Torsional vibration damper with a rotation axis for a drive train

Abstract

The invention relates to a torsional vibration damper (1) with a rotation axis (2) for a transmission system (3), the vibration damper comprising at least the following components: a multi-flange damper (4), the multi-flange damper having a plurality of flanges (5, 6, 7) for damping torsional vibrations according to thrust torque and tension torque; a torque limiter unit (11), the torque limiter unit being radially arranged inside the multi-flange damper (4) and having an inner plate (32) and an outer plate (33) for limiting the maximum transmittable torque; an outer hub (10), the outer hub being radially arranged inside the multi-flange damper (4) and having a plurality of flanges (5, 6, 7) for damping torsional vibrations according to thrust torque and tension torque; a torque limiter unit (11), the torque limiter unit being radially arranged inside the multi-flange damper (4) and having an inner plate (32) and an outer plate (33) for limiting the maximum transmittable torque; and an outer hub (10), the outer hub being radially arranged inside the multi-flange damper (4). An outer hub (10) is arranged radially inside the torque limiter unit (11) and connects the multi-flange damper (4) to the torque limiter unit (11) for transmitting torque; and an inner hub (8) is arranged radially inside the torque limiter unit (11) for connecting to a transmission input shaft (9), the outer hub (10) having external teeth (31a) which engage with the flanges (5, 6, 7) of the multi-flange damper (4) in an alternating manner according to thrust torque and pull torque, and the outer hub (10) has internal teeth (31b) into which the outer plate (33) of the torque limiter unit (11) is fitted.

Description

Technical Field

[0001] The invention relates to a torsional vibration damper having a rotation axis for a drive train. Background Art

[0002] Torsional vibration dampers are known from the prior art and are used in drive trains, for example in drive trains in motor vehicles, in order to mitigate the effects of torque fluctuations. The drive train of a motor vehicle must also be protected against excessive torques and, due to the increasing degree of electrification of the drive train of a motor vehicle, the sensitivity of the drive train of a motor vehicle to such excessive torques also increases. For this reason, a torque limiter is incorporated into the torsional vibration damper. In addition, the torsional vibration damper comprises a damper for torque fluctuations. In the case of a torsional vibration damper with a hub flange, the wear on the helical compression spring increases, which first leads to a deterioration in the damper performance (noise) and ultimately to a breakage of the helical compression spring. In order to reduce the wear, a multi-hub flange with two or more flanges is used. This has the advantage that the pressure ends of the helical compression spring are attached exclusively to these flanges and the side plates are connected in a torque-transmitting manner, for example by means of bolts via these flanges. In addition, the helical compression spring can be guided by means of the flanges. Summary of the invention

[0003] Starting from this, the object of the present invention is to at least partially overcome the disadvantages known from the prior art. In particular, the mass moment of inertia of the torsional vibration damper on the output side or the drive side should be reduced.

[0004] According to the invention, this object is achieved by a torsional vibration damper for a drive train having a rotation axis according to claim 1, which has at least the following components:

[0005] - a multi-flange damper having a plurality of flanges for damping torsional vibrations in response to thrust torque and tension torque;

[0006] a torque limiter unit which is arranged radially inside the multi-flange damper and has an inner plate and an outer plate for limiting the maximum transmittable torque;

[0007] an outer hub which is arranged radially inside the multi-flange damper and radially outside the torque limiter unit and which connects the multi-flange damper to the torque limiter unit for transmitting torque; and

[0008] - an inner hub which is arranged radially inside the torque limiter unit for connection to the transmission input shaft, an outer hub having external teeth which engage with the flanges of the multi-flange damper in an alternating manner according to thrust torque and tension torque, and an outer hub having internal teeth into which the outer plates of the torque limiter unit are fitted.

[0009] Preferred exemplary embodiments are set forth in the dependent claims.

[0010] In the following, unless otherwise expressly stated, when using axial, radial or circumferential directions and corresponding terms, reference is made to the stated axis of rotation. Unless otherwise expressly stated, ordinal numbers used in the preceding and following descriptions are used only for the purpose of clear distinction and do not indicate the order or rank of the designated components. An ordinal number greater than one does not necessarily mean that another such component must be present.

[0011] The torsional vibration damper proposed here is designed to reduce torsional vibrations and torque overload in a drive train, preferably an electric drive train, wherein a high wear resistance is achieved in a small installation space. The torsional vibration damper proposed here comprises a multi-flange damper for damping torsional vibrations, which comprises two or more flanges, generally referred to as hub flanges. These flanges are elastically prestressed relative to each other by means of energy storage elements, such as helical compression springs or bow springs, so that torque can be transmitted from one flange to another flange only by means of energy storage elements. In a preferred embodiment, three or more flanges are provided, wherein a first (hub) flange is arranged on the engine side and the first (hub) flange is directly provided for receiving engine-side torque. A transmission-side (hub) flange is provided on the opposite side, which is directly connected to the hub in a torque-transmitting manner for connection to a transmission input shaft. At least one (central) flange is provided between the two hub flanges, and the at least one (central) flange is elastically connected to the two hub flanges only via at least one energy storage element on the hub flange side. The two hub flanges are not in direct contact with one another in a torque-transmitting manner.

[0012] Furthermore, a torque limiter element is provided which is arranged to transmit a predetermined maximum torque and which opens when the torque presents a value above the predetermined maximum torque (torque excess). Thus, the maximum transmittable torque is the maximum value seen by the other side of the torque limiter unit.

[0013] It is proposed that the torque limiter unit is arranged on the transmission side so that the multi-flange damper is not loaded with torques that are higher than the maximum torque that can be transmitted. The multi-flange damper is therefore protected from such loads (loads that cause wear). The torque limiter unit is arranged between an inner hub and an outer hub, wherein the inner hub is directly connected to the transmission input shaft or directly connected to another intermediate element (such as a clutch or a dual mass flywheel) and then to the transmission input shaft.

