DE102018131344A1 - Multi-flange damper for a detachable torque transmission unit - Google Patents

Abstract

The invention relates to a multi-flange damper (1) with a rotation axis (2) for damping torsional vibrations for a detachable torque transmission unit (3), comprising at least the following components: - a hub (6) for torque delivery; - a first hub flange (4); a second hub flange (5); and - at least one middle flange (33); - a plurality of damper units (7, 8, 9, 10) which connect the first hub flange (4), the second hub flange (5) and the middle flange (33) in a torque-transmitting manner, the torque direction depending on the the first hub flange (4) or the second hub flange (5) is connected to the hub (6) in a torque-transmitting manner. The multi-flange damper (1) is characterized in particular by the fact that the center flange (33) is centered on the hub (6). The multi-flange damper proposed here is inexpensive to manufacture and a center flange can be easily centered and guided.

Description

The invention relates to a multi-flange damper with a rotation axis for damping torsional vibrations for a releasable torque transmission unit, a torque transmission unit for a drive train with such a multi-flange damper, a drive train with such a torque transmission unit, and a motor vehicle with such a drive train.

Multi-flange dampers are known from the prior art, for example from WO 2008/019 641 A1 (two-flange torsional vibration damper) and from DE 10 2015 216 356 A1 (Three-flange torsional vibration damper in a clutch disc with centrifugal pendulum) known from the field of application as clutch discs in a friction clutch. Such clutch disks or friction clutches are mostly used together with an internal combustion engine with a limited operating speed range, for example 800 rpm [eight hundred revolutions per minute] to 6,000 rpm, and a corresponding manual transmission to provide a significantly enlarged speed range (spread). The torsional vibrations present there, which are largely induced by the crankshaft running out of round, are in a comparatively low speed range or torque range.

In the present case, the task is to provide a torsional vibration damper, also referred to as a torsional vibration damper, for applications in a very high speed range and / or torque range. Conventional multi-flange dampers cannot perform this task. Areas of application are, for example, clutch disks for friction clutches in the high-performance range or as torque limiters, for example for electrical machines as drive units in an electrified drive train, for example a hybrid drive train with electrical machines and internal combustion engines as parallel and / or serial drive units, for example a motor vehicle.

A high-performance area is characterized by a very high torque to be transmitted, a very high speed to be transmitted, very low transmissible torsional vibrations and / or a very long service life or a very large number of load cycles. The high-performance range also includes, for example, the only deviation from a normal power range, very abrupt changes in torque, such as occur with a torque limiter in the event of slipping, always at high torques and / or large speed differences, for example during emergency braking of a motor vehicle with an electrical machine permanently connected in a torque-transmitting manner by means of a torque limiter. In addition to the high-performance range, one must also count (likewise, for example, only) to cover a very large damping range, i.e. to provide damping for low torsional vibrations as well as for large torsional vibrations or low and large fluctuation torques in terms of amount.

Proceeding from this, the present invention is based on the object of at least partially overcoming the disadvantages known from the prior art. The features according to the invention result from the independent claims, for which advantageous configurations are shown in the dependent claims. The features of the claims can be combined in any technically meaningful manner, with the explanations from the following description and features from the figures, which include supplementary embodiments of the invention, being able to be used for this purpose.

• - eine Nabe zur Drehmomentabgabe;
• - einen ersten Nabenflansch;
• - einen zweiten Nabenflansch; und
• - zumindest einen Mittelflansch;
• - eine Mehrzahl von Dämpfereinheiten, welche den ersten Nabenflansch, den zweiten Nabenflansch und den Mittelflansch drehmomentübertragend verbinden, wobei drehmomentrichtungsabhängig der erste Nabenflansch oder der zweite Nabenflansch drehmomentübertragend mit der Nabe verbunden ist.

The invention relates to a multi-flange damper with a rotation axis for damping torsional vibrations for a detachable torque transmission unit, comprising at least the following components:

• - a hub for torque delivery;
• - a first hub flange;
• - a second hub flange; and
• - at least one middle flange;
• - A plurality of damper units, which connect the first hub flange, the second hub flange and the center flange in a torque-transmitting manner, the torque-direction-dependent connecting the first hub flange or the second hub flange to the hub in a torque-transmitting manner.

The multi-flange damper is primarily characterized by the fact that the center flange is centered on the hub.

