WO2020228899A1

WO2020228899A1 - Torsional vibration damper with multiple-flange damper and predamper and system and clutch disc having torsional vibration damper

Info

Publication number: WO2020228899A1
Application number: PCT/DE2020/100385
Authority: WO
Inventors: Sebastian HELMER; Alexander Voit; Martin Loth; Björn REUTER; Uwe Weller; Frank Wille; Stephen-Richard Ainley; Marc Schreiner; Alain Rusch
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2019-05-10
Filing date: 2020-05-08
Publication date: 2020-11-19
Also published as: DE102019112319A1

Abstract

The invention relates to a torsional vibration damper (1) for a drivetrain in a motor vehicle, having a torque input component (2), a main damper (3) connected to the torque input component (2) for torque transmission, which main damper has a first flange (4) acting as the input component of the main damper (3), a second flange (5) acting as the output component of the main damper (3), wherein the first flange (4) and the second flange (5) can be rotated relative to one another against the spring action of a spring device (6), and having a torque output component (7) connected for torque transmission to the main damper (3), wherein a predamper (8) is arranged in the torque flow between the torque input component (2) and the torque output component (7). The invention further relates to a system comprising a flywheel (16) and a torsional vibration damper (1) and a clutch disc having a torsional vibration damper (1).

Description

Rotary vibration damper with multiple flange damper and pre-damper as well

System and clutch disc with torsional vibration damper

The invention relates to a torsional vibration damper for a drive train of a motor vehicle, with a torque input component, with a main damper connected to the torque input component in a torque transferring manner, a first flange acting as an input component of the main damper, which is arranged on the engine side, for example, a second flange acting as an output component of the main damper, which is arranged, for example, on the transmission side, wherein the first flange and the second flange are rotatable relative to one another against the spring action of a Federeinrich device, and with at least one torque output component connected to the main damper in a torque transferring manner. The invention further relates to a system comprising a flywheel and such a rotary vibration damper and a clutch disc with such a rotary vibration damper.

Such a (main) damper, which has at least two flanges connected to one another via a spring device, is also known under the term multi-flange damper. In contrast to a single-flange damper, a multi-flange damper is designed with two or more flanges.

Torsional dampers / torsional vibration dampers in general are used to suppress vibrations that are generated by an internal combustion engine and lead to noise. Depending on the application, the torsional vibration dampers have main and pre-dampers matched to the respective load conditions. The front dampers are designed to dampen engine speed irregularities with small engine torques and turn against a stop at higher torques. With a higher spring stiffness, the main dampers dampen the engine vibrations at the higher torques. Such multi-flange dampers are already known from the prior art. For example, WO 2008/019 641 A1 discloses a torsional vibration damper designed as a two-flange damper with two side parts that are non-rotatably connected to one another and between which two intermediate parts are arranged, which are limited relative to the side parts against the spring action of spring devices that are rotatable within of windows are arranged, which are recessed both in the side parts and in the intermediate parts, the windows in the intermediate parts in the circumferential direction on one side each have a guide nose and on the other side each have a recess in which a guide nose of each other intermediate part is arranged.

Another document, DE 10 2015 216 356 A1, discloses a clutch disc with a torsional vibration damper designed as a three-flange damper with an input part and an output part and a spring device effectively arranged in the circumferential direction between the input part and the output part, the spring device from one behind the other connected, separated by an intermediate flange is formed first and second spring elements, as well as egg nem centrifugal pendulum with a pendulum mass carrier angeord Neten about an axis of rotation of the clutch disc and pendulum on this on aerial tramways received, distributed over the circumference.

These vibration dampers with multi-flange design and low-wear spring guides are increasingly being used as main dampers in flybridge applications in order to be able to guarantee a sufficiently long service life. Single-flange dampers have a considerably short service life due to their spring guidance, so that single-flange dampers are not suitable for hybrid applications.

However, the prior art always has the disadvantage that, due to increased NVH requirements (noise, vibration, harshness requirements), the multi-flange dampers must also be optimized with regard to vibrations at low torques. It is therefore the object of the invention to avoid or at least alleviate the disadvantages of the prior art. In particular, a torsional vibration damper, a system consisting of a flywheel and a torsional vibration damper and a clutch disc with a torsional vibration damper are to be provided in which the high requirements with regard to NVH are met both at low torques and at high torques and at the same time the service life is sufficiently long, to enable use in a hybrid application. In addition, the torsional vibration damper should be inexpensive to manufacture.

