Swing damper with overload protection and hybrid powertrain

Abstract

The present invention relates to a swing-type sway damper (1) for a hybrid power system (20) of a motor vehicle (21), the swing-type sway damper comprising a main component (2), a sub-component (3) rotatable to a limited extent relative to the main component (2), and at least one sway element (9), the at least one sway element being sway-suspended on the main component (2) and the sub-component (3) and the at least one sway element being used to transmit torque, wherein the at least one sway element (9) is coupled to the main component (2) by means of a first roller (6) received in guide rails (7, 8) to roll, and / or coupled to the sub-component (3) by means of a second roller (12) also received in guide rails (13, 14) to roll, and the at least one sway element (9) is elastically supported by at least one pressure spring (52). The stop (51) attached to the main component (2) interacts with the opposing stop (52) attached to the sub-component (3) such that the main component (2) and the sub-component (3) abut against each other in the circumferential direction after the at least one pressure spring (52) has shifted to a certain degree. The invention also relates to a hybrid power system (20) including the swing-type rocker damper (1).

Description

Technical Field

[0001] This invention relates to a swing-type sway damper for a hybrid powertrain in a motor vehicle, such as a bus, truck, public bus, or other commercial vehicle. The swing-type sway damper includes a main component, a secondary component rotatable to a limited extent relative to the main component, and at least one sway element. The at least one sway element is suspensively suspended from the main component and the secondary component in a swing-like manner, and the at least one sway element is used for torque transmission. The at least one sway element is coupled to the main component by means of a first roller received / installed to roll in a guide rail (i.e., a first roller is installed / received to roll in the guide rail of the main component and the at least one sway element), and / or coupled to the secondary component by means of a second roller also received / installed to roll in a guide rail (i.e., a second roller is installed / received to roll in the guide rail of the secondary component and the at least one sway element). The at least one sway element is elastically supported by at least one compression spring. Furthermore, this invention relates to a hybrid powertrain for a (hybrid) motor vehicle having the said swing-type sway damper.

[0002] According to the present invention, a oscillating rocker damper should be understood as a vibration damping device having multiple rocker elements, said multiple rocker elements being received in an oscillating manner and said multiple rocker elements having a damping effect on torsional vibrations occurring in the power system during operation. At least the rocker elements of the oscillating rocker damper are used in the torque flow between the main component and the auxiliary component (in a torque transmission manner). Background Technology

[0003] The type of oscillating rocking damper discussed is well known in the prior art. For example, WO 2018 / 215018 A1 discloses a torsional vibration damper with a torque limiter, which is preferably used in the clutch disc of a clutch. Other prior art is also known in this context from DE 10 2018 108 441 A1 and DE 10 2015 211 899A1.

[0004] It has also been shown that different conditions during powertrain operation mean that significantly more torque must be transmitted via the oscillating rocker damper compared to normal operation. An example of this is when a single cylinder in an internal combustion engine fails to ignite or experiences a jump in the coefficient of friction during braking of a motor vehicle. Depending on the speed and the transmitted torque, a failure to ignite can result in a shock torque up to 20 times higher than the actual engine torque. However, shock torque can also occur during over-limit operation, such as when the friction pair of a motor vehicle's tires changes during braking. This occurs, for example, during the transition from icy asphalt to non-iced asphalt. Particularly in the case of a powertrain where the internal combustion engine and electric motor are fixedly connected and cannot be separated from each other, the entire shock torque can be pathed through the oscillating rocker damper. Summary of the Invention

[0005] Therefore, the object of the present invention is to provide a oscillating rocking damper designed to receive and transmit high torque peaks that occur during operation without damage.

[0006] According to the invention, this is achieved by having a stop attached to the main component interact with an opposing stop attached to the sub-component such that the main component and the sub-component support each other in the circumferential / rotational direction after at least one compression spring has shifted a specific elastic spring deflection (and preferably before full elastic compression is achieved). More preferably, they directly abut against each other.

[0007] Therefore, the oscillating rocker damper is equipped with the most robust shock / overload protection, which is incorporated into the oscillating rocker damper in a space-saving manner.

[0008] Other advantageous implementations are explained in more detail below.

[0009] Therefore, it is also advantageous that the stop is formed by a radially inwardly projecting protrusion. Thus, the stop is designed to save as much installation space as possible. This protrusion is further preferably formed by stamping and / or bending on a mass ring (single-piece or multi-piece) formed from a metal sheet (steel plate). Therefore, the stop can also be produced efficiently.

