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

Abstract

A slip clutch (2) having a multi-flange torsional vibration damper (1) for a drive system of a motor vehicle, the multi-flange torsional vibration damper having at least one intermediate flange (14) arranged axially between at least two hub flanges (12, 13) and spaced apart from each other by a damper (11), which are supported on each other to transmit torque, wherein the hub flanges (12, 13) have means for transmitting torque to the hub (15) as needed according to propulsion or traction operation, wherein the intermediate flange (14) has a radially outer region (34) having a greater thickness than a radially inner region (33) that is radially relative to the radially outer region.

Description

Technical Field

[0001] This invention relates to a slip clutch having a multi-flange torsional vibration damper for a drive system of a motor vehicle, such as a series hybrid vehicle. The slip clutch has at least one intermediate flange, viewed axially, arranged between at least two hub flanges and spaced apart from each other by dampers such as spring elements / spring dampers. These flanges are directly or indirectly supported on each other to transmit torque. The hub flanges have means for transmitting torque to the hubs as needed, depending on whether the operation is propulsion or traction. The hybrid vehicle is a motor vehicle driven by at least one electric motor and another energy converter, such as an internal combustion engine. Background Technology

[0002] The multi-flange clutch disc vibration damper or multi-flange clutch disc torsional vibration damper disclosed in 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.

[0003] EP 1 176 339 B1 discloses a torsional vibration damper. This patent discloses a device for absorbing torque fluctuations, disposed between an engine crankshaft and a driven input shaft. The device has a flywheel connected to the crankshaft. Furthermore, the device has a damper unit arranged in a torque transmission rail between the flywheel and the driven input shaft, and has a pair of drive plates, a driven plate, and at least one spring element. Additionally, the device has a torque limiter arranged in the torque transmission rail between the flywheel and the damper unit, and has a pair of shims that can slide when receiving at least one predetermined amount of torque. Notably, the torque limiter also has a glass carrier plate on which the shims are fixed. Furthermore, the liner is arranged between the drive plate pairs and the drive plates and the liner are mutually centered and assembled into a damper-torque limiter-unit, wherein the liner carrier plate is centered relative to the flywheel, thereby fixing the damper-torque limiter-unit to the liner carrier plate on the flywheel.

[0004] Another torsional vibration damper is disclosed in WO 2008 / 019641 A1. This document discloses a torsional vibration damper having two side portions that are torsionally connected to each other and having two intermediate portions disposed between them. These intermediate portions can be torsionally limited relative to the side portions against the spring action of a spring device arranged inside a window, which is formed not only in the side portions but also in the intermediate portions. The subject matter is characterized in that the window in the intermediate portion has a guide nose on one side and a slot on the other side in the circumferential direction, with the guide nose of the corresponding additional intermediate portion arranged in the slot.

[0005] EP 2 226 528 A2 is a family of US 2010 / 0224459 A1, which relates to a similar technical field, in which the coil spring is held in place by a can-shaped part in the side plate.

[0006] In addition, another torsional vibration damper is disclosed in JP 2008-303995A, which is implemented as a multi-flange torsional vibration damper. Utility Model Content

[0007] The objective of this invention is to solve or at least alleviate the problems in the prior art. In particular, a slip clutch that is as stable as possible and, in this respect, saves space should be provided.

[0008] This task is solved by a sliding clutch according to the present invention for a multi-flange torsional vibration damper for a motor vehicle drive system, wherein the intermediate flange has a radially outer region with a greater thickness than the inner region radially opposite to this outer region. Thus, the intermediate flange of the present invention relates to a symmetrically machined intermediate flange. Because the intermediate flange is implemented as thinner in its inner region than in its outer region, given the structural space / defined assembly thickness of the multi-flange torsional vibration damper, the outer hub flange can be made of a thicker material and constructed with a smaller canister-shaped portion. This improves the load capacity of the damper. Significantly, the outer hub flange has a thicker material than the intermediate flange because in a multi-flange damper with at least two flanges, the outer hub flange bears a much greater load than the intermediate flange, for example, through the bending moment introduced by the pressure spring or the stop on the hub flange, in order to connect the pressure spring / spring element in series. In this solution, the thickness is primarily determined by the necessary bending resistance and by the support surface for the pressure spring.