[0014] The outer hub is arranged so that the multi-flange damper is in direct torque-transmitting contact with the outer hub. The outer hub is particularly preferably designed in the direction of the multi-flange damper so that the flange of the multi-flange damper is centered on the outer hub. The torque limiter unit is arranged between the outer hub and the inner hub. For example, if the torque limiter unit is designed as a plate-type limiter with an outer plate and an inner plate, the outer plate is suspended in the outer hub and the inner plate is suspended in the inner hub. In this embodiment of the torque limiter unit as a plate-type limiter, the outer plate is preferably designed as a friction lining and the inner plate is designed as a metal (e.g. steel) plate, preferably as a metal (e.g. steel) plate without a friction lining.

[0015] The torque limiter unit preferably has a pretensioner and a counter-bearing, between which inner and outer plates are alternately arranged in the axial direction in order to limit the maximum torque that can be transmitted between the inner hub and the outer hub. The pretensioner and the counter-bearing are axially supported on the outer hub.

[0016] Furthermore, it is advantageous if the pretensioning device and the counter bearing are arranged radially inside the outer hub.

[0017] Preferably, the counter-bearing is formed in one piece with the outer hub and the pretensioning device is axially supported in the outer hub by means of a fastening ring.Alternatively, the counter-bearing is formed by a fastening ring and the pretensioning device is axially supported by a one-piece inner shoulder of the outer hub.

[0018] It is proposed that a pretensioning device for the torque limiter unit and a counter-bearing element counteracting the pretensioning device are each axially supported on the outer hub. For example, the pretensioning device is a cup spring (or an assembly of cup springs) and the counter-bearing element is an annular element, and the friction pairs of the torque limiter unit are pressed together by the pretensioning device against the counter-bearing element so that a maximum value of a predetermined torque can be transmitted. If this predetermined torque is too great (torque overload), the friction pairs disengage from each other and part of the applied torque is dissipated as waste heat.

[0019] Since the torque limiter unit is arranged completely radially inside the outer hub, the embodiment of the torsional vibration damper proposed here has a particularly low moment of inertia on the transmission side. If the torque limiter unit slips, only the inner hub is entrained (if necessary together with the inner plate). The pretensioning device and the counter bearing are still supported on the outer hub and therefore cannot be entrained.

[0020] In a preferred embodiment, the outer hub is designed as a machined component, for example a machined component made by turning and / or stamping. Such a component is very compact and can be designed to have a high strength and at the same time can be manufactured inexpensively. In another embodiment, the outer hub is produced by means of sintering or by means of extrusion (preferably cold extrusion). Other manufacturing methods can also be used, wherein this is selected according to the mechanical requirements, the number of parts and the set budget. In one embodiment, the inner hub is manufactured in the same way as the outer hub.

[0021] In a preferred embodiment of the outer hub, the number of (inner) teeth of the inner toothing is greater than the number of (outer) teeth of the outer toothing. The number of inner teeth particularly preferably corresponds to a multiple of the number of outer teeth. This achieves an advantageous stress distribution in the outer hub.

[0022] It is advantageous if the multi-flange damper has at least one stop with which one of the flanges can come into contact during the transmission of the shear torque and with which the other identical flange of the flanges can come into contact during the transmission of the tensile torque, wherein the contact of the respective flange with the stop is free of play, while the simultaneous engagement of the respective flange with the outer hub is affected by play. The multi-flange damper is thus supported on the outer hub in a floating manner. In this case, play in the sense of a floating bearing is a play of greater than 0.0 mm and 0.5 mm in the teeth, which can compensate for manufacturing tolerances and can also prevent rattling noises. However, if play is present when the flanges rest against the stop, this will lead to rattling noises.

[0023] The torsional vibration damper proposed here corresponds at least functionally to the torsional vibration damper described above, wherein the pretensioning device and the counter bearing of the torque limiter unit are only optionally supported in the outer hub. It is now proposed that, as an alternative or in addition to the previous description, the torsional vibration damper has an outer hub, which is arranged so that the flange of the multi-flange damper is mounted in a floating manner on the outer hub. By having the flange of the multi-flange damper supported in a floating manner on the outer hub, the flange is protected from the forces required for pretensioning the components of the torque limiter unit and is free to move according to the conditions prevailing in the multi-flange damper, and the components of the multi-flange damper are loaded accordingly (less). It is particularly advantageous if a hysteresis element, such as the one proposed below, is provided, since the hysteresis element is not subjected to forces from the torque limiter unit or the pretensioning device.

[0024] In this embodiment, both the pretensioning device and the counter bearing are supported on the outer hub, and the multi-flange damper is mounted in a floating manner on the outer hub. This results in a compact and simple construction with the mentioned advantage of low loads on the multi-flange damper.

[0025] In an advantageous embodiment of the torsional vibration damper it is further proposed that the counter-bearing is formed integrally with the outer hub and the pretensioning device is axially supported in the outer hub by means of a fastening ring, or that the counter-bearing is formed by means of a fastening ring and the pretensioning device is axially supported by means of an integral inner shoulder of the outer hub, wherein the outer hub is preferably designed as a machined part, wherein the outer hub preferably has an outer shoulder, by which a hysteresis element is formed together with one of the flanges.

[0026] In a first embodiment, it is proposed that the counter bearing is formed in one piece with the outer hub, i.e. the counter bearing does not need to be connected to the outer hub as a separate component, but the counter bearing is already formed in one piece by the outer hub during assembly of the torsional vibration damper. It is not excluded that the counter bearing is first connected to the outer hub in a preliminary assembly step, for example by welding. Furthermore, it is proposed here that the pretensioning device can be radially displaced by means of a fastening ring, which is designed, for example, as a spring washer, which is tensioned radially outwards and can be inserted into a corresponding recess in the outer hub.

[0027] In this context, it is proposed in a second (alternative) embodiment that the counter bearing is formed by a fastening ring which, for example, extends radially outwards and can be inserted into a corresponding recess in the outer hub. Furthermore, the inner shoulder (the inner shoulder pointing radially inwards) is formed integrally with the outer hub, i.e. it does not need to be connected to the outer hub as a separate component, but rather it is already formed integrally by the outer hub when the torsional vibration damper is assembled. It is not excluded that the inner shoulder is first connected to the outer hub in a preliminary assembly step, for example by means of welding. The pretensioning device is axially supported on this inner shoulder.

