Slip clutch

Abstract

The invention relates to a method for adjusting a sliding torque of a sliding clutch (1) for a motor vehicle (2), the sliding clutch having at least one friction disk (3) as an input part (4) and at least one first clamping disk (5) and one second clamping disk (6) as an output part (7), wherein the input part (4) and the output part (7) have a common axis of rotation (8); wherein the friction disk (3) is arranged between the clamping disks (5, 6) along the axis of rotation (8) and is connected to the clamping disks (5, 6) only in a force-fitting manner with respect to the circumferential direction (9); wherein the first clamping disk (5) has a plurality of first openings (10) distributed in the circumferential direction (9), and the second clamping disk (6) has a plurality of second openings (11) distributed in the circumferential direction (9), the first openings (10) being arranged offset in the circumferential direction (9) relative to the second openings (11). The invention also relates to a slip clutch (1) and to a drive train (27).

Description

Technical Field

[0001] The invention relates to a method for regulating the slip torque of a slip clutch for a motor vehicle, in particular for a motor vehicle having at least one electric machine as at least one drive unit, for example a hybrid vehicle. In particular, the slip clutch is used together with a vibration damper. The slip clutch is used in particular as a torque limiter. The invention also relates to a slip clutch and a drive train for a motor vehicle. Background Art

[0002] Torque limiters are used in particular to protect drive trains. They prevent the transmission of torques that exceed a limit value. In hybrid drive trains, for example, torque limiters are arranged between the flywheel of the internal combustion engine and a vibration damper at the transmission input shaft.

[0003] The task of the torque limiter is, for example, to protect the transmission input shaft and other components of the drive system connected thereto from overloads, which occur when excessive torques are generated or transmitted between the internal combustion engine and the transmission input shaft.

[0004] Torque limiters of this type work in particular according to the friction principle. For example, if the clamping force acting on the strip and the friction lining is not sufficient to transmit a torque above a certain limit value (slip torque), the strip and the friction lining slip relative to each other. If the torque falls below this certain limit value again, there is no relative torsion between the strip and the friction lining and the torque is fully transmitted.

[0005] In particular, the clamping force (or the resulting sliding torque) should always remain constant during operation and over the service life. The clamping force is set during the manufacture of the torque limiter.

[0006] Vibration dampers (also called torsional vibration dampers) include a torsional compliance that is introduced in a targeted manner into a drive train under periodic disturbance excitation. The vibration damper has, for example, a main part and a secondary part and at least one spring element, wherein the main part and the secondary part can be twisted relative to one another in a limited manner against the spring force of the spring element when a torque is transmitted in the circumferential direction. The purpose of this is to shift the disturbing vibration resonances that occur in various operating situations into a speed range that is as low as possible below the operating speed. The vibration resonances that remain within the operating speed range are damped by means of an external or integrated friction device, the friction torque of which must be within a defined range. The friction device can be designed, in particular, independently of the torque compliance.

[0007] A slip clutch (as a torque limiter with a vibration damper) is known, for example, from DE 10 2022112 546 A1.

[0008] The clamping force of such a slip clutch can be adjusted, but only in steps. In order to achieve the adjustment, the slip torque needs to be measured. If necessary, additional riveting operations need to be performed to achieve the adjustment. This measure results in additional work and thus higher production costs. Summary of the invention

[0009] Based on this, the object of the present invention is to at least partially alleviate the above-mentioned problems. In particular, a simplified method should be proposed for adjusting the clamping force or slipping torque on a slipping clutch designed as a torque limiter. In particular, the adjustment should be carried out steplessly and as far as possible without further test procedures.

[0010] The above-mentioned object is achieved by means of a method according to the features of independent claim 1 and a slip clutch according to the features of independent claim 7. Further advantageous embodiments of the invention are described in the dependent claims. The individual features listed in the dependent claims can be combined with one another in a technically reasonable manner and can define further embodiments of the invention. In addition, the features in the claims are described and explained in more detail in the description, in which further preferred embodiments of the invention are presented.

