Torsional vibration damper device and torque transmission device for a motor vehicle

Abstract

A torsional vibration damper device (7) with a flange (8) rotatably mounted about a central axis and at least one damper mass (9) displaceable relative to the flange (8) under centrifugal force, characterized in that the damper mass (9) is displaceably mounted between two side elements (11a, 11b) opposite each other in the axial direction (A) of the torsional vibration damper device (7), and the side elements (11a, 11b) are rotationally fixed to the flange (8), wherein the damper mass is formed from several parts arranged adjacent to each other or spaced apart in the axial direction and not separately connected to each other, and each part of the damper mass (9) is pivotably mounted between the two side elements (11a, 11b) by means of several rollers (14) extending in the axial direction (A), wherein the rollers (14) extend in their central region through holes (2) in each part of the damper mass (9),wherein the axial ends (15a, 15b) of the rollers (14) are slidably mounted in corresponding recesses or openings (17a, 17b) of the side elements (11a, 11b), wherein the recesses or openings (17a, 17b) are essentially kidney-shaped, oval, or oblong.

Description

The present invention relates to a torsional vibration damper device according to the preamble of claim 1. Furthermore, the present invention relates to a torque transmission device for a motor vehicle comprising at least one torsional damper and at least one torsional vibration damper device, wherein the torsional vibration damper device is arranged on an output side of the torsional damper. German patent application DE 10 2006 028 556 A1 discloses a torsional vibration damper device according to the preamble of claim 1. The torsional vibration damper device has a flange rotatably mounted about a central axis. Under the influence of centrifugal force, several radially outwardly arranged damper masses can be displaced relative to the flange in order to dampen torsional vibrations occurring during operation, particularly in the low-speed range. The damper masses are arranged axially on both sides of the flange and are connected to each other by means of stepped bolts that extend through corresponding openings in the flange. German patent application DE 196 15 890 A1 discloses another torsional vibration damper device that is housed in a casing. Further prior art is cited in the publications DE 196 15890 196 15890 C1 , DE 198 31 160 A1 , DE 10 2008 005 138 A1 , DE 10 2009 042 825 A1 , DE 10 2004 036 791 A1 and DE 10 2006 028 556 A1. The object of the present invention is to provide a torsional vibration damper device and a torque transmission device for a motor vehicle in order to simplify the construction of the damper mass or damper masses of the torsional vibration damper device. The problem is solved by a torsional vibration damper device with the features of claim 1 and by a torque transmission device with the features of claim 8. According to the invention, this problem is solved by a torsional vibration damper device according to claim 1, comprising a flange rotatably mounted about a central axis and at least one damper mass displaceable relative to the flange under the influence of centrifugal force. The damper mass is displaceable in the axial direction of the torsional vibration damper device between two opposing side elements under the influence of centrifugal force. The side elements are non-rotatably connected to the flange. Thus, the side elements form limits in the axial direction of the torsional vibration damper device to prevent a possible axial movement of the damper mass or parts of the damper mass, whereby the opposing side elements allow for guidance of the damper mass on both sides in the axial direction from the outside. Preferred embodiments of the present invention are set out in the dependent claims. The central axis around which the flange of the torsional vibration damper is rotatably mounted can, for example, be an axis of rotation defined by a crankshaft of an internal combustion engine and / or an input shaft of a transmission. Similarly, the axis of rotation can be defined by the input or output flange of a torsional damper, in particular a dual-mass flywheel, and / or by the pressure plate or counter-pressure plate of a clutch. The flange is essentially ring-shaped. One or more damping elements are arranged as far out as possible in the radial direction of the torsional vibration damper device and are positioned so that they can be displaced radially relative to the flange under centrifugal force. Each damping element can be a single piece or can be made up of several parts. If the damping element is made up of several parts, the two side elements arranged axially on either side of the damping element eliminate the need to connect the individual parts separately, for example, by riveting. Single-piece damping elements can be made of cast components, while the individual parts of multi-piece damping elements are made of sheet metal, preferably stamped parts.Multi-part damping elements are damping elements whose individual parts are arranged side by side