CN110242699B

CN110242699B - Torque transmission device, drive train having the same, and centrifugal pendulum device for the same

Info

Publication number: CN110242699B
Application number: CN201910142096.8A
Authority: CN
Inventors: J·博林; G·西蒙尼特
Original assignee: BorgWarner Inc
Current assignee: BorgWarner Inc
Priority date: 2018-03-08
Filing date: 2019-02-26
Publication date: 2022-07-08
Anticipated expiration: 2039-02-26
Also published as: DE102018001858A1; CN110242699A

Abstract

The invention relates to a torque transmission device (4) for forming a torque transmission path (6) from an internal combustion engine (8) to a transmission (10), comprising a centrifugal pendulum device (22) having a first component (24) arranged in the torque transmission path (6), a second component (26) arranged outside the torque transmission path (6), on which at least one pendulum weight (28) is arranged in a pivotable manner, an overload clutch (30) for connecting and disconnecting the first and second components (24, 26), a separating clutch (32) for selectively connecting a clutch input (34) and a clutch output (36), which form a rotationally synchronous connection with the transmission (10), and an electrical device (46), which forms a rotationally synchronous connection with the clutch output (36).

Description

Torque transmission device, drive train having the same, and centrifugal pendulum device for the same

Technical Field

The present invention relates to a torque transmission device for constituting a torque transmission path from an internal combustion engine to a transmission. The invention also relates to a drive train for a hybrid vehicle having such a torque transmission device and to a centrifugal pendulum device for such a torque transmission device or such a drive train.

Background

In practice, various torque transmission devices for motor vehicles have been disclosed for forming a torque transmission path from an internal combustion engine to a transmission. In the known torque transmission devices, for example, torsional vibration dampers are used, in which a primary element arranged in the torque transmission path is connected in a rotationally elastic manner via an elastic device to a secondary element also arranged in the torque transmission path in order to reduce torque shocks, by means of which also high loads of components in the torque transmission path can be avoided. Furthermore, a torsional vibration damper in the form of a centrifugal pendulum device is also suitable for the known torque transmission device. The centrifugal force pendulum device that has been disclosed is a component that is also arranged in the torque transmission path, so that a torque impulse can be applied to this component. A plurality of pendulum weights are arranged on a component, also referred to as a pendulum carrier, and can vibrate or oscillate relative to the pendulum carrier in order to counteract the torque shock or rotational speed uniformity of the pendulum carrier. When the torque shock or rotational speed consistency is significant, the pendulum weights guided on the pendulum carrier are blocked in their final position with a greater impact force on the pendulum carrier, which not only leads to increased noise generation, but also to greater loading of the pendulum weights themselves or of the pendulum carrier, which ultimately leads to component failure.

In order to solve the problem of the noise and the high load in the area of the centrifugal pendulum device, a centrifugal pendulum device is created which essentially consists of a first part which is connected in a rotationally synchronous manner to the drive shaft of the internal combustion engine, a second part which, like the first part, is also arranged in the torque transmission path and is arranged in a pivotable manner on at least one pendulum weight, and a slip clutch for connecting and disconnecting the first and second parts. If the torque impulse of the internal combustion engine is too great, the connection of the first and second parts is at least partially broken by the sliding clutch, so that the second part and the pendulum weights guided thereon are relieved of load. Therefore, the second member and the pendulum weight receive less load when the torque impact is large, so that the resulting noise is small.

Disclosure of Invention

The object of the present invention is to provide a torque transmission device for a hybrid vehicle drive train for forming a torque transmission path from an internal combustion engine to a transmission, which has a centrifugal pendulum device, wherein a particularly low load and low noise development for the centrifugal pendulum device are to be ensured. The object of the invention is also to create a drive train for a hybrid vehicle having such an advantageous torque transmission device. The object of the invention is to create an advantageous centrifugal pendulum device for a torque transmission device of this type or a drive train of this type and to ensure a particularly reliable operation thereof.

The above object is achieved by the features of claim 1, 7 or 8. Advantageous embodiments of the invention are the subject matter of the dependent claims.