In the following, reference is made to the mentioned axis of rotation if the axial direction, radial direction or the circumferential direction and corresponding terms are used without explicitly indicating otherwise. Unless explicitly stated to the contrary, ordinal numbers used in the preceding and subsequent description serve only to clearly distinguish them and do not reflect the order or ranking of the components identified. A An ordinal number greater than one does not mean that an additional component of this type must necessarily be present.

The multi-flange damper is designed for damping, that is to say partially absorbing, torsional vibrations in a drive train, it being possible for part of the vibration energy entered to be convertible into a uniform torque output. The multi-flange damper can be used for a detachable torque transmission unit, for example a clutch disc of a friction clutch, a slip clutch or a torque limiter. A torque that is as uniform as possible should also be able to be transmitted with as little loss as possible, ie with a high degree of efficiency, about a common axis of rotation. For this purpose, the multi-flange damper is preferably designed to be rotationally symmetrical, but at least balanced to the axis of rotation. In the case of a (conventional) single-flange damper, only a single (hub) flange as the damper mass can be oscillated in the torque flow relative to the torque-transmitting components, that is, can be rotated to a limited extent. Compared to a single-flange damper, a multi-flange damper has the advantage, among other things, that a plurality of flywheels that can be used separately can be switched into the torque flow. This enormously increases the freedom of design, for example to cover a large damping area. In one embodiment, for example for the aforementioned purpose, pressure springs connected in series are designed with different spring characteristics.

The multi-flange damper has a first hub flange and a second hub flange as well as a middle flange as a three-flange damper. The middle flange is arranged in series with damper units, for example compression springs, between the first hub flange and the second hub flange. A larger number of flanges can also be used, with a correspondingly larger number of middle flanges being used, which are connected to one another in series by means of damper units. In one embodiment, the first hub flange and the second hub flange are designed identically, with these being installed in the multi-flange damper, mirrored to one another to a transverse plane to which the axis of rotation is normally aligned.

A hub is arranged centrally, that is close to the axis of rotation, which forms a connection to an output shaft, for example by means of a radially inwardly directed spline for a corresponding external toothing of such an output shaft. The hub has an external toothing radially outside, that is to say towards the hub flanges, which forms such a large distance in the circumferential direction between the individual outer teeth that a hub flange can be rotated relative to the hub. Depending on the direction of torque, either the first hub flange or the second hub flange is connected to the hub in a torque-transmitting manner directly, ie not indirectly via the damper units. In one embodiment, the external toothing also forms a limitation of the maximum angle of rotation between the two hub flanges. In another embodiment, the damper units are intrinsically limited, for example can be brought to block as compression springs, and / or a stop element is formed in the flanges, for example (directly) between the hub flanges as a rotation angle limiter.

Furthermore, a torque input is provided, this being set up (for example for frictionally engaging) taking up a torque. For example, the torque input is a friction disk with a friction lining. For example, the torque input is connected to at least one side plate or to the at least one side plate, which axially supports the hub flanges. Such a side plate or a pair of side plates is preferably axially supported on the hub flange such that it can be rotated relative to the hub flange.

At this point, it should be noted that the terms input and output are only selected for an assumed main operating state, for example a traction torque starting from a drive machine can be transferred from the input to the output to a transmission connected on the output side and vice versa a thrust torque originating or transmitted from a transmission is transferable from the output to the input to the drive machine connected on the input side. A torque curve can therefore be transferred from the output to the input by means of the multi-flange damper (preferably damped in both directions). Such a reverse torque curve from output to input can also represent the main operating state.

It is now proposed that the center flange be centered on the hub. This has an additional stabilizing effect on the flanges, so that transverse vibrations, ie not like the torsional vibrations around the axis of rotation, are reduced. In addition, in comparison to a center flange centered on one of the hub flanges, a chain of play is interrupted and thus a greater manufacturing tolerance can be achieved.

It is further proposed in an advantageous embodiment of the multi-flange damper that the central flange is axially supported axially by the first hub flange and axially opposite by the second hub flange.

In this embodiment, the center flange is axially positioned from the hub flanges. This creates additional installation space for additional flywheel mass because an axial passage to the side windows or to other components of the multi-flange damper is not necessary. At the same time, no support on the hub is necessary. A support on the hub leads to an unfavorable chain of axial forces and thus to an unfavorable chain of play.

Such an axial force linkage is particularly disadvantageous if a hysteresis device is provided between at least one of the hub flanges and at least one of the side plates, which are axially supported on the hub.

