CN217736155U - Torsional vibration damper for a drive train of a motor vehicle - Google Patents
Torsional vibration damper for a drive train of a motor vehicle Download PDFInfo
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- CN217736155U CN217736155U CN202090000862.3U CN202090000862U CN217736155U CN 217736155 U CN217736155 U CN 217736155U CN 202090000862 U CN202090000862 U CN 202090000862U CN 217736155 U CN217736155 U CN 217736155U
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- 238000002955 isolation Methods 0.000 claims description 27
- 230000008878 coupling Effects 0.000 abstract description 4
- 238000010168 coupling process Methods 0.000 abstract description 4
- 238000005859 coupling reaction Methods 0.000 abstract description 4
- 230000005540 biological transmission Effects 0.000 description 33
- 230000006870 function Effects 0.000 description 28
- 230000006835 compression Effects 0.000 description 25
- 238000007906 compression Methods 0.000 description 25
- 125000006850 spacer group Chemical group 0.000 description 10
- 238000002485 combustion reaction Methods 0.000 description 8
- 239000000725 suspension Substances 0.000 description 8
- 238000009434 installation Methods 0.000 description 6
- 238000013016 damping Methods 0.000 description 5
- 230000007704 transition Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 238000003780 insertion Methods 0.000 description 3
- 230000037431 insertion Effects 0.000 description 3
- 210000002105 tongue Anatomy 0.000 description 3
- 239000006096 absorbing agent Substances 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000002860 competitive effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 230000009993 protective function Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
- F16F15/123—Wound springs
- F16F15/12353—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations
- F16F15/1236—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations resulting in a staged spring characteristic, e.g. with multiple intermediate plates
- F16F15/12366—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations resulting in a staged spring characteristic, e.g. with multiple intermediate plates acting on multiple sets of springs
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- Engineering & Computer Science (AREA)
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- Mechanical Operated Clutches (AREA)
Abstract
The utility model relates to a torsional damper (1) for motor vehicle's power assembly has input member (2), for input member (2) rotatable in restricted angle range first hub flange (3), be used for transmitting spring assembly (4) of moment of torsion in torsional damper (1), second hub flange (5) of being connected with first hub flange (3) with the mode of torque coupling and output member (6) of being connected with second hub flange (5) with the mode of torque coupling, wherein torsional damper (1) has multistage main damper characteristic curve.
Description
Technical Field
The utility model relates to a torsional vibration damper for motor vehicle's power assembly has the input member, for input member rotatable first hub flange in limited angular range, be used for transmitting the spring assembly of moment of torsion in torsional vibration damper, with the first hub flange with the second hub flange that the mode of torque coupling and vibration attenuation is connected and with the output member that the second hub flange is connected with the mode of torque coupling.
Background
Torsional vibration dampers are often used in drive trains, in particular of motor vehicles, in order to avoid or at least reduce interfering vibrations which can negatively affect ride comfort, noise levels and/or component service life. The damper function is adapted to the respective application and is used primarily for vibration isolation. In addition to the simple function for vibration isolation, it may also be necessary, however, for the torsional vibration damper to assume a stop function. The stop function is only required in certain overload situations, for example in the event of a crash, so that it is less necessary than the vibration isolation function during the service life of the motor vehicle. The requirements for guiding the stop element within the torsional vibration damper are thus different from the requirements relating to vibration isolation.
The damper function is provided in the form of a torsional characteristic curve which must be extended by a stop step in order to realize the stop function.
Spring-guided torsional vibration dampers with low wear are already known from the prior art. For example, WO 2008/019641 A1 discloses a torsional vibration damper having two lateral parts which are connected to one another in a rotationally fixed manner and between which two intermediate parts are arranged which are rotatable in a limited manner relative to the lateral parts against the spring action of spring means which are arranged within windows which are left free not only in the lateral parts but also in the intermediate parts, wherein the windows in the intermediate parts have one guide projection on one side and one recess on the other side in the circumferential direction, the guide projections of the respective other intermediate part being arranged in said recesses.
However, the prior art always has the disadvantage that it has hitherto not been possible to provide a vibration damper which has good wear characteristics and at the same time performs a protective function for overload situations.
