CN216111941U

CN216111941U - Torsional vibration damper with rotating shaft for a drive train

Info

Publication number: CN216111941U
Application number: CN202120573624.8U
Authority: CN
Inventors: 马丁·哈伯勒; 巴拉穆鲁甘·马诺哈兰
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2020-03-25
Filing date: 2021-03-22
Publication date: 2022-03-22
Anticipated expiration: 2031-03-22
Also published as: DE202021100070U1

Abstract

The utility model relates to a torsional vibration damper for a drive train, having a rotational axis, having at least the following components: -an input side for receiving torque; -an output side for outputting a torque; -at least two intermediate elements related to torque transmission between the input side and the output side; at least one helical compression spring which is arranged between the intermediate elements and by means of which the intermediate elements are supported in a vibratable manner relative to the input side and relative to the output side; and at least two rolling bodies, by means of which the intermediate element is supported on the input side and/or the output side in an oscillating and low-friction manner. According to the solution of the utility model, the transverse force generated by the winding during the compression of the helical compression spring is in a plane that is unwound by the intermediate element and is perpendicular to the axis of rotation.

Description

Torsional vibration damper with rotating shaft for a drive train

Technical Field

The utility model relates to a torsional vibration damper for a drive train having a rotational axis, a torque limiting disk for a torque limiter unit having such a torsional vibration damper, a flywheel for a drive train having such a torsional vibration damper, a hybrid module for a drive train having such a torsional vibration damper.

Background

For many application scenarios, it is desirable to reduce the natural frequency of the system transmitting torque on the one hand, while being able to transmit higher torques. According to a first requirement, the functionally effective stiffness (e.g. of the intermediately connected energy storage elements) must be small. According to a second requirement, the stiffness of the intermediate connected energy storage element must be large. These opposing requirements can be met by the torsional vibration damper by means of the rolling bodies and the drive track. Torque is transmitted between the input side and the output side only by means of the gear tracks and the rolling bodies arranged therebetween. The functionally effective stiffness (i.e. it changes the natural frequency) translates into a smaller spring travel due to the smaller pitch and larger torsion angle (cam gear). From this the cam drive results in (optionally) a smaller functionally effective stiffness. That is, this system is advantageous in that the energy storage element, such as a helical compression spring, can be designed in a way that is independent of the (maximum) transferable torque.

A torsional vibration damper is known, for example, from DE 102015211899 a1, in which two intermediate elements are provided, which are each supported between the output side and the input side by two rolling elements. The rolling bodies run in a complementary (drive) track in such a way that the intermediate elements are positively guided. The two intermediate elements are prestressed relative to one another by means of the helical compression spring, so that the functionally effective stiffness of the helical compression spring can be designed independently of the torque transmission. Another solution with the same function is known, for example, from DE 102014210685 a1, in which the input side and the output side each have two radially outer webs with a track, wherein two intermediate elements are connected in between by a corresponding track and a rolling body running on the track. Here, too, the two intermediate elements are supported on one another by means of two helical compression springs. It is basically known to provide only one intermediate element and/or a helical compression spring, wherein the intermediate element is for example self-supporting. In addition, independent of the aforementioned embodiment of the torsional vibration damper, it is known to support the torque transmission device only on the input side or the output side by means of rolling bodies and on the other side by means of at least one helical compression spring.

In addition to achieving the above-mentioned object, torsional vibration dampers require, in principle, as little installation space as possible and require low bearing loads or low frictional loads on adjoining components. It has been determined that during operation of the torsional vibration damper, considerable axial loads occur, so that the friction of the supporting load and/or the components which move relative to one another is greater or fluctuates to an inadmissible extent and disadvantageously causes greater wear.

SUMMERY OF THE UTILITY MODEL

In view of the above, the technical problem underlying the present invention is to overcome, at least in part, the drawbacks known in the prior art. Wherein features of the explanations in the following description and of the drawings covering the complementary solution of the utility model can also be employed for this purpose.

The utility model relates to a torsional vibration damper for a drive train, having a rotational axis, having at least the following components:

-an input side for receiving torque;

-an output side for outputting a torque;

at least two intermediate elements relating to torque transmission between the input side and the output side;

-at least one helical compression spring arranged between the intermediate elements and by which the intermediate elements are supported vibratably relative to the input side and relative to the output side; and

at least two rolling bodies by means of which the intermediate element is supported on the input side and/or the output side in an oscillatable and low-friction manner,

the torsional vibration damper is primarily characterized in that the transverse forces generated by the winding during the compression of the helical compression spring are in the plane formed by the intermediate element and perpendicular to the rotational axis.

The intermediate element is preferably a so-called rocker, and the torsional vibration damper is therefore preferably designed as a so-called rocker damper. Each rocker is preferably supported in a manner that allows it to oscillate by means of at least one rolling element guided in a slide of the cam mechanism, the axis of which rolling element is different from the rotational axis, but in particular parallel thereto.

In the following, when using axial, radial or circumferential and corresponding concepts, reference is made to the mentioned rotational axis, unless explicitly stated otherwise. Ordinal numbers used in the foregoing and following are used for explicit distinction only and do not reflect the order or priority of the components referred to unless otherwise explicitly stated. An ordinal number greater than one does not necessarily indicate that there is another such element.

The torsional vibration damper proposed here preferably has a low number of individual components and only a low number of rolling bodies and complementary (transmission) tracks, which are referred to here as intermediate element-side, input-side or output-side tracks in terms of intermediate element, input-side or output-side. The input side is here adapted to receive torque, wherein the case in which the input side is also adapted to output torque is not excluded here. For example, in the main state, for example in the drive train of a motor vehicle, the input side is formed by a transmission for the propulsion wheels for propelling the motor vehicle, under the indicated drag torque, i.e. under the torque output of the drive machine (e.g. an internal combustion engine and/or an electric motor). The output side is accordingly adapted to output a torque, wherein the case in which the output side is preferably adapted to receive a torque is not excluded. In the case of use in a drive train of a motor vehicle, the output side forms the input side for the so-called thrust torque in the secondary state, i.e. when the running motor vehicle forms an input torque during engine braking or recuperation operation (deriving electrical energy from a deceleration of the motor vehicle).

The input side, the output side and/or the at least one intermediate element are preferably disk-shaped or disk-segment-shaped, particularly preferably formed by sheet metal forming.

