A torsional vibration damping device for the powertrain of a motor vehicle
By using a combination of two friction plates and a disc spring in the torsional vibration damping device, the structure is simplified, manufacturing costs are reduced, the compactness of the device and the friction jump effect are improved, and the problems of many parts and complex adjustment in the prior art are solved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SCHAEFFLER TECHNOLOGIES AG & CO KG
- Filing Date
- 2023-11-03
- Publication Date
- 2026-05-26
AI Technical Summary
Existing torsional vibration damping equipment has a large number of parts, high manufacturing costs, and complex component adjustments.
A friction device with two friction pad pairs is adopted, and the friction pad pairs are connected to the hub flange and disc element by shape matching, which simplifies the structure, reduces the number of friction devices, and uses disc springs for axial preload.
This has enabled simplified manufacturing and reduced costs for torsional vibration damping equipment, while also improving the compactness of the friction device and the friction jump effect, thus enhancing the usability of the powertrain.
Smart Images
Figure CN224283271U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to a torsional vibration damping device for a powertrain of a motor vehicle such as a passenger car, truck, bus, or other commercial vehicle. The torsional vibration damping device comprises: a hub prepared for connection to a shaft such as a transmission input shaft; two hub flanges configured and inserted into the hub in such a way that, depending on the torsional direction of the hub relative to the hub flanges, either the first hub flange or the second hub flange is connected to the hub in a torque-transmitting manner; a plurality of spring units that indirectly support the first and second hub flanges relative to each other in the circumferential direction; and two disc elements that can be torsionally supported relative to the hub, wherein the first disc element is axially adjacent to the first hub flange and connected to the first hub flange by means of a first friction device, and the second disc element is axially adjacent to the second hub flange and connected to the second hub flange by means of a second friction device. Therefore, the torsional vibration damping device is also configured as / called a multi-flange torsional vibration damper. Background Technology
[0002] Such vibration damping devices are well known in the prior art. For example, a torque limiter for a powertrain is disclosed by means of DE 20 2019 106 781 U1, which has two hub flanges and a hysteresis unit for each hub flange that also works in conjunction with the side plate. Other prior art is disclosed by means of DE 20 2019 106 783 U1, DE 102018 131 322 A1, DE 20 2019 106 749 U1, DE 20 2019 106 382 U1 and EP 2 511 554 A1.
[0003] Based on DE 20 2019 106 781 U1, it has been confirmed that a relatively large number of parts are used there, and the manufacture of these parts is costly. This involves, for example, individual disc springs or those other components that form the friction device. The components themselves already have a relatively high manufacturing cost, and on the other hand, the components that come into contact with these components should be adjusted accordingly. Utility Model Content
[0004] Therefore, the purpose of this invention is to provide a torsional vibration damping device, which is based on a multi-flange torsional vibration damper and has a simple construction with a small number of parts and keeps manufacturing costs simple.
[0005] According to this invention, this is achieved by having two pairs of friction plates in the first friction device and / or the second friction device.
[0006] By incorporating multiple pairs of friction plates, the friction device is configured as compactly as possible, maximizing the number of friction points simultaneously. This eliminates the need for additional friction devices. Furthermore, by configuring such pairs of friction plates, it is possible to insert the two existing friction devices as radially as possible at the same height between the hub flange and the disc element.
[0007] Further advantageous embodiments are claimed by the dependent claims and are set forth in detail below.
[0008] Therefore, it is also advantageous that only the first friction device has two pairs of friction plates, while a second friction device, preferably having only one friction plate / one friction ring, is also feasible. This further simplifies the construction.
[0009] Furthermore, it is advantageous that the first friction pad pair is torsionally connected to one of the disc elements, and the second friction pad pair is torsionally connected to one of the hub flanges, wherein the friction pads of the two friction pad pairs are alternately arranged in the axial direction (relative to each other). Thus, the friction pad pairs are supported at the inherently existing components in a rotationally locked manner as simply as possible.
[0010] The construction is further simplified if not only the first friction device but also the second friction device is axially preloaded by a single (i.e., only one / common) disc spring.
[0011] Furthermore, it is advantageous that the friction plates of the first friction plate pair have axially extending suspension tongues that engage with the openings of the corresponding disk element (preferably the first disk element) to achieve a form-fit connection in the circumferential direction. In this way, the construction of the first friction plate pair can be kept as simple as possible, and the first friction plate pair can be easily connected to the corresponding disk element.
