CN113124068A

CN113124068A - Slip clutch with multi-flange torsional vibration damper for a motor vehicle drive train

Info

Publication number: CN113124068A
Application number: CN201911390181.2A
Authority: CN
Inventors: M·洛特
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2019-12-30
Filing date: 2019-12-30
Publication date: 2021-07-16

Abstract

A sliding clutch (2) having a multi-flange torsional vibration damper (1) for a drive train of a motor vehicle, having at least one intermediate flange (14) which, viewed in the axial direction, is arranged between at least two hub flanges (12, 13) and which are spaced apart from one another by means of a damper (11), which are supported on one another for transmitting torque, wherein the hub flanges (12, 13) have means for transmitting torque to the hub (15) as required in accordance with a propulsion or traction operation, wherein the intermediate flange (14) has a radially outer region (34) which has a greater thickness than an inner region (33) which is radial with respect to the radially outer region.

Description

Slip clutch with multi-flange torsional vibration damper for a motor vehicle drive train

Technical Field

The invention relates to a slip clutch having a multi-flange torsional vibration damper for the drive train of a motor vehicle, for example a series hybrid vehicle, having at least one intermediate flange which, viewed in the axial direction, is arranged between at least two hub flanges and which are spaced apart from one another by means of the damper, for example a spring element/spring damper, and which are supported directly or indirectly on one another for transmitting a torque, wherein the hub flanges have means for transmitting the torque to the hubs as required depending on the propulsion or traction operation. A hybrid vehicle is a motor vehicle driven by at least one electric motor and another energy converter, such as an internal combustion engine.

Background

The multi-flange clutch disk damper or multi-flange clutch disk torsional damper known from the prior art has a (steel) hub. Typically, the hub is held in place on both sides by plastic sleeves and/or plastic friction rings.

A torsional vibration damper is known from EP 1176339B 1. This patent discloses a device for absorbing torque fluctuations that is disposed between the engine crankshaft and the driven-side input shaft. The device has a flywheel connected to a crankshaft. The device also has a damper unit which is arranged in the torque transmission path between the flywheel and the input shaft on the driven side and which has a pair of drive plates, a driven plate and at least one spring element. The device also has a torque limiter which is arranged in the torque transmission path between the flywheel and the damper unit and has a pair of linings which can slide when they receive at least one predetermined amount of torque. The torque limiter is characterized in that it additionally has a glass carrier plate to which the lining is fixed. Furthermore, the lining is arranged between the pair of drive plates and the lining are mutually centered and assembled to form a damper torque limiter unit, wherein the lining carrier plate is centered relative to the flywheel, so that the damper torque limiter unit is fixed on the lining carrier plate on the flywheel.

Another torsional vibration damper is known from WO 2008/019641 a 1. This document discloses a torsional vibration damper having two side parts which are connected to one another in a rotationally fixed manner and between which two intermediate parts are arranged which can be rotated to a limited extent relative to the side parts against the spring action of spring means which are arranged within windows which open both in the side parts and in the intermediate parts. The subject matter is characterized in that the windows in the intermediate part each have a guide lug on one side and a slot on the other side in the circumferential direction, in which the guide lugs of the respective other intermediate part are arranged.

EP 2226528 a2 is a family of US 2010/0224459 a1, the latter relating to a similar technical field, in the former the coil springs being held in place by pot-shaped formations in the side plates.

Furthermore, another torsional vibration damper is known from JP 2008-.

Summary of the invention

It is an object of the present invention to solve or at least alleviate problems in the prior art. In particular, a slip clutch which is as stable as possible and which is space-saving in this respect should be provided.

This object is achieved according to the invention by a slip clutch having a multi-flange torsional vibration damper for a drive train of a motor vehicle, wherein the intermediate flange has a radially outer region which has a greater thickness than an inner region which is radial with respect to the radially outer region. The intermediate flange according to the invention is thus a symmetrically turned (abdrehen) intermediate flange. Since the intermediate flange is thinner in its inner region than in its outer region, the outer hub flange can be formed from a thicker material and with a smaller pot-shaped formation for a given installation space/defined assembly thickness of the damper of the multi-flange torsional damper. Thereby increasing the load capacity of the shock absorber. It is advantageous if the outer hub flange is of thicker material than the intermediate flange, since in a multi-flange vibration damper with at least two flanges, the outer hub flange is subjected to a much greater load than the intermediate flange, for example by bending moments introduced by the compression springs or stops on the hub flange, in order to connect the compression springs/spring elements in series. In this solution, the thickness is determined primarily by the necessary buckling resistance and by the support surface for the compression spring.