[0011] A method for adjusting the slip torque of a slip clutch for a motor vehicle is proposed. The slip clutch is provided for a motor vehicle. The slip clutch comprises at least one friction disc as an input component and at least one ( / exactly one) first clamping disc and at least one second clamping disc as output components. The input component and the output component have a common axis of rotation. The friction disc is arranged between the clamping discs along the axis of rotation and is connected to the clamping discs only in a force-fitting manner with respect to the circumferential direction. The first clamping disc has a plurality of first openings distributed in the circumferential direction, and the second clamping disc has a plurality of second openings distributed in the circumferential direction. The plurality of first openings are arranged offset relative to the plurality of second openings in the circumferential direction.

[0012] The method comprises at least the following steps:

[0013] a) providing a slip clutch;

[0014] b) arranging a first disk element at the sliding clutch, the first disk element having a plurality of first pin elements, wherein each first pin element extends through a respective one of the first openings and contacts the second clamping member disk;

[0015] c) arranging a second disk element at the sliding clutch, the second disk element having a plurality of second pin elements, wherein the sliding clutch is arranged between the disk elements along the rotation axis, wherein each second pin element extends through a respective one of the second openings and contacts the first clamping disk;

[0016] d) applying a force through the first disk element, causing the first disk element and thus the second clamping disk to be displaced along the rotation axis toward the second disk element, and

[0017] e) determining a value of a force for releasing the friction connection between the friction disk and the first clamping disk;

[0018] f) comparing the value with a target value for the clamping force with which the friction disk is clamped by the clamping disk in the ready-to-operate slip clutch; and, if the value is greater than the target value,

[0019] g) The first disk element is then displaced further along the axis of rotation and causes plastic deformation of at least one of the two clamping disks.

[0020] The above (non-exhaustive) division of the method steps into a) to g) is mainly for differentiation and does not impose any order and / or dependency. For example, the frequency of the method steps may also vary during the establishment and / or execution of the method. The method steps may also overlap each other at least partially in time. Particularly preferably, method steps a) to c) occur before steps d) to g). In particular, step a) occurs before steps b) and c). In particular, steps b) and c) may occur simultaneously or in reverse order. In particular, step e) occurs during step d). In particular, steps f) and g) occur after steps a) to e). Step f) is conditional and is only performed when the value determined in step e) is greater than the target value. In particular, if the value obtained in step e) already corresponds to the target value, the method ends with step f). In particular, steps a) to g) are performed in the order listed.

[0021] If the value determined in step e) is less than the target value, the slip clutch can be disposed of, in particular, as a scrap part and, if necessary, reworked.

[0022] During operation of a slipping clutch (e.g. in a motor vehicle), the friction disk and the clamping disk are connected only in a force-fitting or friction-fitting manner relative to the circumferential direction. The clamping disks are connected to one another in a non-rotatable manner relative to the circumferential direction. The clamping disk acts on the friction disk with a clamping force acting along the axis of rotation. If a slipping torque (e.g. a defined or predetermined torque value) is exceeded, the friction disk slips relative to the clamping disk.

[0023] The clamping disks are connected to one another in particular via at least one rivet connection, preferably via a plurality of rivet connections, or via other connecting elements (alternatively also material locking).

[0024] The disk element described in particular forms an adjusting device by means of which the slipping torque of the slipping clutch can be adjusted. In particular, the slipping clutch is produced in such a way that the clamping force causing the slipping torque at least corresponds to a target value. With the proposed method, the clamping force can be reduced to such an extent that it corresponds to the target value after carrying out the method. A slipping clutch whose clamping force is set to the target value is then referred to as a ready-to-operate slipping clutch (i.e. as a slipping clutch that has been adjusted or calibrated for use in a motor vehicle).

[0025] Within the scope of steps d) and g), the measurement of the clamping force and / or the measurement of the sliding moment or the distance covered by the first disk element can be carried out by means of generally known measuring methods.

[0026] In step d), the first disk element is loaded with a force acting along the rotation axis. The force is adjusted such that the first disk element (and via the first pin element and via the second clamping disk in contact therewith) is displaced along the rotation axis.