In order to avoid the torsional vibrations from being transmitted directly from the input side to the output side or from the output side to the input side and to modulate them, at least one intermediate element, preferably at least two intermediate elements, is provided. The at least one intermediate element is arranged between the input side and the output side in connection with torque transmission. The at least one intermediate element can be moved relative to the input side and relative to the output side, so that torsional vibrations can be induced in the intermediate element and thus in the at least one helical compression spring with a predetermined (functionally effective) stiffness. Thus, the natural frequency (which is a function of mass and stiffness) of the system in which the torsional vibration damper is embedded is changeable, preferably reducible.

The intermediate element is supported by means of at least one helical compression spring, for example a cylindrical spring or an arc spring with a straight spring axis, against the other (force) side, i.e. the input side or the output side, or on another intermediate element. The force side is formed by the input side or by the output side, in particular by forming a corresponding bearing surface. In an alternative embodiment, the intermediate element is supported both on the input side and on the output side (rail side) by means of rolling bodies and corresponding rails. In this case, the two intermediate elements are preferably supported on each other by means of a pair of opposing helical compression springs.

If a torque is introduced, for example, from the track side (for example, from the input side), the rolling bodies roll on the transmission path and the complementary counter path from the rest position in the respective direction on the ramp-like transmission path (upward) on the basis of the torque gradient on the torsional vibration damper. Scrolling up is used herein for illustration only. Specifically, the opposing force of the at least one helical compression spring is overcome based on a geometric relationship. That is, rolling downward means that at least one helical compression spring releases stored energy in the form of force to a corresponding intermediate element. That is, up and down do not necessarily correspond to spatial directions nor are they in co-rotating coordinate systems.

In an embodiment comprising a track side and a force side, on at least one track side, at least one intermediate element is supported by means of at least one rolling body, wherein the intermediate element has a transmission path for one of the rolling bodies and a complementary counter path for the same rolling body is formed on the track side (input side and/or output side). Torque can be transmitted through the mating track and the drive track. Likewise, a torque is transmitted between the force side and the intermediate element by means of at least one helical compression spring. By means of this torque-induced movement, the rolling bodies force the respective intermediate element into a relative movement with respect to at least one rail side or force side, the at least one opposing helical compression spring being correspondingly tensioned. For example, in the presence of torsional vibrations, if the applied torque changes and the rotational speed difference between the track side and the force side changes accordingly, the inertia (here) collides with the force side and the rolling bodies roll back and forth (in a predetermined manner) on the drive track and on the complementary counter track, to the extent of the position corresponding to the applied torque. The rolling bodies therefore work in the opposite way to helical compression springs which are tensioned according to the absolute value of the torque, so that the natural frequency is changed compared to the rest position or the torque transmission without a torsional vibration damper (but with the same flywheel mass).

In the embodiment with two track sides, i.e. two pairs of opposing rolling bodies, the torque transmission between the input side and the output side results in a drive of the opposite input side or output side of at least one intermediate element (which is self-supporting or supported on another intermediate element outside the torque flow between the input side and the output side with the aid of at least one helical compression spring). In the event of a torque difference, for example in the event of torsional vibrations, the two pairs of opposing rolling bodies move as described above for the track side, wherein this rolling movement of the rolling bodies must be directed against the at least one helical compression spring. This produces the described transmission relationship (cam gear).

It is to be noted that the at least one helical compression spring is preferably also adapted to pretension the complementary tracks on the track side (transmission track and counter track) against each other in such a way that the at least one rolling body is held therein and the movement of the rolling body is a rolling movement.

The force resulting from the torque difference between the input side and the output side is absorbed in compression by the at least one helical compression spring and is transmitted to the other side with a delay, preferably (virtually) without losses. This transmits the torque input including the torsional vibrations to the other side, preferably in a (nearly) lossless and temporally variable manner. Furthermore, the natural frequency is not constant as described above, but is dependent on the torque gradient and thus on the applied torque due to the variable position of the intermediate element.

In one embodiment, two or more intermediate elements are provided, which are preferably arranged in a rotationally symmetrical manner with respect to the axis of rotation, so that the torsional vibration damper is balanced by simple means. In order to reduce the number of components and (transmission) tracks, an embodiment with exactly two intermediate elements is preferred.

Preferably, for acting on (only one) intermediate element, a pair of mutually opposite helical compression springs is provided, wherein the helical compression springs are preferably balanced with respect to one another in accordance with the embodiment of the drive track and the complementary counter track. In an alternative embodiment, at least one positive guide is provided, by means of which at least one of the intermediate elements is forced into movement in a geometrically guided manner, for example in the manner of a rail or a groove and a snap-in pin or snap-in spring. In this way, the movement of the respective intermediate element is (geometrically) over-defined.

It is proposed that the transverse force generated by the winding during the compression of the at least one helical compression spring is transverse to the axis of rotation. Such lateral forces are believed to be the primary cause of high axial forces in the torsional vibration damper. By arranging this transverse force in a (rotational) plane, wherein the rotational axis is oriented normal to this plane, the transverse force is not oriented axially or (for technical reasons) only slightly axially, i.e. the axially effective force component of the transverse force is small or even negligible. The lateral force is generated by the winding of the spring wire during the compression of the helical compression spring. This transverse force can be determined unambiguously in a geometric manner. The transverse force is twisted by 90 deg. in the winding direction [ ninety degrees out of 360 deg. ] relative to the bisector of the wrap angle. The wrap angle is defined as the angle of the (infinitesimal) line segments that first form a contact at the respective spring end with each other. For example, in the case of helical compression springs without dead spring turns at the ends of the spring(s), this wrap angle corresponds to the angle of the ends of the wire to each other. When the transverse force is at an angle of 90 ° ± 5 ° [ ninety degrees plus/minus five degrees ] or less to the axis of rotation, the transverse force due to the winding is transverse to the axis of rotation. In a preferred embodiment, the axial force components of the transverse force generated by winding are opposite each other with respect to a pair of opposing helical compression springs. In another embodiment, the remaining axial force component of the transverse force resulting from the winding is within the permissible tolerance range.

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that a first helical compression spring and a second helical compression spring are attached to the intermediate element, wherein a first transverse force of the first helical compression spring resulting from the winding is opposite to a second transverse force of the second helical compression spring resulting from the winding.

