CN112228481B

CN112228481B - Device for transmitting torque

Info

Publication number: CN112228481B
Application number: CN202010661856.9A
Authority: CN
Inventors: J·埃克纳; N·帕特曼; M·克里克; M·斯特里克豪森
Original assignee: Ktr Systems Ltd
Current assignee: Ktr Systems Ltd
Priority date: 2019-07-15
Filing date: 2020-07-10
Publication date: 2022-06-14
Anticipated expiration: 2040-07-10
Also published as: DE102019119158A1; CN112228481A

Abstract

The invention relates to a device (10) for transmitting torque from a drive shaft (11), in particular connected to a rotor (12) of a wind power installation (13), to a driven shaft (14), in particular connected to a generator (15), comprising a first load path (16) which connects the drive shaft to the driven shaft with the interposition of a slip coupling (18) having two coupling bodies (19, 20), the coupling body (19) on the drive shaft side of the slip coupling being fixed to the drive shaft by means of a first mounting device (21), and the coupling body (20) on the driven shaft side of the slip coupling being fixed to the driven shaft (14); the device further comprises a second load path (17) connecting the drive shaft (11) to a brake disk (23), wherein the brake disk is fixed to the drive shaft (11) by means of a second mounting device (22) which is independent of the first mounting device (21).

Description

Device for transmitting torque

Technical Field

The present invention relates to a device for transmitting torque.

The applicant has developed and manufactured devices of this type for decades.

The present application relates to a device for transmitting torque from a drive shaft to a driven shaft. Such devices are also commonly referred to as couplings.

The invention relates in particular to such an arrangement in which the drive shaft is connected to the rotor of the wind power installation and the driven shaft leads to a Generator (Generator).

Background

In prior art wind power installations, the rotor is connected to the drive shaft via a gear, for example via a planetary gear. In order to protect the generator connected downstream of the drive train on the input side from excessive torques, it is known in the prior art to provide a slip coupling between the drive shaft and the generator.

In this regard, reference is made in particular to WO2012/083931a 1. Slip couplings are used to achieve load decoupling or load limiting when an adjustable target torque or a triggering torque is exceeded. This is particularly desirable if the introduction of high torques into the transmission should be prevented, for example on the basis of short-circuiting of the generator (at least an excessively high load) or synchronization problems due to the generator. The slip coupling is connected on the input side to the drive shaft and on the output side to the driven shaft. The driven shaft is connected with the generator.

A construction is particularly preferred in this case, known from WO2012/083931a1, in which a drive shaft passes at least partially through the driven shaft leading to the generator. The driven shaft is in this respect designed as a hollow shaft. Thus, if a longitudinal section of the device is observed, the direction of the force conduction path through the apparatus reverses in the event of an overload event.

A slip coupling has already been proposed according to WO2012/083931a1, which has a drive-side coupling body fixed to a drive shaft and a driven-side coupling body arranged in a fixed manner relative to a driven shaft. The slip joint is designed in the form of a sleeve, and the drive-side coupling body of the slip joint is accommodated in the driven-side sleeve-like coupling body. In this respect, the friction surface is provided by the outer circumferential surface of the cylindrical coupling body on the drive side and the inner circumferential surface of the likewise cylindrical coupling body on the driven side of the slip coupling.

Furthermore, a brake disk has been proposed according to WO2012/083931a1, which brake disk can respond to a braking device. The brake disc is arranged on a coupling body at the driving side of the sliding coupling.

Disclosure of Invention

Starting from a device of the type described in WO2012/083931a1, the object of the invention is to further develop the known device in such a way that an improved design and operation is achieved.

This object is achieved by a device for transmitting torque from a drive shaft to a driven shaft according to the disclosure.

The principle of the invention is primarily that the apparatus comprises a first load path (Lastpfad) and a second load path. The first load path connects the drive shaft with the driven shaft with the slip coupling in between. The second load path connects the drive shaft with the brake disc.

The first load path transmits torque from the drive shaft to the driven shaft. The second load path transmits torque from the drive shaft only up to the brake disc, wherein the braking action counteracts the driving force. The two load paths are connected in parallel with each other.

The first load path has two coupling bodies of the slip coupling, namely a first coupling body on the drive shaft side of the slip coupling, which is fixed to the drive shaft by means of the first mounting device, and a second coupling body on the driven shaft side, which is fixed to the driven shaft. The first mounting device can fix the coupling body on the drive shaft side of the slip coupling to the drive shaft in a non-positive manner, for example by means of a clamping set, or by means of a toothing or a wedge connection, or a mating spring, or in some other suitable manner, in particular in a positive manner.

The second load path includes a second mounting device independent of the first mounting device. The brake disk is fixed to the drive shaft by means of the second mounting device.

