WO2009036727A1

WO2009036727A1 - Rotary vibration damper

Info

Publication number: WO2009036727A1
Application number: PCT/DE2008/001407
Authority: WO
Inventors: Steffen Lehmann
Original assignee: Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority date: 2007-09-17
Filing date: 2008-08-25
Publication date: 2009-03-26
Also published as: DE102008039630A1; DE112008002225B4; DE112008002225A5

Abstract

The invention relates to a rotary vibration damper having at least one driver element (21,22) which can be coupled via spring elements (24,27), which can be connected in series, to a hub (4) by means of flange elements (11,12). The invention is characterized by an intermediate flange (60) which can rotate relative to the flange elements (21,22) and relative to the hub (4) and against which rest two ends, which face towards one another, of the spring elements (24,27), wherein those ends of the spring elements (24,27) which face away from one another rest against different flange elements (11,12).

Description

Drehschwinqunqsdämpfer

The invention relates to a torsional vibration with at least one driver element which can be coupled via series-connected spring elements by means of flange with a hub. The invention further relates to a clutch disc with such a torsional vibration damper.

The object of the invention is to improve a torsional vibration damper according to the preamble of claim 1 and a clutch disc with such a torsional vibration damper, in particular with regard to wear.

The object is achieved in a torsional vibration damper with at least one driver element which can be coupled via series-connected spring elements by means of flange with a hub, by an intermediate flange which is rotatable relative to the flange elements and the hub and at the two facing ends of the Abut spring elements whose mutually remote ends bear against different flange elements. On the one hand, the intermediate flange serves to guide the mutually facing ends of the spring elements. In addition, the intermediate flange serves to transmit forces between the mutually facing ends of the spring elements.

A preferred embodiment of the torsional vibration damper is characterized in that the intermediate flange is rotatably guided between the two flange elements. Preferably, the flange members define a receiving space for a ring-like body of the intermediate flange. This annular base body is arranged in the axial direction between the two flange elements.

Another preferred exemplary embodiment of the torsional vibration damper is characterized in that the flange elements have axial and / or radial guide regions for the intermediate flange. The guide areas prevent movement of the intermediate flange in the axial and / or radial direction.

A further preferred exemplary embodiment of the torsional vibration damper is characterized in that the intermediate flange has two diametrically arranged pairs in the circumferential direction of oppositely directed abutment regions for in each case two spring elements. has. Preferably, the abutment areas are bounded radially outside of guide areas for the spring elements.

A further preferred embodiment of the torsional vibration damper is characterized in that the intermediate flange has two diametrically arranged pairs of side guide lugs for spring elements. Preferably, the side guide lugs each engage in one end of an associated spring element.

A further preferred embodiment of the torsional vibration damper is characterized in that the flange elements have diametrically arranged and circumferentially oppositely oriented contact areas for spacer elements, which are non-rotatably connected to the driver element. The spacer elements are, for example, spacers or spacer plates which are fastened to the driver element.

A further preferred embodiment of the torsional vibration damper is characterized in that the flange elements have diametrically arranged and circumferentially oppositely oriented contact areas for spring elements. The contact areas allow the power transmission between the spring elements and the flange elements.

A further preferred embodiment of the torsional vibration damper is characterized in that the flange elements each with a defined backlash rotatably connected to the hub are connectable. The torsional backlash is also called the clearance angle.

A further preferred embodiment of the torsional vibration damper is characterized in that the defined backlash between an external toothing of the hub and an internal toothing of the respective flange element is provided. After overcoming the defined torsional backlash, the teeth of the hub and the flange elements come into abutment against each other so that a rotationally fixed connection between the hub and the respective flange element is created. The torsional backlash is also called the clearance angle.

A further preferred embodiment of the torsional vibration damper is characterized in that the driver element as a drive plate with windows for the Fe. derelemente executed and non-rotatably connected to a counter-disc. The rotationally fixed connection is realized, for example, by spacer bolts or spacer plates. Preferably, the counter-disc is also equipped with windows for the spring elements.