[0010] Furthermore, it is advantageous to form opposing stops on the flange plate of the sub-component. Therefore, the opposing stops can also be designed to save as much installation space as possible. This flange plate is further preferably riveted to the output flange of the sub-component. This also facilitates the installation of the flange plate.

[0011] The axial design is as short as possible by arranging (generally plate-shaped and / or radially extending) flange plates such that the opposing stops are positioned adjacent to the stops in the circumferential direction, but at the same level as the stops in the radial and axial directions.

[0012] Another advantage is that the stop is formed on a mass ring (single-piece or multi-piece) that also at least partially forms the main component. Therefore, the stop can be cleverly integrated into existing components of the main component.

[0013] In this respect, it is also advantageous that the mass ring has a completely circumferential / continuous ring region (or alternatively, consists of multiple sub-segments adjacent to each other in the circumferential direction), wherein the protrusion forming the stop is integrally formed with the ring region ( / and the sub-segments). This further simplifies the structure.

[0014] Another advantage is that a weak point (preferably in the form of a recess / through hole) is introduced in the transition region between the stop and the ring region, which specifically reduces the stiffness (torsional stiffness) relative to the ring region. This further improves the overload protection capability.

[0015] Therefore, it is also advantageous that the stop portion is arranged on a continuous circumferential stop ring region (or alternatively composed of a plurality of sub-segments adjacent to each other in the circumferential direction), and the stop ring region is connected to the ring region by means of a perforated transition region, which is further connected to at least one ring element of the main component.

[0016] When multiple stops and multiple opposing stops associated with each stop are arranged in a circumferentially distributed manner, the overload protection device is designed to be as robust as possible. Therefore, it is advantageous that multiple protrusions including stops and multiple spring plates including opposing stops are arranged alternately in the circumferential direction.

[0017] More preferably, the main component has a ring element (designed to be continuous in the circumferential direction / designed as a single piece, or composed of multiple sub-segments adjacent to each other in the circumferential direction), which forms multiple (first) guide tracks directly in contact with the first roller (rolling) through its radially inner portion. This further simplifies the structure of the oscillating rocking damper.

[0018] In this respect, it has also proven advantageous that at least one of the first rollers is in contact with the (second) guide rail (rolling) of the oscillating element of the oscillating rocker damper, which is received in an oscillating manner.

[0019] Furthermore, it is advantageous that the ring element is fastened to the input flange of the main component, which is screwed to the crankshaft. This further simplifies the installation of the oscillating rocker damper.

[0020] It has also proven advantageous that the secondary component has an output flange that forms multiple (fourth) guide rails that contact the second roller (rolling). This further simplifies the structure of the oscillating rocker damper, while also making the structure as robust as possible.

[0021] Furthermore, it is advantageous that at least one of the second rollers is in contact with a (third) guide rail (rolling) of the oscillating element of the oscillating damper, which is received in an oscillating manner. Therefore, the oscillating element preferably has at least one (second) guide rail in contact with at least one first roller and another (third) guide rail in contact with at least one second roller. This makes the structure as compact as possible.

[0022] In an alternative embodiment, it is also advantageous to provide two intermediate stops on the rocking element, wherein the first intermediate stop interacts with / can directly contact the stop of the main component, and the second intermediate stop interacts with / can directly contact the opposing stop of the sub-component. This simplifies the structure of the rocking damper, reduces the number of components, and further shortens the axial design of the rocking damper. Thus, the main component and the sub-component are indirectly supported alternately relative to each other. More preferably, the second intermediate stop of the rocking element is arranged radially inside the first intermediate stop.

[0023] Furthermore, the present invention relates to a hybrid powertrain for a motor vehicle, the hybrid powertrain having an internal combustion engine, an oscillating rocker damper according to an embodiment of the foregoing embodiments of the present invention, wherein the main component of the oscillating rocker damper is attached to the crankshaft of the internal combustion engine, the hybrid powertrain having an electric drive motor and having a separable clutch operatively inserted between the internal combustion engine and the electric drive motor.

[0024] The oscillating rocker damper is operated in a particularly effective manner when a separate clutch is arranged between the oscillating rocker damper's sub-component and the electric drive motor.

[0025] Furthermore, the present invention relates to a motor vehicle having a hybrid powertrain according to at least one of the above embodiments, wherein the crankshaft is oriented transversely to, preferably perpendicularly to, or parallel to the longitudinal axis of the vehicle.