[0027] In step e), the force value is determined which just releases the frictional connection between the friction disk and the first clamping disk. For example, a small torque can be applied to the friction disk so that the friction disk can be twisted in the circumferential direction relative to the first clamping disk (and the second clamping disk) when the frictional connection is released. The twisting of the friction disk can then be used as an indicator of the release of the frictional connection.

[0028] In step f), the value is compared with a target value provided for the ready-to-operate slip clutch. If the value exceeds the target value, at least one or only one of the two clamping disks is plastically deformed according to step g), whereby the clamping force (of the then ready-to-operate slip clutch) is reduced steplessly. The plastic deformation is achieved in particular by the first pin element acting on the second clamping disk and / or by the second pin element acting on the first clamping disk.

[0029] In particular, in step g), the first clamping disk and / or the second clamping disk are plastically deformed.

[0030] In particular, the clamping disk with lower rigidity or strength (compared to the other clamping disk) deforms. If the two clamping disks are designed with the same rigidity or strength, in particular both clamping disks deform plastically.

[0031] In particular, at least when the first disk element is displaced according to step d), a first correlation between force and displacement distance is measured, thereby enabling a better selection or adjustment of the force to be applied, so that steps d), e) and f) can be performed more quickly.

[0032] In particular, the further displacement according to step g) is performed according to an experimentally predetermined second correlation between distance and reduction in clamping force, so that after step g) the clamping force of the slip clutch at least approximately corresponds to a desired value.

[0033] The second relationship can be stored in the control device, for example, as a characteristic diagram, so that a defined deformation of the second clamping disk and thus a defined reduction in the clamping force is achieved as a function of the distance travelled by the first disk element. The second relationship can be determined, for example, for a structurally identical slip clutch and then used for all other slip clutches to be manufactured. This makes it unnecessary to check the set clamping force after step g) (so that steps d), e) and f) do not need to be carried out again).

[0034] In particular, the second association is stored in a control device which is designed to carry out at least steps d), e), f) and g).

[0035] In particular, the first pin element and the second pin element are in contact with the respective clamping disk at the same diameter.

[0036] Particularly, the first pin units and the second pin units are evenly distributed along the circumferential direction.

[0037] A slipping clutch for a motor vehicle is also proposed. In particular, a slipping clutch is produced or calibrated / checked by the described method. The execution of the method can be understood in particular according to the type of deformation of the second clamping disk carried out in step g).

[0038] The slip clutch comprises at least one friction disc as an input component and at least one first clamping disc and at least one second clamping disc as output components, wherein the input component and the output component have a common rotation axis. The friction disc is arranged between the clamping discs along the rotation axis and is connected to the clamping discs only in a force-fitting manner with respect to the circumferential direction. The first clamping disc has a plurality of first openings distributed in the circumferential direction, and the second clamping disc has a plurality of second openings distributed in the circumferential direction. The first opening is arranged offset relative to the second opening in the circumferential direction; so that an opening of a clamping disc is covered by the corresponding other clamping disc.

[0039] The opening is arranged in particular in the friction disk with respect to the radial direction.

[0040] In particular, the slip clutch additionally comprises a vibration damper having a main part and a secondary part and at least one first spring element, wherein when a torque is transmitted in a circumferential direction, the main part and the secondary part can be twisted relative to each other in a limited manner against the elastic force of the spring element; wherein at least one of the clamping disks is connected to the main part in a non-rotatable manner relative to the circumferential direction.

[0041] At least one (optionally two) clamping disks can be designed integrally with the main part.

[0042] The friction disk and / or the clamping disk are in particular made of a metallic material, for example steel.

[0043] The friction disk and / or the clamping disk can have, in particular, one or more friction linings or a friction coating for adjusting the friction properties.

[0044] A drive train for a motor vehicle is also proposed, which comprises at least a flywheel of an engine and a slip clutch as described and / or produced by the method as described. The friction disk is connected to the flywheel via a plurality of connections (e.g. rivet connections or screw connections) in a non-rotatable manner relative to the circumferential direction.

