WO2022033621A1 - Amortisseur à bascule flottante doté d'un élément de bascule multi-pièce ; et chaîne cinématique hybride - Google Patents

Amortisseur à bascule flottante doté d'un élément de bascule multi-pièce ; et chaîne cinématique hybride Download PDF

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Publication number
WO2022033621A1
WO2022033621A1 PCT/DE2021/100574 DE2021100574W WO2022033621A1 WO 2022033621 A1 WO2022033621 A1 WO 2022033621A1 DE 2021100574 W DE2021100574 W DE 2021100574W WO 2022033621 A1 WO2022033621 A1 WO 2022033621A1
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WO
WIPO (PCT)
Prior art keywords
rocker
sheet metal
damper
compression spring
primary component
Prior art date
Application number
PCT/DE2021/100574
Other languages
German (de)
English (en)
Inventor
Martin Loth
Alain Rusch
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN202190000586.5U priority Critical patent/CN219774697U/zh
Publication of WO2022033621A1 publication Critical patent/WO2022033621A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/1204—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon with a kinematic mechanism or gear system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • F16F15/123—Wound springs
    • F16F15/1232—Wound springs characterised by the spring mounting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2230/00—Purpose; Design features
    • F16F2230/0052—Physically guiding or influencing
    • F16F2230/0064—Physically guiding or influencing using a cam

Definitions

  • the invention relates to an oscillating rocker damper for a hybrid drive train of a motor vehicle, such as a car, truck, bus or other commercial vehicle, with a primary component, a secondary component that can be rotated to a limited extent relative to the primary component, and a rocker element that is suspended in a pendulum manner on the primary component and the secondary component and is used for torque transmission , wherein the rocker element is coupled to the primary component by means of a first roller body that is received/mounted in a rolling manner in guideways (by the first roller body being mounted/received in a rolling manner in guideways of the primary component and of the rocker element) and/or by means of a second roller body that is received/mounted in a rolling manner in guideways is coupled to the secondary component (by the second roller body is mounted/received to roll in guideways of the secondary component and the rocker element), and wherein the rocker element is durc h at least one compression spring is resiliently supported.
  • the invention relates to a hybrid drive train
  • a swing rocker damper is understood to be a vibration damping device which, more preferably, even has a plurality of swinging rocker elements, the movements of which during operation have a damping effect on the torsional vibrations occurring in the drive train. At least the rocker elements of this oscillating rocker damper are used in the torque flow between the primary component and the secondary component (torque-transmitting).
  • WO 2018/215018 A1 discloses a torsional vibration damper with a torque limiter, which is preferably used in a clutch disc of a clutch is inserted. Further prior art in this context is also known from DE 10 2018 108 441 A1 and DE 10 2015 211 899 A1.
  • the rocker element has two sheet metal segments which are connected to one another and are arranged at an axial distance from one another, and the at least one compression spring is in contact with one end on a support surface of each sheet metal segment.
  • the at least one compression spring of the pendulum rocker damper is supported as robustly as possible and is prevented from buckling. This significantly reduces wear on the compression spring and the risk of damage.
  • the end of the at least one compression spring that is in contact with the support surfaces is supported at at least three, preferably four, points on the sheet metal segments that are spaced apart from one another.
  • This achieves the most robust support possible for the compression spring.
  • the two sheet metal segments of the rocker element are formed from metal sheets formed separately from one another and are fastened to one another by means of a plurality of connecting elements. As a result, the rocker element can be produced as simply as possible, largely by stamping.
  • the connecting elements are designed as rivet bodies that are anchored to the respective sheet metal segment. More preferably, the connecting elements are formed as sheet metal sections or bolts.
  • the rocker element has a plurality of wings supporting the at least one compression spring on its outer circumference. As a result, the support of the compression spring is implemented in an even more robust manner.