SUMMERY OF THE UTILITY MODEL
It is therefore an object of the present invention to avoid or at least reduce the disadvantages of the prior art. In particular, a vibration damper should be provided which not only enables a low-wear spring guide, is axially narrow in design, but also enables a stop function. In particular in hybrid vehicles, on the one hand a good vibration isolation function combined with a high wear resistance of the torsional vibration damper element over the service life of the vehicle and on the other hand a high robustness against overload situations are required. Due to the increasing competitive and cost pressures and due to the reduced available installation space for the torsional vibration damper, the torsional vibration damper should be constructed as compactly as possible and from as few components as possible.
The object is achieved according to the invention by a torsional vibration damper according to the following embodiments. According to the invention, the double-flange damper is thus designed in multiple stages, which has hitherto only been possible with single-flange dampers and triple-flange dampers.
This has the advantage that a first torsional vibration damper stage for the damping function, which is usually used during the service life, and a second torsional vibration damper stage for the stop function, which is used only in the event of an overload, are therefore simply implemented in the double-flange damper.
The input member may be formed by a transmission disc which is preferably connected with the counter-pressure disc via spacer elements, in particular a plurality of spacer pins and/or a plurality of spacer plates. Thus, torque transmission can take place via the spacer element.
Advantageous embodiments are claimed in the dependent claims and are set forth in detail below.
In a preferred embodiment, the spring device can be formed by an isolation spring element and a stop spring element. Thus, the vibration isolation function, which is often required in vehicle operation, is provided via the first primary damper stage and the stop function, which is less required in vehicle operation, is provided via the second primary damper stage.
In a development of this embodiment, the isolation spring element and the stop spring element can be arranged to act in parallel with one another. This means that the vibration damping stage and the stop stage act simultaneously until the stop torque is reached.
The isolation spring elements and/or the stop spring elements can be formed by a plurality of individual springs, preferably arranged distributed over the circumference, or a compression spring group, for example with an inner spring and an outer spring.
In a preferred development, the isolation spring element can have a low-wear spring guide and the stop spring element can have a conventional spring guide. The advantage of the stop stage being designed as a conventional spring guide is that the third hub flange (as in the case of a series connection of spring elements) can be dispensed with, so that the torsional vibration damper is of axially narrow design. In the vibration isolation stage, a low-wear spring guide is used, wherein the wear and the external friction are reduced, so that a longer operating time of the system and a stable function over the entire service life can be ensured.
A low-wear spring guidance is understood to mean that the spring element is guided only in the hub flange. In other words, the isolation spring elements connect the first hub flange and the second hub flange in a torque-transmitting manner and no contact change of the spring elements in the spring windows occurs when the direction of operation changes, i.e. from traction to propulsion or from propulsion to traction. Wear is reduced just by avoiding a change of abutment. In other words, the vibration-isolating spring element is not in contact with the window limbs of the input member, i.e. of the transmission disc and counter-pressure disc, so that external friction, which has little disturbing effect, occurs at the contact points of the spring element.
Conventional spring guidance is understood to mean the guidance of the spring element by the combination of the hub flange and the input member, i.e. the transmission disc and/or the counter pressure disc. That is to say, the stop spring element connects the input element to the two hub flanges in a torque-transmitting manner. In the case of conventional spring guidance by means of the hub flange, during a change in the direction of travel, contact changes occur in the spring windows, so that wear and disruptive external friction occur at the radially arranged window wings of the input member and at the window upper edge of the hub flange. According to the invention, the stop spring element is conventionally guided by means of two hub flanges.
In particular, it is preferred that the stop spring element connects the input member in a torque-transmitting manner in the traction direction to the first hub flange and in the propulsion direction to the second hub flange.
In an advantageous embodiment, the primary damper characteristic can be formed in two stages on the traction side and/or on the propulsion side. The primary absorber characteristic can be designed symmetrically or asymmetrically. In the case of a symmetrical design of the primary damper characteristic curve, the angles of rotation of the first and second stages are equally large in propulsion and in traction. Preferably, the two hubs are then of identical design and are inserted in opposite directions with respect to their structural elements for the torsional vibration damper function. In the case of an asymmetrical design of the primary absorber characteristic curve, the angles of rotation of the first and/or second stage differ. The hub flange is then configured differently with respect to its structural elements, i.e. with respect to the internal toothing and/or the free angle. There may also be a combination of a two-step profile in traction and a single-step profile in propulsion or a combination of a two-step profile in propulsion and a single-step profile in traction. The hub flange is then designed differently with respect to its structural elements, i.e. with respect to the internal toothing and/or the free angle. This is particularly suitable if the internal combustion engine is started not via the starter, but via an electric drive which is connected upstream of the torsional vibration damper, so that a high impact torque can occur which damages the torsional vibration damper if it does not have a stop function.