[0026] In other words, according to the invention, the oscillating rocker damper thus provides shock protection. Therefore, the oscillating rocker damper, particularly as an alternative to a dual-mass flywheel, provides protection against the effects of abnormal torque peaks / impacts, thus protecting the compression spring from the effects of this high torque. For this purpose, the oscillating rocker damper has a mass ring with a stop portion and a stop flange (flange plate) as a reversing component. The mass ring is part of the main mass (main component) and provides a stop portion to the stop flange in the event of an impact before the compression spring moves into a block shape. The stop flange is mounted on the secondary mass (secondary component) and is therefore movable relative to the main mass in the circumferential direction. In a preferred oscillating rocker damper, the rocker plate / oscillating rocker element / rocker component is located in the torque flow, while the energy storage unit (with multiple compression springs) that applies prestress to the oscillating rocker elements against each other is located outside the torque flow. However, in principle, according to other embodiments, the corresponding energy storage unit may also be located in the torque flow. Attached Figure Description

[0027] The invention will now be explained in more detail with reference to the accompanying drawings, in which various exemplary embodiments are also shown.

[0028] In the attached diagram: Figure 1 A front view of a swing-type rocking damper according to a first exemplary embodiment of the invention is shown, which can be used in a hybrid power system according to the invention. The swing-type rocking damper is illustrated with flange plates serving as opposing stops in the left half of the illustration, and without these flange plates in the right half of the illustration, whereby the existing rocking element is clearly visible due to its support on the spring unit. Figure 2 It shows that according to Figure 1 A front view of a swing-type rocking damper, in which the output flange and the flange plate attached to the output flange are hidden in order to expose the friction device operatively inserted between the main component and the sub-component. Figure 3 A perspective view of the mass ring associated with the main component of the oscillating rocker damper is shown; Figure 4 It shows that according to Figure 3 A front view of the mass ring; Figure 5 It shows that according to Figure 3 and Figure 4 Longitudinal cross-sectional view of the mass ring; Figure 6 It shows that according to Figure 1 Longitudinal cross-sectional view of a swing-type rocking damper; Figure 7 It shows Figure 1 Exploded view of a swaying rocker damper; Figure 8 It shows that according to Figure 1 A longitudinal cross-sectional view of a swing-type rocking damper, wherein the cross-sectional plane is selected such that the first roller of one of the rocking elements, which connects the main component to the rocking element, is also cut; Figure 9 A cross-sectional view of the rocking element used in a rocking damper is shown, which allows a more detailed view of the rivet element connecting the two spaced-apart rocking plates. Figure 10 It shows in Figure 9 A three-dimensional diagram of the rivet components used in the process; Figure 11 It shows that according to Figure 9 A three-dimensional diagram of the segmented rocking element; Figure 12 A perspective view of the support disc associated with the friction device is shown; Figure 13 A front view of a swing-type rocking damper according to a second exemplary embodiment of the present invention is shown, the second exemplary embodiment differing from the first exemplary embodiment mainly in the design of the mass ring; Figure 14 It shows in Figure 13 A 3D diagram of the mass ring used in the process; Figure 15 It shows that according to Figure 14 A front view of the mass ring; Figure 16 It shows that according to Figure 13 Exploded view of a swaying rocker damper; Figure 17 It shows the relationship with Figure 8 A longitudinal cross-sectional view of a similar first exemplary embodiment of a rocking sway damper, wherein the main components are connected for rotation with a crankshaft schematically shown in an internal combustion engine; Figure 18 A front view of a hybrid power system according to the present invention is shown, the hybrid power system comprising, according to... Figures 1 to 16 One of the swing-type rocking dampers.

[0029] The accompanying drawings are merely illustrative in nature and are therefore intended only for understanding the purpose of this invention. The same elements have the same reference numerals. Detailed Implementation

[0030] Figure 18 The basic structure of a hybrid power system 20 according to the present invention is shown. The hybrid power system 20 includes components according to... Figures 1 to 16The illustration shows an exemplary embodiment of a swing-type rocking damper 1 in one of the two exemplary embodiments. The hybrid power system 20 is in... Figure 18 The hybrid power system 20 is used in the motor vehicle 21 shown in the central part of the diagram. It is used to drive multiple wheels 37 of the motor vehicle 21, which can be observed in the diagram.