  • each sheet metal segment has a first wing supporting the at least one compression spring radially from the outside and a second wing supporting the at least one compression spring radially from the inside. More preferably, the first wing and/or the second wing has a length that is at least 20%, more preferably at least 25%, of the overall length of the compression spring. This also makes the support of the compression spring even more robust.
  • the primary component and/or the secondary component protrude/protrudes at least in sections and in at least one rotational position into an axial intermediate space between the sheet metal segments.
  • the available installation space is used even more effectively.
  • one of the guide tracks formed in the rocker element is open, ie is formed by a recess/depression open in the radial direction.
  • This guide track is more preferably even formed by the connecting elements. As a result, the guide track can be produced as simply as possible.
  • a recess in the respective sheet metal segment that forms the open guideway is produced by stamping in such a way that a punching direction selected by a tool during the production of the recess is from an axial inner side (axial side of the respective sheet metal segment, which faces the other sheet metal segment in the mounted state of the rocker element) to an axial outside (axial side of the respective sheet metal segment that faces away from the other sheet metal segment in the mounted state of the rocker element) of the respective sheet metal segment.
  • the spherical rollers thus roll against a so-called punching infeed area, which has a better surface quality than a punching break-out area. This avoids the need for time-consuming post-processing of the sheet metal segments.
  • the sheet metal segments are case-hardened.
  • rocker elements are distributed in the circumferential direction and are each supported in the circumferential direction by at least one compression spring.
  • a compression spring between two rocker elements that are adjacent in the circumferential direction, in order to prestress them directly towards one another in a spring-elastic manner.
  • the primary component has a ring element (continuous/in one piece in the circumferential direction or consisting of several partial segments adjoining one another in the circumferential direction), which ring element with its radial inner side directly forms several (first) guideways that are in (rolling) contact with the first roller bodies. This further simplifies the structure of the pendulum rocker damper.
  • the ring element is fastened to an input flange of the primary component that can be screwed to the crankshaft. This further simplifies the assembly of the swing rocker damper.
  • the secondary component has an outlet flange, which outlet flange forms a plurality of (fourth) guideways in (rolling) contact with second roller bodies. This also further simplifies the design of the pendulum rocker damper, but at the same time it is designed to be as robust as possible.
  • the rocker elements thus preferably have at least one (second) guide track, which is in contact with the at least one first roller body, and a further (third) guide track, which is in contact with the at least one second roller body. This keeps the structure as compact as possible.
  • the invention relates to a hybrid drive train for a motor vehicle, with an internal combustion engine, a rocker damper according to the invention according to one of the previous versions, wherein the primary component of the Oscillating rocker damper is attached to a crankshaft of the internal combustion engine, with an electric drive unit and with a separating clutch used to act between the internal combustion engine and the electric drive unit.
  • the oscillating rocker damper is used particularly effectively when the separating clutch is arranged between the secondary component of the oscillating rocker damper and the electric drive motor.
  • a rocker damper is equipped with an (essentially) two-part rocker (rocker element).
  • the swing rocker damper preferably as a replacement for a dual-mass flywheel, is arranged in particular in a hybrid drive train between the internal combustion engine and the KO clutch (disconnect clutch).
  • Each of the pendulum rockers (rocker elements) has at least two spaced-apart rocker plates (plate segments). The flow of torque occurs as follows during operation: From the crankshaft of the internal combustion engine to the input flange, then to the ring element with internal (first) guideways, then to the first roller body (preferably a total of three times two first roller bodies are present), then to rocker plates riveted together (forming a rocker element).
  • the rocker plates / pendulum rockers / rocker elements are in the flow of moments, whereas energy stores (having several compression springs) that prestress the rockers against each other are outside of the flow of moments. In principle, however, it is also possible, according to further explanations, for the respective energy store to be in the torque flow.
