CN109790908B - Overload protection device - Google Patents

Abstract

The invention relates to an overload protection device comprising: a drive for generating a rotary motion; a conversion device for converting the rotary motion into a linear motion of an adjusting element; and a housing for supporting the conversion device, wherein the conversion device is along the The linear movement of the adjusting element is movably mounted in the housing.

Description

Overload protection device

technical field

The invention relates to an overload protection device for a linear-acting mechanical adjustment device.

Background technique

Adjustment devices in aircraft require overload protection devices that limit the adjustment force in order to prevent overloading of the aircraft structure. It is important here that the divergence of the force limitation is as small as possible, since the aircraft structure must be dimensioned for the largest possible forces, and a small divergence means a small structural weight.

Typically, linearly acting, mechanical adjustment devices consist of a rotary motor (eg an electric motor) and a transmission which converts the rotary motion into a linear motion (eg a lead screw). In this case, the transmission is typically expanded in stages of increasing rotational speed, in order thereby to be able to reduce the weight of the rotary motor. It is known from EP 1 878 658 A2 that, in such a regulating device, a clutch for limiting overload is arranged in the revolving load path. Preferably, such an overload clutch is used in the high rotational speed range in order to keep the overall size small.

The disadvantage of such a device is that the magnitude of the force acting on the overload function is subject to a large divergence. The reason for this is that not only the transmission but also the clutch is frictional.

Figure 1 describes and quantifies the correlation. Figure 1 shows the behavior of the torque at the clutch when the linear force of the adjusting device changes. Axis 10 shows the linear force in the compressive direction and axis 20 shows the linear force in the tensile direction. Axes 30 and 40 show positive and negative torques on the clutch corresponding to the direction of force. Only performance in the upper right quadrant of the icon is considered below. Significantly, the same performance exists in the lower left quadrant. Two types of operation are shown. Line 50 shows the torque development as the force increases for the case in which the adjustment device drives the control surface ("drive case"), and line 60 shows the same relationship for the case in which the adjustment device is driven by the control surface ("towards the drive case"). Back to Operation"). In addition, a dashed line 70 is drawn, which shows the same correlation in the theoretical case, ie the process proceeds without friction. Line 70 is valid for both drive and reverse run conditions. Line 50 (drive case) is steeper than dashed line 70 because more torque is required to overcome friction in order to generate the same force. The shown change 80 in slope corresponds to an efficiency of about 69% of the transmission. This efficiency is achievable at low temperatures with a regulating device consisting of a ball screw with a roller thrust bearing and a rolling-mounted spur gear. Line 50 rises until it intersects line 90 . Line 90 corresponds to the lowest torque at which the clutch is triggered. Similar to this, line 100 shows the highest torque at which the clutch is triggered. This results in a divergence of the trigger clutch torque 110 due to friction and production tolerances.

This is assumed in FIG. 1 at 15% achievable up to the optimistic order of magnitude for the swing overload clutch. What is now determined is the intersection of lines 50 and 90 denoted by 120. The point of intersection defines the minimum adjustment force 130 which the adjustment device can generate. The adjustment device is designed such that the smallest adjustment force 130 also corresponds to the adjustment force which must be provided by the aircraft at any time in flight on the control surface. The force is expressed at 100% as a reference for force excess, which is now observed below.

In addition to the driving conditions observed so far, the reverse running conditions are also observed. In this case, reverse operation means that the air load acts on the control surface, which attempts to reverse the operation of the control device. Backward travel must be ruled out up to load 130 because aerodynamically it is necessary to maintain the load up to that value. However, if in exceptional cases, usually temporarily, the load is exceeded, the adjustment device must withdraw the load as early as possible in order to prevent damage to the aircraft structure. The height of the "withdrawn load" can be read when looking at line 60 in FIG. 1 . Compared to line 50, the slope of line 60 is now smaller than that of dashed line 70, which shows frictionless operation. The reason is that when the force increases, less torque reaches the clutch due to friction. The shown change 140 of the slope in turn corresponds to the already mentioned efficiency of the transmission of approximately 69%. Line 60 is raised until it intersects line 100 . As already described, the line 100 corresponds to the maximum torque at which the clutch is triggered. What is now determined here is the intersection of lines 60 and 100 , designated 150 . The point of intersection defines the maximum adjustment force 160 that can hold the adjustment device in reverse. In the friction relationship in the adjustment device assumed here, a maximum load of 219% is thus obtained, which means that the aircraft structure is designed 2.19 times stronger than the aerodynamic requirements. It can be seen that the large divergence of the force for triggering the overload function represents a significant disadvantage with regard to the weight and cost of the aircraft structure.