By means of an axial support of the middle flange on the hub flanges, a desired friction can also be set for a desired hysteresis behavior of the middle flange.

It is further proposed in an advantageous embodiment of the multi-flange damper that a low-friction centering element is provided which forms a radial and / or axial contact surface of the center flange.

In this embodiment, an additional element is provided which is formed separately from the central flange with regard to the material and / or the surface properties. Such a centering element is, for example, positively connected to the central flange. Alternatively, the centering element is a coating that adheres (mainly cohesively) to the central flange. In one embodiment, the centering element is designed in two parts, for example in each case L-shaped, with each partial element being attached, for example clicked on, to the middle flange from left and right during assembly.

• - einen Mehrflanschdämpfer nach einer Ausführungsform gemäß der obigen Beschreibung;
• - eine Reibscheibe als Drehmomenteingang;
• - eine Anpressplatte, welche mit der Reibscheibe derart verpressbar ist, dass zwischen der Reibscheibe und der Anpressplatte ein Drehmoment reibschlüssig übertragbar ist,

wobei mittels der Reibscheibe ein Drehmoment von der Anpressplatte auf die Nabe lösbar übertragbar ist.According to a further aspect, a torque transmission unit for a drive train is proposed, comprising at least the following components:

• - A multi-flange damper according to an embodiment as described above;
• - A friction disc as a torque input;
• a pressure plate which can be pressed with the friction disk in such a way that a torque can be transmitted in a frictionally locking manner between the friction disk and the pressure plate,

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

The torque transmission unit is set up to make a torque transmission interruptible and at the same time to ensure a high efficiency of the torque transmission. Examples of a frictional torque transmission unit are a friction clutch, a slip clutch or a torque limiter, preferably for an electrical machine in an electrified drive train for a motor vehicle, for example a hybrid vehicle.

In cooperation with a counter plate under axial pretension, for example by means of a plate spring and / or an axially movable pressure plate, a friction disk ensures torque transmission up to a maximum torque which is predetermined according to the design. In the case of a friction clutch, the preload can be actively removed, for example by means of a clutch pedal in a driver's cabin of a motor vehicle. The preload of a slip clutch or a torque limiter is structurally defined and only serves to protect against an overload, which according to the design should not or only rarely occur, for example to protect against damage to components or undesired operating conditions, e.g. gear tension in a dual-speed transmission.

The multi-flange damper is designed to dampen torque vibrations. In one embodiment, on the one hand, a torque oscillation is to be damped in torque-transmitting operation. On the other hand or alternatively, a torque transmission induced by a torque transmission (due to a repeated frictional engagement when the design limit of the maximum transmissible torque is exceeded) should be decoupled from the rest of the drive train or drive train on the output or input side.

It is further proposed in an advantageous embodiment of the torque transmission unit that the torque transmission unit is set up as a passively releasable torque limiter, a friction lining preferably being loosely arranged between the friction disk and the pressure plate.

Such a passive torque limiter is particularly advantageous, for example, for a hybrid drive train for the rotor shaft of an electrical machine, so that the electrical The machine is efficiently protected against torsional vibrations to which the electrical machine may react sensitively, or because torsional vibrations on the rotor shaft increase the reactive power of the electrical machine and / or can cause residual currents with damaging flashover voltages on neighboring components. The torque limiter or its multi-flange damper preferably fulfills the vibration damping described above for two operating states, namely in normal operation, in which the torque is transmitted undisturbed with a high efficiency by means of the torque limiter, and in overload operation, in which, for example, chattering occurs.

For an application in which the overload operation is provided only as functional safety, for example against blocking the rear axle of a motor vehicle, a loose friction lining, as described above, is advantageous, so that a small axial depth and / or a simple structure is reached.

It is further proposed in an advantageous embodiment of the torque transmission unit that the torque transmission unit is designed as a clutch disc.

In this embodiment, the side windows are connected in a rotationally fixed manner to a friction disk, preferably having at least one friction lining, and preferably one of the two side windows is formed in one piece with the friction disk. This friction disk has a surface against which a pressure plate, and preferably (on the back) a counter plate, can be pressed, for example built into a friction clutch, the pressure plate being axially movable and the (optional) counter plate being axially fixed. The pressure plate is pressed against the friction disk in a torque-transmitting state by means of an engagement force, actively from a clutch actuation or passively from a pretensioning unit, for example a plate spring. In this state, a torque is transmitted frictionally from the pressure plate (and counter plate) to the clutch disc. If the friction disk does not slip relative to the pressure plate, the side windows are synchronized with the pressure plate, i.e. they rotate at the same speed and transmit the applied torque (almost) without loss to the flanges.