This object is achieved in a generic device according to the invention in that a pre-damper is arranged in particular in series in the torque flow between the torque input component, for example in the manner of a side plate or two firmly connected side plates, and the torque output component, for example in the manner of an inter-toothed hub. That is, the pre-damper is arranged in the torque flow between the torque input component and the main damper or between the main damper and the torque output component. According to the invention, a torsional vibration damper is provided with a main damper designed as a multi-flange damper and with an integrated pre-damper.

This has the advantage that, through the integrated pre-damper, the torsional vibration damper can be optimized both in the area of high torques and in the area of low torques with regard to vibrations. In addition, this makes it possible to adapt the characteristic damper curve exactly to the application and, for example, to provide a different characteristic damper curve for overrun and pulling operations. In addition, an increased service life can be achieved by providing the multi-flange design. Advantageous embodiments are claimed in the subclaims and who explained in more detail below.

In addition, it is useful if the pre-damper sits at least one torsion stage be. This means that the pre-damper can be designed in one or more stages. The pre-damper can thus be optimized with a spring stiffness and hysteresis adapted to the application.

In a preferred embodiment, the pre-damper can act in pulling mode or in pushing mode between the torque input component and the torque output component. This means that the pre-damper only works in one of the two companies, depending on its arrangement. This means that significantly different damper characteristics can be implemented on the thrust side and pull side and these can be adapted to the requirements. This is particularly advantageous if increased vibrations occur in one of the two operations. In a particularly preferred embodiment, the pre-damper is attached to the second flange. As a result, it works in train operations. In an alternative preferred embodiment, the pre-damper is attached to the first flange. This means that it works in overrun mode.

It is also advantageous if the pre-damper acts between the torque input component and the torque output component in pulling mode and in pushing mode. This means that the pre-damper is arranged in such a way that it is arranged in the drive train on both the pull side and the thrust side. The pre-damper can, for example, be connected in parallel or in series with the main damper.

For example, the pre-damper between the side plate (or one of the side plates connected to one another via spacer elements, for example) and the hub can be arranged in parallel with the main damper. Alternatively, the pre-damper can be designed as an intermediate hub which acts between the main damper and the hub, ie the first flange and the hub and the second flange and the hub. It is also preferred if a first pre-damper, which acts between the torque input component and the torque output component in pulling operation, and a second pre-damper, which acts between the torque input component and the torque output component in pushing operation, is present. This advantageously enables a particularly free design of the pre-damper characteristic curve in both operating directions. In addition, it is advantageous if the first pre-damper has a different size hysteresis to the second pre-damper. It is also advantageous if the first pre-damper has a different spring stiffness than the second pre-damper.

It is also advantageous if the pre-damper has a damper cage which acts as a friction element on the main damper in pulling mode and / or in pushing mode. The torsional vibration damper can thus be designed to be particularly compact and space-saving. In addition, no additional friction elements are required.

It is also advantageous if the pre-damper has a pre-damper spring device, the pre-damper spring device having a lower spring stiffness and / or a lower hysteresis than the main damper spring device. As a result, the pre-damper has a dampening effect at lower torques.

It is also preferred if the spring device of the main damper is formed by a plurality of spring units. For example, the spring units can be arranged evenly distributed over the order. Two, four, six or eight spring units have proven to be suitable. Each spring unit has a coil spring or several, for example two, nested coil springs. It is particularly preferred if two spring units are connected in series, for example with the interposition of an intermediate flange. As a result, a three-flange damper with two helical spring packs / helical spring units or compression spring packs / compression spring units connected in series can be realized. It is also useful if a spacer sleeve fastened to the torque output component is present. This allows a defined distance between the torque output component, for example, to a flywheel / a flywheel be set. A particularly compact attachment of the rotary vibration damper is guaranteed. The spacer sleeve can be used to compensate for the disks offset between the two side panels.

The object of the invention is also achieved by a system consisting of a flywheel / a flywheel and a torsional vibration damper, the torque input component, in particular a side plate arranged on the transmission side, being attached to the flywheel via a spacer sleeve arranged in between in the axial direction.

Furthermore, the object of the invention is achieved by a clutch disc for a drive train to a motor vehicle with a torsional vibration damper.

In other words, the invention relates to a multi-flange damper which has a front damper that acts in pulling mode and / or in pushing mode. The invention also relates to a clutch disc with such a multi-flange damper, which has a pre-damper which acts in pulling mode and / or in pushing mode.