SUMMARY OF THE INVENTION

The object of the present invention is to overcome the disadvantages mentioned above and to realize an overload protection device for a linear-acting, mechanical adjustment device, which has a small divergence of the force for triggering the overload function. This furthermore leads to a reduction of the maximum loads acting on the aircraft structure, so that a weight reduction in the adjustment device and the aircraft structure is achieved.

The overload protection device according to the invention comprises a drive for generating a rotary motion, a conversion device for converting the rotary motion into a linear motion of the adjusting element, and a housing for supporting the conversion device. Furthermore, the overload protection device is characterized in that the switching device is mounted in the housing so as to be displaceable along a linear movement of the adjusting element.

Since the conversion device is mounted in the housing so as to be displaceable along the linear movement of the adjusting element, in the event of an overload acting on the adjusting element, the conversion device, ie the component group that converts the rotational movement into a linear movement, can follow the direction of the adjusting element. Linear motion moves. This takes place, for example, when excessive tensile or compressive forces act on the adjustment element. By means of the movable mounting of the switching device, it is then possible to transfer the clutch, which transmits the force lines between the drives to the switching device, into the disengaged state. In this case, this is then simply done by an axial displacement of the switching device in the direction of the linear movement of the adjusting element.

Since the divergence of the triggering force of the overload protection device is determined only by the friction in the linear motion, the divergence is independent of the friction relationship in the ball screw, the transmission and the rotary clutch, and thus also on the operating type "drive case" and The "backward running situation" is irrelevant, as already the subject in connection with FIG. 1 . The divergence of the triggering force of the overload protection device is thus significantly smaller than in the case of the overload protection device according to the prior art.

According to an optional modification of the invention, the overload protection device further comprises a clutch device for separating the lines of force between the drive and the switching device, wherein the clutch device is designed to act on the switching device in excess of the A force directed in the direction of the linear movement of the adjusting element is triggered, ie a state is entered in which the line of force from the drive to the switching device is interrupted. Preferably, the clutch device disengages under both tension and pressure.

For this purpose, the switching device is arranged in the housing of the overload protection device in such a way that it is movable under the tension of the adjustment element and under the pressure of the adjustment element. If the tensile or compressive force exceeds a predetermined level, this causes the switching device to move within the housing in a direction parallel to the linear movement of the actuating element and the clutch to be transferred into the decoupled state.

According to another development of the invention, the conversion device is a ball screw, preferably an inverted ball screw, which comprises a screw nut, balls and a screw as adjusting element. The reversed ball screw is characterized in that the reversed ball screw has a substantially cylindrical screw nut with a helically extending groove on the inner side of the screw nut, the groove being adapted to accommodate the balls. The balls provided therein are capable of cooperating with corresponding grooves in the outer circumference of the screw so that when the screw nut rotates and when the screw rotation is inhibited, the rotational movement of the screw nut is converted into a linear movement of the screw.

Furthermore, it can be provided that the clutch device has an output gear, a torque transmission sleeve and a torque introduction sleeve, which are each arranged such that their axis of rotation is oriented parallel to the linear movement of the adjusting element. Typically, the drive gear circumferentially surrounds the threaded rod nut. The drive gear further has spur teeth, which extend in the direction of the linear movement of the adjusting element. The gear thus has a first toothing extending in the radial direction and a second toothing, ie a spur toothing, extending perpendicular to the radial direction. The spur teeth of the torque transfer sleeve are engageable with the spur teeth. The spur teeth also surround the threaded rod nut in the circumferential direction and are slidably arranged in the circumferential direction of the threaded rod nut. That is, the screw nut can rotate independently of the movement of the torque transmission sleeve. The output gear, which rotates about the axis of rotation of the threaded nut, is thus able to transmit the rotation to the torque transfer sleeve. Furthermore, a torque introduction sleeve is provided, which is connected to the spindle nut in a rotationally fixed manner. In this case, the torque introduction sleeve can surround the spindle nut in the circumferential direction, wherein the output gear likewise surrounds the torque introduction sleeve in the circumferential direction. The torque introduction sleeve also has teeth oriented in the direction of the linear movement of the adjusting element in order to engage with the spur teeth of the torque transmission sleeve.

