CN219282327U9

CN219282327U9 - Torsional vibration damper with rotation axis, related power assembly and motor vehicle

Info

Publication number: CN219282327U9
Application number: CN202190000384.0U
Authority: CN
Inventors: 马丁·黑斯勒; 让-弗朗索瓦·赫勒; 阿兰·鲁施; 洛朗·塞里奥特
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2020-05-06
Filing date: 2021-03-31
Publication date: 2023-08-25
Anticipated expiration: 2031-03-31
Also published as: CN219282327U; WO2021223796A1; DE102020117260A1

Abstract

The utility model relates to a torsional vibration damper with a rotation axis, a related power assembly and a motor vehicle. Torsional vibration damper (1) having an axis of rotation (2), having at least the following components: an input side (4) for transmitting torque; an output side (5) for transmitting torque; at least one intermediate element (6, 7), at least one energy storage element (8) and at least one rolling element (9), wherein the intermediate element (6, 7) is preloaded by means of the energy storage element (8) and is arranged between the output side (5) and the input side (4) in a low-friction, vibratable manner by means of the rolling element (9); and a torque limiting unit (10) by means of which the torque transmission between the input side (4) and the output side (5) is limited to a predetermined maximum torque. The torsional vibration damper (1) is characterized in particular in that the intermediate element (6, 7) is supported between the torque limiting unit (10) and the input side (4). The torsional vibration damper can be manufactured cost-effectively and has a sufficient service life for most applications.

Description

Torsional vibration damper with rotation axis, related power assembly and motor vehicle

Technical Field

The utility model relates to a torsional vibration damper for a power train having an axis of rotation, to a power train having such a torsional vibration damper, and to a motor vehicle having such a power train.

Background

It is often desirable to damp torque output from non-uniform torque sources, such as internal combustion engines in particular, for example, those having a small number of cylinders and/or a small displacement. Torsional vibration dampers are known in the motor vehicle field for this purpose in order to homogenize the torque transmission in an energy-efficient manner in order to reduce torque shocks (which occur periodically or generally repeatedly and have a smaller amplitude below a predetermined maximum torque) and/or noise emissions. Particularly effective torsional vibration dampers are referred to, for example, as pendulum-type dampers, wherein at least one intermediate element modulates the torque stiffness of the drive train on at least one rolling element in a manner that enables the drive train to vibrate at least one energy storage element. Such a pendulum arm shock absorber is known, for example, from DE 10 2015 211 899 A1. In this case, it is advantageous if a high stiffness can be set for the torque transmission and at the same time a very low stiffness can be set for the rotational uniformity. In this case, the stiffness is preferably not constant with respect to the amplitude of the torque impact by means of a cam mechanism. In all these requirements, a small installation space is always required and the costs remain moderate compared to previously known systems. Furthermore, torque limiting units are known, for example, from the motor vehicle sector in order to protect the drive machine from excessive torque shocks or too high a torque above a predetermined maximum torque. The demand increases with increasing electrification of the powertrain, whereby sensitivity to such torque is increased.

Disclosure of Invention

Based on this, the present utility model is based on the object of at least partially overcoming the disadvantages known from the prior art. The features according to the utility model are set forth in the independent claims, with advantageous embodiments thereof being specified in the dependent claims. The features of the claims can be combined in any technically meaningful way and method, wherein the features from the following description and from the drawings can also be taken into account, including additional embodiments of the utility model.

The utility model relates to a torsional vibration damper for a power assembly, comprising a rotational axis, at least the following components:

-an input side for transmitting torque;

-an output side for transmitting torque;

at least one intermediate element, at least one energy storage element and at least one rolling element, wherein the intermediate element is prestressed by means of the energy storage element and is arranged between the output side and the input side in a low-friction manner by means of the rolling element in a vibratable manner; and

a torque limiting unit, by means of which the torque transmission between the input side and the output side is limited to a predetermined maximum torque.

The torsional vibration damper is characterized in particular in that the intermediate element is supported between the torque limiting unit and the input side.

When axial direction, radial direction or circumferential direction and corresponding terms are used without explicit additional indication, reference is made hereinafter to the mentioned rotation axis. The ordinal words used in the above and in the following description are merely for explicit distinguishability and do not explain the order or sequence of the mentioned components unless explicitly indicated to the contrary. Ordinal words above than one do not necessarily require that another such component be present.

The torsional vibration damper comprises at least two functional units, namely a damping functional unit and a torque limiting functional unit. The torque limiting function unit is or is comprised by a torque limiting unit. The damping function unit comprises at least one intermediate element, at least one energy storage element and at least one rolling element, preferably two or more intermediate elements, energy storage elements and rolling elements.

The torsional vibration damper is described below with respect to the case in which a torque up to a predetermined maximum torque is applied, i.e. the torque on the output side is transmitted (almost) without loss from the torque limiting unit to the damping function unit. In a functional state with an overload torque above a predetermined maximum torque, the torque excess is dissipated, however the portion corresponding to the maximum torque continues to be transmitted, so that the damping function is used for this torque. In the torque flow, the side of the damping function unit facing the torque limiting unit is therefore referred to as the (partial) output side or the component facing this side is referred to as the output side. The damping function unit proposed here preferably has a small number of individual components and only a small number of rolling elements and complementary (transmission) tracks, which are referred to here as the intermediate element side in the intermediate element and as the input side or the output side in the input side. The input side is, for example, configured to receive torque, wherein it is not excluded here that the input side is also configured to output torque. For example, the input side forms a torque input in the main state, for example in the case of a so-called traction torque in the drive train of a motor vehicle, i.e. by a drive machine, for example an internal combustion engine and/or an electric drive machine, torque is output via a transmission to the propulsion wheels for propulsion of the motor vehicle. The output side is then correspondingly configured for outputting torque, wherein the output side is also preferably configured for receiving torque. The output side thus forms a torque input for a so-called propulsion torque in a secondary state, for example in applications in the drive train of a motor vehicle, i.e. an input torque when the inertial energy of the driving motor vehicle is braked by the engine or when energy is recovered (electrical energy is taken from the deceleration of the motor vehicle).