[0028] For example, in one embodiment of the torque limiter unit as a plate limiter (in both of the aforementioned embodiments), the plates can be inserted into the outer hub (and inner hub) in the desired sequence and finally the pretensioning device or the counter-bearing can be attached. The reaction force for the desired pretensioning is axially supported in the outer hub by means of a fastening ring. On the inner hub there is only a positioning protection device for the torque limiter unit (which can be an inner plate), for example a floating bearing. If there is an excessive torque, only the inner friction pair (for example inner hub with inner plate) rotates on the transmission side, so that the mass moment of inertia on the transmission side (at least the mass moment of inertia related to the torsional vibration damper) is particularly low.

[0029] In a preferred embodiment, the outer hub has an outer shoulder which is provided as an axial bearing for the hub flange of the multi-flange damper. This axial contact is particularly preferably designed with a predetermined preload and a predetermined friction coefficient, optionally with a friction lining arranged therebetween, so that a hysteresis element is formed (see the following embodiments). In another embodiment, the external toothing of the outer hub is designed with at least one axial face, preferably two axial faces, by means of which an axial contact for the multi-flange damper is formed, for example in the following embodiments, preferably with two side discs or one of the side discs.

[0030] In an advantageous embodiment of the torsional vibration damper, it is further provided that a pre-damper is arranged on the inner hub side and / or on the outer hub side.

[0031] It is proposed that the torsional vibration damper also includes at least one pre-damper, which resists impact noise, for example, when the drive train is running at low speed or when the coupling process is quickly performed under similar circumstances. In one embodiment, the pre-damper is arranged for each of the two torque directions (referred to as tensile torque or thrust torque in motor vehicles). In one embodiment, a single pre-damper is provided, which is preferably arranged so that it is effective for both torque directions, for example, the pre-damper can be arranged on the central flange. In one embodiment, at least one of the pre-damper is arranged in front of or on the inner hub, in front of or on the outer hub, or in front of one of the (hub) flanges or on one of the (hub) flanges.

[0032] In an advantageous embodiment of the torsional vibration damper, it is further provided that at least three flanges are connected in series with one another.

[0033] In this embodiment, at least three flanges are connected in series with one another, wherein the flanges are supported via energy storage elements on flanges that are directly adjacent in each case in the direction of rotation (or in the direction of the rotation angle). Rotational irregularities are therefore first transmitted to the first (hub) flange, then to the (central) flange that is immediately adjacent in the direction of rotation, and from the (central) flange that is immediately adjacent in the direction of rotation to the (hub) flange that is immediately adjacent in the direction of rotation (and if there are more than three flanges, they are further transmitted accordingly). Depending on the direction in which the torque acts, this is applied correspondingly starting from the engine side or from the transmission side or from one side of the torque limiter unit. Preferably, according to the following description, the hub flange is connected to the outer hub in a torque-transmitting manner (radially inwardly) and to at least one side disc in a torque-transmitting manner (radially outwardly), and at least one central flange is supported only on the hub flange in a torque-transmitting manner and is preferably centered with the aid of the outer hub. Particularly preferably, a staggered response of the flanges is provided, wherein a softer energy storage element is arranged between the first (hub) flange and the at least one central flange, and a relatively harder energy storage element is arranged between the second (hub) flange and the at least one central flange. The energy storage elements are preferably each a helical compression spring, for example a spring assembly having at least one inner spring and one outer spring. The helical compression springs are particularly preferably all designed with a straight spring axis.

[0034] In an advantageous embodiment of the torsional vibration damper, it is further provided that at least one centrifugal pendulum is also provided, wherein at least one of the centrifugal pendulums is preferably fastened to an axially central flange of the at least three flanges.

[0035] It is generally undesirable for motor vehicles to emit a high level of noise. Therefore, it is advantageous to provide a centrifugal pendulum. According to the proposal, the centrifugal pendulum is connected here to the torsional vibration damper so that the transmitted torque of a predetermined vibration frequency can be eliminated. The centrifugal pendulum is preferably arranged on the engine side of the (outer) hub, i.e. together with the multi-flange damper. This means that the moment of inertia on the transmission side is particularly low.

[0036] In a preferred embodiment, the centrifugal pendulum is connected to the central flange, so that the loads on the hub flanges are low and the frequencies that generate noise are eliminated particularly early on the engine side. A further advantage is that the centrifugal pendulum always acts on the central flange during operation, because the central flange is always free, i.e. actively participates in the damping, while the hub flanges are firmly in contact in the corresponding torque direction. In another embodiment, the centrifugal pendulum is fixed to at least one of the hub flanges, so that a specific torque direction-dependent compensation is provided.

[0037] In an advantageous embodiment of the torsional vibration damper, it is further provided that the multi-flange damper comprises at least one helical compression spring with a straight spring axis between the plurality of flanges, wherein preferably the at least one helical compression spring is radially guided only by at least one of the flanges.

[0038] It is now proposed that the multi-flange damper has at least one helical compression spring with a straight spring axis, preferably a total of four helical compression springs, each of which has a straight spring axis, two of which are arranged between the first hub flange and the central flange of the multi-flange damper, and two of which are arranged between the central flange and another hub flange of the total three flanges of the multi-flange damper. This design enables a compact construction and a long torsion angle, so that a larger torque deflection can be achieved with the existing damping characteristics of the multi-flange damper. At the same time, the helical compression springs with a straight spring axis are easy to control in terms of the damping characteristics of the helical compression springs, and these helical compression springs are inexpensive to manufacture.

[0039] In a preferred embodiment, at least one helical compression spring is radially guided only by at least one of the flanges, particularly preferably by means of a centering lug on each of the two flanges, to which the corresponding helical compression spring is attached. In this case, preferably there is no contact with other components of the multi-flange damper or torsional vibration damper. This means that the wear on the helical compression spring is particularly low.