When the output gear and the torque introduction sleeve are engaged with the teeth of the torque transmission sleeve by means of their respective spur teeth, this only causes a rotation of the threaded rod nut if the output gear rotates about its axis of rotation.

According to an optional development of the invention, the output gear has teeth directed outwards in the radial direction in order to mesh with the drive gear via the intermediate gear. In a further embodiment not shown, the connection between the drive gear and the output gear can also take place directly via a structural bevel gear. The axis of the rotary motor can, for example, be at right angles to the direction of linear motion, which can eliminate the need for an intermediate gear. Furthermore, it has spur teeth so as to be able to engage with the spur teeth of the torque transfer sleeve. Furthermore, the torque introduction sleeve can have teeth oriented inwards in the axial direction in order to engage with the conversion device, in particular the spindle nut. The torque introduction sleeve also has spur teeth so as to be able to engage with the spur teeth of the torque transfer sleeve.

Preferably, the drive gear is rigidly arranged on the housing with respect to the direction of linear movement of the adjusting element and the torque transfer sleeve is rigidly arranged on the conversion device with respect to the direction of linear movement of the adjusting element. When the switching device or the spindle nut of the switching device is moved in the direction of the linear movement of the spindle, the output gear is correspondingly moved towards the torque introduction sleeve. It is thus possible to disconnect the lines of force which are closed via the torque transmission sleeve. This can be done by loosening the engagement between the torque transmission sleeve and the torque introduction sleeve or between the output gear and the torque transmission sleeve. For example, it is conceivable that the torque introduction sleeve serves to extrude the torque transmission sleeve out of the engaging meshing engagement with the output gear. Alternatively, the torque introduction sleeve can also simply be pulled out of engagement with the torque transmission sleeve due to the movability of the switching device in the direction of the linear movement of the adjusting unit.

In order to perform the disconnection of the line of force only at a predetermined level, there are fixing devices which hold the switching device in a predetermined position with a certain force. According to a preferred embodiment of the invention, the torque introduction sleeve is mounted on the conversion device, in particular on the spindle nut of the conversion device, in a non-displaceable manner in the direction of the linear movement of the adjusting element.

Preferably, the torque introduction sleeve surrounds the converter device, in particular the spindle nut of the converter device, in its circumferential direction and is fixedly arranged thereon. The output gear here surrounds the torque introduction sleeve in its circumferential direction, so that at the same time the spur teeth of the output gear and the spur teeth of the torque introduction sleeve can be brought into engagement with the teeth of the torque transmission sleeve.

If the spur teeth of the torque transmission sleeve engage with the spur teeth of the torque introduction sleeve and with the spur teeth of the output gear, the line of force between the output gear and the torque introduction sleeve or the converter is closed. Rotation of the output gear about its axis of rotation then causes a rotation of the conversion device, which thus results in a linear movement.

According to a development of the invention, the overload protection device also has a fixing device for elastically fixing the switching device on the housing with respect to a direction parallel to the linear movement of the adjusting element.

It can be provided here that the securing device has a spring element in which the toothed connection of the output gear and the torque transmission sleeve and the toothed connection of the torque transmission sleeve and the torque introduction sleeve are brought into engagement in a state of low stress.

Preferably, when the shifting device is moved relative to the housing in the direction of the linear movement of the adjusting element, the clutch device transitions into its open state, and the compressed or reduced-compressed spring element exerts a restoring force on the shifting device , in order to bring the clutch device back into its closed state.

Preferably, movement of the switching means in a direction parallel to the linear movement of the adjustment element inhibits the state of less stress of the spring element and causes the spur gear of the output gear or torque introduction sleeve to disengage from the torque transfer sleeve.

Furthermore, it can be provided that the spring element is designed to exert a force on the switching device in order to move the latter so that the clutch device transitions back into its non-positive state.

According to an optional development of the invention, the spring element is arranged between the torque transmission sleeve and a disk surrounding the spindle nut of the conversion device, said disk being displaceable in the longitudinal direction of the spindle nut.

Preferably, the torque introduction sleeve is formed in one piece with the conversion device, in particular with the spindle nut of the conversion device.

The invention furthermore relates to an adjusting drive comprising an overload protection device according to one of the variants detailed above.

Also encompassed by the present invention is an aircraft having an adjustment drive as defined above.