The torque transmission device according to the present invention is used to constitute a torque transmission path from an internal combustion engine to a transmission. The torque transmission device has a centrifugal pendulum device. The centrifugal force pendulum device has a first component arranged in the torque transmission path, which is connected to the internal combustion engine in a rotationally synchronous manner. If reference is made here and hereinafter to a component, such a component is not necessarily made in one piece, but may instead comprise an assembly of two or more parts which are connected to one another in a rotationally fixed manner. The first component connected to the internal combustion engine in a rotationally synchronous manner can have, for example, a hub, by means of which the first component is connected to the internal combustion engine or its output in a rotationally synchronous manner. In this connection, a direct rotationally synchronous connection is not mandatory, but rather the first component can also form a rotationally synchronous connection with the internal combustion engine or its output within the torque transmission path indirectly via other components of the torque transmission device. The centrifugal force pendulum device also has a second part, on which at least one pendulum weight is arranged in a pivotable manner, wherein the second part can also be referred to as a pendulum carrier. Further, at least one pendulum weight can oscillate or move relative to the second member or pendulum bracket. In this regard, the second component is arranged outside the torque transmission path, so that the torque of the internal combustion engine is not transmitted to the transmission via the second component (which, as mentioned above, may also be formed by a component group). Furthermore, the centrifugal pendulum device comprises an overload clutch for connecting and disconnecting the first and second components in order to reduce the load on the second component and on at least one pendulum weight arranged thereon in the event of a torque shock or a rotational speed coincidence, thus reducing the load and the noise development in this region. Even when an overload clutch, which is formed of a friction clutch or a slip clutch, for example, is closed, torque that can be originally transmitted to the transmission is not transmitted between the first and second members, and therefore, it can be said that the overload clutch acts outside the torque transmission path even if the first member is applied with torque of the torque transmission path. Furthermore, a separating clutch, for example a disk clutch or a multiplate clutch, is provided in the torque transmission path downstream of the centrifugal force pendulum device, said clutch having a clutch input and a clutch output. In this case, the separating clutch is used for selective connection, i.e. to connect or disconnect the clutch input to or from the clutch output. In this case, the clutch input and the first component of the centrifugal force pendulum device form a rotationally synchronous connection. In this case, both embodiments in which the first part of the centrifugal force pendulum device and the clutch input are formed separately from one another and also embodiments in which the first part and the clutch input are formed integrally with one another are also included. In contrast, the clutch output of the separating clutch is rotationally synchronously connected to the transmission in the drive train, wherein the clutch output can be connected not only indirectly but also directly to the transmission or to its input. The clutch output can have a hub, for example, which is connected in a rotationally synchronous manner indirectly or directly to the input of the transmission. The torque transmission device also has an electrical device which is connected in rotationally synchronous manner to the clutch output, wherein the clutch output can also be connected in rotationally synchronous manner to the electrical device indirectly or directly. Preferably, the electrical device can be operated not only in the form of a generator but also in the form of an electric motor.

In the described torque transmission device, the centrifugal pendulum device is first (as in the state of the art) suitable for counteracting the torque shock and rotational speed consistency exerted by the internal combustion engine in the torque transmission device, wherein the overload clutch at least partially disconnects the second part from the first part in order to avoid high loads on the second part and on the at least one pendulum weight and to avoid the development of high noise. Furthermore, the arrangement of the centrifugal force pendulum device in the torque transmission device ensures that load and noise development in the area of the centrifugal force pendulum device can also be ensured in other operating states of the torque transmission device or of a drive train having such a torque transmission device. This is particularly evident if the electrical device is operated in the form of an electric motor in order to start the combustion engine. In this case, the separating clutch is first disengaged in order to disconnect the first part of the centrifugal force pendulum device and the clutch input from the clutch output, whereby the clutch output is rotated by the electrical device. If the clutch output reaches the rotational speed or the torque required to start the internal combustion engine, the separating clutch is closed rapidly or abruptly, wherein, in this case, the overload clutch can prevent a large torque impulse from being produced on the second part of the centrifugal pendulum device and on its pendulum weight by at least partially disconnecting the second part with the pendulum weight arranged thereon from the first part. In this way, it is also ensured during the pneumatic operation of the internal combustion engine that the centrifugal force pendulum device is not only relieved of load and therefore is subjected to a smaller load, but also that a loud noise development during the start-up process can be avoided.

In an advantageous embodiment of the torque transmission device according to the invention, the electrical device or its input or output forms a rotationally synchronous connection via the traction transmission and the clutch output. The clutch output of the separating clutch is thus provided, for example, with a corresponding transmission gear in order to form a rotationally synchronous connection with the shaft of the electrical device via the traction means and a further transmission gear. Meanwhile, the electrical equipment can be indirectly connected with the output end of the clutch in a rotating synchronous mode through the traction transmission. The traction transmission is preferably a chain transmission in order to ensure a reliable transmission of torque through the traction transmission.