Advantageous embodiments are set forth in the following description and in the accompanying drawings and description.

Furthermore, the radially inner region of the intermediate flange may have a surface of constant thickness which surrounds the radially inner part over its entire surface up to a boundary region extending in the circumferential direction. The intermediate flange can be produced particularly simply by a constant thickness of the radially outer region and/or of the radially inner region.

It is also possible that the inner area of the intermediate flange is overlapped/covered by the inner area of the hub flange. The inner region of the intermediate flange is thereby additionally stabilized by the inner region of the hub flange.

Furthermore, it is proposed that, viewed in the axial direction, a hub flange is arranged on each side of the thin inner region of the intermediate flange in an overlapping manner. In this case, the thin inner region of the intermediate flange is covered from both sides by a hub flange and is thus stabilized by the hub flange.

It is also conceivable for the hub flange to have internal toothing, of which (only) one is in torque-transmitting operative connection with the external toothing of the hub in the thrust mode and (only) one is in traction mode. The hub flange can transmit torque to the hub through the interaction of the internal teeth on the hub flange and the external teeth of the hub.

It may also be provided that the intermediate flange is designed as a plate component. This has the advantage that the intermediate flange is particularly light and can be produced easily.

Advantageously, the multi-flange torsional vibration damper is configured such that the plate component is configured as a stamped component and/or as a deep-drawn component. The plate member can thereby be produced particularly lightweight.

Furthermore, it can be provided that the inner region of the intermediate flange is thinner than the overlapping region of one or both hub flanges. This is of great interest because the hub flange should have a higher stability than the intermediate flange, since it receives higher loads.

The object of the invention is also achieved by a torque limiter with the multi-flange torsional vibration damper according to the invention.

Furthermore, it is conceivable for the intermediate plate as a component of the torque limiter to be in fixed riveted connection with a side plate of the torque limiter, wherein a rivet-like projection or a separate intermediate bolt of the intermediate plate engages into the side plate. In this case, the spacer plate and/or the spacer bolt then act axially and/or radially concentrically on one or more adjacent components of the torque limiter.

It can furthermore be provided that at least one of the components of the torque limiter is a friction lining, a friction plate, a support disk or a disk spring mounted so as to displace the friction lining.

Furthermore, it is conceivable that the friction linings are loosely/movably inserted between the friction plate/plate ring on the one hand and the side plate and/or the bearing plate of the torque limiter on the other hand (i.e. without a fixed connection/fastening).

Furthermore, it can be provided that at least one of the rivet-like projections acts centrally on a component or components of the torque limiter.

Furthermore, it is proposed that the spacers are distributed over the circumference of the torque limiter and are separated from one another by a gap which is delimited by the respective ends of two adjacent spacers.

Furthermore, it is conceivable that the components of the torque limiter, in particular the disk spring and/or the support disk, have tongue-shaped sections which interact with the recesses between the intermediate plates in order to rotationally lock the respective component.

It may also be provided that each end of a spacer plate forms a shoulder on which the tongue-shaped section of the part can be supported.

Advantageously, the torque limiter has a friction plate which is designed to be brought into torque during operation and which is designed to come into contact with at least one, for example annular, friction lining which interacts with at least one disk spring, wherein the friction lining is designed to transmit the torque to the support disk and/or at least one side plate, wherein corresponding mounting notches are present in the support plate and mating mounting notches are present in the disk spring and/or the support disk, wherein the mounting notches and the mating mounting notches are designed to receive mounting pins as free of play as possible. In the torque limiter, the mounting notches and the mating mounting notches are distributed evenly/regularly over the circumference of the torque limiter with at least one exception.

Furthermore, it can be provided that the mounting notches and the mating mounting notches are approximately asymmetrically distributed about the center of rotation, for example when viewed in mirror symmetry and/or point symmetry.