It is proposed that two helical compression springs are attached to a common intermediate element, i.e. bear against the common intermediate element in a force-transmitting or prestressed manner, and that the transverse forces of the two helical compression springs are opposite one another, i.e. decrease one another, for example cancel one another out if the forces have the same absolute value. In this solution, the remaining axial force component of the transverse force is not taken into account, but only the (significantly) greater force component of the transverse force in the plane of rotation.

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that a plurality of intermediate elements are provided and that the first helical compression spring and the second helical compression spring are each attached to one of the intermediate elements, wherein a first transverse force of the first helical compression spring resulting from the winding is oriented in the same direction as a second transverse force of the second helical compression spring resulting from the winding.

It is proposed that the two helical compression springs are attached to a common intermediate element, i.e. bear against the common intermediate element in a force-transmitting or prestressed manner, and that the transverse forces of the two helical compression springs are oriented in the same direction. For example, in embodiments comprising three or more intermediate elements, the helical compression springs are arranged in a circumferential sequence (in series). That is, the helical compression springs are not arranged parallel to each other (unlike embodiments having (exactly) two helical compression springs). That is, the co-orientation of the lateral forces means that one vector component of the lateral force (in the plane of rotation) is tangential to the circumference and the other vector component of the lateral force is directed radially outward or radially inward.

In this solution, the remaining axial force component of the transverse force is also not taken into account, but only the (significantly) greater force component of the transverse force in the plane of rotation.

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that the winding direction of the two helical compression springs is:

-are identical; or

The opposite is true.

Therefore, the winding directions of the two helical compression springs are preferably the same, and the two helical compression springs are arranged in a manner twisted 180 ° with respect to each other. Alternatively, the winding directions of the two helical compression springs are preferably opposite, and the two helical compression springs are arranged in a manner twisted by 0 ° with respect to each other.

In order to achieve an orientation of the axial forces of the two helical compression springs, two solutions are available, namely an adjustment of the orientation of the angle bisector of the wrap angle and an adjustment of the winding direction. The angular bisector must assume an axial orientation, for example, when it is desired that the transverse forces of two helical compression springs located on a common intermediate element oppose each other. In order to oppose the transverse forces, the angle bisectors must be opposite to each other in the case of identical winding directions, or in the case of opposite winding directions, the angle bisectors must be in the same direction. As far as the angle bisector is concerned, the above-mentioned deviation of ± 5 ° from the ideal axial alignment applies as appropriate.

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that at least one of the helical compression springs is designed as an outer spring or as an inner spring of the spring package,

wherein preferably the transverse forces of the inner and outer springs due to the winding are opposite to each other.

It is proposed that the torsional vibration damper comprises at least one spring package which comprises an outer spring and at least one inner spring. Such a spring set is, for example, provided with a conventional helical compression spring, wherein at least one of the outer spring and/or the inner spring is a helical compression spring having the characteristics described above in terms of the transverse force orientation.

In a preferred embodiment, at least one of the inner springs and the outer spring are helical compression springs with transverse forces opposing each other. This reduces the sum of the transverse forces input into the intermediate element by the spring package or leaves a small difference. In one embodiment, the difference is so small that the remaining axial force component is negligible and no attention is required to the orientation of the spring package relative to the intermediate element and/or the further helical compression spring (or preferably also such a spring package).

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that at least one of the intermediate elements has at least one dish, and that the at least one helical compression spring is attached in the dish.

The dish is a receiving means having a face that ensures a flat abutment of the spring end of the associated helical compression spring attached thereto. This provides a high degree of freedom in the orientation of the spring ends; since the intermediate element often needs to be of an axially elongated embodiment, the spring ends need to abut with a coil clearance in order to achieve the desired orientation conditions of the transverse forces. By means of the dish as abutment surface, the desired flat abutment is always achieved, irrespective of the orientation of the helical compression spring. Preferably, preferably identical disks are provided on all intermediate elements of the torsional vibration damper.

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that at least one of the intermediate elements has at least one pin and that at least one helical compression spring is centered via the pin,

wherein preferably said pin member has a central recess.

By means of the pin, the corresponding helical compression spring is centered with respect to the intermediate element (with this pin). In one embodiment of the torsional vibration damper with a spring stack comprising at least one of the oriented helical compression springs, preferably only the outer spring is centered and realized by means of the pin. At least one inner spring is guided by means of an outer spring and is thus likewise centered. By centering the outer spring instead of the inner spring, the friction force due to the mutual guidance of the mutually nested helical compression springs is reduced, since the inner spring is generally softer and weaker depending on the size. In this case, the (often much larger) guiding force of the outer spring (for centering the spring set) is absorbed by the pin. Preferably, preferably identical pins are provided on all intermediate elements of the torsional vibration damper.

In a preferred embodiment, the pin has a recess which is arranged centrally, i.e. in the extension in the plane of rotation or in the vicinity of the center of this pin in the direction of extension of the intermediate element transversely to the axis of rotation. The recess preferably has a stress-optimized shape and is therefore often asymmetrical and/or not located exactly in the center of the pin. The intermediate element is usually a highly loaded component, and therefore a stress-optimized shape of the pin is advantageous, wherein in this case the stress characteristic curve preferably depends not only on the pin force (for centering the at least one helical compression spring), but also takes into account all other stress characteristic curves in the intermediate element or parts thereof in the design of the pin and its recess.

According to another aspect, a limiting disk with a rotational axis for a torque limiter unit is proposed, with at least the following components:

-a friction disc for transmitting torque in a friction fit;

-a shaft joint for transmitting torque; and

the torsional vibration damper according to the embodiment described above,

wherein the friction disk and the shaft connection are connected to one another by means of a torsional vibration damper in a manner that transmits torque in a frequency-modulated manner.

The limiting disk proposed herein is suitable for conventional use, for example in a torque limiter unit. In the case of the same function, the limiting disk preferably has a conventional installation space requirement or a comparatively small installation space requirement. In contrast to conventional limiting disks, the latter are particularly preferred only in terms of torsional vibration dampers and optionally any adjustment resulting therefrom, preferably without necessity.

The limiting disk has a friction disk, which for example comprises one, preferably two friction linings. This friction disk is preferably arranged radially outside in a predetermined region, for example by means of at least one friction lining, for transmitting a predetermined maximum torque in a friction-fitting manner. The predetermined region for transmitting the torque in a friction-fitting manner can be compressed axially, for example, between two friction plates, preferably between a (axially movable) pressure plate and a (axially fixed) counterplate, wherein a separate prestressing element, for example a disc spring, is preferably provided for this purpose.

