CN212155649U - Torque limiter for a drive train - Google Patents

Abstract

A torque limiter for a drive train having at least one torsional vibration damper, the torque limiter having at least: a flange damper unit for receiving torsional vibration in a vibration-damped manner; a first side disc; a second side disk, wherein the side disks are arranged axially adjacent to the flange damper unit and are connected to each other with at least two connecting shanks by means of a plurality of connecting elements, respectively, the side disks being provided as seats for axial forces acting on the flange damper unit, the connecting elements being arranged on at least two circles that differ from each other, the torque limiter further having: a hub as a torque output; a friction disk as a torque input part, which is connected to the hub in a vibration-damped and torque-transmitting manner indirectly via a flange damper unit; a pressure plate which can be pressed against the friction disk in such a way that a torque can be transmitted between the friction disk and the pressure plate in a friction-locking manner, wherein the torque can be transmitted from the pressure plate to the hub in a releasable manner by means of the friction disk.

Description

Torque limiter for a drive train

Technical Field

The present invention relates to a torque limiter for a releasable torque transmission unit having a multi-flange damper with a rotational axis for damping torsional vibrations, and also relates to a torque transmission unit having such a torsional vibration damper, a drive train having such a torque transmission unit and a motor vehicle having such a drive train.

Background

A torsional vibration damper is known from the prior art, for example from WO 2008/019641 a1 and from DE 102015216356 a1, in the field of application as a clutch disk in a friction clutch. In this case, two side disks are provided, which are intended to axially support the rotationally oscillating components of the torsional vibration damper, for example one or more hub flanges. It is known to use a step bolt which connects the two side disks to one another in a form-fitting manner with a distance by means of an axially central thickening. The step bolts are riveted at the end face, so that a force closure is also formed.

It has been determined that for some applications the axial force for supporting the rotating vibration part of the torsional vibration damper is significantly increased compared to previously known applications. Here, for example, mention should be made of: clutch discs for friction clutches in the high power range; torque limiters are used, for example, for electric machines as drives in the electrified drive train of a motor vehicle (e.g., a hybrid drive train having an electric machine and an internal combustion engine as drives in parallel and/or in series).

The high power range is characterized by very high torque to be transmitted, very high rotational speeds to be transmitted, very low transmissible torsional vibrations and/or a very long lifetime or a very large number of load cycles. However, for the high power range, for example, as the only difference from the normal power range, very sudden torque changes, which occur, for example, in the case of a slip in the torque limiter (i.e., always in the case of high torques and/or large rotational speed differences, for example, in the case of emergency braking of a motor vehicle having an electric machine connected to continuously transmit torque by means of the torque limiter), are also to be taken into account. However, it should also be considered (for example, also exclusively) for the high power range to cover a very large damping range, i.e. to provide damping for small torsional vibrations and for large torsional vibrations or for small and large fluctuating torques in magnitude.

SUMMERY OF THE UTILITY MODEL

On this basis, the invention is based on the object of at least partially overcoming the disadvantages known from the prior art.

This task is solved by a torque limiter according to the invention. Preferred embodiments are shown in the description. Advantageous configurations are set forth in the description, whereby the features of the invention result. The features of the invention can be combined in any technically meaningful way and method, wherein the explanations in the following description and the features in the drawings, including the complementary configurations of the invention, can also be used for this purpose.

The utility model relates to a torque limiter for releasable torque transmission unit, it has many flange dampers with rotation axis for damping torsional vibration, this torque limiter has following parts at least:

a flange damper unit for the damped reception of torsional vibrations;

-a first side disc;

-a second side disc,

wherein the first side disk and the second side disk are arranged axially adjacent to the flange damper unit and are each connected to at least two connecting shanks by means of a plurality of connecting elements, wherein the side disks are provided as abutments for axial forces acting on the flange damper unit.

The torsional vibration damper is characterized in that the connecting elements are arranged on at least two circles that are different from one another.

In the following, reference should be made to the mentioned axis of rotation if the axial direction, the radial direction or the circumferential direction and corresponding terms are used without other explicit indications. Ordinal numbers used in the foregoing and following description are used only to make an explicit distinction, and do not denote any order or sequence of referenced elements unless explicitly stated to the contrary. Ordinal numbers greater than one do not necessarily necessitate the presence of additional such components.