[0045] The friction disk in particular (also) has a hole for connection to the flywheel.

[0046] The friction disk is located between two clamping disks, which are connected to each other by means of a defined preload, which generates a clamping force for the friction disk. Due to the connection or arrangement of the clamping disks, a clamping force is generated between the two clamping disks, which acts on the friction disks along the axis of rotation (axial direction). Due to the effect of the clamping force and the friction between the friction disk and the clamping disk, a torque is transmitted from the (internal combustion) engine to the drive train of the motor vehicle and vice versa, when the motor is started or in traction operation, a torque is transmitted to the engine.

[0047] In the event of a torque shock, e.g. due to an ignition interruption or a sudden increase in torque due to a sudden change in contact between the drive wheel and the road surface, the clamping force is no longer sufficient to transmit the increased torque. At this point, the friction disk is twisted relative to the clamping disk until the torque drops to a predetermined value again.

[0048] Due to manufacturing and installation tolerances, there may be deviations of the slipping torque from a predetermined clamping force or a predetermined slipping torque. In order to keep the deviation as small as possible, the method can be used to set the clamping force or the necessary slipping torque that is considered necessary in a slipping clutch implemented as a torque limiter.

[0049] In particular, the vibration damper has a hub for connection with a shaft (eg a transmission input shaft). In particular, the vibration damper is connected to the hub via a toothing with respect to the circumferential direction.

[0050] In particular, the torque can be introduced into the slip clutch, for example, starting from an (internal combustion) engine via a flywheel and a friction disk. The torque can be transmitted to the main component of the vibration damper via at least one clamping disk. In particular, the torque is transmitted via the vibration damper and the secondary component, for example, to a transmission input shaft.

[0051] In particular, at least one system for data processing is provided which has a device which is equipped, configured or programmed to carry out the method or which carries out the method.

[0052] In particular, the regulating device provided for performing at least part of the method comprises a system for data processing, such as a control device, which has means for performing the method steps and / or the control device has means that are suitably equipped, configured or programmed for performing the method or has means for implementing the method.

[0053] The device comprises, for example, a processor and a memory in which instructions to be executed by the processor are stored, as well as data lines or transmission means which enable the transmission of commands, measured values, data etc. between the listed elements.

[0054] An “apparatus” includes, in particular, one or more of the following components: a controller, a microcontroller, a data memory, a data connection, an indicator device (eg a display), a counter or a timer (timer), at least one further sensor, an energy source, etc.

[0055] A computer program is also proposed, which comprises instructions which, when the program is executed by a computer, cause the computer to carry out the described method or the steps of the described method.

[0056] A computer-readable storage medium is also proposed, comprising instructions which, when executed by a computer, cause the computer to perform the described method or the steps of the described method.

[0057] In particular, the clamping force of a manufactured slip clutch can thereby be checked by means of the adjusting device and—if necessary—can be readjusted or adjusted.

[0058] Embodiments of the method can be implemented in particular in a slipping clutch, an adjusting device, a drive train, a system for data processing and / or a computer-implemented method (ie a computer program and a computer-readable storage medium), and vice versa.

[0059] The use of indefinite articles ("a" and "an"), especially in patent claims and in the description reproducing these claims, should be understood as the indefinite article itself and not as a number. Therefore, the terms or components introduced accordingly should be understood as being able to occur at least once, but in particular also being able to occur a plurality of times.

