Slip clutch for a motor vehicle

Abstract

The present invention relates 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 comprising 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); the friction disc (5) is arranged and frictionally clamped between the clamping discs (2, 3) in the axial direction (A) of the slip clutch (1); 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 the first openings (7) are offset with respect to the second openings (8) in the circumferential direction (U) such that the openings (7, 8) of one clamping disc (2, 3) are covered by the other clamping disc (3, 2).

Description

[0001] Slipping clutch for motor vehicles

[0002] 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 in conjunction with a torsional vibration damper. The slip clutch serves, in particular, as a torque limiter.

[0003] A torque limiter is used primarily to protect a drivetrain. The torque limiter prevents the transmission of torque that exceeds a certain limit. For example, in hybrid drivetrains, a torque limiter is installed between the flywheel of the combustion engine and the torsional vibration damper located on the transmission input shaft.

[0004] The torque limiter's job is to protect the transmission input shaft and other connected drivetrain components from overloads. These overloads can occur when excessive torque is generated or transmitted between the combustion engine and the transmission input shaft.

[0005] Torque limiters (of this type) operate primarily according to the friction principle. If the clamping force acting on the plates and friction linings, for example, is insufficient to transmit the torque that exceeds a certain limit (slipping torque), the plates and friction linings slip relative to each other. If the torque drops below the specified limit again, no relative twisting occurs between the plates and friction linings, and the torque is transmitted completely.

[0006] In particular, the clamping force (or the resulting slipping torque) should always remain constant during operation and throughout its lifetime. The clamping force is adjusted during the manufacture of the torque limiter. The object of the present invention is to provide an easily adjustable, functionally reliable, and cost-effective slip clutch.

[0007] According to the invention, this object is achieved by a slip clutch for a motor vehicle according to claim 1, with a first clamping disc and a second clamping disc, which together form an input part, and with a friction disc as 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 in the circumferential direction of the slip clutch, and the second clamping disc has a plurality of second openings distributed in the circumferential direction, and since the first openings are offset in the circumferential direction relative to the second openings, so that the openings of each clamping disc are concealed by the other clamping disc, the slip clutch can be adjusted cost-effectively. "Concealed" in this context means that any pair of first and second openings are not aligned with each other.

[0009] Due to the non-aligned first and second openings, it is possible to insert pins of a first adjustment tool into the first openings on the first clamping disc side, and to insert pins of a second adjustment tool into the second openings on the second clamping disc side. By applying pressure to the two adjustment tools, the two clamping discs, which are preferably made of sheet metal, can be expanded relative to each other and their clamping force can be adjusted, thus allowing the limit torque of the slip clutch to be easily adjusted.

[0010] Preferred embodiments are set out in the dependent claims.

[0011] Preferably, the first clamping disc and the second clamping disc are designed as identical parts. This also enables a cost-effective construction of the slip clutch. It is advantageous if the first clamping disc and the second clamping disc each have an inner region in the radial direction of the slip clutch, in which the first and second openings are arranged, and an outer region in the radial direction, in which the first clamping disc and the second clamping disc have connection openings. This also enables a cost-effective construction of the slip clutch.

[0012] Furthermore, it is advantageous if the inner regions of the first clamping disc and the second clamping disc are axially flared relative to the respective outer regions of the first clamping disc and the second clamping disc. This also enables a cost-effective design of the slip clutch.

[0013] Preferably, the inner region of the first clamping disc and / or the inner region of the second clamping disc each has / have at least one bead that frictionally engages the friction disc. This also enables a cost-effective design of the slip clutch.

[0014] Furthermore, the first clamping disc and the second clamping disc preferably abut each other in the outer region. This also enables a cost-effective design of the slip clutch.

[0015] It is advantageous if the first clamping disc and the second clamping disc are connected to each other in the outer area in a rotationally and axially fixed manner, e.g., riveted together. This also enables a cost-effective design of the slip clutch.

[0016] It is advantageous if the friction disc has lining inserts distributed circumferentially, which are frictionally clamped between the first clamping disc and the second clamping disc. This also enables a cost-effective design of the slip clutch.

[0017] Preferably, a torsional vibration damper is provided with a primary part and a secondary part, as well as at least one spring element. The primary part and the secondary part are rotatable relative to each other to a limited extent in the circumferential direction against a spring force of the spring element when transmitting torque, and the friction disc is rotationally connected to the primary part. This also enables a cost-effective design of the slip clutch.

[0018] Furthermore, it is advantageous if the primary part has at least two axially spaced-apart side discs, in which spring windows for the spring elements are formed, and if the friction disc is formed integrally with at least one of the side discs. This also enables a cost-effective design of the slip clutch.

