Multi-plate slip clutch with studded carrier

Abstract

Multi-plate slip clutch (1) for a motor vehicle drivetrain, comprising a first clutch component (3) having several first friction plates (2) and a second clutch component (5) having several second friction plates (4), wherein the first friction plates (2) and the second friction plates (4) are arranged alternately in the axial direction and are permanently pressed against each other by means of a spring element (6), forming a frictional engagement, wherein a carrier (7) of the first clutch component (3) receiving the first friction plates (2) has two axially supported support plates (8, 9) and several circumferentially distributed studs (10) connecting the support plates (8, 9) to each other, and the studs (10) are also used for rotationally fixed support of the first friction plates (2), wherein the second clutch component (5) has a hub body (15) receiving the second friction plates (4), characterized in thatthat a second support plate (9) of the carrier (7) of the first coupling component (3) is cup-shaped and has a hub section (14) arranged radially within the first friction plates (2) and the second friction plates (4), and the hub section (14) of the first coupling component (3) projects at least partially axially into the hub body (15) of the second coupling component (5).

Description

[0001] The invention relates to a multi-plate slip clutch for a motor vehicle drivetrain according to the preamble of claim 1, preferably a drivetrain of a motor vehicle, preferably a passenger car, truck, bus or other commercial vehicle. The multi-plate slip clutch is designed as a friction-locking overload protection clutch, i.e., as a friction clutch that is permanently closed and opens briefly upon a certain torque impulse.

[0002] The aim with slip clutches is to enable their use in existing installation spaces in the most space-saving way possible. At the same time, the slip clutch should be reliably designed in its function.

[0003] From WO 2022 / 258 101 A1 a lamellar slip clutch is known which can be read as referring to the preamble of claim 1.

[0004] The object of the present invention is to provide a lamellar slip clutch that is as simple and space-saving as possible, while at the same time offering a reliable protective function.

[0005] This is achieved according to the invention by the subject matter of claim 1. Accordingly, a multi-plate slip clutch for a motor vehicle drivetrain is claimed, comprising a first clutch component having several first friction plates and a second clutch component having several second friction plates. The first and second friction plates are arranged alternately (relative to each other) in the axial direction and are permanently pressed against each other by means of a spring element, forming a frictional engagement. A carrier of the first clutch component, which receives the first friction plates, further comprises two axially spaced support plates and several studs distributed circumferentially, connecting the support plates to one another. The studs are also used / designed for the rotationally fixed support / receiving of the first friction plates.

[0006] This results in a multi-plate slip clutch design that is as compact as possible, particularly in the radial direction. Furthermore, the conventional cup-shaped plate carrier, which is relatively complex to manufacture due to the necessary toothing, is omitted, and instead, easily manufactured studs are used. This significantly simplifies the manufacturing process.

[0007] Further advantageous embodiments are claimed in the dependent claims and are explained in more detail below.

[0008] Accordingly, it is also advantageous if the first friction plates have radially outwardly opening recesses and the studs are arranged / received in these recesses, forming a positive locking action (preferably on both sides) in the circumferential direction. This keeps the geometry of the first friction plates as simple as possible.

[0009] In this regard, it has proven particularly advantageous if the recesses are essentially U-shaped and thus have a receiving form that at least partially follows the outer contour of the studs and supports each stud on both sides in the circumferential direction / rests against the stud on both sides in the circumferential direction. This ensures that, in the assembled state of the multi-plate slip clutch, the studs are in direct contact with the first friction plates.

[0010] If the studs are designed as rivet studs, assembly should be carried out as quickly as possible.

[0011] If the first friction plates are designed as friction plates with a friction lining, i.e., if the first friction plates have a friction lining applied to a sheet metal carrier, the existing inertia can be reduced as efficiently as possible.

[0012] Furthermore, it is advantageous if the second friction plates are implemented as (preferably uncoated) steel plates. If the second friction plates are additionally designed as inner plates, the moment of inertia is further reduced.

[0013] Furthermore, it is advantageous if the first support plate of the carrier of the first coupling component is ring-shaped. This further reduces the manufacturing effort of the carrier.

