Torsional vibration damper and method for centering and fixing a torsional vibration damper

Abstract

The invention relates to a torsional vibration damper, in particular a dual mass flywheel, for torsional vibration damping between a drive shaft of a motor vehicle engine and a transmission input shaft of a motor vehicle transmission, comprising a primary mass for introducing torque and a secondary mass for transmitting torque which is rotatable relative to the primary mass via an energy storage element, in particular a spiral spring, wherein the primary mass comprises a fixing means for direct and torque-proof fixing at a drive flange of the drive shaft of the motor vehicle engine, wherein the primary mass comprises at least two projections which extend in the axial direction and are formed in one piece with the primary mass for centering the primary mass at the drive flange. By means of the projections which extend in the axial direction and are formed in one piece with the primary mass, simple and direct abutment centering of the primary mass at the drive flange can be achieved with a reduction in the axial installation space, so that a simplified installation and a torsional vibration damper which saves installation space are achieved.

Description

Technical Field

[0001] The present invention relates to a torsional vibration damper, particularly a dual-mass flywheel and a powertrain, by means of which the torsional vibration of the drive shaft of a motor vehicle engine is attenuated, and a method for centering and fixing such a torsional vibration damper in the powertrain of a motor vehicle. Background Technology

[0002] A dual-mass flywheel is known from DE 10 2008 004 150 A1, wherein, for torsional vibration damping of the drive shaft of a motor vehicle internal combustion engine, a primary mass is coupled to a secondary mass rotatable relative to the primary mass via an arc spring. The drive flange of the drive shaft, which is torsionally connected to the primary mass, has a protrusion for centering the primary mass at the drive flange, the protrusion extending axially into the torsional vibration damper.

[0003] There is a persistent need to reduce the axial structural space of torsional vibration dampers. Summary of the Invention

[0004] The purpose of this invention is to demonstrate a method for achieving a torsional vibration damper that saves structural space.

[0005] The objective is achieved by the torsional vibration damper according to the invention and the method according to the invention. Preferred embodiments of the invention are described in the dependent claims and the following description, which can illustrate aspects of the invention individually or in combination.

[0006] One embodiment relates to a torsional vibration damper, particularly a dual-mass flywheel, for torsional vibration damping between the drive shaft of a motor vehicle engine and the transmission input shaft of a motor vehicle transmission. It has a primary mass for introducing torque and a secondary mass for transmitting torque, which is rotatably restricted relative to the primary mass via an energy storage element, particularly an arc spring. The primary mass includes a fixing mechanism, particularly a fixing opening, for direct and torsionally fixed to the drive flange of the motor vehicle engine drive shaft. The primary mass includes at least two axially extending protrusions integrally formed with the primary mass for centering the primary mass at the drive flange.

[0007] To dampen torsional vibrations from the torque generated by a vehicle engine, a torsional vibration damper, particularly a dual-mass flywheel, can be directly coupled to the drive flange of the vehicle engine's drive shaft via its primary mass, either by tightening or riveting. Through an axial protrusion integrally formed with the primary mass of the torsional vibration damper, the damper can be easily and precisely centered at the drive flange of the vehicle engine's drive shaft. Centering of the primary mass at the drive flange is achieved by the protrusion of the primary mass through a form-fit fixation acting radially. This ensures that the primary mass has a common axis of rotation with the drive flange during installation. Subsequently, the torsional vibration damper can be torsionally fixed to the drive flange via a fixing mechanism of the primary mass, particularly a fixing opening. The primary mass can here be directly and without other centering aids fixed to the drive flange by contact. Advantageously, this reduces the axial structural space of the torsional vibration damper. By using a protrusion that is integral with the primary mass and extends axially, the primary mass can be easily and directly centered at the drive flange while reducing the axial structural space, thus enabling a torsional vibration damper that is easy to install and saves structural space.

[0008] A primary mass and a secondary mass, rotatably coupled to the primary mass via an energy storage element, particularly configured as an arcuate spring, can constitute a spring-mass system of the dual-mass flywheel type. This system can attenuate the torque and rotational inhomogeneities in the driving power generated by the motor vehicle engine, introduced via the primary mass, within a specific frequency range. Here, the moments of inertia of the primary and / or secondary masses, and the spring characteristic curves of the energy storage element, for example, composed of interlocking arcuate springs, can be selected such that vibrations within the frequency range of the engine arrangement in the presence of the motor vehicle engine can be attenuated.