  • FIG. 1 shows a front view of a rocker-type damper according to a first exemplary embodiment of the invention, as can be used in a hybrid drive train according to the invention, the rocker-type damper being illustrated in the left-hand half of the illustration with flange plates acting as counter-stops and in the right-hand half of the illustration without these flange plates, whereby existing rocker elements on their support on a spring unit are clearly visible,
  • FIG. 2 shows a front view of the rocker-type damper according to FIG. 1, with an output flange and the flange plates attached thereto being hidden in order to reveal a friction device which is used to act between a primary component and a secondary component,
  • FIG. 3 shows a perspective representation of a counter disk assigned to the primary component of the rocker-type damper
  • Fig. 4 is a front view of the counter disk according to Fig. 3,
  • Fig. 5 is a longitudinal sectional view of the counter disk according to Figs. 3 and 4,
  • FIG. 6 shows a longitudinal section of the rocker damper according to FIG. 1,
  • FIG. 7 shows an exploded view of the oscillating rocker damper of FIG. 1 .
  • FIG. 8 shows a longitudinal sectional view of the rocker-type damper according to FIG.
  • FIG. 9 shows a sectional view of a rocker element used in the rocker damper, whereby a connecting element connecting two sheet metal segments spaced apart from one another can be seen in more detail
  • FIG. 10 is a perspective view of the connecting element used in Fig. 9,
  • FIG. 11 shows a perspective representation of the rocker element cut according to FIG. 9,
  • FIG. 13 shows a front view of a rocker damper according to the invention according to a second exemplary embodiment, which differs from the first exemplary embodiment essentially in the design of the counter disk,
  • Fig. 14 is a perspective view of the counter washer used in Fig. 13,
  • FIG. 15 is a front view of the counter disk according to FIG. 14,
  • FIG. 16 shows an exploded view of the rocker damper according to FIG. 13,
  • FIG. 17 shows a longitudinal sectional view of the rocker-type rocker damper of the first exemplary embodiment, similar to FIG.
  • Fig. 18 is a front view of the pendulum rocker damper according to one of Figs. 1 to 16 having hybrid drive train according to the invention.
  • FIG. 18 shows a basic structure of a hybrid drive train 20 according to the invention.
  • This hybrid drive train 20 includes a rocker damper 1 according to one of the two in FIGS. 1 to 16 illustrated embodiments.
  • the hybrid powertrain 20 is deployed in a partially illustrated motor vehicle 21 in FIG. 18 .
  • the hybrid drive train 20 is used to drive a plurality of wheels 37 of the motor vehicle 21 that can be identified.
  • the hybrid drive train 20 also has an internal combustion engine 22, preferably in the form of an Otto engine or diesel engine, which can be coupled to a transmission 38 via clutches 25, 28a and 28b.
  • Transmission 38 is preferably implemented as an automatic transmission. On the two transmission input shafts 39a, 39b, the transmission 38 has two clutches 28a, 28b forming a double clutch device.
  • Either the first transmission input shaft 39a (via the first clutch 28a) or the second transmission input shaft 39b (via the second clutch 28b) can be coupled to a central carrier 27 by means of these two clutches 28a, 28b (forming partial clutches of the double clutch device).
  • the carrier 27 is permanently connected in rotation to a rotor 26 of an electric drive machine 24 .
  • the electric drive machine 24 is arranged axially parallel to the carrier 27 , the carrier 27 in turn being arranged coaxially to a crankshaft 23 of the internal combustion engine 22 .
  • the crankshaft 23 is shown in simplified form as the axis of rotation 59 .
  • the rotor 26 is mounted on a rotor shaft 40 and the rotor shaft 40 is permanently rotationally coupled to the carrier 27 via a toothing step 41 (front toothing step).
  • the carrier 27 is further connected to an output-side (second) clutch component 42b of the cut-off clutch 25 .
  • An input-side (first) clutch component 42a of the separating clutch 25 is in turn coupled to the swing rocker damper 1 .
  • the swing rocker damper 1 is thus used to act between the crankshaft 23 and the separating clutch 25 / the first clutch component 42a of the separating clutch 25 .
