Flywheel damper assembly for a motor vehicle and drive train for a motor vehicle having such a flywheel damper assembly

Abstract

The invention relates to a flywheel damper assembly (2) for a motor vehicle, having a torsional vibration damper (22) with a primary element (28) and a secondary element (44) which is coupled in a rotationally elastic manner to the primary element (28), and a starter flywheel (24), the primary element (28) being drivable via the starter flywheel by a starter motor (56). The starter flywheel (24) is arranged in a nested manner in the radial direction (8, 10) with the torsional vibration damper (22). Furthermore, the invention relates to a drive train for a motor vehicle having such a flywheel damper assembly (2).

Description

Technical Field

[0001] This invention relates to a flywheel damper assembly for a motor vehicle, comprising a torsional vibration damper having a primary element and a secondary element rotatably coupled to the primary element, and a starter flywheel, wherein the primary element is driveable via a starter motor. Furthermore, this invention relates to a drivetrain for a motor vehicle having such a flywheel damper assembly. Background Technology

[0002] Flywheel damper assemblies for motor vehicles are known in practice and are used within the vehicle's drivetrain. Known flywheel damper assemblies include a torsional damper having a primary element, which is in a rotary drive connection with the output shaft of an internal combustion engine as the input side of the torsional damper, and a secondary element, which is rotationally elastically coupled to the primary element and is in a rotary drive connection with the input shaft of a clutch within the drivetrain. The torsional damper is designed to suppress possible torque fluctuations in the internal combustion engine before torque is transmitted to the input shaft of the transmission. An electric starter motor is also provided for starting the internal combustion engine. The torque of the starter motor is transmitted to the primary element via a starter flywheel, thus the primary element can be driven by the starter motor. If the internal combustion engine subsequently starts, causing the primary element to rotate faster than it would be in the case of the starter motor, the starter motor can be stopped. Due to the starter flywheel, the rotary drive connection between the output side of the starter motor and the input side of the starter flywheel can be permanently maintained, whereby this is also referred to as a permanently engaged starter flywheel. In known flywheel damper devices, the starter flywheel and torsional vibration damper are arranged side by side in the axial direction and constructed as separate, assemblable modules.

[0003] Known flywheel damper devices have been proven, but their disadvantage is that they take up relatively much space, which increases manufacturing and assembly costs. Summary of the Invention

[0004] Therefore, the object of the present invention is to extend the construction of a type of flywheel damper assembly in such a way that its construction is particularly compact and small, thereby ensuring simple manufacturing and assembly. Furthermore, the present invention aims to create a drivetrain for motor vehicles having this advantageous flywheel damping device.

[0005] This objective is achieved by a flywheel damper assembly for a motor vehicle and a transmission system for a motor vehicle, respectively. Advantageous embodiments of the invention are described in detail below.

[0006] The flywheel damper assembly for motor vehicles according to the invention comprises a torsional vibration damper and a starter flywheel. The torsional vibration damper essentially consists of a primary element and a secondary element rotationally elastically coupled to the primary element. The primary element may be a corresponding drive unit of the torsional vibration damper, such as the input side of an internal combustion engine or the output side of a corresponding downstream transmission. Conversely, the secondary element may be the output side of the corresponding transmission or the corresponding drive unit of the torsional vibration damper, such as the input side of an internal combustion engine. The rotationally elastic coupling between the primary and secondary elements is preferably achieved via a spring device, which may, for example, have multiple straight or curved helical springs. The starter flywheel is arranged such that the primary element can be driven by a starter motor, preferably an electric motor, via the starter flywheel. To achieve a particularly compact construction of the flywheel damper assembly, the starter flywheel is nested within the torsional vibration damper in the radial direction.

[0007] Therefore, the starter flywheel can surround the torsional vibration damper from the outside in the radial direction, or the torsional vibration damper itself can surround the starter flywheel from the outside in the radial direction, especially to reduce the overall axial length of the flywheel damper assembly, thereby achieving a compact construction of the flywheel damper assembly. It is also preferred that the flywheel damper assembly forms a coherent module in which the components in the individual flywheel damper assemblies are arranged relative to each other in a way that prevents them from slipping off.

[0008] In an advantageous embodiment of the flywheel damper assembly according to the invention, the starter flywheel has a first race that can be driven by a starter motor, a second race that is in a rotary drive connection with a primary element, and a clamping element between the first and second races. Thus, the first race can be an inner or outer race, and the second race can be an outer or inner race. The clamping element can be, for example, a clamping roller or a pawl. It is also preferred that the first race can rotate relative to the second race in a first rotational direction, while the first race is in a rotary drive connection with the second race via the clamping element in the opposite second rotational direction.

[0009] In an advantageous embodiment of the flywheel damper assembly according to the invention, at least one component of the starter flywheel is nested radially with the torsional vibration damper. Therefore, the first race and / or the second race can be nested radially with the torsional vibration damper and / or the clamping element can be nested radially with the torsional vibration damper. In this case, a complete nesting arrangement of the components mentioned in the radial direction with the torsional vibration damper is not necessarily required; more precisely, segmental axial overlap areas can also be advantageous.

[0010] In an advantageous embodiment of the flywheel damper assembly according to the invention, the torsional vibration damper has a spring device for rotational elastic coupling between the primary and secondary elements. As already explained at the beginning, the spring device may be, for example, a plurality of straight or curved helical springs. Preferably, in this embodiment, the starter flywheel, and if necessary its first and / or second races and / or clamping elements, are arranged nested with the spring device in the radial direction.

[0011] In an advantageous embodiment of the flywheel damper assembly according to the invention, the starter flywheel radially surrounds the torsional vibration damper from the outside. By having the starter flywheel radially surround the torsional vibration damper from the outside, a large number of small and space-saving clamping elements can be used, ensuring both the necessary stability of the transmitted torque and a relatively compact construction of the starter flywheel. Preferably, the first and / or second races and / or the clamping elements, along with the spring arrangement of the torsional vibration damper, radially surround the torsional vibration damper, particularly preferably the spring arrangement of the torsional vibration damper, to achieve a particularly compact construction of the flywheel damper assembly.