In contrast to this embodiment, in the case of a loose friction lining as described above, one of the side disks forms a counterplate and the other side disk forms the abutment for a pressure plate. The side windows then absorb axial forces for pressing a loose friction lining.

According to a further aspect, a hybrid drive train is proposed, comprising an electric drive machine with a rotor shaft, at least one consumer and a torque transmission unit designed as a torque limiter according to an embodiment according to the above description, the rotor shaft being vibration-damped for torque transmission by means of the torque transmission unit with the at least one consumer and frictionally connected to a predetermined maximum torque.

The hybrid drive train can be used, for example, in a motor vehicle as a propulsion device. In addition to an electric drive machine, the hybrid drive train further comprises an internal combustion engine, which is serial, that is to say for generating electrical energy for the electric drive machine, and / or parallel, that is to say to deliver a torque to the consumer, for example the at least one vehicle wheel set up to propel the motor vehicle , is used.

The torque limiter is arranged between the rotor shaft and the consumer, preferably in front of a consumer-side transmission close to the electric drive machine, and protects the electric drive machine from an overload entered by the consumer. In addition, torsional vibrations are dampened starting from the consumer or induced by the torque limiter slipping in the event of an overload. The consumer is also protected against torsional vibrations of the electric drive machine. In one embodiment, the torque limiter also represents an electrical flashover protection by means of an insulation element, so that consumer-side components of the hybrid drive train are protected against electrical charging, and preferably against an arcing flashover.

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

A hybrid vehicle includes a hybrid drive train as described above, and thus an internal combustion engine and an electric drive machine. The torque transmission unit is preferably used as a torque limiter in the branch of the electric drive machine. Furthermore, a further torque transmission unit is preferably used as a clutch disc in a friction clutch in the partial line of the internal combustion engine.

The hybrid vehicle is, for example, a passenger car, for example a Golf GTE, Audi Q5 Hybrid, a Porsche Panamera S E-Hybrid.

According to a further aspect, a drive train is proposed, comprising a drive unit with a drive shaft, at least one consumer and a torque transmission unit according to an embodiment according to the above description, the drive shaft for torque transmission by means of the torque transmission unit with the at least one consumer being vibration-damped and frictionally limited to a predetermined one Maximum torque is connected.

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

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

The (simple) motor vehicle differs from a hybrid vehicle in that only a single drive train is used to propel the motor vehicle, the drive unit being an internal combustion engine or an electric drive machine. It is not excluded here that further machines are provided for further functions of the motor vehicle, for example a pump for a cooling circuit, a power steering and others. The torque transmission unit fulfills the above-mentioned functions and is preferably also arranged as close as possible to the drive unit for early vibration damping, for example within a friction clutch, in the drive train.

• 1: ein Mehrflanschdämpfer in seitlicher Schnittansicht mit einem ersten Zentrierelement;
• 2: ein Mehrflanschdämpfer in Frontalansicht;
• 3: eine Drehmomentübertragungseinheit in seitlicher Schnittansicht;
• 4: ein Mehrflanschdämpfer in seitlicher Schnittansicht mit einem zweiten Zentrierelement;
• 5: ein Mehrflanschdämpfer in Frontalansicht mit einem zweiten Zentrierelement;
• 6: ein Mehrflanschdämpfer in seitlicher Schnittansicht ohne Zentrierelement;
• 7: ein Mehrflanschdämpfer in Frontalansicht ohne Zentrierelement;
• 8: eine Drehmomentübertragungseinheit in perspektivischer Ansicht; und
• 9: ein Hybrid-Antriebsstrang in einem Hybrid-Fahrzeug mit Drehmomentübertragungseinheit.

The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred configurations. The invention is in no way limited by the purely schematic drawings, it being noted that the drawings are not true to size and are not suitable for defining size relationships. It is shown in

• 1 : A multi-flange damper in a sectional side view with a first centering element;
• 2nd : a multi-flange damper in front view;
• 3rd : a torque transmission unit in a sectional side view;
• 4th : a multi-flange damper in a side sectional view with a second centering element;
• 5 : a multi-flange damper in front view with a second centering element;
• 6 : a multi-flange damper in side sectional view without centering element;
• 7 : a multi-flange damper in front view without centering element;
• 8th : a torque transmission unit in a perspective view; and
• 9 : a hybrid powertrain in a hybrid vehicle with a torque transmission unit.