[0040] In a preferred embodiment, at least three flanges are connected in series with one another, preferably by means of the aforementioned helical compression springs, wherein a softer helical compression spring is arranged between the first (hub) flange and at least one central flange, and a relatively harder helical compression spring is arranged between the second (hub) flange and at least one central flange. The helical compression springs are preferably designed at least partially as a spring assembly, wherein, in one embodiment, at least one spring (preferably an inner spring) of the spring assembly is shorter than the longest spring (preferably a spring that is not prestressed, particularly preferably a spring at a distance from one of the adjacent flanges) of the spring assembly, so that initially only the longest spring (which is in permanent contact and bearing) is in contact with the two adjacent flanges, and at least one shorter spring is effective only from a predetermined relative rotation angle of the adjacent flanges. This produces a stepped spring stiffness by simple means. The outermost spring of the spring assembly is particularly preferably centered, for example by means of a pin or a cup, and at least one inner spring is guided by means of the outermost spring. In one embodiment, for example, a (single) outer helical compression spring and a (single) inner helical compression spring are provided. The outer helical compression spring is guided and centered, and the inner helical compression spring is guided by the outer helical compression spring. The inner helical compression spring is so much shorter than the outer helical compression spring that the inner helical compression spring is in contact with only one flange or no flange when the outer helical compression spring is in the uncompressed state, preferably attached to one flange, for example a central flange. The inner helical compression spring is in contact with the other flange, one of the hub flanges, only if the two flanges are rotated relative to each other through such an angle that the distance covered corresponds to the difference in length of the two helical compression springs of the spring assembly described here, or (then in the case of force transmission by the inner helical compression spring) the distance covered is greater than this difference in length.

[0041] In an advantageous embodiment of the torsional vibration damper, it is further provided that at least one side disc is provided for connection to a drive shaft, wherein the at least one side disc is connected to the multi-flange damper in a torque-transmitting manner on the connection side, wherein, preferably, the at least one side disc is spaced apart from the at least one helical compression spring according to the above-described embodiment during operation of the torsional vibration damper.

[0042] In this embodiment, it is proposed that at least one side disc, particularly preferably two side discs in a pair, are arranged axially relative to one side of the flange of the multi-flange damper, wherein the side discs are preferably indirectly arranged for connection to the drive shaft. For example, the first of the two side discs in a pair is equipped with a radially outwardly protruding flange, which can be connected, preferably screwed, to a flywheel of the drive shaft. The second side disc of the two side discs does not have such a radial flange and is particularly preferably arranged to axially overlap the connection of the first side disc to the drive shaft, for example a flywheel. At least one side disc has a stop, preferably both side discs have bolts or riveted plates, which can be brought into contact with the hub flange in a torque-transmitting manner in the circumferential direction.

[0043] In a preferred embodiment, at least one side disc is arranged such that the helical compression spring is always spaced apart from the side disc under the designed load, so that no friction connection can be formed between the side disc and the at least one helical compression spring. It should be noted that preferably no friction reducing device is provided between the side disc and the helical compression spring, but an air gap is provided. For example, at least one side disc is arranged such that an overloaded, for example broken, helical compression spring can be prevented from escaping by means of the side disc, so that surrounding components are protected in the event of a disaster.

[0044] The side disk is preferably a sheet metal part which is particularly preferably formed by means of cold forming, for example embossing and / or punching.

[0045] In a preferred embodiment of the torsional vibration damper, it is further proposed that a hysteresis element is formed between at least one side disk and one of the flanges, wherein, preferably under the action of an axial hysteresis pretensioning force, the first flange is in frictional contact with the first side disk by means of a friction lining and the second flange is in direct frictional contact with the second side disk.

[0046] It is now proposed that at least one hysteresis element is also formed, by means of which the response behavior of the multi-flange damper can be delayed. Thus, only above a predetermined torque amplitude is the corresponding flange set to vibrate, and below this predetermined torque amplitude the corresponding flange remains in its initial position. In a preferred embodiment, the multi-flange damper has two hub flanges, wherein each hub flange is preferably designed in each case with a separate hysteresis element, particularly preferably with different configurations. Particularly preferably, a single pretensioning device is provided for both hysteresis elements, wherein the pretensioning device is, for example, a cup spring (or a cup spring assembly), or the pretensioning device is formed by means of a mounting situation, for example by means of riveting.

[0047] In a preferred embodiment, a friction lining is provided between the first side disc and the first flange, thereby forming a first hysteresis element, and a direct contact is formed between the second side disc and the second flange, thereby forming a second hysteresis element. When there is direct friction contact between the second flange and the second side disc, the friction coefficient is low (e.g. metal to metal). This is particularly useful in a motor vehicle for the so-called push direction, i.e. the transmission of torque (e.g. of the wheels) to the drive machine (see below). On the other hand, a higher friction coefficient is advantageous for the pulling direction in a motor vehicle, wherein a higher torque amplitude is required in order to trigger the action of the multi-flange damper. Here, the use of a friction lining in the hysteresis element is advantageous.

[0048] In a preferred embodiment of the torsional vibration damper, it is further proposed that the multi-flange damper comprises three or more axially adjacent flanges, and at least one axially central flange is centered on the outer hub and axially supported by every two axially adjacent flanges, preferably by means of low-friction centering elements.

[0049] In this embodiment, a multi-flange damper is proposed which comprises three or more flanges axially adjacent to one another, wherein at least one axially centered flange (central flange) is formed. This axially centered flange is centered on the outer hub, but is not in torque-transmitting contact with the outer hub. Only two hub flanges are provided to transmit torque (depending on the direction of rotation) via the outer hub and are also centered via the outer hub. Thus, the flanges of the multi-flange damper are all centered on the outer hub.

[0050] In a preferred embodiment, at least one axially centered flange is provided with a centering element which provides a low-friction contact with the outer hub and / or the axially adjacent flange. Such a centering element is preferably a plastic part which is snapped onto the at least one axially centered flange in a form-fitting manner or is injection-molded onto the at least one axially centered flange. In a particularly preferred embodiment, the play between the outer hub and the centering element is particularly small and the centering element particularly preferably has running-in properties, so that deviations caused by production can be compensated during operation.

[0051] According to another aspect, a drive train is provided, which has at least the following components:

[0052] An electric drive machine having a drive shaft;

[0053] - at least one consumable part; and

[0054] - a torsional vibration damper according to the embodiment described above,

[0055] Therein, a drive shaft for torque transmission by means of a torsional vibration damper is connected to at least one consumer in a vibration-damped and frictionally engaged manner limited to a predetermined maximum torque.