The invention is explained below with the aid of drawings. Show it:

1 shows a perspective longitudinal sectional view of a torsional vibration damper according to the invention designed as a two-flange damper,

FIG. 2 shows a half-sectional view of the torsional vibration damper from FIG. 1, shown without side plates. 3 shows a basic illustration of the torsional vibration damper in a first embodiment,

4 shows a basic illustration of the torsional vibration damper in a second

Embodiment,

5 shows a basic illustration of the torsional vibration damper in a third

Embodiment,

6 shows a basic illustration of the torsional vibration damper in a fourth

Embodiment,

7 shows a basic illustration of the torsional vibration damper in a fifth

Embodiment,

8 shows a perspective longitudinal sectional view of the torsional vibration damper according to the invention designed as a three-flange damper,

FIG. 9 shows a half-sectional view of the torsional vibration damper from FIG. 8, shown without the side plates,

FIG. 10 shows a half-section view of the torsional vibration damper from FIG. 8, shown without the side plates, and FIG

Fig. 11 is a plan view of the torsional vibration damper from Fig. 8, shown without the side plates.

The figures are only of a schematic nature and are used exclusively for understanding the invention. The same elements are given the same reference symbols Mistake. The features of the individual embodiments can be interchanged.

Fig. 1 shows a torsional vibration damper 1 according to the invention for a drive train of a motor vehicle. The torsional vibration damper 1 has a torque input component 2, via which a torque is introduced when the drive train is in pulling mode. For example, a torque of a drive machine, such as an internal combustion engine or an electric machine, is introduced via the torque input component 2. The torsional vibration damper 1 has a main damper 3, which is connected to the torque input component 2 in a manner transferring torque. The main damper 3 has a first flange 4, a second flange 5 and a spring device 6. The first flange 4 and the second flange 5 can be rotated relative to one another to a limited extent counter to the spring action of the spring device 6. The torsional vibration damper 1 has a torque output component 7, via which a torque is diverted when the drive train is in pulling mode.

The torque output component 7 is torque-transmitting with the

Main damper 3 connected.

In the overrun, the torque input component 2 serves as a torque output component, while the torque output component 7 serves as a torque input component. The main damper 3 acts in the pulling mode and in the overrun mode transmitting torque between the torque input component 2 and the torque output component 7. For the sake of simplicity, the components are referred to in the following according to their effect in pulling mode.

The first flange 4 of the main damper 3 acts as an input component of the

Main damper 3. The second flange 5 of the main damper 3 acts as an output component of the main damper 3. In the illustrated embodiment, the first flange 4 is arranged on the engine side and the second flange 5 is arranged on the transmission side. Alternatively, however, the first flange 4 can also be arranged on the transmission side and the second flange 5 can be arranged on the motor side. According to the invention, a pre-damper 8 is arranged in the torque flow between the torque input component 2 and the torque output component 7. The pre-damper 8 can be arranged in the torque flow between the torque input component 2 and the main damper 3 and / or in the torque flow between the main damper 3 and the torque output component 7. The pre-damper 8 has a pre-damper flange 9 and a pre-damper spring device 10, against the spring force of which the pre-damper flange 9 can be rotated to a limited extent relative to the torque input component 2 or the torque output component 7. In the illustrated embodiments, the pre-damper 8 is designed as a single-flange damper.

In the illustrated embodiments, two side plates 1 1 serve as the torque input component 2. The two side plates 1 1 are firmly connected to one another via spacer elements 12. The spacer elements 12 are evenly distributed over the circumference. The spacer elements 12 reach through recesses in the first flange 4 and the second flange 5 with play in the circumferential direction, i.e. a clearance angle is provided so that a limited relative rotation of the two flanges 4, 5 to the side plates 1 1 is made possible. In the illustrated embodiment, a hub 13 serves as the torque output component 7. The hub 13 is formed with an intermediate toothing 14. The intermediate toothing 14 to the flanges 4, 5 limits the relative rotation. One of the side plates 11 is fastened, in particular screwed, to a flywheel 16 (not shown in FIG. 1) via a spacer sleeve 15 (not shown on the crankshaft). The spacer sleeve 15 can also serve as a flywheel.

A first friction element 17 is arranged in the axial direction between the first flange 4 and the second flange 5. Between the hub 13 and the side plates 11, second friction elements 18 are arranged, which generate a frictional torque at a relative rotation between the hub 13 and the side plates 11. The pre-damper 8 has a pre-damper cage 19 which, in the embodiment shown, is firmly connected to the second flange 5 on the transmission side. The pre-damper cage 19 is used as a third friction element for the pre-damper 8 and for the main damper 3. A Tel lerfeder 20 is arranged in the axial direction between one of the side plates 1 1 and the front damper cage 19 and acts on this with their plate spring force. The disc spring force creates friction in the circumferential direction, which is required for damping.

