DE102012023721A1 - Torsional vibration damper for drive train of motor vehicle, has coupling unit that is movable to open state, where counteracting frictional moment is lower in open state than in closed state and coupling unit is biased in closed state - Google Patents

Abstract

The damper (6) has a first element (46) and a second element (48) relatively rotatable with respect to each other, and a spring (70) for achieving a resilient rotational drive coupling between the first and second elements. A coupling unit (72) which obtains the relative rotation between the first and second elements acting against the friction torque, is movable from closed state to open state in which the counteracting frictional moment is lower in the open state than in the closed state, while the coupling unit is biased in the closed state. An independent claim is included for a drive train of motor vehicle.

Description

The present invention relates to a torsional vibration damper having a first member and a second member which are rotatable relative to each other and at least one spring means for achieving a resilient rotary driving coupling between the first member and the second member, wherein a coupling means for achieving a relative rotation between the first Element and the second element counteracting friction torque is provided, which can be transferred from a closed state to an open state in which the counteracting friction torque is lower than in the closed state. Moreover, the present invention relates to a drive train with a dual clutch device and such a torsional vibration damper.

Torsional vibration dampers are known in practice, having a first element and a second element, wherein the first and second elements can be rotated relative to each other. In order to achieve the damping effect, at least one spring device is further provided between the first element and the second element, which serves for the elastic rotational drive coupling between the first element and the second element. When using such a torsional vibration damper in the drive train of a motor vehicle between a drive unit and a clutch device, however, it has been shown that large oscillation amplitudes can occur in the resonance range or in the low rotational speed range of the drive unit. So it comes in particular at the start of the drive unit to a mounting of the torsional vibration damper and a subsequent overshoot, creating the risk that the load limit for the components is exceeded.

In order to overcome the above-mentioned problems, torsional vibration dampers of the type described above have been further developed such that they have a coupling device for achieving a friction torque counteracting the relative rotation between the first element and the second element. In order to achieve the friction torque counteracting the relative rotation between the first element and the second element, torsional vibration dampers have been developed whose first and second elements are permanently adjacent to one another, this being possible both directly and indirectly via friction parts fastened to the first and / or second element , One can therefore also speak of a coupling device between the first and second element, which is permanently in a closed state in which the counteracting friction torque is generated. In this way, the vibration amplitudes could be significantly reduced in the resonance range or in the range of low rotational speeds of the drive unit. However, as a result of the use of such coupling devices in the torsional vibration damper, which cause a permanent relative to the relative rotation between the first element and the second element frictional torque, a deterioration of ride comfort was detected in the range of higher speeds of the drive unit. In order not only to reduce the vibration amplitudes in the resonance range or in the range of low rotational speeds of the drive unit, but also to improve ride comfort in the range of higher speeds, as a result controllable or / and controllable coupling devices were used within the torsional vibration damper to the relative rotation between the first Element and the second element counteracting friction torque in dependence on the speed control and / or to be able to control. In this case, in particular controllable coupling devices have prevailed that at least a first friction element which is rotatably connected to the first element, and at least a second friction element which is rotatably connected to the second element, wherein the first and second friction parts are brought into contact can to achieve the relative rotation between the first element and the second element counteracting friction torque. If the resonant region has passed through or a higher rotational speed range has been reached, then the first and second friction parts can be brought out of contact again in order to release the counteracting friction torque. Such a switchable coupling device is for example in the DE 100 37 646 A1 described.

The previously described torsional vibration damper with a controllable coupling device have proven themselves. Nevertheless, these have the disadvantage that a relatively complex control or regulation for the actuation of the coupling device is required. It has also been found that the by the known coupling device to be achieved, the relative rotation between the first element and the second element counteracting friction torque can not be generated in all applications with the required speed and safety to those in the resonance range or in the low Speed range occurring problems of the aforementioned type safely eliminate.

It is therefore an object of the present invention to provide a torsional vibration damper having a first member, a second member and a clutch means for achieving a relative rotation between the first member and the second member To provide friction torque, which overcomes the above-mentioned disadvantages, in particular causes a safe reduction in the vibration amplitude in the resonance range or at low speeds, has a simple structure and ensures easy control of the coupling device. The present invention is also based on the object to provide a drive train for a motor vehicle with such an advantageous torsional vibration damper.

This object is achieved by the features specified in the patent claims 1 and 10, respectively. Advantageous embodiments of the invention are the subject of the dependent claims.