Unlike the case of the prior art according to WO2012/083931a1, according to the invention the fixing of the brake disk relative to the drive shaft is not effected via a common coupling body (as an integral part of the sliding coupling) but via a separate mounting device. This may achieve a number of advantages:

on the one hand, the following possibilities are provided by the structure according to the invention: the brake disk is supported on or relative to the driven-side coupling body of the slip coupling. Such a rotary bearing (for example a spherical roller bearing) makes it possible, in particular, to achieve a rotary mounting of the brake disk while maintaining a short axial design of the device, and thus to ensure an optimized circular movement and thus a long-term reliable functionality of the coupling and of the brake system. In particular, the wobble of the brake disk, as can occur in the prior art, is effectively avoided.

Furthermore, the sliding coupling is not influenced by any sources of interference during operation, because a second load path completely separate from the first load path is provided by means of the second mounting device. For example, in the case of devices of the prior art, braking reaction forces can act against the sliding device and, due to internal forces, dynamically change the limiting sliding moment for the safety of the installation.

The device according to the invention can be provided with a slip coupling as a preassembled actuating unit and mounted on the device as a whole. The slip coupling can be adjusted and measured as a pre-assembly unit with respect to its activation torque after shipment. The adjustment of the threshold value, i.e. the limit torque (in which case the two coupling bodies of the slip coupling can be brought into rotation relative to one another) is costly. The limit torque can thus be set, for example, by screwing a plurality of screws and thereby generating a pressure per unit area. But must query a large number of parameters. For example, the slip clutch must be rotated with a constant torque after the complex running-in process has been completed on the test bench through a specific slip angle. The factory-set limit torque can be applied to the first load path without any restrictions in the case of the device according to the invention.

In contrast, in the case of the device according to WO2012/083931a1, the fixing of the brake disk on the drive-side coupling body of the slip coupling and the direct presence thereof in the structural arrangement influence the assembly expenditure and, above all, the installation expenditure, and, in operation, the functionality of the slip coupling on the basis of its mass and its moment of inertia. This may, for example, have different and partially unpredictable effects on the activation or deactivation of the slip coupling in different operating states.

In the arrangement according to the invention, the risk of such disturbing influences of the brake disc on the sliding coupling is eliminated on account of the fact that the brake disc is arranged in a separate second load path and the separate mounting device is directly fixed to the drive shaft.

Finally, according to the device according to the invention, it can be provided that the first or the second load path comprises a deflection compensation means, for example a means for compensating a radial deflection and/or a means for compensating an axial deflection and/or a means for compensating an angular deflection between the drive shaft and the driven shaft. To achieve this, for example, a diaphragm or a diaphragm-like flange, or an elastomer or a plurality of bushings or detents, and/or a deflection-compensating guide rod or lamella can be arranged between the second mounting device and the brake disk.

Based on the following: the second mounting device, independent of the first mounting device, fixes the brake disk on the drive shaft, so that the diaphragm can be guided until it comes into direct contact with the outer circumferential surface or until it comes close to the outer circumferential surface of the drive shaft. The radial distance between the fastening point of the diaphragm flange on the radially inner region (on the mounting device) and the fastening point of the diaphragm flange on the radially outer region (on the brake disk) can thus be maximized. Thereby enabling to maximize the possibility of compensating for the offset.

According to an advantageous embodiment of the invention, the brake disk is mounted rotatably indirectly or directly on the coupling body on the output shaft side of the slip coupling by means of a rotary bearing. Alternatively, the brake disk can also be mounted separately in the carrier outside the device. Providing the brake disc with a bearing enables particularly reliable functionality and torque capture. In particular, the brake disk can be connected to the second mounting device or to the drive shaft using means for offset compensation, so that the rotary bearing fixes the brake disk. Since the rotary bearing makes it possible to mount the brake disk on or relative to the output-shaft-side coupling body of the slip coupling, a very short and therefore compact design of the device in the axial direction is possible.

According to a further advantageous embodiment of the invention, the first mounting device and the second mounting device can be fastened to the drive shaft independently of one another. In this case, it can be provided that the parts or sections of the two mounting devices partially overlap, if possible, also in the axial direction. The two mounting devices are fixed to the drive shaft independently of one another, which makes it possible to achieve a defined, distinct separation of the two load paths from one another, so that no constraining forces remain in the system. It significantly improves installation and handling in practical applications. In this respect, the torque and the moment of inertia exerted by the brake disk are completely decoupled from the first load path in the case of operation of the device. They do not affect the activation of the slip coupling.

According to a further advantageous embodiment of the invention, the second mounting device and the first mounting device can be fastened one after the other to the drive shaft. This enables a particularly simple installation of the device.

