmission gearbox; and - at least one output shaft connection, wherein the motor shaft connection can be connected to the output shaft connection in a torque-transmitting manner via the transmission gearbox and the friction packages in a load-uninterrupted reversible direction of rotation.

[0051] A reversing transmission is proposed here, which includes a dual clutch with the advantageous functions as described above. In an advantageous embodiment, the reversing transmission is otherwise of conventional design. In any case, the reversing transmission is configured for conventional applications.

[0052] For example, for tractor applications or other work equipment, referred to here as commercial vehicles, reversing transmissions with a dual clutch are known, by means of which the direction of rotation of an output shaft (connected to at least one output shaft connection in a torque-resistant manner) can be reversed without interrupting the load. The dual clutch has at least two (preferably concentric) clutch output shafts to enable forward and reverse travel, respectively. Optionally, a (possibly third) shaft is provided instead or in addition, for example, for a power take-off (PTO).

[0053] According to another aspect, a powertrain is proposed comprising at least the following components: - at least one drive motor with a motor shaft to deliver torque; - at least one consumer to absorb a torque; and - for the detachable connection of the motor shaft to the at least one consumer, a friction clutch according to an embodiment as described above, and / or for the load-uninterrupted reversal of the direction of rotation, a reversing gear according to an embodiment as described above.

[0054] The proposed powertrain comprises at least one drive motor, one of which may be, for example, an internal combustion engine, a starter-generator, and / or an electric drive motor. This drive motor, at least in one primary state, forms the torque source of a torque flow. Furthermore, it includes at least one load, for example, the drive wheels of a motor vehicle, which, at least in one primary state, forms the torque sink of the torque flow.

[0055] The at least one drive motor and the at least one load are connected to each other by means of a friction clutch and / or a reversing gear according to an embodiment as described above, thereby transmitting torque. Preferably, the double clutch of the reversing gear provides the only means of disconnecting the torque transmission between the at least one drive motor and the at least one load.

[0056] The reversing gear enables a load-uninterrupted reversal of the direction of rotation, such as the torque of at least one drive machine being made available to at least one consumer.

[0057] The proposed drive train comprises a friction clutch (preferably a dry clutch) according to an embodiment as described above. The clutch disc allows for easy assembly and is also cost-effective and can be manufactured without adding mass.

[0058] According to another aspect, a motor vehicle is proposed, preferably a commercial vehicle, featuring at least one drive wheel and one drive train according to an embodiment as described above, wherein, for the propulsion of the motor vehicle, a torque can be transferred from the at least one drive motor of the drive train to the at least one drive wheel, wherein preferably the direction of rotation of the at least one drive wheel can be reversed without interrupting the load by means of a reversing gear according to an embodiment as described above.

[0059] The motor vehicle is, for example, a commercial vehicle such as a forklift, wheel loader, excavator, or tractor. The motor vehicle has a drivetrain according to an embodiment as described above.

[0060] The proposed motor vehicle includes a (preferably dry) friction clutch according to an embodiment as described above. The clutch disc allows for easy installation and is also cost-effective and can be manufactured without additional mass.

[0061] In a preferred embodiment, the torque available from the at least one drive motor is transmitted via a reversing gear designed as described above to the at least one drive wheel (consumer) and preferably additionally via a power take-off (PTO) to an auxiliary consumer, such as a driveshaft, a cutter bar, or a hydraulic system. In one embodiment, the reversing gear includes at least one transmission stage and / or a differential. Preferably, the transmission stage and / or the differential are separate assemblies, for example, connectable to each other by means of separate partial transmission housings.

[0062] 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 limited by the purely schematic drawings, although it should be noted that the drawings are not dimensionally accurate and are not suitable for defining size relationships. It is illustrated in Fig. 1: a first step in an assembly process for a normally-open configured double coupling; Fig. 2: a second step of the assembly process for the double clutch according to Fig. 1; Fig. 3: a third step in the assembly process for the dual clutch according to Fig. 1; Fig. 4: a fourth step in the assembly process for the dual clutch according to Fig. 1; Fig. 5: a fifth step in the assembly process for the dual clutch according to Fig. 1; Fig. 6: a sixth step in the assembly process for the dual clutch according to Fig. 1; Fig. 7: a seventh step in the assembly process for the dual clutch according to Fig. 1; Fig. 8: a fourth step in the assembly process for a dual clutch with clutch discs with centering device; Fig. 9: an eighth step in the assembly process for the dual clutch according to Fig. 8; Fig. 10: a clutch disc in a first embodiment; Fig. 11: a clutch disc in a second embodiment; Fig. 12: a clutch disc in a third embodiment; and Fig. 13: Schematic top view of a drive train in a tractor with a friction clutch.