Description of drawings

Additional features, details and advantages can be seen from the following description of the drawings. Shown here:

FIG. 1 shows a diagram for illustrating the disadvantages of the overload protection device of the prior art,

Figure 2 shows a schematic cross-sectional view of an overload protection device according to the invention,

Figure 3 shows a perspective sectional view of the clutch device,

Figure 4 shows a perspective cutaway view of the clutch device in which the torque transfer sleeves are spaced apart,

FIG. 5 shows a schematic cross-sectional view of the overload protection device when pressure acts on the regulating element, which pressure causes the disconnection of the clutch device,

FIG. 6 shows a schematic cross-sectional view of an overload protection device with a drawn line of force under pressure acting on the adjustment element,

FIG. 7 shows a perspective view of the clutch device in its state of decoupling due to pressure,

FIG. 8 shows a schematic cross-sectional view of the overload protection device with a pulling force acting on the adjustment element, which pulls causing the disconnection of the clutch device,

FIG. 9 shows a schematic cross-sectional view of an overload protection device with a plotted line of force with pressure acting on the adjustment element,

Figure 10 shows a perspective partial sectional view of the clutch device in a state of decoupling due to tension,

Figure 11 shows a schematic cross-sectional view of the overload protection device with the adjustment element stopped to the end stop which causes the disconnection of the clutch device, and

FIG. 12 shows a schematic cross-sectional view of the overload protection device when it stops on the other end stop, which causes the disconnection of the clutch device.

Detailed ways

The basic idea of the invention is to arrange the overload protection device as far as possible in the direction of the output of the adjustment device in order to minimize the influence of friction and thus the divergence of the triggering force. For this purpose, the overload protection device is placed in the region of the linear action of the regulating device. 2 to 7 illustrate exemplary embodiments of the present invention. An exemplary adjustment device consists of an electric motor 160 that drives a reverse ball screw 180 via a spur gearing 170 . The transmission is composed of a drive gear 190 , an intermediate gear 200 and an output gear 210 .

The intermediate gear 200 is needed in order to create a shaft misalignment that is large enough with respect to the ball screw 180 for the space requirements of the motor. The reverse ball screw 180 is composed of the screw 220 , the screw nut 230 and the balls 240 . The functional cooperation of screw 220, screw nut 230 and balls 240 is the same as in known ball screw drives. The screw 220 is prevented from rotating by means not shown. The spindle nut 230 is prevented from moving axially during nominal operation by means of the device described below. Rated operation in this context means any operation beyond which the overload protection is active. With this limitation of the degrees of freedom, the screw 220 experiences the desired linear motion caused by the rotation of the screw nut 230 .

According to the invention, overload protection is now achieved by breaking the torque-transmitting connection between the screw nut 230 and the output gear 210 when the limit value of the axial force at the screw 220 is exceeded. Thereby, the screw nut 230 can be rotated independently of the motor, and the screw 220 can be retracted by an external force. The releasable torque-transmitting connection consists of the components, namely the output gear 210 , the torque-transmitting sleeve 250 and the torque-introducing sleeve 260 . These three parts have spur teeth as shown in FIG. 4 .

FIG. 3 is a spatial cross-sectional view of the three components in the state as shown in FIG. 2 .

FIG. 4 shows the same arrangement as in FIG. 3 , however axially separated from each other so that the spur teeth are better visible. The torque line from the electric motor to the transmission 170 runs from there to the output gear 210 , via the spur teeth of the output gear 210 to the torque transmission sleeve 250 , and from there to the torque introduction sleeve 260 , which The barrel then guides it into the screw nut 230 via the radial jaws 270 . To ensure torque transmission in rated operation, the toothings must engage with each other. The mutual engagement of the spur gears between the torque transmission sleeve 250 and the torque introduction sleeve 260 is ensured by a disc spring set 280 which is preloaded by the triggering force of the overload protection device. The line of force of the preloading force is as follows: from the right end of the disc spring set 280 , the preloading force reaches into the torque transmission sleeve 250 , which is supported axially on the torque introduction sleeve 260 . From there, the preload is transmitted into the inner ring of the radial bearing 290 to return from there to the disc spring pack 280 via the support ring 300 , the screw nut 230 , the axial bearing 310 and the disc 320 . The mutual engagement of the spur teeth between the output teeth 210 and the torque transmission sleeve 250 ensures that the device is located between the stationary axial bearings 320 and 330 with only minimal axial play, and this prevents positive Opening of the teeth.