The input side and/or the at least one intermediate element are preferably formed in the shape of a disk or a disk segment, particularly preferably by means of stamping and/or sheet metal forming.

In order that the torque is not transmitted directly from the input side to the output side or vice versa, but is modulated, at least one intermediate element, preferably at least two intermediate elements, is provided. At least one intermediate element is arranged in the torque-transmitting connection between the input side and the output side. The at least one intermediate element is movable relative to the input side and relative to the output side in such a way that torsional vibrations can be induced into the intermediate element and thus into the at least one energy storage element having a predetermined (functionally effective) stiffness. In this way, the function of natural frequency, mass and stiffness of the system incorporating the torsional vibration damper is variable, preferably reducible.

The intermediate element is supported with respect to the respective further (force) side, i.e. the input side or output side, or on the other intermediate element by means of at least one energy storage element, for example a helical compression spring, for example a cylindrical spring with a straight spring axis, or a curved spring, or a gas pressure accumulator. The force side is formed by the input side or the output side in such a way that: forming a corresponding abutting surface. In an alternative embodiment, the intermediate element is supported both on the input side and on the output side by means of rolling elements and corresponding rails (rail side). Preferably, the two intermediate elements are then supported against each other by means of the opposing pairs of energy storage elements.

If, for example, torque is introduced from the track side, for example, the input side, the rolling bodies roll (upward) on the transmission track in a corresponding direction from the rest position on the ramp-like transmission track on account of the torque gradient present on the torsional vibration damper and on the complementary mating track. For illustration purposes only, work is represented here by scrolling up. Rather, due to the geometry, opposing forces of the at least one energy storage element are overcome. Scrolling down thus means outputting stored energy from at least one energy storage element in the form of force onto the associated intermediate element. The upward and downward direction thus do not necessarily correspond to the spatial direction, nor are they rotated together in a coordinate system.

In one embodiment with a rail side and a force side, at least one intermediate element is supported on at least one rail side by means of at least one rolling element, respectively, wherein the intermediate element has a drive rail for a respective one of the rolling elements and forms a complementary mating rail for the same rolling element on the rail side (input side and/or output side). Torque can be transferred via the mating track and the drive track. Likewise, torque is transmitted between the force side and the intermediate element via at least one energy storage element. By means of the torque-induced movement, the rolling bodies force the associated intermediate element in a relative movement with respect to at least one rail-side or force-side, and correspondingly tension at least one oppositely acting energy storage element. If a change in the applied torque and a resultant rotational speed difference between the rail side and the force side, such as, for example, in the case of torsional vibrations, then the inertia of the force side (here) counteracts the torque and the rolling bodies roll back and forth (in a predetermined manner) on the transmission rail and on the complementary mating rail around the position corresponding to the applied torque. The rolling bodies thereby resist the energy storage element which is acted upon as a function of the torque value, so that the natural frequency changes compared to the rest position or compared to the torque transmission without a torsional vibration damper (but with the same flywheel mass moving together).

In the embodiment with two track sides, i.e. with two (optionally paired) opposing rolling bodies, the torque transmission between the input side and the output side at the at least one intermediate element results in the at least one intermediate element being guided rigidly together relative thereto, the intermediate element itself or the other intermediate element outside the torque flow being braced in a pretensioned manner between the input side and the output side by means of the energy storage element. In the event of a torque difference, as in the case of a torsional vibration, for example, the two (paired) antagonistic rolling bodies move as already described above for the rail side, wherein the movement of the rolling bodies has to be carried out against at least one energy storage element. From which the described transmission relationship (cam gear) is derived.

It is to be noted that the at least one energy storage element is preferably furthermore configured for that the complementary rails (drive rail and mating rail) of the rail side should be preloaded against each other such that the at least one rolling element is held therein and the movement of the rolling element is a rolling movement, preferably without a superimposed sliding movement.

The force caused by the torque difference between the input side and the output side is absorbed by the at least one energy storage element and delayed, preferably (almost) non-dissipative, in the form of a shortening, for example compression, of the helical compression spring to the respective other side. The torque input, including the torsional vibrations, is thereby preferably transferred (almost) without loss over time to the respective other side. Furthermore, the natural frequency is not constant as set forth hereinabove, but is related to the applied torque due to the variable position of the intermediate element and the torque gradient.

In one embodiment, two or more intermediate elements are provided, which are preferably arranged rotationally symmetrically with respect to the axis of rotation, so that the torsional vibration damper is balanced by simple means. For a small number of parts and (transmission) rails, an embodiment with just two intermediate elements is advantageous.

Preferably, a respective pair of energy storage elements is provided for acting on the (single) intermediate element, which energy storage elements are preferably balanced with respect to one another according to the embodiment of the transmission rail and the complementary mating rail. In an alternative embodiment, at least one positive guide is provided, by means of which the at least one intermediate element is forced to move in a geometrically guided manner, for example in accordance with a rail or groove and a peripherally engaged journal or a rearwardly engaged tongue. Whereby the movement of the respective intermediate element is redefined (geometrically).

The torque limiting unit proposed here is furthermore configured to limit the torque transmission between the input side and the output side to a predetermined maximum torque. The torque limiting unit comprises functionally necessary components for transmitting a torque up to a predetermined maximum torque. The predetermined maximum torque is also generally referred to as slip torque. Preferably, the torque limiting unit is integrated (structurally identical) into the torsional vibration damper, wherein the components of the torque limiting unit are formed simultaneously by the components of the damping function unit.

Preferably, at least the torque limiting unit is completely preassembled and finished and can be introduced as a preassembled structural unit into an assembly line (for example conventional) without further adjustment (torque capacity). In a particularly preferred embodiment, the damping function unit of the torsional vibration damper can also be preassembled as a structural unit to modulate rotational irregularities, i.e. at least one intermediate element having at least one energy storage element and at least one rolling element. The torque limiting unit and the damping function unit of the torsional vibration damper can then be connected to one another in a torque-transmitting manner when the vehicle body is assembled with the chassis.