In a preferred embodiment of the torque transmission device according to the invention, a torsional vibration damper is arranged in the torque transmission path upstream of the first component, the damper input of which is connected in a rotationally synchronous manner indirectly or directly to the internal combustion engine, and the damper output of which is connected in a rotationally synchronous manner indirectly or directly to the first component of the centrifugal force pendulum device. In this way, any rotational vibrations or rotational speed uniformities, in particular when caused by the internal combustion engine, can be compensated particularly effectively. At the same time, this embodiment encompasses not only variants in which the damper output and the first part of the centrifugal force pendulum are formed separately from one another, but rather also variants in which the damper output and the first part of the centrifugal force pendulum device are at least partially or completely integrated with one another.

In order to be able to use the torque transmission device particularly effectively in the drive train of a hybrid vehicle, in a particularly preferred embodiment of the torque transmission device according to the invention, a second clutch is arranged downstream of the separating clutch of the torque transmission path for the selective connection of a second clutch input hub (which forms a rotationally synchronous connection indirectly or directly with the clutch output) and a second clutch output (which forms a rotationally synchronous connection indirectly or directly with the transmission). In this way, the transmission can be disconnected from both the electrical system and the internal combustion engine, for example during starting and, if necessary, during stopping of the motor vehicle, when the electrical system is operating as a generator. This embodiment may also include a variant in which the clutch output of the separating clutch and the second clutch output of the second separating clutch are completely or partially integral with one another. Meanwhile, the electrical equipment can also form rotation synchronous connection with the aid of a second clutch input end of a second separating clutch and a clutch output end of the separating clutch, and further form rotation synchronous connection with the clutch output end indirectly.

In a further advantageous embodiment of the torque transmission device according to the invention, the overload clutch is formed by a controllable clutch. This means that the overload clutch can be controlled in a targeted manner by means of the operating device and/or the control device in order to open or close it. In this way, despite the larger design of the device, a targeted control is possible, so that, for example, the operation of the centrifugal force pendulum device can be specifically changed if there is no high torque shock which can lead to high loads and noise development. Such control devices can also act on the overload clutch, since the operating values can be measured in the torque transmission device or the drive train.

In addition to the above-described embodiments, alternatively, in another preferred embodiment of the torque transmission device according to the invention, the overload clutch is formed by an automatically operating clutch, preferably a slip clutch. In addition, in this embodiment it is ensured that the overload clutch is not opened under targeted control, so that if the torque difference between the first and second part exceeds a predefined value, the second part can be relieved of load together with the at least one pendulum weight. This ensures a particularly simple and compact construction of the overload clutch.

While the overload clutch in the state of the art is formed by a clutch which operates in a purely friction-fit manner, in a particularly advantageous embodiment of the torque transmission device according to the invention the overload clutch is formed by a clutch which operates in a friction-and form-fit manner. In this way, a particularly reliable connection of the first and second components is ensured when the overload clutch is closed. Although a friction-and form-fit clutch is preferred, the overload clutch can alternatively also be formed by a purely form-fit clutch, which enables the torque of the first component to be reduced to an intermediate position in the second component.

The drive train according to the invention is in particular a hybrid vehicle drive train. The drive train has a torque transmission device according to the invention and an internal combustion engine which is connected directly or indirectly to the first component, preferably via the torsional vibration damper described above, in a rotationally synchronous manner.

In a preferred embodiment of a drive train for a hybrid vehicle of the type according to the invention, a transmission is provided which is rotationally synchronously connected to the clutch output of the separating clutch (preferably by means of a second separating clutch) in order to form a drive train for a hybrid vehicle, wherein the transmission can be separated from the internal combustion engine and also from the electrical system by means of the second separating clutch.

The centrifugal force pendulum device according to the invention is designed for a torque transmission device or drive train, preferably for a torque transmission device or drive train of the type according to the invention. The centrifugal pendulum device has a first part, a second part, on which at least one pendulum weight is arranged in a pivotable manner, and an overload clutch for connecting and disconnecting the first and second parts. In this connection, as described above with reference to the embodiments of the torque transmission device according to the invention, the overload clutch is formed by a friction-and form-fitting clutch or a form-fitting clutch. This makes it possible to achieve a particularly reliable mode of operation of the overload clutch, in particular in the closed state.