[0060] As a precaution, it should be pointed out that the numerals used here ("first", "second", ...) are mainly (only) used to distinguish several similar objects, dimensions or processes, and it is particularly intended that these objects, dimensions or processes have no mandatory correlation and / or order with each other. If a correlation and / or order is required, this will be explicitly stated here or will be obvious to a person skilled in the art when studying the specifically described embodiments. As long as a component can appear multiple times ("at least one"), the description of one of these components can also apply to all or part of the multiple components, but this is not mandatory. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] Both the invention and the technical environment will be described in more detail below with reference to the accompanying drawings. It should be noted that the invention is not intended to be limited by the exemplary embodiments shown. In particular, unless otherwise explicitly stated, some aspects of the problems explained in the drawings can also be derived and can be combined with other components and findings from the present specification and / or the drawings. In particular, it should be noted that the drawings and in particular the scales shown are only schematic. The same reference numerals identify the same objects, so that the descriptions from other drawings can be used as a supplement. In the drawings:

[0062] Figure 1 A perspective view showing a section of a drive train of a motor vehicle having a slipping clutch;

[0063] Figure 2 Show according to Figure 1 A side view of a cross section of a slip clutch;

[0064] Figure 3 Show according to Figure 1 and 2 A perspective view of a second clamping plate of a sliding clutch;

[0065] Figure 4 Show according to Figure 1 and 2 A three-dimensional view of a first clamping plate of a sliding clutch;

[0066] Figure 5 Shown according to Figure 1 and Figure 2 A perspective view of an adjustment device of a slip clutch; and

[0067] Figure 6 Show according to Figure 5 Side view of the interface of the adjustment device with the slip clutch. DETAILED DESCRIPTION

[0068] Figure 1The perspective view shows a section through a drive train 27 of a motor vehicle 2 with a slip clutch 1 . Figure 2 Show according to Figure 1 The following is a side view of a cross section of the sliding clutch 1. Figure 1 and Figure 2 .

[0069] The drive train 27 comprises a flywheel 28 of an engine 29 and the described slip clutch 1. The friction disk 3 is connected to the flywheel 28 in a rotationally fixed manner relative to the circumferential direction 9 via a plurality of connections 30 (screw connections).

[0070] The slip clutch 1 comprises a friction disk 3 as an input part 4 and two clamping disks 5, 6 as output parts 7. The friction disk 3 and the clamping disks 5, 6 have a common rotation axis 8. The friction disk 3 is arranged between the clamping disks 5, 6 along the rotation axis 8 and is connected to the clamping disks 5, 6 only in a force-fitting manner with respect to the circumferential direction 9. The clamping disks 5, 6 are connected to each other by a rivet connection.

[0071] The slip clutch 1 additionally comprises a vibration damper 23, which has a main part 24 and a secondary part 25 as well as a spring element 26, wherein when a torque is transmitted along the circumferential direction 9, the main part 24 and the secondary part 25 can be twisted relative to each other in a limited manner against the spring force of the spring element 26; wherein both clamping disks 5, 6 are connected to the main part 24 in a manner that is non-rotatable relative to the circumferential direction 9.

[0072] The friction disk 3 is located between two clamping disks 5, 6, which have a defined preload, which generates a clamping force on the friction disk 3. The clamping force acting on the friction disk 3 along the axis of rotation 8 (axial direction) is formed between the two clamping disks 5, 6 by riveting. By the action of the clamping force and the friction between the friction disk 3 and the clamping disks 5, 6, the torque is transmitted from the engine (internal combustion engine) 29 to the drive train 27 of the motor vehicle 2, and vice versa, in the case of motor starting or during towing operation, the torque is transmitted to the engine 29.

[0073] In the event of a torque shock, for example due to an ignition interruption or a sudden increase in torque due to a sudden change in contact between the drive wheel and the road surface, the clamping force is no longer sufficient to transmit the increased torque. At this moment, the friction disk 3 rotates relative to the clamping disks 5, 6 until the torque falls back to the predetermined value again.

[0074] The vibration damper 23 has a hub 31 for connection to a transmission input shaft 32. The torque is introduced from the (internal combustion) engine 29 via the flywheel 28 and the friction disk 3 into the slip clutch 1. The torque is transmitted to the main part 24 of the vibration damper 23 via the clamping disks 5, 6. The torque is transmitted via the vibration damper 23 and the secondary part 25 to the transmission input shaft 32.

