CN113251105A

CN113251105A - Torsional vibration damper and powertrain

Info

Publication number: CN113251105A
Application number: CN202110149362.7A
Authority: CN
Inventors: 马蒂亚斯·彼得罗夫斯基
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2020-02-12
Filing date: 2021-02-03
Publication date: 2021-08-13
Also published as: DE102021100356A1

Abstract

The invention relates to a torsional vibration damper (100), in particular for a drive train, the torsional vibration damper (100) having: a damper input (102) and a damper output (104) having a common axis of rotation (106), about which the damper input (102) and the damper output (104) are jointly rotatable and can rotate in a limited manner relative to one another; and a spring damper arrangement acting between the damper input part (102) and the damper output part (104), said spring damper arrangement having at least one spring, wherein the damper output part (104) has a sleeve (110) with an internal toothing (112), and to a drive train, in particular a hybrid drive train, having an electric drive and/or an internal combustion engine-operated drive, wherein the drive train has such a torsional damper (100).

Description

Torsional vibration damper and powertrain

Technical Field

The invention relates to a torsional vibration damper, in particular for a drive train, having: a damper input and a damper output with a common axis of rotation, the damper input and the damper output rotating jointly about the axis of rotation and being limitedly rotatable relative to each other; and a spring damper device acting between the damper input and the damper output, the spring damper device having at least one spring. The invention further relates to a drive train, in particular a hybrid drive train, having an electric drive and/or an internal combustion engine-operated drive.

Background

A torsional vibration damper is known from DE 102017109439 a1, which is associated with a drive train of a vehicle operated by an internal combustion engine, which is composed of a primary mass and a multi-part secondary mass, which can be rotated jointly about an axis of rotation and can be rotated in a limited manner relative to one another, wherein a spring damping device is provided between secondary flanges of the primary mass and the secondary mass, whose arc springs are supported on the primary mass and the secondary flanges, and a friction device is provided as a torque limiter, wherein the secondary flange engages on the inside in a receiving channel formed by other components of the secondary mass, in which receiving channel the secondary flange is held in a force-fitting manner until a critical torque is reached, wherein the secondary flange engages in a receiving channel axially bounded by a support disk of the secondary mass and an output hub, and the secondary flange is positioned radially outward, offset from the receiving channel, with guide elements positioned rotationally fixed on both sides In this case, the guide elements are each supported on the primary masses in a force-fitting manner.

The flange and the output hub are usually formed in two parts and have hitherto been connected by means of rivets. There is a region in which the two parts overlap, whereby riveting can be performed. The riveting or rivet head requires additional installation space. This configuration is therefore disadvantageous in terms of installation space. Furthermore, the hub is usually constructed as an expensive forged hub.

Disclosure of Invention

The present invention is based on the object of structurally and/or functionally improving the torsional vibration damper mentioned at the outset. The invention is based on the object, inter alia, of structurally and/or functionally improving the drive train mentioned at the outset.

This object is achieved by means of a torsional vibration damper according to the invention. Furthermore, the object is achieved by a drive train according to the invention. Advantageous embodiments and/or improvements are the subject matter below.

The torsional vibration damper can be used in a vehicle drive train, in particular in a hybrid drive train. The vehicle can be an automobile. The vehicle can be a hybrid electric vehicle. The vehicle can have a first travel drive and/or at least one second travel drive. The first travel drive can be an internal combustion engine. The second travel drive can be an electric motor. The electric machine can operate as a motor and/or a generator. The vehicle can have a transmission, such as a gearshift, a stepped transmission or a continuously variable transmission. The transmission can be automatically operated or an automatic transmission. The at least one second travel drive can be structurally and/or functionally integrated into the transmission. The torsional vibration damper can be used on the crankshaft or on the transmission. The torsional vibration damper can be used on a friction clutch. The torsional vibration damper can be designed as a dual-mass flywheel or as a multi-mass flywheel.

The torsional vibration damper can have a damper input and a damper output with a common axis of rotation. The damper input and damper output are rotatable together and are limitedly rotatable relative to each other. A functional spring damper arrangement can be arranged between the damper input and the damper output. The spring damper device can have at least one spring.

The terms "input" and "output" particularly denote the direction of the power flow from the (e.g. first) travel drive. Unless otherwise stated or no further details are given above or below, the expressions "axial", "radial" and "circumferential" relate to the direction of extension of the axis of rotation. "axial" corresponds to the direction of extension of the axis of rotation. "radial" is then the direction perpendicular to the direction of extension of the axis of rotation and intersecting the axis of rotation. "in the circumferential direction" then corresponds to the direction of the circular arc about the axis of rotation.