[0009] The primary mass can have an engine-side primary flange, configured in the form of a flywheel, directly coupled to the drive flange of the drive shaft of the motor vehicle engine. A cover on the transmission side can be connected to the primary flange, thereby limiting a substantially annular receiving space for the energy storage element. The primary mass can be centered at the drive flange of the drive shaft of the motor vehicle engine by means of a protrusion extending axially toward the motor vehicle engine. The protrusion can be configured to conform to the shape of the drive flange and make direct contact in the radial direction. By centering, the rotation axis of the torsional vibration damper and the drive shaft can be aligned, and the torsional vibration damper can be pre-installed at the drive flange. Thus, the primary mass can be torsionally connected to the drive flange of the drive shaft by means of a connecting mechanism, preferably releasable, especially by means of screws, or non-releasable, especially by means of rivets, for transmitting torque. The drive flange can in particular have an opening and / or a recess for accommodating the protrusion and / or the connecting mechanism of the primary mass. Therefore, a fixing mechanism, especially a fixing opening, for fixing the primary mass to the drive flange can be provided at the drive flange, so that the connecting mechanism can be used to fix the primary mass to the drive flange.

[0010] Preferably, the protrusion contacts the drive flange at its radially outer side. By providing the protrusion, the drive flange can be contacted radially inward in a form-fitting manner at its radially outer side. This radially fitted form-fit prevents the primary mass from slipping at the drive flange during installation. Thus, reliable centering of the primary mass at the drive flange can be achieved without pre-machining the drive flange.

[0011] In particular, the protrusions are arranged in pairs, orthogonal to the rotation axis of the primary mass, and positioned opposite each other. This opposing arrangement of the protrusions allows them to function radially in a form-fitting manner at the drive flange. Specifically, the protrusions can be arranged in pairs on a straight line intersecting the rotation axis of the primary mass. Consequently, the retaining force acting radially inward from the protrusions towards the drive flange acts orthogonally to the rotation axis of the primary mass. In this manner, the primary mass can be anti-slip and precisely centered at the drive flange.

[0012] Particularly preferably, the primary mass has at least four protrusions. These at least four protrusions ensure reliable centering of the primary mass at the drive flange, thus preventing slippage of the primary mass in the radial direction.

[0013] Preferably, the protrusion is cylindrical. This cylindrical configuration allows the primary mass to contact the drive flange, particularly at points on the radially outer side and / or in openings and / or recesses on the circumferential side. This effectively prevents the primary mass from tilting at the drive flange. Specifically, the openings and / or recesses can be easily fitted to the cylindrical protrusion to accommodate it at the drive flange. The protrusion can be introduced into the primary mass regardless of its circumferential positioning, thus simplifying its production and installation. This reduces installation time and production costs.

[0014] In particular, the protrusion can be formed at the initial mass by forming methods, especially by axial pressure or tensile forming. Particularly preferably, the protrusion is formed by deep drawing, especially by interlocking, or preferably by die forging. The protrusion can also be formed as a combination of the above forming methods. Thus, the protrusion can be formed at the initial mass afterward and only when needed. In particular, the protrusion can be individually matched to the corresponding motor vehicle engine and corresponding drive flange.

[0015] Particularly preferably, the protrusion can be manufactured together with the primary mass using a prototyping method. Particularly preferably, the primary mass, especially the primary flange, is produced by casting, particularly sintering, particularly extrusion, or selectively by additive manufacturing. Through prototyping, the primary mass, especially the primary flange, can be cost-effectively manufactured in mass production.

[0016] Preferably, the contact surface of the radially inner part of the protrusion is produced by cutting. The protrusions can be batched to have a uniform radial width, and especially a uniform diameter. The protrusions can therefore have an excess in the radial direction. By using excess material, it is possible to prevent the primary mass from being installed at the drive flange. The radially inner contact surface of the protrusion can be matched to the drive flange to be installed by subsequent removal of the excess material. Thus, the protrusion can be mass-produced at the primary mass and matched to the corresponding diameter of the drive flange before installation.