The free angle of the trailing side or of the leading side is determined via the engagement between the hub and the two hub flanges and serves as a mounting gap for the hub and the hub flanges. The free angle is between 0.1 ° and 0.5 °.
It is furthermore advantageous if the first hub flange and/or the second hub flange each have a first spring window for the springs of the vibration-isolating spring element and a second spring window for the springs of the retaining spring element, wherein the second spring window for the springs of the retaining spring element opens out radially to the outside of the respective hub flange. The torsional vibration damper can thus also be advantageously installed in a radially narrow installation space. Alternatively, the second spring window can be closed toward the radial outside.
It is also advantageous if the input member has an axial insertion, against which the stop spring element bears. Thereby, the placement and support of the compression spring is improved.
It is also preferred that the second spring window for the spring of the stop spring element has a recess extending in the circumferential direction, into which the axial insertion of the input member engages axially. In this way, free spaces for the transmission disk and the counter disk can be formed, so that the damper components can be arranged as space-saving as possible and can be axially nested into one another. Therefore, a stopper compression spring having a small diameter can be used. The width of the torsional vibration damper can thus be fully utilized between the transmission disk and the counterpressure disk without an axial increase in the installation space.
If the torsional vibration damper has a friction device, a defined friction torque can be set. Preferably, the friction device has an intermediate friction ring arranged between the two hub flanges. It is also advantageous if the friction device has a friction sleeve via which the input member is supported on the hub. The axial functional surfaces of the transmission disk, the counter pressure disk and the two hub flanges serve as contact surfaces for the friction function of the friction device. The friction ring, which is axially tensioned by the disk spring, can preferably be suspended in the disk spring in a rotationally fixed manner, for example with a mounting play.
In a preferred embodiment, the input member of the torsional vibration damper can be connected to the flywheel (fixed to the crankshaft) indirectly via a slip clutch unit or via a friction clutch or directly to the flywheel for torque introduction.
In a further preferred embodiment, the torsional vibration damper can have a pre-damper which is preferably connected in series upstream of the main damper, i.e. the decoupling spring element and the stop spring element.
In other words, the present invention relates to a torsional vibration damper designed as a double-flange damper, which receives a torque from the flywheel of an internal combustion engine via an input element, transmits said torque through a damper component, in which the vibrations are reduced and damped, and transmits it further to a transmission input shaft via an output component, such as a hub.
Drawings
The utility model is explained with the help of the attached drawings. The figures show:
figures 1 to 8 show different views of a torsional vibration damper according to the invention of a first embodiment,
figure 9 shows the main damper characteristic curve of a torsional vibration damper according to the invention,
figures 10 to 14 show different views of the torsional vibration damper of the first embodiment,
figures 15 and 16 show different views of a second embodiment torsional vibration damper,
fig. 17 and 18 show different views of a torsional vibration damper according to a third embodiment.
The drawings are merely schematic and are only used for understanding the present invention. Like elements are provided with like reference numerals. The features of the various embodiments may be interchanged with one another.
Detailed Description
Fig. 1 shows a plan view of a torsional vibration damper 1 according to the invention of a drive train for a motor vehicle in a first embodiment. Fig. 2 to 7 show different longitudinal sections of the torsional vibration damper 1 according to the first exemplary embodiment.
The torsional vibration damper 1 has a transmission disk 2 which serves as an input element for introducing torque. The transmission disk 2 is present on the rear side in the view used in fig. 1. The torsional vibration damper 1 has a first hub flange 3 which is rotatable in a limited angular range relative to the input member. The torsional vibration damper 1 has a spring device 4 for torque transmission. The first hub flange 3 is connected to the second hub flange 5 in a torque-coupled manner. The second hub flange 5 is connected in a torque-transmitting manner to a hub 6 serving as an output member for outputting torque. The spring means 4 serve to transmit torque between the transmission disc 2 and one of the hub flanges 3, 5 and/or between the two hub flanges 3, 5. According to the invention, the torsional vibration damper 1 has a multistage main damper characteristic which is described later with reference to fig. 9. The torque flow is described with respect to the traction direction for reasons of simplicity.