The torsional vibration damper according to the invention has a first element and a second element, which can be rotated relative to one another. While one element can form the primary element and thus the input side of the torsional vibration damper, the other element of the secondary element and thus the output side of the torsional vibration damper can form. To achieve a resilient rotational drive coupling between the first element and the second element, the torsional vibration damper further comprises at least one spring device. The spring device may be, for example, one or more coil springs. Thus, the at least one spring device, regardless of their shape or configuration, for example, between a driver on the first element on the one hand and a driver on the second element on the other hand arranged and / or supported to the resilient rotary driving coupling between the first element and the second element via to effect the drivers. In order to reduce the oscillation amplitudes in the resonance range or at the start of a torsion vibration damper associated drive unit, such as an internal combustion engine, a clutch means for achieving a relative rotation between the first element and the second element counteracting friction torque is also provided. However, the coupling device is not a coupling device that is permanently in the closed state. Rather, the clutch device can be transferred from a closed state to an open state in which the counteracting friction torque is lower than in the closed state. The counteracting friction torque is preferably reduced to zero or completely eliminated in the open state, but this is not necessarily required, but it is - as already mentioned - only required that the counteracting friction torque in the open state is lower than in the closed state of the clutch device. The coupling device may thus be, for example, a switchable, controllable or / and controllable coupling device. In that regard, the coupling device of the torsional vibration damper according to the invention of the coupling device of the resembles DE 100 37 646 A1 known torsional vibration damper, in contrast to the known torsional vibration damper, however, the coupling device is biased in the torsional vibration damper according to the invention in the closed state. This has the advantage that the relative rotation between the first element and the second element counteracting friction torque is already ready at the start of the rotational movement of the torsional vibration, so that the above-mentioned problems in the resonance range or in the low speed range can be met directly and safely. In the coupling device of the DE 100 37 646 A1 In contrast, known torsional vibration damper, it is first necessary to pressurize a pressure medium chamber of the coupling device via an adjusting device with pressure to convert the coupling device in the closed state. This not only requires a complex structure, but the counteracting friction torque may not be available directly or in full size at the start of the rotational movement of the torsional vibration damper. In this context, one can also speak of the fact that the coupling device of the torsional vibration damper according to the invention is a normally closed coupling device, while the DE 100 37 646 A1 discloses a torsional vibration damper with a normally open coupling device.

In a preferred embodiment of the torsional vibration damper according to the invention, a centrifugal oil chamber is provided. In the centrifugal oil chamber, an oil, hereafter referred to as a centrifugal oil, may be taken up permanently or temporarily. The centrifugal oil chamber is arranged such that in this a Fliehöldruck is constructed in dependence on the rotational speed of the torsional vibration damper. This can be effected for example via an annular centrifugal oil chamber, which receives the radially outwardly flowing centrifugal oil at its radially inwardly facing side to catch the centrifugal oil in the radial outward direction and accumulate. As a result, as the speed of rotation of the torsional vibration damper increases, so does the fluidic pressure within the centrifugal oil chamber. While the DE 100 37 646 A1 sees the effect of the formation of a Fliehöldrucks within annular chambers as a disadvantage, which is to be eliminated by means of additional pressure compensation chambers, uses the coupling device of the torsional vibration damper according to the invention in this embodiment effect mentioned by the coupling device can be transferred due to the Fliehöldrucks within the Fliehölkammer against the bias of the closed state in the open state. In this way, not only can be dispensed with additional pressure equalization chambers, which simplifies the structure of the torsional vibration damper. By the already occurring Fliehöldruck is used within the Fliehölkammer to transfer the coupling device from the closed state to the open state, can on a complex adjusting device, as they DE 100 37 646 A1 describes are omitted, whereby the structure of the torsional vibration damper further simplified and its size is significantly reduced.

In a particularly preferred embodiment of the torsional vibration damper according to the invention, the coupling device can be transferred into the open state solely on the basis of the fluid pressure, so that it is possible to dispense with further elaborate pressure generating means. One could also speak of a pure centrifugal force control of the coupling device.

In an advantageous embodiment of the torsional vibration damper according to the invention a movable, driven by the Fliehöldruck in Fliehölkammer actuating piston for transferring the coupling device is provided in the open state. The actuating piston may, for example, be an actuating piston that is movable or displaceable in the axial direction.

In order to bring about a simple bias of the coupling device in the closed state, the actuating piston described above is biased in a further advantageous embodiment of the torsional vibration damper according to the invention by means of at least one spring element in a closed position in which the coupling device is in the closed state. The at least one spring element may, for example, be a helical spring, a plate spring or the like.

In a further advantageous embodiment of the torsional vibration damper according to the invention, the actuating piston is movable counter to the biasing force of the at least one spring element into an open position in which the coupling device is in the open state.

In order to bias the coupling device on the one hand with a particularly high biasing force in the closed state and on the other hand to ensure that the coupling device can be converted at relatively high speeds due to the Fliehöldrucks within the Fliehhöhlammer against this biasing force of the closed state in the open state, the Fliehölkammer extends in a particularly advantageous embodiment of the torsional vibration damper according to the invention so far in the radial outward direction that it is arranged in alignment with the at least one spring element in the axial direction. Alternatively or additionally, the centrifugal oil chamber extends in the radial direction to the outside than the at least one spring device. In this way, a centrifugal oil chamber is created, in which upon rotation of the torsional vibration damper relative to the radial direction relatively high Fliehölsäule may arise, so that the pressure within the Fliehölkammer is sufficient at higher speeds to the coupling device even with a strong bias of the coupling device to safely transfer from the closed state to the open state in the closed state.

As already explained with reference to the embodiment described above, it is advantageous to provide a relatively large expansion centrifugal oil chamber in the radially outward direction to ensure sufficient pressure within the centrifugal oil chamber, even if the biasing force of the coupling device is relatively high. In order to achieve a relatively compact structure in the axial direction despite the aligned arrangement of the centrifugal oil chamber with the at least one spring device, the centrifugal oil chamber in a further preferred embodiment of the torsional vibration damper according to the invention on a radially inner first chamber portion, in the axial direction relative to a radial Staggered towards the outer second chamber portion, which in turn is arranged in the axial direction in alignment with the at least one spring means, as described above. In this way, additional space is created in the radially inward portion of the torsional vibration damper that can be utilized by adjacent components within a powertrain, such as a subsequent dual clutch device, without substantially increasing the axial length of the powertrain. In order to achieve a particularly compact design of the torsional vibration damper in this embodiment, it has proved to be advantageous if the second chamber portion is arranged in the radial direction at least partially nested with the at least one spring means. Consequently, in this advantageous variant of the present embodiment, it is also possible to speak of a concentric arrangement of the spring device and the first chamber section.