[0031] The hybrid powertrain 20 also includes an internal combustion engine 22, preferably in the form of a gasoline or diesel engine, which can be connected to a transmission 38 via clutches 25, 28a, and 28b. The transmission 38 is preferably an automatic transmission. At portions of the two transmission input shafts 39a and 39b, the transmission 38 has two clutches 28a and 28b forming a dual-clutch device. The first transmission input shaft 39a (via the first clutch 28a) or the second transmission input shaft 39b (via the second clutch 28b) can be connected to a central support 27 by means of these two clutches 28a and 28b (which form the sub-clutches of the dual-clutch device).

[0032] The carrier 27 is rotatably and permanently connected to the rotor 26 of the electric drive motor 24. In this embodiment, the electric drive motor 24 is arranged axially parallel to the carrier 27, wherein the carrier 27 is coaxially arranged relative to the crankshaft 23 of the internal combustion engine 22. The crankshaft 23 is shown in simplified form as the axis of rotation. In this embodiment, the rotor 26 is mounted on a rotor shaft 40, and the rotor shaft 40 is rotatably and permanently connected to the carrier 27 via a gear stage 41 (spur gear stage).

[0033] The carrier 27 is also connected to the output side (second) clutch component 42b of the disengaged clutch 25. The input side (first) clutch component 42a of the disengaged clutch 25 is connected to the oscillating rocker damper 1. The oscillating rocker damper 1 is thus operatively inserted between the crankshaft 23 and the first clutch component 42a of the disengaged clutch 25.

[0034] In this regard, it should be noted that the separable clutch 25 is preferably designed as a friction clutch. The first clutch 28a and the second clutch 28b are preferably designed as friction clutches, and more preferably as friction plate clutches.

[0035] For example, such as combining Figure 17 It can also be seen that, for the oscillating rocker damper 1 of the first exemplary embodiment, the main component 2 of the oscillating rocker damper 1 is directly screwed to the crankshaft 23. For clarity, screws for fixing the main component 2 to the crankshaft 23 are not shown.

[0036] The secondary component 3 of the oscillating rocking damper 1, which is received relative to the main component 2 in a vibration-damping manner, is permanently connected to the first clutch component 42a. The secondary component 3 is preferably connected to the first clutch component 42a via an intermediate shaft 43.

[0037] For example, it can also be from Figure 18 It is observed that the transmission 38 of the hybrid system 20 is connected to the wheels 37 of the motor vehicle 21 on the output side via a differential stage 44 so as to drive the wheels 37 in the driving / operating state of the hybrid system 20.

[0038] Figures 1 to 16 The illustration shows that Figure 18 Two preferred exemplary embodiments of the oscillating rocker damper 1 used in the present invention are described. The first exemplary embodiment of the oscillating rocker damper 1 is described in... Figures 1 to 12 In the middle; a second exemplary embodiment of the swing-type rocker damper 1 is provided by Figures 13 to 16 The two exemplary embodiments are shown below. However, these two exemplary embodiments are essentially the same in terms of their structure, which is why, for the sake of brevity, only the differences between these two exemplary embodiments are described below.

[0039] It should be noted that the directional indications used in the present case—axial, radial, and circumferential directions—refer to the rotational center axis 59 of the oscillating rocker damper 1, which is coaxially oriented relative to the crankshaft 23 during operation. Therefore, the axial direction should be understood as a direction along / parallel to the rotational axis 59; the radial direction should be understood as a direction perpendicular to the rotational axis 59; and the circumferential direction should be understood as a direction along an imaginary circular line extending concentrically around the rotational axis 59.

[0040] As can be initially Figures 6 to 8 In the first exemplary embodiment observed, the main component 2 of the oscillating rocker damper 1 is designed in several parts. The main component 2 has a disc-shaped input flange 10 that is directly screwed to the crankshaft 23 during operation. The input flange 10 is provided with a plurality of (three in this case) recesses 17, which are arranged in a circumferential direction and extend in an arcuate manner. The spring unit 15, which (axially) protrudes into these recesses 17, will be described in more detail below.

[0041] Furthermore, the ring element 4 is configured to rotate together with the input flange 10. This ring element 4 also interacts with a plurality of rocking elements 9 arranged in a circumferential direction, as explained in more detail below.

[0042] The main component 2 also has a drive ring 19 having teeth 45. The teeth 45 are designed to be used by a corresponding sensor to detect rotational speed, more preferably even the rotational angular position of the main component 2.

[0043] In this respect, it should be noted that the tooth 45 is not necessarily required, nor is it necessarily required to be designed as part of the drive ring 19. In other embodiments, the drive ring 19 may therefore be omitted or designed as part of the mass ring 33 or another separate part, for example, made of a material thinner than the ring element 4 and / or the mass ring 33. In other embodiments, a starter ring gear may or may not have a transmitter tooth or transmitter profile, replacing the drive ring 19 / tooth 45.

