Torque limiter for a drive train

Abstract

A torque limiter for a drive train includes a rotational axis extending in an axial direction, a drive side, an output side, a first friction surface on a one of the drive side or the output side, a second friction surface on the other of the drive side or the output side, and a friction lining. The friction lining has a first material with a first friction coefficient facing the first friction surface and a second material with a second friction coefficient, different from the first friction coefficient, facing the second friction surface. The friction lining is under a preload acting in the axial direction, torque-transmissively connects the output side to the drive side until a limit torque is reached, and is arranged to slip on the first friction surface when the limit torque is exceeded.

Claims

1. A torque limiter for a drive train, comprising: a rotational axis extending in an axial direction; a drive side; an output side; a first flat friction surface on a one of the drive side or the output side; a second flat friction surface on the other of the drive side or the output side; and a friction lining comprising a composite material arranged as a continuous annular ring, the composite material comprising: a first layer comprising a first material comprising a first friction coefficient, the first layer comprising a first layer flat surface facing the first flat friction surface; and a second layer connected to the first layer by substance bonding, the second layer comprising a second material comprising a second friction coefficient, different from the first friction coefficient, the second layer comprising a second layer flat surface facing the second flat friction surface, wherein the friction lining: is under a preload acting in the axial direction; torque-transmissively connects the output side to the drive side until a limit torque is reached; is arranged to slip on the first friction surface when the limit torque is exceeded; and is exclusively frictionally connected to the second friction surface without substance bonding or a form-fit connection.

2. The torque limiter of claim 1 wherein the first friction coefficient is smaller than the second friction coefficient.

3. The torque limiter of claim 2, wherein the first friction coefficient at least 1% smaller than the second friction coefficient.

4. The torque limiter of claim 1, wherein the friction lining forms an exclusively frictional connection to the drive side and to the output side until the limit torque is reached.

5. The torque limiter of claim 1, wherein: the friction lining comprises a first friction lining and a second friction lining; and the drive side or the output side is arranged between the first friction lining and the second friction lining.

6. A drive train for a motor vehicle, comprising: the torque limiter of claim 1; a first drive unit for providing a first drive torque; and a second drive unit for providing a second drive torque, connected torque-transmissively to the first drive unit by the torque limiter.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The disclosure and the technical environment are explained in more detail below with reference to the figures. It is pointed out that the disclosure is not restricted by the exemplary embodiments shown. In particular, unless explicitly specified otherwise, it is also possible to extract partial aspects of the circumstances explained in the figures and combine these with other components and findings from the present description and/or the figures. In particular, it is pointed out that the figures, and in particular the size ratios depicted therein, are merely diagrammatic. The same reference signs designate the same objects, so that explanations from other figures may be used as supplements. In the drawings:

(2) FIG. 1 shows a first embodiment variant of a torque limiter in a drive train, in side view and cross-section;

(3) FIG. 2 shows a second embodiment of a torque limiter, in side view and cross-section; and

(4) FIG. 3 shows a detail from FIG. 1.

DETAILED DESCRIPTION

(5) FIG. 1 shows, in a side view and in cross-section, a first embodiment variant of a torque limiter 1 in a drive train 2. The drive train 2 has a first drive unit 17 (e.g. an internal combustion engine) for providing a first drive torque 18, and a second drive unit 19 (e.g. an electric machine) for providing a second drive torque 20. The first drive torque 18 acts directly on the drive side 5 of the torque limiter 1. The second drive torque 20 acts directly on the output side 6 of the torque limiter. The output side 6 may furthermore be connected torque-transmissively to a gear mechanism (not shown here). A torsion damper 21 is arranged on the output side 6 and inside the friction linings 7, 8 in a radial direction 22. The first drive unit 17 and the second drive unit 19 may be connected together torque-transmissively via the torque limiter 1 or may be separated from each other when a limit torque has been reached.