According to a further advantageous embodiment of the invention, the second mounting device and/or the first mounting device is/are fixed to the drive shaft by means of a clamping set. This enables the use of conventional structural elements and fixing mechanisms for fixing the mounting device on the drive shaft.

According to a further advantageous embodiment of the invention, the second mounting device and/or the first mounting device is/are rotationally fixed to the drive shaft by means of a positive-locking means (in particular by means of an axial engagement). In this advantageous embodiment of the invention, provision can be made for the teeth (in particular the teeth extending in the axial direction) to be machined directly into the material of the drive shaft. That is to say the mounting device interacts with an external toothing on the drive shaft and for this purpose has its own corresponding internal toothing which meshes with the external toothing on the drive shaft.

It is also within the scope of the invention if the engagement on the drive shaft is not produced by a one-piece material molding, but is fixed to the drive shaft by means of a fixing means.

For example, radial engagement is also advantageous and can be used in an application-specific manner, which can be realized, for example, via an engagement on the shaft end side (for example, a cross engagement or a crankshaft cone engagement).

According to a further advantageous embodiment of the invention, the teeth (in particular the teeth extending in the axial direction) are formed integrally with the drive shaft and are arranged on the outer circumferential surface of the drive shaft. This makes it possible in a simple manner to achieve a rotational locking with the mounting device and a transmission of large torques.

According to a further advantageous embodiment of the invention, a circumferential shoulder is provided on the outer circumferential surface of the drive shaft, which shoulder provides an axial retaining surface. For this purpose, circumferential grooves can be machined into the outer circumferential surface of the drive shaft. The mounting device can be held fixed in the axial direction on the recess or on the shoulder, so that the mounting device is axially fixed on the drive shaft.

According to a further advantageous embodiment of the invention, the form-locking means is assigned a retaining means for axial fixing of the mounting device on the drive shaft.

The first and/or second mounting device is/are not only rotationally fixed to the drive shaft, but is also held in the axial direction. It is also possible to include the invention if both mounting devices are connected rotationally locked to the drive shaft, but only the first mounting device is held on the drive shaft in the axial direction. The second mounting device can be fixed in the axial direction indirectly on the first load path, for example via a power train comprising a diaphragm, a brake disc and a rotary bearing, and therefore does not necessarily require its own retaining device acting in the axial direction.

According to a further advantageous embodiment of the invention, the first load path has means for offset compensation between the drive shaft and the output shaft. The means for offset compensation can comprise means for compensating for radial offset and/or means for compensating for axial offset and/or means for compensating for angular offset. Depending on the particular application, different requirements may be placed on the offset compensation.

As means for the offset compensation, for example, a membrane or an elastic element can be considered. Means for compensating for radial offset between the drive shaft and the driven shaft can also be provided in the region of the slip coupling.

According to a further advantageous embodiment of the invention, the second load path has means for offset compensation between the drive shaft and the output shaft.

Means for compensating radial offset and/or means for compensating axial offset and/or means for compensating angular offset can also be provided in the second load path. These devices are also used (depending on the requirements of the application) to compensate for only very small deflections (for example, deflections of one tenth of a millimeter) where possible.

According to a further advantageous embodiment of the invention, it is provided that the means for compensating for an offset between the drive shaft and the driven shaft comprise a diaphragm. Such a diaphragm can be arranged, for example, between the first mounting device and the slip coupling or between the slip coupling and the output shaft.

Alternatively and/or additionally, such a diaphragm can also be arranged in the second load path between the second mounting device and the brake disc.

According to a further advantageous embodiment of the invention, the slip coupling has means for compensating for an offset (e.g. a radial offset) between the drive shaft and the output shaft. In this case, it can be provided that the slip coupling comprises a pair of clamping jaws which between them provide a receiving space for receiving the annular flange.

The pair of jaws can be disposed on the drive shaft side, and the annular flange can be disposed on the driven shaft side. The present invention also includes an arrangement that is geometrically reversed.

However, the invention also includes variants in which the slip coupling has no means at all for compensating for an offset.

The invention also includes embodiments in which the first load path has no means at all for offset compensation.

Furthermore, the invention includes embodiments in which only the second load path has means for offset compensation.

According to a further advantageous embodiment of the invention, a friction surface pair is provided between the annular flange and the pair of clamping jaws. The friction surfaces are in particular each oriented along a radial plane. A radial plane in the sense of the present patent application is a section of the device along a plane, the normal vector of which is provided by the axial direction. The axial direction is-what should be said here is-a direction parallel to the axis of rotation of the device.

The provision of the friction surface pairs (in particular when positioned along a radial plane) ensures simple and precise adjustment possibilities for the friction values and the triggering setpoint torque.