Furthermore, a shaft connection is provided, for example, for torque-transmitting connection to a transmission input shaft and/or to a rotor shaft of an electric motor of the hybrid module. This shaft connection is designed, for example, as a hub with internal splines.

It is proposed that the torsional vibration damper according to the embodiment described above be connected in between (i.e. in series) between the friction disks and the shaft connection. Thus, only damped torque may be transmitted between the friction discs and the shaft joint, or the natural frequency of the system may be changed. Alternatively, the torsional vibration dampers are connected in parallel.

The torsional vibration damper has a particularly low friction due to the (internal) axial forces and therefore a particularly high efficiency in terms of torque transmission. This results in a low storage cost or corresponding wear protection and a particularly long service life.

According to another aspect, a torque limiter unit for a drive train having a rotary shaft is proposed, having:

-an input side;

-an output side;

a limiter unit comprising a torsional vibration damper according to the embodiment described above and a limiting disc according to the embodiment described above; and

a pretensioning member by means of which a predetermined pressing force is applied to the limiter unit to generate a predetermined maximum torque,

wherein a torque limited within a predetermined maximum torque can be transmitted between the input side and the output side by means of the limiter unit.

The torque limiter unit is adapted to limit the transferable torque in the driveline to a predetermined maximum torque, thereby protecting components in the driveline, such as the electric motor, from excessive torque, such as wheel torque in a motor vehicle. For this purpose, a limiter unit, for example comprising a limiting disk as described above, is arranged between the input side and the output side. The limiting disk is compressed between the pressing plate and the counter plate by a pretensioning member with a predetermined axial pressing force. Preferably, the pressure plate is axially movable, the pretensioning member is a spring, for example a disc spring or a diaphragm spring, and the counterplate is preferably axially fixed. In another embodiment, the limiter unit comprises a plurality of friction discs compressed in friction fit with each other by a predetermined axial pressing force. By means of this limiter unit, a friction-fitting torque transmission is produced by means of a predetermined contact pressure. Due to the effect of the pressing force, a friction force is generated by, for example, limiting the planar friction pairing between the region of the disk predetermined for the friction fit and the (corresponding) counterpart friction regions of the pressing plate and the counterpart plate. The friction force is multiplied by the average radius of the friction surfaces formed to give the (maximum) transmissible torque. The multiplication by the number of friction pairs yields approximately the transmittable (maximum) total torque of the torque limiter unit.

The input side, for example a motor flange, is adapted to receive a torque, for example in a torsionally stiff manner (indirectly or directly) in mechanical connection with the drive. The output side, for example the shaft connection of the limiting disk, is suitable for outputting a torque, for example, in a rotationally fixed manner (indirectly or directly) with a transmission input shaft of the transmission and/or a rotor shaft of an electric motor of the hybrid module. The input side is preferably also suitable for outputting a torque, for example for starting an internal combustion engine in a motor vehicle, and the output side is correspondingly also suitable for receiving a torque, for example a wheel torque and/or a torque from a rotor shaft of the hybrid module.

Within the torque limiter unit, for example within the limiting disk, a torsional vibration damper is provided, by means of which torque can be transmitted between the input side and the output side only in a frequency-modulated manner.

By means of the torque limiter unit proposed here, a higher smoothness of operation or a lower vibration loading and a lower noise emission of those components of the drive train which are connected downstream of the torque limiter unit can be achieved, wherein the torsional vibration damper at the same time has a particularly high efficiency in terms of torque transmission. Furthermore, a longer service life can be achieved and at the same time this torsional vibration damper can be manufactured in a less costly manufacturing process. As a result, the torque limiter unit is particularly competitive.

According to a further aspect, a flywheel with a rotational axis for a drive train is proposed, with a flywheel mass and a torsional vibration damper according to the embodiment described above,

wherein the flywheel mass is connected to the input side of the torsional vibration damper in a torque-transmitting manner and the flywheel mass is adapted to be connected to a burner shaft of an internal combustion engine.

The flywheel has a flywheel mass, which is preferably disk-shaped or disk-segment-shaped. The flywheel mass can be connected to the input side of the torsional vibration damper in such a way that the torque is transmitted in a frequency-modulated manner by means of the drive train. The flywheel mass can preferably be connected directly to the burner shaft. If, when used in a drive train, a torque deviation is introduced into the flywheel mass from the burner shaft, the (large) excess energy thus generated is first transferred further to the drive train before it is fed further into the torsional vibration damper, which is softer for the torque deviation but can transfer the mean torque with a higher stiffness.

According to another aspect, a hybrid module for a drive train is proposed, having at least the following components:

-an electric motor;

-disengaging the clutch; and

the torsional vibration damper according to the embodiment described above,

wherein the electric motor is connected to the internal combustion engine in a frequency-modulated torque transmission manner by means of the torsional vibration damper and in a releasable manner by means of the separating clutch.

The electric motor of the hybrid module can be connected in a space-saving manner coaxially or axially parallel (for example by means of a belt drive) to the crankshaft of the internal combustion engine, wherein the torque transmission can be released by means of a separating clutch. The use of a torsional vibration damper according to the embodiment described above is particularly advantageous, since the electric motor is generally very sensitive to torsional vibrations, which are generated in connection with, for example, an internal combustion engine system.

According to another aspect, a drive train is proposed, having at least the following components:

-at least one drive machine having a machine shaft body;

-a transmission for transmitting torque of the at least one mechanical shaft body to an electrical consumer; and

a torque limiter unit having a limiting disc according to the embodiment described above and/or a flywheel according to the embodiment described above and/or a hybrid module according to the embodiment described above.

In one embodiment, the drive train proposed here comprises a torque limiter unit, which has a limiting disk, for example in one embodiment according to the above description, wherein the torque limiter unit limits the torque transmission between the (preferably electric) drive machine or its mechanical shaft and the at least one consumer (for example a propulsion wheel in a motor vehicle) to a maximum torque.

In one embodiment, the drive train proposed here comprises a flywheel, by means of which a uniform torque output of the internal combustion engine is achieved. In particular in hybrid drive trains, the electric motor is protected from excessive torque deviations by means of a flywheel.

In one embodiment, the drive train proposed here comprises a hybrid module, by means of which an almost conventional design of an internal combustion engine can be mixed, in that the electric motors are embedded in the torque flow at the crankshaft in a space-saving manner, coaxially or axially parallel, for example in a belt-driven connection.

