CN111946753B - Friction clutch and method for manufacturing a squeeze plate for a friction clutch - Google Patents

Abstract

The invention relates to a friction clutch for a drive train having an axis of rotation, comprising at least one friction disk and a pressure plate having a rear side with a cam ring for receiving an axial force for axially pressing the pressure plate against the friction disk, and having a friction surface for transmitting torque from the pressure plate to the friction disk in a friction-locking manner in a pressed state. The friction clutch is primarily characterized in that the cam ring comprises at least one tab integrally formed with the pressure plate, which tab is connected to the pressure plate at a radially inner portion and extends radially outwardly. With the friction clutch or the production method proposed here, a separate adaptation to the cam ring can be achieved in a cost-effective manner.

Description

Friction clutch and method for producing a pressure plate for a friction clutch

Technical Field

The invention relates to a friction clutch for a drive train having a rotational axis, to a drive train having such a friction clutch, to a motor vehicle having such a drive train, and to a method for producing a pressure plate for a friction clutch.

Background

Friction clutches for use in drive trains, for example in motor vehicles, are known from the prior art. The friction clutch intervenes in the torque change process, so that the torque transmission between the input and output of the friction clutch about the rotational axis can be actively, i.e. externally controlled, disconnected. In addition to completely transmitting torque and completely disengaging, friction clutches can also be used in general for speed equalization and/or for reducing torque transmission by transmitting torque slip. In order to transmit torque, friction groups are provided in the friction clutch, in which friction groups the pressure plate with friction surfaces and the corresponding friction disk can be pressed axially against one another, for example, in a manner controllable by means of an actuating device. For this purpose, the pressing plate can be moved axially toward the friction disk. A counter plate is also typically provided so that the friction disc can be compressed between the two plates (the compression plate and the counter plate) and in frictional contact on both sides. In this case, the two plates are rotationally fixed relative to the input side and the friction disk relative to the output side, or vice versa. As a result of the pressing force, a friction force is generated by the friction surface, which is multiplied by the average radius of the friction surface to produce a transmissible torque.

The compression plate must meet high demands with regard to the friction surfaces which are as flat as possible and high heat capacity in all operating states. Furthermore, the compression plate must provide a defined point of force application on its rear side (axially opposite the friction surface). This is usually ensured by a so-called cam ring having an axial bulge forming at least one backside of the ring, on which the operating device acts indirectly (or rarely directly as well). Thus, the compression plate has heretofore been preferably manufactured as a cast member. In order to meet the ever increasing mechanical demands on the extruded sheet, the extruded sheet is more often manufactured from (flat) sheet material, preferably by means of cold forming methods, such as stamping. For example, extrusion plates with cam rings welded on the rear side are known. But this two-step approach is expensive and requires a different cam ring for each cam diameter. Extrusion plates are also known which have tabs turned from the outside, which form cams for the cam ring, respectively. However, such cam rings are limited in the position of the cam (in some cases, for example, due to the additionally required radially outwardly extending lugs on the outer edge of the pressure plate for connecting the leaf spring arrangement) and also act from a minimum axial height. Furthermore, a squeeze plate is known which generates a cam from the outside by means of a gap. This is only possible for a compression plate without lugs for the leaf spring arrangement on its outer edge, or with lugs that require subsequent mounting, for example welding.

Disclosure of Invention

The invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features according to the invention are given by the description for which advantageous configurations are listed. The features of the invention can be combined in any technically expedient manner and method, wherein the features from the description below and from the drawings, including the complementary configurations of the invention, are also conceivable for this purpose.

The invention relates to a friction clutch for a drive train having an axis of rotation, comprising at least the following components:

-friction disk, and

-A compression plate having a back side with a cam ring for receiving an axial force for axially pressing the compression plate against the friction disc, and having a friction surface for transmitting torque from the compression plate to the friction disc in a friction-locking manner in a compressed state.

The friction clutch is primarily characterized in that the cam ring comprises at least one tab integrally formed with the pressure plate, which tab is connected to the pressure plate at a radially inner portion and extends radially outwardly.