[0056] The drive train proposed here comprises an electric drive machine which is connected in a torque-transmitting, preferably detachable manner to at least one consumer, such as a drive wheel in a motor vehicle. By means of a torsional vibration damper, the electric drive machine is protected from excessive torque (on the consumer side) and torque fluctuations (at least introduced torque fluctuations on the consumer side) are damped, so that the sensitive electric drive machine is well protected. The inner hub is located on the consumer side and the multi-flange damper is located on the engine side (for example, on the engine side by means of at least one of the side discs).

[0057] The drive train proposed here damps torsional vibrations particularly well and the drive machine is protected from excessive torques on the transmission side, wherein the loads on the transmission components of the drive train are particularly low due to the low mass moment of inertia on the transmission side.

[0058] According to a further aspect, a motor vehicle is proposed, which has at least one drive wheel which can be driven by means of a drive train according to the embodiment described above.

[0059] Due to the increased number of components, the installation space in motor vehicles is particularly small and the use of small-sized drive trains is therefore particularly advantageous. In the case of electrically driven machines, the sensitivity to disruptive torque fluctuations and overtorque is high, so that effective damping of such torque fluctuations and good limitation of the maximum transmittable torque (on the wheel side) are required.

[0060] The torsional vibration damper proposed here provides a cost-effective component which requires little installation space, has a long service life due to the low mass moment of inertia on the drive side and is designed to be very gentle on the transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] The invention described above will be described in detail below based on important technical background with reference to the relevant drawings, which show preferred embodiments. The invention is in no way limited by the drawings which are merely schematic, wherein it should be noted that the drawings are not accurate in size and are not intended to be used to define the scale. In the drawings:

[0062] Figure 1 Torsional vibration damper shown in cross section

[0063] Figure 2 A torsional vibration damper having a centrifugal pendulum is shown;

[0064] Figure 3 A torsional vibration damper with a centrifugal pendulum in another embodiment is shown;

[0065] Figure 4 shows a circuit diagram of a torsional vibration damper without a pre-damper;

[0066] Figure 5 A circuit diagram of a torsional vibration damper with a pre-damper on the outer hub side is shown;

[0067] Figure 6 A circuit diagram of a torsional vibration damper with a pre-damper on the inner hub side is shown;

[0068] Figure 7a Shown in cross section Figure 1 A torsional vibration damper, wherein the torque flow enters the pulling operation;

[0069] Figure 7b The plan view shows Figure 1 A torsional vibration damper in which the torque flow enters the pulling operation at half the torsion angle;

[0070] Figure 7c The plan view shows Figure 1 A torsional vibration damper wherein the torque flow is in a pulling mode at all torsion angles;

[0071] Figure 8a Shown in cross section Figure 1 A torsional vibration damper, wherein the torque flow enters an overrunning mode;

[0072] Figure 8b The plan view shows Figure 1 A torsional vibration damper, wherein the torque flow enters an overrunning mode at half the torsion angle;

[0073] Figure 8c The plan view shows Figure 1 A torsional vibration damper, wherein the torque flow enters an overrunning mode at all torsion angles;

[0074] Fig. 9 The plan view shows Figure 1 torsional vibration dampers; and

[0075] Fig.10 A drive train with a torsional vibration damper in a motor vehicle is shown. DETAILED DESCRIPTION

[0076] Figure 1A schematic sketch of a torsional vibration damper 1 with a rotation axis 2 located on a transmission input shaft 9 (shown in dashed lines) is shown in section. The torsional vibration damper 1 comprises a multi-flange damper 4 and a centrally arranged torque limiter unit 11. The multi-flange damper 4 comprises a helical compression spring 20 with a straight spring axis 21 and three flanges, namely a (first) hub flange 5 (shown on the right), a (second) hub flange 6 (shown on the left) and an axially centered (central) flange 7. The hub flanges 5, 6 are connected to the external toothing 31a of the outer hub 10 in order to transmit torque depending on the direction. The central flange 7 is centered on the outer hub 10, optionally here by means of a centering element 26 on the outer hub and on the external toothing 31a. The centering element 26 is preferably made of a friction-reducing plastic. Two side discs 22, 23 are arranged on the sides of the flanges 5, 6, 7 of the multi-flange damper 4 on the torsional vibration damper 1, wherein the first side disc 22 is arranged for connection to a drive shaft 24 of the drive train 3. The side discs 22, 23 are designed here (optionally) as sheet metal elements. In order to protect the motor vehicle 30 from the effects of torque increases during operation, the torsional vibration damper 1 has a torque limiter unit 11. The torque limiter unit 11 is arranged between the inner hub 8 and the outer hub 10. The torque limiter unit 11 comprises a plate assembly with a plurality of inner plates 32 and outer plates 33, one of which is represented here as part of an integral body. The outer plate 33 is suspended in the outer hub 10 and the inner plate 32 is suspended in the inner hub 8, wherein the outer plate 33 is preferably formed as a friction lining 25 and the inner plate 32 is formed as a sheet metal (e.g. a sheet metal made of steel). A pretensioning device 12 is provided for generating a predetermined pretensioning force on the plate assembly, which is designed here as a leaf spring (or cup spring assembly). The pretensioning device 12 and the counter-bearing 13 opposing the pretensioning device are each axially (counteractingly) supported on the outer hub 10. The counter-bearing 13 is here (optionally) formed by means of a fastening ring 14 supported on the outer hub 10. The pretensioning device 12 is (optionally) supported on an inner shoulder 15 formed in one piece with the outer hub 10, wherein the inner shoulder 15 is preferably formed by pushing from a tubular blank (cut) to form the outer hub 10. In addition, a hysteresis element 17 is (optionally) provided on each of the two hub flanges 5, 6. The hysteresis element 17 is formed between the second hub flange 6 and the axially equilateral (second) side disk 23, wherein a friction element 34 is inserted. Another hysteresis element 17 is formed between the first hub flange 5 and the outer shoulder 16 of the outer hub 10. The first side disk 22 is centered on the outer hub 10 (optionally with the aid of a centering sleeve 35 ) and comes into contact with the outer shoulder 16 .

