CN113357312A

CN113357312A - Torsional vibration damper with balancing element

Info

Publication number: CN113357312A
Application number: CN202110061406.0A
Authority: CN
Inventors: 罗曼·魏森博恩; 帕斯卡·斯特拉瑟
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2020-03-06
Filing date: 2021-01-18
Publication date: 2021-09-07
Also published as: DE102020127711A1

Abstract

The invention relates to a torsional vibration damper (10) having a balancing element for reducing torsional vibrations induced by a drive element, comprising: a damper input (14) which can be rotated about a rotational axis (20) and which can be connected to a drive element; at least one spring element (26); a damper output (24) which is rotatably restrained relative to the damper input against the action of the spring element, is supported by a support bearing (70), and has a damper output element (28); a coupling assembly (58) and a coupling component (60) which is fixed to the damper output element in a rotationally fixed manner by means of a connection (62) and forms, at least with the coupling assembly and the damper output, a subassembly (78) for connection to the damper input, wherein the subassembly has at least one balancing element (80) by means of which the subassembly is balanced independently of the damper input.

Description

Torsional vibration damper with balancing element

Technical Field

The present invention relates to a torsional vibration damper.

Background

A torsional vibration damper is described, for example, in DE 102019129313.8, which is embodied as a dual-mass flywheel and is operatively arranged in the drive train of the vehicle between the internal combustion engine and the driven member in order to reduce torsional vibrations. The torsional vibration damper includes a damper input and a damper output and an arcuate spring operatively disposed between the damper input and the damper output. The damper output is connected to a disconnect clutch which enables torque to be transferred controllably between the damper output and the driven mechanism. The clutch input of the separating clutch is connected to the damper output element of the damper output by means of a rivet element. The damper output is supported on the damper input by a support bearing.

The greater the load on the support bearing, the greater the imbalance in the damper output and the coupling assembly connected thereto, e.g. a disconnect clutch.

Disclosure of Invention

The aim of the invention is to better balance the torsional vibration damper and to reduce the load on the support bearing. The torsional vibration damper should be of simpler construction and more cost-effective design.

At least one of the objects is achieved by a torsional vibration damper having the features of the invention. The torsional vibration damper is used for reducing the torsional vibration induced by the driving element, and the torsional vibration damper is provided with: a damper input which is rotatable about an axis of rotation and which is connectable to the drive element; at least one spring element; a damper output which is rotatably restrained relative to the damper input against the action of the spring element, is supported by the support bearing and has a damper output element; the coupling component is fixed on the damper output element in a rotationally fixed manner by a connection piece and forms a subassembly with at least the coupling component and the damper output for connection to the damper input, wherein the subassembly has at least one balancing element by means of which the subassembly is balanced independently of the damper input. This enables a better balancing of the torsional vibration damper and a reduction of the load on the support bearing. The torsional vibration damper can be constructed more simply and more cost-effectively.

The torsional vibration damper can be embodied as a dual mass flywheel. The torsional vibration damper can be arranged in a vehicle. The torsional vibration damper can be arranged in a drive train of the vehicle.

The centrifugal pendulum can be connected to the damper input or the damper output. The centrifugal pendulum can have a pendulum flange and a plurality of pendulum masses which can be mounted on the pendulum flange along a pendulum path with limited deflection. The pendulum flange can be connected in a rotationally fixed manner to the damper output element. The pendulum mass part can be arranged axially overlapping the spring element. The pendulum mass can be located radially inside the spring element.

The damper input can have a primary flywheel disc. The damper input can be balanced by at least one balancing element which is directly fastened to the damper input.

The spring element may be a compression spring or an arc spring. The spring element can be arranged radially outside the balancing element. The spring element can be arranged radially outside the coupling assembly. The spring element can be supported on the damper input by means of a sliding cover.

The output element of the damper can be a damper output flange and an arc spring flange. The damper output element can be connected directly to the spring element. The damper output can be supported on the damper input in a rotationally fixed manner by means of a support bearing. The subassembly can be supported on the damper input in a rotationally restrained manner by means of a support bearing. The support bearing can be directly received on the damper output member.

The connecting piece can have at least one rivet element. The rivet element can be inserted into the through hole of the output element of the vibration damper. The rivet element can be inserted into a through-hole of the coupling element which is axially aligned with the through-hole in the damper output element.

The first end section can be embodied as a first rivet head, which is arranged in the blind hole. The blind hole can be embodied in the damper output element or in the coupling member. The subassembly can have a plurality of blind holes in the circumferential direction, wherein some of the blind holes are equipped with at least one balancing element and others are not.