[0075] exist Figure 1 The second opening 11 of the second clamping disk 6 can be seen in FIG. The first clamping disk 5 has a plurality of first openings 10 (see FIG. 1 ) distributed along the circumferential direction 9. Figure 4 ), and the second clamping disk 6 has a plurality of second openings 11 distributed along the circumferential direction 8 (see also Figure 3 ). The first opening 10 is arranged offset relative to the second opening 11 in the circumferential direction 9 , so that the opening 10 , 11 of one clamping disk 5 , 6 is covered by the corresponding other clamping disk 6 , 5 .

[0076] The openings 10, 11 are in the radial direction 34 (see Figure 2 ) are arranged relatively inside the friction disk 3.

[0077] exist Figure 1 and Figure 2 A slipping clutch 1 is shown which is manufactured or calibrated / tested by the method and is thus defined as a ready-to-operate slipping clutch 1. In this case, the clamping force applied to the friction disk 3 by the clamping disks 5, 6 corresponds essentially (i.e. within tolerances generally considered to be permissible) to a predefined target value 17.

[0078] Figure 3 Show according to Figure 1 and Figure 2 A perspective view of the second clamping disk 6 of the sliding clutch 1 is shown in FIG. Figure 4 Show according to Figure 1 and Figure 2 A three-dimensional view of the first clamping disk 5 of the sliding clutch 1. Figure 3 and Figure 4 . refer to Figure 1 and Figure 2 implementation plan.

[0079] The first clamping disk 5 has a plurality of first openings 10 (see FIG. Figure 4 ), and the second clamping disk 6 has a plurality of second openings 11 distributed along the circumferential direction 8 (see also Figure 3 ). The first opening 10 is arranged offset relative to the second opening 11 in the circumferential direction 9 , so that the opening 10 , 11 of one clamping disk 5 , 6 is covered by the corresponding other clamping disk 6 , 5 .

[0080] Figure 5Shown according to Figure 1 and Figure 2 A perspective view of the adjusting device 33 of the slip clutch 1 is shown. Figure 6 Show according to Figure 5 The cross section of the adjusting device 33 with the slip clutch 1 is described below. Figure 5 and Figure 6 . refer to Figures 1 to 4 implementation method in .

[0081] Within the scope of step a) of the method, a slip clutch 1 ( Figure 5 ). Within the scope of step b), at the sliding clutch 1 (or at the first clamping disk 5; see Figure 5 ) A first disk element 12 having a plurality of first pin elements 13 is provided. Each first pin element 13 extends through a corresponding first opening 10 of the first clamping disk 5 and contacts the second clamping disk 6.

[0082] Within the scope of step c), a second disk element 14 having a plurality of second pin elements 15 is provided on the sliding clutch 1 (or on the second clamping disk 6), wherein the sliding clutch 1 is arranged between the disk elements 12, 14 along the axis of rotation 8 (see Figure 5 Each second pin element 15 extends through a corresponding one of the second openings 11 and contacts the first clamping disk 5 .

[0083] The described disk elements 12, 14 form an adjusting device 33, by means of which the slipping torque of the slipping clutch 1 can be adjusted. In particular, the slipping clutch 1 is manufactured such that the clamping force determining the slipping torque corresponds at least to a target value 17. By means of the proposed method, the clamping force can be reduced, in particular in a stepless manner, to such an extent that after carrying out the method, the clamping force corresponds to the target value 17. The slipping clutch 1 whose clamping force is adjusted to the target value 17 is then referred to as a slipping clutch 1 ready for operation (i.e., as an adjusted or calibrated slipping clutch 1 used in the motor vehicle 2).

[0084] Within the scope of steps d) and g), the measurement of the clamping force and / or the measurement of the sliding torque or the distance covered by the first disk element can be carried out by means of generally known measuring methods.

[0085] In step d), the first disk element 12 is acted upon by a force 16 acting along the axis of rotation 8 (see Figure 6 The force 16 is adjusted in such a way that the first disk element 12 (and via the first pin element 13 and via the in particular contacting second clamping disk 6 ) is displaced along the axis of rotation 8 .