[0009] Advantageous embodiments are described in the following description, as well as in the accompanying drawings and their descriptions.

[0010] Furthermore, the radially inner region of the intermediate flange can have a surface of constant thickness that completely surrounds the radially inner portion up to the boundary region extending in the circumferential direction. This intermediate flange can be manufactured particularly simply by maintaining the constant thickness of the radially outer and / or radially inner regions.

[0011] Alternatively, the inner region of the intermediate flange can overlap / cover / cover the inner region of the hub flange. This provides additional stability to the inner region of the intermediate flange through the inner region of the hub flange.

[0012] Furthermore, it is suggested that, viewed axially, a hub flange be installed overlappingly on both sides of the thin inner region of the intermediate flange. In this case, the thin inner region of the intermediate flange is covered from both sides by a hub flange, thereby stabilizing the intermediate flange through the hub flange.

[0013] Furthermore, it is conceivable that the hub flange has internal teeth, one of which, during propulsion operation and the other during traction operation, is associated with the external teeth of the hub to transmit torque. Through the interaction between the internal teeth on the hub flange and the external teeth of the hub, the hub flange can transmit torque to the hub.

[0014] It is also suggested that the intermediate flange be constructed as a plate member. This has the advantage that the intermediate flange is particularly lightweight and easy to manufacture.

[0015] Advantageously, the multi-flange torsional vibration damper is configured such that the plate member is constructed as a stamped member and / or a deep-drawn member. As a result, the plate member can be manufactured particularly lightly.

[0016] Furthermore, it can be configured that the inner region of the intermediate flange is thinner than the overlapping region of one or two hub flanges. This makes sense because the hub flange should have higher stability than the intermediate flange, as it receives higher loads.

[0017] The objective of this invention is also achieved through a torque limiter that incorporates the multi-flange torsional vibration damper of this invention.

[0018] Alternatively, it is possible that the spacer plate, as a component of the torque limiter, forms a fixed riveted connection with the side plate of the torque limiter, wherein the rivet-shaped protrusions of the spacer plate or individual spacer bolts engage with the side plate. Here, the spacer plate and / or the spacer bolts then act axially and / or radially centered on one or more adjacent components of the torque limiter.

[0019] Furthermore, it can be configured that at least one of these components of the torque limiter is a friction lining, a friction plate, a support disc, or a disc spring mounted to allow displacement of the friction lining.

[0020] Alternatively, it may be considered that the friction pad is loosely / movably inserted between the friction plate / plate ring on one side and the side plate and / or support plate of the torque limiter on the other side (i.e., without a fixed connection / fastening).

[0021] Furthermore, it can be configured that at least one of these rivet-like protrusions acts centered on one or more components of the torque limiter.

[0022] Furthermore, it is suggested that the spacers be distributed around the circumference of the torque limiter and separated from each other by gaps defined by the respective ends of two adjacently arranged spacers.

[0023] Furthermore, it is conceivable that the components of the torque limiter, particularly the disc spring and / or support plate, have tongue-shaped sections that interact with the gap between the spacer to stop the corresponding components from twisting.

[0024] Alternatively, each end of a spacer can form a wing, on which a tongue-shaped section of the component can be supported.

[0025] Advantageously, the torque limiter has a friction plate that introduces torque during operation. This friction plate is designed to contact at least one annular friction liner that interacts with at least one disc spring. The friction liner is designed to transmit torque to a support plate and / or at least one side plate. Corresponding mounting slots exist in the support plate, and mating mounting slots exist in the disc spring and / or support plate. These mounting slots and mating mounting slots are designed to receive mounting pins with as little clearance as possible. Here, in this torque limiter, the mounting slots and mating mounting slots are evenly / regularly distributed around the circumference of the torque limiter with at least one exception.

[0026] Furthermore, it can be configured that the assembly slots and the mating assembly slots are approximately asymmetrically distributed about the center of rotation when viewed in a mirror-symmetric and / or point-symmetric manner.

[0027] Furthermore, the torque limiter can be configured such that the mounting pin and the mounting slot and mating mounting slot receiving the mounting pin have appropriate dimensions, thereby enabling the mounting pin of the assembly device to act centered on the friction lining in the installed state.

