Shock absorber assembly and transmission for a motor vehicle powertrain

Abstract

The invention discloses a vibration damper assembly for a motor vehicle powertrain, wherein the vibration damper assembly has a vibration damper (120) for damping torsional vibrations and an anti-rotation fluid guiding element (110), wherein the fluid guiding element (110) is arranged axially adjacent to the vibration damper (120), wherein the fluid guiding element (110) has at least one channel (112-1, 112-2, 112-3), the channels being arranged and designed such that rotation of the vibration damper (120) transports at least locally the fluid (140) around the vibration damper (120) into the channels (112-1, 112-2, 112-3); and a motor vehicle transmission (130) having such a vibration damper assembly.

Description

Field of the Invention

[0001] The invention relates to an assembly of a vibration damper and a fluid guiding element in a motor vehicle powertrain. The invention also relates to a transmission having such an assembly. Background Art

[0002] In a motor vehicle powertrain, a vibration damper can be used to damp torsional vibrations generated by a combustion engine of the powertrain. For this purpose, for example, a speed-adaptive vibration damper is used. The vibration damper can be part of a transmission that is arranged between a combustion engine and drive wheels in a motor vehicle powertrain. Such a transmission is usually partially filled with transmission oil for lubrication and cooling. During braking and downhill driving, the transmission oil can be pushed from an oil sump to a rotating vibration damper. Here, the transmission oil can be foamed by the vibration damper and / or turbulently swirled up.

[0003] This can lead to the formation of oil foam and an increase in splash losses. In addition, there is a risk that the transmission oil swirled up by the vibration damper spills out of a transmission exhaust device. In the case of the formation of oil foam, the oil level in the transmission further rises, which in turn can lead to an increase in the drag torque of the vibration damper. Summary of the Invention

[0004] Therefore, an object of the invention is to provide an assembly by means of which foaming and / or swirling of the fluid around the vibration damper can be at least reduced.

[0005] Advantageous design options result from the description and the drawings.

[0006] To achieve this object, an assembly consisting of a vibration damper and a fluid guiding element is proposed. The vibration damper is used to damp torsional vibrations and is designed, for example, as a speed-adaptive vibration damper. Such a vibration damper is also referred to as a centrifugal pendulum. The vibration damper can include a single damper mass or a plurality of damper masses that are movably arranged on a damper mass carrier. These damper masses can be displaced in the radial direction and the circumferential direction due to centrifugal force and thereby damp the torsional vibrations of the powertrain.

[0007] The fluid guiding element is rotationally fixed and arranged axially adjacent to the vibration damper. The fluid guiding element has at least one channel. The channel is arranged and designed such that the rotation of the vibration damper transports the fluid locally surrounding the vibration damper into the channel.

[0008] The invention is based on: using the rotation of the vibration damper to transport the fluid away from the vibration damper through at least one channel of the fluid guiding element. The efficiency of the transport action results from the arrangement and shape of the fluid guiding element having at least one channel relative to the vibration damper.

[0009] The fluid guiding element can be designed as an annular structure. The annular structure of the fluid guiding element follows the generally annular structure of the shock absorber.

[0010] Preferably, the fluid guiding element has a protrusion that at least partially protrudes axially beyond the periphery of the shock absorber. The protrusion can be inclined with respect to the circumferential direction and the axial direction and is concavely curved. By means of this protrusion, the fluid rolled up by the rotating shock absorber can be unhinderedly thrown out radially. Alternatively, by an accumulation effect at the protrusion, the fluid is guided into at least one channel of the fluid guiding element and in this way the fluid is transported away from the shock absorber. Thereby, the efficiency of the transport function of the fluid guiding element can be increased.

[0011] The at least one channel can for example be designed as a groove that is introduced into the fluid guiding element at the periphery. In other words: the channel has an open cross-section in this embodiment. This design is particularly easy to manufacture.