[0019] The present invention will be explained in more detail below using preferred embodiments in conjunction with the accompanying figures. These show:

[0020] Figure 1: a perspective sectional view of part of a first embodiment of a slip clutch for a motor vehicle,

[0021] Figure 2: a half sectional view of the slip clutch from Figure 1 with input part and output part,

[0022] Figure 3: a plan view of the input part of the slip clutch from Figures 1 and 2,

[0023] Figure 4: a perspective sectional view of part of a second embodiment of a slip clutch for a motor vehicle,

[0024] Figure 5: a half sectional view of the slip clutch from Figure 4 with input part and output part, and

[0025] Figure 6: a perspective view of the slip clutch from Figures 4 and 5.

[0026] Figures 1 to 3 relate to a first embodiment of a slip clutch 1 for a motor vehicle. Figure 1 shows a perspective sectional view of a portion of the slip clutch 1, Figure 2 shows a half sectional view of the slip clutch 1 from Figure 1 with input part 4 and output part 6, and Figure 3 shows a plan view of the input part 4 of the slip clutch 1 from Figures 1 and 2. Features that are not described as essential to the invention in the following description are to be understood as optional.

[0027] A drive train of a motor vehicle comprises a flywheel connected to the output side of a prime mover, 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 connected to the flywheel in a rotationally fixed manner via a plurality of connections, in particular screw connections.

[0028] The slip clutch 1 further includes a friction disc 5 as the 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 clamped by friction. 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.

[0029] Specifically, in the event of a torque impact, e.g., due to a misfire or an abrupt increase in torque due to 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 transfer 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.

[0030] 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 with respect to the second openings 8, as is shown by way of example in Figure 3 by the first openings 7 formed in the first clamping disc 2 with the continuous circumferential lines and by the second openings 8 formed in the second clamping disc 3 hidden behind it with the dotted circumferential lines. Thus, the first openings 7 are covered by the second clamping disc 3, and the second openings 8 are covered by the first clamping disc 2, so that the openings 7, 8 of each clamping disc 2, 3 are covered by the other clamping disc 3, 2.In particular, the first openings 7 and the second openings 8 are not aligned.

[0031] Due to the non-aligned first and second openings 7, 8, it is possible to insert pins of a first adjustment tool into the first openings 7 on the side of the first clamping disc 2 in the axial direction A, and to insert pins of a second adjustment tool into the second openings 8 on the side of the second clamping disc 3. By applying pressure to the two adjustment tools, inner regions 9 of the two clamping discs 2, 3, which are preferably made of sheet metal, can be expanded against one another in the axial direction A in the radial direction R of the slip clutch 1 and their clamping force can be adjusted, whereby the limit torque of the slip clutch 1 can be adjusted according to a method described in the older, unpublished DE 10 2023 122 184.1.

[0032] The first clamping disc 2 has the 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. Likewise, 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. The two clamping discs 2, 3 can be or are connected to the flywheel in a rotationally fixed manner via a plurality of connections, in particular screw connections, through the connection openings 11. The inner region 9 of the first clamping disc 2 is flared out in the axial 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 flared in the axial direction A relative to the outer region 10 of the second clamping disc 3. The directions of the flares point away from a center plane of the input part 4, which runs orthogonal to the axis of rotation D, in the axial direction A, ie the flares 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, 3.

[0033] The first clamping disc 2 and the second clamping disc 3 abut one another in the outer region 10. Furthermore, the first clamping disc 2 and the second clamping disc 3 are connected to one another in a rotationally fixed and axially fixed manner in the outer region 10—independently of a screw connection through the connection openings 11 to a flywheel or the like mentioned above. For this purpose, the two clamping discs 2, 3 have, in their outer regions 10, circumferentially spaced and aligned connection openings 21 into which connecting rivets 22 are inserted to connect the two clamping discs 2, 3 to one another in a rotationally fixed and axially fixed manner.

[0034] 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 mirror-inverted relative to the center plane of the input part 4 and are connected to each other by means of the connecting rivet 22.

[0035] In the illustrated embodiments, the slip clutch 1 preferably has a torsional vibration damper 14 with a primary part 15 and a secondary part 16 and at least one spring element 17. In particular, a plurality of 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 can be rotated relative to one another to a limited extent against a spring force of the spring elements 17. The spring elements 17 are arranged in the radial direction R within the input part 4, i.e. within the two clamping disks 2, 3. The primary part 15 has a first side disk 18 and a second side disk 19, which are connected to one another in a torsionally and axially fixed manner by spacer bolts 23 and are spaced from one another in the axial direction A.In the two side discs 18, 19 spaced apart from each other in the axial direction A, spring windows 20 for the spring elements 17 are formed, distributed in the circumferential direction U.