In a preferred embodiment of the centrifugal force pendulum device according to the invention, the overload clutch has at least one locking projection on the one hand and at least one locking recess on the other hand, in order to be able to operate at least partially or only in a form-fitting manner. The locking projection is thereby moved or moved from an open position outside the locking recess into a closed position inside the locking recess with an at least partially positive fit between the first and second parts. In this embodiment, at least one locking projection may be provided on the first or second component, while a locking recess is provided on the second or first component. At the same time, it is also possible to provide not only the locking projections but also the locking recesses on the first part, and the corresponding locking recesses and locking projections on the second part.

In a particularly preferred embodiment of the centrifugal force pendulum device according to the invention, the locking projection is pretensioned in the closed position, so that the overload clutch automatically or automatically closes when there is a small torque difference between the first and second components. In this case, it is not important whether the respective pretensioning device forms a working connection with the component having the locking recess or the component having the locking projection.

In a particularly preferred embodiment of the centrifugal force pendulum device according to the invention, the locking projection and the locking recess interact with one another and make it possible for the locking projection to be pressed out of the locking recess in a self-acting manner counter to the pretensioning force when the first and second components exceed a predefined torque difference. The pressing-out operation is carried out, for example, by inclined flanks of the locking projections and/or locking recesses facing in the circumferential direction.

In a further advantageous embodiment of the centrifugal force pendulum device according to the invention, the locking projection and the locking recess are arranged axially opposite one another. Alternatively or additionally, a plurality of locking projections and locking recesses are provided, which are arranged one behind the other in the circumferential direction in order to form a plurality of interacting locking projections and locking recesses, which ensure a reliable torque transmission between the first and second components if the overload clutch is closed.

In order to achieve a particularly reliable torque transmission between the first component and the second component when the overload clutch is closed, the at least one first locking projection and the at least one first locking recess interact in a first radial plane with the at least one second locking projection and the at least one second locking recess in a second radial plane which is axially spaced apart from the first radial plane. In this case, it has proven to be particularly advantageous in terms of production and mode of operation if the first and second radial planes are formed on mutually remote sides of the first or second component.

Drawings

The invention is explained in more detail below with reference to the drawings according to exemplary embodiments. Wherein:

figure 1 shows an exemplary side view of a drive train for a hybrid vehicle with an embodiment of a torque transmitting device according to the invention,

fig. 2 shows a partial side view of the centrifugal force pendulum device of the first embodiment variant of fig. 1 in a schematic sectional view,

figure 3 shows the centrifugal pendulum device of figure 2 with the overload clutch in the open position,

figure 4 shows a schematic cross-sectional view along section line a-a in figure 2,

fig. 5 shows a partial side view of the centrifugal force pendulum device of the second embodiment variant of fig. 1 in a schematic sectional view.

Detailed Description

Fig. 1 shows a drive train 2 having a torque transmission device 4 for forming a torque transmission path 6 from an internal combustion engine 8 to a transmission 10, wherein the torque transmission path 6 is shown by a dotted line extending from the internal combustion engine 8 to the transmission 10. In this case, the internal combustion engine 8 and the transmission 10 form components of the hybrid vehicle drive train 2, while the torque transmission device 4 is intended to form part or all of the intermediate torque transmission path 6.

The internal combustion engine 8 has an output 12, which is formed, for example, by an output hub of a crankshaft of the internal combustion engine 8. The output 12 of the internal combustion engine 8 is connected in rotation along the torque transmission path 6 to the torsional vibration damper 14 of the torque transmission device 4. More precisely, the output 12 and the damper input 16 of the torsional damper 14 form a rotationally synchronous connection. The damper input 16 of the torque transmission device 4 and the internal combustion engine 8 are thus connected rotationally synchronously or are connected rotationally synchronously. The torsional vibration damper 14 furthermore has a damper output 18 which is arranged on the torque transmission path 6 and is connected to the damper output 16 in a rotationally elastic manner by means of an elastic device 20. Thereby, both the elastic means 20 and the damper output 18 are arranged within the torque transmission path 6.

A centrifugal pendulum device 22 of the torque transmission device 4 is connected downstream of the torsional vibration damper 14. The centrifugal force pendulum device 22 has a first component 24 which is arranged in the torque transmission path 6 behind the torsional vibration damper 14 and is connected in a rotationally synchronous manner to the damper output 18 of the torsional vibration damper 14 in the torque transmission path 6. The first part of the centrifugal force pendulum device 22 (here indirectly via the torsional vibration damper 14) is connected or connected in rotation with the internal combustion engine or its output. Furthermore, the centrifugal force pendulum device 22 has a second component 26, wherein the second component is arranged outside the torque transmission path 6 between the internal combustion engine 8 and the transmission 10, so that no torque is transmitted from the internal combustion engine 8 to the transmission 10 via the second component 26. At least one pendulum weight 28 is arranged on the second part 26 in a pivotable manner, so that the pendulum weight 28 can be pivoted relative to the second part 26 in a manner already known from the state of the art. Thus, the second member 26 is also referred to as a pendulum carrier.