As already described above, when the rotational speed of the torsional vibration damper reaches a certain rotational speed, a fluid pressure within the centrifugal-oil chamber can reach a value which is sufficient to transfer the clutch device from the closed state to the open state. If the rotational speed of the torsional vibration damper continues to increase after the coupling device has been transferred to the open state, this would also result in the fluidic pressure inside the centrifugal oil chamber also increasing, which could lead to an unnecessary loading of the components associated with the centrifugal oil chamber. In order to avoid the need for a larger dimensioning of said components and yet to ensure a safe operation, in a further preferred embodiment of the torsional vibration damper according to the invention, a pressure limiting device for limiting the Fliehöldrucks provided in the Fliehölkammer. This is preferably a controllable and / or controllable pressure limiting device.

In a further preferred embodiment of the torsional vibration damper according to the invention, the pressure limiting device is designed such that a centrifugal oil column within the centrifugal oil chamber can be shortened by means of the pressure limiting device. Alternatively or additionally, the pressure limiting device is designed such that the centrifugal oil can be discharged from the centrifugal oil chamber, for which purpose preferably a valve or overpressure valve of the pressure limiting device is provided, which may be provided, for example, in a wall bounding the centrifugal oil chamber.

Regardless of the particular embodiment of the aforementioned pressure limiting device, the pressure limiting device is formed in a further preferred embodiment of the invention Torsionsschwingungsdämpfers such that the Fliehöldruck in the Fliehölkammer automatically limited or limited by the pressure limiting device when the Fliehöldruck achieved in the Fliehölkammer a predetermined upper Fliehöldruckgrenzwert or exceeds. In this case, in particular overpressure valves have proven to be advantageous, which automatically open when reaching or exceeding the predetermined upper Fliehöldruckgrenzwertes within the Fliehölkammer without a costly Fliehöldruckerfassungs- or -messeinrichtung is needed. Alternatively, however, elastic boundary walls or boundary walls may be provided with elastic sections for the centrifugal oil chamber, which increase on reaching or exceeding the predetermined upper Fliehöldruckgrenzwertes the volume in the Fliehölkammer reducing the height of the Fliehölsäule in the Fliehölkammer by these elastically deformed or bulged.

In a further advantageous embodiment of the torsional vibration damper according to the invention, the coupling device has at least one first friction element, which is in rotary driving connection with or formed by the first element, and at least one second friction element, which is rotationally engaged with or formed by the second element , The first and second friction elements can be brought into contact with one another while forming the counteracting friction torque, so that the clutch device in the present embodiment can also be referred to as a classic friction clutch.

In a further advantageous embodiment of the torsional vibration damper according to the invention, the first friction element and the second friction element by means of the actuating piston described above are compressible and / or separable.

In a further preferred embodiment of the torsional vibration damper according to the invention, the first friction element or the second friction element is formed by the actuating piston, wherein it is preferred in this embodiment, when the actuating piston forms another of at least two first friction elements or another of at least two second friction elements to achieve a relatively large total friction surface for generating the counteracting friction torque. Thus, for example, a standing with the first element in Drehmitnahmeverbindung or formed by this friction element and the actuating piston each form a first friction element, between these two first friction elements, the second friction element could be arranged, which is in rotationally driving connection with the second element or formed by this is. This second friction element would then be able to come into contact with the first friction elements on both sides.

In order to provide only a relatively small biasing force for biasing the coupling device in the closed state despite the desired high counteracting friction torque of the clutch device in the resonance range or low speed range, the first and second friction element are brought together or brought to form a contact surface in the axial direction is arranged in alignment with the at least one spring means. In other words, the contact takes place relatively far in the radial direction outside, so that the biasing force does not have to be so high to a correspondingly high counteracting friction torque through the To effect coupling device in the closed state. Alternatively or additionally, the contact surface extends in the radial direction to the outside than the at least one spring device in order to achieve or reinforce said advantage. Alternatively or additionally, the contact surface is further arranged in alignment with the at least one spring element, which biases the actuating piston in the closed state to transmit the biasing force as directly as possible and loss-free on the area of the contact surface.

In a further advantageous embodiment of the torsional vibration damper according to the invention, the first element is designed as an input side of the torsional vibration damper, whereas the second element is designed as the output side of the torsional vibration damper. Thus, in this embodiment, the first element may also be referred to as a primary element, whereas the second element may also be referred to as a secondary element.

Based on the above-described embodiment, the input side in a further advantageous embodiment of the torsional vibration damper according to the invention on a radially inner input hub via which torque is introduced, while the second element forming the output side of the torsional vibration damper is formed with a radially outer output portion.

In a further particularly preferred embodiment of the torsional vibration damper according to the invention, the actuating piston is non-rotatably connected to the second element, preferably the output section of the second element, in order to improve the resonance behavior of the torsional vibration damper and of the entire drive train in which the torsional vibration damper is arranged. In particular, the mass inertia on the output side can be advantageously increased.