In an embodiment, the drive train comprises at least one of the aforementioned components, wherein preferably at least one component comprises a torsional vibration damper according to an embodiment according to the foregoing description.

By means of the drive train proposed here, a high level of operational stability and a high torque transmission efficiency of those components of the drive train which are connected downstream of the torque limiter unit, the flywheel or the hybrid module can be achieved, wherein the installation space required for the torsional vibration damper is at the same time unchanged or reduced. Alternatively, the structural space required for the torsional vibration damper can be reduced if the change in the natural frequency of the drive train is the same, i.e. if it is conventionally extended.

According to another aspect, a motor vehicle is provided, having

At least one propulsion wheel, which can be driven by means of the drive train according to the embodiment described above.

The installation space in the motor vehicle is particularly small due to the increased number of components, so that the use of a drive train having a smaller overall size is particularly advantageous. With the desired so-called miniaturization of the drive machine, the intensity of the disturbing vibrations is increased while the operating speed is reduced, so that the effective damping of such vibrations, which is caused by the design of the drive machine (for example its number of cylinders), is obviously limited to a predetermined sequence.

This problem is exacerbated in passenger vehicles of the small vehicle class classified according to the euro classification. The equipment used in passenger cars of the small motor vehicle category is not significantly smaller than in passenger cars of the large motor vehicle category. However, the available installation space of a small motor vehicle is much smaller. In the proposed motor vehicle, a low-cost and low-vibration drive train is used without changing the required installation space, wherein the design of the multiplate clutch is not susceptible to disturbing noise. Similar problems occur in hybrid vehicles, in which a plurality of drive machines and clutches are provided in the drive train, so that the installation space is reduced overall.

In the case of hybrid vehicles with an electric motor, it is precisely desirable to decouple the electric motor from torque fluctuations in the internal combustion engine. A torsional vibration damper is particularly advantageous for this, since it can be tuned to an increased softness of the drive train with increasing torque. By means of the drive train proposed here, a higher smoothness of operation or a lower vibration loading and a lower noise emission of those components of the drive train which are connected downstream of the torque limiter unit, the flywheel or the hybrid module can be achieved, wherein the installation space required for the torsional vibration damper is at the same time unchanged or reduced. Alternatively, the structural space required for the torsional vibration damper can be reduced if the change in the natural frequency of the drive train is the same, i.e. if it is conventionally extended.

Passenger cars are classified into vehicle categories according to size, price, weight and performance, for example, where this definition will vary according to market demand. In the american market, vehicles of the small and micro-motor vehicle classes are classified according to the euro classification into the sub-compact vehicle class, and in the uk market, it corresponds to the ultra-mini vehicle class or the urban vehicle class. Examples of miniature automobiles include Volkswagen (Mass) up! Or Renault (Reynolds) Twingo. Examples of small motor vehicle classes include Alfa Romeo (alpha Romeo) MiTo, Volkswagen Polo, Ford (Ford) Ka +, or Renault (Reynolds) Clio. The well-known Hybrid vehicle is BMW 330e or Toyota Yaris Hybrid. Audi (Audi) a 650 TFSI e or BMW (BMW) X2 xDrive25e is, for example, a well-known mild hybrid vehicle.

Drawings

The above-described utility model will be described in detail in the related art background with reference to the accompanying drawings showing preferred embodiments. The utility model is in no way limited by any illustration only, where it is noted that these illustrations are inaccurate in size and are not suitable for defining dimensional relationships. Wherein:

FIG. 1 is a helical compression spring having a spring shaft;

FIG. 2 is a top view of two helical compression springs having the same winding direction;

FIG. 3 is a top view of two helical compression springs having opposite winding directions;

FIG. 4 is a detail view of a spring stack including an inner spring and an outer spring;

FIG. 5 is a schematic view of a torsional vibration damper;

FIG. 6 is a schematic view of a torsional vibration damper employing another embodiment;

FIG. 7 is a schematic view of a torsional vibration damper employing another embodiment;

FIG. 8 is a schematic view of a torsional vibration damper having a helical compression spring and a disc;

FIG. 9 is a torque limiter unit with a limiting disc; and

fig. 10 is a drive train comprising a flywheel and a hybrid module in a motor vehicle.

Detailed Description

Fig. 1 is a perspective view of cylindrical helical compression springs 9, 10 having straight spring shafts 42. During the compression of the helical compression springs 9, 10 along the spring axis 42,

transverse forces

12, 13 are formed as a result of the winding, wherein the

transverse forces

12, 13 are twisted by 90 ° (right angle 43) in the winding

direction

14, 15 relative to the angle bisector 44 of the wrap angle 45. The wrap angle 45 is defined as the angle enclosed by the (infinitesimal) line segment formed by the contact portion that is first contacted at the

respective spring end

46, 47. The helical compression springs 9, 10 shown are designed without dead spring turns at the (two) spring ends 46, 47. Thus, the wrap angle 45 corresponds to the angle of the line ends 48, 49 relative to each other. Based on the winding

directions

14, 15, the first lateral force 12 is to the right at the front spring end 46 as shown and the second lateral force 13 is to the left at the rear spring end 47 as shown.

Fig. 2 is a top view of a first helical compression spring 9 and a second helical compression spring 10, for example according to fig. 1, at the intermediate elements 6, 7 (see fig. 5). As shown, the spring axes 42 of the respective first helical compression spring 9 and the respective second helical compression spring 10 are perpendicular to the image plane, the rotation axis 2 extending vertically in this view plane. The spring axis 42 of the first helical compression spring 9 and the spring axis of the second helical compression spring 10 are perpendicular to the rotation shaft 2. The first transverse force 12 and the second transverse force 13 lie in a common plane of rotation (not shown, here lying horizontally in the plane of view), the axis of rotation 2 being normal to this plane of rotation. Therefore, there is no axial force component originating from the

transverse forces

12, 13 of the helical compression springs 9, 10.

In the embodiment shown, the winding direction 14 of the first helical compression spring 9 is the same as the winding direction 15 of the second helical compression spring 10. Since the first helical compression spring 9 is rotated by 180 ° [ one hundred eighty degrees of 360 ° ] about its spring axis 42 relative to the second helical compression spring 10, the first transverse force 12 of the first helical compression spring 9 and the second transverse force 13 of the second helical compression spring 10 are generated in opposition to each other. Further, the first helical compression spring 9 is the same as the second helical compression spring 10 in terms of material properties and compression of the first helical compression spring 9 and the second helical compression spring 10, and therefore the absolute value of the first lateral force 12 is equal to the absolute value of the second lateral force 13. That is, since the first and second

lateral forces

12, 13 are opposite to each other, the

lateral forces

12, 13 counteract each other via the

intermediate elements

6, 7.