If no further explicit indication is given, the axial direction, the radial direction or the swivel direction and the corresponding concepts are used below with reference to the rotation axis. Ordinal numbers used in the foregoing and in the following description are only used for explicit distinction if different cases are not explicitly indicated, and do not indicate the order or sequence of the marked components. Ordinal numbers greater than one do not necessarily imply that there are additional such components.

The friction clutch can be used for the purpose described at the outset for actively disconnecting and connecting the torque transmission. For this purpose, the friction clutch comprises a friction disk, which is formed, for example (in a single friction pair), by a preferably axially fixed counter plate and has a (single) friction side for pressing against the pressure plate. Alternatively, the friction disk is a disk which can be pressed between two plates and for this purpose has in each case one friction side on both sides in the axial direction, which friction side is preferably formed by a friction lining.

Furthermore, a pressure plate is provided with a friction surface, wherein the friction surface can be pressed against the (corresponding) friction side of the friction disk for the frictional (and preferably also adhesive) torque transmission. The rotational axis of the friction clutch is oriented normally (technically, i.e. within a predetermined tolerance range) with respect to the friction surface. In order to release the friction pair, i.e. to break the torque transmission, the pressure plate is suspended in the friction clutch in an axially displaceable manner. In order to receive the respective pressing forces, a cam ring is formed on the rear side of the pressing plate (axially opposite the friction surface). Thereby, a corresponding axial force is provided for axially pressing the compression plate against the friction disc. The cam ring is preferably provided for interaction with a diaphragm spring or lever spring, which is also generally referred to as a disk spring, wherein the disk spring is supported axially on a clutch cover of the friction clutch, which is rotationally fixed relative to the pressure plate (and also relative to the counter plate in the case of separate friction disks). If it is desired to axially pretension the pressure plate, for example by means of a leaf spring arrangement, the pressure plate is pretensioned to be connected to the clutch cover, for example by means of webs on the edge of the pressure plate, i.e. radially inwards or radially outwards, for example radially outwards of the friction surfaces of the pressure plate.

It is now proposed that the cam ring comprises at least one web which is connected to the pressure plate on the radially inner side and extends radially outward. The webs are formed integrally with the extruded sheet, for example, in that a blank is provided as a blank or semi-finished product, which is separated, for example, stamped, from a flat sheet metal part. The webs (when using the completed compression plate) therefore extend from the region of the friction surface (hereinafter referred to as the outer ring of the compression plate) toward the center of the compression plate, for example toward the axis of rotation, or also beyond this center. The tab is then folded radially outward in a further manufacturing step such that the tab and the outer ring at least partially overlap. The webs form an axial bulge on the end face, i.e. at or at the open end of the web, which is defined in terms of its radial position and its axial height, for example for introducing axial forces to act on the disk springs. As a result of this, the radial position and/or the height of action can be set individually without having to change the blank (or other type of semifinished product). In such different pressure plates, then, only the remaining shape of the webs, for example their extension into the radial direction, differs with different positions of the cam ring.

It is noted that the manufacturing method shown here is particularly economically advantageous, for example for mass production, but that the extruded plate can also be manufactured in different ways, for example additive, prototype, thermoforming and/or cutting. The cam ring with at least one tab has the advantage of, for example, simplified shaping, integration and/or other post-processing properties.

The friction clutch proposed here can thus be adapted to individual customer demands by means of the individually adaptable position of the cam ring, wherein a plurality of identical components can be used simultaneously, or at least the semifinished products for the pressure plate can be produced identically and can therefore be produced in large numbers. In one embodiment, the friction groups of the friction clutch can also be tolerance-compensated and/or adjusted by the webs. Likewise, if the requirements are changed or even errors are determined, the matching can be performed in a later manufacturing stage or coating stage.

In an advantageous embodiment of the friction clutch, it is furthermore provided that the cam ring has a plurality of webs, which each form a sub-cam with an axial extension.

It is proposed here that the cam ring has a plurality of webs, for example at least three webs, for receiving the forces as evenly distributed as possible. Preferably, a ring shape is formed, wherein individual force introduction points and/or force introduction lines are each formed on the webs by individual webs and/or individual elevations. If only a single web is provided, it is formed in a ring shape or can be used to introduce forces into the compression plate at least approximately in a ring shape or in a compensating manner for the most uniform possible frictional transmission of torque.