[0063] In Fig. Figure 1 shows a schematic representation of the first step of an assembly process for a friction clutch 4, which here is designed as a normally open configured dual clutch 26. On the left of the representation, a drive motor 29 is indicated in a motor housing 39, which is connected via its motor shaft 30 to a motor shaft connection 21 of a flywheel 15 (here also the first counter plate 22) for transmitting a torque about the axis of rotation 3 in a torque-resistant manner.

[0064] On the right side of the illustration is a clutch housing 18, where, optionally, the pressure plates 16, 17, the second clutch disc 2 (shown with dashed lines), and the second counter plate 23 (far right) are already pre-assembled. The two pressure plates 16, 17 are each marked with a line on their radial outer edge to indicate their axial movement. In the configuration of the dual clutch 26 shown, the pressure plates 16, 17 are optionally arranged axially in the center or on the left side of the pre-assembled clutch housing 18. The second counter plate 23 is optionally already torque-resistant connected to the clutch housing 18, for example, formed integrally with it.

[0065] The first clutch disc 1, which is not yet mounted, is arranged between the engine housing 39 and the clutch housing 18. The first friction pack 24 is formed (or will be formed) by the first counter plate 22, the first clutch disc 1, and the first pressure plate 16 (shown on the left). In the pre-assembled clutch part, the second friction pack 25 is formed by the second pressure plate 17, the second clutch disc 2, and the second counter plate 23.

[0066] Here, in the pre-assembled clutch part (shown on the right), a downward-pointing arrow indicates that the second clutch disc 2 has slipped radially downwards (for example, due to gravity), i.e., it is not centered on the axis of rotation 3.

[0067] An arrow is shown at the top of the illustration, indicating the assembly direction 40. It is evident that access to the clutch discs 1 and 2 is severely restricted, as will also be shown in the following illustrations.

[0068] In Fig. 2 is, in a schematic representation, a second step of the assembly process for the double clutch 26 according to Fig. 1 shown. Here, the first clutch disc 1 is guided along the assembly direction 40 towards the first counter plate 22 by means of a centering mandrel 41 (an assembly aid which is removed again) and thereby pre-centered.

[0069] In Fig. 3 is, in a schematic representation, a third step of the assembly process for the double clutch 26 according to Fig. 1 shown. Here the pre-assembled assembly with the clutch housing 18 is shifted to the left along the assembly direction 40 as shown, and the second clutch disc 2 is attached to the rear end of the centering mandrel 41.

[0070] In Fig. 4 is, in a schematic representation, a fourth step of the assembly process for the double clutch 26 according to Fig. Figure 1 shows the pre-assembled assembly with the clutch housing 18 shifted further to the left along the assembly direction 40, as shown in the illustration. The second clutch disc 2 is placed on the centering mandrel 41 and thus pre-centered. The clutch housing 18 is now also torque-tightly connected to the first counter plate 22, thereby establishing the axial alignment of the discs of the first friction pack 24.

[0071] In Fig. In a schematic representation, step 5 is the fifth step of the assembly process for the double clutch 26 according to Fig. Figure 1 shows that the centering mandrel 41 is now pulled out of the friction clutch 4 in the opposite direction to the assembly direction 40. This again indicates that the two clutch discs 1, 2 are off-center (for example, due to gravity).

[0072] In Fig. 6 is, in a schematic representation, a sixth step of the assembly process for the double clutch 26 according to Fig. Figure 1 shows the following: Here, the bell housing 42 (possibly including the transmission, for example, transfer case 28 and / or reversing gear 27) together with the two clutch output shafts 7, 8 (or transmission input shafts) is guided to the left along the assembly direction 40 as shown. The (inner) first clutch output shaft 7 is to be connected to the first clutch disc 1 on the left as shown, and the (outer) second clutch output shaft 8 is to be connected to the second clutch disc 2 on the right as shown, in a torque-resistant manner.

[0073] In Fig. 7 is, in a schematic representation, a seventh step of the assembly process for the double coupling 26 according to Fig. Figure 1 shows the following: Here, the (inner) first clutch output shaft 7 with the first clutch disc 1 (shown on the left) and the (outer) second clutch output shaft 8 with the second clutch disc 2 (shown on the right) are to be inserted along the assembly direction 40 to the left, as shown in the illustration. It is evident that the clutch discs 1 and 2 are too far off-center to allow this connection without assistance.

[0074] In Fig. Figure 8 shows a schematic representation of the fourth step in the assembly process for a dual clutch 26 with clutch discs 1, 2 and centering device 10. For the sake of clarity, the components are shown here almost identical to those in the representation according to Figure 8, without prejudice to the generality of the representation. Fig. 4 selected. The clutch discs 1, 2 remain in the desired pre-centered position because the centering device 10 (extending axially inwards against the corresponding pressure plates 16, 17) is in contact and prevents radial-outward movement (downwards as shown). It should be noted that alternatively, one or both of the centering devices 10 can have an axial extension outwards, i.e., towards the respective counter plate 22, 23.