or spaced apart in the axial direction. This spacing can be achieved by one or more additional components and / or an air gap. The side elements, between which one or more damping masses are arranged, are connected to the flange in a rotationally fixed manner. In particular, the connection of the side elements to the flange is made outside the damping mass(s), so that the total mass of the damping mass(s) is not reduced by openings or recesses in the damping mass(s) in which connecting elements for the rotationally fixed connection to the flange are arranged. Specifically, both side elements are arranged on the same side of the flange and connected to the flange, preferably by the same connecting element. Preferably, bolts, in particular stepped bolts, are provided as connecting elements, extending axially through the two side elements and the flange in the direction of the torsional vibration damper device to connect them to each other. One of the two side elements preferably rests directly against the flange. For this purpose, the flange preferably has a circumferential, i.e., annular, recess in its radial outer area, in which a radial section of one side element is at least partially received. According to a preferred embodiment, both side elements are designed as sheet metal components. It is particularly advantageous if both side elements are designed as stamped parts. This allows for cost-effective production of the two side elements. According to a particularly preferred embodiment, at least one of the two side elements has an axially extending circumferential section on its outer circumference, which at least partially overlaps the damper mass on its outer circumference. The circumferential section of the side element thus forms burst protection for the damper mass during operation of the torsional vibration damper device. It is particularly advantageous if the two side elements together have an essentially U-shaped cross-section. "Essentially U-shaped" in this context means that each of the two side elements can, for example, also have an L-shaped cross-section, but the two side elements do not meet at the free end faces of the bases of their respective Ls. Other configurations of the side elements are also possible, such as trough-shaped ones. Preferably, the damping mass is pivotably mounted between the two side elements by means of one or more axially extending rollers. Preferably, the recesses or openings for the rollers are the only recesses or openings that the damping mass has, thereby maximizing the total mass effective for damping. Preferably, the two side elements have recesses or openings in which the axial ends of the roller are slidably mounted. It is particularly advantageous if the recesses or openings are essentially kidney-shaped. However, other configurations, such as oval or oblong recesses or openings, are also possible. According to a further preferred embodiment, the roller has a first collar arranged between one of the side elements and a first side surface of the damping mass, and a second collar arranged between the other side element and the other side surface of the damping mass. If the damping mass is formed in one piece, the two side surfaces belong to the same component. If the damping mass is formed in multiple parts, the two side surfaces belong to different parts of the damping mass, arranged directly adjacent to each other in the axial direction of the torsional vibration damper device or spaced apart from each other, for example, by another part. The two collars, which are preferably formed integrally with the rest of the roller, in particular the roller axle, eliminate the need for separate means of fastening the roller. Preferably, at least two damping masses are arranged distributed around the circumference of the torsional vibration damper device. Furthermore, preferably, at least one damping stop is arranged between adjacent ends of the damping masses. The damping stop serves as an end stop for the displacement of the damping mass under centrifugal force. It is particularly advantageous if the impact damping device is designed as a damping ring. Preferably, a bolt extends through the damping ring, by which the two side plates are connected, and preferably to the flange. This design reduces the number of parts required to manufacture the torsional vibration damper and simplifies its construction. The aforementioned problem is further solved according to the invention by a torque transmission device for a motor vehicle with at least one torsional damper and at least one torsional vibration damper device according to at least one of the preceding embodiments, wherein the torsional vibration damper device is arranged on an output side of the torsional damper. In particular, the torsional damper is a dual-mass flywheel, wherein the flange of the torsional vibration damper is preferably designed as the output flange of the dual-mass flywheel. Preferably, the torsional vibration damper is arranged in the direction of action of the vehicle's drive system between the dual-mass flywheel and the clutch. "In the direction of action of the drive system" in this context means that the effect of the