In a preferred embodiment of the friction clutch, the sub-cams have different diameters of action and/or different heights of action from each other.

In such an embodiment, the force intervention can be brought into different sub-cams and/or into a different number of sub-cams in relation to the stroke. Independently of this, the force intervention can be displaced relative to the friction surface as a function of the stroke, so that the influence on the flatness of the friction surface of the pressure plate (and possibly on the friction disk and on the flatness of the pressure plate) is as small as possible when the actuating force acting on the pressure plate increases.

In an advantageous embodiment of the friction clutch, it is further provided that the at least one web is connected to the rear side of the compression plate in a material-locking manner.

In this embodiment, the rear side is connected to the webs, i.e. the webs are not connected to the outer ring of the compression plate only on the radially inner side. Additional stiffening of the cam ring and/or the friction surface (against which the pressure plate acts) is thereby achieved. The webs are preferably welded to the rear side, particularly preferably by means of a fillet weld. The webs are preferably connected to the rear side of the pressure plate in a material-locking manner in the region of the partial cams, particularly preferably radially overlapping the partial cams.

In an advantageous embodiment of the friction clutch, it is further provided that at least one tab of the cam ring is spaced apart from the rear side of the pressure plate by a predetermined distance.

By means of the distance from the rear side of the pressing plate, the working height of the cam ring or of the sub-cams of the associated webs can be freely set. Furthermore, in a preferred embodiment, the spring rate can be set by a predetermined spring travel, which is limited, for example, to an axial distance from the rear side of the compression plate. This produces a force-travel characteristic curve similar to a lining spring device. Thereby, compensation for excessively high engagement speeds and/or operating forces which may cause vibrations is achieved, or vice versa, in order to avoid damage to friction pairs or surfaces. The chatter is that the friction pair springs axially outward against the engagement direction, thereby causing generally undesirable torque ripple. However, this is desirable as a final measure of protection and is therefore the permissible operating state of the friction pack.

In a preferred embodiment of the friction clutch, a plurality of webs are provided, at least two of which are each spaced apart from the rear side of the pressure plate at a predetermined distance from one another.

In one embodiment, the series of stiffness is set by different positions of the point of action (which may be created, for example, by different heights of action of a plurality of sub-cams on a single or different tab of the cam ring). In this way, for example, a desired, for example discontinuous, force/travel characteristic curve is produced.

According to another aspect, a drive train is proposed, which has at least the following components:

-at least one drive machine;

at least one consumer, and

A friction clutch according to the embodiment described above,

Wherein the drive machine and the at least one consumer are detachably connected to one another by means of the friction clutch in a torque-transmitting manner.

The drive train, for example for a motor vehicle, comprises a drive machine (for example an energy converter, preferably an internal combustion engine or an electric drive machine) as a (main) torque source, and at least one consumer for the torque of the drive machine, for example at least one drive wheel, an air-conditioning pump and/or an electric generator of the motor vehicle for its drive. Furthermore, a friction clutch according to the above description is provided, by means of which the drive machine is detachably connected to the at least one consumer for transmitting torque. In many applications, torque transmission can be achieved in both directions by means of friction clutches, the inertial energy introduced by, for example, the drive wheels can be converted into electrical energy and/or can be dissipated by means of an engine brake.

In one embodiment, a plurality of drive machines are provided, which can be operated in series or in parallel or decoupled from one another by means of friction clutches, or the torques of which can be individually made available in a separable manner. An example is a hybrid drive consisting of an electric drive and an internal combustion engine, but the internal combustion engine may also be a multi-cylinder engine in which individual cylinders (groups) can be connected by means of friction clutches.

The use of the friction clutch described above is particularly advantageous for the targeted and/or switched transmission of torque or for the disconnection of transmission with different gear ratios by means of a shifting gear. The friction clutch proposed here comprises a compression plate which can be produced cost-effectively for a plurality of applications on the basis of the same semifinished product and can be adapted to the requirements of personalization at the same time.

According to a further aspect, a motor vehicle is proposed, which has at least one drive wheel and a drive train according to the embodiments described above,

Wherein the at least one drive wheel is detachably connected to the at least one drive machine in a torque-transmitting manner for driving the motor vehicle.