Furthermore, the torque limiter can be configured such that the mounting pin and the mounting slot and the counter-mounting slot which receive the mounting pin are dimensioned such that the mounting pin of the mounting device acts centrally on the friction lining in the mounted state.

It is also advantageous if the hub flange is formed as an identical component.

In addition, it can be provided that the two outer hub flanges are formed as identical parts when a double-flange vibration damper is implemented and the two outer hub flanges and/or the two inner hub flanges are formed as identical parts when a four-flange vibration damper is implemented.

It is also advantageous if, in the multi-flange torsional vibration damper, between the hub flanges, at the axial position of the intermediate flange, approximately at the axial level, there is an axial centering projection which at least partially follows the circumference of the hub.

A preferred embodiment provides that the axial centering projection is designed for direct or indirect abutment/support with the hub flange closest to the axial centering projection.

Furthermore, the multi-flange torsional vibration damper may be arranged such that the hub flange and the intermediate flange are spaced apart from each other in the axial direction.

It is also conceivable for the axial centering projection to completely surround the circumference of the hub.

Furthermore, it can be provided that the axial centering projection widens/extends/delimits, viewed in the axial direction, from the outer toothing section or outer toothing sections, on one side or on both sides.

It can furthermore be provided that the external toothing section is part of an external toothing of the hub, which external toothing together with the internal toothing of the hub flange or of the hub flanges is a component of the device for transmitting torque as required.

In other words, the invention relates to a torque limiter with a multi-flange torsional vibration damper for hybrid applications, which comprises more than two hub flanges for transmitting torque in at least one damper unit, at least one of the hub flanges not performing a relative movement with respect to the (outer) side plate when the damper is operated in the traction direction or when the damper is operated in the propulsion direction. In this case, the intermediate flange or flanges is/are thinner in its inner region than in its outer region and the supporting region of the compression spring. On the one hand, this makes it possible to select a higher material thickness in the case of a more highly loaded outer hub flange, without changing the axial structural requirements, and furthermore, to be able to manipulate the compression spring purely in the circumferential direction, a smaller pot-shaped profile is required. The load capacity of the vibration damper is thereby increased and, on the other hand, the required support surface for the compression spring is ensured in order to provide a stable positioning and wear resistance of the compression spring contact surface.

It is also conceivable for the intermediate flange to be a stamped plate, which is turned in its inner region.

At the same time, it is conceivable that the multi-flange torsional vibration damper is provided as an integral part of a drive train for a torque limiter-free series hybrid application.

Drawings

Embodiments of a multi-flange torsional vibration damper for a motor vehicle are described in detail below with reference to the drawings. In the drawings:

FIG. 1: a longitudinal cross-sectional view of a torque limiter having a multi-flange torsional vibration damper according to a first embodiment;

FIG. 2: a perspective view of a torque limiter with a multi-flange torsional vibration damper according to the first embodiment;

FIG. 3: a longitudinal section of a hub according to a second embodiment is shown, positioned on two outer hub flanges;

FIG. 4: showing a hub according to the second embodiment having a surrounding mid-flange;

FIG. 5: showing a perspective view of a hub according to the second embodiment, arranged in relation to two outer hub flanges;

FIG. 6: a top view of two outer hub flanges according to a third embodiment is shown, which rest with their inner teeth on the hub;

FIG. 7: two outer hub flanges and an intermediate flange according to the third embodiment are shown, wherein one of the two hub flanges is twisted with respect to fig. 6;

FIG. 8: showing a top view of a torque limiter with a multi-flange torsional vibration damper according to a fourth embodiment and a centering aid for a disc spring that is part of the torque limiter;

FIG. 9: showing a perspective view of a torque limiter with a multi-flange torsional vibration damper according to the fourth embodiment and a centering aid for a coil spring that is part of the torque limiter;

FIG. 10: a top view of a torque limiter with a multi-flange torsional vibration damper according to a fifth embodiment is shown with assembly holes or assembly notches in the components of the slip clutch, wherein the left side of the damper is covered by a side plate and the right half hides the side plate;

FIG. 11: showing a top view of a torque limiter with a multi-flange torsional vibration damper according to the fifth embodiment and showing assembly holes on elements of a slip clutch;

FIG. 12: a perspective view of a multi-flange torsional vibration damper according to a sixth embodiment having two outer hub flanges and one intermediate flange and having a hub positioned on the outer hub flanges;

FIG. 13: a cross-sectional view along line XIII-XIII in fig. 12;

FIG. 14: a cross-sectional view along line XIV-XIV in fig. 12;

FIG. 15: a perspective view of an intermediate flange according to the sixth embodiment is shown.

