Slip clutch for motor vehicles

Abstract

Slip clutch (1) for a motor vehicle, comprising a first clamping disc (2) and a second clamping disc (3) which together form an input part (4), and a friction disc (5) as an output part (6), wherein the input part (4) and the output part (6) have a common axis of rotation (D), wherein the friction disc (5) is arranged in the axial direction (A) of the slip clutch (1) between the clamping discs (2, 3) and is frictionally clamped, wherein the first clamping disc (2) has a plurality of first openings (7) distributed in the circumferential direction (U) of the slip clutch (1) and the second clamping disc (3) has a plurality of second openings (8) distributed in the circumferential direction (U), wherein the first openings (7) are offset in the circumferential direction (U) relative to the second openings (8) so that the openings (7, 8) of each clamping disc (2, 3) are covered by the respective other clamping disc (3, 2).and wherein the first clamping disc (2) and the second clamping disc (3) each have an inner region (9) in the radial direction (R) of the slip clutch (1), in which the first and second openings (7, 8) are arranged, and an outer region (10) in the radial direction (R), in which the first clamping disc (2) and the second clamping disc (3) have connection openings (11).

Description

[0001] The present invention relates to a slip clutch for a motor vehicle, in particular for a motor vehicle with at least one electric motor as at least one drive unit, e.g., a hybrid vehicle. In particular, the slip clutch is used together with a torsional vibration damper. The slip clutch serves in particular as a torque limiter.

[0002] A torque limiter is used primarily to protect a powertrain. It prevents the transmission of torque exceeding a certain limit. For example, in hybrid powertrains, a torque limiter is located between the flywheel of the combustion engine and the torsional vibration damper on the transmission input shaft.

[0003] The torque limiter's function is to protect components such as the transmission input shaft and other related drivetrain components from overload. These overloads can occur when excessive torque is generated or transmitted between the combustion engine and the transmission input shaft.

[0004] Torque limiters of this type operate primarily on the friction principle. If the clamping force acting on, for example, the clutch plates and friction linings is insufficient to transmit the torque exceeding a certain limit (slipping torque), the clutch plates and friction linings slip relative to each other. When the torque falls below the specified limit again, no relative twisting occurs between the clutch plates and friction linings, and the torque is transmitted completely.

[0005] In particular, the clamping force (or the resulting slip torque) should remain constant during operation and throughout its service life. The clamping force is set during the manufacturing of the torque limiter.

[0006] The object of the present invention is to provide a slip clutch that is easy to adjust, reliable and cost-effective.

[0007] According to the invention, this problem is solved by a slip clutch for a motor vehicle according to claim 1, comprising a first clamping disc and a second clamping disc which together form an input part, and a friction disc as an output part, wherein the input part and output part have a common axis of rotation, and wherein the friction disc is arranged in the axial direction of the slip clutch between the clamping discs and is clamped by friction.

[0008] Since the first clamping disc has a plurality of first openings distributed circumferentially around the slip clutch, and the second clamping disc has a plurality of second openings also distributed circumferentially, and since the first openings are offset circumferentially relative to the second openings, such that the openings of each clamping disc are covered by the other, the slip clutch can be adjusted cost-effectively. "Covered" in this context means that any pairs of first and second openings are not aligned with each other.

[0009] The non-aligned first and second openings allow the insertion of pins from a first adjusting tool into the first openings on the side of the first clamping disc, and the insertion of pins from a second adjusting tool into the second openings on the side of the second clamping disc. By applying pressure to the two adjusting tools, the two clamping discs, preferably made of sheet metal, can be expanded relative to each other and their clamping force adjusted, thus enabling simple adjustment of the limiting torque of the slip clutch.

[0010] Since the first clamping disc and the second clamping disc each have an inner area in the radial direction of the slip clutch, in which the first and second openings are arranged, and an outer area in the radial direction, in which the first clamping disc and the second clamping disc have connection openings, a cost-effective design of the slip clutch is made possible.

[0011] Preferred embodiments are set out in the dependent claims.

[0012] Preferably, the first clamping disc and the second clamping disc are designed as identical parts. This also enables a cost-effective design of the slip clutch.

[0013] Furthermore, it is advantageous if the inner areas of the first and second clamping discs are axially flared relative to their respective outer areas. This also enables a cost-effective design of the slip clutch.

[0014] Preferably, the inner area of ​​the first clamping disc and / or the inner area of ​​the second clamping disc each have at least one groove that frictionally engages with the friction disc. This also enables a cost-effective design of the slip clutch.

[0015] Furthermore, the first clamping disc and the second clamping disc preferably lie against each other in the outer area. This also enables a cost-effective design of the slip clutch.