The torsional vibration damper is provided for damping torsional vibrations in the drive train, i.e. for partially absorbing torsional vibrations, wherein preferably a portion of the input vibration energy can be converted into a uniform torque output. The torsional vibration damper can be used for a releasable torque transmission unit, for example a clutch disk of a friction clutch, a slip clutch or a torque limiter. In this case, it is to be possible to transmit a uniform torque around the common axis of rotation as well as with the lowest possible loss, i.e. with high efficiency. For this purpose, the torsional vibration damper has a flange damper unit with at least one flywheel mass (flange) and is preferably configured rotationally symmetrically, but at least in a balanced manner with respect to the axis of rotation. In the case of single-flange dampers, only the single (hub) flange is suspended as a damper mass in the torque flow in a manner that can pivot, i.e. can be rotated to a limited extent, relative to the component transmitting the torque. A multi-flange damper has a plurality of, for example three, individual flywheel masses (flanges) which are suspended in the torque flow by compression springs in series connection with one another. Compared with a single-flange shock absorber, the multi-flange shock absorber also has the following advantages: the freedom of design, for example, for covering a large damping range is significantly increased. In one embodiment, the pressure springs connected in series are embodied with different spring characteristic curves, for example for the purposes described above.

The first and second side discs are provided as axial seats for the flange damper unit. In one embodiment, the side discs are arranged axially outside such that the flange damper unit is clamped axially. In one embodiment, all components or at least the axially supported components of the torsional vibration damper are axially clamped by the side discs.

In one embodiment, the side discs are formed from cold-formed sheet metal and are therefore also denoted partly as side plates, irrespective of material and manufacture.

The side disks are axially connected to one another in that a plurality of connecting elements are provided, which receive axial forces, preferably only tensile forces, and thus achieve a mechanical clamping by means of the side disks. The connecting elements each have at least two connecting lugs, which are embodied, for example, as stepped bolts. The connecting shank achieves an axial fixing of the side discs relative to one another, for example by means of a rivet, but is also provided for the rotational positioning of the two side discs relative to one another, and preferably for the rotational positioning of the flange damper unit.

It is now proposed here that the connecting elements are arranged on at least two circles that differ from one another. Due to the different circles, the axial force receiving sections in the side discs are distributed over different diameters, so that a stiffening of the side discs is thus achieved, since the support width is thereby increased. The connecting element therefore additionally assumes the task of a reinforcing structure for the side plates. Thereby, the lever of the side disc, which acts to bend in the direction of force introduction radially inside and/or outside the attachment region of the connecting element, is shortened.

In one embodiment, the circles of the assembly of connecting elements are arranged such that connecting elements lying on another circle at another angle will interfere with the vibrating part of the flange damper unit in the working area. The existing installation space is thus utilized by the second circle for the assembly of connecting elements, for example for the assembly of half of the connecting elements used. In one embodiment, two circles are formed, which are formed non-concentrically to the axis of rotation and intersect one another, wherein the circles each have a radius of the same magnitude, for example. In one embodiment, the circles are arranged concentrically to each other, preferably to the axis of rotation, wherein the radii of the circles (in magnitude) are different. In one embodiment, a further circle according to one of the above embodiments is formed. The circle is a theoretical connecting line between the connecting elements, which has the same radius with respect to a common (e.g. on the axis of rotation) center point. In one embodiment, the circles are reflected on a curvature or a rib of at least one of the side disks, which supports the reinforcement and/or assumes the function as a contact surface and/or friction surface.

A connecting element having more than two (axially opposite) lugs together with its lugs forms a tangent to the respective circle or is arranged in an arc shape such that they follow exactly or approximately the arc of a circle in the circumferential direction. A circle is then formed, for example, through the joint shank or through the midpoint (in the circumferential direction) between the joint shanks of the connecting element which are assigned to the same axial side (i.e. to one of the two side disks).

In an advantageous embodiment of the torsional vibration damper, it is further proposed that the two side disks are connected to one another in a form-locking manner.

In this advantageous embodiment, the connecting element not only serves as a tension element, but also fulfills the task of maintaining the side pans in a form-fitting manner with respect to one another. For example, the two side discs are positioned (only) rotationally relative to one another by means of the connecting element. In an advantageous embodiment, the side discs are additionally or alternatively (only) axially spaced apart from one another by means of all or at least one of the connecting elements, wherein the relevant connecting elements here each form a spacer element.

In one embodiment, at least one of the connecting elements is designed as a spacer element having more than two lugs in each case.