[0012] Preferably, the circumferential side walls of the channel are at least partially inclined with respect to the axial direction and the circumferential direction. Due to the rotation of the shock absorber, the fluid is accelerated in the circumferential direction. By making the circumferential side walls of the channel at least partially inclined with respect to the axial direction and the circumferential direction, the fluid accelerated in the circumferential direction can in particular be deflected to the axial direction by the circumferential side walls of the channel and thus be transported away. This design of the circumferential side walls can therefore increase the fluid transported away from the carrier in the axial direction.

[0013] Preferably, the circumferential side walls extend at least partially in a concave shape. The circumferential side walls are inclined, for example, such that the circumferential side walls have at least a partially concave curvature. The fluid flowing into the channel and accelerated in the circumferential direction is thus deflected to the axial direction by the concavely curved circumferential side walls and is thereby transported away. By means of the concave curvature, the flow angle of the fluid when it impinges on the circumferential side walls can be reduced Therefore, according to the principles of fluid dynamics, the throughput of the fluid through the channel can be increased.

[0014] Preferably, the first circumferential side wall of the channel and the second circumferential side wall opposite to the first circumferential side wall extend at least partially inclined with respect to the circumferential direction and the axial direction. The first circumferential side wall is formed, for example, corresponding to the circumferential side wall described in the foregoing embodiment in order to deflect the fluid accelerated in the circumferential direction to the axial direction. The second circumferential side wall is inclined, for example, such that a suction force is generated on the second circumferential side wall, which additionally accelerates the fluid in the axial direction and thus increases the amount of fluid transported away.

[0015] Preferably, the first circumferential side wall extends concave, while the second circumferential side wall extends convex. By means of the convex bending of the second circumferential side wall, the entry angle of the fluid into the channel can be reduced. As will be explained in more detail below, the amount of fluid transported away can thereby be increased.

[0016] Preferably, the fluid guiding element includes at least one second channel. The second channel is also arranged and designed such that the rotation of the damper transports the fluid into the second channel. The total amount of fluid transported away can be increased via the second channel. The first channel and the second channel are preferably introduced into the periphery of the fluid guiding element at different locations.

[0017] Preferably, the fluid guiding element is oriented such that the first channel and the second channel are arranged at different heights. "Height" is to be understood as the vertical distance between the central axis of the fluid guiding element and the respective channel in the installed state of the fluid guiding element. In this arrangement of the first channel and the second channel, the first channel can be used to transport the fluid away from the damper along the shortest path. The second channel is used to discharge the fluid that exceeds the liquid level of the fluid transported circumferentially by the damper during the rotation of the damper. In particular, the fluid transported along the periphery of the damper can thereby be transported away. The amount of fluid transported away can thereby be increased and thus the foaming of the fluid can be reduced.

[0018] The liquid level of the fluid can be understood as the filling height of the fluid in the normal state without inclination of the damper assembly at the common operating temperature of the fluid. The first channel is preferably arranged approximately above the liquid level, while the second channel is clearly arranged above the liquid level.

[0019] Preferably, the second channel is arranged at an angular spacing of more than 45° and less than 100° relative to the first channel in the circumferential direction. The second channel is arranged, for example, in the lateral peripheral region. Thereby, the fluid that exceeds the liquid level and is transported circumferentially by the damper during the rotation of the damper can be transported away via the second channel. Furthermore, it can be at least partially avoided that the fluid transported away through the second channel overflows through the exhaust valve, which is arranged in the upper peripheral region, i.e., for example, on the driven side of the fluid guiding element at an angular spacing of more than 100° relative to the first channel in the circumferential direction.

[0020] In a vehicle transmission, the exhaust valve can be arranged, for example, adjacent to the upper apex of the damper periphery in the axial direction.

[0021] Preferably, the fluid guiding element includes at least one third channel. The third channel is also arranged and designed such that the rotation of the damper transports fluid into the third channel. The total amount of fluid removed can be increased through the third channel. The third channel is arranged at an angular spacing greater than 140° and less than 200° relative to the second channel in the circumferential direction. With this arrangement of the second channel and the third channel, for example, the second channel is arranged on the first side of the fluid guiding element and the third channel is arranged on the second side of the fluid guiding element.