Detailed Description

The drawings are merely schematic features and are merely intended to provide an understanding of the present invention. Here, like elements are provided with like reference numerals. The embodiments are merely exemplary and the present invention is not limited to these embodiments. Features of the various embodiments may be interchanged with one another.

Fig. 1 shows a multi-flange torsional vibration damper 1, which is arranged on a slip clutch 2. The multi-flange torsional vibration damper 1 may also be referred to simply as a damper. The torque is introduced via a flywheel element, which is described below, and which is connected to the friction plate 3. The torque is transmitted via the friction plate 3 to the first and second friction linings 4, 5, which in turn transmit the torque directly to the first side plate 6 and indirectly to the second side plate 7 via a support disk 8 and a plurality of spacer plates 10, which are arranged axially outside the first and

second side plates

6, 7. Furthermore, a spiral spring 9 is arranged on this support disk 8. The axial force required for the frictional transmission of the torque is transmitted to the second side plate 7 via the disk spring 9. The axial force is supported by the spacer plates 10, which connect the two

side plates

6, 7 to one another. The damper 1 has a plurality of spring elements 11, in this example four spring elements 11, which are connected to a first outer hub flange 12 and/or a second outer hub flange 13 and/or an intermediate flange 14. The two

outer hub flanges

12, 13 are connected to a hub 15. The torque is then transmitted to the first outer hub flange 12 or the second outer hub flange 13, finally to the first spring pair of two spring elements 11 and then to the intermediate flange, which in turn transmits the torque to the other hub flange (the second outer hub flange 13 or the first outer hub flange 12) via the second spring pair of the other two spring elements 11. Finally, the torque reaches the hub 15 via the connection between the further hub flange and the hub 15. The sliding clutch shown here or the damper 1 shown here is constructed so as to be axisymmetrical about the central longitudinal axis of the hub.

Fig. 2 shows a perspective view of a slip clutch 2 with a damper 1. The friction plate 2 can be seen, which is arranged on a flywheel element, here a flywheel adapter plate 16 (which is screwed together with the friction plate 3 on a flywheel (not shown)). The friction plate 3 and the flywheel adaptor plate 16 are radially outward of the hub 15. Arranged radially inside the flywheel adapter plate 16 and the friction plate 3 is a support disk 8, which in turn has a disk spring 9. The plurality of spaced plates 10 are disposed more radially inward of the disc springs 9 and the support disc 8. These components flywheel adaptor plate 16, friction plate 3, friction linings 4, 5,

side plates

6, 7, support disc 8, disc spring 9 and spacer plate 10 are components of the sliding clutch 2. The damper 1 is arranged radially inside the slip clutch 2. In the middle of the damper 1 and thus the slip clutch 2, a hub 15 can be seen, which is designed to interact with the first outer hub flange 12 and the second outer hub flange 13. In this case, the first outer hub flange 12 is arranged axially above and an intermediate flange 14 is arranged axially below it, which intermediate flange abuts the outer hub flange 13 from the other side in the axial direction. The damper 1 is axially delimited by a first side plate 6, which is arranged axially below the second outer hub flange 13. The first outer and

second hub flanges

12, 13 are arranged relative to each other via a first, in particular cylindrical pin 17 and a second pin 18, which is preferably of the same design as the first pin 17. A spring element 11 is arranged in the region between a section of the intermediate flange 14 and a section of the first outer hub flange 12 or the second outer hub flange 13 (this arrangement will also be explained in more detail below). It can also be seen that the intermediate plate 10 of the sliding clutch 2 has a plurality of intermediate bolts 19 which are arranged together with the intermediate plate 10 radially inside the disk spring 9 or the support disk 8.