The spring device 4 is formed by an isolation spring element 7 and a stop spring element 8. The vibration damping spring elements 7 are formed by a plurality of, in the embodiment shown, four compression spring groups distributed over the circumference of the torsional vibration damper 1. The compression spring set has an inner spring and an outer spring. The stop spring elements 8 are formed by a plurality of, in the embodiment shown, two, compression spring groups arranged distributed over the circumference of the torsional vibration damper 1, which compression spring groups are arranged opposite one another in this case. In the figures, the stop spring element 8 is always shown as a single spring and not as a compression spring set as described for the exemplary embodiments. It should be emphasized, however, that both are also possible in combination. The compression spring set has an inner spring and an outer spring. The compression spring set of the isolation spring element 7 has a larger diameter than the compression spring set of the stop spring element 8. The compression spring set of the isolation spring element 7 is arranged radially further inward than the compression spring set of the stop spring element 8.
The transmission disk 2 is connected in a rotationally fixed manner to the counter-pressure disk 9. The transmission disk 2 is connected to the counter-pressure disk 9 via a plurality of, in the embodiment shown, two spacer pins 10 arranged distributed over the circumference. The spacer pins 10 serve to transmit torque from the transmission disk 2 and the counter-pressure disk 9 to the first hub flange 3 in traction mode (or to the second hub flange 5 in overrun mode). The transmission disk 2 is also connected to the counter-pressure disk 9 via a plurality of spacers 11 arranged distributed over the circumference. The hub 6 has an intermediate toothing 12, via which the torque of the second hub flange 5 can be introduced.
The torsional vibration damper 1 has a friction device, by means of which a defined friction torque is applied. The friction device is shown in particular in the enlarged views of fig. 2 and 5. The friction device has a friction sleeve 13. The hub 6 is supported via a friction sleeve 13 at the radially inner side of the transmission disk 2 in a circumferentially rotatable and axially displaceable manner. By means of the friction sleeve, the hub 6 is aligned in a centered manner with respect to the transmission disk 2 and the entire torsional vibration damper 1. The friction sleeve 13 forms a first friction location at the first hub flange 3. The friction device furthermore has an intermediate friction ring 14. An intermediate friction ring 14 is arranged between the first hub flange 3 and the second hub flange 5. The intermediate friction ring 14 forms a second friction location. Depending on the current coefficient of friction, the friction points occur at the first hub flange 3 or at the second hub flange 5. The intermediate friction ring 14 can also be connected in a rotationally fixed manner to the first hub flange 3 or to the second hub flange 5, for example via a projection for suspension, in order to form a targeted friction point at the second hub flange 5 or at the first hub flange 3. The friction device has a friction ring 15. The friction ring 15 bears against the counter plate 9 and forms a third friction point. The friction ring 15 is loaded with an axial force by a belleville spring 16. A disk spring 16 is arranged in the axial direction between the second hub flange 5 and the friction ring 15. The friction ring 15 is positioned via a suspension 17 engaging in the free space between the tongues of the disk spring 16 and is connected in a rotationally fixed manner to the disk spring 16 by means of a suspension play required for the installation. A flange 18 is formed on the radial inner side of the friction ring 15, which serves as an axial stop for the hub 6. The flange 18 can be formed continuously around or interrupted in the circumferential direction.
Fig. 4 shows a longitudinal section through the stop spring element 8. The transmission disc 2 and the counter-pressure disc 9 each form a window wing 19. At the window wing 19, the compression spring set of the stop spring element 8 is held in position radially and axially. The compression spring set of the stop spring element 8 is therefore conventionally guided.
The friction device is shown enlarged in fig. 5. As described above, the friction device has the friction sleeve 13, the intermediate friction ring 14, the friction ring 15, and the belleville spring 16. The disk spring 16 engages with its disk spring tongues 20 in an opening 21 of the second hub flange 5. The disk spring 16 is thereby connected in a rotationally fixed manner to the second hub flange 5 by means of the suspension play required for the installation.