FIG. 5 now shows a state in which the pressure 340 acting on the regulating device exceeds the triggering force of the overload device. The pressure 340 exceeds the preload of the disc spring set 280, which causes the spur teeth of the output gear 210 and the torque transfer sleeve 250 to separate from each other.

Figure 6 shows the lines of force passing through the adjustment device. The screw nut no longer has a torque-transmitting connection to the motor 160, begins to turn under the pressure load 340, and the screw 220 retracts. The mutual positions of the spur teeth in this state are also shown in FIG. 7 . The device 350 axially secures the output gear 210 and prevents, due to the axial movement used to compress the disc spring set 280, the output gear 210 from moving axially to the left such that the spur teeth of the output gear 210 and the torque transfer sleeve 250 do not move. separate from each other.

FIG. 8 shows a state in which the pulling force 360 acting on the adjustment device exceeds the triggering force of the overload device. The tension force 360 exceeds the preload force of the disc spring set 280 , which causes the spur teeth of the torque transmission sleeve 250 and the torque introduction sleeve 260 to separate from each other.

Figure 9 shows the lines of force passing through the adjustment device. The screw nut no longer has a torque-transmitting connection to the motor 160, begins to turn under the tensile load 360, and the screw 220 moves in the direction of the tensile force. The mutual positions of the spur teeth in this state are also shown in FIG. 10 . The device 370 fixes the torque-introduction sleeve 260 axially relative to the threaded rod nut 230 and prevents the torque-introduction sleeve 260 from moving axially due to the axial movement for compressing the disc spring pack 280 , and thus the torque transfer sleeve 250 and the spur teeth of the torque introduction sleeve 260 are no longer separated from each other

The divergence of the triggering force of the overload protection device is now determined solely by the friction in the linear motion and is therefore independent of the friction relationship in the ball screw, gearing and rotary clutch, and thus also with the operating types "drive case" and "backward movement". Operation" is irrelevant, as shown in Figure 1. The divergence of the triggering force of the overload protection device is thus variously smaller than in the case of the overload protection device according to the prior art. The disc spring set contributes most of the friction in linear motion. Since, however, the disc spring pack is compressed not only under a compressive load 340 but also under a tensile load 360 , ie always experiences the same direction of movement, the friction fractions always act in the same direction and can be used when setting the disc Compressed under the preload force of the spring set 280 . Therefore, the divergence of the trigger force of the overload protection device is not affected by the full friction hysteresis of the disc spring set 280, which has only the divergence of the rising branch of the friction hysteresis.

Another common requirement for such an adjustment device is that no damage to the adjustment device is allowed when traveling at full travel speed relative to the adjustment path restrictions inside the device. In nominal operation, such an end stop travel does not occur, since the control device operates in a control loop that limits the control path. During installation or inspection work, however, this cannot be ruled out. Pre-damage that may arise from it may remain unknown and compromise reliable flight operations. As can be seen from Figures 11 and 12, said requirements can also be met by means of the present invention.

FIG. 11 shows the triggering of the overload function when traveling in the outgoing direction to the end stop. Figure 12 shows the same in the approach direction. At the moment when the threaded rod 220 contacts the inner end stop 380 (in FIG. 11 ) or 390 (in FIG. 12 ), a torque builds up on the threaded rod nut 230 , since on the one hand there is still a driving torque at the electric motor 160 at all times , and because, on the other hand, sudden rotational speed changes due to blocking cause a moment of inertia, which is added to the drive torque. The torque sum is converted by the ball screw 180 into a linear force that causes separation of the associated spur gears (in FIG. 11 , the output gear 210 and the torque transfer sleeve 250 in FIG. separation, and in FIG. 12 the separation of torque transfer sleeve 250 and torque introduction sleeve 260). After the disconnection, the electric motor 160 can continue to rotate until the normally present, higher-level system monitoring detects a faulty engine rotation and disconnects the electric motor 160 from the power supply. Regulate equipment shutdowns without experiencing damaging load spikes.