It is proposed here that the torque limiting unit is arranged on the output side, i.e. connected downstream of the intermediate element (and the at least one energy storage element and the at least one rolling element) in the torque flow from the input side to the output side. The torque limiting unit is thereby arranged radially inside, so that in the drive train in the motor vehicle, in the event of a propulsion torque, the other components of the torsional vibration damper are already uncoupled when too high a torque is applied.

For example, the output side is formed by a hub such that a torque limiting unit (with respect to the rotational axis) is centrally arranged at the hub for connection to a central shaft, such as a transmission input shaft.

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that the torque limiting unit comprises a friction plate group, wherein at least one outer friction plate is arranged in the outer housing and at least one inner friction plate is arranged in the inner journal, the outer friction plate and the inner friction plate being pressed against each other according to a predetermined maximum torque.

In this embodiment, the torque limiting unit includes a friction plate group from which the torque limiting function unit is formed. The friction disk stack comprises an outer friction disk and an inner friction disk, which are accommodated in an outer housing (also referred to as an outer friction disk cage) and an inner journal (also referred to as an inner friction disk cage), respectively (and which are to be precise form-fitting) and are pressed axially against one another, so that, depending on the pressing force, a predetermined maximum torque can be transmitted by the friction disk stack and the torque transmission is reduced or interrupted if the maximum torque is exceeded.

In a preferred embodiment (when the torque limiting unit is closed), the relative rotational angle between the input side and the output side, which is related to the damping function, is limited to a predetermined maximum angle by means of the cage stop.

Thus, the maximum movement (e.g. tilting) of the at least one intermediate element and thus the maximum load of the at least one energy storage element is limited. The cage stop is preferably formed by the outer housing, for example by an engagement formed on the radially outer side by means of sheet metal forming (for example deep drawing) for forming the outer housing, which engagement results from an inner engagement for receiving the outer friction plate in the outer housing (in a form-fitting manner for transmitting torque). At least one of the side panels has a corresponding mating engagement portion. The side disk thus integrally forms the input side, the support for the contact in the torque limiting unit and the limiting of the damping function unit of the torsional vibration damper to a predetermined maximum angle.

Furthermore, in an advantageous embodiment of the torsional vibration damper, it is proposed that the outer friction plate is formed from an organic friction material, wherein preferably the outer friction plate comprises impregnated wound yarn.

The outer friction plate, which is composed of an organic friction material, allows a predetermined maximum torque to be set very precisely. In this case, larger variants are possible, for example with respect to the material composition, (friction-effective) surface and temperature resistance, than other friction materials, for example sintered materials, or can be realized more cost-effectively with a lower number of pieces.

The outer friction plate composed of impregnated yarn is particularly advantageous with respect to the coefficient of friction and wear performance, such as high wear resistance and uniform wear performance. It has been determined that the peak load during slip also has good wear performance with limited transmissible torque (limited to a predetermined maximum torque). The impregnating agent is preferably an organic friction material. The yarn is preferably formed continuously from the central open end to the radially outer end. It is noted that the outer friction plate, including the entangled impregnated yarn or formed solely of said yarn, has a sufficiently high strength that direct contact between the outer housing and the outer friction plate (i.e. without the need for a stiffening mechanism, see below) is sufficient for torque transmission.

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that the outer friction plate has a housing-side reinforcement for positive-locking force transmission, wherein the reinforcement is preferably a high-strength material, particularly preferably steel.

It is noted here that in general, the friction plates of the friction plate group are formed extending radially from the outer housing to the inner journal. The outer friction disk is however permanently connected exclusively to the outer housing in a torque-transmitting manner, and the inner friction disk is correspondingly permanently connected exclusively to the inner journal in a torque-transmitting manner, for example by means of a corresponding engagement and is preferably axially displaceable for axial separation when an overload torque is applied. The friction disk is connected exclusively by means of a friction fit, which is caused by axial compression, to the other friction disk side by means of the respective other component, namely the outer housing or the inner collar, i.e. for example the outer friction disk is connected exclusively in a friction fit to the inner collar in order to be able to be coupled releasably in a torque-transmitting manner. Therefore, the side of the outer friction plate that is used to permanently connect the outer friction plate to the outer housing in a torque-transmitting manner is referred to as the housing side. The permanent torque-transmitting connection is formed, for example, by means of a positive fit, preferably by means of a corresponding engagement. The shell-side reinforcement of the outer friction plate is thus arranged between the outer shell and the outer friction plate in the torque flow. The reinforcement means is designed such that the force transmission between the outer housing and the outer friction plate is conducted at least in the outer friction plate to the increased and/or stress-optimized transmission surface of the outer friction plate. For example, the reinforcement means is formed in a sleeve-like manner as a coating and/or the metal is preferably formed from steel. Accordingly, friction materials having insufficient mechanical strength for a permanent torque-transmitting connection with the outer housing can be used for the outer friction plate. The reinforcing means are preferably arranged outside the friction plates of the friction plate group, which are configured for friction fit, particularly preferably outside the radial overlap region of the corresponding friction plates. In one embodiment, the reinforcing means and the friction material are connected to one another in a material-fitting manner, for example during stretching in a molding process. The reinforcement means is in one embodiment a (locally limited addition) material additive, such as a fibrous material, added to the matrix, preferably formed of friction material.

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that the inner friction disk is formed from steel, preferably produced by means of stamping.

The inner friction disk made of steel can be designed to have a small axial expansion at the required maximum torque reception. At the same time, the desired friction coefficient and high wear resistance are achieved by means of the steel through the various friction materials of the corresponding outer friction plate (for example also metallic friction materials). Furthermore, in a preferred embodiment, at least one of the plurality of inner friction plates, unlike a flat disc shape, can be configured with an axial offset and/or a depression, such as a nip, without damaging or even increasing the ability to receive a desired maximum torque. Furthermore, a durable torque transmission to the inner journal can also be achieved to a small extent, for example by means of a small number of teeth of the outer toothing of the inner journal, without further (reinforcing) means.