[0017] Another embodiment relates to a powertrain for transmitting torque in a motor vehicle, comprising a motor vehicle engine configured as an internal combustion engine, a torsional vibration damper that can be configured and modified as described above, for torsional vibration attenuation of rotational non-uniformity in the torque generated by the motor vehicle engine, and a drive flange extending radially from the drive shaft of the motor vehicle engine for introducing torque into the primary mass of the torsional vibration damper, wherein the primary mass is torsionally coupled to the drive flange and the axial end side of the primary mass directly contacts and abuts the axial end side of the drive flange. Through a protrusion integrally formed with the primary mass and extending axially, simple and direct centering of the primary mass at the drive flange can be achieved while reducing the axial structural space, enabling a simplified installation and space-saving torsional vibration damper.

[0018] Another embodiment relates to a method for centering and fixing a torsional vibration damper, which can be configured and modified as described above, in a powertrain, wherein the protrusions of the primary mass are radially inwardly machined by cutting until the distance between two opposing protrusions corresponds to the outer diameter of the drive flange. The torsional vibration damper is then axially centered at the end of the drive flange via the protrusions at the primary mass, and subsequently, the primary mass and the drive flange are torsionally connected by at least one connecting mechanism. By using protrusions that are integral with the primary mass and extend axially, simple and direct centering of the primary mass at the drive flange can be achieved while reducing the axial structural space, enabling a simplified installation and space-saving torsional vibration damper. Attached Figure Description

[0019] The invention is now described by way of example with reference to the accompanying drawings and preferred embodiments, wherein the features shown below may illustrate aspects of the invention not only individually but also in combination. The drawings show:

[0020] Figure 1 A schematic cross-sectional view of a torsional vibration damper is shown.

[0021] Figure 2 Show Figure 1 A schematic axial view of the protrusion of the torsional vibration damper.

[0022] Figure 3 Show Figure 2 A schematic detail of the protrusion of the torsional vibration damper. Detailed Implementation

[0023] exist Figure 1The torsional vibration damper 10, illustrated using a dual-mass flywheel as an example, can be installed in the powertrain of a motor vehicle to attenuate rotational unevenness in the transmitted torque. The torsional vibration damper 10 has a primary mass 12 with an axially extending protrusion 13, which is directly centered at the end of the drive flange 14 of the drive shaft of the motor vehicle engine by means of the axially extending protrusion 13 and can subsequently be torsionally connected by means of a connecting mechanism 15.

[0024] The primary mass 12 has a mass portion 16 connectable to the drive shaft, which provides a significant moment of inertia in a flywheel manner. Furthermore, the primary mass 12 has a cover 18 welded to the mass portion 16 on the axial side. The mass portion 16 and the cover 18 together constitute a housing 20, which defines a receiving space 22 in which an energy storage element 24, configured as an arcuate spring or a set of interlocking arcuate springs, is disposed. The energy storage element 24 is guided circumferentially on a sliding sleeve 26 connected to the mass portion 16. To ensure smooth sliding of the energy storage element 24 at the sliding sleeve under centrifugal force, a lubricant, such as lubricating grease, can be provided in the receiving space 22. The receiving space 22 is sealed such that lubricant cannot flow out of the receiving space 22 and / or contaminants cannot enter.

[0025] The housing 20, consisting of the primary mass 12, can be tangentially stopped at one end at the energy storage element 24 to transmit torque. The energy storage element 24 can, in turn, be tangentially stopped at its other end at a secondary mass 28, which is rotatable relative to the primary mass 12, to continue transmitting torque. In the illustrated embodiment, the secondary mass 28 has a centrifugal pendulum 30 formed radially inside the energy storage element 24 and a riveted, separately formed output hub 32, through which torque from the vehicle engine can be transmitted to a shaft 33 leading to the vehicle transmission.

[0026] exist Figure 1 In the embodiment shown, the primary mass 12 is torsionally connected to the axial end of the drive flange 14 of the drive shaft of the motor vehicle engine in direct contact. A protrusion 13, extending axially and integrally formed with the primary mass 12, contacts the drive flange 14 at its radial outer surface 36. The form fit of the protrusion 13 acting radially facilitates simple and quick centering of the primary mass 12 at the drive flange 14. Thus, the primary mass 12 and the drive flange 14 share a common axis of rotation 34. For torsionally fixation at the drive flange 14, the primary mass 12 has a fixing mechanism 38 for accommodating the connecting mechanism 15. The protrusion 13 extending axially toward the motor vehicle engine saves axial structural space in the torsional vibration damper 10, particularly in the accommodating area of ​​the shaft 33 leading to the motor vehicle transmission.

