CN213981843U

CN213981843U - Torsional vibration damper and clutch

Info

Publication number: CN213981843U
Application number: CN201990000433.3U
Authority: CN
Inventors: B·罗伊特; A·鲁施; M·黑斯勒; P·克伦佩尔
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2018-04-10
Filing date: 2019-03-12
Publication date: 2021-08-17
Anticipated expiration: 2029-03-12
Also published as: WO2019196976A1; DE102018108439A1; DE212019000250U1

Abstract

The utility model relates to a torsional vibration damper (1), torsional vibration damper is particularly useful for the clutch driven plate inside the motor vehicle powertrain system, has one can be around rotation axis (8) torsional mode supported input part (2) and one can be faced input part (2) overcome spring assembly (9) effect and center on output part (5) that rotation axis (8) limited torsional mode was arranged, wherein, output part (5) link to each other with wheel hub (7), wheel hub be used for connect with the coaxial axle of rotation axis (8), its characterized in that, output part (5) contain at least two with wheel hub flange (6) that wheel hub (7) link to each other.

Description

Torsional vibration damper and clutch

Technical Field

The utility model relates to a torsional vibration damper, torsional vibration damper is particularly useful for the inside clutch driven plate of motor vehicle power assembly system to and a clutch that contains this kind of torsional vibration damper.

Background

Corresponding vibration dampers are known from the automotive art, for example from DE 3546961 or also from DE 102015211899, which are used in particular to reduce torsional vibrations in clutches of motor vehicle drive trains, which occur as a result of rotational imbalances or resonance phenomena. The input part of the damper is connected to the engine crankshaft, while the output part is connected to the transmission input shaft via a hub flange. The input and output portions may be twisted about the axis of rotation of the shaft to a limited extent relative to each other. In this case, a spring device is provided between the input part and the output part, which spring device, as a vibration system, exerts a corresponding damping effect together with the corresponding masses of the input part and of the output part. The element that is now the most heavily loaded during the transfer of torque from the engine to the transmission is the hub flange of the output. In addition, the thickness of the hub flange in particular substantially determines the upper limit value of the torque to be transmitted. An increase or thickening of the hub flange is often difficult to achieve due to the limited space conditions in the motor vehicle. In addition, as the thickness of the hub flange increases, its manufacture becomes more difficult because of the increased finishing steps required to achieve the minimum required quality.

The object of the present invention is therefore to improve the disadvantages known from the background art and in particular to provide a damper with better durability and greater flexibility with regard to the structure of the damper and the torque transmission capability.

Through accord with the utility model discloses a torsional vibration damper solves the task. Further advantageous embodiments of the invention are given in the dependent claims for drafting. The features listed individually in the dependent claims may be combined with one another in a technically sensible manner and may define further embodiments of the invention. Furthermore, the features given in the claims are explained and illustrated in greater detail in the description, in which further preferred embodiments of the invention are explained.

SUMMERY OF THE UTILITY MODEL

Torsional vibration damper, in particular for a clutch disk inside a motor vehicle drive train, having an input part which can be supported in a torsional manner about a rotational axis and an output part which can be arranged in a torsional manner about the rotational axis against the input part against the action of a spring device, wherein the output part is connected to a wheel hub for connecting a shaft coaxial with the rotational axis, characterized in that the output part comprises at least two wheel hub flanges which are connected to the wheel hub.

The input section may be generally connected to the engine crankshaft, while the output section may be connected to the hub of the transmission input shaft by at least two hub flanges. The at least two hub flanges form a combination by means of which, for example, torque can be transmitted from the engine crankshaft to the transmission input shaft. By designing at least two hub flanges, the torsional vibration damper (or rotational vibration damper) can be designed more flexibly. Greater maximum transferable torque can be achieved, as well as greater shock absorber durability. The two hub flanges are designed such that the torque to be transmitted can be distributed symmetrically to the two hub flanges, so that a larger total torque can be transmitted by the torsional vibration damper, wherein the torque transmitted by each hub flange is only half of the total torque. The individual hub flanges can thus be designed more space-saving and less costly, and the wear of the individual hub flanges is also reduced.