[0028] Furthermore, it is advantageous that the hub flange is formed from the same component.

[0029] Furthermore, it can be configured that, in the case of a dual-flange damper, the two outer hub flanges are formed as identical components, and in the case of a four-flange damper, the two outer hub flanges and / or the two inner hub flanges are formed as identical components.

[0030] Another advantage is that, in this multi-flange torsional vibration damper, between these hub flanges, at the axial position of the intermediate flange, there is an axial centering protrusion that at least partially follows the circumference of the hub in terms of axial height.

[0031] In a preferred embodiment, the axial centering protrusion is designed to directly or indirectly abut / support the hub flange closest to it.

[0032] Furthermore, the multi-flange torsional vibration damper can be configured such that the hub flange and the intermediate flange are spaced apart from each other in the axial direction.

[0033] Furthermore, it is possible that the axial centering protrusion completely surrounds the circumference of the hub.

[0034] Furthermore, it can be configured that the axial centering protrusion widens / extends / limits one or more external tooth segments when viewed unilaterally or bilaterally in the axial direction.

[0035] Furthermore, it can be configured that the external toothed section is part of the external toothed portion of the hub, which, together with the internal toothed portion of the hub flange or these hub flanges, is part of a device for transmitting torque on demand.

[0036] In other words, this invention relates to a torque limiter having a multi-flange torsional vibration damper for hybrid power applications, comprising more than two hub flanges for transmitting torque in at least one damper unit, at least one of which does not undergo relative movement with respect to the (outer) side plate when the damper is operated in the traction direction or in the propulsion direction. Here, this or these intermediate flanges are thinner in their inner region than in their outer region and the support region of the pressure spring. This allows for the selection of a higher material thickness in the outer hub flange, which bears a higher load, without altering the axial structural requirements; furthermore, it reduces the required can-shaped portion to enable pure circumferential operation of the pressure spring. This increases the load capacity of the damper and, on the other hand, ensures the necessary support surface for the pressure spring, providing stable positioning and wear resistance of the pressure spring contact surface.

[0037] Alternatively, the intermediate flange could be a stamped plate that is machined within its inner region.

[0038] Meanwhile, it is conceivable that this multi-flange torsional vibration damper be configured as a component of a drive system for series hybrid applications without torque limiters. Attached Figure Description

[0039] The following describes in detail, with reference to the accompanying drawings, various embodiments of a multi-flange torsional vibration damper for motor vehicles. In the drawings:

[0040] Figure 1 A longitudinal cross-sectional view of a torque limiter having a multi-flange torsional vibration damper according to a first embodiment is shown.

[0041] Figure 2 A perspective view showing a torque limiter having a multi-flange torsional vibration damper according to the first embodiment;

[0042] Figure 3: Shows a longitudinal section view of the hub according to the second embodiment, which is positioned on two outer hub flanges;

[0043] Figure 4 : Shows a hub according to the second embodiment, which has a surrounding central flange;

[0044] Figure 5 : A perspective view of a hub according to the second embodiment is shown, which is arranged relative to two outer hub flanges;

[0045] Figure 6 The diagram shows a top view of two outer hub flanges according to a third embodiment, which abut against the hub via their internal teeth.

[0046] Figure 7 The diagram illustrates two outer hub flanges and an intermediate flange according to the third embodiment, wherein one of the two hub flanges is relative to... Figure 6 It has been reversed;

[0047] Figure 8 A top view of a torque limiter having a multi-flange torsional vibration damper according to a fourth embodiment and a centering auxiliary device for a disc spring, which is part of the torque limiter, is shown.

[0048] Figure 9 A perspective view of a torque limiter having a multi-flange torsional vibration damper according to the fourth embodiment and a centering auxiliary device for a disc spring that is part of the torque limiter are shown.

[0049] Figure 10 A top view of a torque limiter having a multi-flange torsional vibration damper according to a fifth embodiment is shown, having a mounting hole or mounting notch in a component of a slip clutch, wherein the left side of the damper is covered by a side plate and the right half of the side plate is hidden.

[0050] Figure 11 A top view of a torque limiter having a multi-flange torsional vibration damper according to the fifth embodiment is shown, and mounting holes on the components of a slip clutch are also shown.