torsional vibration damper is present between the dual-mass flywheel and the clutch on the vehicle's drivetrain. For this purpose, the torsional vibration damper can be arranged in the axial direction of the drivetrain between the dual-mass flywheel and the clutch, but this is not mandatory. For example, the torsional vibration damper can be arranged...the damping masses and the side elements of the torsional vibration damping device may be arranged at least partially in the outer circumference of the dual-mass flywheel, in particular in the outer circumference of a bow spring of the dual-mass flywheel. According to a particularly preferred embodiment, the flange of the torsional vibration damper is designed as part of a secondary mass of the dual-mass flywheel. This makes it possible to reduce the number of parts required to manufacture the torque transmission device and to simplify its design. The present invention is explained in more detail below with reference to preferred embodiments in conjunction with the accompanying figures. These show: Fig. 1 a half-section through a particularly preferred embodiment of a torque transmission device, wherein a damping mass of a torsional vibration damper is shown in section; Fig. 2 a half-section through the torque transmission device from Fig. 1, wherein a stop damping device of the torsional vibration damper is shown in section; and Fig. 3 a top view of damping masses and stop damping devices of the torsional vibration damper from Figs. 1 and 2. Figures 1, 2 to 3 show a particularly preferred embodiment of a torque transmission device 1 for a motor vehicle. Features not explicitly identified as essential to the invention in this description are to be understood as optional. Therefore, the following description also relates to further embodiments of the torque transmission device 1 that incorporate partial combinations of the features to be explained below. In particular, the following description also relates to embodiments that include only a torsional vibration damper 7. The torque transmission device 1 is preferably a component of a motor vehicle's drivetrain. With reference to Fig. 1, the torque transmission device 1 is connected on the left side to a crankshaft of an internal combustion engine (not shown), while on the right side it is connected to a transmission (not shown). The torque transmission device 1 has a torsional damper 3 on its input side, i.e., on the left side in Fig. 1. Preferably, the torsional damper 3 is a dual-mass flywheel whose primary mass 4 is rotationally fixed to the crankshaft of the internal combustion engine. On its outer circumference, the primary mass 4 has a starter ring gear 2, which is rotationally fixed to the primary mass 4 and against which the pinion of a starter motor acts. The primary mass 4 of the dual-mass flywheel is biased against a secondary mass 5 of the dual-mass flywheel to damp torsional vibrations by means of one or more arc springs 6 extending in the circumferential direction U of the torque transmission device 1. For this purpose, the primary mass 4 and the secondary mass 5 have, in the figures, only indicated projections, which, when two arc springs 6 are used, are diametrically opposed, against which the opposing ends of the respective arc springs 6 are located.Instead of the arc springs 6, the dual-mass flywheel can also have other energy storage devices for damping torsional vibrations. The secondary mass 5, which is provided on the output side of the dual-mass flywheel, preferably includes a flange 8 belonging to the torsional vibration damper 7. Simultaneously, the side of the flange 8 facing away from the arc springs 6 can also serve as a counter-pressure plate for a clutch. A clutch disc can be clamped between the counter-pressure plate and the pressure plate of the clutch by means of a pressure plate of the clutch that is axially displaceable within limits A. When the clutch disc is clamped between the counter-pressure plate and the pressure plate of the clutch, a torque from the internal combustion engine can be transmitted frictionally to an output shaft that is rotationally fixed to the clutch disc and which, for example, forms the input shaft of a gearbox flanged to the clutch. The clutch can be designed, for example, as a conventional clutch, meaning that in the disengaged state, the force of an engaging diaphragm spring acting on the pressure plate exceeds the force of disengaging leaf springs acting on the pressure plate. When actuated, an actuator applies a force to the diaphragm spring, disengaging the clutch. Alternatively, the clutch can also be designed as a conventional clutch with a release mechanism, meaning that in the disengaged state, the force of the disengaging leaf springs acting on the pressure plate exceeds the force of a lever spring acting on the pressure plate. When actuated, an actuator applies a force to the lever spring, engaging the clutch. The clutch can be designed as either a push clutch, where the actuator exerts a pushing force on the diaphragm spring or lever spring, or as a pull clutch, where the actuator exerts a pulling force on the diaphragm spring or lever spring. Furthermore, the