[0022] By arranging the second channel and the third channel on the first side or the second side of the fluid guiding element, it can be achieved that at least one of the second channel and the third channel is located above the dynamic liquid level. Therefore, even when cornering, the fluid transported by the damper in the circumferential direction can be removed in the axial direction. Therefore, even when cornering, the fluid foaming caused by the damper can be reduced.

[0023] Preferably, the fluid guiding element includes a radially inwardly directed wall that at least partially covers the damper in the axial direction. The inwardly directed wall, for example, extends radially inward from the periphery of the fluid guiding element. This can particularly reduce the backflow of the removed fluid and thus reduce fluid foaming. In addition, especially during the braking process of a motor vehicle, the wall prevents the fluid from flowing to the damper.

[0024] The damper assembly can be a component of a motor vehicle transmission, such as an automatic transmission, a dual clutch transmission, an automated manual transmission, or a CVT transmission. The fluid locally surrounding the damper is, for example, transmission oil for cooling and lubricating the elements of the transmission.

[0025] For the application of the damper assembly in a motor vehicle transmission, the fluid guiding element can include a flange arranged at the periphery of the fluid guiding element, and the flange is used to fasten the fluid guiding element between two elements of the transmission. For example, the flange can be clamped between the housing of the transmission and the support end cover. This structure enables simple assembly of the fluid guiding element.

[0026] The support end cover can be firmly connected to the housing in the axial direction, for example, by screw connectors. The screw connectors can be implemented such that the flange is arranged between the support end cover and the housing without play. Thus, the connection between the support end cover and the housing advantageously achieves: on the one hand, fastening the support end cover in the axial direction, and on the other hand, fixing the fluid guiding element in the axial direction.

[0027] Preferably, the flange has at least one elastically deformable section. The elastic section can be designed such that in the case where the fluid guiding element is installed in the transmission, the elastic section is axially supported between the housing and the bearing end cover under a pre-tensioning force. Thereby, the fluid guiding element is arranged without play in the axial direction. For example, wear effects that may be caused by the dynamic load of the fluid guiding element can be avoided in this way. In addition, in this way, reliable and precise positioning of the fluid guiding element can be achieved, so that the spatial distance between the fluid guiding element and the adjacent components can be kept small.

[0028] In some embodiments, the elastic section is designed such that after the fluid guiding element is installed, the pre-tensioning force decreases over time and operating temperature. The fluid guiding element is made of, for example, so-called "relaxing" plastics. These plastics have a creep behavior that depends on the load and temperature, and this creep behavior causes the pre-tensioning force to decrease due to deformation. Thereby, the permanent mechanical load on the elastic section can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Embodiments of the present invention will be described in detail below with reference to the drawings. In the drawings:

[0030] Figure 1a A transmission with a damper assembly is shown in a sectional view from the axial direction;

[0031] Figure 1b The transmission is shown in a sectional side view;

[0032] Figure 2a The fluid guiding element of the damper assembly is shown in an oblique view;

[0033] Figure 2b The fluid guiding element of the damper assembly is shown in another oblique view;

[0034] Figure 2c A detailed sectional view of the fluid guiding element is shown;

[0035] Figure 2d The fluid guiding element is shown in a side view;

[0036] Figure 2e The fluid guiding element is shown in a top view from the driven side;

[0037] Figure 2f The fluid guiding element is shown in a top view from the driving side;

[0038] Figure 2g The peripheral area of the fluid guiding element is shown in a sectional view;

[0039] Figure 3 The connection of the fluid guiding element and the bearing end cover to the transmission is shown;

[0040] Figure 4a shows a detailed cross-sectional view of a transmission;

[0041] Figure 4b shows a view of an elastic section of a flange of a fluid guiding element;

[0042] Figure 4c shows another view of the elastic section; and

[0043] Figure 4d shows the elastic section under a preloading force. DETAILED DESCRIPTION

[0044] Various embodiments will now be described in more detail and with reference to the drawings in which several embodiments are shown.