For the opposite arrangement of the hub flanges, variants with three pins are also conceivable. Depending on the desired torsional characteristic, this variant may have advantages over the variant with two pins.

Fig. 3 shows a sectional view of the hub 15, which has an axial centering projection on its circumference at least in sections, which is embodied here as a central flange 20. In this illustration, the intermediate flange 14 is arranged radially outside the central flange 20 and has no direct connection to the central flange 20 (no torque transmission function, only a cylindrical bearing of the intermediate flange 14 on the central flange 20). The intermediate flange 14 is surrounded in the axial direction by a first outer hub flange 12, which is arranged to the left in the drawing in front of the intermediate flange 14, and by a second outer hub flange 13, which is arranged to the right in this case in front of the intermediate flange 14. In the contact region with the hub 15, the first outer hub flange 12 has internal toothing 21 and the second outer hub flange 13 has internal toothing 22. The hub 15 and the structure shown here of the

flanges

12, 13, 14 arranged on the hub 15 are axisymmetrical about the central longitudinal axis of the hub 15.

Fig. 4 shows a perspective view of the hub with an outer centering protrusion, i.e. a central flange 20, over its entire circumference. It can also be seen that the central flange 20 has (four) uniformly distributed external tooth sections 23 on the circumference. The external toothing sections 23 serve as toothing in order to be able to interact with the internal toothing 21 of the first external hub flange 12 and the internal toothing 22 of the second external hub flange 13 (these internal toothings are not shown here). The outer tooth segments are embodied in the form of trapezoidal reinforcements. It can also be seen that the hub 15 has an internal toothing 24. The internal toothing 24 can interact with external toothing of a shaft, not shown.

Fig. 5 shows a perspective view of the hub, which is enclosed here by the first outer hub flange, the intermediate flange 14 and the second outer hub flange 13. The hub 15 is in contact with the internal toothing 21 of the first external hub flange 12 and with the internal toothing 22 of the second external hub flange 13 by means of its external toothing section 23. Furthermore, pins 17, 18 can be seen, which position the

outer hub flanges

12, 13 relative to each other. Here, it is shown that the external toothed section 23 of the hub 15 is in contact with the internal toothed section 21 of the first external hub flange 12. Furthermore, it can be seen that the first outer hub flange 12, the intermediate flange 14 arranged between the first outer hub flange 12 and the second outer hub flange 13 have through-openings, wherein the

flanges

12, 13, 14 are arranged relative to one another such that the respective openings of the

respective flanges

12, 13, 14 form a complete flange through-opening.

Fig. 6 shows the second outer hub flange 13, which is arranged axially above the first outer hub flange 12 in this view. The two

outer hub flanges

12, 13 are constructed as identical parts. The two

outer hub flanges

12, 13 each have a ring-disk-shaped body from which two mutually opposite, identically formed sections, which are also referred to as "radial end sections of the outer hub flanges", extend radially outward. The radial end section of the outer hub flange has a circular bead, also referred to as a pin contact region 25, in its circumferential direction on one side for contacting one of the

pins

17, 18. The radial end section of the outer hub flange has a stop region on the other side in its circumferential direction, which has a pressure spring contact region 26 and a stop 27. The two

outer hub flanges

12, 13 are also arranged relative to each other by the

bolts

17, 18. The two

outer hub flanges

12, 13 bear with their rounded pin contact areas 25 against the round portions of the

cylindrical pins

17, 18. The hub 15 with its outer toothed segment 23 is arranged radially inside the two

outer hub flanges

12, 13. It can also be seen that each external toothing section 23 of the hub 15 bears with one side against the internal toothing 21 of the first external hub flange and with the other side against the internal toothing 22 of the second external hub flange. Furthermore, each spring element 11 bears with one side against a pressure spring contact region 26 of the first or second

outer hub flange

12, 13, respectively. However, the spring element 11 is not shown here.