The spring device 6 of the main damper 3 is formed by several helical spring units 21, in the illustrated embodiment four helical spring units 21, for example also six or eight helical spring units 21, which are evenly distributed over the circumference. Each coil spring unit 21 has an outer coil spring 22 and an inner coil spring 23. The spring device 21 of the main damper 3 has a higher spring rigidity than the pre-damper spring 9.

Fig. 2 shows a half-sectional view of the torsional vibration damper 1, in which the side plates 1 1 are not shown. In FIG. 2 it can be clearly seen that when the torsional vibration damper 1 is actuated in the overrun mode, only the second flange 5 on the transmission side with the spacer elements 12 is rotated relative to the hub 13. In Fig. 2, the overrun operation corresponds to a rotation of the side plates 1 1 and thus the stand elements 12 from clockwise, with the hub 13 stationary.

When the torsional vibration damper 1 is actuated in pulling mode, the spacer elements first act on the engine-side flange 4. In Fig. 2, the pulling mode corresponds to a rotation of the side plates 11 and thus the spacer elements 12 counterclockwise, with the hub 13 stationary the torque is passed on to the flange 5 on the transmission side. The pre-damper 8 is now biased until the clearance angle in the intermediate toothing 14 between the Na be 13 and the flange 5 on the transmission side is used up. While the pre-damper 8 is acting, the two (main damper) flanges 4, 5 do not twist with respect to one another. If the clearance angle is used up, the gear-side flange 5 acts directly on the hub 13. The main damper springs 21 are now actuated and the flanges 4, 5 rotate relative to one another. The pre-damper 8 is arranged in such a way that, in pulling mode, the pre-damper 8 is initially tensioned with increasing torque. At higher torques, the pre-damper 8 is stretched so far that the transmission-side second flange 5 rests against the inter mediate toothing 14 of the hub 13.

If the torque increases further, the torsion stage of the pre-damper 8 is bridged and the torsion stage of the main damper 3 is used. Due to the arrangement of the pre-damper 8 in FIG. 2, the intermediate toothing 14 of the hub 13 rests directly on the first flange 4 on the engine side in overrun mode. The pre-damper 8 is thus arranged in such a way that it only acts in pulling mode.

Figs. 3 to 7 show basic representations of embodiments of the torsional vibration damper 1 with different arrangements of the pre-damper 8. The torsional vibration damper 1 is arranged in the drive train between an internal combustion engine 24 and a transmission 25. The side plates 1 1 are connected to the flywheel 16 which is fixed to the crankshaft. The hub 13 with the intermediate toothing 14 is coupled to the transmission 25 to transmit torque. An internal toothing of the first flange 4 on the motor side engages with the intermediate toothing 14 of the hub 13 with play. An internal toothing of the second flange 5 on the transmission side engages with play, i.e. with a clearance angle, in the intermediate teeth 14 of the hub 13 a. This enables a relative rotation between the Na be 13 and the first flange 4 or the second flange 5 and be limited. An internal toothing of the pre-damper flange 9 rests on the tension side of the inter mediate toothing 14 of the hub 13.

In the in FIGS. In the embodiments shown in FIGS. 3 and 4, the pre-damper 8 acts depending on its arrangement in pulling mode or in pushing mode. In the first embodiment shown in FIG. 3, the pre-damper 8 is fastened to the second flange 5 (via its pre-damper cage 19). The pre-damper 8 is thus arranged in the torque flow between the second flange 5 and the hub 13. The pre-damper 8 So only works in train operation. In overrun, the pre-damper 8 is bridged directly. In the second embodiment shown in FIG. 4, the pre-damper 8 is fastened to the first flange 4 (via its pre-damper cage 19). The pre-damper 8 is therefore arranged in the torque flow between the first flange 4 and the hub 13. The pre-damper 8 therefore only acts in overrun mode. In pulling mode, the pre-damper 8 is bypassed directly.

In the in FIGS. 5 and 6, the pre-damper 8 acts depending on its arrangement in pulling mode and in pushing mode. In the third embodiment shown in FIG. 5, the pre-damper 8 is fastened to the side plates 11 (via its pre-damper cage 19). The pre-damper 8 is therefore arranged in the torque flow between the side plate 11 and the hub 13. The pre-damper 8 is arranged parallel to the main damper 3. The pre-damper 8 thus acts in pulling mode and in pushing mode. In the fourth embodiment shown in FIG. 6, the pre-damper 8 has an intermediate hub 26 which is connected via the pre-damper spring 9 to the Na be 13 in a torque-transmitting manner. The internal toothing of the motorseiti gene first flange 4 engages the toothing of the intermediate hub 26 of the pre-damper 8 with play. The internal toothing of the second flange 5 on the transmission side engages the toothing of the intermediate hub 26 of the pre-damper 8 with play. The pre-damper 8 is connected in series with the main damper 3, in particular between the main damper 3 and the hub 13. The pre-damper 8 thus operates in Zugbe and in overrun.