In this embodiment, a web is formed between the lugs connected to the same side disk, which web connects the two lugs to one another in the circumferential direction. Preferably, such a connecting element is of one-piece construction. The connecting element forms a form-fitting spacer on at least one of the lugs on the axial side, i.e. the lug associated with a side disk, with the web and/or the shoulder as a spacer element.

Preferably, the spacer element according to one of the above-described embodiments facilitates assembly by inserting the associated connecting element into the (e.g. first) side disc and connecting it according to one embodiment with the associated side disc. Then, for example, after the assembly of the flange damper unit, the other (for example, second) side disk is inserted onto the relevant connecting element so as to be arranged at a predetermined distance from the already assembled (first) side disk. In one embodiment, the connecting pin is connected to the two side disks only after the assembly of the two side disks or after a further subsequent manufacturing step.

In an advantageous embodiment of the torsional vibration damper, it is further proposed that the side disks are connected in a force-fitting manner, preferably riveted, to one another by means of connecting elements.

In this embodiment, the side disks are connected in a force-fitting manner, for example screwed to one another, by means of a connecting element. In an advantageous embodiment, a rivet is formed which is particularly reliable against shaking loads, preferably integrally by means of cold forming of a connecting shank which has an axial extension for this purpose. In one embodiment, the connection head is already formed on at least one of the axial-side lugs, preferably integrally, and not by forming or screwing.

In an advantageous embodiment of the torsional vibration damper, it is further proposed that at least one of the connecting elements is formed integrally from one of the two side discs.

In this embodiment, at least one of the connecting elements, preferably all of the connecting elements, is formed integrally with one of the two side discs. Preferably, a part of the connecting element is formed integrally with one of the side discs and a part of the connecting element is formed integrally with the respective other side disc, wherein preferably both side discs are formed structurally or overall identically in this respect.

In one embodiment, a side plate is formed from a sheet material, which has at least one connecting element integrally formed from the side plate, and which stands up from the side disc in the axial direction by means of molding. In one embodiment, the entire forming process (including stamping, potting and edge trimming, for example) for producing the side plates from the starting sheet metal is carried out in a single step or by means of a single tool having a single production run.

In an advantageous embodiment of the torsional vibration damper, it is further provided that at least one of the connecting elements is hardened at least in regions.

In this embodiment, the sufficiently high surface hardness and the desired (relatively high) elastic properties of the connecting element can be associated with a suitable material selection, for example steel, so that the connecting element can withstand the high surface pressures and/or impacts of the damper mass on the connecting element and at the same time can withstand the high vibrations or high amplitudes of the relative movement of the two side discs and/or the high bending loads acting on the connecting element over a long life. At the same time, in the case of this task, the connecting element can be embodied in one piece, preferably in one piece with the side plate (see above), wherein preferably the hardening takes place after the shaping.

In an advantageous embodiment of the torsional vibration damper, it is further provided that at least one of the connecting elements and/or at least one of the connecting shanks has a polygonal cross section, preferably a quadrangular cross section.

By means of the polygonal cross section, a very precise geometric assignment can be achieved between the connecting shank and the side disk to be connected thereto. This is advantageous, on the one hand, during assembly, so that incorrect assembly is prevented, and, on the other hand, in the case of loading, the maintenance of the correct position of the two side discs relative to one another and/or the maintenance of the correct position of the connecting element relative to at least one of the two side discs is supported. Furthermore, two or more lugs are preferably formed by the connecting element to the lateral disk, wherein at least one of the lugs, preferably all of the lugs, has a polygonal cross section.

For the direction of the main load situation in the circumferential direction, a quadrangular cross section with an abutment face oriented (approximately) radially towards the relevant side disc is advantageous.

The cross-section represents a plane in the associated stem that intersects the associated side disc in the axial region, the plane having a normal parallel to the axis of rotation.

In an advantageous embodiment of the torsional vibration damper, it is further proposed that at least one of the connecting elements is provided as a stop for limiting the angle of rotation of the flange damper unit.

In this embodiment, a stop is formed at least on one side (in the circumferential direction) by at least one of the connecting elements, preferably by the same number of connecting elements as flywheel masses, for limiting the relative maximum angle between the side disc and the associated flywheel mass. In one embodiment, such a connecting element simultaneously forms a spacer element according to the above-described embodiments. In one embodiment, the spacing and rotation angle limiting functions are assigned to different connecting elements. In one embodiment, such a stop for the torque direction forms a torque input into the flange damper unit.