According to an advantageous embodiment, at least two hub flanges are axially arranged in the direction of the axis of rotation in a spaced-apart manner, and are preferably spaced apart between two axially adjacent hub flanges by at least one spacer element for determining the axial spacing of the hub flanges.

The spacer elements can be fixed by the hub flanges themselves, which are pressed against one another by spring elements, for example, so that the spacer elements ensure compliance with the axial spacing. Alternatively, it is advantageous if the spacer element is (firmly) connected to two axially adjacent hub flanges. The connection can be made, for example, in a form-fitting manner, in particular by a riveted connection.

According to an advantageous embodiment, at least two hub flanges are connected to the hub in a rotationally fixed manner.

The connection can be made, for example, by a material-fit connection (e.g., welding), or by a force-fit and/or form-fit connection (e.g., caulking). A simple torsional vibration damper construction can thereby be realized. In addition, this design also allows a fixed axial spacing between the respective hub flanges to be specified by a secure connection to the hub, without the use of additional spacer elements or the like.

According to an advantageous embodiment, at least two hub flanges are connected to the hub in a rotatable manner, preferably by a defined rotation angle.

This connection is effected, for example, via the intermediate gear teeth, which in particular also permits a supplementary provision of a pre-damper, which can effectively damp, for example, specific frequencies, for example when the engine is idling. In this case, the definable rotation angle and thus the size of the rotation gap of the intermediate gear teeth can be adjusted according to the rotation angle of the predamper, so that the predamper can be effectively engaged.

According to an advantageous embodiment, the torsional vibration damper further comprises a friction device with at least one friction element and a spring element acting on the friction device, wherein the friction device is connected to at least one hub flange in such a way that: a frictional force is generated that resists twisting of the hub flange.

The friction devices produce further damping and thereby improve the uniformity of torque output to the transmission input shaft.

According to an advantageous embodiment, each hub flange has a certain thickness in the direction of the axis of rotation, and the two hub flanges have different thicknesses.

The design of at least two hub flanges of different thickness for the torsional vibration damper allows the torsional vibration damper to be adjusted to the design or to the required conditions.

According to an advantageous embodiment, each hub flange has a certain thickness in the direction of the axis of rotation, and both hub flanges have the same thickness.

This again ensures a simple construction of the torsional vibration damper.

According to another aspect, a clutch for a motor vehicle is proposed, which clutch comprises at least one torsional vibration damper according to the invention. In addition, a motor vehicle comprising a corresponding clutch is proposed.

The details and advantages disclosed for the torsional vibration damper can be transferred to and applied to the clutch and the motor vehicle. It should be noted as a precaution that the terms "first", "second", etc. are used herein primarily (only) to distinguish a plurality of objects, dimensions, or processes of the same type, and thus there is no mandatory definition of a relationship and/or order of such objects, dimensions, or processes to each other, among others. It will be obvious to the expert that when relationships and/or sequences are required, they will be explained in more detail here or when studying the specifically described design.

The present invention and the technical scope will be further explained below with reference to the drawings. It must be noted that the illustrated embodiment should not limit the invention. In particular, some aspects of the facts described in the drawings may also be extracted and combined with other elements and knowledge in the present description and/or drawings, unless otherwise specified. It is to be noted in particular that the drawings and in particular the dimensional proportions shown are purely diagrammatic. The same reference numerals denote the same objects, and thus, reference may be made to the descriptions in other drawings as necessary. Brief description of the drawings:

drawings

Fig. 1 to 3 are to be regarded as an example of a known torsional vibration damper;

FIG. 4 a first example of a torsional vibration damper;

FIG. 5 a second example of a torsional vibration damper;

FIG. 6 a third example of a torsional vibration damper;

FIG. 7 a fourth example of a torsional vibration damper;

FIGS. 8 and 9 are examples of intermediate gear teeth; and

fig. 10 shows a clutch with a torsional vibration damper.