The invention is particularly suitable for clutch plates of commercial vehicles and clutch plates with long running distances. On the driver element friction linings are preferably attached with the interposition of spring segments. Preferably, the hub is non-rotatably connected to a transmission input shaft.

Further advantages, features and details of the invention will become apparent from the following description in which, with reference to the drawings, an embodiment is described in detail. Show it:

Figure 1 is a perspective view of a torsional vibration damper according to the invention, which is integrated in a clutch disc;

Figure 2 shows the torsional vibration damper of Figure 1 in plan view;

3 shows the view of a section along the line IM-III in Figure 2;

Figure 4 is an enlarged half-section of Figure 3;

FIG. 5 shows a further enlarged half section from FIG. 3;

Figure 6 is a main section in the plan view of the clutch disc;

Figure 7 is an enlarged detail of Figure 6;

Figure 8 is an exploded view of the clutch disc;

FIG. 9 shows a flange element of the clutch disk in plan view;

Figure 10 is a perspective view of the flange of Figure 9; - A -

11 shows an intermediate flange of the clutch disc in plan view and

FIG. 12 is a perspective view of the intermediate flange of FIG. 11.

In FIGS. 1 to 8, a torsional vibration damper 1 is shown in various views and sections. The torsional vibration damper 1 comprises a hub 4, which is provided with an internal toothing 5. The Innenverzahlung 5 serves to non-rotatably connect the hub 4 with a (not shown) transmission input shaft of a transmission of a motor vehicle. Furthermore, the hub 4 is provided with an outer toothing 6, which is visible for example in the sectional view of FIG. The outer toothing 6 is used to non-rotatably connect the hub 4, possibly after overcoming a certain torsional backlash, with flange elements 11, 12, which extend in the radial direction in the manner of a flange. The terms radial, axial and circumferential direction in the context of the present invention refer to a rotational axis 13 of the torsional vibration damper 1. The shape and function of the flange 11, 12 will be explained below.

By bearing means 14, 15 are two driver elements 21, 22, which are also referred to as side parts, relative to the flange members 11, 12 against the spring action of spring means 24, 25, 26, 27 rotatable limited. The spring devices 24 to 27 each comprise two spring elements in the form of helical compression springs 28, 29. The helical compression spring 29 has the same length as but a smaller diameter than the helical compression spring 28 and is disposed within the helical compression spring 28. The two driver elements 21, 22 are connected by spacers 31 to 34 firmly together. The standoffs 31, 32 are arranged diametrically and have a larger diameter than the spacers 33, 34, which are also arranged diametrically. The spacer bolts 31 to 34 are preferably designed as stepped bolts and connected at their ends with one of the driver elements 21, 22.

The driver elements 21, 22 essentially have the shape of circular ring disks in which windows for the spring devices 24 to 27 are recessed. The recesses in the driver elements 21, 22 serve only the free space for the spring devices 24 to 27. A contact or a direct power transmission between the driver elements 21, 22 and the spring means 24 to 27 does not take place. The flange elements 11, 12 are arranged rotatably about the axis of rotation 13 between the driver elements 21, 22. On the driver element 21, which is also referred to as the first driver element, are radially outside friction linings 37, 38 secured by means of spring segments 39 to form a clutch disc 40. The friction linings 37, 38 in the clutch disc 40 can be clamped in a known manner for torque transmission between pressure plates of a clutch device. The driver element 22, which is also referred to as a second driver element, is spaced in the axial direction from the first driver element 21 to provide a receiving space for the flange 11, 12 and an intermediate flange 60, which will be explained below.

In FIGS. 9 and 10, flange element 11, which is also referred to as an intermediate part, is identical to flange element 12, which is also referred to as an intermediate part. The flange 11 has an internal toothing 41 which is provided on the inside of an annular base body 42. Of the annular base body 42, two arms 43, 44 extend radially outward. The ring-like base body 42, as viewed in Figure 9, relative to the arms 43, 44 offset by a certain distance from the plane of the drawing, as indicated by bent portions 46, 47. The bent regions 46, 47 form on the non-visible in Figure 9 end face of the annular base body 42 radial guide areas. The non-visible in Figure 9 end face of the annular base body 42 forms an axial guide region. The function of the guide areas will be explained below in connection with the intermediate flange 60.