[0051] Figure 12 A perspective view of a multi-flange torsional vibration damper according to a sixth embodiment is shown, which has two outer hub flanges and an intermediate flange and has a hub positioned on the outer hub flanges.

[0052] Figure 13 : Showing along Figure 12 A cross-sectional view of line XIII-XIII in the diagram;

[0053] Figure 14 : Showing along Figure 12A cross-sectional view of line XIV-XIV in the diagram;

[0054] Figure 15 : A perspective view of the intermediate flange according to the sixth embodiment is shown. Detailed Implementation

[0055] The accompanying drawings are merely illustrative and intended only for understanding the present invention. The same elements are referred to by the same reference numerals. The various embodiments are merely exemplary and the present invention is not limited to these embodiments. Features of the various embodiments can be substituted for each other.

[0056] Figure 1 A multi-flange torsional vibration damper 1 is shown, arranged on a slip clutch 2. This multi-flange torsional vibration damper 1 can also be simply referred to as a damper. Torque is introduced through a flywheel element, described later, which is connected to a friction plate 3. The torque is transmitted through the friction plate 3 to first and second friction linings 4, 5, which in turn transmit the torque directly to a first side plate 6 and indirectly to a second side plate 7 via a support plate 8 and multiple spacers 10 arranged axially outside the first and second side plates 6 and 7. Furthermore, a disc spring 9 is arranged on the support plate 8. The disc spring 9 transmits the axial force required for frictionally locking the torque to the second side plate 7. This axial force is supported by the spacers 10, which connect the two side plates 6, 7 to each other. The damper 1 has multiple spring elements 11, four in this example, connected to a first outer hub flange 12 and / or a second outer hub flange 13 and / or an intermediate flange 14. These two outer hub flanges 12 and 13 are connected to the hub 15. The torque is then transmitted to either the first outer hub flange 12 or the second outer hub flange 13, ultimately reaching a first spring pair consisting of two spring elements 11, and then to an intermediate flange, which in turn transmits the torque through a second spring pair consisting of another two spring elements 11 to the other hub flange (the second outer hub flange 13 or the first outer hub flange 12). Finally, the torque reaches the hub 15 through the connection between this other hub flange and the hub 15. The slip clutch or the damper 1 shown here is configured to be axially symmetrical about the central longitudinal axis of the hub.

[0057] Figure 2A perspective view of a slip clutch 2 with a damper 1 is shown. Friction plate 2 can be seen, arranged on a flywheel element, which is here a flywheel adapter plate 16 (screwed onto a flywheel (not shown) together with friction plate 3). Friction plate 3 and flywheel adapter plate 16 are located radially outside of hub 15. Support plate 8 is arranged radially inside flywheel adapter plate 16 and friction plate 3, and this support plate has a disc spring 9. A plurality of spacers 10 are arranged further radially inside disc spring 9 and support plate 8. These components—flywheel adapter plate 16, friction plate 3, friction linings 4, 5, side plates 6, 7, support plate 8, disc spring 9, and spacers 10—are components of slip clutch 2. Damper 1 is arranged radially inside slip clutch 2. Hub 15, designed to interact with a first outer hub flange 12 and a second outer hub flange 13, can be seen in the middle of damper 1 and thus slip clutch 2. Here, the first outer hub flange 12 is arranged above in the axial direction, and the intermediate flange 14 is arranged below it in the axial direction, abutting the outer hub flange 13 from the other side in the axial direction. The damper 1 is axially limited by a first side plate 6, which is arranged below the second outer hub flange 13 in the axial direction. The first and second outer hub flanges 12, 13 are arranged to each other by a first bolt 17, which is particularly cylindrical, and a second bolt 18, which is preferably constructed in the same way as the first bolt 17. A spring element 11 (this arrangement will be described in detail below) is arranged in the region between the section of the intermediate flange 14 and the section of the first outer hub flange 12 or the second outer hub flange 13. Furthermore, it can be seen that the spacer plate 10 of the slip clutch 2 has a plurality of spacer bolts 19, which are arranged together with the spacer plate 10 in the radial interior of the disc spring 9 or the support plate 8.