[0027] Figure 2 The diagram shows an axial view of the protrusion 13 circumferentially positioned at the primary mass 12. The radially inner contact surface 40 of the protrusion rests against the outer surface 36 of the drive flange 14. The protrusions 13 can be configured in pairs and positioned opposite each other about the axis of rotation of the primary mass. Specifically, each pair of protrusions 13 lies on a straight line 42 intersecting the axis of rotation 34. The straight line 42 is orthogonal to the axis of rotation 34. This arrangement of the protrusions 13 ensures reliable radial centering of the primary mass 12 at the drive flange 14.

[0028] Figure 3 Show Figure 2 An enlarged view of the protrusion 13. The protrusion 13 here has an excess 44. The radially inner contact surface 40 can be manufactured afterwards by material removal. Thus, for example, the radial spacing between two opposing protrusions 13 can be afterwards matched to the radial width, and in particular the diameter, of the drive flange 14.

[0029] List of reference numerals in the attached diagram:

[0030] 10 Torsional vibration dampers

[0031] 12. Primary Quality

[0032] 13. Protrusion

[0033] 14 Drive flange

[0034] 15. Connecting Mechanism

[0035] 16. Quality Section

[0036] 18 lids

[0037] 20. Housing

[0038] 22. Capacity

[0039] 24 Energy Storage Components

[0040] 26 Sliding sleeve

[0041] 28 Secondary quality

[0042] 30 Centrifugal pendulum

[0043] 32 Output Hub

[0044] 33 axes

[0045] 34. Axis of rotation

[0046] 36 Outside

[0047] 38 Fixed mechanism

[0048] 40 contact surface

[0049] 42. Straight Line

[0050] 44. Excess

Claims

1. A torsional vibration damper (10) for torsional vibration damping between the drive shaft of a motor vehicle engine and the transmission input shaft (33) of a motor vehicle transmission, comprising: The primary mass (12) used to introduce torque; and A secondary mass (28) for transmitting torque that is rotatable in a limited manner relative to the primary mass (12) via an energy storage element (24). The primary mass (12) includes a fixing mechanism (38) for directly and torsionally fixing to the drive flange (14) of the drive shaft of the motor vehicle engine. The primary mass (12) includes at least two axially extending protrusions (13) integrally formed with the primary mass (12) for centering the primary mass (12) at the drive flange (14).

2. The torsional vibration damper according to claim 1, Its features are, The protrusion (13) contacts the drive flange (14) at the radial outside (36) of the drive flange.

3. The torsional vibration damper according to claim 1, Its features are, The protrusions are at least partially paired and orthogonal to the rotation axis (34) of the primary mass (12), and are respectively positioned opposite each other.

4. The torsional vibration damper according to claim 1, Its features are, The primary mass (12) has at least four protrusions (13).

5. The torsional vibration damper according to claim 1, Its features are, The protrusion (13) is cylindrical.

6. The torsional vibration damper according to claim 1, Its features are, The protrusion (13) is formed at the primary mass (12) by a molding method.

7. The torsional vibration damper according to claim 1, Its features are, The protrusion (13), together with the primary mass (12), can be manufactured by prototyping.

8. The torsional vibration damper according to any one of claims 1 to 7, Its features are, The radial inner contact surface (40) of the protrusion (13) is produced by cutting.

9. A powertrain for transmitting torque in a motor vehicle, comprising: Motor vehicle engines that are internal combustion engines. The torsional vibration damper (10) according to any one of claims 1 to 8 is used for torsional vibration attenuation of torque non-uniformity in the torque generated by the motor vehicle engine, and A drive flange (14) extending radially from the drive shaft of the motor vehicle engine is used to introduce torque into the primary mass (12) of the torsional vibration damper (10). The primary mass (12) is torsionally coupled to the drive flange (14), and the axial end side of the primary mass (12) is in direct contact with the axial end side of the drive flange (14).

10. A method for centering and fixing a torsional vibration damper (10) according to any one of claims 1 to 8 in a powertrain according to claim 9, wherein: - The protrusion of the primary mass (12) is radially inwardly machined until the spacing between the two opposing protrusions (13) corresponds to the outer diameter of the drive flange (14); - The torsional vibration damper (10) is then centered at the end of the drive flange (14) in the axial direction via the protrusion (13) at the primary mass (12); and - The primary mass (12) is then torsionally connected to the drive flange by means of at least one connecting mechanism (15).

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