According to a further advantageous embodiment of the invention, the brake disk is arranged in a radial plane, in which the slip coupling is also arranged. Alternatively or additionally, it is provided that the brake disk and the slip coupling are arranged at least partially overlapping in the axial direction. The brake disk is arranged radially outside the slip joint. This makes possible a particularly compact and axially short design of the device according to the invention.

At the same time, this type of construction makes it possible to apply a large braking torque by means of the braking force applied by the braking device to the brake disk, since the point of application is spaced apart from the axis of rotation of the device to the greatest extent in the radial direction. Therefore, a small braking force is sufficient to brake the apparatus.

According to a further advantageous embodiment of the invention, the rotary bearing for the brake disk is arranged in a radial plane, in which the slip coupling is also arranged. This results in a particularly compact design and a design that is short in the axial direction. At the same time, the internal drive system is optimized in such a way that no internal transverse forces are generated in the event of an offset.

According to a further advantageous embodiment of the invention, an annular flange is provided between the second mounting device and the brake disk, which annular flange completely covers the radial space between the drive shaft and the brake disk. In particular, this provides a cover for the radial space, which protects the inner structure of the device from contamination, for example. However, the annular flange, which can be designed as a diaphragm, also offers an optimized possibility for compensating for deflections, since it can be guided up to near the outside of the drive shaft and can thus (viewed in the radial direction) extend from a maximally inner fastening point to a maximally outer fastening point, so that a very long adjustment path is provided for the diaphragm, as a result of which large deflections can be compensated for.

According to a further advantageous embodiment of the invention, a pin coupling is provided between the driven-side annular flange of the slip coupling and the driven shaft. This enables the provision of an insulator for electrical insulation.

Drawings

Further advantages of the invention result from the following description of the exemplary embodiments shown in the figures. The attached drawings are as follows:

fig. 1 shows a first embodiment of the device according to the invention in a partially sectioned schematic view, wherein two different load paths, a first mounting device and a second mounting device are shown in the sectioned schematic view;

fig. 2 shows a second embodiment of the device according to the invention in a sectioned, partially sectioned perspective view;

FIG. 3 illustrates the embodiment of FIG. 2 in a perspective rear view;

FIG. 4 shows the embodiment of FIG. 2 in longitudinal section;

FIG. 5 shows a cross-sectional, partially cross-sectional, schematic view of the connection region between the first mounting device and the drive shaft of the embodiment of FIG. 4, taken generally along the line Va-Va in FIG. 4 to show the engagement;

FIG. 6 illustrates the embodiment of FIG. 4 in partial cross-sectional, enlarged detail taken generally along section line VI in FIG. 4; and

fig. 7 shows a further exemplary embodiment of the device according to the invention in the schematic illustration according to fig. 4, wherein two mounting devices of different design are shown in relation to the exemplary embodiment of fig. 4.

Embodiments of the present invention are illustratively described in the following description of the figures (also referring to the figures). Lower case letters are added in parts herein for clarity-even if different embodiments are involved-identical or similar parts or elements or regions are indicated by the same reference numerals.

Features which have been described only in relation to one embodiment can also be provided in any other embodiment of the invention within the scope of the invention. An embodiment that is changed in this way, even if it is not shown in the drawings, is also included in the present invention.

All features disclosed are important to the invention in their own right. The disclosures of the relevant priority documents (copies of the prior application) and of the cited publications and of the described prior art devices are hereby also incorporated in their entirety into the disclosure of the present application, also for the purpose of: these documents are incorporated into the present application for a single or multiple feature.

Detailed Description

A first exemplary embodiment of a device for transmitting torque according to the invention is explained with reference to the schematic principle diagram of fig. 1.

Fig. 1 shows in cross-section a drive shaft 11, a device 10 and a driven shaft 14.

The drive shaft 11 is connected to a rotor 12, not shown, of the wind power installation 13, which rotor is indicated only by the position symbol 12. In particular, the drive shaft 11 extends to a transmission, for example a planetary transmission, which transmits the rotation of the rotor to the drive shaft 11 when the rotational speed is changed.

The driven shaft 14 leads to a generator 15, not shown, which is indicated only by the position symbol 15.

As described in WO2012/083931a1 mentioned at the outset, the construction is also designed here such that the output shaft 14 is designed as a hollow shaft, so that the drive shaft 11 is arranged radially inside the output shaft 14 at least along one axial section.

Fig. 1 shows only a part of the device 10, which is rotated in the circumferential direction 32 about the axis of rotation 62 as a whole. The device 10 is constructed symmetrically with respect to the rotational axis 62 of the device.

The device 10 is also referred to as a coupling as a whole.