[0012] Correspondingly, and also in line with the objective, the friction plates of the second friction plate pair have axially extending suspension tongues that engage with the openings of the corresponding hub flange (preferably the first hub flange) to achieve a form-fit connection in the circumferential direction.
[0013] If the suspension tongues of the first friction pair and / or the suspension tongues of the second friction pair have a predetermined free angle (i.e., a predetermined gap in the circumferential direction) in their respective openings in the corresponding disc element and / or the corresponding hub flange, drag friction can be generated in a simple manner.
[0014] It is also advantageous in that the suspension tongues or the openings associated with the suspension tongues of different friction pad pairs differ in their width (i.e., their extension in the circumferential direction). This allows for the generation of multi-stage friction transitions using the simplest possible mechanism.
[0015] Furthermore, it is advantageous that the suspension tongue of the second friction plate pair and the disc spring engage with the opening of the hub flange (preferably constructed identically). This allows the hub flange to be implemented as simply as possible, preferably as identical components.
[0016] Furthermore, it is advantageous that the friction plates of the same friction plate pair, or the friction plates of two friction plate pairs, are at least partially constructed as identical components. This further reduces manufacturing costs.
[0017] If the disc element is also rotatably coupled to the input component by means of a slip clutch, the usability of the torsional damping device in the corresponding powertrain is further optimized. Attached Figure Description
[0018] The present invention will now be described in detail below with reference to the accompanying drawings.
[0019] The attached diagram shows:
[0020] Figure 1 The diagram shows a longitudinal sectional view of a torsional vibration damping device according to a preferred embodiment of the present invention, in which two friction devices inserted between the disc element and the hub flange are particularly visible.
[0021] Figure 2 Showing according to Figure 1 The front view of the torsional vibration damping device is used to illustrate the multiple spring units that are functionally inserted between the hub flange and the intermediate flange.
[0022] Figure 3 This shows a detailed view of the torsional damping device in the area of the friction device, cut along the longitudinal direction.
[0023] Figure 4 Showing according to Figure 3 A perspective view of a torsional vibration damping device cut in the longitudinal direction, showing multiple suspension tongues in the first disc element, and...
[0024] Figure 5 Show in full view Figure 1 A three-dimensional view of the circumferential region of the torsional damping device, which also shows multiple suspension tongues of other friction plates, such as the suspension tongues housed in the first hub flange. Detailed Implementation
[0025] The accompanying drawings are merely illustrative and intended only for understanding the present invention. Identical elements are labeled with the same reference numerals.
[0026] With the help of Figure 1 and Figure 2The torsional vibration damping device 1 according to a preferred embodiment of the present invention is clearly visible in its principle of construction. The torsional vibration damping device 1 is rotatably supported about its central axis of rotation 23 during operation. The axis of rotation 23 directly predefines the substantially used directions, namely axial, radial, and circumferential directions. Therefore, the axial direction should be understood as the direction along the axis of rotation 23, the radial direction should be understood as the direction perpendicular to the axis of rotation 23, and the circumferential direction should be understood as the direction along a circumferential line extending concentrically around the axis of rotation 23.
[0027] The torsional damping device 1 is used in the powertrain of a motor vehicle in a conventional manner during operation. The torsional damping device 1 has an input component 21 on the input side. The input component 21 is also alternatively and simply referred to as / configured as a friction disc. The input component 21 is coupled to two disc elements 6, 7 via a slip clutch 20. The slip clutch 20 serves the usual purpose of an overload protection clutch and temporarily disengages under specific torque pulses, causing torsion of the input component 21 relative to the disc elements 6, 7 during operation. After the impact energy introduced by the torque pulses decreases, the slip clutch 20 automatically re-engages, thereby connecting the input component 21 to the disc elements 6, 7 in a torsionally resistant manner. The slip clutch 20 ultimately functions as an axially preloaded friction unit.
[0028] Disc elements 6 and 7 are guided radially inside the slip clutch 20 or input component 21 around spring units 5a and 5b. (Regarding this...) Figure 2 As can be seen, spring units 5a and 5b, as described in detail below, are used to support different flanges in the circumferential direction.