[0012] In an advantageous embodiment of the flywheel damper assembly according to the invention, a first race is rotatably and fixedly connected to a first torque transmission element, which can be driven by a starter motor. This allows for a greater distance between the first race and the starter motor, resulting in a more flexible arrangement of the first race within the flywheel damper assembly. The first torque transmission element can also be configured, for example, in the shape of an annular disc, to achieve a compact construction. Therefore, it has proven advantageous, for example, to configure the first torque transmission element as an annular disc-shaped plate to achieve both a compact structure and reliable torque transmission from the starter motor to the first race.

[0013] In an advantageous embodiment of the flywheel damper assembly according to the invention, the first torque transmission element is integrally formed with the first race. This ensures reliable torque transmission between the first torque transmission element and the first race, simplifies manufacturing, and reduces the number of parts, particularly because the first race and the first torque transmission element no longer need to be joined together, but are instead manufactured as a single piece through appropriate material processing. The cross-section where the first race connects to the first torque transmission element is preferably L-shaped.

[0014] As an alternative to the embodiments described above, in another advantageous embodiment of the flywheel damper assembly according to the invention, the first torque transmission element is welded to the first race. This is advantageous when necessary, for example, if the first race extends from the first torque transmission element in two opposite axial directions, so as to support the clamping element of the starter flywheel on the one hand, and to achieve sliding support on the sliding bearing assembly on the other.

[0015] In another preferred embodiment of the flywheel damper assembly according to the invention, the first race ring is driven by a starter motor via a gear ring rotatably and fixedly connected to the first torque transmission element. The gear ring can mesh, for example, with the teeth of a gear on the output shaft of the starter motor to ensure torque transmission. As described above, the gear of the starter motor can continuously mesh with the gear ring, thus making it a permanently engaged starter flywheel. In this embodiment, it is particularly advantageous that the gear ring is connected to the first torque transmission element via a press fit to ensure that the torque transmission element undergoes slight deformation upon connection with the gear ring, as might occur during welding. However, the gear ring can also alternatively be welded to the first torque transmission element. The aforementioned press fit between the gear ring and the first torque transmission element has proven particularly advantageous in one embodiment—as described above—where the first race ring and the first torque transmission element are integrally constructed, especially because the welded connection can thus be eliminated.

[0016] In another preferred embodiment of the flywheel damper assembly according to the invention, the second race is rotatably and fixedly connected to the second torque transmission element, and the second race is in a rotationally driven connection with the primary element via the second torque transmission element. The use of the second torque transmission element ensures a greater distance between the second race and the primary element of the torsional vibration damper, thereby ensuring a more flexible arrangement of the second race within the flywheel damper assembly. The second torque transmission element can also be substantially constructed in the shape of an annular disc or as an annular disc-shaped plate component to achieve a compact structure that ensures equally reliable torque transmission between the second race and the primary element.

[0017] In another preferred embodiment of the flywheel damper assembly according to the invention, the primary element is configured as a damper housing for receiving a spring assembly. Therefore, a spring receiving space for the spring assembly is provided within the primary element configured as a damper housing. The damper housing consists of a first damper housing component and a second damper housing component, wherein the first and second damper housing components are preferably assembled in the axial direction and, if necessary, welded together.

[0018] In another preferred embodiment of the flywheel damper assembly according to the invention, the aforementioned second torque transmission element is integrally constructed with the second damper housing component to reduce manufacturing costs, particularly to avoid the use of other connecting devices, such as rivets, screws, or welds, between the second torque transmission element and the primary component of the torsional vibration damper. In this embodiment, it is also preferred that the second damper housing component protrudes radially beyond the first damper housing component to connect the portion of the second damper housing component protruding beyond the first damper housing component to the second race. In this embodiment, it also proves advantageous from a manufacturing point of view that the second damper housing component is substantially constructed in the shape of an annular disc, while the first damper housing component is substantially shell-shaped with a radially extending bottom and an axially extending outer wall.

[0019] In another preferred embodiment of the flywheel damper assembly according to the invention, the first raceway can be indirectly or directly supported on a sliding bearing assembly. When the flywheel damping device is installed in the drivetrain of a motor vehicle, the sliding bearing assembly can be rotatably fixed or fixed to a component of the drivetrain. Here, the sliding bearing assembly is preferably releasably fixed or fixed to said component of the drivetrain, wherein the component of the drivetrain can be formed, for example, by a robust housing, such as a motor housing or a clutch housing. Furthermore, it is preferable to provide a fixing device on the sliding bearing assembly for fixing to the component of the drivetrain, wherein said fixing device can be, for example, present in a simple hole or recess, so as to enable the sliding bearing assembly to be screwed to, for example, a component of the drivetrain.

[0020] In another preferred embodiment of the flywheel damper assembly according to the invention, the sliding bearing device has a first sliding bearing component and a second sliding bearing component, which are rotatably fixed to each other. Due to the two- or multi-part structure of the sliding bearing device, it can be manufactured or installed particularly easily while simultaneously introducing and supporting the first bearing race.

[0021] In another preferred embodiment of the flywheel damper assembly according to the invention, the first race is axially supported on a first sliding bearing member of the sliding bearing assembly and, in the opposite axial direction, on a second sliding bearing member. Therefore, sliding support in opposite axial directions can be achieved in a particularly simple manner, especially because reliable positioning of the first race on or within the sliding bearing assembly is ensured. Furthermore, in this embodiment, it is preferred that the first race is radially supported on or on the first or second sliding bearing member, so that at least one of the two sliding bearing members can achieve support in both the axial and radial directions. To achieve a particularly simple, lightweight, and space-saving construction of the sliding bearing assembly and thus the entire flywheel damper assembly, in another advantageous embodiment of the flywheel damper assembly according to the invention, the aforementioned sliding bearing member is constructed as a sheet metal forming component.

[0022] In another preferred embodiment of the flywheel damper assembly according to the invention, in order to enable simple operation of the flywheel damper assembly during assembly or even during operation, a sliding bearing device is anti-disengagement held in the separate flywheel damper assembly. Preferably, the sliding bearing device is axially anti-disengagement supported or abutted against the torsional vibration damper or its primary element. To achieve this in a particularly simple manner, in this embodiment, it is also preferred that the axial anti-disengagement support or abutment on the torsional vibration damper or its primary element is achieved via a support ring that is releasable if necessary, fixed to the torsional vibration damper or its primary element. In an advantageous design variation, the support ring can be, for example, a sheet metal forming component, particularly preferably a substantially annular disc-shaped sheet metal forming component. The support ring can be fixed by welding to create a continuous fixation with the primary element, or by press-fitting between the primary element and the support ring to create a releasable or continuous fixation.