The flange element 11 has on the arms 43, 44 each have a contact area 48, 49 for an associated spring device. The abutment areas 48, 49 are arranged diametrically but oppositely aligned. In addition, the contact areas 48, 49 are inclined relative to a radial. In this case, the contact areas 48, 49 run parallel to one another. In each case, a side guide nose 50, 51 rises from the surface of the abutment regions 48, 49. In addition, the flange element 11 on the arms 43, 44 each have a contact region 52, 53 for the spacer bolts 31, 32. Radially outward, the contact areas 48, 49; 52, 53 of circular arc-like guide bodies 54, 55 limited, which are integral with the arms 43, 44 and the annular base body 42 are executed.

The radial and axial guide regions of the flange elements 11, 12 delimit a receiving space for a ring-like base body 58 of the intermediate flange 60 shown in different views in FIGS. 11, 12. The annular base body 58 comprises a central through-hole 59, which serves to pass through the hub 4. From the ring-like base body 58, two arms 56, 57 extend radially outward, to each of which two Investment areas 61, 62 and 63, 64 are provided in pairs. Each of the abutment areas 61 to 64 cooperates with one of the spring devices 24 to 27. A side guide nose 65 to 68 for the associated spring device rises from the contact areas 61 to 64. Radially outward, the abutment areas 61 to 64 are limited by circular arc-like holding bodies 69, 70 for the associated spring devices, which are also referred to as spring elements. In the diametrically arranged arms each have a slot 71, 72 recessed for an associated spacer pin 33, 34. The size of the elongated holes 71, 72 is dimensioned so that the intermediate flange 60 can rotate relative to the driver elements 21, 22 limited to the rotation axis 13.

The abovementioned elements, such as the flange elements 11, 12, the driver elements 21, 22, the spring devices 24 to 27 and the spacer bolts 31 to 34 and the intermediate flange 60, serve to transmit power from the first driver element 21, on which the friction linings 37, 38 the clutch disc 40 are fixed to the hub 4, which is rotatably and axially slidably connected to the transmission input shaft. In Figure 4 it can be seen that between the internal toothing of the flange 12, as well as between the inner toothing of the flange 11, and the outer toothing 6 of the hub 4 a defined game is provided. Through the game, the angle of rotation of the flange 11, 12 is limited relative to the hub 4.

In Figure 7, the direction of rotation of the clutch plate 40 is indicated by an arrow 75. By hatched arrows 81 to 87, the power flow is indicated in the train operation. By not hatched arrows 91 to 97, the power flow is indicated in the overrun mode. In FIG. 7, the spacing bolts 31, 32, which are fixedly connected to the driver elements 21, 22, constitute the input part of the torsional vibration damper 1. In the pulling or pulling operation, the torque to be transmitted as a circumferential force is transmitted to the flange element 11 via the spacing bolts 31, 32 transferred, as indicated by the arrow 81. The flange member 11 transmits the torque, as indicated by the arrow 82, in the form of a further circumferential force on the spring means 24th

The spring device 24 in turn transmits the torque to the intermediate flange 60 in the form of a further circumferential force, which is indicated by the arrow 83. The intermediate flange 60, in turn, transmits the torque in the form of a further circumferential force, which is indicated by the arrow 84, to the spring device 27, which is connected in series via the intermediate flange 60 to the spring device 24. About the opposite ing arm of the intermediate flange, the torque is introduced simultaneously into the spring means 25 and 26. Of the spring device 27, the torque in the form of a further circumferential force, which is indicated by the arrow 85, enters the flange 12th

Arrows 86, 87 indicate that the torque is transmitted from the flange element 12 via its internal toothing to the external toothing 6 of the hub 4. The internal toothing of the flange 12 has a clearance angle and strikes in the pulling direction only on the outer toothing 6 of the hub 4, when the structurally defined by the predetermined backlash Zug zugseitige end angle is reached. In this situation, then both internal teeth of the flange 12, 11 contact the hub. 4

In the thrust direction or in overrun operation, the torque to be transmitted is transmitted via the spacing bolts 31, 32 as peripheral force to the flange element 12, as indicated by the arrow 91. Of the flange 12, the torque in the form of a further circumferential force, which is indicated by the arrow 92, transmitted via the abutment areas on the spring means 25, which in turn transmits the force to the intermediate flange 60, as indicated by the arrow 93. The intermediate flange 60 again directs the circumferential force, as indicated by the arrow 94, to the spring device 26, which is connected in series with the spring device 25.