[0086] In step e), the value of the force 16 is determined which just releases the friction-locking connection between the friction disk 3 and the first clamping disk 5 (see Figure 6 ). For example, a small torque can be applied to the friction disk 3 so that the friction disk 3 can be twisted relative to the first clamping disk 5 (and the second clamping disk 6) in the circumferential direction 9 when the friction connection is released. The twisting of the friction disk 3 can then serve as an indicator for the release of the friction connection.

[0087] In step f), this value is compared with the target value 17 provided for the ready-to-operate slip clutch 1 (see Figure 6 ). If this value exceeds the target value 17, the second clamping disk 6 is plastically deformed according to step g), and the clamping force (of the slip clutch 1 which is then ready for operation) is reduced steplessly. The plastic deformation is caused by the first pin element 13 acting on the second clamping disk 6 in the region of the diameter 22 (see Figure 6 ).

[0088] At least when the first disk element 12 is displaced according to step d), a first correlation 18 between force 16 and displacement distance 19 is measured. This allows the force 16 to be applied to be better selected or adjusted, so that steps d), e) and f) can be performed more quickly.

[0089] The further displacement according to step g) is carried out according to an experimentally predetermined second correlation 20 between distance 19 and clamping force reduction, so that after step g) the clamping force of the slip clutch 1 corresponds at least approximately to the target value 17 .

[0090] The second correlation 20 (and also the first correlation 18) can be stored, for example, as a characteristic diagram in the control device 21, so that a defined deformation of the second clamping disk 6 and thus a defined reduction in the clamping force is achieved by the distance 19 covered by the first disk element 12. The second correlation 20 can be determined, for example, for a structurally identical slip clutch 1 and then used for all other slip clutches 1 to be manufactured. This eliminates the need for a further check of the set clamping force after step g) (so that steps d), e) and f) do not need to be carried out again).

[0091] The control device 21 is designed to carry out at least steps d), e), f) and g) of the method.

[0092] The first pin element 13 and the second pin element 15 are in contact with the respective clamping disk 5, 6 at the same diameter 22 (see Figure 6 ).

[0093] The first pin elements 13 are arranged evenly distributed in the circumferential direction 9 . The same applies to the second pin elements 15 .