  • the separating clutch 25 is preferably designed as a friction clutch.
  • the first and the second clutch 28a, 28b are preferably friction clutches, more preferably designed as friction plate clutches.
  • the respective screws for fixing the primary component 2 to the crankshaft 23 are not shown for the sake of clarity.
  • the secondary component 3 is preferably connected to this first clutch component 42a via an intermediate shaft 43 .
  • the transmission 38 of the hybrid drive train 20 is connected on the output side via a differential stage 44 to the wheels 37 of the motor vehicle 21 in order to drive the wheels 37 in the respective drive state/operating state of the hybrid drive train 20.
  • FIGS. 1 to 16 show the two preferred exemplary embodiments of the oscillating rocker damper 1 used in FIG.
  • a first exemplary embodiment of the pendulum rocker damper 1 is shown in FIGS. 1 to 12; a second embodiment of the pendulum rocker damper 1 is shown in FIGS. 13 to 16 illustrated.
  • the two exemplary embodiments are essentially identical in terms of their construction, which is why, for the sake of brevity, only the differences between these two exemplary embodiments are described below.
  • axial, radial and circumferential relate to a central axis of rotation 59 of the rocker-type damper 1 , which is coaxial to the crankshaft 23 during operation.
  • axial/axial direction means a direction along/parallel to the axis of rotation 59
  • radial/radial direction means a direction perpendicular to the axis of rotation 59
  • the circumferential direction means a direction along an imaginary circular line running concentrically around the axis of rotation 59.
  • the primary component 2 of the swing rocker damper 1 is designed in several parts.
  • the primary component 2 has a disk-shaped input flange 10 which is bolted directly to the crankshaft 23 in use.
  • the inlet flange 10 is provided with a plurality of (here three) arc-shaped recesses 17 distributed in a circumferential direction.
  • a spring unit 15 which is described in more detail below, protrudes (axially) into these recesses 17 .
  • a ring element 4 is non-rotatably connected to the input flange 10 .
  • This ring element 4 in turn interacts with a plurality of rocker elements 9 designed according to the invention and distributed in the circumferential direction, as explained in more detail below.
  • the primary component 2 also has a transmitter ring 19 which has teeth 45 . That toothing 45 is designed in such a way that it is used by a corresponding sensor to detect the rotational speed, more preferably even to detect the angular position of the primary component 2 .
  • the teeth 45 do not necessarily have to be present and also do not necessarily have to be designed as part of the encoder ring 19 .
  • the encoder ring 19 can therefore also be omitted or designed as part of the counter disk 33 or as another separate part, for example made from a thinner material than the ring element 4 and/or the counter disk 33.
  • a starter Sprocket available instead of encoder ring 19 / instead of toothing 45, either with or without encoder teeth or encoder contour.
  • the primary component 2 has a counter disk 33 which forms a stop 51 for the secondary component 3 in the sense of overload protection for the spring units 15 .
  • the components - input flange 10, ring element 4, encoder ring 19 and counter disk 33 - of the primary component 2 are connected via several rivet bolts 46 (Fig. 6) connected with each other.
  • these components of the primary component 2 are alternatively all or at least partially welded or glued to one another instead of being riveted (by the rivet bolts 46).
  • the primary component 2 is coupled to the secondary component 3 via a plurality of rocker elements 9 distributed in the circumferential direction and can be rotated relative to the secondary component in a limited rotational angle range.
  • the rocker elements 9 are each of the same design.
  • each of the three rocker elements 9 distributed uniformly in the circumferential direction, as shown in FIGS. 7 and 9 to 11, has two axially spaced sheet metal segments 34a, 34b. These two sheet metal segments 34a, 34b are preferably designed as identical parts.
  • the two sheet metal segments 34a, 34b are connected to one another via two connecting elements 35 in the first embodiment.