At least one spring can be used as a mechanical energy storage. The at least one spring can be designed as an arc spring. The at least one spring can be designed as a cylindrical helical spring. The at least one spring can have a straight or curved helical axis. The at least one spring can be designed as a compression spring. The spring damper arrangement can have a plurality of, for example two, three or four springs. At least one spring can be guided in the spring channel. At least one spring can be supported on the damper input on one side and on the damper output on the other side. The at least one spring is capable of absorbing and/or storing mechanical energy when the damper input and damper output rotate relative to each other against the force of the at least one spring. The at least one spring can rotate the damper input part and the damper output part back again relative to one another using the stored and/or absorbed mechanical energy.

The spring damper device can have a friction device. The friction device can have at least one friction ring and/or at least one diaphragm part. The diaphragm element can be formed in the manner of a disk spring. The friction device can have a disk spring diaphragm and/or a compression spring.

The damper input can be designed as a primary flywheel or as a primary flying disc. The damper input can have an input flange member. The input flange piece can have an input cover. The input cover can have a shell shape with a bottom section and an edge section. The bottom section can extend at least substantially in a radial direction. The edge section can extend at least substantially in the axial direction. The input cover can have an annular disc-like shape. The input cover can delimit together with the input flange a receiving space for the at least one spring. The receiving space can have a doughnut-like (torusartig) shape. The input cover and the input flange part can be connected to one another in a form-fitting and/or material-fitting manner, in particular welded. The input flange part and the input cover part can delimit the damper interior or together. The input cover and the input flange part can have a support section for the at least one spring, which support section projects into the receiving space.

The torsional vibration damper can have at least one centrifugal pendulum device. The torsional vibration damper can have at least one centrifugal force pendulum device arranged on the damper input part and/or the damper output part. The centrifugal force pendulum device can be arranged on the torsional vibration damper axially on the input side or axially on the output side. The centrifugal force pendulum device can be arranged axially between an input flange part of the damper input part and the input cover part. The centrifugal force pendulum device can have a pendulum mass carrier and at least one pendulum mass arranged displaceably on the pendulum mass carrier.

The torsional vibration damper can have a torque limiter. A torque limiter can act between the damper input and the damper output. The torque limiter can be used to limit the maximum transmissible torque by means of the torsional vibration damper to a predetermined maximum value. The torque limiter can be disposed in a power path between the damper input and the damper output. The torque limiter can have a limiter input, in particular on the input side, and a limiter output, in particular on the output side. The limiter input and the limiter output can be connected to one another in a friction-fit and/or force-fit manner. The limiter input and the limiter output can be jointly rotated about a rotational axis and can be rotated relative to one another when a predetermined maximum torque is exceeded. The torque limiter can have a friction device acting between the limiter input and the limiter output. The friction device can have at least one friction element and/or a spring element.

The damper output can have an output flange. The output flange member can extend at least substantially in a radial direction. The output flange member can have an annular disc-like shape. The output flange member can be axially disposed between the input cover and the input flange member. The output flange part can have a support section for the at least one spring, which support section projects into the receiving space.

The damper output part and/or the output flange part can have a sleeve with an internal toothing. The internal toothing of the sleeve can be a plug-in toothing. The plug-in toothing can be used for connecting a shaft, for example an output shaft or a clutch shaft.

The damper output can have a recess. The output flange member can have a recess. The recess of the damper output part and/or of the output flange part can be arranged radially inwardly. The recess of the damper output part and/or of the output flange part can be circular and/or arranged concentrically to the axis of rotation.

The sleeve can be fixed radially in a recess of the damper output member and/or the output flange member. The sleeve can be axially fixed in a recess of the damper output part and/or of the output flange part. The damper output part or the output flange part and the sleeve can be connected to one another in a fixed, in particular non-positive and/or positive manner. For example, the damper output or output flange member and the sleeve can be pressed and/or stamped against one another. The damper output member or output flange member and the sleeve can be connected by means of a fit, such as a press fit. The sleeve can be shrink-molded (aufgeschrumpft) on the damper output part and/or the output flange part. The damper output part and/or the output flange part can have, in particular, a radially inner bearing dome (Lagerdom) on which a sleeve can be arranged in a fixed and/or supporting manner. The support dome can extend substantially in the axial direction.