In 1 is a section of a multi-flange damper in side sectional view 1 shown in side sectional view, which as a rotary flange damper with a first hub flange 4th , a second hub flange 5 and a middle flange 11 is executed. It is central to the axis of rotation 2nd a hub 6 with internal toothing directed radially inwards 32 and external toothing directed radially outwards 33 shown. With the external toothing 33 the first hub flange depends on the direction of the torque deflection of a torsional vibration 4th or the second hub flange 5 directly connected to transmit torque. In addition, the two hub flanges 4th , 5 for axial storage, i.e. for support in the axial direction 35 , of the middle flange 11 set up. So that this happens with little friction, in this embodiment there is a first centering element 12 provided, which is constructed here from two L-shaped sub-elements, which preferably with the central flange 11 (for example purely) are positively connected. There is a first axial contact surface for this 14 towards the first hub flange 4th and a second axial contact surface 15 towards the second hub flange 5 formed, the contact surfaces 14 , 15 have a suitable surface, for example a self-lubricating surface. The first centering element 12 also ensures that the center flange is centered and guided with low friction 11 on the hub 6 or on their external teeth 33 . There is also a radial contact surface 16 towards the external gearing 33 formed, the radial contact surface 16 have a suitable surface, for example a self-lubricating surface.
a section of a multi-flange damper 1 shown,

In 2nd is a multi-flange damper 1 Shown as a three-flange damper in an unloaded state in a frontal view, thus the axis of rotation 2nd runs perpendicular to the leaf plane. A first and a second centering nose 38 of the first hub flange 4th , the second hub flange 5 and the middle flange 11 center a first damper unit 7 , a second damper unit 8th , a third damper unit 9 or a fourth damper unit 10th , here each designed as helical compression springs centered and guided with their inner diameter 11 on the respective centering nose 38 . Along the circumferential direction 34 the multi-flange damper rotates 1 and swing the flanges 4th , 5 or 33 . The axial direction points accordingly 35 out of the leaf level (or into it). The second hub flange 5 is shown axially at the very front (compare axial direction 35 ), then the middle flange 11 and axially at the very rear the first hub flange 4th arranged. The first hub flange 4th is by means of a first damper unit 7 and a parallel and diametrical to the axis of rotation 2nd oppositely arranged second damper unit 8th in the circumferential direction 34 on the middle flange 11 supported. The second hub flange 5 is by means of a third damper unit 9 and a parallel and diametrical to the axis of rotation 2nd fourth damper unit arranged opposite 10th in the circumferential direction 34 on the middle flange 11 supported. The hub is central 6 provided which has an internal toothing 32 , for example a spline for an axially insertable output shaft, for example a transmission input shaft, and an external toothing 33 having. The external toothing 33 is torque dependent with the first hub flange 4th or with the second hub flange 5 in torque-transmitting contact, in that only a small number of external teeth, in the present example only four, is provided and on the hub flanges 4th , 5 large distances in the circumferential direction 18th are held. This creates a relative movement between the hub 6 and a hub flange 4th , 5 in a circumferential direction 18th free and in the other circumferential direction 18th becomes a torque by applying the hub flange 4th , 5 on the hub 6 transfer.