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that the outer housing has an inner engagement which accommodates the outer friction disk in a form-fitting manner, wherein the inner engagement is formed at least in part by:

-at least one, preferably the only sintered part;

-a single sheet metal can produced by means of cold forming, preferably deep drawing;

two sheet metal cans, at least one of which is produced by means of cold forming, preferably deep drawing, and/or

A plurality of discs, preferably a plurality, particularly preferably all, of the discs being formed flat and preferably produced by means of stamping.

The embodiment proposed here of the inner engagement of the outer housing is particularly advantageous, independently of the selected friction material of the outer friction plate, but in particular if the outer friction plate is composed of an organic friction material. It is noted here that the inner engagement portion is formed as a receiving portion for the outer friction plate(s) extending radially inward. In one embodiment, the engagement is formed at the same time on the radially outer side, for example in a cold-formed sheet metal part, which engagement is preferably configured for receiving a transmission element (on the output side) of the torsional vibration damper (see below).

For example, the inner engagement portion is formed of a sintered member. The sintered part is cost-effective in terms of production, in particular in the case of large pieces, and can be produced cost-effectively with sufficiently small tolerances. In addition, sintered parts with an inherently small density have a small mass.

In another embodiment, the inner engagement is formed from a single sheet metal can in which the entire friction plate pack is housed. Concentricity of the inner engagement portion for the outer friction plate(s) can be achieved with small tolerances, which is inherently cost-effective to manufacture. The manufacture of such a single sheet can is preferably achieved by means of deep drawing.

In a further embodiment, the inner engagement is formed by two sheet metal cans, wherein preferably, even when the friction plates of the friction plate group are (axially) separated under an overload torque, the outer friction plate(s) remain always in that sheet metal can of the two sheet metal cans which accommodates the friction plate(s) in a torque-transmitting manner even in the compressed state. By means of a reduced, for example halved (axial) depth of the two sheet metal cans compared to a single sheet metal can, assuming the same thickness of the friction plate pack, manufacturing costs can be reduced. Alternatively or additionally, a single sheet metal can of the two sheet metal cans can be used as a separate sheet metal can for the less thick friction plate pack, so that the production costs can be reduced via an increased number of pieces. Furthermore, the otherwise necessary disks are replaced by additional second sheet metal cans, so that no or at most negligible additional material costs result therefrom.

In a further embodiment or in addition to the previously mentioned embodiments, the inner toothing is formed by one or more additional discs. As a result, flexibility is achieved with respect to the thickness of the friction plate pack to be used, whereby the number of components (for example, sheet metal cans, which are generally too short in the axial direction) that can be used in an expanded manner is increased, so that the production costs can be reduced. In one embodiment, only a plurality of discs are used, wherein the inner engaging portions are formed in an axially aligned relation to each other. In one embodiment, one or more (output-side) transmission elements of the torsional vibration damper (see the description below) are formed as disks, wherein at least one (axial) section of the internal gearing is formed by the disks. The disks used are preferably of flat design, i.e. without axial elevations and depressions, for example, so that they can be produced in a cost-effective manner, for example by means of stamping, and can be assembled to one another in a simple manner. In one embodiment, a sufficiently precise concentricity of the inner engagement during assembly is ensured by means of a form fit. In one embodiment, the specific portion of travel of the outer friction plate is small when the torque limiting unit is slipping during (axial) separation, so that the outer friction plate remains in the respective disk at all times, i.e. in the following disk, the outer friction plate(s) can be accommodated in the disk in a torque-transmitting manner even in the compressed state. For example, the disk has an (axial) thickness which is slightly greater than the thickness of the individual outer friction disk and additionally its specific part of the separating stroke.

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that the outer housing is connected to the output-side transmission element of the torsional vibration damper in a torque-transmitting manner, wherein a torque output is formed by the output-side transmission element, which is directed to the at least one intermediate element, wherein the transmission element is preferably embodied as a disk and/or is connected to the outer housing in a torque-transmitting manner by means of riveting.

The output-side transmission element is connected to the at least one intermediate element in a force-transmitting manner, i.e. forms a rail side or a force side (as a function of the embodiment of the damping function unit of the torsional vibration damper). In one embodiment, the output-side transmission element (for example, in the form of a disk, for example, a flange or a side disk) is permanently connected to the outer housing of the torque limiting unit in a torque-transmitting manner, either indirectly or directly. In one embodiment, a one-piece connection is formed. In a further embodiment, the permanent and direct torque-transmitting connection is formed by means of a joining step, for example riveting. Thereby, an increased flexibility of the assembly sequence is achieved.

In an advantageous embodiment of the torque limiting unit, it is furthermore provided that the output side is formed by a hub for positive connection with the central shaft, wherein preferably the relative rotational angle between the at least one side disk and the hub is limited to a predetermined maximum angle by means of a hub stop between the hub and the at least one side disk.

It is proposed here that the output side is formed by a hub for positive connection with the central shaft, and that the hub forms a hub stop together with at least one side disk, so that (when the torque limiting unit is closed) the relative rotational angle between the input side and the output side is limited to a predetermined maximum angle. Thus, the maximum movement (e.g. tilting) of the at least one intermediate element and thus the maximum load of the at least one energy storage element is limited. The hub stop is formed, for example, by a radial projection of the hub and, in the case of at least one side disk, preferably in the case of two of the two side disks, a corresponding receptacle (delimited in the circumferential direction). The side disk thus integrally forms the input side, the abutment for the compression in the torque limiting unit and the limiting of the predetermined maximum angle to the damping-acting component of the torsional vibration damper.

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that the inner journal is formed in one piece with a hub which can be connected to the output-side shaft in a torque-transmitting manner, preferably in a form-fitting manner, wherein the inner journal has an outer engagement which accommodates the inner friction disk in a form-fitting manner.

According to the proposal, the inner journal is formed in one piece with a hub, for example a hub for receiving a central shaft, for example a transmission input shaft. It is particularly preferred if the pitch of the inner journal for positively receiving the inner friction disk is a multiple of the pitch of the socket engagement for positively receiving the central shaft in a torque-transmitting manner, wherein the number of inner friction disk teeth is smaller than the number of socket engagement. This contributes to an advantageous stress distribution in the hub.