[0023] In another preferred embodiment of the flywheel damper assembly according to the invention, to ensure reliable sliding of the first race within the sliding bearing assembly, the sliding bearing assembly has at least two slip rings, the first race ring being able to be supported or rested on the slip rings on the sliding bearing assembly, and, if necessary, on the first or / and second sliding bearing components. The use of at least two slip rings ensures particularly simple introduction of the first race. Here, the at least two slip rings can be fixed to the aforementioned sliding bearing components. It is also preferred that the at least two slip rings are arranged spaced apart from each other.

[0024] In another preferred embodiment of the flywheel damper assembly according to the invention, a first slip ring is provided for supporting the first race in the axial direction and in the radial direction, and a second slip ring is provided for supporting the first race in the opposite axial direction. Thus, the first slip ring is used for support in both the axial and radial directions, thereby eliminating the need for an additional slip ring, which, like the second slip ring, is used to support the race in the opposite axial direction, thereby reducing the number of parts and simplifying manufacturing and assembly.

[0025] However, as an alternative to the above-described embodiment, additional slip rings can be advantageous depending on the design variation of the flywheel damping device. Therefore, in another advantageous embodiment of the flywheel damper assembly according to the invention, a first slip ring is configured to support the first race in the axial direction, a second slip ring is configured to support the first race in the opposite axial direction, and a third slip ring is configured to support the first race in the radial direction. The advantage of this three-piece embodiment is that the first race can be guided particularly easily between or onto the slip rings during assembly.

[0026] In another preferred embodiment of the flywheel damper assembly according to the invention, a sliding ring for supporting the first race in the radial direction is nested with a clamping element in the radial direction to ensure support for the starter flywheel to slide as directly as possible on the sliding bearing assembly. Alternatively, the sliding ring for supporting the first race in the radial direction is spaced apart from the clamping element in the axial direction. The latter is particularly advantageous when a particularly short sliding bearing assembly in the axial direction is required, in which case the first race extends into the sliding bearing assembly to be supported in the radial direction.

[0027] In another advantageous embodiment of the flywheel damper assembly according to the invention, the first race consists of a first race segment on which a clamping element can be directly supported or supported, and a second race segment rotatably fixed to the first race segment, the first race segment being supported or supported on a sliding bearing assembly via the second race segment. This takes into account different loads on the two race segments, particularly since the first race segment supports or can be supported, more precisely, point-by-point or locally, on the clamping element, while the second race segment can support or support a large area on the sliding bearing assembly. Therefore, in this embodiment, it is preferred that the second race segment is made of a softer material than the first race segment. Even if this is not the case, by dividing the first race into a first race segment and a separately manufactured second race segment, it can be ensured that the first race segment can be manufactured with particular precision, and that the second race segment can be shaped for it without deformation at the first race segment before the two parts are joined together, so as to support it radially and axially on the sliding bearing assembly.

[0028] In another advantageous embodiment of the flywheel damper assembly according to the invention, the second race section has a first component section extending substantially in the axial direction thereon, the first race section being rotatably fixed thereon, and a second component section extending substantially in the radial direction between the sliding bearing components of the sliding bearing assembly, which supports the first race in at least one of the mutually opposite axial directions.

[0029] The transmission system for a motor vehicle according to the invention comprises a drive unit, preferably an internal combustion engine, and a transmission. Furthermore, according to an embodiment of the type described above, a flywheel damper assembly is arranged axially between the drive unit, whose output side is in rotary drive connection with a primary element, and the transmission, whose input side is in rotary drive connection with a secondary element.

[0030] In an advantageous embodiment of the transmission system according to the invention, the sliding bearing device is rotatably fixed to a non-rotating or stable component of the transmission system. The component is preferably a housing, more preferably the motor housing of the drive unit.

[0031] In another advantageous embodiment of the transmission system according to the invention, a starter motor is also provided, by which the primary element can be driven via a starter flywheel. The starter motor is preferably fixed to a component of the transmission system, and if necessary, to the housing of the drive unit. The starter motor is preferably an electric motor.

[0032] In a preferred embodiment of the transmission system according to the invention, a sliding bearing device and / or a first torque transmission element are arranged axially between the starter flywheel and the drive unit.

[0033] In a particularly preferred embodiment of the transmission system according to the invention, the second torque transmission element is arranged in the axial direction between the starter flywheel and the transmission or transmission housing. Attached Figure Description

[0034] The invention will now be explained in detail with reference to the accompanying drawings and exemplary embodiments. The drawings show: Figure 1 A partial side view of a first embodiment of the flywheel damper assembly within the transmission system is shown in sectional view. Figure 2 A side view of a second embodiment of the flywheel damper assembly within the transmission system is shown in sectional view. Detailed Implementation

[0035] Figure 1A first embodiment of a flywheel damper assembly 2 within the drivetrain of a motor vehicle is shown. In the figure, opposing axial directions 4 and 6, opposing radial directions 8 and 10, and opposing circumferential directions 12 and 14 are indicated by corresponding arrows, wherein the flywheel damper assembly 2, or a component thereof, is rotatable about a rotation axis 16 extending in the axial directions 4 and 6. Within the drivetrain, the flywheel damper assembly 2 is arranged along the axial directions 4 and 6 between a drive unit 18 and a transmission 20, wherein the drive unit 18 is preferably an internal combustion engine, and the transmission 20 is shown only schematically. The flywheel damper assembly 2 mainly consists of a torsional vibration damper 22, a starter flywheel 24, and a sliding bearing device 26. The independent flywheel damper assembly 2, that is, in the disassembled state outside the transmission system, forms a continuous module together with the torsional vibration damper 22, the starter flywheel 24, and the sliding bearing device 26. In this module, the torsional vibration damper 22, the starter flywheel 24, and the sliding bearing device 26 are arranged to prevent each other from slipping off.