Fig. 3 is a top view of a first helical compression spring 9 and a second helical compression spring 10, for example according to fig. 1. The layout of the first helical compression spring 9 and the second helical compression spring 10 is similar to that shown in fig. 2. In this respect reference is made to the preceding description. The difference from the embodiment shown in fig. 2 is that in this embodiment, the winding direction 14 of the first helical compression spring 9 is opposite to the winding direction 15 of the second helical compression spring 10. Here, the winding direction 14 of the first helical compression spring 9 is oriented, for example, in a clockwise direction, and the winding direction 15 of the second helical compression spring 10 is oriented in a counterclockwise direction. Therefore, as in the embodiment shown in fig. 2, the first lateral force 12 of the first helical compression spring 9 is opposite to the second lateral force 13 of the second helical compression spring 10. In the case where the absolute values of the forces acting on the first helical compression spring 9 and the second helical compression spring 10 are the same, the first lateral force 12 and the second lateral force 13 cancel each other out.

Fig. 4 is a detail view of the spring assembly 18 at the (e.g. first) intermediate element 6, which comprises the inner spring 17, the outer spring 16 and the common spring shaft 42. As shown in fig. 1, the inner spring 17 and the outer spring 16 are designed, for example, as helical compression springs 9, 10. The inner spring 17 is designed here as a second helical compression spring 10 with a second spring end 47 and a second transverse force 13. The outer spring 16 is designed here as a first helical compression spring 9 with a first spring end 46 and a first transverse force 12. As shown, the common spring axis 42 of the inner spring 17 and the outer spring 16 extends vertically in the plane of the drawing. The inner spring 17 is generally softer depending on the size, so that the second transverse force 13 is smaller than the first transverse force 12 of the outer spring 16 (here indicated by arrows of different lengths). In this case, the second transverse force 13 of the second helical compression spring 10 (inner spring 17) is opposite the first transverse force 12 of the first helical compression spring 9 (outer spring 16), so that the sum of the

transverse forces

12, 13 fed by this spring group 18 into the (first) intermediate element 6 is reduced or a reduced difference is introduced.

Irrespective of the orientation of the

transverse forces

12, 13 of the spring packet 18, in the embodiment shown the outer spring 16 is centered by means of the pin 21 of the (first) intermediate element 6. The pin 21 absorbs at least a part of the guiding force of the outer spring 16 in that the pin 21 abuts against the inner side of the coils at the (first) spring end 46 of the outer spring 16. The inner spring 17 rests directly with its (second) spring end 47 on the pin 21 and is centered solely by the outer spring 16. In the embodiment shown, the pin 21 has an (optional) recess 22 with a stress-optimized shape. In this embodiment, the pin 21 is (optionally) integrally formed with the (first) intermediate element 6.

Fig. 5 is a front schematic view of the torsional vibration damper 1 including the rotary shaft 2. As shown, the axis of rotation 2 is perpendicular to the plane of view. A radially outer ring disk, for example the input side 4, is provided here. In the case of a common rotational shaft 2, a further (here double-trapezoidal) disk element, for example the output side 5, is provided in the center. Alternatively, the output side 5 is a ring disk and the input side 4 is a disk element. The foregoing aspects are described below, wherein the concepts are interchangeable. Two

intermediate elements

6, 7 are provided in an intermediate connection between the input side 4 and the output side 5, wherein a first helical compression spring 9, as shown, for example, in fig. 1, and a second helical compression spring 10, as shown, for example, in fig. 1, are arranged between the first intermediate element 6 and the second intermediate element 7, wherein in the position shown, the first helical compression spring 9 and the second helical compression spring 10 hold the first intermediate element 6 and the second intermediate element 7 in a resting position in a manner acting against one another. The first intermediate element 6 and the second intermediate element 7 are each connected in a torque-transmitting manner by means of a plurality of rolling bodies 11 (here two rolling bodies 11 for the input side 4 and one rolling body 11 for the output side 5), of which one rolling body 11 located on the second intermediate element 7 is designated by a reference numeral as a representative.

All the latter tracks (input track 50,

intermediate tracks

51, 52, output track 53) are correspondingly indicated with only one reference numeral for the sake of representation. The rolling bodies 11 are (optionally) prestressed (by means of the first helical compression spring 9 and the second helical compression spring 10) against the corresponding input-side intermediate rail 51 and output-side intermediate rail 52 and input rail 50 and output rail 53 (by means of the first spring force 54 and the second spring force 55) so that only a rolling movement is possible, which results in a force transmission to the first helical compression spring 9 and to the second helical compression spring 10 and in a torque transmission to the input side 4 or the output side 5. In the present embodiment of the torsional vibration damper 1, the first helical compression spring 9 and the second helical compression spring 10 are not arranged in the torque flow between the input side 4 and the output side 5, but rather only the first intermediate element 6 and the second intermediate element 7 are pretensioned against one another, so that a (as high as possible) stiffness of the torque transmission between the input side 4 and the output side 5 is achieved. With a uniform applied torque, the first intermediate element 6 and the second intermediate element 7 remain in the relative positions shown relative to the input side 4 and the output side 5. In the event of torque fluctuations, i.e. torsional vibrations, a certain torque difference occurs on the input side 4 and the output side 5, so that the rolling bodies 11 are forced to move on the

tracks

50, 51, 52, 53, and the first intermediate element 6 and the second intermediate element 7 are moved against the pretensioning force by means of the first helical compression spring 9 and the second helical compression spring 10. The first helical compression spring 9 and the second helical compression spring 10 resist this movement with a smaller stiffness, based on the transmission of the

tracks

50, 51, 52, 53; since the relative torsion angle stroke between the input side 4 and the output side 5 is converted into a (significantly) smaller spring stroke for the first helical compression spring 9 and the second helical compression spring 10.

In the present embodiment, the first helical compression spring 9 and the second helical compression spring 10 according to fig. 2 or 3 are configured about their spring axes 42 such that the respective first transverse force 12 and the respective second transverse force 13 are transverse to the rotation axis 2 and (optionally) cancel each other out such that the sum of the first transverse force 12 and the second transverse force 13 is reduced, preferably cancelled out. In this way, the force component in the axial direction is minimized, preferably eliminated.