In the multi-flange damper shown 1 form a first and a second stop element, here for example each a stepped bolt, a torque input 19th . The following description explains a rotating system in most applications, the multi-flange damper 1 is held in mind, that is, about the axis of rotation 2nd co-rotating coordinate system is considered. In this system either the hub 6 or the torque input 19th to be held in mind. Furthermore, for better clarity, it is assumed that all damper units 7 to 10th have the same damping characteristic and are all installed with the same preload, and that no dissipative effects occur. There is a torsional vibration with a torque deflection around the axis of rotation 2nd after defining the axial direction 35 from the plane of the sheet pointing left, i.e. counterclockwise, at the torque input 19th the second hub flange remains 5 in the (relative) position shown to the hub 6 because of the second hub flange 5 on the hub 6 is applied or rotated against it. The first hub flange 4th but is from the now moving torque input 19th counterclockwise. This will be the first damper unit 7 and the second damper unit 8th and under the assumption above, both are compressed. This places a load on the middle flange 11 abandoned which to the hub 6 is rotatable freely, and thus the third damper unit 9 and the fourth damper unit 10th and under the assumption above, both are compressed. This in turn places a load on the second hub flange 5 abandoned, which on the external teeth 33 the hub 6 is applied, and thus the load on the hub 6 (delayed or damped) passed on. It should be noted that the second hub flange 5 then no longer at the torque input 19th but the torque input 19th counterclockwise from the second hub flange (held relative to it) 5 removed. Under this assumption, there is no damping effect. The damping effect for the deflection direction described here is largely determined by the inertia of the centrifugal masses of the first hub flange 5 and the middle flange 11 generated, particularly effective with mutually opposing torque fluctuations, such as are present with torsional vibrations. The result is a low-loss and even torque transmission from the torque input 19th on the hub 6 . The multi-flange damper acts in the same way 1 with a torque deflection clockwise, the first hub flange 4th on the hub 6 and the second hub flange 5 from the torque input 19th is taken away. There is also a torque transmission from the hub 6 to the torque input 19th possible, the first hub flange then turning counterclockwise again 4th is taken, but by the external teeth 33 the hub 6 , and the second hub flange 5 against the torque input 19th is pressed and remains in the rest position shown. And vice versa with a torque deflection on the hub 6 clockwise.

In the multi-flange damper shown here as an example 1 are on the hub flanges 4th , 5 a first centering nose each 38 provided, these here in an inner centering tab 39 and an outer centering tab 40 is divided into two, as in the illustration above for the second hub flange 5 marked pars-pro-toto. The two centering tabs 39 , 40 are radially spaced from one another, with an optional relaxation opening 41 is provided.

In 3rd is a torque transmission unit 3rd , for example as a torque limiter with a loose friction lining 21st and 22 , shown in a side sectional view, thus the axis of rotation 2nd lies horizontally in the leaf plane. The torque transmission unit 3rd includes a multi-flange damper 1 , such as in 2nd shown. The section plane then leads vertically through the multi-flange damper 1 according to 2nd . Below is the hub 6 with the internal toothing 32 recognizable and radially outside the hub 6 is a cut external tooth of the external toothing 33 to be recognized, the tooth base being indicated by a (horizontal) dashed line. On the external toothing 33 the first hub flange 4th and the second hub flange 5 on, this the middle flange 11 cling axially. Also centered on the hub 6 sit a first side window 36 and a second side window 37 on the hub 6 on and hold the hub 6 in a relative axial position to the flanges 4th , 5 and 11 . In this section we look axially along the straight spring axis of the (fourth) damper unit 10th on the (second) centering nose 38 of the middle flange 11 . The side windows 36 and 37 form the torque input 19th and are fixed axially to each other, for example riveted. A friction disc is axially pressed 18th between the first side windows 36 and the second side window 37 , namely pressed using a disc spring 42 which on the second side window 37 is supported. The disc spring 42 acts against a pressure plate 20th which with a loose second friction lining 22 is in frictional-force-transmitting contact, and optionally with a positive connection of low axial height in force-transmitting contact. A first loose friction lining 21st is, optionally in the same way, with the first side window 36 in force-transmitting contact, which is a counter plate 43 forms. The friction disc 18th is thus only a thin sheet metal element which is connected to an input, for example a motor flange of a motor shaft, in a torque-transmitting manner.

In 4th to 7 are alternative embodiments to that in 1 embodiment shown in 4th and in 6 in the same way as in 1 and in 5 and in 7 shown in front view. In this respect it is based on the description of the 1 referenced and only dealt with the differences here.

In the embodiment according to 4th and 5 is the middle flange 11 centered only on the hub with low friction by a (second) centering element 13 is provided. The second centering element 13 is on the external toothing 33 attached and the middle flange 11 can do so with low friction by using a radial contact surface 16 is formed (then with a surface normal pointing radially outwards). The middle flange is axial 11 either stored differently and from the hub flanges 4th , 5 axially spaced or the central flange 11 is subject to friction on the first hub flange 4th and / or on the second hub flange 5 axially supported and thus contributes to a (desired) hysteresis behavior in the event of a vibration.