[0036] The torsional vibration damper 22 has a primary element 28, which is in an indirect or direct rotary drive connection with the output side of the drive unit 18, as shown by means of a threaded connector 30, which can be used, for example, for a rotary fixed connection with the output shaft of the drive unit 18 (not shown in detail). The primary element 28 is constructed as a damper housing and consists of a first damper housing component 32 and a second damper housing component 34. The first damper housing component 32 is substantially constructed in a disc or can shape and has a bottom 36 extending in the radial directions 8, 10 and an outer wall 38 starting from the bottom 36 and engaging with the bottom 36 in the radial direction 8, the outer wall extending in the axial direction 6 from the bottom 36. The second damper housing component 34 is substantially constructed in the shape of an annular disc and is assembled with the first damper housing component 32 in the axial direction 4. More precisely, the second damper housing component 34 is rotatably and fixedly connected to the axially 6-oriented end of the outer wall 38 of the first damper housing component 32, here by welding. However, the second damper housing component 34 does not terminate at the height of the outer wall 38 of the first damper housing component 32 in the radial direction 8. Instead, the second damper housing component 34 protrudes outward beyond the outer wall 38 or the first damper housing component 32 with the housing component section 40 in the radial direction 8.

[0037] The primary element 28 of the torsional vibration damper 22 is torsionally coupled to the secondary element 44 of the torsional vibration damper 22 via a spring device 42. The secondary element 44, which is essentially constructed as a so-called damper flange, is in a rotary drive connection via a hub 46 to the input side of the transmission 20 (not shown in detail), preferably the input shaft, wherein the hub 46 is preferably detachably connected to the input side of the transmission 20 via a plug connection having internal teeth on the hub side and external teeth on the input side or input shaft of the transmission 20.

[0038] A spring assembly 42 is arranged within a spring receiving space 48 extending along the circumferential directions 12, 14. It is bounded axially in the axial direction 4 by a first damper housing component 32, axially in the axial direction 6 by a second damper housing component 34, and radially outwardly by the first damper housing component 32. A secondary element 44 is radially outwardly engaged in the spring receiving space 48 in the form of a damper flange. The spring assembly 42 is preferably a plurality of spring elements, particularly preferably helical springs constructed in a straight or curved manner. A rotary actuator 50 is disposed on the primary element 28 and the secondary element 44, positioned between the spring elements of the spring assembly 42 in the circumferential directions 12, 14, to achieve a torsionally elastic rotary drive connection between the primary element 28 and the secondary element 44.

[0039] A secondary element 44, in the form of a damper flange, is arranged with a certain gap in the axial directions 4 and 6 within a primary element 28, which is in the form of a damper housing. In other words, the secondary element 44 can move within a certain range relative to the primary element 28 in the axial directions 4 and 6. However, the secondary element 44 is held or pre-tensioned relative to the primary element 28 in an axial starting position by means of a spring element 52, wherein the secondary element 44 can only move relative to the primary element 28 from the axial starting position against the restoring force of the spring element 52. Here, the spring element 52, exemplarily constructed as a leaf spring, is arranged below the spring assembly 42 in the radial direction 10, so that the spring element 52 and the spring assembly 42 are nested in the radial direction 10. In the embodiment shown, the spring element 52 exemplarily acts between the secondary element 44 and the second damper housing component 34 of the primary element 28, while the secondary element 44 is slidably supported or supported on the first damper housing component 32 of the primary element 28 via a stabilizing stop 54 in the axial direction 4.

[0040] The starter flywheel 24 is used to transmit torque from the starter motor 56 to the primary element 28. The starter motor 56, shown only schematically, is preferably an electric motor. Therefore, the starter motor 56 shown has an output shaft 58 that can be driven by the starter motor 56, on which a gear 60 is rotatably fixed. Figure 1As shown, the starter motor 56 can be arranged on one side of the drive unit 18, for example, on the housing of the drive unit 18 or the internal combustion engine. Alternatively, the starter motor 56 can also be arranged on the transmission side, for example, fixed to the housing of the transmission 20, although the motor-side arrangement of the starter motor 56 shown is preferred. Thus, the primary element 28 can be driven not only by the drive unit 18, but also by the starter motor 56 via the starter flywheel 24 during starting.

[0041] The starter flywheel 24 has a first race 62 that can be driven by the starter motor 56, the first race being configured as an inner ring. According to... Figure 1 In this embodiment, the first race 62 is constructed in two parts, consisting of a first race section 64 and a second race section 66 rotatably fixed to the first race section 64. The clamping element of the starter flywheel 24, which will be described in detail later, can be directly supported or supported on the first race section 64, while the first race section 64 or the entire starter flywheel 24 can be slidably supported or supported on the sliding bearing assembly 26, which will be described in detail later, via the second race section 66. The first race section 64 is preferably made of a material harder than the second race section 66. The rotatably fixed connection between the first and second race sections 64, 66 can be—as… Figure 1 As shown, this is achieved via press fitting, but it can also be achieved by welding the sections together. The second retainer section 66 also has a tubular first component section 68 extending substantially along axial directions 4, 6, to which the first retainer section 64 is rotatably fixed, wherein the first component section 68 extends axially from the first retainer section 64 in the axial direction 4. A second component section 70 of the second retainer section 66 is connected to the axially oriented end of the first component section 68, which extends substantially radially outward from the first component section 68 and is substantially configured in the shape of an annular disc.

[0042] The starter flywheel 24 also has a second race 72 in a rotary drive connection with the primary element 28. In the illustrated embodiment, the second race is constructed as an outer ring such that the second race 72 is nested with the first race 62 in the radial directions 8 and 10 and surrounds the first race 62 on the outside in the radial direction 8.

[0043] A circular free space is formed between the first retaining ring 62 and the second retaining ring 72 in the radial directions 8 and 10, within which a plurality of clamping elements 74 are arranged sequentially in the circumferential directions 12 and 14. Figure 1As shown, the clamping element 74 can be a clamping roller, but it can also be configured as a pawl in the sense of a ratchet flywheel. The clamping element 74 interacts with the two raceways 62, 72 in such a way that the relative rotation of the first raceway 62 with respect to the second raceway 72 in the circumferential direction 12 causes rotational drive coupling between the raceways 62, 72 via the clamping element 74, while rotational drive coupling between the raceways 62, 72 does not occur when the first raceway 62 rotates relative to the second raceway 72 in the circumferential direction 14. More precisely, the first raceway 62 can rotate freely with respect to the second raceway 72 in the circumferential direction 14.