An overload clutch 30 is arranged between the first part 24 and the second part 26 of the centrifugal force pendulum device 22, which overload clutch serves or can serve to connect and at least partially disconnect the first and

second parts

24, 26 if a large torque shock or rotational speed consistency acts on the first part 24. Thus, the input of the overload clutch 30 applies torque along the torque transmission path 6 via the first member 24, but the overload clutch 30 does not transmit torque in the connected or closed state, which is transmitted from the internal combustion engine 8 to the transmission 10, since the second member 26 to be connected or connected is arranged outside the torque transmission path 6. Possible embodiment variants of the overload clutch 30 will be explained in more detail below with reference to fig. 2 to 5.

Along the further course of the torque transmission path 6, a first separating clutch 32 arranged on the torque transmission path 6 is connected to the centrifugal force pendulum device 22. The first disconnect clutch 32 has a first clutch input 34 and a first clutch output 36 that are selectively connectable to one another. In this case, the first clutch input 34 is connected in rotationally synchronous fashion to the first part 24 of the centrifugal force pendulum device 22, while the first clutch output 36 is connected (indirectly here) in rotationally synchronous fashion to the transmission 10.

More precisely, a second separating clutch 38 having a second clutch input 40 and a second clutch input 42 is arranged downstream of the first separating clutch 32 in the torque transmission path 6, wherein the second clutch input 40 and the second clutch output 42 are selectively connected or form a rotationally synchronous connection. In this connection, the second clutch input 40 and the first clutch output 36 of the first separating clutch 32 form a rotationally synchronous connection, while the second clutch output 42 and the input 44 of the transmission 10 form a rotationally synchronous connection or are connected rotationally synchronously. The input 44 of the transmission 10 can be formed, for example, by an input hub of a transmission shaft of the transmission 10.

The torque transmission device 4 also has an electrical unit 46 which is connected in a rotationally synchronous manner, either indirectly or directly, to the first clutch output 36 of the first separating clutch 32. More precisely, the electrical device 46 is connected in rotational synchronism to the first clutch output 36 via a traction mechanism 48, wherein the traction mechanism 48 is preferably a chain transmission. Thus, the traction mechanism 48 has a transmission gear 50, optionally a sprocket, which is rotationally synchronously connected to the input or output 52 of the electrical device 46, and a transmission gear 54, which is indirectly or directly rotationally synchronously connected to the first clutch output 36 of the first separator clutch 32, wherein the transmission gear 50 and the transmission gear 54 (optionally a sprocket) are rotationally synchronously connected via an endless traction means 56 (optionally a chain). The electrical device 46 may operate as a generator or a motor (e.g., a starter motor) for generating electricity.

Before a more detailed description of the operation of the torque transmission device 4 or the drive train 2, different embodiments of the centrifugal force pendulum device 22 are described below with reference to fig. 2 to 5, wherein fig. 2 to 4 show a first embodiment.

In a first embodiment variant of the centrifugal force pendulum device 22, the overload clutch 30 is formed by a friction-and form-fit clutch, alternatively also a purely form-fit clutch. The second part 26 is essentially of flange-like or disk-like design, wherein the individual pendulum weights have a first pendulum weight section 58 (which is arranged next to the second part 26 in an axial direction 60) and a second pendulum weight section 62 (which is arranged next to the second part 26 in an axial direction 64 opposite to the axial direction 60). In this regard, the two blowing

weight sections

58, 62 are fastened to one another by at least one connecting beam 66 which extends through the recess 68 in the second part 26, preferably without being influenced by the pivot position of the pendulum weight 28 and without coming into contact with the edge of the recess 68. Furthermore, at least one rolling body 70 extends through a guide groove 72 of the second part 26 and in a

respective guide groove

74, 76 of the

pendulum weight segments

58 and 62, wherein the

guide grooves

72, 74, 76 are formed such that the pendulum weight 28 can be moved in an oscillating manner relative to the second part 26, during which an offset in the

circumferential direction

78, 80 and an offset in the

radial direction

82, 84 of the centrifugal force pendulum device 22 are superimposed on one another. Although not shown in detail, two or more pendulum weights 28 of the type shown are preferably arranged on the second part 26, wherein the two or more pendulum weights 28 are preferably not arranged on the second part 26 at a distance from one another in the

circumferential direction

78, 80.