The connecting element mentioned here is therefore arranged to radially overlap at least one of the flywheel masses of the flange damper unit. Preferably, the respective connecting elements are arranged on a first circle, while the other connecting elements are arranged on a (larger) second circle, wherein these connecting elements, although permanently arranged, for example, overlapping the flywheel mass in the circumferential direction, are arranged radially outside the flywheel mass.

In an advantageous embodiment of the torsional vibration damper, it is further proposed that the flange damper unit is centered by means of at least one of the connecting elements and/or that a torque receiver with at least one friction lining is also integrated, wherein the at least one friction lining is centered by means of at least one of the connecting elements.

In this embodiment, at least one of the connecting elements, preferably the connecting element of one of the circles, is provided for centering the component of the torsional vibration damper that vibrates relative to the side disk. Such a component is, for example, a flywheel mass of the flange damper unit and/or at least one friction lining for frictional contact against at least one of the side disks. Such friction linings are provided, for example, for generating or increasing hysteresis in the damping behavior of the torsional vibration damper, for example, for different damping behavior or response behavior of the torsional vibration damper depending on the direction of the torque. For example, such a friction lining is rotationally fixed relative to the flange of the flange damper unit and is pressed indirectly or directly against one of the side discs by means of a prestressing means, for example a disc spring.

The centering is intended to support correct assembly and/or to hold the relevant component in the correct position or to bring the relevant component back into the correct position even in the case of high rotational speeds and/or large loads or large vibration amplitudes and/or vibration frequencies.

According to another aspect, a torque transmission unit for a drive train is proposed, which comprises at least the following components:

-a torsional vibration damper according to the above-described embodiment;

-a hub as a torque output;

a friction disk as a torque input, which is connected in a vibration-damped, torque-transmitting manner to the hub indirectly via a flange damper unit;

a pressure plate which can be pressed against the friction disk in such a way that a torque can be transmitted between the friction disk and the pressure plate in a friction-locking manner,

wherein torque can be releasably transmitted from the pressure plate to the hub by means of the friction disk.

The torque transmission unit is provided for interruptible torque transmission and at the same time ensures high efficiency of the torque transmission. Examples of friction-locking torque transmission units are friction clutches, slip clutches or torque limiters, preferably for electric machines in the electrified drive train of a motor vehicle, for example a hybrid vehicle.

In the interaction with the pressure plate under axial pretension, for example by means of a disk spring and/or an axially movable pressure plate, the friction disk ensures torque transmission up to a maximum torque predetermined according to design. In the case of a friction clutch, the pretension can be actively removed, for example, by means of a clutch pedal in the cab of the motor vehicle. The pretension of the slip clutch or torque limiter is structurally defined and is only intended to prevent overloading, which pretension should not or only rarely occur depending on the design, for example, to prevent component damage or undesired operating states, for example, gear tensioning in a double-shift transmission.

The torque transmission unit proposed here comprises a torsional vibration damper according to the above-described embodiments, wherein the torsional vibration damper forms a separate (pre-assemblable) structural unit or is assembled (in) only when the torque transmission unit is assembled. The torsional vibration damper is configured to damp torsional vibrations. Preferably, on the one hand, the torque oscillations should be damped during torque transmission operation. On the other hand, the frictional vibrations caused by the oscillating torque transmission (due to the frictional engagement which is repeatedly eliminated when the maximum transmittable torque limit according to the design is exceeded) are decoupled from the remaining drive train on the output side or on the input side.

In the center, i.e. in the vicinity of the axis of rotation, a hub is arranged, which forms a connection piece to the output shaft, which connection piece is formed, for example, by means of radially inwardly directed plug teeth for corresponding external teeth of such an output shaft. The hub has radially outer external toothing systems, i.e. facing the hub flange, which form a large distance between the individual external toothing systems, so that the hub flange can be rotated relative to the hub.

Furthermore, a torque input is provided, wherein the torque input is provided for the frictional engagement reception of a torque. For example, the torque input portion is a friction disk having friction linings. For example, the torque input is or is connected to at least one side disk, which axially supports the hub flange. In the embodiment as a slip clutch or torque limiter, at least one side disk forms a pressure plate pair and/or supports an axially movable pressure plate in a vibration-damped manner, for example by means of a disk spring, in such a way that it (permanently) presses against the corresponding friction lining. The side disk or the pair of side disks is preferably supported on the hub flange axially so as to be rotatable relative thereto.