[0075] In Fig. In a schematic representation, 9 is the eighth step of the assembly process for the double clutch 26 according to Fig. Figure 8 shows the bell housing 42 connected to the engine housing 39. The (inner) first clutch output shaft 7 is connected, as intended, to the first clutch disc 1 on the left, and the (outer) second clutch output shaft 8 is connected to the second clutch disc 2 on the right, both in a torque-resistant manner. The clutch discs 1 and 2 are centered via the clutch output shafts 7 and 8 (through the connection between the engine housing 39 and the bell housing 42). A torque from the drive motor 29 can now be transmitted separately to the first clutch output shaft 7 and to the second clutch output shaft 8 via the friction packs 24 and 25.

[0076] According to a further aspect, the centering devices 10 are also configured as conveying means for a coolant flow 19, specifically, in the illustrated embodiment, between the respective clutch disc 1, 2 and the associated pressure plate 16, 17. With an axially reversed orientation, the coolant flow 19 would be conveyed between the respective clutch disc 1, 2 and the associated counter plate 22, 23. It should be noted that in one embodiment, a coolant flow 19 is only amplified and not exclusively possible where the centering device 10 is configured accordingly. Furthermore, it should be noted that, in addition to the centering device 10, other (possibly additional) means can also be used to amplify a coolant flow 19.

[0077] In Fig. Figure 10 shows a clutch disc 1, 2 in a first embodiment with a centering device 10. Here, the radially outer friction section 5 is formed by four friction segments (here designated two pars pro toto), which are connected to the carrier disc 9 (here optionally riveted). A hub 6 with splined connection is shown centrally at the axis of rotation 3, which is (here optionally) torque-resistantly connected to the carrier disc 9 by means of a rivet. Radially between each friction segment of the friction section 5 and the hub 6, a sheet metal section 11 is projected as a tab, creating a window in the carrier disc 9 (here designated two pars pro toto). In one embodiment, these axially extending sheet metal sections 11 serve not only as a centering device 10, but also, for example, for radial contact with a pressure plate 16, 17, a counter plate 22, 23, and / or the clutch housing 18 (compare Figure 1). Fig. 8 and Fig. 9) is not only designed to direct a coolant flow 19 (for example, from radial-inside to radial-outside). In a different embodiment, the sheet metal sections are not all aligned in the same axial direction.

[0078] In Fig. Figure 11 shows a clutch disc 1,2 in a second embodiment with centering device 10. For the sake of clarity, and without exclusion of generality, the clutch disc 1,2 is shown here to be almost identical to the first embodiment according to Figure 11. Fig. Figure 10 shows the following. In contrast, no window is formed in the carrier disc 9, but rather the sheet metal sections 11 are formed by a radially inwardly oriented tongue of the lining spring 12. In their function for centering and / or guiding a coolant flow 19, these tabs correspond (at least approximately) to those of the embodiment according to [reference missing]. Fig. 10.

[0079] In Fig. Figure 12 shows a clutch disc 1,2 in a third embodiment with a centering device 10, wherein a damped clutch disc 1,2 is shown, which has a torsional damping device 43 (of which the helical compression springs are particularly visible) centrally located between the friction section 5 and the hub 6. Here, the clutch disc 1,2 is also designed with a circumferentially segmented friction section 5, with each of these friction segments being connected to the carrier disc 9 via a (separate) friction lining carrier 13, and being fixed by means of a sheet metal strip, the fixing plate 14. The fixing plate 14 has a tab-like sheet metal section 11 with axial extension at each of its circumferential ends. In their function for centering and / or guiding a coolant flow 19, these tabs correspond (at least approximately) to those of the embodiment according to Figure 1. Fig. 11.

[0080] In Fig.Figure 13 shows a schematic top view of a drive train 20 in a tractor 33 with a friction clutch 4 and transmission gearbox 28 and / or a reversing gearbox 27. A driver's cab 35 is indicated on a rear axle 38 with rear drive wheels 31, and a front axle 37 with front drive wheels 32 is shown along the longitudinal axis 34 in front of it. A drive motor 29 is centrally located (here shown optionally as an internal combustion engine) and can be connected via the gearbox to a differential 36 on the front axle 37 and a differential 36 on the rear axle 38, respectively, transmitting torque to the front drive wheel 32 and the rear drive wheel 31. A reversing gearbox 27 allows for a seamless transition from forward to reverse travel.