In a further preferred embodiment of the torsional vibration damper according to the invention, the second element is composed of two partial elements lying opposite one another in the axial direction, between which a driver disk of the first element extends. The two partial elements lying opposite each other in the axial direction can be designed, for example, as damper shells and / or form an intermediate receiving space for the aforementioned at least one spring device. The driver disk may extend, for example, starting from the aforementioned internal input hub, at least with their drivers between the opposing sub-elements and / or extend into the receiving space.

In a further advantageous embodiment of the torsional vibration damper according to the invention, the first friction element, which is in rotationally driving connection with the first element or is formed by this, while bringing the counteracting friction torque with one of the opposite sides of the sub-elements can be brought into contact or brought. In this way, the first friction element on the one hand safely separated from the at least one spring device, without the risk of collision exists. On the other hand can be effected in this way a particularly wide expansion of the contact surface in the radial direction to the outside, as has already been described above with reference to another embodiment. Furthermore, the one of the mutually remote sides of the sub-elements already act as a friction surface on which the first friction element can attack directly. It is preferred if one of the two opposing sub-elements equally forms the second friction element in order to avoid a variety of parts and thus to simplify the structure of the torsional vibration damper.

In a further particularly preferred embodiment of the torsional vibration damper according to the invention, the first friction element is non-rotatably mounted on the driver disk of the first element and thus not on any existing radially inward input hub of the first element. In this way, a particularly space-saving and lightweight construction of the torsional vibration damper is achieved, especially since the first friction element does not already have to be rotatably attached to a radially inner input hub, which would require a much more complex structure.

The drive train according to the invention for a motor vehicle has a double clutch device. The dual clutch device is preferably designed as a multi-plate clutch device, particularly preferably as a wet-running multi-plate clutch device. In the drive train, a torsional vibration damper of the type described above according to the invention is further provided, wherein the first or second element of the torsional vibration damper is in rotary driving connection with an input side of the dual clutch device. With regard to the advantages of the drive train according to the invention, reference is made to the advantages of the above-described torsional vibration damper according to the invention, which apply in a corresponding manner to the drive train.

In an advantageous embodiment of the drive train according to the invention, the dual clutch device and the torsional vibration damper are arranged in a common and / or continuous wet space.

In a preferred embodiment of the drive train according to the invention, the dual clutch device and the centrifugal oil chamber are preferably supplied or supplied with oil via a common oil supply device. In this embodiment, it is preferable if the oil which can be supplied via the common oil supply device serves for cooling or / and lubricating the double clutch device on the one hand and for filling the centrifugal oil chamber of the coupling device of the torsional vibration damper on the other hand.

In a further preferred embodiment of the drive train according to the invention the centrifugal oil chamber is limited by the actuating piston of the coupling device on the one hand and a boundary wall on the other hand, which is fixed in the axial direction to an output hub of the dual clutch device. As a result, the centrifugal oil chamber can be arranged without great effort particularly close to the subsequent dual clutch device, which greatly simplifies the common oil supply of dual clutch device and centrifugal oil chamber, especially since relatively short and direct oil supply routes can be created.

The invention will be explained in more detail below with reference to an exemplary embodiment with reference to the accompanying drawings. Show it:

1 a partial side view of a drive train for a motor vehicle with a first embodiment of the torsional vibration damper according to the invention in a sectional view and

2 a partial side view of a drive train for a motor vehicle with a second embodiment of the torsional vibration damper according to the invention in a sectional view.

In 1 is a powertrain 2 a motor vehicle at least partially shown. The powertrain 2 has a drive unit 4 , here in the form of an internal combustion engine, a torsional vibration damper 6 , on the one hand with the drive unit 4 and on the other hand with a dual clutch device 8th of the powertrain 2 is in rotary driving connection, and a dual-clutch transmission 10 on, with two output sides of the dual clutch device 8th is in rotary driving connection, wherein the drive unit 4 and the dual-clutch transmission 10 are indicated only schematically. The opposite axial directions 12 . 14 , the opposite radial directions 16 . 18 and the opposite circumferential directions 20 . 22 of the torsional vibration damper 6 and the dual clutch device 8th are indicated by corresponding arrows, with their axis of rotation 24 in the axial directions 12 . 14 extends.

The double clutch device 8th is together with the torsional vibration damper 6 in a common wet room 26 arranged so that it is a wet-running dual clutch device 8th acting, in addition, as a multi-plate clutch device 8th is formed and a first multi-plate clutch 28 and a second multi-plate clutch 30 having. The plate packs of the first and second multi-disc clutch 28 . 30 are in the radial direction 16 . 18 nested so that it is in the illustrated dual clutch device 8th around a concentric double clutch device 8th is. The first multi-plate clutch 28 and the second multi-plate clutch 30 have a common input page 32 on, by an outer disk carrier with two in the radial direction 16 . 18 nested slat carrying sections 34 . 36 is formed. On the output side is the first multi-plate clutch 28 with a first inner disk carrier 38 in rotary driving connection, while the second multi-plate clutch 30 on the output side with a second inner disk carrier 40 is in rotary driving connection. One in the radial direction 18 internal output hub 42 of the first inner disk carrier 38 stands with a first transmission input shaft, not shown in rotary driving connection, while an output hub 44 of the second inner disk carrier 40 is in rotational drive connection with a second transmission input shaft, not shown, wherein said transmission input shafts are preferably arranged coaxially. Thus, the first multi-plate clutch is used 28 the optional torque transmission between the drive unit 4 and the first transmission input shaft while the second multi-plate clutch 30 the optional torque transmission between the drive unit 4 and the second transmission input shaft, wherein the first multi-plate clutch 28 and the second multi-plate clutch 30 each hydraulically actuated.