[0094] Reference numerals list

[0095] 1 Slip clutch

[0096] 2 Motor Vehicles

[0097] 3 Friction disc

[0098] 4 Input components

[0099] 5 First clamping plate

[0100] 6 Second clamping plate

[0101] 7 Output components

[0102] 8 Axis of rotation

[0103] 9 Circumferential direction

[0104] 10 First Opening

[0105] 11 Second Opening

[0106] 12 First plate element

[0107] 13 First pin element

[0108] 14 Second disk element

[0109] 15 Second pin element

[0110] 16 Strength

[0111] 17 Target value

[0112] 18 First Relation

[0113] 19 Distance

[0114] 20 Second Relation

[0115] 21 Control Equipment

[0116] 22 Diameter

[0117] 23 Vibration damper

[0118] 24 Main Parts

[0119] 25 secondary parts

[0120] 26 First spring element

[0121] 27 Drive system

[0122] 28 Flywheel

[0123] 29 Engine

[0124] 30 Connectors

[0125] 31 Hub

[0126] 32 Transmission input shaft

[0127] 33 Adjustment device

[0128] 34 Radial direction

Claims

1. A method for adjusting the slip torque of a slip clutch (1) for a motor vehicle (2), wherein the slip clutch comprises at least one friction disk (3) as an input part (4) and at least one first clamping disk (5) and a second clamping disk (6) as an output part (7), wherein the input part (4) and the output part (7) have a common axis of rotation (8); wherein: The friction disk (3) is arranged between the clamping disks (5, 6) along the rotation axis (8) and is connected to the clamping disks (5, 6) only in a force-fitting manner with respect to the circumferential direction (9); wherein the first clamping disk (5) has a plurality of first openings (10) distributed along the circumferential direction (9), and the second clamping disk (6) has a plurality of second openings (11) distributed along the circumferential direction (9), wherein the first openings (10) are arranged offset relative to the second openings (11) in the circumferential direction (9); wherein the method comprises at least the following steps: a) providing the slip clutch (1); b) arranging a first disk element (12) at the sliding clutch (1), the first disk element (12) having a plurality of first pin elements (13), wherein each first pin element (13) extends through a respective one of the first openings (10) and contacts the second clamping member disk (6); c) arranging a second disk element (14) at the sliding clutch (1), the second disk element (14) having a plurality of second pin elements (15), wherein the sliding clutch (1) is arranged between the disk elements (12, 14) along the rotation axis (8), wherein each second pin element (15) extends through a respective one of the second openings (11) and is in contact with the first clamping disk (5); d) applying a force (16) via the first disk element (12) to displace the first disk element (12) and thus the second clamping disk (6) along the rotation axis (8) towards the second disk element (14), and in doing so e) determining a value of the force (16) for releasing the friction-fit connection between the friction disk (3) and the first clamping disk (5); f) comparing the value with a target value (17) of a clamping force by means of which the friction disk (3) is fixed to the ready-to-operate slip clutch (1) via the clamping disks (5, 6), and if the value is greater than the target value (17), g) further displacing the first disk element (12) along the rotation axis (8) and causing plastic deformation of at least one of the two clamping disks (5, 6).

2. Method (1) according to claim 1, wherein at least when the first disk element (12) is displaced according to step d), a first correlation (18) between the force (16) and the distance (19) of the displacement is detected in a measuring manner.

3. A method (1) according to any of the preceding claims, wherein the further displacement after step g) is performed according to an experimentally predetermined second correlation (20) between the reduction in the clamping force and the distance (19), so that after step g) the clamping force of the slip clutch (1) at least approximately corresponds to the target value (17).

4. The method (1) according to claim 3, wherein the second association (20) is stored in a control device (21), which is designed to: perform at least the steps d), e), f) and g).

5. The method (1) according to any one of the preceding claims, wherein the first pin element (13) and the second pin element (15) are in contact with the respective clamping disk (5, 6) at the same diameter (22).

6. The method (1) according to any one of the preceding claims, wherein the first pin elements (13) and the second pin elements (15) are respectively arranged in a uniform distribution along the circumferential direction (9).

7. A slip clutch (1) for a motor vehicle (2), wherein the slip clutch comprises at least one friction disc (3) as an input component (4) and at least one first clamping disc (5) and one second clamping disc (6) as output components (7), wherein the input component (4) and the output component (7) have a common axis of rotation (8), wherein the friction disc (3) is arranged between the clamping discs (5, 6) along the axis of rotation (8) and is connected to the clamping discs (5, 6) only in a force-fitting manner with respect to a circumferential direction (9); wherein the first clamping disc (5) has a plurality of first openings (10) distributed along the circumferential direction (9), and the second clamping disc (6) has a plurality of second openings (11) distributed along the circumferential direction (9), wherein the first openings (10) are arranged offset relative to the second openings (11) in the circumferential direction (9); so that the openings (10, 11) of one of the clamping discs (5, 6) are covered by the respective other of the clamping discs (6, 5).

8. The slip clutch (1) according to claim 7, comprising at least a vibration damper (23), which has a main part (24) and a secondary part (25) and at least one first spring element (26), wherein when a torque is transmitted along the circumferential direction (9), the main part (24) and the secondary part (25) can be twisted relative to each other in a limited manner against the elastic force of the spring element (26); and wherein at least one of the clamping plates (5, 6) is connected to the main part (24) in a non-rotatable manner relative to the circumferential direction (9).

9. A drive train (27) of a motor vehicle (2), comprising at least a flywheel (28) of an engine (29) and a sliding clutch (1) according to any one of claims 7 and 8 or a sliding clutch (1) adjusted in terms of the clamping force by a method according to any one of claims 1 to 6; wherein the friction plate (3) is connected to the flywheel (28) via a plurality of connecting elements (30) in a non-rotatable manner relative to the circumferential direction (9).

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