In a preferred embodiment of the invention, the balancing element is received and fixed with the first end section in the blind hole. Here, the blind hole is arranged in a component of the subassembly.

In a preferred embodiment of the invention, the balancing element passes with the intermediate section through the through-hole of the component adjacent to the component with the blind hole and engages. The balancing element can have a second end section opposite the first end section, which rests against a side of the component having the through-hole opposite the blind hole. The second end section can be embodied as a second rivet head.

In a special embodiment of the invention, the through-hole is embodied in the coupling member and the blind hole is embodied in the damper output element. The damper output element can be arranged axially between the coupling member and the damper input.

In a preferred embodiment of the invention, the spring element is arranged in a housing interior which can be filled with fluid and is defined by the damper housing, and the blind hole opens out in a direction facing away from the housing interior. The damper output element can at least partially define a housing interior space.

The fluid can be a lubricant, in particular a grease or a lubricating oil.

In a special embodiment of the invention, the balancing element is embodied as a balancing rivet. The balancing element can thereby be fixed in a simple and cost-effective manner.

In a preferred embodiment of the invention, the blind hole is embodied as a recess and/or a press. The blind hole may be implemented in the damper output element.

In a special embodiment of the invention, the maximum diameter of the section of the through-hole adjoining the blind hole is smaller than the minimum diameter of the section of the blind hole adjoining the through-hole. The blind hole can form an undercut relative to the through hole, in particular the compensating element being fixed in the blind hole in a form-locking manner via the through hole. The balancing element can have a rivet head, which is arranged in the blind hole. The rivet head can have a minimum diameter which is greater than the maximum diameter of the section of the through-hole adjoining the blind hole.

In a preferred embodiment of the invention, the compensating element is arranged offset in the circumferential direction from the connecting piece. The connecting piece can have a plurality of rivet elements. The rivet elements can be arranged at the same radial height. The balancing element can be arranged circumferentially between at least two of the rivet elements.

In a special embodiment of the invention, the compensating element is arranged radially at the level of the connecting piece. The balancing element can be arranged at the radial level of the rivet element.

In a preferred embodiment of the invention, the coupling assembly comprises a clutch for the controlled transmission of torque between the damper output and the driven mechanism. The coupling element can be embodied as a clutch cover. The clutch can be embodied as a separating clutch. The clutch is capable of producing a frictional engagement related to an operating force acting on the clutch to transmit torque between the clutch input and the clutch output. The clutch input can be fixedly connected to the damper output element or can be embodied in one piece. The clutch output can be fixedly connected to the driven disk hub or can be embodied in one piece. The clutch can be arranged radially within the spring element. The clutch can be arranged outside the housing interior.

Further advantages and advantageous embodiments of the invention result from the description of the figures and from the drawings.

Drawings

The present invention is described in detail below with reference to the accompanying drawings. The figures show in detail:

fig. 1 shows a torsional vibration damper in a half section in a special embodiment of the invention.

Fig. 2 shows a half section through a subassembly of the torsional vibration damper of fig. 1.

Fig. 3 shows the balancing element of the torsional vibration damper of fig. 1 before the fastening process.

Fig. 4 shows the balancing element of fig. 3 after the fixing process.

Detailed Description

Fig. 1 shows a torsional vibration damper 10 in a half section in a special embodiment according to the invention. The torsional vibration damper 10 is operatively arranged between the drive element and the output drive in order to reduce torsional vibrations in the drive train of the motor vehicle. The torsional vibrations can be induced by a drive element, for example an internal combustion engine. The torsional vibration damper 10 is embodied as a dual mass flywheel 12 and has a damper input 14, which can be connected to a drive element. The damper input 14 is embodied as a primary flywheel disk 16 of the dual-mass flywheel 12 and can be connected in a rotationally fixed manner to a drive element, in particular to a crankshaft of an internal combustion engine, by means of a crankshaft bolt 18.

The damper input 14 is rotatable about an axis of rotation 20 and is connected by welding to a cover 22. The torsional vibration damper 10 has a damper output 24 which is rotatable in a limited manner relative to the damper input 14 by the action of at least one spring element 26. The spring element 26 is preferably embodied as an arc spring. In particular, two spring elements 26 are arranged in a circumferentially effective manner between the damper input 14 and the damper output 24. The damper output 24 comprises a damper output element 28, in particular an arc-shaped spring flange 30, which is directly connected to the spring element 26 and can be rotated about the axis of rotation 20.