Fig. 7 shows, in a manner similar to fig. 6, a second outer hub flange 13, which is arranged axially above the first outer hub flange 12. The intermediate flange 14 has a ring-disk-shaped, flat body from which diametrically opposite, identically formed sections, which are also referred to as "radial end sections of the intermediate flange", extend radially outward. The radial end section of the intermediate flange has stop regions 28 on both sides in its circumferential direction, which are designed to collide with stops 27 of the

outer hub flanges

12, 13 and have radially inside these stop regions 28 pressure spring contact regions 26, which are designed to receive the spring elements 11, as well as the pressure spring contact regions 26 of the

outer hub flanges

12, 13. Furthermore, the intermediate flange 14 is arranged between the two

outer hub flanges

12, 13. In comparison to fig. 6, the first outer hub flange 12 is twisted relative to the second outer hub flange 13 as a result of the torque effect, so that the pin contact regions 25 of the first outer hub flange 12 no longer contact the

pins

17, 18. It can also be seen that the two stops 27 of the first outer hub flange 12 come into contact with a respective one of the stops 28 of the intermediate flange 14 after the twisting. The respective further stop 28 of the intermediate flange 14 is in each case in contact with one of the stops 27 of the second outer hub flange 13. It can also be seen that the hub 15 with its outer toothed segments 23 only rests against the inner toothed segments 22 of the second outer hub flange 13.

In the case of three bolts for positioning the hub flanges relative to one another, corresponding hub flanges having three pressure spring contact surfaces and six pressure springs each are to be provided.

Fig. 8 shows a front view of the sliding clutch 2 with the damper 1. Again, in a manner similar to fig. 2, the friction plate 3 is seen, which in turn is arranged on a flywheel adapter plate 16, which is not visible here. The friction plate 3 is in contact with a support disk 8 on which a spiral spring 9 is arranged. The support disk 8 and the spiral spring 9 are each embodied predominantly in the form of a ring. However, the support disk 8 and the spiral spring 9 have tongue-shaped sections/tongues on their inner diameter, which in the circumferential direction each have a tongue flank 29 on the end side. The tongue-side limb 29 of the support disk 8 and of the spiral spring 9 comes into contact with the spacer bolt 19 of the spacer plate 10, so that the spacer bolt 19 of the spacer plate 10 and thus the support disk 8 and thus the friction plate 3 arranged radially outside thereof and the friction linings 4, 5 not shown here are centered. At the same time, the space between the spacer bolts (between which the tongues or tongue-side wings 29 of the coil spring 9 are arranged) is thus used for the torsional stop of the support disk 8 and the coil spring 9, while the tongues bear on the side wings of the riveted spacer plate 10. It is also possible here for the spacer pins 19 not to be arranged on the flat spacer 10, but to assume the centering function of the spiral spring 9 and the support disk 8 independently of the spacer. The centering of the disk spring 9 or of the support disk 8 by means of the support disk 8 and the tongue-side limb 29 of the disk spring 9 by means of the spacer bolt 19 of the spacer plate 10 is particularly space-saving and is used for centering in a rotationally fixed manner in order to provide more space for further components, for example for components of the vibration damper 1.

Fig. 9 is a perspective view of the sliding clutch 2 and the damper 1 and shows, in a manner similar to fig. 8, the centering of the disk spring and the support disk by means of its tongue flanks 29 by means of the spacer bolts 19 of the spacer plate 10.

Fig. 10 is a plan view of the sliding clutch 2 with the damper 1 arranged thereon. The radially outer part of the left half of the shock absorber 1 is concealed by a side plate 6, whereas the right half of the shock absorber 1 has the side plate 6 concealed. Since the

outer hub flanges

12, 13 are mounted axially next to one another and the actuation of the spring element 11 is carried out with as little axial force component as possible (i.e. in the circumferential direction of the vibration damper 1 only), these

outer hub flanges

12, 13 have a pot-shaped formation (topfang) 30 in the region of their pressure spring contact surfaces 26. These pot-shaped formations 30 are surface curvatures of the

hub flanges

12, 13 which are produced without cutting. Here, too, the two

outer hub flanges

12, 13 are positioned relative to one another by means of two

spacer bolts

17, 18. Furthermore, four spring elements 11 are shown, which are each arranged between the pressure spring contact regions 26 of the

hub flanges

12, 13 and the pressure spring contact regions 26 of the intermediate flange 14. Furthermore, some parts of the sliding clutch 2 can be seen, for example the disk spring 9, which is centered by means of the spacer bolts 19 of the spacer plate 10. A support disk 8, which is not visible here, is located below the spiral spring 9.