It should be noted here that the terms "input" and "output" are selected only for the main operating state used, for example, a tensile force torque can be transmitted from the input to the output, starting from the drive machine, to the transmission connected on the output side, whereas a thrust force torque can be transmitted from the transmission, starting from the transmission or from the transmission, to the drive machine, starting from the output to the input. The torque path can therefore be transmitted completely from the output to the input by means of a multi-flange damper (preferably damped in both directions).

In one embodiment, a cylindrical and/or arc-shaped compression spring is provided in the torsional vibration damper. The pressure spring is preferably embodied such that it does not come into contact with the side disk in any operating state. In one embodiment, the side discs are provided only for preventing breakage or for reducing indirect losses due to overloading of the pressure spring (not according to design). In one embodiment, a window is provided in at least one of the side disks, through which window at least one compression spring protrudes permanently or in at least one operating state.

In an advantageous embodiment of the torque transmission unit, it is further proposed that the torque transmission unit is provided as a passively releasable torque limiter, wherein preferably a friction lining is loosely arranged between the friction disk and the pressure plate.

Such passive torque limiters are particularly advantageous for example for hybrid drive trains in the rotor shaft of an electric machine, so that the electric machine is effectively protected against torsional vibrations, to which the electric machine may react sensitively, or because torsional vibrations acting on the rotor shaft increase the reactive power of the electric machine and/or cause fault currents with disruptive breakdown voltages on adjacent components. The torque limiter or its flange damper unit preferably fulfills the aforementioned task of vibration damping for two operating states, namely in normal operation, in which torque is transmitted without interference with high efficiency by means of the torque limiter, and in overload operation, in which, for example, chatter vibrations occur.

For applications in which overload operation is only provided for functional safety, for example, to prevent locking of the rear axle of a motor vehicle, loose friction linings as described above are advantageous, so that a small axial installation depth and/or a simple construction are achieved.

According to a further aspect, a hybrid drive train is proposed, having an electric drive machine with a rotor shaft, at least one load and a torque transmission unit according to the above description embodied as a torque limiter, wherein the rotor shaft is connected to the at least one load in a vibration-damped and friction-locked manner by means of the torque transmission unit for transmitting a torque to a predetermined maximum torque.

Hybrid drive trains can be used, for example, as propulsion devices in motor vehicles. The hybrid drive train has, in addition to the electric drive, an internal combustion engine which is used in series, i.e. for generating electrical energy for the electric drive, and/or in parallel, i.e. for outputting torque to a consumer, for example at least one wheel provided for propelling the motor vehicle.

The torque limiter is arranged between the rotor shaft and the load, preferably in front of the load-side transmission in the vicinity of the electric drive, and protects the electric drive against overloading of the input on the load side. In addition, torsional oscillations are damped, which arise from the consumer or from the slipping of the torque limiter during overload. The consumers are also protected against torsional vibrations of the electric drive machine. In one embodiment, the torque limiter is at the same time an electrical breakdown protection device by means of an insulating element, so that the consumer-side components of the hybrid drive train are protected against electrical loading and preferably against flashover.

According to a further aspect, a hybrid vehicle is proposed, which has at least one drive wheel which can be driven by means of a hybrid drive train according to the above-described embodiment.

A hybrid vehicle comprises a hybrid drive train according to the preceding description and thus comprises an internal combustion engine and an electric drive. The torque transfer unit preferably serves as a torque limiter in a sub-system of the electric drive machine. Furthermore, the further torque transfer unit is preferably used as a clutch disk in a friction clutch in a sub-system of the internal combustion engine.

The Hybrid vehicle is, for example, a passenger-carrying motor vehicle such as Golf GTE, Audi Q5 Hybrid, Porsche Panamera S E-Hybrid.

According to a further aspect, a drive train is proposed, having a drive unit with a drive shaft, at least one load and a torque transmission unit according to the above-described embodiment, wherein the drive shaft is connected to the at least one load in a vibration-damped and friction-locked manner by means of the torque transmission unit for transmitting a torque to a predetermined maximum torque.

The (mono-) drive train differs from the hybrid drive train in that only a single drive unit, for example an internal combustion engine or an electric drive, is provided there. The torque limiter here fulfills the above-described function and is preferably also arranged as close as possible to the drive unit for early vibration damping in the drive train.

According to a further aspect, a motor vehicle is proposed, which has at least one drive wheel which can be driven by means of a drive train according to the above-described embodiment.