In the embodiment shown in FIG. 7, the pre-damper 8 is formed by a first pre-damper 27 and a second pre-damper 28. The first pre-damper 27 is connected upstream of the first flange 4 on the engine side, that is to say arranged between the first flange 4 and the hub 13. The second pre-damper 28 is connected upstream of the second flange 5 eliminating the gear, ie arranged between the second flange 5 and the hub 13. The first pre-damper 27 and the second pre-damper can have different torsional rigidity and / or a different size flysteresis. The first pre-damper 27 and the second pre-damper 28 have each has a pre-damper spring 9, a pre-damper flange 10 and a front damper cage 19.

Figs. 8 to 11 show different views of the torsional vibration damper 1 designed as a three-flange damper. The structure of the torsional vibration damper 1 designed as a three-flange damper corresponds essentially to that of the torsional vibration damper 1 from FIGS. 1 and 2.

On the tension side, the internal toothing of the pre-damper flange 10 rests against the intermediate toothing 14 of the hub 13. In the pulling operation of the torsional vibration damper 1, the pre-damper 8 is pulled up until the engine-side first flange 4 is taken along via the inter mediate toothing 14 of the hub 13. On the thrust side, the gear-side second flange 5 rests on the intermediate toothing 14 of the hub 13 without the pre-damper 8 connected upstream. The pre-damper 8 acts in this arrangement only in pulling mode. In addition, an intermediate flange 29 is arranged between the first flange 4 and the second flange 5. The intermediate flange 29 does not rest against the intermediate toothing 14 and is used to implement a series connection of two (helical) spring units 21.

List of references for torsional vibration dampers

Torque input component

Main damper

first flange

second flange

Spring device

Torque output component

Pre-damper

Pre-damper spring

Pre-damper flange

Page sheet

Spacers

hub

Intermediate gearing

Spacer sleeve

Flywheel / flywheel

first friction element

second friction element

Pre-damper cage

Disc spring

Coil spring unit

outer spring

inner spring

Internal combustion engine

transmission

Intermediate hub

first pre-damper

second pre-damper

Intermediate flange

Claims

1. Torsional vibration damper (1) for a drive train of a motor vehicle, with a torque input component (2), with a torque-transmitting main damper (3) connected to the torque input component (2), which has a first flange (4) acting as an input component of the main damper (3), has a second flange (5) acting as an output component of the main damper (3), the first flange (4) and the second flange (5) being rotatable relative to each other against the spring action of a spring device (6), and with a torque-transmitting connection to the Main damper (3) connected torque output component (7), characterized in that a pre-damper (8) is arranged in the torque flow between the torque input component (2) and the torque output component (7).

2. Torsional vibration damper (1) according to claim 1, characterized in that the pre-damper (8) has at least one torsion stage.

3. Torsional vibration damper (1) according to claim 1 or 2, characterized in that the pre-damper (8) acts in pulling mode or in pushing mode between tween the torque input component (2) and the torque output component (7).

4. Torsional vibration damper (1) according to claim 1 or 2, characterized in that the pre-damper (8) in pulling mode and in pushing mode between tween the torque input component (2) and the torque output component (7) acts.

5. Torsional vibration damper (1) according to one of claims 1 to 4, characterized in that a first pre-damper (27), which in pulling operation between the torque input component (2) and the torque output component (7) acts, and a second pre-damper (28) acts between the torque input component (2) and the torque output component (7) in overrun mode.

6. Torsional vibration damper (1) according to one of claims 1 to 5, characterized in that the pre-damper (8) has a damper cage (19) which acts as a friction element in pulling mode and / or in pushing mode

Main damper (3) works.

7. Torsional vibration damper (1) according to one of claims 1 to 6, characterized in that the spring device (6) of the main damper (3) is formed by two spring units (21) connected in series.

8. Torsional vibration damper (1) according to one of claims 1 to 7, characterized in that one attached to the torque output component (7)

Spacer sleeve (15) is present.

9. System comprising a flywheel (16) and a torsional vibration damper (1) according to any one of claims 1 to 8.

10. Clutch disc for a drive train of a motor vehicle, with a torsional vibration damper (1) according to one of claims 1 to 8.