[0044] To achieve a particularly compact configuration of the flywheel damper assembly 2, the starter flywheel 24 is nested with the torsional vibration damper 22 in the radial directions 8 and 10. More precisely, the starter flywheel 24 surrounds the torsional vibration damper 22 from the outside in the radial direction 8. Thus, in the illustrated embodiment, the starter flywheel 24, along with the first race 62, the second race 72, and the clamping element 74, is nested with the spring device 42 of the torsional vibration damper 22 in the radial directions 8 and 10, wherein the first race 62, the second race 72, and the clamping element 74 surround the torsional vibration damper 22 or its spring device 42 from the outside in the radial direction 8.

[0045] The first race 62 is rotatably and fixedly connected to the first torque transmission element 76, via which the first race 62 can be driven by the starter motor 56. The first torque transmission element 76 extends substantially in the radial directions 8, 10 and is configured in the shape of an annular disc, wherein the first torque transmission element 76 is preferably a sheet metal component or a sheet metal forming component. Therefore, the first torque transmission element 76 is rotatably and fixedly connected to the first race 62, or more precisely, its second race segment 66, at its radially inwardly pointing end 10, wherein in the illustrated embodiment, the rotatably fixed connection is achieved by a welded portion 78. However, at the radially outwardly pointing end 8 of the first torque transmission element 76, a gear ring 80 is arranged and rotatably and fixedly connected to the first torque transmission element 76, wherein the gear ring 80 is, for example, via... Figure 1 The welded portion 82 shown is either formed by a press fit between the first torque transmission element 76 and the gear ring 80. The teeth of the gear ring 80 permanently mesh with the teeth of the gear 60 on the output shaft 58 of the starter motor 56, thus making it a permanently engaged starter flywheel 24. Therefore, the first race 62 can be driven by the starter motor 56 via the output shaft 58, gear 60, gear ring 80, and the first torque transmission element 76. The first torque transmission element 76 also extends axially in the direction 4 alongside the starter flywheel 24, such that the first torque transmission element 76 is arranged axially in the directions 4, 6 between one starter flywheel 24 and the other drive unit 18.

[0046] As described above, the second race 72 is in a rotary drive connection with the primary element 28 of the torsional vibration damper 22. For this purpose, the second race 72 is rotatably fixedly connected to the second torque transmission element 84, via which the second race 72 and the primary element 28 of the torsional vibration damper 22 are in a rotary drive connection. In principle, the second torque transmission element 84 can be a component constructed separately from the primary element 28, which is rotatably fixed to both the second race 72 and the primary element 28. However, from... Figure 1 As can be seen, the second torque transmission element 84 is integrally constructed with the primary element 28, or more precisely, integrally constructed with the second damper housing component 34. Therefore, the housing component section 40 protruding beyond the outer wall 38 in the radial direction 8 of the second damper housing component 34 constitutes the second torque transmission element 84, which is rotatably fixed to the second race 72 in the region located on the outer side in the radial direction 8. In contrast to the first torque transmission element 76, the second torque transmission element 84, in the form of the housing component section 40, is arranged in the axial direction 6 next to the starter flywheel 24, such that the second torque transmission element 84, either integrally constructed with or separate from the primary element 28, is arranged in the axial directions 4 and 6 between one side of the starter flywheel 24 and the other side of the clutch 20.

[0047] In the illustrated embodiment, the second torque transmission element 84 is advantageously riveted or screwed to the second race 72, such as... Figure 1 Example 86 is shown using a rivet or threaded fastener. Figure 1 It can also be seen that two sidewalls 88 are fixed on the second seat ring 72, which define the receiving space for the clamping element 74 in the axial directions 4 and 6, such that the clamping element 74 is at least partially received between the sidewalls 88 in the axial directions 4 and 6 and preferably can be supported or rested on the sidewalls 88 in the axial directions 4 and 6. The sidewalls 88 can advantageously be riveted or screwed together with the second seat ring 72 to the second torque transmission element 84, wherein the same rivets or threaded fasteners 86 used to fix the second seat ring 72 to the second torque transmission element 84 can be used to fix the sidewalls 88 to the second seat ring 72 and the second torque transmission element 84.

[0048] As described above, the flywheel damper assembly 2 also includes a sliding bearing device 26, on which the first race 62 of the starter flywheel 24 can be indirectly or directly supported, or supported, on. The sliding bearing device 26 is rotatably, preferably releasably, fixed or secured to a stable member of the transmission system, here on the stable housing of the drive unit 18. For this purpose, the sliding bearing device 26 has a fixing device 90 for securing the stable member of the transmission system, wherein in the illustrated embodiment, the fixing device 90 is exemplarily shown by means of a simple opening or hole through which a screw or the like can pass, via which the sliding bearing device 26 is rotatably fixed or secured to the stable member, here on the housing of the drive unit 18. Similar to the first torque transmission element 76, the sliding bearing device 26 is arranged in the axial direction 4 alongside the starter flywheel 24, such that the sliding bearing device 26 is arranged in the axial directions 4, 6 between one side of the starter flywheel 24 and the other side of the drive unit 18.

[0049] The sliding bearing assembly 26 consists of a first sliding bearing component 92 and a second sliding bearing component 94, which were initially manufactured separately but were subsequently rotated and fixed together. Here, the two sliding bearing components 92 and 94 are constructed as sheet metal parts, for example, that can be screwed or riveted together. Figure 1 The rivet 96 for the riveted connection is shown as an example.

[0050] The first sliding bearing component 92 has a radial section 98 extending substantially in the radial directions 8 and 10. This section serves two purposes: firstly, it is rotatably fixed to a stabilizing member of the transmission system—hence the aforementioned fixing device 90 is also provided in the radial section 98—and secondly, it is connected to the second sliding bearing component 94 by riveting or screwing the radial section 98 to the second sliding bearing component 94. An axial section 100 of the first sliding bearing component 92 is connected to the radial section 98 in the radial direction 10 inward. This axial section is substantially tubular and extends in the axial direction 6 from the radial section 98. A locking section 102 is connected to the end of the axial section 100 pointing in the axial direction 6, and this locking section 102 extends inward from the axial section 100 in the radial direction 10 inward. The second sliding bearing component 94 is essentially constructed in the shape of an annular disk and is fixed to the radial section 98 of the first sliding bearing component 92 on the side pointing in the axial direction 6, such that on the one hand, a free space 104 is formed, which is bounded in the axial direction 4 by the radial section 98 of the first sliding bearing component 92 and in the axial direction 6 by the second sliding bearing component 94; on the other hand, an opening 106 is formed in the radial directions 8 and 10 between the end of the second sliding bearing component 94 pointing inward in the radial direction 10 and the axial section 100 of the first sliding bearing component 92.