In an advantageous embodiment of the torsional vibration damper, it is furthermore provided that the outer engagement comprises a flange stop, by means of which the hub is axially supported on one of the support disks, wherein preferably the support disk is arranged between the outer friction disk and the energy storage element for axially compressing the friction disk stack, and the at least one inner friction disk is arranged axially on the other side of the flange stop.

It is proposed here that the axial flange stop of the hub is configured to axially position the hub and preferably to hold the hub. The flange stop is introduced centrally into the outer housing during assembly, to be precise in the order of the friction plates of the friction plate group, i.e. by means of the axial positioning of the friction plates, together with the hub. In principle, this results in an embodiment in which an axial play occurs when the friction plates are separated when a torque exceeding a predetermined maximum torque is applied. When correspondingly arranged, the axial play corresponds only to a partial separation of the only friction pair formed by the inner friction plate and the outer friction plate.

In one embodiment, a friction element is provided between the support disk and the flange stop. The support disc can also be referred to as a compression friction plate. The support disk is arranged between an energy storage element, which is formed, for example, as a disk spring or diaphragm spring, which is axially supported on the outer housing, and the corresponding outer friction plate. The support disk is driven in a purely friction-fit manner or, like the outer friction disk, is suspended in the outer housing in a torque-transmitting manner, but is preferably formed from the material of at least one inner friction disk. Such support disks are arranged in their axial sequence in the region of the inner friction disk. The support disk is not connected in a form-fitting and material-fitting manner to the inner journal in a torque-transmitting manner, but is only (preferably minimally) friction-fitted or free.

Preferably, the flange stop is arranged between the support disk and the at least one inner friction plate, i.e. axially overlapping the at least one outer friction plate, preferably the only outer friction plate. The assembly sequence is preferably as follows: in a first step, an outer housing or a corresponding part of the outer housing is provided and the energy storage element is then inserted. The support disk is then inserted and, if necessary, the friction element is then or simultaneously inserted for positioning between the support disk and the flange stop (inner collar) of the hub. Subsequently, an inner journal, i.e. a hub, is introduced. In one embodiment, at least one inner friction plate and at least one outer friction plate have been preassembled on the inner journal. In another embodiment, all or some additional friction plates of the friction plate set are then introduced into the radial annular cavity between the inner journal and the outer housing. Finally, the outer housing is closed and an axial pretension of the friction disk stack, i.e. a predetermined maximum torque, is set. The torque limiting unit (or at least a functional part thereof) is thereby completely and completely preassembled and can be incorporated as a preassembled structural unit into an assembly line (for example conventional) without further adjustment (of maximum torque).

According to another aspect, a powertrain is presented, the powertrain having at least the following components:

-at least one drive machine having a machine shaft;

a transmission for transmitting the torque of at least one machine shaft to the consumer; and

according to the torsional vibration damper according to the embodiment described above,

wherein the torque between the at least one drive machine and the load is limited in a predetermined manner by means of a torsional vibration damper and is connected in such a way that torsional vibrations are damped.

The power assembly proposed here comprises in one embodiment a torque limiting unit according to one of the embodiments described above, wherein the torque transmission between the (preferably electrically) driven machine or its machine shaft (rotor shaft) and at least one consumer, such as a propulsion wheel in a motor vehicle, is limited to a predetermined maximum torque by means of the torque limiting unit.

The powertrain proposed here comprises in one embodiment a flywheel and/or a dual-mass flywheel, by means of which the torque output of the internal combustion engine is homogenized. In particular in hybrid drive trains, the electric drive machine resists excessive torque ripple by means of a flywheel or a dual mass flywheel.

The powertrain proposed here comprises in one embodiment a hybrid module, by means of which the almost conventional construction of the internal combustion engine can be hybrid-ized in that: the electric drive machine is connected coaxially or in parallel by means of a belt drive, for example, wherein the crankshaft engages in a space-saving manner into the torque flow.

In one embodiment, the powertrain comprises at least one of the above components, wherein preferably at least one torsional vibration damper according to one embodiment described above is comprised. In a preferred embodiment, no dual-mass flywheel is provided and the torque is homogenized only by means of a torsional vibration damper, wherein the torsional vibration damper is preferably arranged in the torque flow at the location of the dual-mass flywheel.

With the drive assembly proposed here, a low noise emission can be achieved with low installation space requirements and low costs, and at the same time at least one drive machine is effectively protected from the transmission of excessive torques. At the same time, the torque limiting unit can be produced cost-effectively and has an advantageous torque flow in such a way that: the torsional vibration damper provided on the engine side is torque-free when disengaged, i.e. when the torque limiting unit is released.

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

In motor vehicles, the installation space is particularly small, since the number of components increases, so that it is particularly advantageous to use a smaller installation-sized power train. By means of the desired so-called compaction of the drive machine while reducing the operating speed, the intensity of the vibrations that are disturbing is increased, so that the effective damping of such vibrations due to the type of construction of the drive machine, for example its number of cylinders, is clearly limited to a predetermined order of magnitude.

The problem becomes acute in small car class cars classified according to europe. The assemblies used in small-scale cars are not significantly smaller than in larger-scale cars. Nevertheless, the available installation space is extremely small in small vehicles. In the motor vehicle proposed here, a cost-effective and low-vibration drive train is used without changing the required installation space, wherein the multiplate clutch is not susceptible to the development of noise during design. A similar problem arises in hybrid vehicles, in which a plurality of drive machines and clutches are provided in the drive train, so that the overall installation space is reduced. It is desirable, just in hybrid vehicles with electric drive machines, for the electric drive machine to be decoupled from the torque ripple of the internal combustion engine. Torsional vibration dampers are particularly advantageous in this regard because they can be tuned to the increased softness of the powertrain as the torque increases. With the drive assembly proposed here, a low noise emission can be achieved with low installation space requirements and low costs, and at the same time at least one drive machine can be effectively protected against excessive torque transmission. At the same time, the torque limiting unit can be produced in a cost-effective manner, and in the alternative embodiment of the conventionally used dual-mass flywheel with the aid of torsional vibration dampers, a (at least axial) structural space advantage can be achieved.