Description of the reference numerals

1 torsional vibration damper 2 input part 3 driven disk 4 relative to disc 5 output part 6 hub flange 7 hub 8 axis of rotation 10 pressure spring 11 spacing 12 thickness 14 spring element 15 intermediate gear teeth 16 spacing element 17 rivet 18 hub flange gear teeth 19 hub gear teeth 20 torsion angle 21 clutch 22 friction element 23 clutch driven disk 24 with friction device predamper 25 engine flywheel 26 clutch pressure plate 28 belleville spring 29 transmission input shaft F force.

Detailed Description

Fig. 1 to 3 show a torsional vibration damper 1 which is known per se. The torsional vibration damper has an input section 2 comprising a driven disc 3 and an opposite disc 4. Between the driven disk 3 and the counter disk 4, an output part 5 is provided, which has a hub flange 6 connected to a transmission input shaft (not shown) via a hub 7.

The output section 5 can twist relative to the input section 2 about an axis of rotation 8. The torsion is effected here against the action of a spring device having a plurality of tangentially acting pressure springs 10. In operation in the clutch, torque is transmitted from the input part 2 via the compression spring 10 to the hub flange 6 of the output part and thus to the hub 7 and the transmission input shaft. The maximum torque that can be transmitted is determined primarily by the thickness of the hub flange 6 in the direction of the axis of rotation 8. Damping of a specific vibration spectrum, in particular in the frequency range of resonance, is achieved by designing the compression spring 10 and defining the mass of the input part 2 and the output part 5.

In addition, the torsional vibration damper 1 has a friction device comprising a spring element 14 and a friction element (friction ring) 22. The friction means are arranged between the hub flange 6 and the input part 2 for damping relative movements between the input part 2 and the output part 5. The friction means will generate a friction force that prevents the hub flange 6 from deflecting relative to the input part.

Fig. 4 shows a sectional view of a first example of a torsional vibration damper 1, whose design is substantially identical to that of the example of fig. 1 to 3. Therefore, only the differences from this example will be described below, and reference is otherwise made to the above description. In the example according to fig. 4, the output part 5 has two hub flanges 6 connected to a hub 7. In this example, the hub flange 6 is connected to the hub 7 in a rotationally fixed manner, in particular by caulking, in a force-fitting and form-fitting manner. The distance 11 in the direction of the axis of rotation 8 between the two hub flanges 6 is defined by a firm connection. Because of the design of the two hub flanges 6, the torque will be evenly distributed to the two hub flanges 6.

Fig. 5 shows a sectional view of a second example of a torsional vibration damper 1, whose design is substantially identical to that of the example of fig. 1 to 3. Therefore, only the differences from this example will be described below, and reference is otherwise made to the above description. In this example, two hub flanges 6 are provided, which are spaced apart from one another by a distance 11 in the direction of the axis of rotation 8. The hub flange 6 is connected to the hub 7 via intermediate gear teeth 15. The intermediate teeth 15 and their torsional play ensure a limited relative torsion between the hub 7 and the hub flange 6 and allow the transmission of torque from the hub flange 6 to the hub 7.

In addition, at least one spacer element 16 is provided, which ensures the distance 11 between the hub flanges 6. In such an example, at least one (not shown here) spring element 14 is usually provided, which is arranged as a component of the friction device between the input part 2 and the hub flange 6, so that the at least one spring element 14 exerts a corresponding force F on the hub flange 6 and thus on the at least one spacer element 16 and thereby presses them together. In this example, the spacer element is made of a plastic, in particular an elastomer plastic. The spacing 11 between the hub flanges 6 can thus be complied with by definition.

Fig. 6 shows a sectional view of a third example of a torsional vibration damper 1, whose design is substantially identical to the examples in fig. 1 to 3 and to the example in fig. 5. Therefore, only the differences from this example will be described below, and reference is otherwise made to the above description.

The difference with the example of fig. 5 is that the spacer element 16 in this example is firmly connected to the hub flange 6, for example by riveting with rivets 17. In this example, the spacer element 16 or the rivet 17 is made of a metal, in particular a steel. The hub flange 6 is connected to an intermediate toothing 15 facing the hub 7.