As previously explained, a torsional vibration damper 6 between the drive unit 4 on the one hand and the dual clutch device 8th on the other hand arranged within the torque transmission path. The torsional vibration damper 6 has a first element 46 and a second element 48 on, relative to each other in the circumferential direction 20 . 22 around the axis of rotation 24 can be twisted. The first element 46 has one in the radial direction 18 internal input hub 50 on, directly or indirectly, for example indirectly via a flywheel, with the output side of the drive unit 4 is in rotary driving connection. Thus forms the first element 46 the input side of the torsional vibration damper 6 in which the drive torque is introduced, so that at the first element 46 can also be spoken by the so-called primary element. The input hub 50 of the first element 46 is in turn rotationally fixed with a substantially in the radial direction 16 . 18 extending drive plate 52 of the first element 46 connected. At the in the radial direction 16 outwardly facing edge of the drive plate 52 are in the radial direction 16 protruding drivers 54 provided in one piece with the drive plate 52 are formed.

The second element 48 of the torsional vibration damper 6 on the other hand forms the output side of the torsional vibration damper 6 over which the torque from the torsional vibration damper 6 is passed, with the second element 48 for this purpose with the common input side 32 the double clutch device 8th is in rotary driving connection. The second element 48 has one in the radial direction 16 outer, tubular output section 56 on, in the axial direction 14 protrudes and over a in the radial direction 16 . 18 extending coupling disc 58 with the slat support section 34 the common input side 32 the double clutch device 8th is in rotary driving connection.

The second element 48 is essentially two in the axial direction 12 . 14 composed of opposing sub-elements, namely the first sub-element 60 and the second subelement 62 , wherein the sub-elements 60 . 62 can also be referred to as damper cups. While the first subelement 60 essentially cup-shaped with a radial section 64 and the integrally formed therewith output section 56 is formed, is the second sub-element 62 formed substantially annular disk-shaped to non-rotatably with the tubular output section 56 of the first subelement 60 to be connected. The radial section 64 of the first subelement 60 is in the radial direction 18 inside via a radial bearing 66 , preferably a roller bearing, on the input hub 50 supported and is the second sub-element 62 in the axial direction 12 . 14 arranged opposite one another, leaving a receiving space 68 in the axial direction 12 . 14 between the subelements 60 . 62 arises.

Within the annular receiving space 68 is at least one spring device 70 to achieve a resilient rotary driving coupling between the first element 46 and the second element 48 in the circumferential direction 20 . 22 arranged. The spring device 70 is on the one hand to the drivers 54 of the first element 46 and on the other hand to not shown carriers of the second element 48 in the circumferential directions 20 . 22 supported to effect the resilient rotary driving coupling. At the spring device 70 it may be, for example, one or more coil springs, which, optionally curved, in the circumferential direction 20 . 22 within the recording room 68 extend. The driving disc 52 of the first element 46 again extends in the radial direction 16 . 18 between the sub-elements 60 . 62 as well as in the mentioned recording room 68 for the at least one spring device 70 , which is indicated only schematically in the figure.

The torsional vibration damper 6 also has a coupling device 72 to achieve one of relative rotation between the first element 46 and the second element 48 counteracting friction torque on. Thus, the coupling device 72 a first friction element 74 on that with the first element 46 is in rotary driving connection. More specifically, the first friction element 74 in the illustrated embodiment rotationally fixed to the drive plate 52 attached and not on the input hub 50 of the first element 46 , By the first friction element 74 not directly on the input hub 50 of the first element 46 but in the radial direction 16 further out on the drive plate 52 is attached, the first friction element 74 be designed particularly compact and space-saving. The friction-disc-like first friction element 74 extends at least partially in the axial direction 14 to deal with the first subelement 60 opposite side 76 of the second subelement 62 to be brought into contact. How out 1 can be seen, the first friction element 74 on his in the axial direction 12 pointing and thus the second sub-element 62 facing side a first friction lining 80 on while on the second subelement 62 opposite side of the first friction element 74 a second friction lining 82 is arranged.

In addition, the coupling device 72 a second friction element 78 on that with the second element 48 is in rotary driving connection or is formed by this. In the illustrated embodiment, the second friction element 78 from the second subelement 62 formed, so that the second friction element 78 in this embodiment of the second element 48 is formed. The two friction elements, namely the first friction element 74 and the second friction element 78 , can be brought into contact with each other while forming the aforementioned counteracting friction torque be, so that between the first and second friction element 74 . 78 a contact surface 84 arises. How out 1 it can be seen that is in the circumferential direction 20 . 22 circumferential contact surface 84 in the axial direction 12 . 14 in alignment with the at least one spring device 70 arranged, with the annular contact surface 84 beyond in the radial direction 16 extends further outward than the at least one spring device 70 ,

The coupling device 72 can be of a closed state, in 1 is shown in an opening state, wherein the aforementioned counteracting friction torque generated by the coupling device 72 is achieved in the open state is less than in the closed state. To the coupling device 72 To be able to transfer from the illustrated closed state in the open state, is in the axial direction 12 . 14 movable or displaceable actuating piston 86 intended.