[0077] The external teeth 31a of the outer hub 10 mesh alternately with the flanges 5, 6, 7 of the multi-flange damper 4 according to the thrust torque and the tension torque. In addition, the outer hub 10 has an internal tooth 31b, into which the outer plate 33 of the torque limiter unit 11 is suspended. The multi-flange damper 4 has at least one stop 50, through which one of the flanges 5, 6, 7 can be in contact with the transmission of the thrust torque, and through which the other of the flanges 5, 6, 7 can be in contact with the transmission of the tension torque. The system of the corresponding flanges 5, 6 has no play on the stop 50, while the simultaneous engagement of the corresponding flanges 5, 6 with the outer hub (especially the simultaneous engagement with the outer hub at all torsion angles) is affected by play. The inner plate 32 and the outer plate 33 are arranged alternately in the axial direction between the pretensioning device 12 and the counter bearing 13 to limit the maximum torque that can be transmitted between the inner hub 8 and the outer wheel 10. The pretensioner 12 and the counter-bearing 13 are axially supported on the outer hub 10. Furthermore, the pretensioner 12 and the counter-bearing 13 are arranged radially inside the outer hub 10. The counter-bearing 13 is formed in one piece with the outer hub 10, and the pretensioner 12 is axially supported in the outer hub 10 by means of a fastening ring 14. Alternatively, the counter-bearing 13 is formed by means of a fastening ring 14, and the pretensioner 12 is axially supported by means of a one-piece inner shoulder 15 of the outer hub 10.

[0078] Figure 2 A schematic sketch of a torsional vibration damper 1 with a rotation axis 2 is shown in cross section on a transmission input shaft 9 (shown as a dashed line). Figure 1, and in this respect reference is made to the description in this figure. The side discs 22, 23 are mounted axially here by means of the external toothing 31a of the outer hub 10, i.e. the first side disc 22 is in contact with the first axial face 36 of the external toothing 31a, and the second side disc 23 is in contact with the second axial face 37 of the external toothing 31a. Here, the torsional vibration damper 1 comprises (irrespective of the mounting of the side discs 22, 23 mentioned above) a centrifugal pendulum 19 preferably suspended on the central flange 7. The centrifugal pendulum 19 is arranged axially laterally, preferably on the transmission side, in a manner radially overlapping with the first side disc 22 (and here also radially overlapping with the second side disc 23 which is smaller in radial direction). Two hysteresis elements 17 are provided (independent of the hysteresis elements mentioned above). One hysteresis element 17 comprises a hysteresis pretensioning device 38 and a friction lining 25, wherein the hysteresis pretensioning device 38 is designed here as a cup spring or a diaphragm spring (or a spring assembly) and is directly supported on the first side disc 22. The corresponding friction lining 25 is frictionally supported or fastened to the first hub flange 5 (and is in frictional contact with the hysteresis pretensioning device 38). The further hysteresis element 17 is formed by means of direct (metallic) contact between the second side disk 23 and the second hub flange 6. Preferably, the further hysteresis element 17 is provided for transmitting thrust torques in the motor vehicle 30 (from the transmission input shaft 9 to the first side disk 22) due to the lower friction coefficient, and the hysteresis element 17 with the friction lining 25 is provided for transmitting tensile torques in the motor vehicle 30 (from the first side disk 22 to the transmission input shaft 9) due to the higher friction coefficient (see FIG. 7 ). The pretensioning device 12 of the torque limiter unit 11 is axially supported by means of a fastening ring 14 on the outer hub 10 (independently of the above), and the counter bearing 13 is formed in one piece with the outer hub 10.

[0079] Figure 3 A schematic sketch of a torsional vibration damper 1 with a rotation axis 2 is shown in cross section on a transmission input shaft 9 (shown as a dashed line). Figure 1 The torsional vibration damper 1 is designed in a similar manner to that described in the drawings, and in this respect reference is made to the description in this drawing. The torsional vibration damper 1 also includes a centrifugal pendulum 19. The centrifugal pendulum 19 is arranged radially on the outside of the (smaller in this radial direction) second side disc 23, and the centrifugal pendulum is arranged radially in a manner that partially radially overlaps with the side of the first side disc 22 (preferably on the engine side).

[0080] Figure 4 For example, Figure 1Circuit diagram of a torsional vibration damper 1 shown in FIG. On the left side of the image are the (engine-side) side discs 22, 23 of a multi-flange damper 4, which are connected to the adjacently arranged first flange 5 and the (somewhat centrally located in the figure) second flange 6 by means of friction elements 34 for the desired hysteresis effect and which in each case form a torque transmission stop 50 for these flanges 5, 6 on one side, preferably in the form of a torque transmission stop in the form of a spacer bolt, by means of which the two side discs 22, 23 are riveted together. In particular, two stops 50 spaced 180° from each other are provided.

[0081] The central flange 7 is arranged between two (hub) flanges 5, 6, each of which is connected to two adjacent flanges 5, 6 by means of a helical compression spring 20 and a friction element 34, so that it is possible to elastically and by friction relative rotation to reach a first clearance angle 39 to the first flange 5 and to reach a second clearance angle 40 to the second flange 6. The first flange 5 and the second flange 6 are each connected to the outer hub 10 in a torque-transmitting manner. The first torsion angle 41 can be freely moved between the outer hub 10 and the first flange 5 in a first rotational direction (e.g., a pushing direction), i.e., can be freely moved under excitation. Similarly, the second rotation angle 42 can be freely moved between the outer hub 10 and the second flange 6 in a second rotational direction (e.g., a pulling direction), i.e., can be freely moved under excitation. In the respective opposite directions, an (angled) play 43 is provided. The outer hub 10 (with play 43 and friction element 34 or subjected to friction) is in turn connected to the outer plate 33, and the inner hub 8 (on the transmission connection side) is connected to the inner plate 32 in a functionally identical manner. The outer plate 33 and the inner plate 32 form a functional unit of the torque limiter unit 11 .