  • the connecting elements 35 are designed as deformable riveting elements, namely sheet metal sections. Rivet lugs 47 of the connecting elements 35 penetrate the respective sheet metal segments 34a, 34b axially and are formed from a rear side for the positive and non-positive fixing of the two sheet metal segments 34a, 34b to one another.
  • the connecting elements 35 are also implemented as rivet bolts in further versions.
  • the 8 also shows that the ring element 4 is coupled to the rocker elements 9 via a plurality of first roller bodies 6 distributed in the circumferential direction.
  • the ring element 4 has a plurality of first guideways 7 distributed in the circumferential direction, each of which receives a first roller body 6 in a rolling manner.
  • the first guide tracks 7 are introduced on a radial inner side 5 of the ring element 4 .
  • Each first roller body 6 is also in rolling contact with a second guideway 8 directly attached to a radial outside of the rocker elements 9/sheet metal segments 34a, 34b.
  • Each sheet metal segment 34a, 34b has two recesses 60 forming the second guide tracks 8, wherein two axially congruently arranged recesses 60 of the sheet metal segments 34a, 34b of a rocker element 9 together form a second guideway 8 and thus accommodate the same first roller body 6.
  • the second guide tracks 8 are implemented as open tracks that are open to a radial side, here a radial outside of the rocker element 9/the sheet metal segments 34a, 34b.
  • the recesses in the sheet metal segments 34a, 34b that form the second guide tracks 8 are produced by stamping.
  • the respective recess 60 of the respective sheet metal segment 34a, 34b is produced by stamping in such a way that a punching direction selected/performed by a tool/stamping tool when producing the recess 60 extends from an axial inner side 61 to an axial outer side 62 of the respective sheet metal segment 34a, 34b in Regarding the mounted state of the rocker elements 9 runs (Fig. 8).
  • a so-called punching area/clean cut area of the edge of a sheet metal segment 34a, 34b forming the recess 60 is arranged towards the axial inner side 61, while a punching breakout area/residual breakage area of this edge is arranged towards the axial outer side 62.
  • the two sheet metal segments 34a, 34b of the same rocker element 9 are consequently arranged rotated by 180° relative to one another.
  • the first roller body 6 therefore rolls/rolls predominantly on the punching feed area.
  • Each rocker element 9 is also in rolling contact with a second roller body 12 .
  • the second roller body 12 is arranged radially inside the first roller body 6 .
  • the second roller body 12 is in rolling contact with a third guideway 13 of the respective sheet metal segment 34a, 34b/rocker element 9.
  • the second roller body 12 is in rolling contact with a fourth guideway 14, which in turn is formed on an output flange 11 of the secondary component 3 is.
  • each sheet metal segment 34a, 34b has a curved elongated hole 63, the two elongated holes 63 being aligned with one another in the axial direction.
  • each spring unit 15 has at least one compression spring 52, here even two compression springs 52 in the form of helical compression springs.
  • the spring unit 15 also has only one compression spring 52 .
  • the two compression springs 52 used in the present embodiment are used to act in parallel and are interleaved/arranged coaxially with one another. Consequently, each of the three spring units 15 resiliently supports the two rocker elements 9 arranged next to one another in the circumferential direction in relation to one another in the circumferential direction.
  • the spring units 15 / compression springs 52 used are therefore not arranged along a torque transmission path from the primary component 2 to the secondary component 3 .
  • this spring unit 15/compression springs 52 in the torque flow and consequently to support the primary component 2 and/or the secondary component 3 via the spring units 15 on the respective rocker element 9 for torque transmission.
  • FIGS. 1, 2 and 7 reference is made below to the accommodation according to the invention of the at least one compression spring 52 on each of the rocker elements 9. In the following description, only the outer of the two compression springs 52 forming the spring unit 15 is considered.