[0044] Additionally, the main component 2 has a mass ring 33 according to the invention, described in more detail below, which forms a stop 51 for the secondary component 3 in terms of overload protection of the spring unit 15. The components of component 2—input flange 10, ring element 4, transmission ring 19, and mass ring 33—are connected by a plurality of riveting bolts 46 ( Figure 6 They are connected to each other. In other embodiments, these components of the main component 2 are instead welded to each other, or at least partially, or bonded together by adhesive rather than riveting (by bolts 46).

[0045] The main component 2 is connected to the sub-component 3 via multiple rocking elements 9 arranged in a circumferential direction and can rotate relative to the sub-component within a limited range of rotational angles. Each of the rocking elements 9 has the same design. For example... Figure 7 as well as Figures 9 to 11 As shown, each of the three rocking elements 9 arranged uniformly in the circumferential direction has two axially spaced rocking plates 34a, 34b. These two rocking plates 34a, 34b are preferably designed as identical components. The two rocking plates 34a, 34b are connected to each other via two rivet elements 35. Figure 10 The rivet elements 35 are designed as formable metal plate sections. The rivet protrusions 47 of these rivet elements 35 axially pass through the corresponding rocker plates 34a, 34b, and are formed by rear portions for locking and frictionally fixing the two rocker plates 34a, 34b to each other.

[0046] In other embodiments, the rivet element 35 is alternatively designed as a round bolt or even as a conventional rivet / rivet bolt. Particularly advantageously, the rocker plates 34a and 34b are configured such that they are spaced apart from each other in the region of the third guide rail 13, allowing the region of the output flange 11 carrying the fourth guide rail 14 to still rotate between the rocker plates to a limited extent.

[0047] Figure 8 The diagram also shows a ring element 4 connected to a rocking element 9 via a plurality of first rollers 6 arranged in a circumferential direction. The ring element 4 has a plurality of first guide rails 7 arranged in a circumferential direction, each of which receives a first roller 6 in a rolling manner. The first guide rails 7 are introduced onto the radially inner portion 5 of the ring element 4.

[0048] In this case, it should also be noted that in another embodiment, the ring element 4 is segmented, for example, to make better use of the material, and therefore not designed as a fully circumferential / one-piece structure as described here, but rather composed of multiple sub-segments arranged adjacent to each other in the circumferential direction. It has proven advantageous that the sub-segments, in the form of inserts carrying roller tracks (i.e., each carrying the first guide track 7), are fastened to the main component 2 / ring element 4.

[0049] Each first roller 6 also rolls in contact with a second guide rail 8, which is directly mounted on the radially outer portion of the rocker plates 34a, 34b. Two second guide rails 8 are provided for each rocker plate 34a, 34b, wherein the two second guide rails 8, arranged axially in unison, receive the same first roller 6 in each case. Each rocker element 9 has two first rollers 6. Therefore, there are a total of six first rollers 6.

[0050] Each rocking element 9 also has rolling contact with another second roller 12. The second roller 12 is arranged radially inside the first roller 6. The second roller 12 has rolling contact with the third guide rail 13 of the rocking plates 34a, 34b. In addition, the second roller 12 has rolling contact with a fourth guide rail 14, which is formed on the output flange 11 of the sub-component 3.

[0051] Therefore, the two components—main component 2 and auxiliary component 3—are rotatably connected to each other via the rocking element 9 and corresponding rollers 6 and 12, wherein the two components 2 and 3 are arranged in different relative rotational positions according to the position of the rocking element 9. While the first roller 6 rotatably connects the main component 2 to the rocking element 9, the second roller 12 is used to connect the rocking element 9 to the auxiliary component 3.

[0052] Furthermore, an energy storage unit in the form of (mechanical) spring units 15 is used circumferentially between mutually spaced-apart rocking elements 9. Each spring unit 15 has at least one compression spring 52, or even two compression springs 52 in the form of helical compression springs. The two compression springs 52 are operatively inserted in parallel and coaxially nested / arranged with each other.

[0053] Therefore, each of the three spring units 15 supports two oscillating elements 9 arranged adjacent to each other in the circumferential direction in an elastic manner relative to each other (in the oscillating motion of the three spring units).