[0014] According to the invention, a second support plate of the carrier of the first coupling component is cup-shaped and has a hub section arranged radially within the first friction plates and the second friction plates. This results in a radially compact design.

[0015] The second clutch component has a hub body that receives the second friction plates, into which the hub section of the first clutch component projects at least partially axially.

[0016] In other words, according to the invention, a multi-plate slip clutch with studs as the outer plate carrier is implemented. To reduce the moment of inertia in a multi-plate slip clutch, it is proposed to design the outer plate carrier using studs into which the outer plates are suspended.

[0017] The invention will now be explained in more detail below using figures.

[0018] They show: Fig. 1 a longitudinal sectional view of a multi-plate slip clutch according to the invention in a preferred embodiment, Fig. 2 a perspective view of the multi-plate slip clutch shown in full view, as well as Fig. 3 a perspective view of part of the lamellar slip clutch, in particular with a support plate of a carrier of a first clutch component removed on one side, so that the reception of several studs in recesses of several first friction plates is clearly visible.

[0019] The figures are purely schematic and serve solely to illustrate the invention. The same elements are identified by the same reference symbols.

[0020] The multi-plate slip clutch 1 is equipped with the Fig. 1, Fig. 2 to Fig. Figure 3 shows a preferred embodiment. The multi-plate slip clutch 1 is preferably used in the drive train of a motor vehicle. The multi-plate slip clutch 1 serves as an overload protection clutch and is therefore permanently closed. It only opens briefly when a certain torque impulse is exceeded, which is applied to an input 16 or an output 17, thus allowing a relative rotation of the input 16 relative to the output 17.

[0021] For the sake of completeness, it should be noted that the directional terms used here—axial, radial, and circumferential—refer to a central axis of rotation 19 of the multi-plate slip clutch 1. Thus, axial direction refers to a direction along / parallel to the axis of rotation 19, radial direction to a direction perpendicular to the axis of rotation 19, and circumferential direction to a direction along a circle that rotates coaxially with the axis of rotation 19.

[0022] The multi-plate slip clutch 1 has two clutch components 3 and 5. The first clutch component 3 has a carrier 7, which is also referred to as the outer plate carrier. The carrier 7 has two axially spaced support plates 8 and 9. The two support plates 8 and 9 are connected / riveted by several circumferentially distributed studs 10, here implemented as rivets. The studs 10 thus serve both as connecting elements between the support plates 8 and 9 and as axial spacers for these support plates 8 and 9.

[0023] It can be seen that a first support plate 8 of the carrier 7 is essentially annular and thus provided with a central through-hole / opening 18. A second support plate 9 extends further inwards in the radial direction than the first support plate 8 and is essentially disc-shaped. In particular, the second support plate 9 has a hub section 14 on its radial inner side, which is connected to another shaft of the drive train during operation. The diameter of the hub section 14 is smaller than that of the opening 18 of the first support plate 8.

[0024] The first coupling component 3 also has several first friction plates 2 arranged axially spaced apart from one another. The first friction plates 2 are designed as outer plates. The first friction plates 2 are thus mounted on the carrier 7 in a rotationally fixed manner.

[0025] Each first friction lamella 2 is implemented here as a lamella having a friction lining 13, which preferably has a support component made of sheet steel / a sheet metal support 12. For the sake of simplicity, the sheet metal support 12 and the friction lining 13 are shown as a common element.

[0026] The first friction plates 2 are arranged in the axial direction between the support plates 8, 9.

[0027] According to the invention, the first friction plates 2 are directly supported in a form-fitting manner in the circumferential direction by the studs 10. For this purpose, the first friction plates 2 each have several recesses 11 arranged circumferentially and open radially outwards. The studs 10 are received in the recesses 11 in a corresponding form-fitting manner in the circumferential direction. The studs 10 thus project into a recess 11 of a first friction plate 2, wherein the recesses 11 of the first friction plates 2 associated with a stud 10 are aligned axially with each other. Furthermore, in conjunction with Fig. 3 It is clearly visible that the recesses 11 have a U-shape, which at least partially follows the outer circumference 20 of the stud bolt 10. Each stud bolt 10 is supported on the recess 11 at its circumferential sides facing away from each other (in the circumferential direction).