The primary flywheel disk 16 and the cover 22 and the damper output element 28 at least partially form a housing interior 32 in which the spring element 26 is arranged and which can be filled with a fluid, in particular a lubricant, preferably grease.

In the housing interior 32, a centrifugal pendulum 34 is arranged, which has a pendulum flange 36, which is connected in a rotationally fixed manner to the damper output element 28 by means of a rivet element 38. A plurality of pendulum masses 40 which can be deflected to a limited extent along the pendulum path relative to the pendulum flange are accommodated in a supporting manner on the pendulum flange 36.

A clutch 42 for the controlled transmission of torque between the damper output 24 and the output drive is arranged in an active manner on the side of the damper output element 28 axially opposite the centrifugal force pendulum 34. The clutch 42 can be acted upon by an actuating device 44 with an actuating force and can transmit a torque between the damper output element 28 and the output in the actuated state. If the clutch 42 is disengaged, however, the transmission of torque between the damper output element 28 and the driven mechanism is interrupted. The actuating device 44 has a lever spring 45 and, in the actuated state of the clutch 42, loads a friction device 46, which comprises a friction lining 47 and is operatively arranged between a clutch input 48 and a clutch output 50 of the clutch 42. The friction device 46 has a pressure plate 51 that transmits an operating force and causes frictional engagement between the clutch input portion 48 and the clutch output portion 50 according to the operating force of the operating device 44 to transmit torque.

The clutch output 48 is embodied in one piece with the damper output element 28. The clutch output 50 is embodied in one piece with a driven disk hub 52, which can be connected in a toothed manner to a transmission input shaft of a transmission serving as a driven mechanism. The friction device 46 is fixedly connected to the clutch output 50 by means of a rivet element 54. The actuating force for actuating the clutch 42 is supported on a clutch cover 56, which radially bridges the clutch 42 in a radially outer region.

The clutch 42 forms a coupling assembly 58 that is connected to the damper output 24. The clutch cover 56 forms a coupling member 60 and is connected in a rotationally fixed manner to the damper output element 28 via a connection 62. The connector 62 includes a plurality of circumferentially distributed rivet members 64 that extend through respective through-holes in the clutch cover 56 and through another through-hole in the damper output member 28 that is axially aligned with the through-holes.

A friction ring 66 is arranged radially outside the connecting piece 62, against which a disk spring 68 bears with a preload. The coil spring 68 is supported on the cover 22 on the opposite side. Here, the disk spring 68 effects a further sealing of the housing interior 32.

The damper output 14 is supported on the damper input 14 by a support bearing 70. Here, the damper output element 28 has a bearing shaft portion 72 on which the support bearing 70 is arranged. On the side diametrically opposite the bearing shaft portion 72, the support bearing 70 is accommodated on a support disk 74 which is fixedly connected to the damper input 14 by the crankshaft bolt 18.

The damper input 14, in particular the primary flywheel disk 16, is balanced by a balancing element 76. While the imbalance of the damper output 24 and the coupling assembly 58 connected thereto can result in the support bearing 70 being overloaded. This load is reduced by forming the damper output 24, which is equipped with the centrifugal force pendulum 34, with the coupling assembly 58 as a subassembly 78, and the subassembly is balanced independently of the damper input 14 by at least one further balancing element.

Fig. 2 shows a subassembly 78 of the torsional vibration damper 10 from fig. 3. The subassembly 78 is formed here by the centrifugal force pendulum 34, the damper output element 28, the clutch 42 and the driven disk hub 52. The subassembly 78 has at least one balancing element 80, by means of which the subassembly 78 is balanced independently of the damper input. The balancing element 80 is a balancing rivet 82 and is received and fixed with a first end section 84 in a blind hole 86 in the damper output element 28.

A plurality of such blind holes 86 are preferably provided in the circumferential direction on the damper output element 28, which blind holes can be provided with a balancing element 80, if required, for balancing the subassembly 78. The respective blind hole 86 is closed on the side of the damper output element 28 facing the housing interior. The blind hole 86, which is not equipped with a balancing element, thus keeps the housing interior space sealed.

The balance element 80 extends with a middle section 90 through a through-hole 92 in the clutch cover 56. In this case, a second end section 94 opposite the first end section 84 bears against a side 98 of the clutch cover 56. The balancing element 80 is thereby fixedly connected to the subassembly 78.