Most motor vehicles currently have a front drive, so that it is preferable to arrange a drive machine, for example an internal combustion engine or an electric drive machine, in front of the driver's cabin and transversely to the main driving direction. In this arrangement, the installation space is particularly small, and it is therefore particularly advantageous to use friction clutches of small design dimensions. The use of friction clutches in motor vehicles is of similar design, for which significantly increased power is required while the installation space remains unchanged. While requiring low costs.

In a passenger car of a small car class according to the european classification, the problem becomes acute. The functional units used in passenger vehicles of the small-scale class are not significantly reduced relative to passenger vehicles of the large-scale class. However, the installation space available in small vehicles and the cost margin are often significantly less. The drive train described above has a friction clutch, wherein the friction clutch or its compression plate can be individually adapted to different configurations of the compression plate using the same machine tool in a production process that remains as unchanged as possible and can be produced at the same time cost-effectively. At the same time, the required axial installation space is smaller, but at least not larger, than in the known solutions.

Passenger vehicles are assigned vehicle grades according to, for example, size, price, weight and power, wherein the definition is subject to continuous variation according to market demand. Vehicles classified according to european classification as small vehicles and class of small vehicles are assigned to class of small vehicles (Subcompact Car) in the us market and they correspond to super mini class or city vehicle class in the uk market. Examples of such a class of micro-car are Volkswagen up | or Renault Twingo. Examples of cart classes are Alfa Romeo Mito, volkswagen Polo, ford ka+ or Renault Clio. The full hybrid type known in the small vehicle class is BMW i3, audi A3 e-tron or Toyota Yaris Hybrid.

According to another aspect, a method of manufacturing a squeeze plate for a friction clutch is provided, comprising at least the steps of:

i. providing a blank having an outer ring and at least one tab extending integrally radially inward from the outer ring, wherein the outer ring forms a friction surface and a back side when a finished extruded plate is used;

forming a sub-cam with an axial extension on the at least one tab;

folding the at least one tab radially outward to the back side of the outer ring, and

Setting the active diameter and the active height of the at least one sub-cam after or during step ii and/or step iii.

The manufacturing method proposed here is provided, for example, for the pressing plate of the friction clutch according to the embodiment described above. But on the contrary this is only one possible embodiment of a manufacturing method for such a squeeze plate.

The compression plate which can be produced by the production method has an outer ring which has a friction surface on one side, against which the rotational axis of the later friction clutch is oriented (technically) normally, and on the opposite side has a rear side. The rear side is provided for introducing a handling force or a pressing force. The outer ring has only the radial expansion required for the friction surface or additionally, for example, lugs on the radially outer side, for example for axial prestressing means, such as leaf spring arrangements. In some cases, the extruded plate or slab has other elements, for example parts, such as welds or milled or shaped depressions, already attached in an intermediate step. Preferably, after step i, for example simultaneously with one of steps ii to iv, any deformation deviating from the planarity of the sheet material forming the blank is performed, preferably by means of a single tool.

Firstly in step i, the slabs are provided by an external provider, for example by means of stamping, laser cutting or water cutting and in some cases as outsources. The at least one tab and in some cases the other components are not yet transferred to the final position but are integrally connected with the outer ring.

Steps ii and iii are then carried out, with step ii preferably being carried out first. In some cases, it is advantageous for a specific application, for example for the readjustment or personalization, to carry out step iii first, or to carry out step ii incompletely, or to repeat step ii after step iii.

In step ii, the open end of the tab is rounded, for example, to form a sliding or working surface for the coil spring. Alternatively or additionally, grooves are formed in order to produce cams or cam rings (segments) with defined sliding or working surfaces on the operating side. In one embodiment, the sub-cams are configured such that a satisfactory slip-out or working surface is ensured even when the position of the tab is changed in a subsequent step (e.g. step iii or step iv) and thereby the position and in some cases the orientation of the sub-cams is changed (within a predetermined frame).