[0045] Although the embodiments can be modified and varied in different ways, the embodiments are shown by way of example in the figures and are described in detail herein. However, it should be clear that the intention is not to limit the embodiments to the correspondingly disclosed forms, but rather the embodiments are intended to cover all functional and / or structural modifications, equivalents, and alternative forms within the scope of the present invention.

[0046] A transmission, for example, used in a vehicle to transmit power can be partially filled with transmission oil for lubrication and for cooling.

[0047] In particular, in a transmission used in a vehicle, longitudinal accelerations generated, for example, when the vehicle brakes and accelerates can cause the transmission oil to be transferred to a shock absorber arranged within the transmission. Alternatively, this transfer of the transmission oil can occur when the state of the transmission changes, i.e., for example, when the vehicle equipped with the transmission is driving downhill or uphill.

[0048] The consequences of such a transfer of the transmission oil are, for example, that the shock absorber is at least partially surrounded by the transmission oil. During driving operation, the shock absorber can rotate and in particular cause the transmission oil to be swirled up. This can result in the formation of foam in the transmission oil, i.e., so-called "foaming" or "bubbling". Thereby, a drag torque is generated between the shock absorber and the transmission oil that has a negative impact on the efficiency of the transmission.

[0049] Due to the foam formation, the transmission oil can flow back into an oil sump provided for storing the transmission oil more slowly than in the "non-foamed" state. The amount of transmission oil provided thereby is, for example, insufficient for cooling and / or insufficient for lubrication.

[0050] Figure 1a A transmission 130 with a shock absorber assembly is shown in a cross-sectional view from the axial direction.

[0051] The shock absorber assembly includes a shock absorber 120 and a fluid guiding element 110. The shock absorber 120 and the fluid guiding element 110 are arranged within a housing 132 of a transmission 130.

[0052] As Figure 1b can be seen in a sectional view of the side of the transmission 130, the transmission 130 further includes a stator 162 with a coil winding 163 and a rotor 164 of an electric drive machine. In addition, the transmission 130 includes a disconnect clutch 170 for decoupling the combustion engine from the electric drive machine and a torsional vibration damper 180 for damping torsional vibrations.

[0053] Especially in the case where the shock absorber assembly is applied to a transmission in a hybrid vehicle (as shown in FIG. 1, for example), the fluid guiding element 110 can be made of non-conductive plastic to avoid conductive contact between the electric drive machine and the housing 132 via the fluid guiding element 110.

[0054] The shock absorber 120 is coupled, for example, to a drive shaft 190 which is connected to a crankshaft (not shown in the drawings) of the combustion engine. The shock absorber 120 includes a plurality of shock absorber masses 122 which are movably arranged on a shock absorber mass carrier of the shock absorber 120. To movably receive the shock absorber masses 122, the shock absorber 120 includes a plurality of stud-shaped elements 124 which axially penetrate the shock absorber masses 122. Here, the shock absorber masses 122 have a movement clearance relative to the stud-shaped elements 124, such that in particular the shock absorber masses 122 can be displaced within the movement clearance in the radial direction. This enables the shock absorber 120 to damp torsional vibrations of the powertrain by displacement of the shock absorber masses 122.

[0055] The shock absorber 120 can be at least partially surrounded by transmission oil. The shock absorber can, for example, be immersed in the transmission oil (up to a liquid level 142). In addition, the transmission oil can be rolled up by the rotation of the shock absorber 120 such that the shock absorber 120 is surrounded by the transmission oil above the liquid level 142. The liquid level 142 can be understood, for example, as the filling height of the transmission oil that exists when the longitudinal acceleration is constant or when at rest. The shown liquid level 142 can thus also be understood as the "static liquid level".

[0056] The fluid guiding element 110 has a first channel 112-1 which is at least partially approximately arranged above the liquid level 142. In addition, the fluid guiding element 110 has a second channel 112-2 and a third channel 112-3 which are clearly arranged above the liquid level 142.