A (mono-) motor vehicle differs from a hybrid vehicle in that only a single drive train is used for propelling the motor vehicle, wherein the drive apparatus is an internal combustion engine or an electric drive. Other machines provided for other functions of the motor vehicle, such as pumps for the cooling circuit, servo steering and other devices, are not excluded here. The torque transmission unit here fulfills the above-described function and is preferably also arranged as close as possible to the drive unit for early vibration damping in the drive train, for example in a friction clutch.

Drawings

The above-described utility model is explained in detail below in the related art background with reference to the accompanying drawings showing a preferred configuration. The invention is not in any way restricted by the drawings, which are only schematic, wherein it is to be noted that the drawings are not dimensionally correct and are not suitable for defining dimensional proportionality. The figures show:

FIG. 1: a torque transfer unit having a torsional vibration damper;

FIG. 2: a cross-sectional view a-a of the torque transfer unit according to fig. 1;

FIG. 3: a cross-sectional view B-B of the torque transfer unit according to fig. 1;

FIG. 4: the riveted connecting element of the first embodiment before the forming;

FIG. 5: the riveted connecting element of the first embodiment after the forming;

FIG. 6: a side view of the riveted connection element in the second embodiment before forming;

FIG. 7: a top view of the riveted connection element in the second embodiment before forming;

FIG. 8: a side view of the riveted connection element in the second embodiment after forming;

FIG. 9: a top view of the riveted connection element in the second embodiment after forming;

FIG. 10: a part of a torque transmitting unit having a first connecting element and a second connecting element; and

FIG. 11: drive train with torsional vibration damper in a motor vehicle.

Detailed Description

Fig. 1 shows a torque transmission unit 3, in this case, for example, a torque limiter, which has a torsional vibration damper 1. By means of the torque transmission unit 3, a torque can be transmitted in a vibration-damped manner about the axis of rotation 2, with respect to which the torque transmission unit 3 is implemented rotationally symmetrically or at least in a balanced manner. The axis of rotation 2 defines an axial direction 14 (pointing out from the plane of the page) and a circumferential direction 34. The torque receiving section 16, in this case for example the friction disk 22, forms a torque input section 23 of the torsional vibration damper 1. The hub 20 in the center of the torque transmission unit 3 or the torsional vibration damper 1 forms a torque output 21. However, the transmission of torque from the hub 20 to the torque receiving portion 16 is not excluded. The torsional vibration damper 1 here comprises four spring groups, of which a first spring group 35 and a second spring group 36 are shown, which are connected to one another in parallel or in series in the circumferential direction 34.

The torque receiving section 16 is connected to the torsional vibration damper 1 by means of a side disk, of which the second side disk 6 can be seen. In the illustrated rest position, the components of the torsional vibration damper 1 are covered, except for the spring assemblies 35, 36. Details regarding this will be explained in the following description of fig. 2 and 3. Radially outside the spring groups 35, 36, a first connecting shank 8 and a second connecting shank 9 of a plurality of connecting elements 7 can be seen, which are embodied, for example, as shown in fig. 7 to 9. The connecting elements 7 are arranged here on two circles with different radii, namely an inner circle 12 and an outer circle 13. In the embodiment shown, the inner circle 12 and the outer circle 13 are arranged concentrically with respect to the axis of rotation 2. The first and second lugs 8, 9 of the respective connecting element 7 are arranged on a respective circle or are each arranged symmetrically tangentially to said circle. Here, the cut-away positions a-a and B-B of the subsequent fig. 2 and 3 are marked in fig. 1.

Fig. 2 (section a-a according to fig. 1) and fig. 3 (section B-B according to fig. 1) show a torque transmission unit 3 with a torsional vibration damper 1, which is embodied here, for example, as a torque limiter, as shown, for example, in fig. 1. A damper flange 37 can be seen in part axially between the two side disks 5 and 6, and the (first) spring package 35 of the flange damper unit 4 can be seen in fig. 2. The torque input 23 is embodied here as a friction disk 22 which has (for example loosely) a first friction lining 17 (on the right in the drawing) and a second friction lining 18 (on the left in the drawing). The friction disk 22 (to the left according to the illustration) is pressed against the second side disk 6 for the frictional transmission of torque, which thus forms a counter plate 39 there. The pressing force acting in the axial direction 14 (acting on the friction disk 22 to the left in the drawing) is applied to the friction disk 22 via the pressure plate 24 (from the right in the drawing) by means of the disk spring 38 supported on the first side disk 5. This pressing force is received by the connecting element 7 such that a force clip is formed by the first side disc 5 and the second side disc 6. The force receiving means are formed by the first rivet head 41 and the second rivet head 42 by means of axial pressing in a form-fitting and preferably also force-fitting manner.