Fig. 3 shows the compensating element 80 of the torsional vibration damper 10 from fig. 1 before the fastening process. The balancing element 80 is inserted through the through hole 92 and the first end section 84 is arranged in the blind hole 86. The maximum diameter D1 of the section of the through hole 92 adjoining the blind hole 86 is smaller than the minimum diameter D2 of the section of the blind hole 86 adjoining the through hole 92. The blind hole 86 is embodied as a lateral recess relative to the through hole 92. The balance member 80 is not fixed relative to the damper output member 28 and the clutch cover 56 prior to the fixing process.

The compensating element 80 from fig. 3 is shown in fig. 4 after the fixing process. The balancing element 80 embodied as a balancing rivet 82 is loaded with a fastening force Fb, which thickens the central section 90 and increases the diameter of the first end section 84. As a result, the compensating element 80 is positively fixed in the blind hole 86. The fastening force Fb can be supported during the fastening process by a counterforce Fg which bears against the damper output element 28, in particular by a mating bracket.

The blind hole 86 can be embodied as a depression and/or recess in the damper output element 28 and can thus form a material projection 96 on the opposite side of the damper output element 28. Blind holes 86 can also be introduced by means of cutting.

List of reference numerals

10 torsional vibration damper

12 dual mass flywheel

14 damper input

16 primary flywheel disc

18 crankshaft bolt

20 axis of rotation

22 cover

24 damper output

26 spring element

28 damper output element

30 arc spring flange

32 inner space of the shell

34 centrifugal pendulum

36 pendulum flange

38 rivet element

40 pendulum mass

42 clutch

44 operating device

45 coil spring

46 friction device

47 Friction lining

48 Clutch input

50 clutch output

51 pressing plate

52 driven disk hub

54 rivet element

56 Clutch cover

58 coupling assembly

60 coupling member

62 connecting piece

64 rivet element

66 friction ring

68 coil spring

70 support bearing

72 support the shaft part

74 support tray

76 balance element

78 subassembly

80 balance element

82 balance rivet

84 first end section

86 blind hole

Side 88

90 middle section

92 through hole

94 second end section

96 material tab

D1 diameter

D2 diameter

Fb fastening force

Fg reaction force

Claims

1. A torsional vibration damper (10) for damping torsional vibrations induced by a drive element, the torsional vibration damper having:

a damper input (14) which can be rotated about a rotational axis (20) and which can be connected to the drive element;

at least one spring element (26);

a damper output (24) which is supported by a support bearing (70) and has a damper output element (28), is rotatable in a limited manner relative to the damper input (14) against the action of the spring element (26);

a coupling assembly (58) and a coupling member (60) which is fixed in a rotationally fixed manner on the damper output element (28) by means of a connection (62) and which forms a subassembly (78) with at least the coupling assembly (58) and the damper output (24) for connection to the damper input (14),

characterized in that the subassembly (78) has at least one balancing element (80) by means of which the subassembly (78) is balanced independently of the damper input (14).

2. The torsional vibration damper (10) as set forth in claim 1, characterized in that the balancing element (80) is received and fixed with a first end section (84) in a blind hole (86).

3. The torsional vibration damper (10) as set forth in claim 2, characterized in that the balancing element (80) passes with an intermediate section (90) through a through hole (92) of a component (56, 62) adjacent to the component (28) having the blind hole (86) and engages.

4. A torsional vibration damper (10) as set forth in claim 3, characterized in that the largest diameter (D1) of the section of the through hole (92) adjoining the blind hole (86) is smaller than the smallest diameter (D2) of the section of the blind hole (86) adjoining the through hole (92).

5. The torsional vibration damper (10) as set forth in claim 3 or 4, characterized in that the through hole (92) is implemented in the coupling member (60) and the blind hole (86) is implemented in the damper output element (28).

6. The torsional vibration damper (10) as set forth in any of claims 2 to 5, characterized in that the spring element (26) is arranged in a housing interior space (32) which can be filled with fluid and which is defined by the damper housing, and the blind hole (86) opens out in a direction facing away from the housing interior space (32).

7. The torsional vibration damper (10) as claimed in any of claims 2 to 6, characterized in that the blind hole (86) is embodied as a recess and/or a press.

8. The torsional vibration damper (10) as set forth in any of the preceding claims, characterized in that the balancing element (80) is arranged offset in the circumferential direction from the connecting piece (62).

9. The torsional vibration damper (10) as claimed in any of the preceding claims, characterized in that the balancing element (80) is arranged radially at the level of the connecting piece (62).

10. The torsional vibration damper (10) as set forth in any of the preceding claims, characterized in that the coupling assembly (58) comprises a clutch (42) for the controlled transmission of torque between the damper output (24) and the driven mechanism and a coupling member (60) embodied as a clutch cover (56).