[0057] The channels 112-1, 112-2, and 112-3 are designed in terms of their dimensions / sizes such that transmission oil can be transported away in the axial direction through the channels 112-1, 112-2, and 112-3.

[0058] The first channel 112-1 can be used in particular to transport away the transmission oil that is squeezed out when the transmission oil 140 below the immersion level 142 of the damper mass 122 is transported away on a path that is shorter in the axial direction.

[0059] The channels 112-2 and 112-3 can be used in particular to transport away the transmission oil that is transported upward by the damper mass 122 along the periphery of the rotating damper 120 in the axial direction.

[0060] In the case of lateral acceleration, the transmission oil 140 and its level shift toward one side, such that the first channel 112-1 and the second channel 112-2 or the third channel 112-3 are located below this dynamic level (not shown). Thus, under such lateral acceleration, the second channel 112-2 and the third channel 112-3 can be used in a manner similar to the first channel 112-1 to transport away the transmission oil squeezed out by the damper 120 in the axial direction. Therefore, at least one of the three channels 112-1, 112-2, 112-3 is above the dynamic level.

[0061] An angular spacing of greater than 140° and less than 200° in the circumferential direction between the second channel 112-2 and the third channel 112-3 can ensure that at least one of the channels 112-2 and 112-3 is above the level even under such lateral acceleration. Thereby, continuous transportation away of the rolled-up transmission oil can be achieved.

[0062] In the damper assembly shown here, the first channel 112-1 is arranged in the "7 o'clock direction"; the second channel 112-2 is arranged in the "9 o'clock direction"; and the third channel 112-3 is arranged in the "3 o'clock direction".

[0063] This arrangement of the channels 112-1, 112-2, 112-3 enables, for example, targeted transportation of the transmission oil into the side regions of the transmission 130. Compared with, for example, the regions of the transmission 130 above the second channel 112-2 and the third channel 112-3, the transmission oil can flow back into the oil pan of the transmission 130 more quickly from these side regions.

[0064] Alternatively, these channels 112-1, 112-2, and 112-3 can be arranged mirror-image in the horizontal direction.

[0065] In addition, the fluid guiding element 110 includes a radially, inwardly directed wall 116 that extends inwardly in the radial direction starting from the annular body 118. The wall 116 can, for example, at least partially insulate the advancement of the transmission oil in the axial direction to the shock absorber 120. In particular, the wall 116 can direct the transmission oil that spills out in the axial direction from the region of the rotor 164 outward in the radial direction and, via the annular body 118, in the axial direction toward the driven side.

[0066] The wall 116 can be made of a non-conductive material, such as a corresponding plastic. This can prevent conductive contact between the coil winding 163 and the housing 132. Thus, in embodiments in which the wall 116 is made of a non-conductive material, this wall can be arranged closer to the coil winding 163 compared to embodiments in which the wall 116 is made of a conductive material.

[0067] The fluid guiding element 110 has a flange 114 that is arranged on the radially outer periphery of the fluid guiding element 110. For positioning the fluid guiding element 110, the flange 114 is clamped between the support end cover 150 of the transmission 130 and the housing 132.

[0068] In addition, the flange 114 is designed such that it fits into the centering seat 134 of the housing 132 to center the fluid guiding element 110 relative to the shock absorber 120. The centering seat 134 is designed as a shoulder at the inner periphery of the housing 132.

[0069] Figures 2a to 2g An embodiment of the fluid guiding element 110 is shown.

[0070] Figure 2a The fluid guiding element 110 is shown in an oblique view from the driven side of the shock absorber 120, and Figure 2b the fluid guiding element 110 is shown from the driving side of the shock absorber 120. Figure 2c A cross-sectional view showing details of the fluid guiding element 110 is shown. Figure 2d The fluid guiding element 110 is shown in a side view. Figure 2e The fluid guiding element 110 is shown in a top view from the driven side, and Figure 2f the fluid guiding element is shown in a top view from the driving side. Figure 2g Another cross-sectional view of the fluid guiding element 110 is shown.