As can be seen by comparing fig. 2 with fig. 3, the (inner) circle 12 in fig. 3 is smaller than the (outer) circle 13 in fig. 2. For example, the connecting element 7 in fig. 2 is arranged radially outside the damper flange 37 of the flange damper unit 4, and the connecting element 7 in fig. 3 is arranged to radially overlap the damper flange 37 of the flange damper unit 4. The connecting elements 7 on the inner circle 12 are provided, for example, as stop elements (acting in the circumferential direction 34) for the damper flange 37 of the flange damper unit 4, so that a torsion angle limitation for the damper flange 37 is formed and/or a torque transmission from the side disks 5, 6 to the damper flange 37 is formed.

In fig. 4, the connecting element 7 is embodied as a stepped pin before forming, while in fig. 5 it is shown after forming the first rivet head 41 and the second rivet head 42. The rivet heads 41, 42 are only schematically illustrated by means of dashed lines (vertical according to the illustration), wherein, as a result of the axial forming, a portion of the material of the shank 8 or 9, which is represented in fig. 4 as a section of the rivet heads 41, 42, is provided as a diameter widening in the region of the through-opening in the associated side disk 4 or 5 (see fig. 1), as shown in fig. 5. In this way, a force-locking connection is additionally formed. In the center, a spacer 40 is provided, by means of which the side disks 5, 6 are held at a distance from one another in a form-fitting manner, and preferably also in a force-fitting manner after the forming. When assembled, the first and second lugs 8, 9 are inserted into the insertion openings in the respective side discs 5, 6 and then extend through the respective side discs 5, 6. The rivet heads 41 and 42 are formed, preferably cold formed, after being introduced into the corresponding openings.

Fig. 6 shows the connecting element 7 in a side view (for example, as assembled in fig. 1 or 10), and fig. 7 shows it in a top view (assembled in a radial view) as a flat sheet metal element before forming, while fig. 8 shows it in a side view and fig. 9 shows it in a top view after forming the first rivet head 41, the second rivet head 42, the third rivet head 43 and the fourth rivet head 44. The rivet heads 41 to 44 are only shown in a schematic manner by means of dashed lines (horizontal in the illustration), wherein, as a result of the axial deformation, a portion of the material of the section of the respective shank 8 to 11, which is indicated in fig. 6 and 7 as a rivet head 41 to 44, is provided as a diameter widening in the region of the through-opening in the associated side disk 4 or 5 (see fig. 1), as is shown in fig. 8 and 9. In this way, a force-locking connection is additionally formed. The connecting element 7 also has a spacer 40 as a (rectangular here) central plate, which is embodied integrally with the first lug 8 and the third lug 10 on a first side (in the axial direction after assembly) (for example, toward the first side disk 5) and with the second lug 9 and the fourth lug 11 on the other side (in the axial direction). The first and third lugs 8, 10 and the second and fourth lugs 9, 11 are inserted into the insertion openings in the respective side discs 5, 6 during assembly and then extend through the respective side discs 5, 6. The rivet heads 41, 43 and 42, 44 are formed, preferably cold formed, after being introduced into the respective openings.

Fig. 10 shows a detail of an embodiment of the torque transmission unit 3 with the torsional vibration damper 1 in the direction of the view according to fig. 1, such that the axial direction 14 is directed away from the plane of the page. The (first) side disc 5 is connected in a form-locking manner to the (covered second) side disc, i.e. on the inner circle 12, by means of a first connecting element 7 according to fig. 5, and is preferably provided as a stop element for the torsional vibration damper 1. The second and third connecting elements 7 are arranged on the outer circle 13 and are embodied according to fig. 8 and 9. The lugs 8 to 11 (see fig. 6 to 9) of the connecting element 7 are embodied on the outer circle 13 with a rectangular cross section 15, as is shown here in the sectional view at the right-most side in the illustration in the third lug 10 in a partially representative manner in its entirety.