The device 10 is used to transmit torque from a drive shaft 11 rotating about an axis of rotation 62 to a driven shaft 14 also rotating about the axis of rotation 62. Here, the direction of the force flow through the device 10 is reversed, generally along arrow P, which indicates the direction of the force flow. This makes it possible to provide a device of compact design, i.e., in particular of short design in the axial direction.

The apparatus 10 comprises a first load path 16 and a second load path 17.

The first load path 16 is used to transmit torque from the drive shaft 11 to the driven shaft 14. The second load path 17 is used only for transmitting torque from the drive shaft 11 to the brake disc 23.

The first load path 16 includes a slip coupling 18. The slip coupling 18 has a first coupling body 19 on the drive shaft side and a second coupling body 20 on the driven shaft side.

In the case of the embodiment of fig. 1, the driven-shaft-side second coupling body 20 comprises a pair 41 of clamping

jaws

42a, 42b, which provide a receiving space 66 for receiving the annular flange 43. The annular flange 43 provides the first coupling body 19 on the drive shaft side.

In the case of the embodiment of fig. 1, the jaw pair 41 is arranged on the driven shaft side and the annular flange 43 is arranged on the drive shaft side.

The opposite arrangement in terms of geometry has been made in the remaining embodiments of fig. 2 to 7, which will be discussed later. There, in each case a clamping jaw pair 41 is arranged on the drive shaft side and an annular flange 43, which is accommodated in a corresponding receiving space 66, is arranged on the driven shaft side.

All embodiments of the device 10 according to the invention have a slip coupling 18 with a first coupling body 19 on the drive shaft side and a second coupling body 20 on the driven side. In normal operation, the friction surfaces 44a, 44b of the slip coupling 18 ensure a rotational locking between the two

coupling bodies

19 and 20.

The friction linings of the friction surfaces 44a, 44b and the contact pressure exerted on the two jaws by means of the illustrated clamping screws 58f ensure that, in the event of a threshold torque being exceeded, the coupling begins to slip and the first load path 16 transmits, in the limiting sense, the highest predetermined threshold torque which holds the load.

The clutch slip, also referred to as the triggering of the slip clutch.

For example, if, on the basis of load changes (for example on the basis of synchronization problems which may occur on the generator side), there is a requirement that, for short torques, an inadmissible excess torque should be prevented from possibly being reacted into the transmission, the triggering of the coupling is desirable.

A slip coupling is triggered if it stops a large torque (feststellen) of this type, which exceeds the rated torque, present at the input side on the slip coupling, and can in this way protect the drive train and possibly also the transmission from damage.

In the exemplary embodiment of fig. 1, the first coupling body 19 on the drive shaft side is fastened to the drive shaft 11 by means of a first mounting device 21. In the embodiment of fig. 1, the first mounting device 21 is formed by a clamping set 26a having at least two

components

56a, 56b which are clamped relative to one another by means of a clamping set screw 57. The desired, necessary contact pressure is generated on the basis of the conical or wedge surfaces 54, 55 known per se. In this way, the first coupling body 19 is fixed axially and rotationally locked to the drive shaft 11 by means of the first mounting device.

The second load path 17 comprises a second mounting means 22. This second mounting device is completely independent of the first mounting device 21. The brake disk 23 is likewise secured in a rotationally locked manner on the drive shaft 11 by means of the intermediate piece 58c and the annular flange 50 by means of the second mounting device 22.

The clamping set 26b of the second mounting device 22 can be configured similarly or identically to the first clamping set 26 a.

The annular flange 50 can be formed by the diaphragm 40. The diaphragm can provide means 37 for compensating a radial offset between the drive shaft 11 and the driven shaft 14 and/or means 38 for compensating an axial offset and/or means 39 for compensating an angular offset.

The brake disk 23 is fixed to the intermediate member 58c by a plurality of screws.

One feature of the device 10 according to the invention is that the brake disk 23 is mounted in rotation on the second coupling body 20 on the driven shaft side of the slip coupling 18 by means of a rotary bearing 25. The swivel bearing 25 can be provided, for example, by a ball bearing or by a roller bearing. The annular element 58e surrounds the rotary bearing 25 and is able to axially fix the brake disc 23 on the rotary bearing 25.

Importantly, torque cannot be transmitted from the drive shaft 11 to the driven shaft 14 through the second load path 17. The second load path 17 serves only for connecting the brake disc 23 with the drive shaft via a separate mounting device 22. The brake disc 23 can be braked or stopped via a braking device 24 (which may have a brake caliper, for example, and can be responsive to a control device and/or a mechanical device, not shown) only shown. This enables, for example, the rotor 12 of the wind power installation 13 to be stopped.

The provision of the second mounting device 22, which is designed separately from the first mounting device 21 for rotationally locking the brake disk 23 with the drive shaft 11, brings about a number of advantages.