Fig. 6 is a front view of another embodiment of the torsional vibration damper 1 similar to fig. 5. The operating principle of the torsional vibration damper 1 is described above. Here, the difference from the embodiment shown in fig. 5 is that the first helical compression spring 9 and the second helical compression spring 10 (on the left and right sides of the torsional vibration damper 1 as shown in the drawing) are arranged in such a manner as to constitute one spring pair, respectively. The first helical compression spring 9 and the second helical compression spring 10 are oriented transversely to the axis of rotation 2, for example with the embodiment according to fig. 1 and as shown in fig. 2 or 3 by means of their

transverse forces

12, 13. In the embodiment shown here, the

transverse forces

12, 13 of the respective spring pairs decrease with respect to one another or cancel one another out with the same absolute force value.

Fig. 7 is a front view of the torsional vibration damper 1 employing another embodiment. The operating principle of the torsional vibration damper 1 is described above. In the embodiment shown, the torsional vibration damper 1 is provided with three

intermediate elements

6, 7, 8 and the disk elements are embodied as three-pronged stars. Similarly to the other embodiments, the

intermediate elements

6, 7, 8 are mounted so as to be movable by means of (optionally only) one rolling element 11 for the input side 4 and (optionally only) one rolling element 11 for the output side 5. For this purpose, the embodiment shown in fig. 1 is used for example for the first helical compression spring 9 and the second helical compression spring 10. The difference from the previous embodiment is that the

intermediate elements

6, 7, 8 are supported in a circle on each other and are prestressed against each other. The

intermediate elements

6, 7, 8 are not (optionally) guided by force because of the use of only one rolling element 11 each, but rather are guided by means of helical compression springs 9, 10. In the presence of torque fluctuations, the

intermediate elements

6, 7, 8 tilt relative to the helical compression springs 9, 10. The first intermediate element 6 is described here as a representative in connection with helical compression springs 9, 10. This applies analogously to the other two

intermediate elements

7, 8.

The first helical compression spring 9 and the second helical compression spring 10 act together with their respective first spring end 46 and their respective second spring end 47 as a spring pair as shown in fig. 6 on one end of the first intermediate element 6 (for example the end on the side of the third intermediate element 8) and also on the other end of the first intermediate element 6 (for example the end on the side of the second intermediate element 7). In the present embodiment, the first transverse force 12 of all the helical compression springs 9, 10 is transverse to the rotation axis 2. In addition (optionally) in each spring pair the respective

transverse force

12, 13 is counteracted or at least reduced (see description for fig. 6).

Fig. 8 is a front view of another embodiment of the torsional vibration damper 1 similar to fig. 7. The operating principle of the torsional vibration damper 1 is described above. Only the intermediate element 6 will be described here as representative.

The difference to the embodiment shown in fig. 7 is that no spring pair is formed, but only one

helical compression spring

9, 10 or spring pack 18 is arranged on one end of the (first) intermediate element 6. The remaining difference in the

transverse forces

12, 13 of the helical compression springs 9, 10 or the transverse force of the spring stack 18 (see fig. 4) is here co-directional, i.e. (optionally) in the clockwise direction. This results in a tilting of the

intermediate elements

6, 7, 8, but in the same direction, when the helical compression springs 9, 10 are actuated (compressed).

Optionally and independently of the orientation of the

transverse forces

12, 13 of the helical compression springs 9, 10, the first helical compression spring 9 is accommodated with its (first) spring end 46 in the (first) dish 19. This also applies to the second helical compression spring 10, whose (second) spring end 47 is accommodated in the (second) dish 20. The

disks

19, 20 have a certain face which ensures a flat abutment of the respective spring ends 46, 47 attached thereto. In this way, embodiments are used in which the intermediate element is (for example) so long in the axial direction: so that the spring ends 46, 47 must be supported with a coil clearance in order to provide a high degree of freedom with regard to the orientation of the spring ends 46, 47 in the case of the desired orientation condition of the

transverse forces

12, 13.

Fig. 9 is a schematic cross-sectional view only of the torque limiter unit 24 with the limiting disc 23. As shown, the rotating shaft 2 extends horizontally, wherein the part of the torque limiter unit 24 containing the limiting disc 23 is shown, which here is located above the rotating shaft 2 as shown. On the input side 4, here radially outside, a torque is introduced into the limiter unit 39, preferably into the limiting disk 23. To this end, the limiting disk 23 has a friction disk 25 which contains friction linings 56 arranged on the left and right as shown. The friction linings 56 serve to transmit a predetermined maximum torque between two friction plates, in the present embodiment between an axially movable pressure plate 57 and an axially fixed counterplate 58, in a friction-fitting manner, wherein for this purpose a separate pretensioning member 40, in this case a disk spring, for example, is provided. For this purpose, the pretensioning member 40 is supported against the input side 4, and the pressing plate 57 is supported by means of the pressing force 41.

In the present embodiment, a torsional vibration damper 1, for example according to the embodiment in fig. 5 to 8, is provided radially inwardly on the limiter unit 39. On the output side 5, in this case the shaft joint 26, the torque is again output radially inward via the torsional vibration damper 1.

Fig. 10 is a schematic top view of a drive train 3 in a motor vehicle 38 comprising a flywheel 27 and a hybrid module 31, wherein in a transverse-front arrangement, along the axis of rotation 2, transversely to the longitudinal axis 59 and in front of a cab 60 of the motor vehicle 38, a first drive machine 30, such as an internal combustion engine, is arranged, which comprises its first machine shaft body 29 (burner shaft body) and a second drive machine 32, such as an electric motor, is arranged, which comprises a second machine shaft body 34 (rotor shaft body). This variant is referred to as a hybrid drive, in which the electric motor 32 is arranged coaxially with the separating clutch 33 and is preferably designed as a so-called hybrid module 31. The separating clutch 33 comprises, for example, a torsional vibration damper 1 and a limiter unit (not shown here) integrated in the clutch plates, wherein the torsional vibration damper 1 and the limiter unit 39 also function together as a torque limiter unit 24 as shown in fig. 9. The clutch housing at the same time forms a housing for the electric motor 32. A flywheel 27 is provided between the drive machines 30, 32 in a vibration-damped and torque-transmitting manner, wherein in a preferred embodiment the vibration damping takes place by means of a torsional vibration damper 1 as described in any of the embodiments described herein (see fig. 5 to 8). In this case, the input side 4 is comprised by or connected to a flywheel mass 28. As shown in the above figures, the damper elements are in this case, for example, the at least one

intermediate element

6, 7 and the at least one energy storage element, for example, a

helical compression spring

9, 10. The drive train 3 is adapted to drive left and right propulsion wheels 36, 37 (here optionally of a front axle of a motor vehicle 38) by means of a torque output of at least one of the drive machines 30, 32, thereby propelling the motor vehicle 38. The torque transmission from the internal combustion engine 30 and from the electric motor 32 can be interrupted by means of the separating clutch 33. The rotor shaft 34 is permanently connected (or separately by means of a further torque clutch not shown) to a transmission 35, which is embodied, for example, as a continuously variable transmission.