The torsional vibration damper 1 of the first embodiment (see in particular fig. 3, 4, 6 and 7) has a slip clutch unit 22. Torque is introduced into the transmission disc 2 via the sliding plate 23 of the sliding clutch unit 22. The slide plate 23 is connected to a flywheel 24 for introducing torque. The slide plate 23 is connected to the flywheel 24 via a screw connection or a rivet connection, for example. For this purpose, the sliding plate 23 has a plurality of openings 25 which are distributed over the circumference. The slip-clutch unit 22 has friction linings 26 which are tensioned in the axial direction between the transmission disk 2 and a support plate 27. The spring, here a disk spring 28, serves to exert a tensioning force on the friction lining 26 in the axial direction. The slip clutch unit 22 is arranged radially outside the spring element 4.
The support region of the stop spring element 8 is shown in the longitudinal section in fig. 6. The compression spring set of the stop spring element 8 is supported in the circumferential direction at the transmission disk 2 and the counter-pressure disk 9. For this purpose, the transmission disk 2 and the counter-pressure disk 9 each have a lead-in region 29 which extends axially inward, i.e. in the direction of the compression spring set. As a result, the torsional vibration damper 1 can be configured to be axially narrow. The lead-in regions 29 of the drive disk 2 and counter-pressure disk 9 are arranged in the circumferential direction such that they nest with the recesses 30 in the first hub flange 3 and the second hub flange 5. The space 30 is described in detail with reference to fig. 12 and 13. Fig. 8 shows the window limb 19 in a perspective view in an enlarged manner, at which the compression spring set of the stop spring element 8 is positioned radially and axially. Also shown is a lead-in region 29, against which the compression spring set of the stop spring element 8 rests in the circumferential direction.
Fig. 9 shows the main damper characteristic of the torsional vibration damper 1, with the angle of rotation 31 plotted on the abscissa and the torque 32 plotted on the ordinate. The main damper characteristic is designed in multiple stages and has a vibration damping function stage 33 and a stop function stage 34. The primary damper characteristic is shown without regard to friction or pre-damper stages. First, the traction-side portion 35 of the primary damper characteristic curve is described. Free angle alpha formed by engagement between first or second hub flange 3, 5 and hub 6 0 Does not transmit torque in the region of (b). Free angle alpha 0 Can be increased when there is a meshing gap between the (inner) toothing of the hub 6 and the transmission input shaft. The vibration isolation function stage 33 extends over a first angular range α of the traction side 1 And extends up to the transition torque M üb And has a constant slope. The stop function stage 34 is connected to the vibration isolation function stage 33. The stop function stage 34 extends over a second angular range α of the traction side 2 And extends up to the transition torque M an And has a constant slope. Now, the portion 36 of the propulsion side of the primary damper characteristic is described. At a free angle alpha 0 In the range of' no torque is transmitted. The vibration isolation function stage 33 extends over a first angular range α of the propulsion side 1 ' and extends up to the transition moment M üb And has a constant slope. The stop function stage 34 is connected to the vibration isolation function stage 33. The stage 34 for the stop function extends over a second angular range α of the advancing side 2 ' and extends up to the transition torque M an And has a constant slope. First angle range alpha of traction side 1 And a propulsion-side first angular range alpha 1 ' may be the same size or different sizes. Second angle range alpha of traction side 2 And a propulsion-side first angular range alpha 2 ' may be the same or different. Second angle range alpha of traction side 2 It may also be equal to zero, so that a two-step characteristic curve is formed only on the advancing side. Second angle range alpha of propulsion side 2 ' may also be equal to zero, so that a two-step characteristic curve is formed only on the trailing side.