[0051] The end of the first bearing race 62, or more precisely, the second bearing race segment 66, pointing in the axial direction 4, enters the opening 106 such that the first component segment 68 is slidably supported or rests radially inward on the axial segment 100 of the first sliding bearing component 92. Furthermore, the first bearing race 62, or its first and / or second component segment 68; 70, is slidably supported or rests on the radial segment 98 of the first sliding bearing component 92 in the axial direction 4. In the opposite axial direction 6, the first bearing race 62, or its second bearing race segment 66, is slidably supported or rests on the second sliding bearing component 94. This is achieved by the second component segment 70 of the second bearing race segment 66 extending radially outward in the previously described manner, so as to be arranged between the first and second sliding bearing components 92, 94 in the axial directions 4, 6, or to be laterally engaged with the second sliding bearing component 94 on the first sliding bearing component 92.

[0052] However, the aforementioned support of the first bearing race 62 within the sliding bearing assembly 26 is not directly achieved on the two sliding bearing components 92, 94. Instead, the sliding bearing assembly 26 has at least two intermediate slip rings 108, 110, via which the first bearing race 62 can be supported or supported on the sliding bearing components 92, 94 of the sliding bearing assembly 26. Therefore, the first slip ring 108 is fixed to the first sliding bearing component 92, and this first slip ring is deformed such that the first bearing race 62 can be supported not only in the radial direction 10 on the axial section 100 but also in the axial direction 4 on the radial section 98 of the first sliding bearing component 92. The second slip ring 110, constructed separately from the first slip ring 108, is fixed to the second sliding bearing component 94, such that the first bearing race 62, here its second component section 70, can be supported or supported on the second sliding bearing component 94 via the second slip ring 110.

[0053] from Figure 1 It can be seen that the first slip ring 108, which supports the first race 62 in the radial direction 10 inward, is spaced apart from the clamping element 74 of the starter flywheel 24 in the axial direction 4. The second race portion 66 of the first race 62 extends in the axial direction 4 to provide support in both the radial direction 10 and the axial directions 4 and 6 within the sliding bearing assembly 26. This creates a sliding bearing assembly 26 that is particularly short in the axial directions 4 and 6. If this is not desirable, alternatively consider... Figure 2 The second implementation will be discussed in detail later.

[0054] As described above, the flywheel damper assembly 2, together with the torsional vibration damper 22, the starter flywheel 24, and the sliding bearing device 26, forms a coherent module, wherein these components are held together in a way that prevents them from slipping off, even when the module of the flywheel damper assembly 2 is handled or transported outside the drivetrain. Therefore, when the independent flywheel damper assembly 2 is operated outside the drivetrain, the sliding bearing device 26 is held in a way that prevents it from slipping off within the module of the flywheel damper assembly 2. For this purpose, the sliding bearing device 26 is supported or rests on the torsional vibration damper 22 or its primary element 28, particularly in the axial direction 4, in a way that prevents it from slipping off. A support ring 112 is fixed to the torsional vibration damper 22, more precisely, to the first damper housing component 32 of the primary element 28, wherein the support ring 112 can be detachably fixed to the primary element 28. The support ring 112 can also be formed from a sheet metal component or a sheet metal forming component. When the support ring 112 is in the fixed position, it extends outward from the primary element 28 in the radial direction 8 so as to be aligned in the axial direction 4 with the aforementioned safety section 102 of the first sliding bearing component 92. Therefore, in the module of the flywheel damper assembly 2, together with the torsional vibration damper 22, the starter flywheel 24, and the sliding bearing device 26, it is ensured that, in a separate module, the sliding bearing device 26 can be supported on the support ring 112 in the axial direction 4 via the safety section 102, thereby ensuring the anti-disengagement property of the sliding bearing device 26.

[0055] Due to the two-piece or multi-piece construction of the sliding bearing assembly 26, which includes at least sliding bearing components 92 and 94, and / or a two-piece or multi-piece construction of a slip ring assembly, which includes at least first and second slip rings 108 and 110, simple manufacturing is achieved while ensuring the support of the first bearing race 62 in the sliding bearing assembly 26. Furthermore, it ensures an anti-disengagement arrangement of the sliding bearing assembly 26 within the module consisting of the torsional vibration damper 22, the starter flywheel 24, and the sliding bearing assembly 26. It is also worth mentioning that the module can be coherently assembled onto the drive unit 18 by implementing a threaded connection 30 to the output side of the drive unit 18 and by fixing the sliding bearing assembly 26 to the housing of the drive unit 18 via a fixing device 90. To facilitate the positioning of the screws of the threaded connection 30 and easy assembly, a corresponding mounting opening 114 is provided in the secondary element 44 or its hub 46, through which the threaded connection 30 is accessible in the axial direction 4.

[0056] Figure 2 A second embodiment of the flywheel damper assembly 2 is shown, wherein the second embodiment substantially corresponds to that according to Figure 1 The first embodiment is described below, therefore only the differences are discussed below, and the same or similar parts are referred to by the same reference numerals and the preceding description applies accordingly.

[0057] According to Figure 2 In the second embodiment, the first torque transmission element 76 is not welded to the first race 62, but is integrally constructed with it. The second embodiment also eliminates the subdivision of the first race 62 into separately constructed and manufactured race segments 64, 66. Furthermore, the first race 62, integrally constructed with the first torque transmission element 76, extends only along the axial direction 6 from the first torque transmission element 76, and not along the axial direction 4. Moreover, the first torque transmission element 76 is connected to the gear ring 80 at its radially outward-pointing end by means of a press fit as previously described, thus avoiding welding connections here as well.