Saloon cars are associated with vehicle grades according to, for example, size, price, weight, and power, wherein the definition continues to transition according to market demand. In the united states market, vehicles of the class of small and small vehicles correspond to the class of ultra-small vehicles according to the european classification, while in the uk market they correspond to the class of ultra-small or urban vehicles. An example of a class of micro-car is the popular up ≡! Or Two, reynolds. Examples of cart classes are MiTo of alpha RomiOu, polo of the general public, ka+ of Ford or Clio of Reynolds. The known Hybrid vehicle is BMW 330e or Toyota's Yaris Hybrid. As mild hybrid, for example, audi A6 50TFSI e or bme X2xDrive25e are known.

Drawings

The utility model described hereinabove is explained in detail in the following in the relevant technical context with reference to the accompanying drawings, which show preferred embodiments. The present utility model is not limited in any way by the schematic drawings, wherein it is noted that the drawings are not to scale and are not adapted to define a size relationship. The drawings show:

FIG. 1 illustrates a front view of a torsional vibration damper having a torque limiting unit;

FIG. 2 shows a cross-sectional view of the torsional vibration damper according to FIG. 1;

FIG. 3 illustrates another embodiment of a torsional vibration limiting unit;

FIG. 4 illustrates another embodiment of a torque limiting unit;

FIG. 5 illustrates another embodiment of a torque limiting unit; and

fig. 6 shows a drive train with a torsional vibration damper and a hybrid module in a motor vehicle.

Detailed Description

Fig. 1 shows a front view of a torsional vibration damper 1 with a rotational axis 2 and a torque limiting unit 10. In the embodiment shown, the radially outer first side disk 38 is provided as the input side 4 and the hub 25 is provided as the output side 5, centered on the common axis of rotation 2. The torsional vibration damper 1 is arranged, for example, in the drive train 3 of a motor vehicle 37 between the engine shaft 32 and the rotor shaft 33, which are connected, for example, by means of a first side disk 38 of a damping function unit of the torsional vibration damper 1 (see fig. 6).

Axially between the first side disk 38 and the second side disk 39 (see fig. 2) there are provided (here two) intermediate elements 6, 7, which in this view are largely covered by the first side disk 38. Two energy storage elements 8 are arranged between the first intermediate element 6 and the second intermediate element 7, in this case in the form of a helical compression spring having a straight spring axis 40, wherein the energy storage elements 8 hold the first intermediate element 6 and the second intermediate element 7 in the illustrated position in a resting position against each other. The energy storage elements 8 shown here are (optionally) identical.

The first intermediate element 6 and the second intermediate element 7 are each connected in a torque-transmitting manner by means of rolling bodies 9, in which case two rolling bodies 9 are connected on the input side 4 and one rolling body 9 is connected on the output side 5 (see fig. 2), wherein the rolling bodies 9 on the first intermediate element 6 are provided with reference numerals in their entirety. The side disks 38, 39 are coupled (in such a way that they form the track side of the input side) to the intermediate elements 6, 7 by means of the cam mechanism formed in this way. The rolling bodies 9 are preloaded here (optionally) by means of the energy storage element 8 onto the respective corresponding tracks of the side disks 38, 39 and the intermediate elements 6, 7, so that they can only move in a rolling manner.

The intermediate elements 6, 7 are in turn coupled (in such a way that they form the output-side rail side) to the hub 25 via a further cam gear formed there with (here two) flanges 41, 42 (see fig. 2). The flanges 41, 42 are connected to the hub 25 in a torque-transmitting manner (in this case, for example, by means of the transmission element 24 of the torsional vibration damper 1).

When a torque gradient is applied via the input side 4 to the output side 5 (and when the torque limiting unit 10 is closed), the side discs 38, 39 twist relative to the hub 25 or the flange discs 41, 42 and cause the forced intermediate elements 6, 7 to overlap one another in this embodiment (parallel to one another, like a screw clamp), in such a way that: the rolling bodies 9 roll on corresponding (ramp-like) tracks on the side disks 38, 39 and the flange disks 41, 42. The energy storage element 8 is compressed in this case, wherein the relative rotational angle between the side disks 38, 39 and the flange disks 41, 42 is converted into a corresponding spring travel of the energy storage element 8, i.e. a significantly shorter spring travel than when the energy storage element 8 is directly loaded, which is loaded in the circumferential direction 43, as is the case, for example, in (multi) flange dampers. The conversion of the torsion angle into a short spring travel represents a large stiffness of the torque transmission compared to the large softness (due to the transmission) in the damping action with respect to torsion. Furthermore, via the geometry of the track, the transmission ratio can be set as a function of the torsion angle, i.e. the resulting stiffness (or better softness) of the energy storage element 8 can be modulated as a function of the applied torque gradient.

Centrally, i.e. at the rotation axis 2, a hub 25 is provided which forms a connection with the shaft 26, for example by means of a (inner) plug engagement for a corresponding (outer) plug engagement of such a shaft 26. The torque limiting unit 10 is now arranged radially inside the damping function unit of the torsional vibration damper 1 and is connected to the torsional vibration damper in a torque-transmitting manner, wherein in this illustration the outer housing 13 of the torque limiting unit 10, which is deep drawn into the individual sheet metal can 20, covers the other components of the torque limiting unit 10. Other statements refer to the cross-section A-A in fig. 2.

In fig. 2, a torsional vibration damper 1 according to fig. 1 is shown in a sectional view. Reference is made to the foregoing description as regards the working principle of the torsional vibration damper 1 together with the torque limiting unit 10. It is clearly visible here that the input side 4 is formed by a first side disk 38 and a second side disk 39. In addition, one of the radially outer rolling elements 9 is visible in cross section, said rolling element being arranged rollably between the flanges 41, 42 and the (first shown) intermediate element 6. The side discs 38, 39 do not contact the rolling elements 9.