[0071] As Figure 2aAs shown by way of the channel 112-3, the channels 112-1, 112-2 and 112-3 have a first circumferential side wall 115-1 and a second circumferential side wall 115-2. The first circumferential side wall 115-1 is implemented in a concave shape. The second circumferential side wall 115-2 is implemented in a convex shape. In this way, the channels 112-1, 112-2 and 112-3 enclose an acute angle (<90°). In this implementation of the first circumferential side wall 115-1 and the second circumferential side wall 115-2, the channels 112-1, 112-2 and 112-3 respectively form acute-angled branches for the transmission oil, and the transmission oil moves in the circumferential direction when the damper 120 rotates.

[0072] In other words: when the damper mass 122 rotates, the transmission oil 140 around the damper 120 is squeezed by these damper masses along the inner diameter 115-3 on the damper side of the fluid guiding element 110 (shown in Figure 2c ), and is transported into the channels 112-1, 112-2 and 112-3 by the rotation of the damper 120, and is transported away from these channels, through the above-mentioned curved path (Kurvenbahnverlauf) via the circumferential side wall 115-1 in the axial direction towards the driven side of the damper 120. Thereby, at least a part of the transmission oil around the damper 120 is reduced and thus the foaming of the transmission oil is reduced.

[0073] Alternatively, the first circumferential side wall 115-1 and the second circumferential side wall 115-2 can be implemented to be inclined relative to the axial direction and the circumferential direction in other ways. By the convex or concave implementation of the first circumferential side wall 115-1 and the second circumferential side wall 115-2, the entry angle of the channels 112-1, 112-2 and 112-3 can be smaller compared to the alternative implementation of the channels 112-1, 112-2 and 112-3. Therefore, according to the hydrodynamic principle, the flow rate of the transmission oil transported through the channels 112-1, 112-2 and 112-3 can be greater than that in the alternative implementation of the channels 112-1, 112-2 and 112-3.

[0074] As shown by way of the third channel 112-3, the channels 112-1, 112-2 and 112-3 respectively have a protrusion 117 that extends flush with the first circumferential side wall 115-1 at the first circumferential side wall 115-1, the protrusion is curved concavely and at least partially protrudes radially outside the damper mass 122 in the state where the fluid guiding element 110 is installed. Thereby, the transmission oil that is outside the damper mass 122 in the radial direction and flows along the inner diameter 115-3 on the damper side can be transported away in the axial direction.

[0075] As Figure 2eAs can be seen, the annular body 118 has a profile offset 111 at its radially outer periphery in the radial direction, into which the housing 132 can be engaged to fix the fluid guiding element 110 against torsion in the radial direction.

[0076] Optionally, the fluid guiding element 110 can have a plurality of profile offsets relative to the housing 132, which are introduced into the periphery of the fluid guiding element 110 in a non-rotationally symmetric manner. This can prevent incorrect orientation of the fluid guiding element 110 when assembling the transmission 130.

[0077] The annular body 118 has a notch 118a in the lower peripheral region on the driven side, which serves as an oil outflow opening and as a storage for transmission oil (the transmission oil accumulates in the lower peripheral region of the fluid guiding element 110 on the driven side).

[0078] In addition, the fluid guiding element 110 has a plurality of elastic sections 119, which will be elaborated in detail subsequently in this disclosure.

[0079] As Figure 2e shown, compared with the Figure 1b embodiment shown, the embodiment of the fluid guiding element 110 shown here has a step 113 at the inner periphery of the annular body 118 (the step extends inward to a lesser extent in the radial direction than the wall 116) instead of an inwardly directed wall 116. This can achieve material savings when manufacturing the fluid guiding element 110. In addition, such a fluid guiding element 110 is constructed particularly compactly, especially between the shock absorber 120 and the coil winding 163.

[0080] Figure 3 It is shown that the support end cover 150 is connected to the housing 132 to fix the fluid guiding element 110 in the axial direction. As shown, the support end cover 150 is connected to the housing 132 by a screwed connection 310. The tension force can be set by the torque of the screwed connection 310, by means of which the fluid guiding element 110 can be clamped in the axial direction between the support end cover 150 and the housing 132.