Fig. 10 shows a plan view of the torsional vibration damper 1, wherein the transmission disk 2 is not shown. Fig. 11 shows a rear view of torsional vibration damper 1, with counter plate 9 not shown. Fig. 12 and 13 show different embodiments of the first hub flange 3 (or the second hub flange 5). The first hub flange 3 has a first spring window 37 for the compression spring set of the isolation spring elements 7 and a second spring window 38 for the compression spring set of the stop spring elements 8. The first hub flange 3 has an opening 39 in which the spacer pin 10 is accommodated. In addition, mounting holes 45 are provided for the orientation of the parts relative to one another. In the embodiment shown in fig. 12, the second spring window 38 for the stop spring element 8 is open on the radial outside. In the embodiment shown in fig. 13, the second spring window 38 for the stop spring element 8 is formed closed on the radial outside. At the radial inside, the first hub flange 3 has an intermediate toothing 40 for transmitting a torque to the hub 6. Furthermore, the first hub flange 3 has an opening 41 into which the disk spring 16 can engage for positioning purposes. In the region of the second spring windows 38, the first hub flange 3 has cutouts 30 which increase the second spring windows in the circumferential direction. The insertion region 29 of the transmission disk 2 (or of the counter-pressure disk 9) is arranged in a nested manner with the first hub flange 3 (or with the second hub flange 5) by means of the recess 30. The first hub flange 3 has suspension projections 42 formed on one side in the circumferential direction for the axial and radial positioning of the compression spring groups of the vibration-damping spring elements 7. The suspension projections 42 are arranged offset in the axial direction from the remaining hub flange 3.
Fig. 14 shows the rotational angle control of the intermediate teeth of the hub 6, of the first hub flange 3 and of the second hub flange 5. The sum of the traction-side pivot angle and the propulsion-side pivot angle is a common pivot angle within the damper and important for the function. If the hub flanges 3, 5 are rotated through the sum of the rotational angles, the intermediate teeth of the hub 6, of the first hub flange 3 and of the second hub flange 5 stop against one another, so that the compression spring set of the isolation spring elements 7 is protected against overloading. Until the damper end stop is reached, the compression spring set of the decoupling spring element 7 is actuated in parallel with the compression spring set of the stop spring element 7.
Fig. 15 and 16 show a second embodiment of the torsional vibration damper 1. Unlike the first embodiment, the torsional vibration damper 1 does not have a slip clutch unit. The torsional vibration damper 1 is arranged directly via the transmission disk 2 via one or preferably several screw openings 43 on the flywheel of the internal combustion engine. The screw openings 43 serve as passage openings for receiving in each case one screw for screwing on the flywheel. The screw opening 43 is arranged radially further outward than the spring device 4. The second embodiment is particularly advantageous when the powertrain does not have a direct mechanical connection between the internal combustion engine and the wheels. In particular in a purely series-operated hybrid vehicle, in which the internal combustion engine is used only for driving the generator, the second embodiment is suitable. The electric drive is then not connected to the internal combustion engine components, in which the torsional vibration damper 1 according to the invention is arranged, but rather mechanically connected to the vehicle wheels. Thus, the impact torque is not introduced via the drive train section in which the torsional vibration damper is arranged, so that no slip clutch unit is required.
Fig. 17 and 18 show a third embodiment of the torsional vibration damper 1. Unlike the first embodiment, the torsional vibration damper 1 does not have a sliding clutch unit, but rather a clutch 44 which operates in a friction-fit manner. The clutch 44 has friction linings, a spring section, rivets between the friction linings and the spring section, and rivets between the spring section and the transmission plate 2. The torque is transmitted from the flywheel and the pressure plate via the friction linings to the transmission disk 2 in a friction-fit manner. The clutch 44 is arranged radially further outwards than the spring means 4.
On the input side, the torsional vibration damper 1 is connected to a flywheel 24. Flywheel 24 is in turn connected to the crankshaft of the internal combustion engine. The hub 6 is connected to the transmission input shaft, for example, axially movably via a toothing. The transmission input shaft further conducts the torque to the transmission, from which it is distributed to the wheels of the motor vehicle via the half shafts. The torsional vibration damper 1 is therefore arranged in the installation space between the internal combustion engine and the transmission.
Description of the reference numerals
1 torsional damper 2 drive plate 3 first hub flange 4 spring means 5 second hub flange 6 hub 7 isolation spring elements 8 stop spring elements 9 reaction plate 10 spacer 11 spacer plate 12 middle teeth 13 friction sleeve 14 middle friction ring 15 friction ring 16 suspension 18 flange 19 wing 20 disc spring tongue 21 opening 22 slip clutch unit 23 fly plate 24 fly plate 25 opening 26 friction lining 27 support plate 28 disc spring 29 lead-in area 30 angle of rotation 32 torque 33 isolation stage 34 part 37 first spring window 38 second spring window 39 opening 40 middle teeth 41 opening 42 suspension protrusion 43 screw opening 44 clutch 45 mounting hole.