(6) The torque limiter 1 has a rotational axis 4 extending in an axial direction 3, and a drive side 5 and an output side 6 which can be connected together torque-transmissively via two friction linings 7, 8 and under a preload 9 acting in the axial direction 3, at least until a limit torque acting in a circumferential direction 10 has been reached. The drive side 5 is arranged between the first friction lining 7 and the second friction lining 8. The output side 6 here comprises two plates, between which the friction linings 7, 8 and the drive side 5 are arranged. A preload spring which produces the preload 9 necessary for the frictional connection is arranged between a plate on the output side 6 and a friction lining 7, 8 (here the second friction lining 8).

(7) The friction linings 7, 8 are arranged so as to slip on a first friction surface 11, present on only one of the drive side 5 and output side 6, when the limit torque is exceeded in operation of the drive train 2, and are frictionally connected to a second friction surface 12 present on the other of the drive side 5 and output side 6.

(8) One or both of friction linings 7, 8 may be a composite material which is formed from a first material and a second material. In particular, by a different distribution of materials within the friction lining, different friction coefficients may be formed so that facing the first friction surface, the friction lining has the first friction coefficient and facing the second friction surface, the second friction coefficient which is different from the first friction coefficient. Here, the first friction coefficient is smaller than the second friction coefficient. For example, the first friction coefficient is at least 1% smaller than the second friction coefficient. Some applications may have a first friction coefficient at least 5% smaller than the second friction coefficient.

(9) The friction linings 7, 8, the rotational axis 3, the drive side 5 and the output side 6 are arranged coaxially to each other.

(10) FIG. 2 shows, in a side view and in cross-section, a second embodiment variant of a torque limiter 1. Reference is made to the statements in relation to FIG. 1. In contrast to the first embodiment variant, in the second embodiment variant, the output side 6 is arranged between the first friction lining 7 and the second friction lining 8. Here the drive side 5 comprises two plates, between which the friction linings 7, 8 and the output side 6 are arranged. A preload spring, which provides the preload 9 necessary for frictional connection, is arranged between a plate of the drive side 5 and a friction lining 7, 8 (here the second friction lining 8).

(11) FIG. 3 shows a detail of FIG. 1. Reference is made to the statements in relation to FIG. 1. The friction linings 7, 8 are arranged so as to slip on the first friction surface 11 (here this is arranged on the drive side 5) when the limit torque is exceeded. The friction linings 7, 8 are still frictionally connected to the second friction surface 12 (here arranged on the output side 6). For this, the friction linings 7, 8 have a first material 13 with a first friction coefficient, facing the first friction surface 11, and a second material 14 with a second friction coefficient, different from the first friction coefficient, facing the second friction surface 12.

(12) The configuration of each friction lining 7, 8 with different friction coefficients allows the predefined slipping at a (predefined) friction surface 11 (namely always at the first friction surface 11), while the other second friction surface 12 is still frictionally connected to the respective friction lining 7, 8.

(13) The friction linings 7, 8 are here configured as a so-called dual layer and are formed by two layers 15, 16 connected together by substance bonding. The first layer 15 forms the first friction surface 11, and the second layer 16 forms the second friction surface 12.

(14) Each friction layer 7, 8 forms an exclusively frictional connection to the drive side 5 and the output side 6, at least with respect to the circumferential direction 10, until the limit torque is reached. So here there are no substance-bonded (e.g. by adhesive) or form-fit (e.g. by intermeshing profiling or riveting) connections acting in the circumferential direction 10.

REFERENCE NUMERALS

(15) 1 Torque limiter 2 Drive train 3 Axial direction 4 Rotational axis 5 Drive side 6 Output side 7 First friction lining 8 Second friction lining 9 Preload 10 Circumferential direction 11 First friction surface 12 Second friction surface 13 First material 14 Second material 15 First layer 16 Second layer 17 First drive unit 18 First drive torque 19 Second drive unit 20 Second drive torque 21 Torsion damper 22 Radial direction