The actuating piston 86 extends substantially in the radial directions 16 . 18 , wherein the actuating piston 86 in the radial direction 16 externally rotatable with the second element 48 , here the tubular exit section 56 of the second element 48 , connected is. An outer piston section 88 of the actuating piston 86 is the first friction element 74 assigned and can with the second friction lining 82 of the first friction element 74 in the axial direction 12 . 14 be brought into contact. Thus, the outer piston portion forms 88 here mutatis mutandis, another second friction element, the interposition of the first friction element 74 relative to the second friction element 78 is arranged. The actuating piston 86 is in the axial direction 12 against the first friction element 74 biased while the first friction element 74 as a result, against the second friction element 78 is biased. For this purpose, the actuating piston 86 in the closed position 1 biased, wherein the spring element 90 on the one hand on the outer piston portion 88 of the actuating piston 86 and on the other hand on the second element 48 , here about one in the axial direction 14 on the second element 48 supported support disk 92 , is supported. Thus, the coupling device 72 thanks to the bias of the actuating piston 86 biased in the closed position shown in total in a closed state. It is in the coupling device 72 thus a normally closed coupling device. It should be mentioned in addition that further comprises a spring element 94 for resilient support of the aforementioned coupling disc 58 on the support disk 92 is provided, wherein the spring element 94 in the axial direction 12 on the support disk 92 and in the axial direction 14 at the coupling disc 58 is supported. The support disk 92 is preferably also in the axial direction 12 on the second element 48 established. Out 1 It can also be seen that the at least one spring element 90 for biasing the coupling device 72 in the closed state in the axial direction 12 . 14 in alignment with the circumferential contact surface 84 is arranged.

The first friction element 74 and the second friction element 78 are with the help of the actuating piston 86 compressible, wherein the compression by the at least one spring element 90 is effected. To the actuating piston 86 against the biasing force in the axial direction 14 to be able to move into an open position, not shown, in which the coupling device 72 is in the aforementioned opening state, is also a Fliehölkammer 96 provided, wherein the actuating piston 86 , preferably alone, by the Fliehöldruck in the Fliehölkammer 96 is drivable. So has the actuating piston 86 an inner piston portion 98 on, the the centrifugal oil chamber 96 in the axial direction 14 as well as in the radial direction 16 limited to the outside. In addition, the inner piston section 98 in the axial direction 12 . 14 opposite one another essentially in the radial direction 16 . 18 extending boundary wall 100 arranged, which is the centrifugal oil chamber 96 in the axial direction 12 limited. Thus, the Fliehölkammer 96 formed substantially annular and in the radial direction 18 opened inside. The boundary wall 100 is in the axial direction 12 . 14 at the output hub 42 of the first inner disk carrier 38 the double clutch device 8th , preferably releasably, set. Also is in the output hub 42 an oil supply hole 102 provided, over the oil in the radial direction 16 outwards in the radial direction 18 inwardly opened centrifugal oil chamber 96 can flow in, with the oil supply hole 102 for this purpose, preferably in the radial direction 16 . 18 with the in the radial direction 18 inwardly facing opening of the Fliehölkammer 96 is arranged in alignment. In any case, the dual clutch device 8th and the centrifugal oil chamber 96 a common oil supply device via which the dual clutch device 8th for the purpose of lubrication and cooling and the Fliehölkammer 96 be supplied for the purpose of filling with oil, which has been omitted the detailed representation of the common oil supply device.

The centrifugal oil chamber 96 extends so far in the radial direction 16 to the outside, that these in the axial direction 12 . 14 in alignment with the at least one spring device 70 is arranged, as this is based on the overlap area 104 in 1 is indicated. Although in 1 not shown, it is also possible that the Fliehölkammer 96 in the radial direction 16 extends further outward than the at least one spring device 70 , The annular centrifugal oil chamber 96 let yourself essentially in a radial direction 18 inner first chamber section 106 and one in the radial direction 16 outer second chamber section 108 subdivide, which are in fluid communication with each other. The first chamber section 106 is in the axial direction 12 opposite the second chamber section 108 staggered while the second chamber section 108 in the manner described above in the axial direction 12 . 14 in alignment with the at least one spring device 70 is arranged. In the illustrated embodiment, the first chamber portion 106 not only in the axial direction 12 opposite the second chamber section 108 offset to achieve a compact design, but rather the first chamber section 106 also in the radial direction 16 . 18 at least partially with the at least one spring device 70 nested arranged to achieve a particularly compact design. This radial nesting is in 1 based on the overlap area 110 indicated.

Below are further features and the operation of the torsional vibration damper 6 within the powertrain 2 with reference to 1 be explained.

At the start of the drive unit 4 becomes the first element 46 of the torsional vibration damper 6 driven, wherein a resilient rotary driving coupling between the first element 46 and the second element 48 over the at least one spring device 70 consists. In the so-called resonance range or low speed range stronger torque shocks in the first element 46 initiated, whereby the first and second element 46 . 48 were rotated to an increased extent relative to each other, which can ultimately lead to an overshoot of the system. This overshoot affects the biased in the closed state coupling device 72 By doing this, a particularly high degree of relative rotation between the first element 46 and the second element 48 generates counteracting friction torque. If the speed is increased beyond the resonance range or low speed range, so does the Fliehöldruck within the Fliehölkammer 96 depending on the speed of the torsional vibration damper 6 , Is a predetermined lower Fliehöldruckgrenzwert within the Fliehölkammer 96 reached or exceeded, this causes increased Fliehöldruck within the Fliehölkammer 96 , Preferably exclusively the Fliehöldruck that the actuating piston 86 against the biasing force of the spring element 90 from his in 1 shown closed position in the axial direction 14 is moved in an open position not shown. In the opening position of the actuating piston 86 takes the coupling device 72 the aforementioned opening state in which the counteracting friction torque less than in the closed state after 1 is. Thus, the ride comfort is improved in the speed ranges above the resonance range and the low speed range. In other words, the degree of isolation of the module is improved. It is preferred if the friction torque is completely eliminated at higher speeds or reduced to zero. Is the speed of the torsional vibration damper 6 in turn decreases, so does the Fliehöldruck in the Fliehölkammer 96 , which in turn at the latest when reaching the lower Fliehöldruckgrenzwertes results in that the actuating piston 86 over the spring element 90 again in its closed position and the coupling device 72 is thus transferred to its closed state.