In the embodiment according to 6 and 7 is the middle flange 11 centered on the hub, where a (desired) friction occurs, which causes a (desired) hysteresis behavior when vibrating. The middle flange is axial 11 either stored differently and from the hub flanges 4th , 5 axially spaced or the central flange 11 is subject to friction on the first hub flange 4th and / or on the second hub flange 5 axially supported and thus contributes to a (desired) hysteresis behavior in the event of a vibration.

In 8th is a perspective view of a torque transmission unit 3rd and a multi-flange damper 1 in a further embodiment for better clarity without side windows 36 and 37 shown. For the same components, reference is made to the preceding descriptions and only the differences of the specific embodiment are dealt with here, the following description showing optional features in each case. The (second) centering nose 38 of the middle flange 11 also has an inner centering tab 39 and an outer centering tab 40 and a (second) relaxation opening 41 on. Regardless, it is not just a single damper unit 7 to 10th provided, but with some or all damper units 7 to 10th is a first inner spring and again a second inner spring is provided within the first inner spring.

In 9 is a schematic of a hybrid powertrain 17th in a hybrid vehicle 25th shown. There are an electric drive machine 23 about their rotor shaft 24th and an internal combustion engine 28 about their combustion shaft 29 connected in parallel torque transmitting with the left drive wheel forming a consumer 26 and right drive wheel 27th connected. The hybrid vehicle is purely optional 25th designed as a front-wheel drive, so that the electric drive machine 23 and the internal combustion engine 28 in front of the driver's cabin 30th are arranged. In addition, the electric drive machine 23 and the Internal combustion engine 28 purely optional in a transverse arrangement, i.e. with the rotor shaft 24th and combustion shaft 29 transverse to the longitudinal axis 31 of the hybrid vehicle 25th arranged.

The multi-flange damper proposed here is inexpensive to manufacture and a center flange can be easily centered and guided.

Reference symbol list

1

Multi-flange damper

2nd

Axis of rotation

3rd

Torque transmission unit

4th

first hub flange

5

second hub flange

6

hub

7

first damper unit

8th

second damper unit

9

third damper unit

10th

fourth damper unit

11

Middle flange

12

first centering element

13

second centering element

14

first axial contact surface

15

second axial contact surface

16

radial contact surface

17th

Hybrid drivetrain

18th

Friction disc

19th

Torque input

20th

Pressure plate

21st

first friction lining

22

second friction lining

23

electric prime mover

24th

Rotor shaft

25th

Hybrid vehicle

26

left drive wheel

27th

right drive wheel

28

Internal combustion engine

29

Combustion shaft

30th

Driver's cabin

31

Longitudinal axis

32

Internal teeth

33

External teeth

34

Circumferential direction

35

axial direction

36

first side panel

37

second side panel

38

Centering nose

39

inner centering tab

40

outer centering tab

41

Relaxation opening

42

Belleville spring

43

Counter plate

QUOTES INCLUDE IN THE DESCRIPTION

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Patent literature cited

• DE 102015216356 A1 [0002]

Claims (4)

Multi-flange damper (1) with a rotation axis (2) for damping torsional vibrations for a detachable torque transmission unit (3), comprising at least the following components: - a hub (6) for torque delivery; - a first hub flange (4); - a second hub flange (5); and - at least one central flange (33); - A plurality of damper units (7,8,9,10), which connect the first hub flange (4), the second hub flange (5) and the central flange (33) in a torque-transmitting manner, the first hub flange (4) or the second hub flange depending on the direction of torque (5) is connected to the hub (6) in a torque-transmitting manner, characterized in that the central flange (33) is centered on the hub (6). Multi-flange damper (1) after Claim 1 , wherein the central flange (33) is axially supported axially from the first hub flange (4) and axially opposite from the second hub flange (5). Multi-flange damper (1) after Claim 2 , A low-friction centering element (19) is provided, which forms a radial and / or axial contact surface (20) of the central flange (33). Torque transmission unit (3) for a drive train (39), comprising at least the following components: - A multi-flange damper (1) according to one of the preceding claims; - A friction disc (40) as a torque input (12); - A pressure plate (41) which can be pressed with the friction disc (40) in such a way that a torque can be transmitted in a frictionally locking manner between the friction disc (40) and the pressure plate (41), with a torque from the pressure plate (40) using the friction disc (40). 41) can be releasably transferred to the hub (6), the torque transmission unit (3) preferably being set up as a passively releasable torque limiter, with a friction lining (42, 43) being particularly preferably loosely arranged between the friction disk (40) and the pressure plate (41) is.

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