[0081] In Figure 4a it is shown that a flange 114 is arranged between the support end cover 150 and the housing 132. To achieve a play-free fixation of the fluid guiding element 110 in the axial direction between the support end cover 150 and the housing 132, the size of the axial clearance 136 can be set such that the flange 114 is elastically supported on the support end cover 150 towards the drive side under a pre-tension force, and is supported on the housing 132 towards the driven side by the abutment surface of the flange 114.

[0082] In particular, the pre-tensioning force can be determined by the thickness and material of the elastic section 119 in the axial direction. As can be seen, the thickness of the elastic section 119 in the axial direction is thus, for example, smaller than the maximum thickness of the flange 114.

[0083] As shown by Figure 4b and Figure 4c When installing the fluid guiding element 110, a pre-tensioning force 410 can be applied to the elastic section 119 in the axial direction, such that the elastic section 119 abuts against the supporting end cover 150 under the pre-tensioning force 410 and the abutting surface 411 abuts against the housing 132. The elastic section 119 extends further in the circumferential direction than the contact surface 419 arranged to make the elastic section 119 abut against the supporting end cover 150, so that the elastic section 119 can be deformed under the pre-tensioning force 410.

[0084] Furthermore, the annular body section 418 (which is arranged axially to the elastic section 119) is thinned in the radial direction compared to the radial thickness of the remaining part of the annular body 118, so as to reduce the stiffness of the elastic section 119.

[0085] As Figure 4d shown, when installing the fluid guiding element 110, the elastic section 119 can be deformed purposefully under the pre-tensioning force 410 to achieve the axial play freedom of the fluid guiding element 110 within the axial gap 136.

[0086] The elastic section 119 can be made of a so-called "relaxing material", for example, a corresponding plastic, which has a creep behavior depending on the load and temperature. Based on this creep behavior, the pre-tensioning force applied during installation decreases over time. In this way, the stress within the housing 132, the supporting end cover 150 and the fluid guiding element 110 can be reduced at least partially over time.

[0087] The aspects and features described in connection with one or more of the foregoing detailed examples and the drawings can also be combined with one or more other examples in order to replace the same features of other examples or, in addition, to introduce that feature into other examples.

[0088] In addition, the following claims are hereby incorporated into the detailed description, where each claim by itself can represent a separate example. Although each claim by itself can represent a separate example, it should be noted that: although in the claims a dependent claim can relate to a specific combination with one or more other claims, other examples can also include combinations of a dependent claim with the subject matter of each other dependent or independent claim. Such combinations are expressly provided herein, unless it is indicated that a particular combination is not intended to be used. In addition, the features of a claim should also be incorporated for any other independent claim, even if this claim is not directly subordinate to the said independent claim.

[0089] List of reference numerals

[0090] 110 Fluid guiding element

[0091] 111 Profile offset

[0092] 112-1 First channel

[0093] 112-2 Second channel

[0094] 112-3 Third channel

[0095] 113 Step

[0096] 114 Flange

[0097] 115-1 First circumferential side wall

[0098] 115-2 Second circumferential side wall

[0099] 115-3 Inner diameter

[0100] 116 Wall

[0101] 117 Protrusion

[0102] 118 Annular body

[0103] 118a Notch

[0104] 119 Elastic section

[0105] 120 Shock absorber

[0106] 122 Shock absorber mass

[0107] 124 Bolt-shaped part

[0108] 130 Transmission

[0109] 132 Housing

[0110] 134 Centering seat

[0111] 136 Axial clearance

[0112] 142 Liquid level

[0113] 150 Support end cover

[0114] 162 Stator

[0115] 163 Coil winding

[0116] 164 Rotor

[0117] 170 Clutch separator

[0118] 180 Torsional vibration damper

[0119] 190 Drive shaft

[0120] 410 Preload

[0121] 411 Contact surface

[0122] 418 Annular body section

[0123] 419 Contact face

Claims

1. A vibration damper assembly for a motor vehicle powertrain, wherein the vibration damper assembly has a vibration damper (120) for damping torsional vibrations and an anti-rotation fluid guiding element (110), wherein the fluid guiding element (110) is arranged axially adjacent to the vibration damper (120), and wherein the fluid guiding element (110) has at least one channel (112-1, 112-2, 112-3), which is arranged and designed such that rotation of the vibration damper (120) transports at least locally the fluid (140) surrounding the vibration damper (120) into the channel (112-1, 112-2, 112-3).