In step iii, the tabs are folded over, creating a radial overlap with the outer ring of the compression plate. In a preferred embodiment, the tab is already transferred into its final position, wherein preferably step ii has already been performed. This means that in this embodiment step iv is integrated into step iii and in some cases into step ii. Alternatively, step iv is a subsequent adjustment step or calibration step, so that in some cases no shaping is performed in step iv, but only the correct position is determined. Step iv is then a quality assurance step, which particularly preferably has been integrated into step ii and/or step iii. At least in this case only one sampling control is sufficient for the correct production of the extruded plate to ensure quality, wherein this sampling control is not regarded as step iv, but instead step iv is always required.

The production method proposed here enables the dimensions of the cam ring to be flexibly adapted to the individual customer requirements, wherein standardized slabs and/or identical tools can be used at the same time for production, and for example a single production line can be used to significantly increase the number of pieces and to price the pieces. In one embodiment, the friction groups of the friction clutch can also be tolerance-compensated and/or adjusted by means of the webs, in that the production method extends to the assembly of the friction clutch or by means of the production method a pressing plate is provided in the original state for (optionally) re-matching the assembly of the friction clutch.

In an advantageous embodiment of the production method, the following steps are also included:

And at least one of the webs is connected to the back side of the outer ring in a material-locking manner.

In this embodiment, the at least one tab is connected to the rear side in a material-locking manner, i.e. for example welded (e.g. spot welded or laser welded), soldered or glued. Thereby, the position of the relevant tab is fixed and/or the compression plate is reinforced and/or wear friction due to relative movement between the tab and the back side of the compression plate is prevented.

In an advantageous embodiment of the production method, the following steps are also included:

Setting a predetermined axial spacing of at least one of the tabs relative to the back side of the outer ring.

It is proposed here to set the axial distance between the associated webs relative to the rear side of the outer ring, so that spring elements having a predetermined force/travel characteristic are provided, taking full advantage of the elasticity of the webs. In a preferred embodiment, the spring element can be compressed under load, i.e. the tab can be deformed against the back side under a predetermined axial load, for example under a pressing and/or vibrating load, so that the spring rate increases rapidly (in some cases discontinuously). The compacted state of the webs is advantageous, for example, for the fully engaged state, in which torque is transmitted in an adhering manner to the friction disk, i.e. when the greatest actuating force is applied. But during engagement, it is possible to compensate for non-uniformities or excessively rapid increases in torque transmission, for example, by chatter.

Drawings

The present invention described above will be described in detail below in the relevant technical background with reference to the accompanying drawings showing preferred configurations. The invention is not in any way limited by the purely schematic drawings, wherein it is noted that the drawings are not dimensionally accurate and are not suitable for defining dimensional proportions. Showing:

FIG. 1 is a cross-sectional view of a friction clutch having a first apply diameter;

FIG. 2 is a cross-sectional view of a friction clutch having a second apply diameter;

FIG. 3 is a cross-sectional view of a friction clutch having welded tabs;

FIG. 4 is a cross-sectional view of a friction clutch having spaced tabs;

FIG. 5 is a partial view of a slab;

FIG. 6 is a compression plate with spring travel;

FIG. 7 force-travel-diagram, and

Fig. 8 shows a drive train in a motor vehicle with a friction clutch.