Instead, the first component 24 is fixed in a rotationally fixed manner to a hub 86, wherein the hub 86 is formed, for example, by the output hub of the damper output 18, the input hub of the first clutch input 34 or by a separate hub, the hub and the damper output 18 and the first clutch input 34.

In order to form the overload clutch 30, which operates in a form-and friction-fit manner, a plurality of first locking projections 88, which project in the axial direction 60 and are distributed uniformly in the

circumferential direction

78, 80 on the first component 24, are provided on the first component 24. The first locking projections 88 are assigned a plurality of first recesses 90 which are arranged uniformly distributed in the

circumferential direction

78, 80 on the second component 26, wherein the first locking recesses 90 face in the axial direction 64 and are thus arranged opposite the first locking projections 88 in the

axial direction

60, 64. Furthermore, a plurality of second locking projections 92 which are distributed uniformly in the

circumferential direction

78, 80 and which project in the axial direction 64 are provided on the first component 24, wherein the second locking projections 92 are assigned a plurality of second locking recesses 94 which are distributed uniformly in the

circumferential direction

78, 80 on the second component 26 and which are opened in the axial direction 60 and are thus arranged opposite the second locking projections 92 in the

axial direction

60, 64. The first locking projection 88 is moved from the open position shown in fig. 3 out of the first locking recess 90 to the closed position shown in fig. 2 and 4 with the first and

second parts

24, 26 at least partially form-fitting. In a corresponding manner, the second locking projection 92 is moved from the open position out of the second locking recess 94 shown in fig. 3, with the first and

second parts

24, 26 achieving at least a partial form fit, into the closed position in the second locking recess 94 shown in fig. 2 and 4.

In the embodiment according to fig. 2 to 4 and the embodiment according to fig. 5, which is described in detail below, the overload clutch 30 is formed by a self-actuating clutch, more precisely a slip clutch. The first locking projection 88 is therefore pretensioned in the respective closed position by the elastic means 96 and the second locking projection 92 by the elastic means 98. At the same time, the locking

projections

88, 92 and/or the locking recesses 90, 94 are formed such that, when a predefined torque difference between the first component 24 and the second component 26 is exceeded, the locking

projections

88, 92 are pressed out of the

respective locking recess

90 or 94 in the

axial direction

64 or 60 counter to the pretensioning force of the

respective spring device

96, 98. In the embodiment shown, this pressing-out is achieved in that the flanks 100 of the locking

projections

88, 92 and/or of the locking recesses 90, 94 facing in the

circumferential direction

80, 78 are inclined, so that, with the torque difference described, a circumferential force acting in the

circumferential direction

78 or 80 is converted into an axial force acting counter to the spring force of the

respective spring device

96 or 98, which axial force ultimately leads to the

respective locking projection

88, 92 being pressed out of the associated locking

recess

90, 94.

Furthermore, as shown in fig. 4, the first locking projection 88 interacts with the first locking recess 90 along a first radial plane 102, and the second locking projection 92 interacts with the second locking recess 94 along a second radial plane 104, wherein the two

radial planes

102, 104 are formed at a distance from one another in the

axial direction

60, 64 and on the sides of the second component 26 facing away from one another.

Although the overload clutch 30 described with reference to fig. 2 to 4 has a form-fitting part on the one hand and a friction lining engagement part on the other hand (here between the tooth flanks 100 of the locking

projections

88, 92 and of the locking recesses 90, 94), it can also be said to be a self-operating slip clutch. Alternatively, however, a specifically controlled control element can be present instead of the

spring devices

96, 98, so that the overload clutch 30 can also be formed by a controllable clutch. A control element of this kind may be, for example, a hydraulic piston-cylinder arrangement.

Fig. 5 shows an alternative design variant of the centrifugal force pendulum device 22, in which the overload clutch 30 is formed by a clutch which operates in a purely friction-fit manner. In a particularly simple embodiment variant according to fig. 5, the second part 26 is provided on both sides with

elastic means

106, 108, wherein the elastic means 106 are supported or supported on the first part 24 in the axial direction 64 and on the second part 26 in the axial direction 60, and the elastic means 108 are supported or supported on the first part 24 in the axial direction 60 and on the second part 26 in the opposite axial direction 64. In order to form a particularly effective working

spring arrangement

106 or 108 here, the

spring arrangements

106, 108 are preferably formed by disk springs, wherein the friction between the

respective spring arrangement

106, 108 and the first part 24 or the second part 26 forms a friction-fit connection between the first and

second parts

24, 26. At the same time, the

elastic means

106, 108 are preferably arranged in a non-rotatable manner on the first part 24 or the second part 26.