[0058] The axial section 100 of the first sliding bearing component 92 is proportional to the axial direction 6 according to Figure 1 The situation in the first embodiment extends further. Therefore, the axial section 100 of the first sliding bearing component 92 is nested in the radial directions 8 and 10 with the clamping element 74 and, furthermore, in the radial directions 8 and 10 with the first and second races 62 and 72 of the starter flywheel 24. Furthermore, in the second embodiment, the aforementioned safety section 102 is omitted at the axial direction 6 end of the axial section 100; more precisely, the anti-loss support of the sliding bearing device 26 on the support ring 112 in the axial direction 4 is achieved via a radial section 98 of the first sliding bearing component 92 that extends substantially in the radial directions 8 and 10, and which is reset in the axial direction 6 in the region described above.

[0059] The second sliding bearing component 94 also has a tubular axial section 116 extending substantially along axial directions 4, 6, and a radial section 118 connecting to the axial section 116 along axial direction 6, the radial section extending radially from the axial section 116 along radial direction 8. The axial sections 116 and 100 are thus pushed into each other along axial directions 4, 6, resulting in a rotationally fixed connection between the two sliding bearing components 92, 94. This can be achieved, for example, by means of a press fit between the axial sections 116, 100 and / or by welding the two parts together.

[0060] According to Figure 2 In its implementation, two or more slip rings are also used. More precisely, Figure 2Three slip rings 120, 122, and 124 are provided, which are constructed independently and spaced apart from each other. The first slip ring 120, which supports the first seat ring 62 in the axial direction 4, is fixed to the first sliding bearing component 92. The second slip ring 122, which supports the first seat ring 62 in the opposite axial direction 6, is fixed to the second sliding bearing component 94. The third slip ring 124, which supports the first seat ring 62 in the radial direction 10, is fixed to the second sliding bearing component 94. The third slip ring 124 for radial support is nested in the radial directions 8 and 10 with the clamping element 74 and the other components of the starter flywheel 24, namely the first seat ring 62 and the second seat ring 72.

[0061] Assembly openings 126 are provided in the radial sections 98 of both the first torque transmission element 76 and the first sliding bearing component 92. These openings are arranged together with, or can be arranged together with, the axially oriented end of the rivet or threaded connector 86 to simplify assembly. Figure 2 In the second embodiment, this ensures that the corresponding rivet or threaded connector 86 is accessible on both sides, i.e. from the left along the axial direction 4 and from the right along the axial direction 6, making assembly and disassembly particularly easy.

[0062] List of reference numerals 2 Flywheel Vibration Damper Assembly 4-axis directions 6-axis direction 8 Radial direction 10 Radial direction 12 weeks in the direction 14 circumferential direction 16 Rotation Axis 18 drive units 20 Transmission System 22 Torsional vibration damper 26 Sliding Bearing Assembly 28 primary components 30 spiral connection 32 First shock absorber housing component 34 Second shock absorber housing component 36 base plate 38 outer wall 40 Housing component section 42 Spring Device 44 secondary components 46-inch wheels 48 Spring Receiving Space 50 rotary drive 52 Spring Components 54 stop 56 starter motor 58 output shaft 60 gears 62 First Ring 64 First Seat Section 66 Second Seat Section 68 First component section 70 Second Component Section 72 Second Ring 74 clamping elements 76 First Torque Transmission Element 78 Welding Section 80 gear ring 82 Welding Section 84 Second Torque Transmission Element 86 Riveted or threaded connectors 88 sidewalls 90 Fixtures 92 First sliding bearing component 94 Second sliding bearing component 96 rivets 98 radial section 100 axial section 102 Insurance Section 104 Free Space 106 opening 108 First Slip Ring 110 Second Slip Ring 112 support ring 114 Assembly Opening 116 axial section 118 radial section 120 First Slip Ring 122 Second slip ring 124 Third slip ring 126 Assembly opening.

Claims

1. A flywheel damper assembly (2) for a motor vehicle, comprising a torsional vibration damper (22) having a primary element (28) and a secondary element (44) rotatably and elastically coupled to said primary element (28), and a starter flywheel (24), said primary element (28) being driveable via said starter flywheel by a starter motor (56), characterized in that, The starter flywheel (24) is nested with the torsional vibration damper (22) in the radial direction (8, 10), such that the starter flywheel (24) surrounds the torsional vibration damper (22) from the outside in the radial direction (8, 10), or the torsional vibration damper (22) itself surrounds the starter flywheel (24) from the outside in the radial direction (8, 10), wherein the starter flywheel (24) has a first race (62), wherein the first race (62) is directly or indirectly supported on a sliding bearing assembly (26), the sliding bearing assembly (26) being rotatably fixed to a component of the transmission system, wherein the sliding bearing assembly (26) has at least two slip rings (108, 110; 120, 122, 124), the first race (62) being supported on the slip rings on the sliding bearing assembly (26), wherein: A first slip ring (108) is configured to support the first seat ring (62) in an axial direction (4) and a radial direction (10), and a second slip ring (110) is configured to support the first seat ring (62) in the opposite axial direction (6); or A first slip ring (120) is configured to support the first seat ring (62) in an axial direction (4), a second slip ring (122) is configured to support the first seat ring (62) in the opposite axial direction (6), and a third slip ring (124) is configured to support the first seat ring (62) in a radial direction (10).

2. The flywheel vibration damper assembly (2) according to claim 1, characterized in that, The starter flywheel (24) has a first race (62) that can be driven by the starter motor (56), a second race (72) that is in a rotary drive connection with the primary element (28), and a clamping element (74) between the first and second races (62, 72), or / and the torsional vibration damper (22) has a spring device (42) for rotationally elastic coupling of the primary element (28) and the secondary element (44).

3. The flywheel vibration damper assembly (2) according to claim 2, characterized in that, The first seat ring (62) and / or the second seat ring (72) and / or the clamping element (74) are nested with the torsional vibration damper (22) in the radial direction (8, 10).

4. The flywheel vibration damper assembly (2) according to claim 2, characterized in that, The starter flywheel (24) is nested with the spring device (42) in the radial direction (8, 10).

5. The flywheel damper assembly (2) according to claim 4, characterized in that, The first race (62) and / or the second race (72) and / or the clamping element (74) of the starter flywheel (24) are nested with the spring device (42) in the radial direction (8, 10).