The torque limiting unit 10 is arranged on the hub side and is furthermore formed as a friction disk stack 11. The friction plate group 11 comprises a plurality of outer friction plates 12 and inner friction plates 15, which are arranged axially alternately to one another, of which only one is shown in each case in its entirety in sections. In this case, furthermore, the support disk 14 is arranged (optionally) between the disk springs 29 and the outer right-most friction disk 12, in order to transmit the contact force of the disk springs 29 uniformly in a planar manner to the friction disk stack 11. The outer friction plate 12 is accommodated in a form-fitting manner in the outer housing 13 and the inner friction plate 15 is accommodated in a form-fitting manner in the inner journal 16, wherein the inner journal 16 is (optionally) formed in one piece with the hub 25 and has an outer engagement 27 which accommodates the inner friction plate 15 in a form-fitting manner. The inner friction plate 15 and the outer friction plate 12 (and the support disk 14) are pressed axially against each other via the support disk 14 by means of a belleville spring 29. The disk spring 29 is supported on the outer housing 13 (to the right in the drawing), wherein the outer housing 13 is here (optionally) joined to a first (to the left in the drawing) first flange 41 by means of rivets in a torque-transmitting manner, so that the first flange 41 is also the transmission element 24 between the damping function unit of the torsional vibration damper 1 and the torque limiting unit 10. The first flange 41 in this embodiment furthermore forms part of the outer housing 13 and forms a force clamp for the axial compression of the friction disk stack 11.

In this embodiment, the outer case 13 accommodates therein the outer friction plates 12 all disposed on the axial extension thereof. Furthermore, the outer housing 13 has, in this embodiment (optionally) on its side extending radially inwards, an inner engagement 18 formed by a single sheet metal can 20, by means of which the outer friction disk 12 is accommodated in the outer housing 13 in a torque-transmitting manner by means of a corresponding engagement. The outer friction plates 12, preferably all outer friction plates 12 of the friction plate group 11, have a housing-side reinforcement 17 for the form-fitting force transmission, wherein the reinforcement 17 is shown in the illustrated embodiment in a sleeve-like manner and purely by way of example over-dimensioned. The reinforcement 17 is arranged here outside the friction surfaces of the outer friction plate 12 and the inner friction plate 15 of the friction plate group 11, which are configured for friction fit.

In this case, an axial flange stop 28 is now arranged on the hub 25 between the support disk 14 and the inner friction disk 15, i.e. axially overlapping the at least one individual outer friction disk 12, for axially positioning the hub 25. In the embodiment shown, the support disk 14 is accommodated in the outer housing 13 in a form-fitting, axially movable manner and is at the same time not in torque-transmitting contact with the hub 25 or alternatively (see fig. 4 and 5) in torque-transmitting contact only by means of the friction element 44 in a friction-fitting manner.

Only the torque limiting unit 10 is shown in fig. 3, more precisely in a further embodiment in a sectional view. Reference is made herein to the description of other illustrated embodiments, as long as they are not set forth in detail herein.

The outer housing 13 comprises here (according to the illustration) a left-hand sheet metal can 22 and a right-hand sheet metal can 21, wherein both the left-hand sheet metal can 22 and the right-hand sheet metal can 21 facing radially inwards each have a portion of the inner engagement 18 formed by deep drawing for positively receiving the outer friction disk 12. In the preferred embodiment, the left sheet metal can 22 and the right sheet metal can 21 are identically formed. According to the illustration, the left sheet metal can 22 and the right sheet metal can 21 enclose the friction plate pack 11, so that an axial force clamp is formed. The cup springs 29 are supported on the right-hand sheet metal can 21 as in the embodiment already shown in fig. 2. In contrast to the embodiment in fig. 2, the support plate 14 is arranged here between the left sheet metal pot 22 and the first (left according to the drawing) outer friction plate 12.

Irrespective of the remaining differences, in this embodiment the outer friction plate 12 is formed of impregnated yarn, which is continuously wound from the central open end to the radially outer end. The inner friction plate 15 is formed from steel, as in the embodiment already in fig. 2, with a significantly smaller axial expansion relative to the outer friction plate 12 than the outer friction plate 12.

In fig. 4, only the torque limiting unit 10 is shown, to be precise in a further embodiment in a sectional view. Reference is also made herein to the description of other illustrated embodiments, as long as they are not set forth in detail herein.

The inner engagement 18 in the outer housing 13 is now formed by a plurality of disks 23 which are axially aligned with one another and are axially riveted to one another. The first flange 41 and the second flange 42 are here configured as transfer elements 24. A portion of the inner engagement portion 18 of the outer housing 13 is formed radially inward in this embodiment by the second flange 42.

Regardless of the remaining differences, in this embodiment, the outer friction plate 12 is formed of an organic friction material. The hub 25 is supported axially on the support disk 14 by means of friction elements 44. In one embodiment, the outer engagement 27 of the hub 25 is configured such that an axial stop is formed by the first flange 41, so that the hub 25 is positioned in an axially defined manner.

In fig. 5, only the torque limiting unit 10 is shown, to be precise again in a further embodiment, only in a sectional view. Reference is also made herein to the description of other illustrated embodiments, as long as they are not set forth in detail herein.

The inner engagement 18 of the outer housing 13 is now formed by the sintered part 19 in a (optionally) one-piece and (optionally) z-shaped cross section. For this purpose, the sintered part 19 is arranged axially between the first flange 41 and the second flange 42 and is connected to them by means of rivets in a torque-transmitting manner. Extending in the axial direction of the sintered part 19, accommodates all of the outer friction plates 12. As already in fig. 4, the support disk 14 is additionally supported at friction elements 44 arranged on the hub 25 in the circumferential direction.