[0082] Figure 5 The circuit diagram of the torsional vibration damper 1 is shown in FIG. Figure 4 . In this respect, reference is made to the above description. However, in this case, a pre-damper 18 is additionally provided, which is connected between the outer hub 10 and the (hub) flanges 5, 6 of the multi-flange damper 4, wherein the pre-damper output 44 forms a direct connection with the (hub) flanges 5, 6 and the outer hub 10 is only indirectly connected to the multi-flange damper 4 via the pre-damper 18 in a torque-transmitting manner. Similar to the multi-flange damper 4, the pre-damper 18 comprises energy storage elements, such as helical compression springs 20 and friction elements 34, and a (third) clearance angle 45, about which the outer hub 10 and the pre-damper output 44 can rotate relative to each other. However, the damping characteristics are designed significantly differently, for example, the damping characteristics are designed to be softer and have a larger dissipation component.

[0083] Figure 6 The circuit diagram of the torsional vibration damper 1 is shown in FIG. Figure 5 In this respect, reference is made to the above description. In this case, however, a predamper 18 is provided which is connected between the inner hub 8 and the inner plate 32, wherein the predamper output 44 forms a direct connection with the inner plate 32 and the inner hub 8 is connected to the torque limiter unit 11 only indirectly via the predamper 18 in a torque-transmitting manner. For example, the predamper 18 is connected to the inner hub 8 via the predamper 18. Figure 5 The above-mentioned setting.

[0084] exist Figures 7a to 7c In the figure, shown in cross section and plan view Figure 1 The torsional vibration damper 1, wherein Figure 7b In the case of , the torque flow enters the pulling operation at half the torsion angle and Figure 7b In the pulling mode, the torque flow enters the pulling mode at the full torsion angle. Two stops 50 are formed by spacer bolts, against which the two flanges 5, 6 rest in the nominal position (untensioned position). The torque is introduced clockwise via the two side discs 22, 23 (partially removed or freely intercepted in the plan view). The spacer bolts are firmly connected to the side discs 22, 23 so that the torque is transmitted from the spacer bolts to the first flange 5. The second flange 6 transmits the torque to the applied helical compression spring 20. The helical compression spring is compressed and guides the torque to the central flange 7. The central flange 7 transmits the torque to the next helical compression spring 20. In the process, the central flange 7 twists at about half the torsion angle generated by the second flange 6. Therefore, this structure forms a series connection of the two above-mentioned compression springs 20. The compression spring 20 transmits the torque to the first flange 5 that moves relative to the side discs 22, 23. After the clearance 43 greater than 0.0 mm and less than 0.5 mm has been overcome, the first flange 5 rests against the external teeth 31a. The torque is then introduced into the torque limiter unit 11. The torque is distributed so that the first flange 5 resting on the torque limiter unit 11 transmits more torque than the second flange 6. As soon as the torque has reached the limit value, the two flanges 5, 6 place their toothing on the external toothing 31a of the torque limiter unit 11, and two of the three flanges 5, 6, 7 transmit the torque. In this rotational direction, the external toothing 31a of the torque limiter unit 11 acts as a torque limiter.

[0085] exist Figures 8a to 8c In the figure, shown in cross section and plan view Figure 1 The torsional vibration damper 1 in Figure 8b In the case of torque flow, the torque flow enters the push mode at half the torque angle and Figure 8cIn this direction of rotation, the torque flow enters the push mode at the full torsion angle. In the opposite direction, the torque passes from the inner hub 8 via the torque limiter unit 11 to the external toothing 31a. Here, too, the play 43 between the external toothing 31a and the toothing of the flanges 5, 6 must first be overcome. In this direction of rotation, there is a movement of the second flange 6 relative to the two side disks 22, 23. This relative movement, together with the hysteresis elements 17 on the side disks 22, 23, generates additional friction. In this direction of rotation, the external toothing 31a of the torque limiter unit 11 acts as a torque transmitter.

[0086] Fig. 9 4 shows again in detail the play 43 between the toothing of the first flange 5 and the external toothing 31 a. The same applies to the second flange 6 on the other side of the torsional vibration damper 1 .

[0087] Fig.10 A (hybrid) drive train 3 in a (hybrid) motor vehicle 30 is shown. The electric drive machine 27 is connected in parallel to the left drive wheel 28 and the right drive wheel 29 forming the consumable parts via the drive shaft 24 (rotor shaft) of the electric drive machine in a torque-transmitting manner, and the internal combustion engine 46 is connected to the left drive wheel and the right drive wheel via the combustion shaft 47 of the internal combustion engine in a torque-transmitting manner. The motor vehicle 30 is designed as a front-wheel drive vehicle, so that the electric drive machine 27 and the internal combustion engine 46 are arranged in front of the cab 48, and the front-wheel drive vehicle is only optional. In addition, the electric drive machine 27 and the internal combustion engine 46 are only optionally arranged transversely, that is, wherein the rotor shaft 24 and the internal combustion engine shaft 47 are arranged transversely to the longitudinal axis 49 of the motor vehicle 30.

[0088] The above exemplary embodiments relate to a torsional vibration damper 1 for a drive train 3 having an axis of rotation 2 , which has at least the following components:

[0089] a multi-flange damper 4 having a plurality of flanges 5, 6, 7 for damping torsional vibrations as a function of thrust torque and tension torque;

[0090] a torque limiter unit 11 which is arranged radially inside the multi-flange damper 4 and has an inner plate 32 and an outer plate 33 for limiting the maximum transmittable torque;

[0091] an outer hub 10 which is arranged radially inside the multi-flange damper 4 and radially outside the torque limiter unit 11 and which connects the multi-flange damper 4 to the torque limiter unit 11 for transmitting torque; and

[0092] - an inner hub 8, which is arranged radially inside the torque limiter unit 11 for connection to the transmission input shaft 9, an outer hub 10 having external teeth 31a, which engage with the flanges 5, 6, 7 of the multi-flange damper 4 in an alternating manner according to thrust torque and tension torque, and an outer hub 10 having internal teeth 31b, into which the outer plate 33 of the torque limiter unit 11 is fitted.

[0093] The torsional vibration damper proposed here makes the mass moment of inertia on the output side or on the transmission side particularly low.