[0058] To accommodate the arrangement of the hub flanges, a variant with three bolts can also be considered. Depending on the desired torsional characteristic curve, this variant may be more advantageous than the variant with two bolts.

[0059] Figure 3A cross-sectional view of hub 15 is shown, which has at least partially an axially oriented centering protrusion on its circumference, implemented here as a central flange 20. In this view, a central flange 14 is arranged radially outside the central flange 20 and does not have a direct connection to the central flange 20 (it does not have torque transmission function, but is merely a cylindrical support of the central flange 14 on the central flange 20). The central flange 14 is surrounded axially by a first outer hub flange 12 and a second outer hub flange 13, which is arranged on the left in front of the central flange 14 in this drawing, and the second outer hub flange is arranged on the right in front of the central flange 14. In the contact area with hub 15, the first outer hub flange 12 has internal teeth 21 and the second outer hub flange 13 has internal teeth 22. The hub 15 and the structure shown here of the flanges 12, 13, and 14 arranged on the hub 15 are axially symmetrical about the central longitudinal axis of the hub 15.

[0060] Figure 4 A perspective view of the hub is shown, which has an outer centering protrusion, namely a central flange 20, on its entire circumference. Furthermore, it can be seen that the central flange 20 has four evenly distributed external toothed segments 23 on its circumference. These external toothed segments 23 serve as teeth to interact with the internal teeth 21 of the first outer hub flange 12 and the internal teeth 22 of the second outer hub flange 13 (these internal teeth are not shown here). The external toothed segments are implemented in the form of trapezoidal reinforcements. Additionally, it can be seen that the hub 15 has internal teeth 24. These internal teeth 24 can interact with the external teeth of a shaft (not shown).

[0061] Figure 5 A perspective view of the hub is shown, which is surrounded by a first outer hub flange, an intermediate flange 14, and a second outer hub flange 13. Here, the hub 15 contacts the inner teeth 21 of the first outer hub flange 12 and the inner teeth 22 of the second outer hub flange 13 via its outer toothed section 23. Bolts 17 and 18 are also visible, positioning the outer hub flanges 12 and 13 relative to each other. The outer toothed section 23 of the hub 15 is shown contacting the inner teeth 21 of the first outer hub flange 12. Furthermore, the first outer hub flange 12, the intermediate flange 14 disposed between the first outer hub flange 12 and the second outer hub flange 13, and the second outer hub flange 13 have through holes, wherein these flanges 12, 13, and 14 are arranged relative to each other such that the corresponding holes of each flange 12, 13, and 14 form a complete flange through hole.

[0062] Figure 6A second outer hub flange 13 is shown, positioned axially above the first outer hub flange 12 in this view. Both outer hub flanges 12 and 13 are constructed as identical components. Each of the outer hub flanges 12 and 13 has an annular-disc shaped body from which two opposing, identically constructed sections extend radially outward; these sections are also referred to as "radial end sections of the outer hub flange." Each radial end section of the outer hub flange has a circular protrusion on one side in the circumferential direction for abutting against one of the bolts 17 and 18, also referred to as bolt abutment area 25. On the other side in the circumferential direction, the radial end section of the outer hub flange has a stop area with a pressure spring abutment area 26 and a stop 27. The two outer hub flanges 12 and 13 are also arranged relative to each other via the bolts 17 and 18. The two outer hub flanges 12 and 13 abut against the circular portions of the cylindrical bolts 17 and 18 with their rounded bolt abutment areas 25. Hub 15 is arranged radially inside the two outer hub flanges 12 and 13 with its external toothed section 23. Furthermore, each external toothed section 23 of hub 15 abuts against the internal toothed section 21 of the first outer hub flange on one side and against the internal toothed section 22 of the second outer hub flange on the other side. Additionally, each spring element 11 abuts against the pressure spring contact area 26 of the first or second outer hub flange 12 or 13 on one side, respectively. However, this spring element 11 is not shown here.