The pure control of the coupling device described herein 72 about the fluid pressure in the Fliehölkammer 96 has the significant advantage that no complicated adjusting device for the actuating piston 86 is required. Nevertheless, a further increase in the rotational speed of the torsional vibration damper 6 far beyond the resonance range cause the fluid pressure within the Fliehölkammer 96 becomes too high, giving the strength of the centrifugal oil chamber 96 associated components, such as the actuating piston 86 and the boundary wall 100 , would have to be increased. In order to avoid such measures, in the illustrated embodiment also a pressure limiting device 112 to limit the Fliehöldrucks in the Fliehölkammer 96 intended. The pressure limiting device 112 For example, a valve or pressure relief valve 114 have that in the boundary wall 100 or - as shown here - in the actuating piston 86 , preferably the inner piston portion 98 of the actuating piston 86 , is arranged and about the centrifugal oil from the Fliehölkammer 96 is exhaustible. Alternatively or additionally, a portion of the boundary wall 100 or the actuating piston 86 or the inner piston portion 98 as an elastically deformable section 116 be educated. Regardless of the respective embodiment variant of the pressure limiting device 112 is the Fliehöldruck in the Fliehölkammer 96 preferably automatically by the pressure limiting device 112 limited or limited if the fluid pressure in the Fliehölkammer 96 reaches or exceeds a predetermined upper Fliehöldruckgrenzwert. If this is the case, for example, would the valve or pressure relief valve 114 Automatically open to extract fuel from the centrifugal oil chamber 96 leave out, reducing the pressure in the Fliehölkammer 96 reduces and possibly also the Fliehölsäule within the Fliehölkammer 96 is shortened. In the case of the elastically deformable section 116 the pressure limiting device 112 would reach or exceed the predetermined upper Fliehöldruckgrenzwertes within the Fliehölkammer 96 to elastically deform or bulge the elastically deformable portion 116 and thus to an increase in the volume of the Fliehölkammer 96 leading, in turn, a shortening of the Fliehölsäule within the Fliehölkammer 96 in the radial direction 16 . 18 would result.

Hereinafter, referring to 2 a second embodiment, which is substantially the first embodiment according to 1 is similar, so that only the differences are explained below, the same reference numerals are used for the same or similar parts and the rest of the description otherwise applies accordingly.

The essential difference between the first and second embodiments is that the coupling device 72 and the spring device 70 in the radial direction 18 are further offset inwards to achieve a lower radial height. Thus, in the second embodiment, the contact surface 84 between the first and second friction elements 74 . 78 in the axial direction 12 . 14 in alignment with the disk set of the first multi-plate clutch 28 arranged. In addition, on a separate coupling disc 58 for connecting the output side of the torsional vibration damper 6 with the input side 32 the double clutch device 8th omitted, rather, the slat support section 34 the input side 32 integral with the tubular exit section 56 of the second element 48 of the torsional vibration damper 6 designed to reduce the assembly effort here and to achieve a safe rotary driving connection.

LIST OF REFERENCE NUMBERS

2

powertrain

4

drive unit

6

torsional vibration damper

8th

Dual clutch assembly

10

Double clutch

12

axial direction

14

axial direction

16

radial direction

18

radial direction

20

circumferentially

22

circumferentially

24

axis of rotation

26

wet room

28

first multi-plate clutch

30

second multi-plate clutch

32

common entrance page

34

Panel support section

36

Panel support section

38

first plate carrier

40

second plate carrier

42

output hub

44

output hub

46

first element

48

second element

50

input hub

52

driver disc

54

takeaway

56

output section

58

coupling disk

60

first subelement

62

second subelement

64

radial section

66

radial bearings

68

accommodation space

70

spring means

72

coupling device

74

first friction element

76

page

78

second friction element

80

first friction lining

82

second friction lining

84

contact area

86

actuating piston

88

outer piston section

90

spring element

92

support disc

94

spring element

96

Fliehölkammer

98

inner piston section

100

boundary wall

102

Oil supply hole

104

overlap area

106

first chamber section

108

second chamber section

110

overlap area

112

Pressure limiting device

114

Pressure relief valve / valve

116

elastically deformable section

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 10037646 A1 [0003, 0007, 0007, 0007, 0008, 0008]

Claims (10)