On the one hand, the slip coupling 18 with the first coupling body 19 on the drive shaft side and the coupling body 20 on the driven shaft side can be provided as a preassembled structural unit and can be checked and installed on the factory side. This enables the trigger setpoint torque or the threshold torque to be set very precisely. In operation, the slip coupling 18 can then be operated as a component of the first load path 16, without disturbances or influencing factors (for example, torques arising from the moment of inertia of the brake disk 23) having an influence on the first load path 16.

On the other hand, the following possibilities exist: the fixing elements for fixing the annular flange 50 of the load path 17 are positioned as close as possible to the outer circumferential surface 31 of the drive shaft 11 and thus to the axis of rotation 62 of the device 10. As large a radial length L as possible of the membrane 40 can thereby be achieved. The large radial length L enables an optimum provision of the offset compensation means, since the membrane 40 can withstand a maximum deformation or movement path.

The example according to fig. 2 shows an embodiment which is modified in terms of structure. Fig. 2 again shows the device 10 with a first load path 16 and a second load path 17. In the case of this embodiment, the slip coupling 18 comprises a first coupling body 19 arranged on the drive shaft side (here, the first coupling body comprises the pairs of clamping jaws 41) and a second coupling body 20 on the driven shaft side, which second coupling body 20 comprises an annular flange 43.

The slip coupling 18 in turn comprises a pair of

friction surfaces

44a, 44b, which are arranged along

radial planes

45a, 45b (see fig. 3), respectively.

The slip joint 18 can be provided overall with a radial surface 46, which extends centrally along the slip joint 18, for example. The brake disk 23 can likewise be assigned a radial plane 47, which, for example, likewise extends centrally in the brake disk 23. The plane with which the brake disc 23 intersects and along which the brake disc 23 extends is referred to as the radial plane 47 of the brake disc 23. The plane along which the slip coupling 18 extends and through which the slip coupling 18 extends will likewise be referred to as the radial plane 46 of the slip coupling 18. As best shown in the embodiment of fig. 2, the radial plane 46 of the slip coupling 18 corresponds to the radial plane 47 of the brake disc 23.

In other words, a situation occurs in which the brake disc 23 and the slip coupling 18 overlap or coincide in the axial direction a, i.e. along the rotation axis 62. The overlap area is indicated at 48 in fig. 1 and 2, respectively.

Furthermore, according to fig. 2, the rotary bearing 25 can be assigned a radial plane 49. The radial plane 49 of the rotary bearing 25 is the radial plane of the device 10 that extends through the rotary bearing 25. In the embodiment of fig. 2, the radial plane 49 of the rotational bearing 25 corresponds to the radial plane 46 of the slip coupling 18.

This also applies to the remaining embodiments shown in the figures.

Due to the radial plane 49 of the rotary bearing 25 and/or due to the radial plane 47 of the brake disk 23 corresponding to the radial plane 46 of the slip joint 18, a very compact design of the device 10 is achieved, which is held short in the axial direction.

In the case of the embodiment of fig. 1, the two mounting

devices

21, 22 are provided by

different clamping sets

26a, 26 b. In the case of the exemplary embodiment of fig. 2 and 3, the two mounting

devices

21, 22 are configured differently.

According to fig. 2, the first mounting device 21 has an engagement portion 28. This engagement is not clearly identifiable in fig. 2, but will be explained below with reference to fig. 4 and 5.

It should be noted first that the groove 67 is machined in the outer circumferential surface 31 of the drive shaft 11 so that the shoulder 34 is formed. The retaining means 35 for axially fixing the mounting device 21 can be inserted into this recess 67. In the case of the present embodiment, the axial holding means 35 is constituted by an annular body 35, wherein the annular body comprises two half-rings, so that it can be externally connected to the outer peripheral surface 31.

The annular body 35, which is composed of a plurality of at least two parts (so-called split rings), is designed to be surrounded in a planar manner and can be supported by its annular end face 68 on the shoulder 34.

For the purpose of illustration, reference is also made to fig. 4, which shows a pair of faces consisting of an end face 68 on the axial retaining means 35 and a corresponding axial retaining face 33 on the shoulder 34.

The annular element 35 has a plurality of threaded holes 37 to receive fixing screws 61. Fig. 2 and 3 make it possible to identify a plurality of fastening screws 61 arranged equidistantly in the circumferential direction.

The fastening screws 61 each pass through the split ring 35 and at the same time also through a section of the first coupling body 19 on the drive shaft side. For this purpose, a plurality of bores 60 are provided in the first coupling body 19, which bores are arranged in alignment with the bores 70 in the axial retaining ring 35.