The centrifugal force pendulum device 22 of the torque transmission device 4 in fig. 1 is suitable for balancing the torque impulses or rotational speed consistency which the internal combustion engine 8 produces, wherein strong torque impulses of the internal combustion engine 8 can cause the overload clutch 30 to be disengaged or the locking

projections

88, 92 to be pressed out of the locking recesses 90, 94. In addition, the second part 26 is thereby at least partially disconnected from the first part 24, so that the second part 26, together with the pendulum weight 28, is relieved of load. More precisely, too strong impacts of the respective pendulum weights 28 on the end position of the second part 26 are avoided, as a result of which the loading of the second part 26 and of the pendulum weights 28 is reduced and the noise development in the region of the centrifugal pendulum device 22 is reduced.

Furthermore, the centrifugal force pendulum device 22 can also reduce the load in another operating state of the torque transmission device 4 or of the drive train 2. If the electrical device 46 is used, for example, as an electric motor or as a starter motor for the internal combustion engine 8, first the first separating clutch 32 and the second separating clutch 38 are opened. The electrical device 46 then rotates the first clutch output 36 of the first separating clutch 32 to a desired rotational speed or generates a desired torque at the first clutch output 36 via the traction transmission. In order to start the internal combustion engine 8 by means of the electrical device 46, the first separating clutch 32 is then closed rapidly or abruptly, so that the output 12 of the internal combustion engine 8 is rotated via the torque transmission path 6 between the first separating clutch 32 and the output 12 and is thereby started. During rapid closure of the first separator clutch 32, the torque applied to the first part 24 and by the electrical device 46 should be sufficiently great and cause the pendulum weight 28 to impact the second part 26 at a high velocity in the opposite direction in its final position on the second part 26, whereby significant loads are applied to both the second part 26 and the pendulum weight 28, thus creating a strong noise. In this case, however, the overload clutch is opened in order to disconnect the second part 26 and the pendulum weight 28 from the first part 24, thereby avoiding overload and noise development. In other words, this advantageous arrangement of the centrifugal force pendulum device 22 in the torque transmission device 4 in the operating state for starting the internal combustion engine 8 by means of the electrical device 46 also makes it possible to reduce the load on the centrifugal force pendulum device 22, thereby increasing its service life.

List of reference numerals

2 drive train

4 Torque transmission device

6 Torque Transmission Path

8 internal combustion engine

10 speed variator

12 output terminal

14 torsion damper

16 damper input end

18 damper output

20 elastic device

22 centrifugal pendulum device

24 first part

26 second part

28 pendulum bob weight

30 overload clutch

32 first separation clutch

34 first clutch input

36 first clutch output

38 second separator-separator

40 second clutch input

42 second clutch output

44 input terminal

46 electric device

48 traction speed variator

50 speed changer gear

52 input/output terminal

54 speed changer gear

56 traction device

58 first pendulum mass section

60 axial direction

62 second pendulum mass section

64 axial direction

66 connecting beam

68 groove

70 rolling element

72 guide groove

74 guide groove

76 guide groove

78 circumferential direction

80 circumferential direction of the ring

82 radial direction

84 radial direction

86 wheel hub

88 first locking projection

90 first locking recess

92 second locking projection

94 second locking recess

96 elastic device

98 elastic device

100 tooth surface

102 first radial plane

104 second radial plane

106 elastic device

108 elastic device

Claims

1. A torque transmitting device (4) for constituting a torque transmission path (6) from an internal combustion engine (8) to a transmission (10), comprising:

a centrifugal force pendulum device (22) having: a first component (24) arranged in the torque transmission path (6), which first component is connectable in a rotationally synchronous manner to the internal combustion engine (8); a second part (26) arranged outside the torque transmission path (6), on which at least one pendulum weight (28) is arranged in a pivotable manner; and an overload clutch (30) for connecting and disconnecting the first and second components (24, 26),

a separator clutch (32) in the torque transmission path (6) downstream of the centrifugal force pendulum device (22) for selectively connecting a clutch input (34) in rotationally synchronous connection with the first component (24) to a clutch output (36) in rotationally synchronous connection with the transmission (10), and

an electrical device (46) which is connected in a rotationally synchronous manner to the clutch output (36).