Claims (16)

1. An overload protection device, comprising: a drive (160) for generating rotational motion, a conversion device (180) for converting rotational motion into linear motion of the adjustment element (220), and a housing for supporting the conversion device (180), It is characterized in that, The conversion device (180) is movably supported in the housing along the linear movement of the adjustment element (220), and the overload protection device further comprises a device for separating the driver (160) and the conversion device Clutching devices (210, 250, 260) for the lines of force between (180), wherein said clutching devices (210, 250, 260) are designed to exceed all edges acting on said switching device (180) Triggered in the event of a force oriented in the direction of the linear movement of the adjusting element (220), the clutch device (210, 250, 260) comprises an output gear (210), a torque transmission sleeve (250) and a torque introduction sleeve barrel (260), Wherein the output gear ( 210 ) has teeth oriented outwards in the radial direction in order to mesh with the drive gear via an intermediate gear, or has the teeth of a bevel gear and has spur teeth so as to be able to engage with the the spur teeth of the torque transfer sleeve (250) engage, and The torque introduction sleeve (260) has teeth oriented inwardly in the radial direction for engagement with the conversion device (180) and spur teeth to be able to engage with the positive teeth of the torque transfer sleeve (250). The teeth are engaged. 2. The overload protection device according to claim 1, Wherein the conversion device (180) is a ball screw, and the ball screw includes a screw nut (230), a ball (240) and a screw as an adjustment element (220). 3. The overload protection device according to claim 1 or 2, The output gear ( 210 ), the torque transmission sleeve ( 250 ) and the torque introduction sleeve are each arranged such that their axes of rotation are oriented parallel to the linear movement of the adjusting element ( 220 ). 4. The overload protection device according to claim 3, wherein the output gear (210) is rigidly arranged on the housing with respect to the direction of the linear movement of the adjustment element, and the torque transfer sleeve (250) is provided with respect to all of the adjustment element (220) The direction of the linear motion is rigidly set on the conversion device (180). 5. The overload protection device according to claim 3, The torque introduction sleeve (260) is immovably mounted on the conversion device (180) in the direction of the linear movement of the adjusting element (220). 6. The overload protection device according to claim 3, The torque introduction sleeve ( 260 ) surrounds the converter device ( 180 ) in its circumferential direction and is fixedly arranged thereon, and the output gear ( 210 ) accommodates the torque introduction in its circumferential direction The sleeve (260) enables the spur teeth of the output gear (210) and the spur teeth of the torque introduction sleeve (260) to simultaneously engage with the spur teeth of the torque transmission sleeve (250). 7. The overload protection device according to claim 3, further comprising fixing means for elastically fixing the conversion device (180) to the housing with respect to a direction parallel to the linear movement of the adjustment element (220) body. 8. The overload protection device according to claim 7, wherein the fixing device has a spring element (280) in which the output gear (210) and the torque transmission sleeve are in a state of reduced stress. The toothed connection of (250) and the toothed connection of the torque transfer sleeve (250) and the torque introduction sleeve (260) are in engagement. 9. The overload protection device according to claim 8, The clutch device ( 210 , 250 , 260 ) transitions into its disconnected state when the switching device ( 180 ) is moved relative to the housing in the direction of the linear movement of the adjusting element ( 220 ) , and the compressed or reduced compressed spring element ( 280 ) exerts a restoring force on the switching device ( 180 ) in order to bring the clutch device ( 210 , 250 , 260 ) back into its closed state . 10. The overload protection device according to any one of claims 8 to 9, Wherein the movement of the conversion device (180) in the direction parallel to the linear movement of the adjustment member (220) suppresses the state where the stress of the spring member (280) is reduced and causes the output gear (210) to The spur teeth or the spur teeth of the torque introduction sleeve (260) are disengaged from the torque transfer sleeve (250). 11. The overload protection device according to any one of claims 8 to 9, In this case, the spring element ( 280 ) is designed to exert a force on the switching device ( 180 ) in order to move the switching device so that the clutch devices ( 210 , 250 , 260 ) transition into their non-positive fit again. in the state. 12. The overload protection device according to any one of claims 8 to 9, wherein the spring element (280) is disposed between the torque transfer sleeve (250) and a disk surrounding the threaded rod nut (230) of the conversion device (180), the disk being able to follow the threaded rod nut (230) ) in the vertical direction. 13. The overload protection device of claim 3, In this case, the torque introduction sleeve ( 260 ) is formed in one piece with the conversion device ( 180 ), in particular the spindle nut ( 230 ) of the conversion device ( 180 ). 14. The overload protection device of claim 1, The clutch devices ( 210 , 250 , 260 ) in this case disengage not only under tension but also under pressure. 15. The overload protection device of claim 2, Wherein the ball screw is an inverse ball screw. 16. The overload protection device of claim 1, 5 or 6, wherein the conversion device is a threaded nut (230).

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