As can be seen from fig. 2 and 3 in conjunction with fig. 4 and 5,

teeth

29a, 29b, 29c are machined into the outer circumferential surface 31 of the drive shaft 11, which teeth provide the toothing 28. The

teeth

29a, 29b, 29c engage in corresponding radially inwardly directed

teeth

30a, 30b of the first coupling body 19 on the drive shaft side.

In this respect, the first mounting device 21 provides a form-locking means 27 which ensures a rotational locking of the drive shaft 11 with the coupling body 19 on the drive shaft side of the slip coupling 18.

In the exemplary embodiment of fig. 2 to 6, the second mounting device 22 is also rotationally fixed to the drive shaft using an engagement section 28b, which is only shown. In this respect, the sectional view taken according to the section line Vb-Vb in fig. 4 corresponds approximately to the schematic view of fig. 5. A reliable rotational locking is likewise achieved between the drive shaft 11 and the annular flange 50 of the second load path 17, which flange provides the diaphragm 40, by means of the second mounting device 22 and the engagement 28.

During operation of the device 10, the brake disk 23 is mounted in a torque-free manner on the coupling body 20 on the output shaft side of the slip coupling 18. If the brake disk 23 is braked by the brake device 24, the braking force is introduced directly into the drive shaft 11.

In the case of the embodiment of fig. 7, the first mounting device 21 and the second mounting device 22 are provided by clamping

sets

26a, 26b, respectively. The embodiment of fig. 7 is similar to the embodiment of fig. 1 in this respect as regards the construction of the mounting means 21, 22.

The embodiments of the figures have in common that the annular flanges 50 of the second load paths 17 each extend as far as close to the outer circumferential surface 31 of the drive shaft 11. Thereby, the membrane 40 can cover the entire inner space 51 of the device 10 and in particular protect the slip coupling 18 from contamination.

In the exemplary embodiments of fig. 2 to 7, it is provided that the connection between the second coupling body 20 on the output shaft side of the slip coupling 18 and the output shaft 14 is realized by means of a pin coupling 52. The bolt coupling 52 should be exemplarily elucidated by the embodiment of fig. 4.

Bolts

59, 59a, 59b are provided, respectively, which pass through holes in the second coupling body 20 on the drive shaft side of the slip coupling 18 and are arranged in threaded holes in the intermediate flange 69.

The

pins

59a, 59b are arranged in a sleeve element 63, which is made of hard plastic, for example. In this regard, the sleeve member 63 serves as an electrical insulator and ensures electrical isolation between the drive shaft 11 and the driven shaft 14.

Furthermore, in the second load path 17 there are pins or

bolts

53, 53a, 53b (fig. 3) which are fixed with the interposition of a plastic ring element 64 (fig. 2). The plastic element 64, which can likewise be of sleeve-like design, also serves as an electrical insulator and ensures complete electrical isolation between the drive shaft 11 and the brake disk 23.

In order to fix the device 10 on the driven shaft 14, which is not shown in fig. 2 to 7, the intermediate flange 69 can be provided with a plurality of holes through which the fixing screws 65 pass. The fixing screws are advantageously arranged equidistant from each other in the circumferential direction.

Claims

1. Device (10) for transmitting torque from a drive shaft (11) to a driven shaft (14), comprising a first load path (16) which connects the drive shaft to the driven shaft with the intermediate coupling of a slip coupling (18) having two coupling bodies, the coupling body on the drive shaft side of which is fixed to the drive shaft by means of a first mounting device (21) and the coupling body on the driven shaft side of which is fixed to the driven shaft (14), and a second load path (17) which connects the drive shaft (11) to a brake disk (23), wherein the brake disk is fixed to the drive shaft (11) by means of a second mounting device (22) which is independent of the first mounting device (21).

2. An arrangement according to claim 1, characterised in that the drive shaft (11) is connected to a rotor (12) of a wind power installation (13) and/or the driven shaft (14) is connected to a generator (15).

3. A device according to claim 1, characterised in that the brake disc (23) is rotatably supported relative to the driven-shaft-side second coupling body (20) of the slip coupling (18) by means of a rotary bearing (25).

4. A device according to claim 3, characterised in that the brake disc (23) is supportable on the driven shaft side second coupling body (20) of the slip coupling (18) by means of a rotational bearing (25).

5. Device according to claim 1, characterized in that the second mounting means (22) and the first mounting means (21) can be fixed to the drive shaft (11) independently of each other.

6. Device according to claim 1, characterized in that said second mounting means (22) and said first mounting means (21) are in turn fixable on said drive shaft (11).

7. The device according to any one of claims 1 to 6, characterized in that the second mounting device (22) and/or the first mounting device (21) is fixed on the drive shaft by means of a clamping set (26 a, 26 b).