[0016] It is advantageous if the first clamping disc and the second clamping disc are connected to each other in a rotationally and axially fixed manner in the outer area, e.g., by riveting them together. This also enables a cost-effective design of the slip clutch.

[0017] It is advantageous if the friction disc has circumferentially distributed lining inserts that are frictionally clamped between the first clamping disc and the second clamping disc. This also enables a cost-effective design of the slip clutch.

[0018] Preferably, a torsional vibration damper is provided with a primary part and a secondary part as well as at least one spring element, wherein the primary part and the secondary part are rotatable relative to each other in the circumferential direction against a spring force of the spring element within a limited range when a torque is transmitted, and wherein the friction disc is non-rotatably connected to the primary part. This also enables a cost-effective design of the slip clutch.

[0019] Furthermore, it is advantageous if the primary part has at least two axially spaced side discs in which spring windows for the spring elements are formed, and if the friction disc is formed in one piece with at least one of the side discs. This also enables a cost-effective design of the slip clutch.

[0020] The present invention is explained in more detail below with reference to preferred embodiments in conjunction with the accompanying figures. These show: Fig. 1: A perspective sectional view of part of a first embodiment of a slip clutch for a motor vehicle, Fig. 2: a half sectional view of the slip clutch made of Fig. 1 with input part and output part, Fig. 3: A top view of the input part of the slip clutch from the Fig. 1 and Fig. 2, Fig. 4: A perspective sectional view of part of a second embodiment of a slip clutch for a motor vehicle, Fig. 5: a half-section view of the slip clutch made of Fig. 4 with input part and output part, and Fig. 6: A perspective view of the slip clutch from the Fig. 4 and Fig. 5.

[0021] The Fig. Figures 1 to 3 relate to a first embodiment of a slip clutch 1 for a motor vehicle. Fig. Figure 1 shows a perspective sectional view of part of the slip clutch 1, Fig. Figure 2 shows a half-section view of the slip clutch 1. Fig. 1 with input part 4 and output part 6, and Fig. Figure 3 shows a top view of the input part 4 of the slip clutch 1 from the Fig. 1 and Fig. 2. Features not described as essential to the invention in the following description are to be understood as optional.

[0022] A motor vehicle's drivetrain comprises a flywheel connected to the output side of a power engine, in particular an internal combustion engine, and the slip clutch 1 described below, which is connected to the flywheel. A first clamping disc 2 and a second clamping disc 3 together form the input part 4 of the slip clutch 1. The two clamping discs 2, 3 are rotationally fixed to the flywheel by a plurality of connections, in particular screw connections.

[0023] The slip clutch 1 further comprises a friction disc 5 as its output part 6. The input part 4 and the output part 6 share a common axis of rotation D. In the axial direction A of the slip clutch 1, the friction disc 5 is arranged between the two clamping discs 2, 3 and is frictionally clamped. If a limit torque is exceeded, the frictional engagement is overcome and the friction disc 5 rotates relative to the two clamping discs 2, 3 to prevent overloading and damage to other components of the drive train, such as gears, shafts, or the like.

[0024] Specifically, in the event of a torque impact, e.g., due to a misfire or an abrupt increase in torque caused by a sudden change in contact between the drive wheels and the road surface, the clamping force of the two clamping discs 2, 3 is no longer sufficient to transmit the increased torque to the friction disc 5. At this moment, the friction disc 5 rotates relative to the two clamping discs 2, 3 until the torque drops below the limit torque value again.

[0025] The first clamping disc 2 has a plurality of first openings 7 distributed in the circumferential direction U of the slip clutch 1. The second clamping disc 3 has a plurality of second openings 8 distributed in the circumferential direction U. The first openings 7 are offset in the circumferential direction U relative to the second openings 8, as shown in Fig. Figure 3 illustrates this by the first openings 7 formed in the first clamping disc 2 with the solid circumferential lines and by the second openings 8 formed in the second clamping disc 3, which lies hidden behind it, with the dotted circumferential lines. Thus, the first openings 7 are hidden by the second clamping disc 3, and the second openings 8 are hidden by the first clamping disc 2, so that the openings 7, 8 of each clamping disc 2, 3 are hidden by the other clamping disc 3, 2. In particular, the first openings 7 and the second openings 8 are not aligned.

[0026] Due to the non-aligned first and second openings 7, 8, it is possible to insert two pins of a first adjusting tool into the first openings 7 on the side of the first clamping disc in the axial direction A, and to insert three pins of a second adjusting tool into the second openings 8 on the side of the second clamping disc. By applying force to the two adjusting tools, inner areas 9 of the two clamping discs 2, 3, preferably made of sheet metal, can be expanded relative to each other in the axial direction A in the radial direction R of the slip clutch 1, and their clamping force can be adjusted. This allows the limiting torque of the slip clutch 1 to be set according to a method described in the earlier, unpublished DE 10 2023 122 184 A1.