  • the rocker element 9 has a support surface 55a, 55b on each of its two sheet metal segments 34a, 34b, which are connected to one another and are axially spaced apart from one another, for receiving the compression spring 52. While a first support surface 55a is formed on the first sheet metal segment 34a, a second support surface 55b is formed on the second sheet metal segment 34b. Both support surfaces 55a, 55b are arranged in a common plane. According to the invention, one end 54a, 54b of the compression spring 52 is in contact with these two support surfaces 55a, 55b. In this way, the respective compression spring 52 is supported with a first (circumferential) end 54a on a rocker element 9 and with a second (circumferential) end 54b opposite the first end 54a on another rocker element 9 .
  • compression spring 52 With regard to the compression spring 52, it can also be seen that it extends between its (front) ends 54a, 54b essentially straight/as a straight helical compression spring. Each compression spring 52 consequently rests in the circumferential direction on the corresponding (circumferentially aligned) support surfaces 55a, 55b and supports the rocker elements 9 in the circumferential direction in a resilient manner relative to one another.
  • the rocker element 9 has a plurality of wings 57a, 57b supporting the compression spring 52 on its outer circumference 56. These wings 57a, 57b are therefore aligned parallel to the longitudinal direction of the compression spring 52 and serve as lateral ones guide surfaces. 7 shows the formation of the respective wing 57a, 57b in detail.
  • Each sheet metal segment 34a, 34b has a first wing 57a and a second wing 57b on a first peripheral side.
  • the sheet metal segment 34a, 34b also has a first wing 57a and a second wing 57b on a second circumferential side facing away from the first circumferential side.
  • the support surface 55a or 55b is arranged between the first wing 57a and the second wing 57b on a circumferential side.
  • Each compression spring 52 is supported laterally by a total of four wings 57a, 57b.
  • first vanes 57a Those vanes which are in contact with the compression spring 52 towards the radial outside are referred to as first vanes 57a, while those vanes which are in contact with the compression spring 52 towards the radial inside are referred to as second vanes 57b.
  • first wings 57a have a greater length than the second wings 57b. It has proven to be advantageous if at least the first wings 57a of each sheet metal segment 34a, 34b have a length (dimension in the circumferential direction) which corresponds to 25% of the overall length of the compression spring 52.
  • centering depressions 64 in each sheet metal segment 34a, 34b.
  • the centering indentations 64 can be implemented in different ways, such as a bore as illustrated, or alternatively as a notch or a hole produced in some other way.
  • FIG. 8 also clearly shows that at least one section/part of the primary component 2 and the secondary component 3 preferably protrudes into the axial intermediate space 58 defined by the sheet metal segments 34a, 34b, at least in one rotational position.
  • at least the inlet flange 10 and the outlet flange 11 protrude into this intermediate space 58 .
  • a friction device 32 can be seen, which is also implemented in the pendulum rocker damper 1.
  • This friction device 32 has, among other things, a friction ring 36 and acts between the primary component 2 and the secondary component 3 in such a way that it dampens a relative movement between the primary component 2 and the secondary component 3 .
  • the secondary component 3 has, in addition to the output flange 11 , a hub element 16 which is firmly connected to it.
  • the hub element 16 is that part of the secondary component 3 which is directly connected to the intermediate shaft 43 which leads to the separating clutch 25 in the hybrid drive train 20 according to FIG.
  • the secondary component 3 also has a plurality of flange plates 31 distributed in the circumferential direction, which extend in the radial direction in the form of plates.
  • the flange plates 31 are attached to the output flange 11, namely riveted. 7 also shows that the flange plates 31 form axial/axially flared indentations 30 and are riveted to the output flange 11 in the area of this indentation 30 .
  • the flange plates 31 extend so far in the radial direction that they can be brought into contact with tabs 50 of the counter disk 33 .
  • Flange plates 31 and tabs 50 are also arranged so that they overlap in the axial direction. Accordingly, the tab 50 forms a targeted stop 51 against which a counter-stop 53 of the flange plate 31 can be brought into contact. Stop 51 and counter-stop 53 are selected in their position such that they come into contact with each other before the compression springs 52 run to the block/are fully elastically compressed.