8. The device according to one of claims 1 to 6, characterized in that the second mounting device (22) and/or the first mounting device (21) is rotationally fixed on the drive shaft (11) by means of a form-locking means (27).

9. Device according to claim 8, characterized in that the second mounting device (22) and/or the first mounting device (21) is rotationally locked fixed on the drive shaft (11) by means of an axial engagement (28) and/or a radial engagement and/or a pin and/or a bolt and/or a threaded connection.

10. The device of claim 9, wherein the radial engagement portion is an end-side engagement portion.

11. The device as claimed in one of claims 1 to 6, characterized in that the toothing is constructed in one piece with material on the drive shaft (11) and is arranged on the outer circumferential surface (31) of the drive shaft.

12. A device according to claim 11, characterized in that the teeth are teeth (29 a, 29b, 29 c) extending in the axial direction.

13. The device according to one of claims 1 to 6, characterized in that at least one shoulder (32) which extends in the circumferential direction and provides an axial retaining surface (33) is provided on the outer circumferential surface (31) of the drive shaft.

14. Device according to claim 8, characterized in that a retaining means (35) is assigned to the form-locking means (27) for the axial fixing of the mounting device on the drive shaft (11).

15. An arrangement according to any one of claims 1-6, characterised in that the first load path (16) has means for offset compensation between the drive and driven shafts.

16. An arrangement according to claim 15, characterised in that the first load path (16) has means for compensating radial offset and/or means for compensating axial offset and/or means for compensating angular offset.

17. An arrangement according to any one of claims 1-6, characterised in that the second load path (17) has means for offset compensation between the drive and driven shafts.

18. An arrangement according to claim 17, characterised in that the second load path (17) has means for compensating radial offset and/or means for compensating axial offset and/or means for compensating angular offset.

19. The apparatus of claim 15, wherein the means for compensating for misalignment between the drive shaft and the driven shaft comprises a diaphragm.

20. Device according to any one of claims 1 to 6, characterized in that the slip coupling (18) has means for offset compensation between the drive shaft and the driven shaft.

21. Device according to claim 20, characterized in that the slip coupling (18) has means for compensating axial and/or angular and/or radial offsets.

22. Device according to any one of claims 1 to 6, characterized in that the slip coupling (18) comprises a pair of clamping jaws (42 a, 42 b) which provide a seating space (66) between them for accommodating a driven shaft-side annular flange (43).

23. A device according to claim 22, characterised in that the slip coupling (18) comprises a pair of clamping jaws (42 a, 42 b) on the drive shaft side.

24. A device according to claim 22, characterised in that a pair of friction surfaces (44 a, 44 b) is provided between the annular flange (43) and the pair of jaws (42 a, 42 b).

25. A device according to claim 24, characterized in that the friction surfaces (44 a, 44 b) extend along radial planes (45 a, 45 b), respectively.

26. A device according to any one of claims 1-6, characterised in that the brake disc (23) is arranged in a radial plane (47), the slip coupling (18) is also arranged in the radial plane, and/or that the brake disc (23) and the slip coupling (18) are arranged at least partly overlapping in the axial direction (A).

27. A device according to claim 3, characterised in that the rotational bearing (25) for the brake disc (23) is arranged in a radial plane (49) in which the sliding coupling (18) is also arranged.

28. A device according to any one of claims 1-6, characterised in that an annular flange (50) is provided between the second mounting means (22) and the brake disc (23), which annular flange completely covers a radial space (51) between the drive shaft (11) and the brake disc (23).

29. A device according to claim 22, characterized in that a bolt coupling (52) is provided between the driven-side annular flange (43) of the slip coupling (18) and the driven shaft (14).

30. The device according to any one of claims 1 to 6, characterized in that an insulator (63) is provided in the first load path (16), which insulator ensures electrical insulation between the drive shaft (11) and the driven shaft (14).

31. The arrangement according to claim 30, characterized in that the insulator (63) is arranged between the driven shaft-side coupling body and the driven shaft (14).

32. An arrangement according to claim 19, characterized in that an insulator (64) for electrically insulating between the drive shaft (11) and the brake disc (23) is arranged in the second load path (17).

33. An arrangement according to claim 32, characterised in that the insulator (64) in the second load path (17) is arranged between the diaphragm and the brake disc (23).

34. The apparatus of claim 33, wherein the diaphragm is an annular flange.

35. A device according to claim 30, characterized in that said insulators (63, 64) are provided by sleeve elements of the bolt assembly, respectively.

36. A device according to any one of claims 1-6, characterised in that the slip coupling (18) is provided by a pre-assembled structural unit which can be fixed as a structural unit on the drive shaft (11) by means of the first mounting device (21).