Torsional vibration damper ( 6 ) with a first element ( 46 ) and a second element ( 48 ), which are rotatable relative to one another, and at least one spring device ( 70 ) to achieve a resilient rotary driving coupling between the first element ( 46 ) and the second element ( 48 ), wherein a coupling device ( 72 ) for achieving a relative rotation between the first element ( 46 ) and the second element ( 48 ) is provided, which is convertible from a closed state to an open state in which the counteracting friction torque is lower than in the closed state, characterized in that the coupling device ( 72 ) is biased in the closed state. Torsional vibration damper ( 6 ) according to claim 1, characterized in that a centrifugal oil chamber ( 96 ) is provided, in which a fluid pressure in dependence on the speed of the torsional vibration damper ( 6 ) is constructed or constructed, wherein the coupling device ( 72 ) due to the Fliehöldrucks within the Fliehölkammer ( 96 ) Can be converted against the bias of the closed state in the open state. Torsional vibration damper ( 6 ) according to claim 2, characterized in that a movable, by the Fliehöldruck in the Fliehölkammer ( 96 ) drivable actuating piston ( 86 ) for transferring the coupling device ( 72 ) is provided in the open state, wherein the actuating piston ( 86 ) preferably by means of at least one spring element ( 90 ) is biased in a closed position in which the coupling device ( 72 ) is in the closed state, and particularly preferably against the biasing force is movable into an open position in which the coupling device ( 72 ) is in the open state. Torsional vibration damper ( 6 ) according to one of claims 2 or 3, characterized in that the centrifugal oil chamber ( 96 ) so far in the radial direction ( 16 ) extends outwards, that these in the axial direction ( 12 . 14 ) in alignment with the at least one spring device ( 70 ) is arranged and / or in the radial direction ( 16 ) extends further outward than the at least one spring device ( 70 ), wherein the Fliehölkammer ( 96 ) preferably one in the radial direction ( 18 ) inner first chamber section ( 106 ), which in the axial direction ( 12 . 14 ) relative to one in the radial direction ( 16 ) outer second chamber section ( 108 ) is offset in the axial direction ( 12 . 14 ) in alignment with the at least one spring device ( 70 ), and the first chamber section ( 106 ) in the radial direction ( 16 . 18 ) at least partially with the at least one spring device ( 70 ) is arranged nested. Torsional vibration damper ( 6 ) according to one of claims 2 to 4, characterized in that a pressure-limiting device ( 112 ) for limiting the flow-height pressure in the centrifugal-oil chamber ( 96 ) is provided, by means of which preferably a Fliehölsäule within the Fliehölkammer ( 96 ) and / or centrifugal oil, optionally with the aid of a valve or pressure relief valve ( 114 ) of the pressure limiting device ( 112 ), from the centrifugal oil chamber ( 96 ) can be discharged, wherein the Fliehöldruck in the Fliehölkammer ( 96 ) particularly preferably automatically by the pressure limiting device ( 112 ) is limited or limited when the fluidic pressure reaches or exceeds a predetermined upper fluid pressure limit. Torsional vibration damper ( 6 ) according to one of the preceding claims, characterized in that the coupling device ( 72 ) at least one first friction element ( 74 ) associated with the first element ( 46 ) is in rotary driving connection or is formed by this, and at least one second friction element ( 78 ) connected to the second element ( 48 ) is in Drehmitnahmeverbindung or formed by this, which are brought together or brought to form the counteracting friction torque in contact with each other, wherein the first friction element ( 74 ) and the second friction element ( 78 ) preferably by means of the actuating piston ( 86 ) are compressible and / or separable from each other and the actuating piston ( 86 ) particularly preferably the first or second friction element ( 74 ; 78 ). Torsional vibration damper ( 6 ) according to claim 6, characterized in that the first and second friction elements ( 74 . 78 ) forming a contact surface ( 84 ) are brought into contact or brought into contact with each other in the axial direction ( 12 . 14 ) in alignment with the at least one spring device ( 70 ) is arranged in the radial direction ( 16 ) extends further outward than the at least one spring device ( 70 ) and / or in the axial direction ( 12 . 14 ) in alignment with the at least one spring element ( 90 ) is arranged. Torsional vibration damper ( 6 ) according to one of the preceding claims, characterized in that the first element ( 46 ) as an input side, preferably with a in the radial direction ( 18 ) internal input hub ( 50 ), and the second element ( 48 ) as the starting side, preferably in the radial direction ( 16 ) outer output section ( 56 ), of the torsional vibration damper ( 6 ) is formed, wherein the actuating piston ( 86 ) particularly preferably rotatable with the second element ( 48 ), optionally the output section ( 56 ), connected is. Torsional vibration damper ( 6 ) according to one of the preceding claims, characterized in that the second element ( 48 ) of two in the axial direction ( 12 . 14 ) opposing sub-elements ( 60 . 62 ), between which a drive plate ( 52 ) of the first element ( 46 ), wherein the first friction element ( 74 ) while achieving the counteracting friction torque, preferably with one of the mutually remote sides ( 76 ) of the subelements ( 60 . 62 ) is brought into contact or brought and the first friction element ( 74 ) particularly preferably on the drive plate ( 52 ) is rotationally fixed. Powertrain ( 2 ) for a motor vehicle with a double clutch device ( 8th ), characterized in that a torsional vibration damper ( 6 ) according to one of the preceding claims and the first or second element ( 46 ; 48 ) with an input side ( 32 ) of the dual clutch device ( 8th ) is in rotary driving connection, wherein the double clutch device ( 8th ) and the centrifugal oil chamber ( 96 ) are preferably supplied or supplied with oil via a common oil supply device and / or the centrifugal oil chamber ( 96 ) by the actuating piston ( 86 ) on the one hand and a boundary wall ( 100 ) is limited on the other hand, in the axial direction ( 12 . 14 ) on an output hub ( 42 ) of the dual clutch device ( 8th ).

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