In the side plate 6, a mounting slot or mounting hole 31 can be seen, which is a through-hole in this case. Furthermore, a mating mounting slot or mounting recess 32 can be seen in the disk spring 9 and in the support disk 8, which is arranged, together with the mounting bore 31, in a position and radial orientation relative to the axis of rotation of the vibration damper 1 during mounting of the vibration damper 1. The fitting holes 31 and the fitting notches 32 of the respective parts are arranged axially upward and downward and form a common through hole of the slip clutch 2. The vibration damper 1 is guided by means of pins on a mounting device, which is not shown here. The pins of the assembly device can engage in the assembly holes 31 and assembly recesses 32 provided for them and position or radially orient the vibration damper 1. In this case, the mounting holes 31 or mounting recesses 32 are arranged such that they are distributed asymmetrically over the circumference of the slip clutch 2. That is to say, the three first assembly openings 31 or first assembly recesses 32 of the first component of the sliding clutch 2 are each arranged at an angular distance of 90 ° from one another, whereas the second assembly openings 31 or first assembly recesses 32 have an angular distance of 45 ° from the first assembly openings 31 or first assembly recesses 32 of the component which are located outside in the circumferential direction. Thus, the distance between a first mounting hole 31 or mounting recess 32 and a second mounting hole 31 or mounting recess 32 is greater than the distance between the adjacent first mounting hole 31 or mounting recess 32. Thus, the fitting device with the pin cannot be fitted to the slip clutch 2 at the wrong angle or upside down.

Fig. 11 is a view similar to fig. 10 and is a top view of the sliding clutch 2 with the shock absorber 1 disposed thereon. It can be seen that the assembly opening 31 is located directly below the inner diameter of the friction linings 4, 5. These friction linings 4, 5 are arranged radially outside the intermediate plate 10 and radially inside the flywheel 16 or friction plate 3. These assembly openings 31 thus serve at the same time for centering the friction linings 4, 5 when they interact with the pins of the assembly device.

Fig. 12 is a perspective view of the shock absorber 1. A first outer hub flange 12 is arranged on the front side and a second outer hub flange 13 is arranged behind it in the axial direction. An intermediate flange 14 is arranged between the two

outer hub flanges

12, 13. These

hub flanges

12, 13 are positioned by means of

pegs

17, 18. Arranged inside these

flanges

12, 13, 14 is a hub 15, which is in contact with the

internal toothing

21, 22 of the

hub flanges

12, 13 by means of its external toothing section 23. The four spring elements 11 are arranged between the pressure spring contact areas 26 of the

outer hub flanges

12, 13 and the corresponding pressure spring contact areas 26 of the intermediate flange 14. The four spring elements 11 are distributed uniformly over the circumference of the vibration damper 1.

Fig. 13 is a sectional view taken along line XIII-XIII of fig. 12 and shows shock absorber 1 sectioned. It can be seen that the intermediate flange 14 is arranged between the outer hub flange 12 and the second outer hub flange 13. It can also be seen that the external toothing sections 23 of the hub 15 abut the internal toothing 21 of the first external hub flange 12 and the internal toothing 22 of the second external hub flange 13.

Fig. 14 is a sectional view taken along line XIV-XIV of fig. 12 and shows a sectional view of shock absorber 1. It can be clearly seen here that the region of the intermediate flange 14 which is covered by (the inner region of) the

outer hub flanges

12, 13 and which is referred to as the inner region 33 has a smaller thickness/material thickness than the outer region 34 of the intermediate flange 14, which corresponds to the radial end section of the intermediate flange. The inner region 33 of the intermediate flange 14 has a reduced material thickness compared to the outer region 34 thereof, in order to design the intermediate flange 14 in a material-saving manner and at the same time to provide a stable intermediate flange 14. It can also be seen that the region of the

hub flanges

12, 13 which covers the intermediate flange 14 has a greater thickness or material thickness than the inner region 33 of the intermediate flange 14. At the same time, this means that the