2. The vibration damper assembly according to claim 1, characterized in that, the fluid guiding element (110) is annular.

3. The vibration damper assembly according to claim 1 or claim 2, characterized in that, the fluid guiding element (110) has a protrusion (117) that projects at least partially axially beyond the periphery of the vibration damper (120).

4. The vibration damper assembly according to claim 1 or claim 2, characterized in that, the at least one channel (112-1, 112-2, 112-3) is designed as a groove arranged at the periphery of the fluid guiding element (110).

5. The vibration damper assembly according to claim 1 or claim 2, characterized in that, the circumferential side walls (115-1, 115-2) of the channel (112-1, 112-2, 112-3) extend at least partially obliquely with respect to the axial direction and the circumferential direction.

6. The vibration damper assembly according to claim 5, characterized in that, the circumferential side walls (115-1, 115-2) adjoin the inner diameter (115-3) of the fluid guiding element (110) on the vibration damper side.

7. The vibration damper assembly according to claim 5, characterized in that, the circumferential side walls (115-1, 115-2) extend at least partially concavely.

8. The vibration damper assembly according to claim 5, characterized in that, the first circumferential side wall and the second circumferential side wall opposite the first circumferential side wall of the channel (112-1, 112-2, 112-3) extend at least partially obliquely with respect to the circumferential direction and the axial direction.

9. The vibration damper assembly according to claim 8, characterized in that, the first circumferential side wall extends concavely, and the second circumferential side wall extends convexly.

10. The vibration damper assembly according to claim 1 or claim 2, characterized in that, the at least one channel of the fluid guiding element (110) has a first channel and a second channel, which are respectively arranged and designed such that rotation of the vibration damper (120) transports at least locally the fluid surrounding the vibration damper (120) into the first channel and the second channel.

11. The vibration damper assembly according to claim 10, characterized in that, The fluid guiding element (110) is oriented such that the first channel and the second channel are arranged at different heights.

12. The shock absorber assembly according to claim 11, wherein, the second channel is arranged at an angular spacing greater than 45° and less than 100° relative to the first channel in the circumferential direction.

13. The shock absorber assembly according to claim 10, wherein, the at least one channel of the fluid guiding element (110) further has a third channel which is arranged and designed such that rotation of the shock absorber (120) transports fluid (140) at least locally around the shock absorber (120) into the third channel, wherein the third channel is arranged at an angular spacing greater than 140° and less than 200° relative to the second channel in the circumferential direction.

14. The shock absorber assembly according to claim 1 or claim 2, wherein, the fluid guiding element (110) has a radially inwardly directed wall (116) which at least partially covers the shock absorber (120) in the axial direction.

15. The shock absorber assembly according to claim 1 or claim 2, wherein, the fluid guiding element (110) is at least partially made of a non-conductive material.

16. A transmission (130) for a motor vehicle, wherein, the transmission comprises a shock absorber assembly according to any one of claims 1 to 15.

17. The transmission (130) according to claim 16, wherein, a flange (114) is arranged at the periphery of the fluid guiding element (110) for fastening the fluid guiding element (110) between two elements of the transmission (130).

18. The transmission (130) according to claim 17, wherein, the flange (114) is clamped between a housing (132) of the transmission (130) and a support end cover (150) of the transmission (130).

19. The transmission (130) according to any one of claims 16 to 18, wherein, the transmission (130) has an electric machine having a non-rotatable stator (162) and a rotatable rotor (164), wherein the fluid guiding element (110) is arranged between the shock absorber (120) and the stator (162).

Images