[0029] Disc elements 6 and 7 are supported radially inside the spring units 5a and 5b on the radially outer side of the central hub 2, spaced apart from each other in the axial direction. Hub 2 is used in a conventional manner to torsionally accommodate shafts, such as intermediate shafts of powertrains or input shafts of transmissions.
[0030] The disc element 6 supported / accommodated on the first axial side of the flange region 24 of the hub 2 is called the first disc element 6. The disc element 7 supported / accommodated on the second axial side of the flange region 24 in the center of the hub 2, opposite to the first axial side, is called the second disc element 7.
[0031] Two hub flanges 3 and 4 are disposed between the two disc elements 6 and 7 in the axial direction. The two hub flanges 3 and 4 are also spaced apart from each other in the axial direction, wherein an additional intermediate flange 22 is axially accommodated between the two hub flanges 3 and 4. The intermediate flange 22 is freely torsionally supported on the hub 2.
[0032] The first hub flange 3 is configured and coordinated with the flange region 24 of the hub 2 such that when the hub 2 rotates relative to the first hub flange 3 in a first rotational direction, the hub 2 can rotate relative to the first hub flange 3 (at least within a limited range of rotation angles) in a second rotational direction opposite to the first rotational direction. Furthermore, the second hub flange 4 is configured and coordinated with the flange region 24 such that when the hub 2 rotates relative to the second hub flange 4 in the second rotational direction, the hub 2 rotates relative to the second hub flange 4, while the hub can rotate relative to the second hub flange 4 in the first rotational direction (at least within a limited range of rotation angles). Therefore, depending on the traction or inertial operation of the powertrain, the hub 2 can rotate relative to either the first hub flange 3 or the second hub flange 4.
[0033] Spring units 5a and 5b are inserted circumferentially between the respective hub flanges 3 and 4 and the intermediate flange 22. The first spring unit 5a is inserted circumferentially between the first hub flange 3 and the intermediate flange 22, and preloads / presses the first hub flange and the intermediate flange apart from each other. The second spring unit 5b is inserted circumferentially between the second hub flange 4 and the intermediate flange 22, and preloads / presses the second hub flange and the intermediate flange apart from each other.
[0034] The corresponding disc elements 6, 7 are rotatably coupled to the hub flanges 3, 4 associated with the disc elements via friction devices 8 or 9, which are described in detail below.
[0035] Regarding this, it should be noted that the first disc element 6, which is axially disposed next to the first hub flange 3 (i.e., on the side of the first hub flange 3 that is axially opposite to the second hub flange 4), is coupled to the first hub flange 3 in a particularly torsional manner by means of a first friction device 8. The second hub flange 4 is coupled to the second disc element 7, which is axially disposed next to the second hub flange 4, in a particularly torsional manner by means of a second friction device 9. Therefore, the second disc element 7 is disposed on the side of the second hub flange 4 that is axially opposite to the first hub flange 3.
[0036] Regarding the second friction device 9, in conjunction with Figure 3 and Figure 4It is also clear that the second friction device has only a friction element in the form of a (first) friction ring 25. The first friction ring 25 is abutted against the second disc element 7 in the form of a friction contact surface; the first friction ring 25 is axially pressed against the second disc element 7 by a central disc spring 14. Similarly, the disc spring 14, which is axially located between the second disc element 7 and the second hub flange 4, is torsionally connected to the second hub flange 4. It should be noted here that the disc spring 14 preferably has an axial tongue, which is not shown further here for overview purposes, and the tongue engages in an axial (third) opening 19 in the second hub flange 4, such that the disc spring 14 is circumferentially coupled to the second hub flange 4.
[0037] According to this utility model, the first friction device 8 has two friction plate pairs 10 and 11. The first friction plate pair 10 is torsionally connected to the first disc element 6. The second friction plate pair 11 is torsionally connected to the first hub flange 3. The friction plate 12 of the first friction plate pair 10 and the friction plate 13 of the second friction plate pair 11 alternate axially. It can be seen that, viewed in the axial direction, the friction plate 13 of the second friction plate pair 11 is directly axially attached to the first disc element 6, then the friction plate 12 of the first friction plate pair 10 is directly attached with frictional force, then the other friction plate 13 of the second friction plate pair 11 is attached again, and then the other friction plate 12 of the first friction plate pair 10 is attached. The first hub flange 3 is then axially (indirectly) attached to it. In the embodiment, a (second) friction ring 26 is present, which is connected in the middle between the friction plate 12 closest to the first hub flange 3 and the first hub flange 3.