[0063] Figure 7 With similar Figure 6 The second outer hub flange 13 is shown in the diagram, positioned axially above the first outer hub flange 12. The intermediate flange 14 has a flat, ring-disc shaped body from which extend radially outward a series of opposing, identically shaped sections, also referred to as "radial end sections of the intermediate flange." Each radial end section of the intermediate flange has stop regions 28 on both sides in its circumferential direction, designed to collide with stops 27 of the outer hub flanges 12 and 13, and radially inward of these stop regions 28, a pressure spring abutment region 26. This pressure spring abutment region, along with the pressure spring abutment regions 26 of the outer hub flanges 12 and 13, is designed to receive a spring element 11. Furthermore, the intermediate flange 14 is positioned between the two outer hub flanges 12 and 13. Figure 6 In contrast, the first outer hub flange 12 is torn relative to the second outer hub flange 13 due to torque, causing the bolt contact area 25 of the first outer hub flange 12 to no longer contact the bolts 17 and 18. Furthermore, it can be seen that after this torsion, the two stops 27 of the first outer hub flange 12 contact one of the corresponding stops 28 of the intermediate flange 14. The other corresponding stop 28 of the intermediate flange 14 then contacts one of the stops 27 of the second outer hub flange 13. Additionally, it can be seen that the hub 15, with its external toothed section 23, only abuts against the internal toothed section 22 of the second outer hub flange 13.

[0064] For cases where three bolts position the hub flanges together, corresponding hub flanges with three pressure spring contact surfaces and six pressure springs should be installed.

[0065] Figure 8 A front view of a slipper clutch 2 with a damper 1 is shown. (The last sentence appears to be incomplete and possibly refers to a different design.) Figure 2 Friction plate 3 is seen in the manner described above, and it is arranged on flywheel adapter plate 16, which is not visible here. Friction plate 3 abuts / contacts with support plate 8, on which coil spring 9 is disposed. Support plate 8 and coil spring 9 are primarily annular in shape. However, support plate 8 and coil spring 9 have tongue-shaped sections / tongues on their inner diameters, each section / tongue having tongue wing 29 at its end along the circumferential direction. The tongue wing 29 of support plate 8 and coil spring 9 contact spacer pins 19 of spacer plate 10, thereby centering spacer pins 19 of spacer plate 10, and thus support plate 8, and thus friction plate 3 arranged radially outside thereon, as well as friction linings 4, 5 (not shown here). At the same time, the gaps between the spacer pins (where the tongue or tongue wing 29 of coil spring 9 is arranged) are thus used to torsionally stop support plate 8 and coil spring 9, the tongues being supported on the riveted wings of spacer plate 10. Alternatively, the spacer 19 may not be arranged on the flat spacer plate 10, but may serve as the centering function for the coil spring 9 and the support plate 8 independently of the spacer plate. The centering of the coil spring 9 or the support plate 8 by means of the spacer 19 of the spacer plate 10 via the tongue wing 29 of the support plate 8 and the coil spring 9 is particularly space-saving and is used for torsional centering in order to provide more space for other components, such as the components of the shock absorber 1.

[0066] Figure 9 It is a perspective view of the slipper clutch 2 and the shock absorber 1, and in a manner similar to... Figure 8 The method illustrates the centering of the disc spring and support disc via its tongue wing 29 by means of the spacer bolt 19 of the spacer plate 10.

[0067] Figure 10This is a top view of the slipper clutch 2, which has a damper 1 arranged thereon. The radially outer portion of the left half of the damper 1 is concealed by a side plate 6, while the right half of the damper 1 has a hidden side plate 6. Because the outer hub flanges 12 and 13 are mounted axially side by side and the operation of the spring elements 11 is as free of axial force components as possible (i.e., it should only be in the circumferential direction of the damper 1), these outer hub flanges 12 and 13 have canister-shaped topfungs 30 in the region of their pressure spring contact surfaces 26. These canister-shaped topfungs 30 are surface arches of the hub flanges 12 and 13 formed without cutting. Here, the two outer hub flanges 12 and 13 are also positioned relative to each other by two spacer bolts 17 and 18. In addition, four spring elements 11 are shown, which are respectively arranged between the pressure spring contact areas 26 of the hub flanges 12 and 13 and the pressure spring contact areas 26 of the intermediate flange 14. In addition, some components of the slipper clutch 2 can be seen, such as the disc spring 9, which is centered by means of the spacer bolt 19 of the spacer plate 10. The support plate 8 is located below the disc spring 9 and is not visible here.