[0094] Description of Reference Numerals

[0095] 1 Torsional vibration damper

[0096] 2 Axis of rotation

[0097] 3 (Hybrid) Powertrain

[0098] 4 Multi-flange damper

[0099] 5 First flange

[0100] 6 Second flange

[0101] 7 Central flange

[0102] 8 Inner hub

[0103] 9 Transmission input shaft

[0104] 10 Outer hub

[0105] 11 Torque limiter unit

[0106] 12 Pre-tensioning device

[0107] 13 Counter support

[0108] 14 Fastening ring

[0109] 15 Inner shoulder of outer hub

[0110] 16 Outer shoulder of outer hub

[0111] 17. Hysteresis element

[0112] 18 Pre-damper

[0113] 19 Centrifugal Pendulum

[0114] 20 Helical compression spring

[0115] 21 Spring axis

[0116] 22 First side plate

[0117] 23 Second side plate

[0118] 24 Drive shaft

[0119] 25 Friction lining

[0120] 26 Centering element

[0121] 27 Electric drive machines

[0122] 28 Left drive wheel

[0123] 29 Right drive wheel

[0124] 30 (Hybrid) motor vehicles

[0125] 31a External teeth

[0126] 31b Internal teeth

[0127] 32 Inner plate

[0128] 33 outer panel

[0129] 34 Friction element

[0130] 35 Centering sleeve

[0131] 36 First axial surface

[0132] 37 Second axial plane

[0133] 38 Delayed pretensioning device

[0134] 39 First clearance angle

[0135] 40 Second clearance angle

[0136] 41 First torsion angle

[0137] 42 Second torsion angle

[0138] 43 Clearance

[0139] 44 Pre-damper output

[0140] 45 Third clearance angle (pre-damper)

[0141] 46 Internal combustion engine

[0142] 47 Internal combustion engine shaft

[0143] 48 Cab

[0144] 49 longitudinal axis

[0145] 50 Stopper

Claims

1. A torsional vibration damper (1) for a drive train (3) having a rotation axis (2), the torsional vibration damper having at least the following components: - a multi-flange damper (4) having a plurality of flanges (5, 6, 7) for damping torsional vibrations in response to thrust torque and tension torque; a torque limiter unit (11) which is arranged radially inside the multi-flange damper (4) and has an inner plate (32) and an outer plate (33) for limiting the maximum transmittable torque; an outer hub (10) which is arranged radially inside the multi-flange damper (4) and radially outside the torque limiter unit (11) and which connects the multi-flange damper (4) to the torque limiter unit (11) in order to transmit torque; as well as - an inner hub (8) which is arranged radially inside the torque limiter unit (11) for connection to a transmission input shaft (9), the outer hub (10) having external teeth (31a) which engage with the flanges (5, 6, 7) of the multi-flange damper (4) in an alternating manner according to the thrust torque and the tension torque, and the outer hub (10) having internal teeth (31b) into which the outer plate (33) of the torque limiter unit (11) is fitted.

2. The torsional vibration damper (1) according to claim 1, wherein: The torque limiter unit (11) has a biasing device (12) and a counter-support (13), the inner plate (32) and the outer plate (33) are alternately arranged between the biasing device and the counter-support in the axial direction for limiting the maximum transmittable torque between the inner hub (8) and the outer hub (10), and the biasing device (12) and the counter-support (13) are axially supported on the outer hub (10).

3. The torsional vibration damper (1) according to claim 2, wherein: The biasing device (12) and the counter-support (13) are arranged radially inside the outer hub (10).

4. The torsional vibration damper (1) according to claim 2, wherein: The counter-bearing (13) is formed in one piece with the outer hub (10) and the biasing device (12) is axially supported in the outer hub (10) by means of a fastening ring (14), or wherein the counter-bearing (13) is formed by means of a fastening ring (14) and the biasing device (12) is axially supported by means of a one-piece inner shoulder (15) of the outer hub (10).

5. The torsional vibration damper (1) according to claim 1, wherein: The multi-flange damper (4) has at least one stopper (50), one of the flanges (5, 6, 7) is capable of contacting the at least one stopper during the transmission of the thrust torque, and the other of the flanges (5, 6, 7) is capable of contacting the at least one stopper during the transmission of the tension torque, wherein the contact between the corresponding flange (5, 6) and the stopper (50) is free of play, while the simultaneous engagement of the corresponding flange (5, 6) with the outer hub (10) is affected by play.

6. The torsional vibration damper (1) according to claim 1, wherein: A pre-damper (18) is arranged on the inner hub side and / or the outer hub side.

7. The torsional vibration damper (1) according to claim 1, wherein: At least three flanges (5, 6, 7) are connected in series with each other.

8. The torsional vibration damper (1) according to claim 1, wherein: At least one centrifugal pendulum (19) is also provided, wherein at least one of the centrifugal pendulums (19) is fixed to the axially central flange (7) among the at least three flanges (5, 6, 7).

9. The torsional vibration damper (1) according to claim 1, wherein: The multi-flange damper (4) comprises at least one helical compression spring (20) with a straight spring axis (21) located between a plurality of the flanges (5, 6, 7), wherein at least one of the helical compression springs (20) is radially guided only by at least one of the flanges (5, 6, 7).

10. The torsional vibration damper (1) according to any one of claims 1 to 9, wherein: At least one side disc (22, 23) is provided for connection to a drive shaft (24), wherein the at least one side disc (22, 23) is connected to the multi-flange damper (4) on the connection side in a torque-transmitting manner, wherein the at least one side disc (22, 23) is spaced apart from the helical compression spring or the helical compression spring (20) during operation of the torsional vibration damper (1).

11. The torsional vibration damper (1) according to claim 10, wherein: At least one hysteresis element (17) is formed between the at least one side disk (22, 23) and one of the flanges (5, 6), wherein, under axial hysteresis bias, the first flange (5) is in frictional contact with the first side disk (22) by means of a friction lining (25), and the second flange (6) is in direct frictional contact with the second side disk (23).

12. The torsional vibration damper (1) according to claim 1, wherein: The multi-flange damper (4) comprises three or more axially adjacent flanges (5, 6, 7), and at least one axially centered flange (7) is centered on the outer hub (10) and axially supported by two axially adjacent flanges (5, 6), and at least one axially centered flange is axially supported by means of a low-friction centering element (26).

Images