Fig. 7 shows a sectional view of a third example of a torsional vibration damper 1, whose design is substantially identical to that of the example in fig. 4. Therefore, only the differences from this example will be described below, and reference is otherwise made to the above description. The difference to the example in fig. 4 is that here the two hub flanges 6 have different thicknesses 12 in the direction of the axis of rotation 8. The torsional vibration damper 1 can thus be adjusted to the specific structural conditions. Here too, the transmitted torque is distributed uniformly to the two hub flanges. In the example according to fig. 5 and 6, it is likewise possible to provide the hub flange 6 with different thicknesses 12.

Fig. 8 shows a first example of intermediate gear teeth 15, which are located between the gear teeth 18 of the hub flange 6 and the gear teeth 19 of the hub 7, with a very small torsional play. Fig. 9 shows a second example of intermediate gear teeth 15, which are located between the gear teeth 18 of the hub flange 6 and the gear teeth 19 of the hub 7, with a torsion gap that satisfies a defined maximum torsion angle 20. The torsional play defined in this way, which satisfies the specified torsional angle 20, can be used particularly advantageously when designing a predamper. For example, a pre-damper is provided when a specific idling speed is to be damped effectively. At this time, the predamper can be optimized to the corresponding rotational frequency (idling frequency). Advantageously, the predamper has a torsion angle corresponding to the torsion angle 20.

Fig. 10 shows a schematic illustration of a clutch 21 with a torsional vibration damper 1, which is integrated in a clutch disk 23, in particular as described in the example of fig. 4 to 6. The clutch 21 additionally comprises conventional elements (clutch pressure plate 26, pressure plate 27, disk spring 28) which interact with one another in a manner known per se. Also shown is an engine flywheel 25 and a pre-damper 24 with corresponding friction means. In addition, the figure shows the hub flange 6, the spacer element 16 and the transmission input shaft 29.

Claims

1. A torsional vibration damper (1) having an input part (2) which is supported torsionally about an axis of rotation (8) and an output part (5) which is arranged torsionally limited about said axis of rotation (8) with respect to said input part (2) against spring means, wherein said output part (5) is connected to a hub (7) for connecting a shaft coaxial with said axis of rotation (8), characterized in that said output part (5) comprises at least two hub flanges (6) connected to said hub (7);

wherein at least two hub flanges (6) are designed axially in the direction of the rotational axis (8) in a spaced-apart manner;

at least one spacer element (16) for determining the axial distance (11) between the hub flanges (6) is provided between the two axially adjacent hub flanges (6), or the at least two hub flanges (6) define a fixed axial distance between the respective hub flanges by being firmly connected to the hub.

2. The torsional vibration damper (1) as claimed in claim 1, characterized in that the spacer element (16) is connected to the two axially adjacent hub flanges (6).

3. The torsional vibration damper (1) as claimed in claim 1, characterized in that the at least two hub flanges (6) are connected to the hub (7) in a torsionally stiff manner.

4. The torsional vibration damper (1) as claimed in claim 1, characterized in that the at least two hub flanges (6) are connected to the hub (7) in a torsionally rotatable manner.

5. Torsional vibration damper (1) according to claim 4, characterized in that the at least two hub flanges (6) are connected to the hub (7) in such a way that they can be twisted to a definable twist angle (20).

6. Torsional vibration damper (1) according to claim 1, further comprising a friction device with at least one friction element (22) and a spring element (14) acting on the friction device, wherein the friction device (22) is connected to the at least one hub flange (6) in such a way that: a friction force is generated which resists the twisting of the hub flange (6).

7. The torsional vibration damper (1) as claimed in any of claims 1 to 6, characterized in that each hub flange (6) has a certain thickness (12) in the direction of the axis of rotation (8) and the two hub flanges (6) have different thicknesses (12).

8. The torsional vibration damper (1) as claimed in any of claims 1 to 6, wherein each hub flange (6) has a thickness (12) in the direction of the axis of rotation (8) and the two hub flanges (6) have the same thickness (12).

9. Torsional vibration damper (1) according to claim 1, characterized in that the torsional vibration damper (1) is adapted for a clutch driven disc inside a motor vehicle drive train.

10. A clutch (21) suitable for a motor vehicle, comprising at least one torsional vibration damper (1) according to any of the preceding claims.