[0068] Mounting slots or mounting holes 31, which are through holes, can be seen in side plate 6. Furthermore, mating mounting slots or mounting notches 32 can be seen in disc spring 9 and support plate 8, arranged together with mounting holes 31 to position and radially orient relative to the rotation axis of the damper 1 during assembly. The mounting holes 31 and mounting notches 32 of corresponding components are arranged vertically and axially and form a common through hole for the slip clutch 2. The damper 1 is guided by pins on a mounting device, which is not shown here. The pins of this mounting device can engage with the mounting holes 31 and mounting notches 32 provided for them and position or radially orient the damper 1. Here, these mounting holes 31 or mounting notches 32 are arranged such that they are asymmetrically distributed on the circumference of the slip clutch 2. In other words, the three first mounting holes 31 or first mounting notches 32 of the first component of the slipper clutch 2 are arranged at an angular distance of 90° from each other. Conversely, the second mounting hole 31 or mounting notch 32 has an angular distance of 45° from the first mounting hole 31 or mounting notch 32 located on the outer side in the circumferential direction. Therefore, the distance between the first mounting hole 31 or mounting notch 32 and the second mounting hole 31 or mounting notch 32 is greater than the distance between the first mounting hole 31 or mounting notch 32 and the adjacent first mounting hole 31 or mounting notch 32. Thus, the mounting device with the pin will not be mounted on the slipper clutch 2 at the wrong angle or in the wrong orientation.

[0069] Figure 11 Is with Figure 10A similar view is a top view of the slipper clutch 2 with the damper 1 arranged thereon. It can be seen that the mounting holes 31 are directly below the inner diameter of the friction linings 4 and 5. These friction linings 4 and 5 are arranged radially outward from the spacer 10 and radially inward from the flywheel 16 or friction plate 3. Thus, when the mounting holes interact with the pins of the mounting device, these mounting holes 31 simultaneously serve to center the friction linings 4 and 5.

[0070] Figure 12 This is a perspective view of the shock absorber 1. A first outer hub flange 12 is located at the front, and a second outer hub flange 13 is located axially behind the first outer hub flange. An intermediate flange 14 is located between these two outer hub flanges 12 and 13. These hub flanges 12 and 13 are positioned by bolts 17 and 18. A hub 15 is located inside these flanges 12, 13, and 14, and the hub contacts the internal teeth 21 and 22 of the hub flanges 12 and 13 through its external toothed section 23. Four spring elements 11 are arranged between the pressure spring contact areas 26 of the outer hub flanges 12 and 13 and the corresponding pressure spring contact areas 26 of the intermediate flange 14. These four spring elements 11 are evenly distributed on the circumference of the shock absorber 1.

[0071] Figure 13 It is along Figure 12 The cross-sectional view along line XIII-XIII shows the cut-out damper 1. It can be seen that the intermediate flange 14 is arranged between the outer hub flange 12 and the second outer hub flange 13. Furthermore, it can be seen that the outer toothed section 23 of the hub 15 abuts against the inner toothed section 21 of the first outer hub flange 12 and the inner toothed section 22 of the second outer hub flange 13.

[0072] Figure 14 It is along Figure 12The image shows a cross-sectional view along line XIV-XIV, and also shows a cross-sectional view of the damper 1. It can be clearly seen here that the region of the intermediate flange 14 covered by the inner regions of the outer hub flanges 12 and 13, and referred to as the radially inner region 33, has a smaller thickness / material thickness than the radially outer region 34 of the intermediate flange 14, which corresponds to the radial end section of the intermediate flange. Compared to its radially outer region 34, the radially inner region 33 of the intermediate flange 14 has a reduced material thickness, allowing the intermediate flange 14 to be constructed material-efficiently while simultaneously providing a stable intermediate flange 14. Furthermore, it can be seen that the regions of the hub flanges 12 and 13 covering the intermediate flange 14 have a larger thickness or material thickness than the radially inner region 33 of the intermediate flange 14. This, at the same time, means that the hub flanges 12 and 13 can be constructed with smaller can-shaped portions 30 due to their greater material thickness. By utilizing the thinner radial inner region 33 of the intermediate flange 14 compared to the radial outer region 34, and the thicker material in this region of the hub flanges 12 and 13, the load capacity of the damper 1 is improved compared to conventional multi-flange torsional vibration dampers. The pressure spring support region 26 of the intermediate flange 14 is exactly the same size or at least approximately the same size as the pressure spring support regions 26 of the two outer hub flanges 12 and 13, thereby ensuring stable support of the spring element 11 and preventing excessive wear in these areas. Simultaneously, bending or breakage of the intermediate flange 14 should be prevented.