[0027] The first clamping disc 2 has an inner region 9 in the radial direction R, in which the first openings 7 are arranged, and an outer region 10 in the radial direction R, in which the first clamping disc 2 has connection openings 11. Similarly, the second clamping disc 3 has an inner region 9 in the radial direction R, in which the second openings 8 are arranged, and an outer region 10 in the radial direction R, in which the second clamping disc 3 has connection openings 11. The connection openings 11 of the first clamping disc 2 are aligned with the connection openings 11 of the second clamping disc 3. Through the connection openings 11, the two clamping discs 2, 3 can be connected to the flywheel in a rotationally fixed manner via a plurality of connections, in particular screw connections.

[0028] The inner region 9 of the first clamping disc 2 is projected axially in direction A relative to the outer region 10 of the first clamping disc 2. Likewise, the inner region 9 of the second clamping disc 3 is projected axially in direction A relative to the outer region 10 of the second clamping disc 3. The directions of these projections point away from a central plane of the input part 4, which is orthogonal to the axis of rotation D, in the axial direction A; that is, the projections of the first clamping disc 2 and the second clamping disc 3 point in opposite directions, so that the friction disc 5 can be clamped between the two inner regions 9 of the two clamping discs 2 and 3.

[0029] The first clamping disc 2 and the second clamping disc 3 are abutting each other in the outer region 10. Furthermore, the first clamping disc 2 and the second clamping disc 3 are connected to each other in the outer region 10 – independently of any screw connection through the connecting openings 11 to a flywheel or the like mentioned above – in a rotationally and axially fixed manner. For this purpose, the two clamping discs 2, 3 have circumferentially spaced, aligned connecting openings 21 in their outer regions 10, into which connecting rivets 22 are inserted to connect the two clamping discs 2, 3 to each other in a rotationally and axially fixed manner.

[0030] In particular, the first clamping disc 2 and the second clamping disc 3 are designed as identical parts. The two clamping discs 2, 3 are arranged as mirror images with respect to the central plane of the input part 4 and are connected to each other by means of the connecting rivet 22.

[0031] In the illustrated embodiments, the slip clutch 1 preferably comprises a torsional vibration damper 14 with a primary part 15 and a secondary part 16, as well as at least one spring element 17. In particular, several spring elements 17 are arranged distributed in the circumferential direction U. When a torque is transmitted in the circumferential direction U, the primary part 15 and the secondary part 16 are rotatable relative to each other within a limited range against a spring force of the spring elements 17. The spring elements 17 are arranged radially R within the input part 4, i.e., within the two clamping discs 2, 3.

[0032] The primary part 15 has a first side disk 18 and a second side disk 19, which are connected to each other in a rotationally and axially fixed manner by spacer bolts 23 and are spaced apart from each other in the axial direction A. Spring windows 20 for the spring elements 17 are formed in the two side disks 18, 19, which are spaced apart from each other in the axial direction A, and are distributed in the circumferential direction U.

[0033] The friction disc 5 is rotationally fixed to the primary part 15 of the torsional vibration damper 14. In particular, the friction disc 5 is formed integrally with the first side disc 18 of the torsional vibration damper 14.

[0034] In the illustrated embodiments, two flanges 24 are arranged axially A between the two side discs 18, 19. These flanges act alternately on opposite ends of the spring elements 17, depending on the direction of rotation, and are rotatable in the same direction of rotation by a hub 25 arranged radially R inside the flanges. The angle of rotation of the flanges 24 can be limited by the spacer bolts 23, which act as stops. The hub 25 can be connected to, for example, a transmission input shaft or an intermediate shaft in a rotationally fixed manner by means of a splined connection.

[0035] In the first embodiment, which is in the Fig. As shown in Figures 1 to 3, the inner region 9 of the first clamping disc 2 has a groove 12 that rests against one surface of the friction disc 5. Furthermore, the inner region 9 of the second clamping disc 3 also has a groove 12 that rests against the other surface of the friction disc 5. Both grooves 12, which can be designed as continuous rings or circular arc segments, are frictionally engaged with the friction disc 5. The friction disc 5 is arranged radially R within the first and second openings 7, 8 of the two clamping discs 2, 3.

[0036] The Fig. Sections 4 to 6 relate to a second embodiment of the slip clutch 1 for a motor vehicle. Only the differences from the first embodiment of the slip clutch 1 are explained below.

[0037] Fig. Figure 4 shows a perspective sectional view of part of the second embodiment of the slip clutch 1 for a motor vehicle, Fig. Figure 5 shows a half-section view of the slip clutch 1. Fig. 4 with input part 4 and output part 6, and Fig. Figure 6 shows a perspective view of the slip clutch 1 from the Fig. 4 and Fig. 5.