6. The flywheel damper assembly (2) according to claim 2, characterized in that, The first seat ring (62) and / or the second seat ring (72) and / or the clamping element (74) surround the torsional vibration damper (22) from the outside in the radial direction (8).

7. The flywheel damper assembly (2) according to claim 6, characterized in that, The first seat ring (62) and / or the second seat ring (72) and / or the clamping element (74) surround the spring device (42) of the torsional vibration damper (22) from the outside in the radial direction (8).

8. The flywheel damper assembly (2) according to any one of claims 2 to 7, characterized in that, The first seat ring (62) is rotatably and fixedly connected to the first torque transmission element (76), and the first seat ring (62) can be driven by the starter motor (56) via the first torque transmission element.

9. The flywheel damper assembly (2) according to claim 8, characterized in that, The first torque transmission element (76) is integrally constructed with the first seat ring (62) or welded to the first seat ring (62).

10. The flywheel damper assembly (2) according to claim 8, characterized in that, The first torque transmission element (76) can be driven by the starter motor (56) by means of a gear ring (80) that is rotatably and fixedly connected to the first torque transmission element (76).

11. The flywheel damper assembly (2) according to claim 8, characterized in that, The first torque transmission element (76) can be driven by the starter motor (56) by means of a gear ring (80) welded to or press-fitted to the first torque transmission element (76).

12. The flywheel damper assembly (2) according to any one of claims 2 to 7, characterized in that, The second seat ring (62) is rotatably and fixedly connected to the second torque transmission element (84), and the second seat ring (72) is in a rotary drive connection with the primary element (28) via the second torque transmission element or / and the primary element (28) is configured as a damper housing for receiving the spring device (42), the damper housing being composed of first and second damper housing components (32, 34).

13. The flywheel damper assembly (2) according to claim 12, characterized in that, The second torque transmission element (84) is integrally constructed with the second damper housing component (34).

14. The flywheel damper assembly (2) according to claim 13, characterized in that, The second damper housing component (34) protrudes beyond the first damper housing component (32) in the radial direction (8).

15. The flywheel damper assembly (2) according to claim 1, characterized in that, The sliding bearing device (26) can be loosely fixed to the components of the transmission system.

16. The flywheel damper assembly (2) according to claim 1, characterized in that, The sliding bearing device (26) is rotatably fixed to a stable component.

17. The flywheel damper assembly (2) according to claim 1, characterized in that, A fixing device (90) for fixing the components of the transmission system is provided on the sliding bearing device (26).

18. The flywheel damper assembly (2) according to claim 1, characterized in that, The sliding bearing assembly (26) has a first sliding bearing component (92) and a second sliding bearing component (94) that are rotatably fixed to each other, and / or the sliding bearing assembly (26) is held in an anti-disengagement manner in a separate flywheel damper assembly (2).

19. The flywheel damper assembly (2) according to claim 18, characterized in that, The first bearing ring (62) is supported on the first sliding bearing component (92) in one axial direction (4) and on the second sliding bearing component (94) in the opposite axial direction (6).

20. The flywheel damper assembly (2) according to claim 18, characterized in that, The first bearing ring (62) is supported on the first or second sliding bearing component (92, 94) in the radial direction (10).

21. The flywheel damper assembly (2) according to claim 18, characterized in that, The sliding bearing components (92, 94) are constructed as sheet metal forming components.

22. The flywheel damper assembly (2) according to claim 18, characterized in that, The sliding bearing device (26) is supported on the torsional vibration damper (22) in the axial direction (4) to prevent slippage.

23. The flywheel damper assembly (2) according to claim 22, characterized in that, The sliding bearing device (26) is supported on the primary element (28) in the axial direction (4) to prevent slippage.

24. The flywheel damper assembly (2) according to claim 22, characterized in that, The sliding bearing device (26) is supported on the torsional vibration damper (22) in the axial direction (4) in an anti-disengagement manner via a support ring (112) fixed on the torsional vibration damper (22).

25. The flywheel damper assembly (2) according to claim 22, characterized in that, The sliding bearing device (26) is supported on the primary element (28) in the axial direction (4) in an anti-disengagement manner via a support ring (112) fixed on the primary element (28).

26. The flywheel damper assembly (2) according to claim 24, characterized in that, The support ring (112) can be loosely fixed to the torsional vibration damper (22).

27. The flywheel damper assembly (2) according to claim 25, characterized in that, The support ring (112) can be loosely fixed to the primary element (28).

28. The flywheel damper assembly (2) according to claim 18, characterized in that, The first bearing ring (62) is supported on the slip ring (108, 110; 120, 122, 124) on the first or / and second sliding bearing components (92, 94).

29. The flywheel damper assembly (2) according to claim 2, characterized in that, The slip rings (108; 124) for supporting the first seat ring (62) in the radial direction (10) are nested with the clamping element (74) in the radial direction (8, 10) or spaced apart from the clamping element (74) in the axial direction (4, 6).

30. The flywheel damper assembly (2) according to claim 29, characterized in that, The first seat ring (62) consists of a first seat ring section (64) and a second seat ring section (66) which is rotatably fixed on the first seat ring section (64). The clamping element (74) is directly supported on the first seat ring section, and the first seat ring section (64) is supported on the sliding bearing device (26) via the second seat ring section.

31. The flywheel damper assembly (2) according to claim 30, characterized in that, The second seat ring section (66) has a first component section (68) extending substantially in the axial direction (4, 6) and a second component section (70) extending substantially in the radial direction (8), the first seat ring section (64) being rotatably fixed to the first component section, and the second component section (70) extending between the sliding bearing components (92, 94) of the sliding bearing device (26) while supporting the first seat ring (62) in mutually opposite axial directions (4, 6).

32. A transmission system for a motor vehicle, comprising a drive unit (18) and a transmission (20), characterized in that, The flywheel damper assembly (2) according to any one of claims 1 to 31 is arranged in the axial direction (4, 6) between the drive unit (18) which is in rotary drive connection with the primary element (28) on the output side and the transmission (20) which is in rotary drive connection with the secondary element (44) on the input side, wherein a sliding bearing device (26) and / or a first torque transmission element (76) are arranged in the axial direction (4, 6) between the starter flywheel (24) and the drive unit (18) and / or a second torque transmission element (84) are arranged in the axial direction (4, 6) between the starter flywheel (24) and the transmission (20).

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