[0038] Furthermore, it should be noted that the friction plate 12 of the first friction plate pair 10 is provided with a first suspension tongue 15, which constitutes an axially curved / extended protrusion, and the first suspension tongue extends into the axial first through hole / opening 17 of the first disc element 6. This is in Figure 4 This can also be clearly seen in the image. Here, each of the first suspension tongues 15 is shaped to fit into one of the first openings 17 of the first disc element 6, particularly in the circumferential / rotational direction.
[0039] In a similar manner, the friction pad 13 of the second friction pad pair 11 is received in the second opening 18 of the first hub flange 3 by means of the shape-fitting second suspension tongue 16 in the circumferential / rotational direction. This is in Figure 5 This can also be clearly seen in the text.
[0040] It is clear here that the second suspension tongue 16 is even accommodated in the second opening 18 with a predetermined gap / free angle in the circumferential direction, so that relative torsion can occur specifically between the first hub flange 3 and the second friction plate pair 11 during operation. This free angle is in principle set to accommodate the first suspension tongue 15 in the first opening 17, wherein, more preferably, the free angle between the second suspension tongue 16 and the second opening 18 is different on the one hand, and on the other hand, the free angle between the first suspension tongue 15 and the first opening 17 is different. It is particularly advantageous in this regard that the second suspension tongue 16 or the associated second opening 18 between the two friction plates 13 of the second friction plate pair 11 differs in width.
[0041] Furthermore, it is clear that additional third and fourth friction rings 27 and 28 are axially disposed and / or inserted between the two hub flanges 3 and 4 to dampen the corresponding relative torsion between the hub flanges 3 and 4 and the intermediate flange 22. Here, the third friction ring 27 is axially clamped between the first hub flange 3 and the intermediate flange 22 and is in frictional contact with the components. The fourth friction ring 28 is axially clamped between the second hub flange 4 and the intermediate flange 22 and is in frictional contact with the components.
[0042] The entire structure, consisting of two disc elements 6 and 7, hub flanges 3 and 4, intermediate flange 22, friction plate pairs 10 and 11 (including the first friction ring 25) and additional friction rings 26, 27, and 28, is axially preloaded / pressed by means of a central disc spring 14.
[0043] In other words, this invention provides a specific multi-flange damper (torsional damping device 1). For insulation reasons, a relatively low hysteresis is provided on the traction side, while a relatively high hysteresis is provided on the driving side in combination with free angle / dragging friction. The high hysteresis on the driving side is achieved here through a tiered arrangement of multiple small friction control discs and support discs / plates (friction plate pairs 10, 11), i.e., by means of a large number of friction points.
[0044] Preferably, the multi-flange damper is equipped with at least two hub flanges 3, 4, one of which moves only when the damper is torsional in the traction direction, and the other hub flange moves only when the damper is torsional relative to the drive disc (first disc element 6) and the mating disc (second disc element 7) in the thrust direction, wherein one of the two outer hub flanges of the damper has a (first) friction device 8 consisting of at least two pieces (friction plate pairs 10, 11) between it and the drive disc or the mating disc.
[0045] The multi-flange damper with plate friction device has only a common disc spring 14 for the friction devices 8 and 9 used for traction and pushing directions.
[0046] The support plate suspension tongue (first suspension tongue 15) engages with the opening 17 in the drive plate or mating plate.
[0047] The support plate (friction plate 13 of the second friction plate pair 11) is preferably the same component installed in a tiered manner.
[0048] The friction control disc suspension tongue (second suspension tongue 16) engages with the opening 18 in the adjacent external hub flange.
[0049] The suspension tongue (second suspension tongue 16) is further preferably engaged at a defined free angle into the opening of the adjacent external hub flange in order to generate drag friction.
[0050] The openings 18 in the hub flange for the suspension tongue (second suspension tongue 16) are preferably of different widths so that the defined free angles are designed to be of different sizes, thereby generating multi-stage friction jumps.
[0051] The friction control disc (friction plate 12 of the first friction plate pair 10) is also preferably the same component installed in a tiered manner.
[0052] The suspension tongue of the friction control disc (second suspension tongue 16) and the suspension tongue of the disc spring 14 engage with the same openings of the opposite external hub flanges 3 and 4.