[0038] In the second embodiment, which is in the Fig. As shown in Figures 4 to 6, the friction disc 5 has friction inserts 13 arranged circumferentially U, which are frictionally clamped between the first clamping disc 2 and the second clamping disc 3. The friction inserts 13 are firmly embedded in corresponding openings in the friction disc 5, at least in the circumferential direction U, but also in the radial direction R.

[0039] Furthermore, in the second embodiment, the first and second openings 7, 8 of the two clamping discs 2, 3 are preferably arranged on the same radius as the lining inserts 13 of the friction disc 5.

[0040] In the second embodiment, the first clamping disc 2 and the second clamping disc 3 can also be designed as identical parts. The two clamping discs 2, 3 are arranged as mirror images with respect to the central plane of the input part 4 and are connected to each other by means of the connecting rivet 22.

[0041] The preceding embodiments relate to a slip clutch 1 for a motor vehicle, comprising a first clamping disc 2 and a second clamping disc 3, which together form an input part 4, and a friction disc 5 as an output part 6, wherein the input part 4 and the output part 6 have a common axis of rotation D, wherein the friction disc 5 is arranged in the axial direction A of the slip clutch 1 between the clamping discs 2, 3 and is clamped by friction, wherein the first clamping disc 2 has a plurality of first openings 7 distributed in the circumferential direction U of the slip clutch 1 and the second clamping disc 3 has a plurality of second openings 8 distributed in the circumferential direction U, and wherein the first openings 7 are offset in the circumferential direction U relative to the second openings 8, so that the openings 7, 8 of each clamping disc 2, 3 are covered by the respective other clamping disc 3, 2.

Claims

[1] Slip clutch (1) for a motor vehicle, comprising a first clamping disc (2) and a second clamping disc (3) which together form an input part (4), and a friction disc (5) as an output part (6), wherein the input part (4) and the output part (6) have a common axis of rotation (D), wherein the friction disc (5) is arranged in the axial direction (A) of the slip clutch (1) between the clamping discs (2, 3) and is frictionally clamped, wherein the first clamping disc (2) has a plurality of first openings (7) distributed in the circumferential direction (U) of the slip clutch (1) and the second clamping disc (3) has a plurality of second openings (8) distributed in the circumferential direction (U), wherein the first openings (7) are offset in the circumferential direction (U) relative to the second openings (8) so that the openings (7, 8) of each clamping disc (2, 3) are covered by the other clamping disc (3, 2). are,and wherein the first clamping disc (2) and the second clamping disc (3) each have an inner region (9) in the radial direction (R) of the slip clutch (1), in which the first and second openings (7, 8) are arranged, and an outer region (10) in the radial direction (R), in which the first clamping disc (2) and the second clamping disc (3) have connection openings (11). [2] Slip clutch (1) according to claim 1, wherein the first clamping disc (2) and the second clamping disc (3) are designed as identical parts. [3] Slip clutch (1) according to claim 1 or 2, wherein the inner areas (9) of the first clamping disc (2) and the second clamping disc (3) are flared in the axial direction (A) with respect to the respective outer areas (10) of the first clamping disc (2) and the second clamping disc (3). [4] Slip clutch (1) according to one of claims 1 to 3, wherein the inner area (9) of the first clamping disc (2) and / or the inner area (9) of the second clamping disc (3) each has / have at least one groove (12) which frictionally engages / engages with the friction disc (5). [5] Slip clutch (1) according to one of claims 1 to 4, wherein the first clamping disc (2) and the second clamping disc (3) are in contact with each other in the outer area (10). [6] Slip clutch (1) according to one of claims 1 to 5, wherein the first clamping disc (2) and the second clamping disc (3) are connected to each other in the outer area (10) in a rotationally fixed and axially fixed manner. [7] Slip clutch (1) according to one of claims 1 to 6, wherein the friction disc (5) has lining inserts (13) arranged in the circumferential direction (U) which are frictionally clamped between the first clamping disc (2) and the second clamping disc (3). [8] Slip clutch (1) according to one of claims 1 to 7, wherein a torsional vibration damper (14) is provided with a primary part (15) and a secondary part (16) and at least one spring element (17), wherein the primary part (15) and the secondary part (16) are rotatable relative to each other against a spring force of the spring element (17) to a limited extent when a torque is transmitted in the circumferential direction (U), and wherein the friction disc (5) is connected to the primary part (15) in a rotationally fixed manner. [9] Slip clutch (1) according to claim 8, wherein the primary part (15) has at least two axially spaced side discs (18, 19) in which spring windows (20) for the spring elements (17) are formed, and wherein the friction disc (5) is formed integrally with at least one of the side discs (18).

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