[0054] In this respect, it should be noted that the spring unit 15 used is therefore not arranged along the torque transmission path from the main component 2 to the auxiliary component 3. However, in other embodiments, the spring unit 15 may be arranged in the torque flow, and thus the main component 2 and / or the auxiliary component 3 may be supported via the spring unit 15 on the rocking element 9 for torque transmission.

[0055] It should also be noted that in other embodiments, more than one spring unit 15 is used as an energy storage device between two rocking elements 9, which are then optionally offset radially or axially depending on the nature of the available installation space.

[0056] In addition, Figure 2 , Figure 7 and Figure 12 Friction device 32 can be observed, which is also constructed in the oscillating rocking damper 1. The friction device 32 has a support plate 36 among other things, and acts between the main component 2 and the sub-component 3 to suppress the relative movement between the main component 2 and the sub-component 3.

[0057] You can also Figure 7 As observed, sub-component 3, in addition to output flange 11, also has a hub element 16 securely connected to the output flange. Hub element 16 is part of sub-component 3 and is directly connected to the path leading to... Figure 18 The intermediate shaft 43 of the disengaged clutch 25 in the hybrid power system 20.

[0058] Sub-component 3 also has a plurality of flange plates 31 arranged in a circumferential direction, the plurality of flange plates extending radially in the form of plates. The flange plates 31 are attached, i.e. riveted, to the output flange 11. Each flange plate 31 forms an opposing stop 53 that interacts with the stop 51. Therefore, overload protection according to the invention for the spring unit 15 / compression spring 52 is provided by the interaction of the mass ring 33 with the flange plates 31, as described in more detail below.

[0059] As in Figures 3 to 5 As shown again in detail, the mass ring 33 has a radially outer, fully circumferential annular region 54. This annular region 54 typically forms a mass body to impart a corresponding centrifugal mass to the main component 2. In other embodiments, the mass ring 33 is alternatively composed of a plurality of sub-segments adjacent to each other in the circumferential direction.

[0060] The mass ring 33 forms a stop ring region 58 on its radially inner side, which is also completely circumferential and continuous. On this stop ring region 58, a plurality of protrusions 50 (three in this case) arranged in a circumferentially distributed manner project radially inward. In a first exemplary embodiment, these protrusions 50 are provided with recesses 48, which can be considered optional in principle. The protrusions 50 are arranged in a uniformly distributed manner in the circumferential direction. Each protrusion 50 forms at least one stop portion 51 facing one circumferential side. In this exemplary embodiment, even the circumferential sides of each protrusion 50 that are opposite to each other form stop portions 51, so each protrusion 50 has a total of two stop portions 51.

[0061] A transition region 55 is radially formed between the (radially inner) stop ring region 58 and the (radially outer) ring region 54 arranged radially outside the stop ring region 58, and the transition region extends in a generally U-shaped / arc-shaped manner. The transition region 55 is therefore axially open relative to the ring region 54 or the stop ring region 58.

[0062] Furthermore, it can be observed that the transition region 55 is specifically designed to be weaker than the annular region 54 in terms of its stiffness, i.e., its torsional stiffness (in the circumferential direction). For this purpose, weak points 56 are introduced into the transition region 55 among a plurality of circumferential regions arranged in a manner distributed along the circumferential direction. Each weak point 56 is specifically implemented as a recess 57, which is specifically provided. It can also be observed that the recess 57 is arranged radially inward on the U-shaped extension of the transition region 55, i.e., on the side facing the stop 51 radially upward. The corresponding recess 57 forms a through-hole penetrating the transition region 55. Therefore, the stop 51 is specifically and elastically connected to the annular region 54 relative to it.

[0063] Figure 6 As shown again, particularly clearly, the mass ring 33 is connected to other components of the main component 2 via rivet bolts 46 on the radial side of the transition region 55 immediately adjacent to the ring region 54, thereby forming a rivet connection. To accommodate the rivet bolts 46, a plurality of rivet holes 60 are arranged in a circumferentially distributed manner.

[0064] Advantageously, the mass ring 33 is integrally formed. For this purpose, the mass ring 33 is preferably made of a metal plate / steel plate.

[0065] It should be passed again Figure 1 , Figure 7 and Figure 8 Note the interaction between the stop portion 51 and the opposing stop portion 53. Each flange plate 31 has opposing stop portions 53 formed on its two circumferentially opposite sides in the circumferential direction, such that each flange plate 31 has a total of two opposing stop portions 53.