  • the hub element 16 it can also be seen that it is also expedient with regard to the hub element 16 if this has several circumferential directions. (axial) through holes 18 distributed in the direction of rotation, which are dimensioned in such a way that they are dimensioned larger than a screw head of the screw attaching the input flange 10 to the crankshaft 23 .
  • the hybrid drive train 20 is preferably used in such a way that the crankshaft 23 and consequently also the carrier 27 with the clutches 28a, 28b and the separating clutch 25 are coaxial and transverse, namely perpendicular, to a vehicle longitudinal axis 29 of the motor vehicle 21 are arranged. In other versions, however, these components are also aligned longitudinally/parallel to the longitudinal axis 29 of the vehicle.
  • FIGS. 13 to 16 illustrate the second exemplary embodiment.
  • the flange plates 31 can also be formed without a window 49 .
  • the counter disk 33 is designed with a constant inner diameter on the part of its tabs 50 projecting radially inwards, instead of with a radial recess/indentation 48 as in the first exemplary embodiment.
  • Four connecting elements 35 are also provided for each rocker element 9 .
  • Flange plate driving device counter disk a first sheet metal segment b second sheet metal segment connecting element friction wheel gearbox a first gearbox input shaftb second gearbox input shaft rotor shaft toothing stage a first clutch componentb second clutch component intermediate shaft differential stage toothing rivet bolt rivet nose indentation window tab stop compression spring counter-stop a first end b second end a first support surface b second support surface outer circumference a first wing b second wing Intermediate space Axis of rotation Recess Axial inside Outside Oblong hole Centner depression

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un amortisseur à bascule flottante (1) pour une chaîne cinématique hybride (20) d'un véhicule automobile (21), avec une partie constitutive primaire (2), une partie constitutive secondaire (3) qui peut tourner de manière limitée par rapport à la partie constitutive primaire (2), et un élément de bascule (9) qui sert à la transmission de couple et qui est suspendu de manière flottante sur la partie constitutive primaire (2) et la partie constitutive secondaire (3), l'élément de bascule (9) étant couplé à la partie constitutive primaire (2) au moyen d'un premier corps de rouleau (6) monté à rouleaux dans des voies de guidage (7, 8), et/ou étant couplé à la partie constitutive secondaire (3) au moyen d'un second corps de rouleau (12) également monté à rouleaux dans des voies de guidage (13, 14), l'élément de bascule (9) étant supporté de manière élastique par au moins un ressort de compression (52), et l'élément de bascule (9) comportant deux segments en tôle (34a, 34b) qui sont reliés l'un à l'autre et qui sont disposés à distance l'un de l'autre axialement l'un de l'autre, et le ou les ressorts de compression (52) s'appuient avec une extrémité (54a, 54b) contre une surface de support (55a, 55b) de chaque segment de tôle (34a, 34b). L'invention concerne en outre un véhicule automobile (21) équipé de ladite chaîne cinématique hybride (20).
PCT/DE2021/100574 2020-08-14 2021-07-05 Amortisseur à bascule flottante doté d'un élément de bascule multi-pièce ; et chaîne cinématique hybride WO2022033621A1 (fr)

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US4485909A (en) * 1982-06-14 1984-12-04 Borg-Warner Corporation Multiple stage vibration damper
US6364776B1 (en) * 1998-02-13 2002-04-02 Ap Tmf Limited Damping device
DE102015211899A1 (de) 2015-06-26 2016-12-29 Schaeffler Technologies AG & Co. KG Torsionsschwingungsdämpfer
WO2018215018A1 (fr) 2017-05-23 2018-11-29 Schaeffler Technologies AG & Co. KG Amortisseur d'oscillations de torsion comportant un limiteur de couple de rotation
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