The damper output part and/or the output flange part can have a mating seat (Passsitz), in particular on the radial inside. The damper output part and/or the output flange part can have a toothing, such as an internal toothing, in particular on the radial inside. The mating seat and/or the internal toothing can be arranged on the inner circumference of the recess. The mating seat and/or the internal toothing can extend along a circumferential section or along the entire inner circumference of the recess. The mating seat and/or the internal toothing can extend partially or completely along the axial width of the recess and/or of the output flange part in the axial direction. The mating seats of the damper output part and/or of the output flange part can have an overlap with a structure of the sleeve, such as the mating seats or the external toothing, so that a press fit can exist between the damper output part and/or the output flange part and the sleeve.

The sleeve can have a mating seat. The sleeve can have an external toothing. The mating seat and/or the external toothing can be arranged on the outer circumference of the sleeve. The mating seat and/or the external toothing can extend in circumferential sections or along the entire circumference of the sleeve. The mating seat and/or the external toothing can extend in sections or completely along the axial width of the sleeve in the axial direction. The mating seats of the sleeve can have an overlap with structures of the damper output part and/or the output flange part, such as the mating seats or the internal toothing, so that a press fit can exist between the damper output part and/or the output flange part and the sleeve.

The external toothing of the sleeve and the internal toothing of the damper output element or of the output flange element can mesh with one another for the purpose of transmitting torque.

The damper output part and/or the output flange part can have at least one mating groove and/or a mating tongue. At least one engagement groove and/or engagement tongue of the damper output part and/or the output flange part can be provided radially on the inside, in particular on the inner circumference of the recess.

The sleeve can have at least one mating groove and/or mating tongue. At least one mating groove and/or mating tongue of the sleeve can be provided on the outer circumference.

The sleeve can be made of a tube, such as a tube rod. The tube or tube rod can have an internal thread. The sleeve and/or the output flange part can be manufactured from a plate.

Depending on the application, different sleeves with different output flange pieces can be combined. Thus, a toolbox concept for the sleeve and the output flange member can be proposed and/or provided. In the case of the output flange part defined as a standard, it is therefore possible to select from sleeves of different lengths and/or sleeves with different toothing, in particular internal toothing, depending on the application, and subsequently to fix, for example press-fit, the selected sleeve onto the output flange part.

The powertrain can be a hybrid powertrain. The powertrain can be a powertrain of a hybrid electric vehicle. The drive train can have an electric drive and/or an internal combustion engine-operated drive. The electric drive can be operated as a motor and/or as a generator. The internal combustion engine-operated travel drive can have a crankshaft. The drive train can have at least one embodiment of a torsional vibration damper described above and/or below.

In summary and in other words, the invention thus also provides a flange, such as an output flange, having a toothed sleeve for transmitting torque. Instead of forging the hub, the sleeve can be manufactured, for example from a tube, such as a tube rod. The sleeve can have a corresponding internal toothing. The flange can be designed with a bearing dome or internal toothing, wherein the toothed sleeve can then be pressed in. By means of the type of the tool box principle, different sleeves with different flanges can be combined. Thus, sleeves of different lengths or sleeves with different teeth can be pressed into the flange. The arrangement can have a flange with a mating seat and/or internal toothing and a sleeve with internal and external toothing. The two components (flange and sleeve) can be pressed against one another, so that torque transmission can be ensured by the overlap. For higher torques, shrink-fitting can also be carried out on the sleeve or external teeth can be provided on the outer diameter of the sleeve. Another variant can have mating grooves and tongues on the periphery of the flange and/or of the mating seat of the sleeve. The axial fixing can be carried out, for example, by punching the flange.

By means of the invention, the construction space is optimized and the manufacturing costs are reduced. By pressing in the sleeve, the riveting can be cancelled and thus also the overlapping of the components (flange and hub). This can in turn lead to the construction space expanding radially in the case of springs, such as arc springs, for example for centrifugal force pendulums. Overall, more free space can be provided in the lower damper region. A sleeve with internal toothing can be standardized in the tool box principle. Thereby reducing costs. The structure of the flange can also be simplified. This results in a simpler, more flexible and more slender construction overall.

Drawings

Embodiments of the invention will be further described herein, by way of example and with reference to the accompanying drawings, in which:

figure 1 shows a torsional vibration damper which is,

figure 2 shows a detail of a torsional vibration damper with a toothed sleeve,

figure 3 shows a cross-sectional view of a torsional vibration damper with a toothed sleeve,

FIG. 4 shows an output member flange of the torsional vibration damper, and

fig. 5 shows a toothed sleeve of a torsional vibration damper.

Detailed Description

Fig. 1 to 3 show a torsional vibration damper 100 having: a damper input 102 configured as a primary flywheel or disc; and a damper output 104, which is designed as a secondary flywheel or a secondary flying disc, and which has a common axis of rotation 106 about which the damper input 102 and the damper output 104 are rotatable together and can rotate in a limited manner relative to one another; and a spring damper device having at least one spring acting between the damper input member 102 and the damper output member 104.