[0066] The flange plate 31 extends such that the portion forming the opposing stop 53 is at the same level in both the radial and axial directions as the stop 51 formed by the protrusion 50, and thus can contact each other in the circumferential / rotational direction. Therefore, the protrusion 50 forms the target stop 51, to which the opposing stop 53 of the flange plate 31 can contact. The stop 51 and the opposing stop 53 are positioned such that they contact each other when the main member 2 rotates relative to the sub-member 3, before the compression spring 52 moves into a block / fully elastic compression.

[0067] In an alternative embodiment, two intermediate stops are provided on the rocking element 9, wherein the first intermediate stop of the rocking element 9 interacts with / can directly contact the stop 51, and the second intermediate stop of the rocking element 9 interacts with / can directly contact the opposing stop 53. The second intermediate stop of the rocking element 9 is then located radially inside the first intermediate stop.

[0068] In addition, the stop portion 51 can theoretically be attached to the plate-shaped metal hub / hub element 16, rather than to the continuous circumferential stop ring region 58.

[0069] Regarding flange plate 31 Figure 7 It is also shown that each flange plate 31 (relative to the portion forming the opposing stop 53) forms an axially / axially opening recess 30, and is riveted to the output flange 11 in the region of the recess 30. In other embodiments, the recess 30 is preferably formed only partially around the rivet opening rather than in the center of the flange plate 31 as implemented here, in order to further improve impact resistance. The flange plate 31 is then preferably made of steel material DD12.

[0070] Another advantage is that the flange plate 31 forms the window 49, which can be accessed again from... Figure 1 This was gradually observed in the process.

[0071] Combination Figure 8 It can also be observed that, advantageously, the hub element 16 has a plurality of (axial) through holes 18 arranged in a circumferential direction, the plurality of (axial) through holes being sized such that the size of the through holes is larger than the size of the screw head of the screw that attaches the input flange 10 to the crankshaft 23.

[0072] Return to Figure 18It should also be noted that the hybrid powertrain 20 is preferably used in such a manner that the crankshaft 23, and therefore also the carrier 27, is arranged coaxially with the clutches 28a, 28b and the disengaged clutch 25, and is arranged transversely to, i.e., perpendicular to, the longitudinal axis 29 of the vehicle 21. However, in other embodiments, these components are also oriented longitudinally / parallel to the longitudinal axis 29 of the vehicle.

[0073] Figures 13 to 16 Finally, a second exemplary embodiment is illustrated. Here, the flange plate 31 may also be formed without the window 49. Furthermore, the mass ring 33 is designed to have a constant inner diameter on one side of its radially inwardly projecting protrusion 50, instead of having a radial recess / recess 48 as in the first exemplary embodiment. Four rivet elements 35 are also provided for each rocker element 9.

[0074] In other words, according to the invention, the damping unit (oscillating rocker damper 1) is implemented with a separate impact protection device to protect, for example, the compression spring 52 in the oscillating rocker damper or clutch disc from the effects of the high torque. This is achieved by a mass ring 33 having a stop portion 51 and a stop flange (flange plate 31) as a reverse component. In order to obtain the necessary mass moment of inertia in the oscillating rocker damper 1, which also serves as a damping unit between the internal combustion engine 22 and the transmission 38, a mass ring 33 is used, which is specifically provided with an additional function, namely, a stop portion 51 is provided on the mass ring 33 in a targeted manner. The mass ring 33 is therefore part of the main mass (main component 2) and provides a stop portion 51 to the stop flange in the event of an impact before the compression spring 52 moves into a block shape.

[0075] The stop flange is mounted on the secondary mass (secondary component 3) and therefore has relative movement in the circumferential direction with respect to the primary mass. Depending on the torque to be transmitted, a specific angle of torsion exists between the secondary and primary masses. During normal operation, the stop portion 51 is not in contact, so torque is not transmitted via the stop flange. However, in the event of an impact much higher than the actual engine torque, the angle of torsion becomes large enough that the stop flange moves against the mass ring 33 via the stop portion 51, thus transmitting torque via the stop flange, and the compression spring 52 is no longer loaded. The larger the diameter, and therefore the larger the lever arm for torque, the smaller the circumferential force that the mass ring 33, located at the maximum possible diameter, must withstand.

[0076] To achieve a more flexible connection, the mass ring 33 is also designed for stress optimization. The mass ring 33 itself is closed and has rivet holes 60 to allow connection to the rest of the main mass. The rivet holes 60 and the closed ring (ring region 54) thus form a unit that is as rigid as possible, preventing large deformations at these points. The stop 51 is exposed on the mass ring 33 and discontinuously connected to the closed mass ring 33. This means that a recess 57 exists between the stop 51 and the closed ring. Therefore, the stop 51 is connected in a much more flexible manner compared to the closed ring and the rivet region. Thus, greater deformation can occur here, enabling it to withstand impact torques.