Fig. 6 shows a top view of the drive train 3 with the torsional vibration damper 1 and the hybrid module 45 in a motor vehicle 37 purely schematically, wherein in a front transverse position, a first drive machine 30, for example an internal combustion engine 30, is arranged along the rotational axis 2 and transversely to the longitudinal axis 46 and upstream of a cabin 47 of the motor vehicle 37 by means of its first machine shaft (engine shaft 32) and a second drive machine 31, for example an electric drive machine, is arranged by means of its second machine shaft (rotor shaft 33). The concept is referred to as hybrid drive. The electric drive machine 31 is arranged coaxially to the disconnect clutch 48, preferably as a structural unit as a so-called hybrid module 45. The powertrain 3 is configured for propelling the motor vehicle 37 by driving the left propulsion wheel 35 and the right propulsion wheel 36 (here optionally the front axle of the motor vehicle 37) by means of the torque output of at least one of the drive machines 30, 31. Torque transfer from the internal combustion engine 30 and the electric drive machine 31 is interruptible by means of the disconnect clutch 48. The rotor shaft 33 is permanently (or detachably with a further torque clutch, not shown) connected to a transmission 34, which is designed, for example, as a continuously variable belt drive.

A torsional vibration damper 1 is arranged between the drive machines 30, 31 in a torque-transmitting manner, wherein the torsional vibration damper 1 is configured, for example, according to the embodiments according to fig. 1 to 5. The input side 4 is connected to the engine shaft 32. The output side 5 is connected to the shaft 26 (input shaft) of the disconnect clutch 48 in a torque-transmitting manner.

Torsional vibration dampers can be manufactured cost-effectively and have a sufficient service life for most applications.

List of reference numerals:

1. torsional vibration damper

2. Axis of rotation

3. Power assembly

4. Input side

5. Output side

6. First intermediate element

7. Second intermediate element

8. Energy storage element

9 Rolling element

10 Torque limiting Unit

11 friction plate group

12 outer friction plate

13 outer casing

14 support plate

15 inner friction plate

16 inner journal

17 reinforcing mechanism

18 inner engagement portion

19 sintered part

20 single plate can

21 right panel pot

22 left panel pot

23 dish

24 transfer element

25 hub

26 shaft

27 external engagement portion

28 flange stop

29 disc spring

30 internal combustion engine

31 electric drive machine

32 engine shaft

33 rotor shaft

34 speed variator

Propelling wheel on left side 35

36 right propulsion wheel

37 motor vehicle

38 first side plate

39 second side disk

40 spring axis

41 first flange plate

42 second flange plate

43 circumferential direction

44 friction element

45 hybrid power module

46 longitudinal axis

47 cockpit

48 disconnect clutch

Claims

1. A torsional vibration damper (1) for a powertrain (3) having an axis of rotation (2), having at least the following components:

-an input side (4) for transmitting torque;

-an output side (5) for transmitting torque;

-at least one intermediate element (6, 7), at least one energy storage element (8) and at least one rolling element (9), wherein the intermediate element (6, 7) is preloaded by means of the energy storage element (8) and is arranged vibratably between the output side (5) and the input side (4) with low friction by means of the rolling element (9); and

a torque limiting unit (10) by means of which torque transmission between the input side (4) and the output side (5) is limited to a predetermined maximum torque,

it is characterized in that the method comprises the steps of,

the intermediate element (6, 7) is supported between the torque limiting unit (10) and the input side (4).

2. Torsional vibration damper (1) according to claim 1, wherein

The torque limiting unit (10) comprises a friction plate group (11), wherein at least one outer friction plate (12) is arranged in an outer housing (13) and at least one inner friction plate (15) is arranged in an inner journal (16), the outer friction plate and the inner friction plate being pressed against each other according to a predetermined maximum torque.

3. Torsional vibration damper (1) according to claim 2, wherein

The outer friction plate (12) is formed of an organic friction material,

wherein the outer friction plate (12) comprises an impregnated wrapped yarn.

4. A torsional vibration damper (1) as claimed in claim 3, wherein

The outer friction plate (12) has a housing-side reinforcement (17) for positive force transmission,

wherein the reinforcement means (17) is a high strength material.

5. Torsional vibration damper (1) according to claim 2, wherein

The outer housing (13) has an inner engagement (18) which accommodates the outer friction disk (12) in a form-fitting manner, wherein the inner engagement (18) is formed at least in part by:

-at least one sintered part (19);

-a single sheet metal can (20) produced by means of cold forming, deep drawing;

-two sheet metal cans (21, 22), wherein at least one sheet metal can is produced by means of cold forming, deep drawing; and/or

-a plurality of discs (23), wherein the plurality of discs are formed flat and are produced by means of stamping.

6. Torsional vibration damper (1) according to one of claims 2 to 5, wherein

The outer housing (13) is connected to a transmission element (24) on the output side of the torsional vibration damper (1) in a torque-transmitting manner,

Wherein a torque output is formed by the output-side transmission element (24) toward the at least one intermediate element (6, 7),

wherein the transmission element (24) is designed as a disk (23) and/or is connected to the outer housing (13) by means of riveting in a torque-transmitting manner.

7. Torsional vibration damper (1) according to claim 6, wherein

The inner collar (16) is formed in one piece with a hub (25) which can be connected in a torque-transmitting manner with a shaft (26) on the output side in a form-fitting manner,

wherein the inner journal (16) has an outer engagement (27) which accommodates the inner friction disk (15) in a form-fitting manner.

8. Torsional vibration damper (1) according to claim 7, wherein

The outer engagement (27) comprises a flange stop (28) by means of which the hub (25) is axially supported at the support disk (14),

wherein the support disk (14) is arranged between the outer friction disk (12) and the energy storage element (29) in order to axially compress the friction disk stack (11), and the at least one inner friction disk (15) is arranged axially on the other side of the flange stop (28).

9. A powertrain (3), characterized by at least the following components:

-at least one drive machine (30, 31) having a machine shaft (32, 33);

-a transmission (34) for transmitting torque of at least one machine shaft (32, 33) to a consumer (35, 36); and

torsional vibration damper (1) according to one of the preceding claims,

wherein the torque between the at least one drive machine (30, 31) and the load (35, 36) is limited in a predetermined manner by means of the torsional vibration damper (1) and is connected in such a way that torsional vibrations are damped.

10. Motor vehicle (37), characterized by at least one propulsion wheel (35, 36) which can be driven by means of a powertrain (3) according to claim 9 to propel the motor vehicle (37).