The damper output member 104 has an output flange member 108 extending substantially in the radial direction, which has an annular disc-like shape.

As shown in fig. 1 to 3, a sleeve 110 is fastened to the output flange part 108. The sleeve 110 has internal teeth 112 and external teeth 114. The internal toothing 112 of the sleeve 110 is a plug toothing for connecting to a shaft.

The output flange member 108 has a circular recess 116 radially inward and concentric with the axis of rotation. The sleeve 110 is fixed radially and axially in the recess 116 and is connected, in particular pressed, to the output flange part 108 in a force-fitting and form-fitting manner. The output flange part 108 has an internal toothing 118 which is formed complementary to the external toothing 114 of the sleeve 110 and extends in the circumferential direction along the entire inner circumference of the recess 116. The external teeth 114 of the sleeve 110 and the internal teeth 118 of the output flange member 108 mesh with each other for torque transmission.

Fig. 4 shows the output flange member 108 with the recesses 116 and the internal teeth 118. The output flange part 108 has a support section 120 for at least one spring, which extends into the receiving space of the damper.

Fig. 5 shows a sleeve 110 with internal teeth 112 and external teeth 114. The external toothing 114 is arranged on the outer circumference 122 of the sleeve 110 and extends in a circumferential direction along the entire outer circumference 122 of the sleeve. In the axial direction, i.e. along the axial width of the sleeve, the external toothing 114 extends only in sections, in the present embodiment up to approximately the middle of the sleeve. The section 124 adjoining the outer toothing 114 has a substantially smooth surface.

In particular, "capable" is used to indicate optional features of the invention. There are therefore also modifications and/or embodiments of the invention which additionally or alternatively have a corresponding feature or features.

From the combinations of features disclosed in the present application, it is also possible, for example, to select individual features and use them in combination with other features, if necessary, in order to limit the protected object when eliminating possible structural and/or functional relationships between the features.

List of reference numerals:

100 torsional vibration damper

102 damper input member

104 output member of vibration damper

106 axis of rotation

108 output flange

110 sleeve

112 internal tooth portion of sleeve

114 external teeth of the sleeve

116 recess

118 internal tooth part of output flange

120 support section of output flange piece

122 outer circumference of the sleeve

124 have smooth surface sections

Claims

1. A torsional vibration damper (100), in particular for a drive train, the torsional vibration damper (100) having: a damper input (102) and a damper output (104) with a common axis of rotation (106), the damper input (102) and the damper output (104) being jointly rotatable about the axis of rotation and limitedly rotatable relative to each other; and a spring damper arrangement acting between the damper input (102) and the damper output (104), the spring damper arrangement having at least one spring,

it is characterized in that the preparation method is characterized in that,

the damper output (104) has a sleeve (110) with an internal toothing (112).

2. The torsional vibration damper (100) of claim 1,

it is characterized in that the preparation method is characterized in that,

the damper output (104), in particular radially inside, has a recess (116) in which the sleeve (110) is fixed radially and/or axially.

3. Torsional vibration damper (100) according to at least one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the damper output (104) and the sleeve (110) are connected to one another in a fixed, in particular non-positive and/or positive-locking manner.

4. Torsional vibration damper (100) according to at least one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the damper output (104) and the sleeve (110) are pressed, stamped or connected to one another by means of a fit, for example a press fit, and/or the sleeve is shrunk-formed on the damper output (104).

5. Torsional vibration damper (100) according to at least one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the damper output (104), in particular radially inside, has mating seats and/or teeth, such as internal teeth (118).

6. Torsional vibration damper (100) according to at least one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the sleeve (110), in particular on the outer circumference (122), has a mating seat and/or an outer toothing (114).

7. The torsional vibration damper (100) of claims 5 and 6,

it is characterized in that the preparation method is characterized in that,

the outer teeth (114) of the sleeve (110) and the inner teeth (118) of the damper output element (104) mesh with each other for torque transmission.

8. Torsional vibration damper (100) according to at least one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the damper output part (104), in particular the radially inner part, and/or the sleeve (110), in particular the outer circumference (122), has at least one mating groove and/or a mating tongue.

9. Torsional vibration damper (100) according to at least one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the sleeve (110) is made of a tube, such as a tube rod.

10. A drive train, in particular a hybrid drive train, having an electric drive and/or an internal combustion engine-operated drive, wherein the drive train has a torsional vibration damper (100) according to at least one of the preceding claims.