[0073] Figure 15 The diagram shows the perforated radial inner region 33 or body and the radial outer region 34 or radial end section of the intermediate flange 14. The pressure spring abutment areas 26 of the intermediate flange 14 are arranged on both sides of the radial outer region 34. Meanwhile, stops 28 are also visible, which are similarly arranged on the radial ends of the radial outer region 34. It can be seen that the radial inner region 33 has a smaller material thickness compared to the radial outer region 34, and the transition between the radial outer region 34 and the radial inner region 33 is achieved through a leveled groove.

[0074] List of reference numerals

[0075] 1. Multi-flange torsional vibration damper

[0076] 2. Slippery clutch

[0077] 3 Friction Plates

[0078] 4 First friction lining

[0079] 5 Second friction lining

[0080] 6 First side plate

[0081] 7 Second side plate

[0082] 8 Support Plates

[0083] 9. Disc Spring

[0084] 10 spacers

[0085] 11 Spring elements

[0086] 12 First outer hub flange

[0087] 13 Second outer hub flange

[0088] 14 Intermediate Flange

[0089] 15 hubs

[0090] 16 Flywheel

[0091] 17 First bolt

[0092] 18 Second bolt

[0093] 19 (spacer plate) spacer bolts

[0094] 20 Middle flange

[0095] 21. Internal teeth of the first outer hub flange

[0096] 22. Internal teeth of the second outer hub flange

[0097] 23. External tooth section of the middle flange

[0098] 24. Internal gears of the hub

[0099] 25. Bolt-adhesive area

[0100] 26. Pressure spring contact area of ​​hub flange or intermediate flange

[0101] 27. Stop of hub flange

[0102] 28. Stop of intermediate flange

[0103] 29. Stops of disc springs or support discs

[0104] 30 Can-shaped forming section

[0105] 31 Assembly Hole

[0106] 32 Assembly gap

[0107] 33. Radial inner region of the intermediate flange

[0108] 34 Radial outer region of the intermediate flange

Claims

1. A slip clutch (2) having a multi-flange torsional vibration damper (1) for a drive system of a motor vehicle, the multi-flange torsional vibration damper having at least one intermediate flange (14) arranged axially between at least two hub flanges (12, 13) and spaced apart from each other by a damper (11), which are supported on each other to transmit torque, wherein, The hub flanges (12, 13) have means for transmitting torque to the hub (15) on demand according to propulsion or traction operation, wherein the intermediate flange (14) has a radially outer region (34) having a greater thickness than the radially inner region (33) which is radially relative to the radially outer region.

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

3. The slipper clutch (2) according to claim 1, wherein, The radial inner region (33) of the intermediate flange (14) has a surface of constant thickness that completely surrounds the radial inner region (33) up to the boundary region extending in the circumferential direction.

4. The slipper clutch (2) according to claim 1, wherein, The radial inner region (33) of the intermediate flange (14) overlaps with the inner region of the hub flange (12, 13).

5. The slipper clutch (2) according to any one of claims 1 to 4, wherein, Viewed in the axial direction, a hub flange (12, 13) is provided on both sides of the radially inner region (33) of the intermediate flange (14).

6. The slipper clutch (2) according to claim 5, wherein, The hub flange (12, 13) has internal teeth (21, 22), one of which is associated with the external teeth of the hub (15) to transmit torque during propulsion and the other with the external teeth during traction.

7. The slipper clutch (2) according to claim 1, wherein, The intermediate flange (14) is constructed as a plate component.

8. The slipper clutch (2) according to claim 7, wherein, The plate component is constructed as a stamped component and / or as a deep-drawn component.

9. The slipper clutch (2) according to claim 5, wherein, The radial inner region (33) of the intermediate flange (14) is thinner than the overlapping region of one or two hub flanges (12, 13).

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