In fig. 11, the hybrid drive train 19 in the hybrid vehicle 27 is schematically shown. The electric drive 25 is connected in parallel with one another via its rotor shaft 26 and the internal combustion engine 30 via its burner shaft 31, torque-transmitting, and connected to a left drive wheel 28 and a right drive wheel 29, which form consumers. Purely alternatively, the hybrid vehicle 27 is embodied as a front-drive vehicle, so that the electric drive 25 and the internal combustion engine 30 are arranged in front of the driver's cabin 32. Furthermore, the electric drive 25 and the internal combustion engine 30 are arranged only optionally in a transverse arrangement, i.e. with the rotor shaft 26 and the burner shaft 31 arranged transversely to the longitudinal axis 33 of the hybrid vehicle 27.

With the torsional vibration damper proposed here, the axial stiffness is increased in a cost-effective manner with the same assembly effort.

List of reference numerals

1 torsional vibration damper

2 axis of rotation

3 Torque transfer Unit

4-flange vibration damper unit

5 first side plate

6 second side plate

7 connecting element

8 first connecting handle

9 second connecting handle

10 third connecting handle

11 fourth connecting handle

12 inner circle

13 outer circle

14 axial direction

15 cross section

16 torque receiving part

17 first friction lining

18 second friction lining

19 hybrid drive train

20 hub

21 torque output part

22 friction disk

23 torque input part

24 extrusion plate

25 electric drive

26 rotor shaft

27 hybrid vehicle

28 left driving wheel

29 right driving wheel

30 internal combustion engine

31 burner shaft

32 driver's cabin

33 longitudinal axis

34 circumferential direction of the rotor

35 first spring set

36 second spring set

37 vibration damper flange

38 coil spring

39 pairs of press plates

40 space keeper

41 first rivet head

42 second rivet head

43 third rivet head

44 fourth rivet head

Claims (10)

1. A torque limiter for a drive train having at least one torsional vibration damper (1), which torque limiter has at least the following components:

a flange damper unit (4) for the damped reception of torsional vibrations;

-a first side disc (5);

-a second side disc (6),

wherein the first side disk (5) and the second side disk (6) are arranged axially adjacent to the flange damper unit (4) and are connected to each other by means of a plurality of connecting elements (7) with at least two connecting shanks (8, 9, 10, 11), wherein the side disks (5, 6) are provided as a support for axial forces acting on the flange damper unit (4), wherein the connecting elements (7) are arranged on at least two circles (12, 13) that differ from each other, wherein the torque limiter further has the following components:

-a hub (20) as a torque output (21);

-a friction disk (22) as a torque input (23), which is connected in a vibration-damped, torque-transmitting manner to the hub (20) indirectly via the flange damper unit (4);

-a pressure plate (24) which can be pressed against the friction disk (22) in such a way that a torque can be transmitted in a friction-locking manner between the friction disk (22) and the pressure plate (24), wherein the torque can be transmitted from the pressure plate (24) to the hub (20) in a releasable manner by means of the friction disk (22).

2. The torque limiter according to claim 1, characterized in that the two side disks (5, 6) are connected to one another in a form-fitting manner, wherein at least one of the connecting elements (7) is designed as a spacer element having more than two connecting lugs (8, 9, 10, 11) in each case.

3. The torque limiter according to claim 1, characterized in that the side discs (5, 6) are connected force-fittingly by means of the connecting element (7).

4. The torque limiter according to claim 3, characterized in that the side discs (5, 6) are riveted to each other by means of the connecting element (7).

5. The torque limiter according to any one of the preceding claims, characterized in that at least one of the connecting elements (7) is integrally formed from one of the two side discs (5, 6) and rises from this side disc (5, 6) in the axial direction (14) by means of a molding.

6. The torque limiter according to any one of the preceding claims 1 to 4, characterized in that at least one of the connecting elements (7) is at least partially hardened.

7. The torque limiter according to one of the preceding claims 1 to 4, characterized in that at least one of the connecting elements (7) and/or at least one connecting shank (8, 9, 10, 11) has a polygonal cross section (15).

8. The torque limiter according to one of the preceding claims 1 to 4, characterized in that at least one of the connecting elements (7) is provided as a stop for the rotational angle limitation of the flange damper unit (4).

9. The torque limiter according to one of the preceding claims 1 to 4, characterized in that the flange damper unit (4) is centered by means of at least one of the connecting elements (7) and/or a torque receiving part (16) having at least one friction lining (17, 18) is also integrated, wherein the at least one friction lining (17, 18) is centered by means of at least one of the connecting elements (7).

10. Torque limiter according to claim 9, characterized in that friction linings (17, 18) are loosely arranged between the friction disc (22) and the pressure plate (24).

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