[0028] With regard to the second coupling component 5, it can further be seen that it essentially comprises a hub body 15, which again serves as an inner support. Several axially spaced second friction plates 4 are mounted on this secondary body 15 in a rotationally fixed manner. The first and second friction plates 2, 4 are arranged alternately relative to each other in the axial direction.

[0029] During operation, the hub body 15 is connected to another shaft of the drive train in a rotationally fixed manner in the usual way.

[0030] The first coupling component 3 forms the input 16, the second coupling component 5 the output 17.

[0031] The friction plates 2, 4, forming the multi-plate slip clutch 1, are in constant frictional contact with each other in the usual manner. This is achieved by a spring element 6 designed as a disc spring, which is pre-tensioned and inserted between the first support plate 8 and the friction plates 2, 4.

[0032] Furthermore, it can be seen that the hub section 14 projects at least partially into the hub body 15 in the axial direction. The hub section 14 projects into a sleeve section 21 of the hub body 15, which sleeve section 21 directly receives the second wheel lamellae 4 on a radial outer side.

[0033] The second friction plates 4 are typically designed as steel plates. It is self-evident that the second friction plates 4 have an outer diameter that is smaller than the radial inner diameter of the studs 10.

[0034] In other words, the counter plate (second support plate 9) and the support ring (first support plate 8) are riveted together using several stepped studs (studs 10). Alternatively, riveting with flat rivets is also possible. The number of stepped studs (studs 10) in the circumferential direction depends on the torque. The surface pressure at the contact point between the stepped studs (studs 10) and the friction plates 2 should not exceed the strength limit of the components.

[0035] The friction linings (first friction plates 2) are provided with external teeth through several U-shaped recesses 11. The steel plates (second friction plates 4) are connected to output shafts by means of internal teeth. This design reduces the moment of inertia due to the lower weight. Reference symbol list 1 multi-plate slip clutch 2 first friction plate 3 first clutch component 4 second friction plate 5 second clutch component 6 spring element 7 carriers 8 first support plate 9 second support plate 10 studs 11 recess 12 sheet metal beams 13 Friction lining 14 Hub section 15 hub bodies 16 Entrance 17 Exit 18 Opening 19 axis of rotation 20 External circumference 21 Sleeve section

Claims

Multi-plate slip clutch (1) for a motor vehicle drivetrain, comprising a first clutch component (3) having several first friction plates (2) and a second clutch component (5) having several second friction plates (4), wherein the first friction plates (2) and the second friction plates (4) are arranged alternately in the axial direction and are permanently pressed against each other by means of a spring element (6), forming a frictional engagement, wherein a carrier (7) of the first clutch component (3) receiving the first friction plates (2) has two axially supported support plates (8, 9) and several circumferentially distributed studs (10) connecting the support plates (8, 9) to each other, and the studs (10) are also used for the rotationally fixed support of the first friction plates (2), wherein the second clutch component (5) has a hub body (15) receiving the second friction plates (4), characterized in thatthat a second support plate (9) of the carrier (7) of the first coupling component (3) is cup-shaped and has a hub section (14) arranged radially within the first friction plates (2) and the second friction plates (4), and the hub section (14) of the first coupling component (3) projects at least partially axially into the hub body (15) of the second coupling component (5). Lamellar slip clutch (1) according to claim 1, characterized in that the first friction lamellae (2) have radially outwardly open recesses (11) and the studs (10) are arranged in these recesses (11) forming a circumferentially acting positive locking. lamellar slip clutch (1) according to claim 1 or 2, characterized in that the studs (10) are designed as rivet studs. Multi-plate slip clutch (1) according to one of claims 1 to 3, characterized in that the first friction plates (2) have a friction lining (13) applied to a sheet metal carrier (12). Multi-plate slip clutch (1) according to one of claims 1 to 4, characterized in that the second friction plates (4) are designed as steel plates. Lamellar slip clutch (1) according to one of claims 1 to 5, characterized in that a first support plate (8) of the carrier (7) of the first clutch component (3) is designed in an annular shape.

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