By means of the torsional vibration damper proposed here, a minimization of the axial forces caused by vibrations, which cause wear, is achieved.

List of reference numerals

1 torsional vibration damper

2 rotating shaft

3 drive train

4 input side

5 output side

6 first intermediate element

7 second intermediate element

8 third intermediate element

9 first helical compression spring

10 second helical compression spring

11 rolling element

12 first transverse force

13 second transverse force

14 first winding direction

15 second winding direction

16 outer spring

17 inner spring

18 spring group

19 first dish

20 second dish

21 pin

22 recess

23 limiting disc

24 torque limiter unit

25 friction disk

26 shaft body joint

27 flywheel

28 flywheel mass body

29 burner shaft

30 internal combustion engine

31 mixing module

32 electric motor

33 disconnect clutch

34 rotor shaft body

35 speed variator

36 left propelling wheel

37 right propelling wheel

38 motor vehicle

39 limiter unit

40 pretensioning component

41 pressing force

42 spring shaft

43 Right angle

44 angular bisector

45 wrap angle

46 first spring end

47 second spring end

48 first end

49 second terminal

50 input track

51 input side intermediate rail

52 output side intermediate rail

53 output track

54 first elastic force

55 second elastic force

56 Friction lining

57 pressing plate

58 paired board

59 longitudinal axis

60 driver's cabin

Claims

1. A torsional vibration damper (1) for a drive train (3) having a rotary shaft (2), having at least the following components:

-an input side (4) for receiving torque;

-an output side (5) for outputting a torque;

-at least two intermediate elements (6, 7, 8) related to torque transmission between the input side (4) and the output side (5);

-at least one helical compression spring (9, 10) which is arranged between the intermediate elements (6, 7, 8) and by means of which the intermediate elements (6, 7, 8) are supported in a vibratable manner relative to the input side (4) and relative to the output side (5); and

at least two rolling bodies (11) by means of which the intermediate element (6, 7, 8) is supported on the input side (4) and/or the output side (5) in an oscillating and low-friction manner,

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

the transverse forces (12, 13) generated by the winding during the compression of the helical compression springs (9, 10) are in a plane that is unwound by the intermediate element and are perpendicular to the axis of rotation (2).

2. The torsional vibration damper (1) as claimed in claim 1,

a first helical compression spring (9) and a second helical compression spring (10) are arranged on one of the intermediate elements (6, 7, 8), wherein a first transverse force (12) of the first helical compression spring (9) resulting from the winding is opposite a second transverse force (13) of the second helical compression spring (10) resulting from the winding.

3. The torsional vibration damper (1) as claimed in claim 1,

a first helical compression spring (9) and a second helical compression spring (10) are arranged on one of the intermediate elements (6, 7, 8), wherein a first transverse force (12) of the first helical compression spring (9) resulting from the winding is in the same direction as a second transverse force (13) of the second helical compression spring (10) resulting from the winding.

4. The torsional vibration damper (1) as claimed in claim 2 or 3,

the winding directions (14, 15) of the two helical compression springs (9, 10) are identical and the two helical compression springs (9, 10) are arranged in a manner twisted by 180 DEG relative to each other.

5. The torsional vibration damper (1) as claimed in claim 2 or 3,

the winding directions (14, 15) of the two helical compression springs (9, 10) are opposite and the two helical compression springs (9, 10) are arranged in a manner twisted by 0 DEG relative to each other.

6. The torsional vibration damper (1) as claimed in claim 1,

at least one of the helical compression springs (9, 10) is designed as an outer spring (16) or as an inner spring (17) of a spring stack (18).

7. Torsional vibration damper (1) according to claim 6, characterized in that the transverse forces (12, 13) of the inner spring (17) and the outer spring (16) due to the winding are opposite to each other.

8. The torsional vibration damper (1) as claimed in any of claims 1, 2, 3, 6, 7,

at least one of the intermediate elements (6, 7, 8) has at least one dish (19, 20), and the at least one helical compression spring (9, 10) is provided in the dish (19, 20).

9. The torsional vibration damper (1) as claimed in any of claims 1, 2, 3, 6, 7,

at least one of the intermediate elements (6, 7, 8) has at least one pin (21), and the at least one helical compression spring (9, 10) is centered by the pin (21).

10. The torsional vibration damper (1) as claimed in claim 9, characterized in that the pin (21) has a central recess (22).

11. A limiting disk (23) with a rotating shaft (2) for a torque limiter unit (24), having at least the following components:

-a friction disc (25) for transmitting torque in a friction fit;

-a shaft joint (26) for transmitting torque; and

-the torsional vibration damper as defined in any of claims 1 to 10,

wherein the friction disk (25) and the shaft connection (26) are connected to each other by means of the torsional vibration damper (1) in a manner that transmits torque in a frequency-modulated manner.

12. A flywheel (27) with a rotating shaft (2) for a drive train (3) has

Flywheel mass (28) and torsional vibration damper (1) according to any of claims 1 to 10,

wherein the flywheel mass (28) is connected to the input side (4) of the torsional vibration damper (1) in a torque-transmitting manner and the flywheel mass (28) is adapted to be connected to a burner shaft body (29) of an internal combustion engine (30).

13. Hybrid module (31) for a drive train (3), having at least the following components:

-an electric motor (32);

-a disconnect clutch (33); and

-a torsional vibration damper (1) according to any of claims 1 to 10,

the electric motor (32) is connected to the internal combustion engine (30) in a manner that enables the torque to be transmitted in a frequency-modulated manner by means of the torsional vibration damper (1) and in a detachable manner by means of the separating clutch (33).