[0077] List of reference numerals 1. Oscillating rocking damper 2 Main Components 3 Sub-components 4-ring element 5. Inner side 6 First Roller Body 7 First Guiding Track 8 Second Guiding Track 9. Swinging element 10. Input flange 11 Output flange 12 Second Roller Body 13 Third Guiding Track 14 Fourth Guiding Track 15 Spring Units 16 Hub Components 17 recess 18 through holes 19. Transmission ring 20 Hybrid System 21 Motor vehicles 22 Internal Combustion Engine 23 Crankshaft 24 Electric drive motor 25. Separate clutch 26 rotors 27. Bearing components 28a First Clutch 28b Second Clutch 29. Vehicle longitudinal axis 30. Depression 31 Flange plate 32 Drive unit 33. Mass ring 34a First Swing Board 34b Second Swing Board 35 Rivet components 36 Support plate 37 wheels 38 Gearbox 39a First transmission input shaft 39b Second transmission input shaft 40 Rotor shaft 41 Gear stage 42a First clutch component 42b Second Clutch Component 43 Intermediate Shaft 44 Differential Stage 45 teeth 46 Rivets 47 Rivet protrusion 48 concave part 49 windows 50 protuberance 51 Stop section 52 Compression Spring 53 Opposing stop section 54 Ring Area 55 Transition Zone 56 Weak Points 57 recess 58 Stop ring area 59. Rotation axis 60 Rivet Holes

Claims

1. A pendulum swing damper (1) for a hybrid powertrain (20) of a motor vehicle (21), the pendulum swing damper comprising a main part (2), a secondary part (3) rotatable relative to the main part (2) by a limited extent, and at least one swing element (9) suspended in a pendulum-like manner on the main part (2) and the secondary part (3) and serving for torque transmission, wherein The at least one rocking element (9) is connected to the main component (2) by means of a first roller (6) received in guide rails (7, 8) and rotatable, and / or connected to the sub-component (3) by means of a second roller (12) also received in guide rails (13, 14) and rotatable, wherein the at least one rocking element (9) is elastically supported by at least one compression spring (52), characterized in that a stop (51) attached to the main component (2) interacts with an opposing stop (53) attached to the sub-component (3) such that the main component (2) and the sub-component (3) are supported relative to each other in the circumferential direction after the at least one compression spring (52) is deflected by a certain displacement elastic spring, the opposing stop (53) being positioned adjacent to the stop (51) in the circumferential direction and at the same level as the stop (51) in the radial and axial directions.

2. Pendulum swing damper (1) according to claim 1, characterized in that The stop portion (51) is formed by a radially inwardly protruding portion (50).

3. The swing-type rocking damper (1) according to claim 1, characterized in that, The opposing stop (53) can be formed on the flange plate (31) of the sub-component (3).

4. The swing-type rocking damper (1) according to claim 2, characterized in that, The stop (51) is formed on the mass ring (33), which also at least partially forms the main component (2).

5. The swing-type rocking damper (1) according to claim 4, characterized in that, The mass ring (33) has a fully circumferential ring region (54), wherein the protrusion (50) forming the stop (51) is integrally formed with the ring region (54).

6. The swing-type rocking damper (1) according to claim 5, characterized in that, A weak point (56) is introduced in the transition region (55) between the stop (51) and the ring region (54) to reduce the stiffness relative to the ring region (54) in a targeted manner.

7. The swing-type rocking damper (1) according to claim 1, characterized in that, The stop portion (51) is arranged on a continuous circumferential stop ring region (58), and the stop ring region (58) is connected by means of a perforated transition region (55) to a ring region (54) of at least one ring element (4) further connected to the main component (2).

8. The swing-type rocking damper (1) according to claim 1, characterized in that, Multiple stops (51) and multiple opposing stops (53) associated with each stop (51) are arranged in a manner distributed along the circumferential direction.

9. A hybrid power system (20) for a motor vehicle (21), the hybrid power system having an internal combustion engine (22) and a swaying rocker damper (1) according to any one of claims 1 to 8, wherein, The main component (2) of the swing-type rocker damper (1) is attached to the crankshaft (23) of the internal combustion engine (22), the hybrid system having an electric drive (24) and a disengaged clutch (25) operatively inserted between the internal combustion engine (22) and the electric drive (24).

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