[0053] List of reference numerals
[0054] 1. Torsional vibration damping equipment
[0055] 2 hubs
[0056] 3 First hub flange
[0057] 4 Second hub flange
[0058] 5a First Spring Unit
[0059] 5b Second Spring Unit
[0060] 6 First Disc Components
[0061] 7. Second Disc Components
[0062] 8 First friction device
[0063] 9. Second friction device
[0064] 10 First friction plate pair
[0065] 11 Second friction plate pair
[0066] 12 Friction plates of the first friction plate pair
[0067] 13. Friction plates of the second friction plate pair
[0068] 14 Disc Springs
[0069] 15 First Suspended Tongue
[0070] 16 Second Suspended Tongue
[0071] 17 First Opening
[0072] 18 Second opening
[0073] 19 Third Opening
[0074] 20. Slippery clutch
[0075] 21 Input Components
[0076] 22 Intermediate Flange
[0077] 23 Rotation axis
[0078] 24 Flange Area
[0079] 25 First Friction Ring
[0080] 26 Second Friction Ring
[0081] 27 Third Friction Ring
[0082] 28 Fourth Friction Ring
Claims
1. A torsional vibration damping device (1) for a powertrain of a motor vehicle, the torsional vibration damping device comprising: Prepare a hub (2) for connection with the shaft. Two hub flanges (3, 4) are configured and inserted into the hub (2) in such a way that, depending on the torsional direction of the hub (2) relative to the hub flanges (3, 4), either the first hub flange (3) or the second hub flange (4) is connected to the hub (2) in a torque-transmitting manner. Multiple spring units (5a, 5b) indirectly support the first hub flange (3) and the second hub flange (4) relative to each other in the circumferential direction. and two disc elements (6, 7) which can be torsionally supported relative to the hub (2), wherein a first disc element (6) is arranged axially adjacent to the first hub flange (3) and is connected to the first hub flange (3) by means of a first friction device (8), and a second disc element (7) is arranged axially adjacent to the second hub flange (4) and is connected to the second hub flange (4) by means of a second friction device (9), characterized in that The first friction device (8) and / or the second friction device (9) have two friction pad pairs (10, 11).
2. The torsional vibration damping device (1) according to claim 1, characterized in that, The first friction pad pair (10) is torsionally connected to one of the disc elements (6, 7), and the second friction pad pair (11) is torsionally connected to one of the hub flanges (3, 4), wherein the friction pads (12, 13) of the two friction pad pairs (10, 11) are alternately arranged in the axial direction.
3. The torsional vibration damping device (1) according to claim 1, characterized in that, Not only the first friction device (8) but also the second friction device (9) is axially preloaded by means of a single disc spring (14).
4. The torsional vibration damping device (1) according to claim 3, characterized in that, The friction pad (12) of the first friction pad pair (10) has an axially extending suspension tongue (15) that engages in the opening (17) of the corresponding disk element (6, 7) to achieve a form-fit connection in the circumferential direction.
5. The torsional vibration damping device (1) according to claim 4, characterized in that, The friction plate (13) of the second friction plate pair (11) has an axially extending suspension tongue (16) that engages in the opening (18) of the corresponding hub flange (3, 4) to achieve a form-fit connection in the circumferential direction.
6. The torsional vibration damping device (1) according to claim 5, characterized in that, The suspension tongue (15) of the first friction pair (10) and / or the suspension tongue (16) of the second friction pair (11) are accommodated at a predetermined free angle in the corresponding opening (17, 18) in the corresponding disc element (6, 7) and / or in the corresponding hub flange (3, 4).
7. The torsional vibration damping device (1) according to claim 6, characterized in that, The suspension tongues (15, 16) or the openings (17, 18) associated with the suspension tongues (15, 16) of the different friction pad pairs (10, 11) differ in their width.
8. The torsional vibration damping device (1) according to any one of claims 5 to 7, characterized in that, The suspension tongue (16) of the second friction pair (11) and the disc spring (14) engage in the openings (18, 19) of the hub flange (3, 4).
9. The torsional vibration damping device (1) according to claim 1, characterized in that, The friction plates (12, 13) of the same friction plate pair (10, 11) or the friction plates (12, 13) of two friction plate pairs (10, 11) are at least partially constituted as the same components.
10. The torsional vibration damping device (1) according to claim 1, characterized in that, The disc elements (6, 7) are also rotatably coupled to the input component (21) by means of a slip clutch (20).