hub flanges

12, 13 can be constructed with a smaller pot-shaped formation 30 due to their greater material thickness. By this construction of the inner region 33 of the intermediate flange 14 being thinner than the outer region 34 and by the thicker material of the

hub flanges

12, 13 in this region, the load capacity of the damper 1 is increased compared to conventional multi-flange torsional dampers. The pressure spring support regions 26 of the intermediate flange 14 are exactly as large or at least approximately as large as the pressure spring support regions 26 of the two

outer hub flanges

12, 13, so that the spring element 11 can also be supported in a stable manner here and these regions do not wear too strongly. At the same time, the intermediate flange 14 should be prevented from bending or breaking.

Fig. 15 shows the inner region 33 or body and the outer region 34 or radial end section of the intermediate flange 14 provided with holes. The pressure spring contact regions 26 of the intermediate flange 14 are arranged on both sides of the outer region 34. At the same time, stops 28 can be seen, which are likewise arranged at the radial ends of the outer region 34. It can be seen that the inner region 33 has a smaller material thickness than the outer region 34 and that the transition between the outer and

inner regions

34, 33 is implemented by a flattened groove.

List of reference numerals

1 multi-flange torsional vibration damper

2 slip clutch

3 Friction plate

4 first Friction Lining

5 second Friction Lining

6 first side board

7 second side plate

8 support disc

9 coil spring

10 space plate

11 spring element

12 first outer hub flange

13 second outer hub flange

14 intermediate flange

15 hub

16 flywheel

17 first bolt

18 second bolt

19 spacer bolt (of spacer plate)

20 middle flange

21 internal tooth portion of first external hub flange

22 internal teeth of the second outer hub flange

23 external tooth section of the flange

Internal tooth portion of 24 hub

25 bolt contact area

26 pressure spring contact area of hub flange or intermediate flange

27 stop of hub flange

28 stop of intermediate flange

29 stop of a spiral spring or a bearing disk

30 pot-shaped forming part

31 assembly hole

32 assembly notch

33 inner region of the intermediate flange

34 outer region of the intermediate flange

Claims

1. A sliding clutch (2) having a multi-flange torsional vibration damper (1) for a drive train of a motor vehicle, having at least one intermediate flange (14) which, viewed in the axial direction, is arranged between at least two hub flanges (12, 13) and which are spaced apart from one another by means of a damper (11), which are supported on one another for transmitting torque, wherein the hub flanges (12, 13) have means for transmitting torque to the hub (15) as required in accordance with a propulsion or traction operation, wherein the intermediate flange (14) has a radially outer region (34) which has a greater thickness than an inner region (33) which is radial with respect to the radially outer region.

2. The sliding clutch (2) according to claim 1, wherein a radially outer region (34) of the intermediate flange (14) has a surface of constant thickness which surrounds the radially outer region (34) over its entire surface up to a boundary region extending in the circumferential direction.

3. The sliding clutch (2) according to claim 1 or 2, wherein a radially inner region (33) of the intermediate flange (14) has a surface of constant thickness which surrounds the radially inner portion (33) over its entire surface up to a boundary region extending in the circumferential direction.

4. A sliding clutch (2) according to any of claims 1 to 3, wherein a radially inner region (33) of the intermediate flange (14) overlaps an inner region of the hub flange (12, 13).

5. The sliding clutch (2) according to one of claims 1 to 4, wherein, viewed in the axial direction, a hub flange (12, 13) is provided on each side of the thin inner region (33) of the intermediate flange (14) in an overlapping manner.

6. The sliding clutch (2) according to claim 4 or 5, wherein the hub flanges (12, 13) have internal toothing (21, 22), one of which is in driving operation and one of which is in torque-transmitting active connection with the external toothing of the hub (15) in traction operation.

7. The sliding clutch (2) according to one of claims 1 to 6, wherein the intermediate flange (14) is configured as a plate member.

8. The sliding clutch (2) according to claim 7, wherein the plate member is configured as a stamped member and/or as a deep drawn member.

9. The sliding clutch (2) according to one of claims 5 to 8, wherein the inner region (33) of the intermediate flange (14) is thinner than the overlapping region of one or both hub flanges (12, 13).