Claims (8)
1. A torsional vibration damper (1) for a drive train of a motor vehicle, characterized by an input member (2), a first hub flange (3) which is rotatable in a limited angular range relative to the input member (2), a spring device (4) for transmitting a torque in the torsional vibration damper (1), a second hub flange (5) which is connected to the first hub flange (3) in a torque-coupled manner, and an output member (6) which is connected to the second hub flange (5) in a torque-coupled manner, wherein the torsional vibration damper (1) has a multistage main damper characteristic, wherein the spring device (4) is formed by an isolation spring element (7) and a stop spring element (8), wherein the isolation spring element (7) has a low-wear spring guidance and the stop spring element (8) has a conventional spring guidance.
2. Torsional vibration damper (1) according to claim 1, characterized in that the isolation spring element (7) and the stop spring element (8) are arranged to act in parallel with each other.
3. The torsional vibration damper (1) according to claim 1 or 2, characterized in that the stop spring element (8) connects the input member (2) in a torque-transmitting manner in a traction direction with the first hub flange (3) and in a propulsion direction with the second hub flange (5).
4. Torsional vibration damper (1) according to claim 1 or 2, characterized in that the main damper characteristic is constructed in two stages on the traction side and/or on the propulsion side.
5. Torsional vibration damper (1) according to claim 1 or 2, characterized in that the first hub flange (3) and/or the second hub flange (5) each have a first spring window (37) for the springs of the isolation spring element (7) and a second spring window (38) for the springs of the stop spring element (8), wherein the second spring window (38) for the springs of the stop spring element (8) is open towards the radial outside of the respective first hub flange (3) and/or second hub flange (5).
6. The torsional vibration damper (1) according to claim 1 or 2, characterized in that the input member (2) has an axial lead-in (29) at which the stop spring element (8) bears.
7. Torsional vibration damper (1) according to claim 6, characterized in that the second spring window (38) for the spring of the stop spring element (8) has a recess (30) extending in the circumferential direction, into which the axial lead-in (29) of the input member (2) engages axially.
8. The torsional vibration damper (1) according to claim 1 or 2, characterized in that the input member (2) of the torsional vibration damper (1) is indirectly connected to the flywheel (24) or directly to the flywheel (24) via a slip clutch unit (22) or via a friction-fit clutch (44) for introducing torque.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102019125287.3 | 2019-09-19 | ||
| DE102019125287.3A DE102019125287A1 (en) | 2019-09-19 | 2019-09-19 | Torsional damper with multi-stage main damper characteristic |
| PCT/DE2020/100725 WO2021052529A1 (en) | 2019-09-19 | 2020-08-20 | Torsion damper having a multi-stage main damper characteristic curve |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217736155U true CN217736155U (en) | 2022-11-04 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202090000862.3U Active CN217736155U (en) | 2019-09-19 | 2020-08-20 | Torsional vibration damper for a drive train of a motor vehicle |
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| Country | Link |
|---|---|
| CN (1) | CN217736155U (en) |
| DE (1) | DE102019125287A1 (en) |
| WO (1) | WO2021052529A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004012086A1 (en) * | 2003-03-20 | 2004-09-30 | Zf Sachs Ag | Torsional oscillation damper used in vehicle clutch system includes supports for transmission components, acting in different axial directions |
| WO2008019641A1 (en) | 2006-08-12 | 2008-02-21 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Torsional vibration damper |
| DE102016203042A1 (en) * | 2016-02-26 | 2017-08-31 | Schaeffler Technologies AG & Co. KG | torsional vibration dampers |
| DE102016219773B4 (en) * | 2016-10-12 | 2018-09-20 | Schaeffler Technologies AG & Co. KG | Clutch disc, friction clutch device and drive train |
| DE102017106230A1 (en) * | 2017-03-23 | 2018-09-27 | Schaeffler Technologies AG & Co. KG | torsional vibration dampers |
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2019
- 2019-09-19 DE DE102019125287.3A patent/DE102019125287A1/en active Pending
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2020
- 2020-08-20 CN CN202090000862.3U patent/CN217736155U/en active Active
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| Publication number | Publication date |
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| WO2021052529A1 (en) | 2021-03-25 |
| DE102019125287A1 (en) | 2021-03-25 |
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