From the spring device 26, the circumferential force, as indicated by the arrow 95, reaches the flange element 11. It is indicated by arrows 96, 97 that the torque is transmitted from the flange element 11 to the hub 4 via the internal toothing thereof in overrun mode. The internal toothing of the flange 12 has a clearance angle and strikes in the thrust direction only to the outer teeth 6 of the hub 4 when the structurally defined thrust-side end angle is reached. In this situation, in turn, both flange teeth contact the hub. 4

In the exploded view of Figure 8 no friction device with disc springs and no idle damper are provided. With some modifications, however, a friction damping device with disc springs and an idling damper can be integrated into the illustrated torsional vibration damper or the illustrated clutch disc. According to one aspect of the invention, the flange elements 11, 12 constructed identical and installed rotated by 180 degrees. However, it is also possible to use differently designed flange elements. The clutch disc according to the invention is preferably used in dual clutch, hybrid and automatic applications. In this case, the advantages of the clutch disc according to the invention with the integrated torsional vibration damper, especially in long running distances come into their own. Particularly preferably, the clutch disc according to the invention is used in commercial vehicles. According to one essential aspect of the invention, a clutch disc with integrated torsional vibration damper and wear-free guidance of the spring devices is provided. A mutual takeover / transfer of the spring ends no longer takes place. To increase the damper capacity, the spring devices in the form of compression spring assemblies are each connected in pairs in series.

LIST OF REFERENCE NUMBERS

Claims

claims

1. torsional vibration damper with at least one driver element (21, 22), which can be coupled via series-switchable spring elements (24-27) by means of flange elements (11, 12) with a hub (4), characterized by an intermediate flange (60), which is rotatable relative to the flange elements (11, 12) and the hub (4) and on which two mutually facing ends of the spring elements (24-27) abut, the opposite ends abut against different flange elements (11,12).

2. torsional vibration damper according to claim 1, characterized in that the intermediate flange (60) between the two flange elements (11, 12) is rotatably guided.

3. torsional vibration damper according to one of the preceding claims, characterized in that the flange elements (11, 12) have axial and / or radial guide portions for the intermediate flange (60).

4. torsional vibration damper according to one of the preceding claims, characterized in that the intermediate flange (60) has two diametrically arranged pairs circumferentially oppositely oriented abutment areas (61-64) for each two spring elements (24-27).

5. torsional vibration damper according to one of the preceding claims, characterized in that the intermediate flange (60) has two diametrically arranged pairs of side guide lugs (65-68) for spring elements (24-27).

6. Torsional vibration damper according to one of the preceding claims, characterized in that the flange elements (11, 12) diametrically arranged and circumferentially oppositely oriented bearing portions (52,53) for spacer elements (31,32), the non-rotatably with the driver element (21, 22) are connected.

7. torsional vibration damper according to one of the preceding claims, characterized in that the flange elements (11, 12) diametrically arranged and circumferentially oppositely oriented abutment areas (48,49) for spring elements (24-27).

8. torsional vibration damper according to one of the preceding claims, characterized in that the flange elements (11, 12) each with a defined backlash rotatably connected to the hub (4) are connectable.

9. torsional vibration damper according to one of the preceding claims, characterized in that the defined backlash between an external toothing (6) of the hub (4) and an internal toothing (41) of the respective flange element (11, 12) is provided.

10. torsional vibration damper according to one of the preceding claims, characterized in that the driver element (21) designed as a drive plate with windows for the spring elements (24-27) and rotatably connected to a counter-disc (22).

11. Clutch disc with a torsional vibration damper (1) according to one of the preceding claims.