2. The torque transmitting device (4) according to claim 1, wherein the electrical apparatus (46) is rotationally synchronously connected with the clutch output (36) through a traction transmission (48).

3. Torque transmission device (4) according to claim 1 or 2, characterised in that in the torque transmission path (6) a torsional damper (14) is arranged in front of the first component (24), the damper input (16) of which can be brought into rotationally synchronous connection with the internal combustion engine (8) and the damper output (18) of which is brought into rotationally synchronous connection with the first component (24).

4. The torque transmission device (4) according to claim 1 or 2, characterized in that in the torque transmission path (6) behind the separator clutch (32) a second separator clutch (38) is arranged for selectively connecting a second clutch input (40) forming a rotationally synchronous connection with the clutch output (36) and a second clutch output (42) being able to form a rotationally synchronous connection with the transmission (10).

5. Torque transmitting device (4) according to claim 1 or 2, characterized in that said overload clutch (30) is constituted by a clutch that can be controlled or operated by itself.

6. Torque transmitting device (4) according to claim 1 or 2, characterized in that said overload clutch (30) is a friction and form-fitting operating clutch or a form-fitting operating clutch.

7. The torque transmitting device (4) according to claim 2, wherein the traction transmission (48) is a chain transmission.

8. Torque transmitting device (4) according to claim 5, characterized in that said overload clutch (30) is constituted by a slipping clutch.

9. Drive train (2) for a hybrid vehicle, having a torque transmission device (4) according to one of claims 1 to 8 and an internal combustion engine (8) which forms a rotationally synchronous connection with the first component (24).

10. Drive train (2) according to claim 9, characterized in that the internal combustion engine (8) and the first component (24) form a rotationally synchronous connection by means of a torsional vibration damper (14).

11. Drive train (2) according to claim 9, characterized in that a transmission (10) is provided, which transmission forms a rotationally synchronous connection with a clutch output (36) of the separating clutch (32).

12. Drive train (2) according to claim 11, characterized in that the transmission (10) and the clutch output (36) of the separating clutch (32) form a rotationally synchronous connection by means of a second separating clutch (38).

13. A centrifugal pendulum device (22) for a torque transmission device (4) or a drive train (2), having a first component (24), a second component (26) on which at least one pendulum weight (28) is arranged in a pivotable manner, and having an overload clutch (30) for connecting and disconnecting the first and second components (24, 26), characterized in that the overload clutch (30) is formed by a friction-and form-fitting clutch or by a form-fitting clutch.

14. Centrifugal pendulum device (22) according to claim 13, characterized in that the overload clutch (30) has at least one locking projection (88; 92) on the one hand and at least one locking recess (90; 94) on the other hand, wherein the locking projection (88; 92) is moved or can be moved from an open position outside the locking recess (90; 94) into a closed position inside the locking recess (90; 94) when an at least partial form fit is achieved between the first and second components (24, 26).

15. Centrifugal pendulum device (22) according to claim 14, characterized in that the locking projection (88; 92) and the locking recess (90; 94) are arranged axially (60, 64) opposite one another and/or a plurality of locking projections (88; 92) and locking recesses (90; 94) are provided, which are arranged one behind the other in the circumferential direction (78, 80), respectively.

16. Centrifugal pendulum device (22) according to claim 13, characterized in that the torque transmission device (4) is a torque transmission device (4) according to one of claims 1 to 8 or the drive train (2) is a drive train (2) according to one of claims 9 to 12.

17. Centrifugal pendulum device (22) according to claim 14, characterized in that the locking projection (88; 92) is pretensioned in the closed position.

18. Centrifugal pendulum device (22) according to claim 14, characterized in that the locking projection (88; 92) and the locking recess (90; 94) are such that, when interacting with one another, the locking projection (88; 92) can be pressed out of the locking recess (90; 94) on its own against a pretension when a predefined torque difference between the first and second components (24, 26) is exceeded.

19. Centrifugal pendulum device (22) according to claim 15, characterized in that the at least one first locking projection (88) and the at least one first locking recess (90) interact in a first radial plane (102) and the at least one second locking projection (92) and the at least one second locking recess (94) interact in a second radial plane (104) which is axially spaced apart from the first radial plane (102).

20. Centrifugal force pendulum device (22) according to claim 19, characterized in that the first radial plane (102) and the second radial plane (104) are formed on mutually remote sides of the first or second component (24, 26).