Detailed Description

In fig. 1 to 4, the friction clutch 1 with the rotation axis 2 is schematically shown in section in substantially the same embodiment purely for the sake of clarity. The friction clutch 1 or the illustrated friction pack (pressure plate 8, friction disk 4 and counter plate 5) can be embodied not only normally closed but also normally open. In this case, the pressing plate 8 is shown centrally in the axial direction with a cam ring 11, wherein the cam ring 11 is formed by means of folded-over webs 15, 16 or 17. The compression plate has a rear side 10 axially on the side of the webs 15, 16 or 17 and has a (first) friction surface 13 axially opposite, which corresponds here to a ring section of the compression plate 8, which is designated as the outer ring 9. On the left in the illustration, a counter plate 5 is shown, to which the clutch cover 30 is connected in a rotationally fixed manner, in this case (optionally) by means of a screw connection. The pressing plate 8 is resistant to torsion relative to the counter plate 5. The counter plate 5 is, for example, simultaneously a flywheel, which can be connected to the output shaft of the drive 25 (see fig. 8). On the right in the illustration, a spiral spring 32, which is embodied as a diaphragm spring, for example in the normally closed configuration of the friction pack, is supported tiltably axially on the clutch cover 30 via a stepped bolt 33. The spiral spring 32 acts on the cam ring 11 of the pressure plate 8 with an acting diameter 22 and an acting height 23, which is measured here, for example, from the rear side 10 of the pressure plate 8. The cam ring 11 is composed of a plurality of partial cams 19, 20 or 21, which are embodied here (optionally) as open ends of the respective webs 15, 16 or 17, which open in the axial direction. The friction disk 4 is arranged here between the counter plate 5, more precisely the (second) friction surface 14, and the pressure plate 8, more precisely the (first) friction surface 13, so that the respective friction surface 14 can be frictionally engaged with the corresponding friction side 6 or 7 for releasable torque transmission. For this purpose, an axial force 12 can be introduced into the pressure plate 8 by the cam ring 11, so that the pressure plate 8 and the friction disk 4 are displaced toward the counter plate 5 starting from the disengaged state of the friction clutch 1. The friction clutch 1 is then closed and torque can be transmitted from the counterplate 5 to the friction disk-side clutch hub 31, for example to the mating teeth for (and thus form-locking) receiving the transmission input shaft.

As can be seen in a comparison of fig. 1 and 2, the effective diameter 22 is greater in the embodiment according to fig. 2. Independently of this, the active height 23 in the embodiment according to fig. 2 is also smaller than in the embodiment according to fig. 1. In one embodiment, the material or dimensions of the webs 15 are generally identical. In one embodiment, different action diameters 22 and/or different action heights 23 are provided in a single pressure plate 8. In a further embodiment, only a single constant diameter 22 and/or a single constant height 23 is provided in the friction clutch 1.

Fig. 3 shows a second web 16, which is identical to the first web 15 according to fig. 1 and/or fig. 2, for example, and which is welded to the rear side 10 of the pressure plate 8 in the region of the second partial cams 20 by means of a weld 34, which is embodied here as a fillet weld.

Fig. 4 shows a third web 17, which is identical to the first web 15 and/or the second web 16 according to fig. 1 and/or fig. 2, for example, and which has an axial distance 24 in the region of the third partial cams 21 relative to the rear side 10 of the compression plate 8.

In one embodiment, for example, as shown in fig. 1,2, 3 and/or 4, the webs of the individual pressing plates 8 are embodied differently. In a further embodiment, only a single type of web and/or a constant diameter of application 22 and/or a constant height of application 23 is provided in the friction clutch 1.

Fig. 5 shows a schematic, partially schematic, axial plan view of the blank 29, with first, second, third and fourth webs 15, 16, 17 and 18 extending from the outer ring 9 toward the center, i.e. toward the axis of rotation 2, which webs are connected individually but integrally to the outer ring. Furthermore, leaf spring lugs 35 are (optionally) shown on the outer edge of the outer ring 9.

In fig. 6, a cross section of the pressing plate 8 is schematically shown, for example as shown in fig. 4. Reference is made in this respect to the previous description of the components of the pressing plate 8. The axial distance 24 is here also the (maximum) spring travel 36, which decreases elastically when the axial force 12 is applied to the cam ring 11, wherein preferably the webs 17 can be compressed with the rear side 10 of the pressure plate 8.

In fig. 7, a force-stroke diagram is shown, wherein reference is made to the illustration of the compression plate in fig. 6. Here, the ordinate is the force axis 37, and the abscissa is the stroke axis 38. The exemplary force-travel characteristic 39 of the web 17 initially shows an approximately proportional, i.e., linear, increase in the axial distance 24, i.e., the increase in the spring travel 36. Once the spring travel 36 ends due to the compacting position, the force-travel characteristic 39 suddenly (here discontinuously) rises steeply and approaches infinity, wherein in use the maximum axial force 12 is the limit end.

Fig. 8 schematically shows a drive train 3 in a motor vehicle 28. The drive train 3 comprises a (single) drive machine 25 (here indicated as an internal combustion engine with cylinder bores) which is provided for driving a left drive wheel 26 and a right drive wheel 27 via a transmission mechanism which is not described in detail. A friction clutch 1 is provided in the drive train 3, by means of which torque transmission to the drive wheels 26, 27 can be interrupted. The drive machine 25 of the drive train 3 is arranged in this case transversely to the longitudinal axis 41 upstream of the cab 40.