[0036] The friction disc 5 is connected 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.

[0037] In the illustrated embodiments, two flanges 24 are arranged in the axial direction A between the two side discs 18, 19. These flanges act on opposite ends of the spring elements 17 in a direction of rotation dependent on the direction of rotation. They can be rotated in a direction of rotation dependent on a hub 25 arranged internally in the radial direction R. The angle of rotation of the flanges 24 can be limited by the spacer bolts 23 acting as stops. The hub 25 can be connected in a rotationally fixed manner, for example, to a transmission input shaft or an intermediate shaft by means of a spline.

[0038] In the first exemplary embodiment, which is illustrated in Figures 1 to 3, the inner region 9 of the first clamping disc 2 has a bead 12 that bears against one surface of the friction disc 5. Furthermore, the inner region 9 of the second clamping disc 3 also has a bead 12 that bears against the other surface of the friction disc 5. Both beads 12, which can be designed as continuous rings or circular arc segments, bear frictionally against the friction disc 5. The friction disc 5 is arranged in the radial direction R within the first and second openings 7, 8 of the two clamping discs 2, 3.

[0039] Figures 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.

[0040] Figure 4 shows a perspective sectional view of a part of the second embodiment of the slip clutch 1 for a motor vehicle, Figure 5 shows a half sectional view of the slip clutch 1 from Figure 4 with input part 4 and output part 6, and Figure 6 shows a perspective view of the slip clutch 1 from Figures 4 and 5.

[0041] In the second embodiment, which is shown in Figures 4 to 6, the friction disc 5 has lining inserts 13 distributed in the circumferential direction U, which are frictionally clamped between the first clamping disc 2 and the second clamping disc 3. The lining inserts 13 are firmly embedded in corresponding openings of the friction disc 5, at least in the circumferential direction U, but also in the radial direction R.

[0042] 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.

[0043] 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 mirror-inverted relative to the center plane of the input part 4 and are connected to each other by means of the connecting rivet 22.

[0044] 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 the 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 arranged 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. List of reference symbols

[0045] 1 slip clutch first clamping disc second clamping disc input part friction disc output part

[0046] 7 first opening

[0047] 8 second opening

[0048] 9 inner area

[0049] 10 outer area

[0050] 11 Connection opening

[0051] 12 bead

[0052] 13 Pad insert

[0053] 14 torsional vibration dampers

[0054] 15 Primary part

[0055] 16 Secondary part

[0056] 17 Spring element

[0057] 18 first side window

[0058] 19 second side window

[0059] 20 spring windows

[0060] 21 Connection opening

[0061] 22 connecting rivet

[0062] 23 spacer bolts

[0063] 24 flange

[0064] 25 Hub

[0065] A axial direction

[0066] D axis of rotation

[0067] R radial direction

[0068] U circumferential direction

Claims

Patent claims 1 . 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 comprising a friction disc (5) as the 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 between the clamping discs (2, 3) in the axial direction (A) of the slip clutch (1) and is clamped in a frictionally engaged manner, 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 arranged 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 blocked by the other clamping disc (3, 2) are hidden.

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 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).

4. Slip clutch (1) according to claim 3, wherein the inner regions (9) of the first clamping disc (2) and the second clamping disc (3) are flared in the axial direction (A) relative to the respective outer regions (10) of the first clamping disc (2) and the second clamping disc (3).

5. Slip clutch (1) according to claim 3 or 4, wherein the inner region (9) of the first clamping disc (2) and / or the inner region (9) of the second clamping disc (3) each has / have at least one bead (12) which bears / be in frictional engagement against the friction disc (5).

6. Slip clutch (1) according to one of claims 3 to 5, wherein the first clamping disc (2) and the second clamping disc (3) abut one another in the outer region (10).

7. Slip clutch (1) according to one of claims 3 to 6, wherein the first clamping disc (2) and the second clamping disc (3) are connected to one another in a rotationally and axially fixed manner in the outer region (10).

8. Slip clutch (1) according to one of claims 1 to 7, wherein the friction disc (5) has lining inserts (13) distributed in the circumferential direction (U) which are clamped frictionally between the first clamping disc (2) and the second clamping disc (3).

9. Slip clutch (1) according to one of claims 1 to 8, 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 one another to a limited extent against a spring force of the spring element (17) 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.

10. Slip clutch (1) according to claim 9, wherein the primary part (15) has at least two side discs (18, 19) spaced apart from one another in the axial direction (A), in which spring windows (20) for the spring elements (17) are formed, and wherein the friction disc (5) is formed in one piece with at least one of the side discs (18).

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