[0081] The clutch disc proposed here provides a simple and cost-effective mounting option in a friction clutch. Reference symbol list 1 first clutch disc 2 second clutch disc 3. Rotation axis 4 friction clutch 5 Friction section 6 hub 7 first clutch output shaft 8 second clutch output shaft 9 Carrier disc 10 Centering device 11 sheet metal section 12. Suspension pad 13 friction lining carriers 14 fixing plate 15 Flywheel 16 first pressure plate 17 second pressure plate 18 clutch housings 19 Coolant flow 20 Powertrain 21 Motor shaft connection 22 first counter plate 23 second counter plate 24 first friction package 25 second friction pack 26 Dual clutch 27 reversing gears 28 transmission gearboxes 29 Drive machine 30 Motor shaft 31 rear drive wheel 32 front drive wheel 33 Motor vehicle 34 Vehicle longitudinal axis 35 Driver's cab 36 Differential 37 Front axle 38 Rear axle 39 Engine housing 40 Mounting direction 41 Centering mandrel 42 Gearbox bell 43 Torsional damping device

Claims

[1] Friction clutch (4) with a rotation axis (3) for a drive train (20), comprising at least the following components: - a motor shaft connection (21); - at least one counter plate (22,23) which is connected to the motor shaft connection (21) in a torque-resistant manner; - at least one axially movable pressure plate (16, 17); - a clutch housing (18); and comprising at least one clutch disc (1,2) comprising at least the following components: - a friction section (5) at the outer circumference of the clutch disc (1,2); - a central hub (6) for transmitting torque to a clutch output shaft (7, 8) in a torque-resistant manner; and - a carrier disc (9) of which the friction section (5) is connected to the central hub (6) in a torque-resistant manner, wherein the clutch disc (1,2) can be connected to a respective clutch output shaft (7,8) via its central hub (6) in a torque-resistant manner, wherein the respective clutch disc (1,2) can be pressed between the associated counter plate (22,23) and the associated pressure plate (16,17) to form a friction pack (24,25) for releasable friction-fit torque transmission, wherein a pre-assemblable assembly can be formed from at least one pressure plate (16,17) and at least the associated clutch disc (2) with the clutch housing (18), characterized by , that the clutch disc (1,2) has a centering device (10) for pre-centering the clutch disc (1,2) in a pre-assembled state before connecting it to the clutch output shaft (7,8), wherein the centering device (10) has at least one sheet metal section (11) with axial extension. [2] Friction coupling (4) according to claim 1, wherein at least one of the sheet metal sections (11) is formed in one piece by forming from one of the following components: - the carrier disk (9); - a pad spring (12); - a friction lining carrier (13) of the friction section (5); or - a fixing plate (14) via which the friction section (5) is connected to the carrier disc (9) in a torque-resistant manner. [3] Friction coupling (4) according to claim 1 or claim 2, wherein the centering device (10) is configured to bear radially against at least one of the following components of the friction coupling (4): - a flywheel (15); - a pressure plate (16,17); and - a clutch housing (18). [4] Friction clutch (4) according to one of the preceding claims, wherein the at least one sheet metal section (11) is designed to rotate at the speed of the clutch disc (1,2) to generate an increased coolant flow (19). [5] Friction clutch (4) according to one of the preceding claims, wherein the friction clutch (4) is designed as a double clutch (26) with two separate friction packs (24,25) and two separate clutch output shafts (7,8). [6] Friction clutch (4) according to claim 5, wherein the first friction pack (24) and the second friction pack (25) are configured normally open. [7] Reversing gear (27) for a drive train (20), comprising at least the following components: - a friction clutch (4) designed as a double clutch (26) according to claim 5 or claim 6; - a transmission gear (28); and - at least one output shaft connection, wherein the motor shaft connection (21) can be connected to the output shaft connection in a torque-transmitting manner by means of the transmission gear (28) and the friction packs (24,25) in a load-uninterrupted reversible direction of rotation. [8] Powertrain (20), comprising at least the following components: - at least one drive motor (29) with a motor shaft (30) for delivering a torque; - at least one consumer (31, 32) to receive a torque; and - for detachably connecting the motor shaft (30) to the at least one consumer a friction clutch (4) according to one of claims 5 to 7 and / or for reversing the direction of rotation without interrupting the load a reversing gear (27) according to claim 7. [9] Motor vehicle (33), preferably a commercial vehicle, comprising at least one drive wheel (31, 32) and a drive train (20) according to claim 8, wherein for the propulsion of the motor vehicle (33) a torque can be transferred from the at least one drive motor (29) of the drive train (20) to the at least one drive wheel (31, 32), wherein preferably the direction of rotation of the at least one drive wheel (31, 32) can be reversed without interrupting the load by means of a reversing gear (27) according to claim 7.

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