With the friction clutch or the production method proposed here, a separate adaptation to the cam ring can be achieved in a cost-effective manner.

List of reference numerals

1. Friction clutch

2. Axis of rotation

3. Drive train

4. Friction disk

5. Opposite pressing plate

6. First friction side

7. Second friction side

8. Extrusion plate

9. Outer ring

10. Backside of the back side

11. Cam ring

12. Axial force

13. First friction surface

14. Second friction surface

15. First tab

16. Second tab

17. Third tab

18. Fourth tab

19. First sub-cam

20. Second sub-cam

21. Third sub-cam

22. Diameter of action

23. Height of action

24. Axial distance

25. Driving machine

26. Left driving wheel

27. Right driving wheel

28. Motor vehicle

29. Slab blank

30. Clutch cover

31. Clutch hub

32. Coil spring

33. Stepped bolt

34. Weld joint

35. Plate spring lug

36. Spring travel

37. Force shaft

38. Stroke shaft

39. Force-travel characteristic curve

40. Cab

41. Longitudinal axis

Claims (7)

1. A friction clutch (1) for a drive train (3) having an axis of rotation (2), having at least the following components:

-a friction disk (4), and

A compression plate (8) having a rear side (10) with a cam ring (11) for receiving an axial force (12) for axially pressing the compression plate (8) against the friction disk (4), and having a friction surface (13) for transmitting torque from the compression plate (8) to the friction disk (4) in a friction-locking manner in a compressed state,

It is characterized in that the method comprises the steps of,

The cam ring (11) comprises a plurality of webs (15, 16, 17, 18) which are formed integrally with the pressure plate (8), are connected to the pressure plate (8) on the radial inner side and extend radially outwards, wherein the webs each form a partial cam (19, 20, 21) with an axial extension, wherein the partial cams (19, 20, 21) have different diameters of action (22) and/or different heights of action (23) from one another, and at least one web (16) is connected to the rear side (10) of the pressure plate (8) in a material-locking manner.

2. Friction clutch (1) according to claim 1, wherein at least one tab (18) of the cam ring (11) is spaced apart from the back side (10) of the pressure plate (8) by a predetermined distance (24).

3. Friction clutch (1) according to claim 1, wherein at least two tabs (18) of the plurality of tabs are each spaced apart from the back side (10) of the pressure plate (8) by a predetermined spacing (24) different from each other.

4. A drive train (3) having at least the following components:

-at least one drive machine (25);

-at least one driving wheel (26, 27);

Wherein the drive machine (25) and the at least one drive wheel (26, 27) are detachably connected to each other in a torque-transmitting manner by means of a friction clutch (1) according to any one of claims 1-3.

5. A motor vehicle (28) having at least one drive wheel (26, 27) and a drive train (3) according to claim 4,

Wherein the at least one drive wheel (26, 27) and the at least one drive machine (25) are connected to each other in a torque-transmitting manner in a detachable manner for driving the motor vehicle (28).

6. A method for manufacturing a squeeze plate (8) for a friction clutch (1), comprising at least the steps of:

i. Providing a blank (29) having an outer ring (9) and a plurality of webs (15, 16, 17, 18) extending radially inwards integrally from the outer ring (9), wherein the outer ring (9) forms a friction surface (13) and a rear side (10) when using a produced compression plate (8);

Forming sub-cams (19, 20, 21) with axial extensions on the plurality of tabs (15, 16, 17, 18);

Folding the tabs (15, 16, 17, 18) radially outwards to the back side (10) of the outer ring (9), and

Setting the working diameter (22) and the working height (23) of the sub-cams (19, 20, 21) after or during step ii and/or step iii such that the sub-cams (19, 20, 21) have different working diameters (22) and/or different working heights (23) from each other,

V. at least one of the webs (15, 16, 17, 18) is connected to the rear side (10) of the outer ring (9) in a material-locking manner.

7. The manufacturing method according to claim 6, further comprising the step of:

Setting a predetermined axial distance (24) of at least one of the tabs relative to the back side (10) of the outer ring (9).