clutch can be designed as either a dry or a wet clutch. It can also be a single clutch, a double clutch, or a multiple clutch. With regard to the effect of the drive, namely in Fig. 1 from left to right, that is, coming from the crankshaft of the internal combustion engine via the primary mass 4, the arc springs 6, the secondary mass 5, the torsional vibration damper 7, and the clutch to the output shaft or transmission input shaft, which is non-rotatably connected to the clutch disc, the torsional vibration damper 7 is arranged in the direction of the drive's action between the dual-mass flywheel and the clutch. Thus, an axis of rotation of the torque transmission device 1, that is, a central axis about which, among other things, the torsional vibration damper 7 is rotatably mounted, is defined, for example, by the crankshaft of the internal combustion engine and / or the output shaft or the transmission input shaft. In addition to the flange 8, the torsional vibration damper device 7 has one or more damping masses 9. The damping masses 9 are arranged in the circumferential direction U of the torsional vibration damper device 7, preferably uniformly distributed. With respect to the flange 8, the damping masses 9 are displaceable under the influence of centrifugal force, that is, pivotable at least in the radial direction relative to the flange 8. As shown in Fig. 3, for example, six damping masses 9 can be arranged evenly distributed in the circumferential direction U. However, it is also possible for the torsional vibration damper device 7 to have fewer than six, for example four, or more than six, for example eight, damping masses 9 spaced apart from each other in the circumferential direction U. An odd number of damping masses 9 spaced apart from each other in the circumferential direction U is also possible. The individual damping elements 9, distributed circumferentially U, can, for example, be formed as single pieces. For single-piece damping elements, it is advantageous to manufacture them as cast components. Alternatively, however, it is also possible to manufacture each of the damping elements 9 as a multi-piece assembly, that is, as several parts arranged one after the other in the axial direction A, as shown in Fig. 1. The individual parts of the damping element 9 can be in direct contact with each other or separated from each other by another component or an air gap. Preferably, the individual parts of the damping element 9 are formed as sheet metal components, in particular as stamped parts. The damping masses 9 are mounted so as to be displaceable under centrifugal force between two side elements 11a, 11b which are located opposite each other in the axial direction A of the torsional vibration damping device 7. The two side elements 11a, 11b are rotationally fixed to the flange 8. The two side elements 11a, 11b are preferably designed as sheet metal components, in particular preferably as stamped parts. The side elements 11a, 11b comprise a first side element 11a facing the primary mass 4 and a second side element 11b facing the flange. A first radial section 12a of the first side element 11a is spaced from the primary mass 4, in particular from the starter gear ring 2 connected to the primary mass 4, by an air gap in the axial direction A of the torque transmission device 1. The second side element 11b is preferably in direct contact with the flange 8. For this purpose, the flange 8 preferably has an annular recess in its radially outer edge region, in which the second side element 11b or a second radial section 12b of the second side element 11b is at least partially received. In addition to the radial sections 12a, 12b, the first side element 11a preferably has a first circumferential section 13a, while the second side element 11b preferably has a second circumferential section 13b. The two circumferential sections 13a, 13b extend in the axial direction A of the torsional vibration damper device 7, with a free end of the first circumferential section 13a pointing towards the flange 8, while a free end of the second circumferential section 13b points towards the starter ring gear 2 connected to the primary mass 4 of the torque transmission device 1. In total, the two side elements 11a, 11b together have a substantially U-shaped cross-section, with each side element 11a, 11b having a substantially L-shaped cross-section. The free end faces of the two circumferential sections 13a, 13b of the substantially L-shaped side elements 11a, 11b are spaced apart from each other in axial direction A by an air gap. However, it is also possible that the two end faces are in contact with each other. Likewise, it is possible that only one of the two side elements 11a, 11b has a circumferential section 13a, 13b extending in axial direction A, which at least partially overlaps the damper masses 9 on its outer circumference and thus provides burst protection for the damper masses 9 during operation of the torsional vibration damper device 7. To increase the pivoting range of the damping masses 9, it is possible, for example, to make the circumferential sections 13a, 13b thinner than the radial sections 12a, 12b of the side elements 11a, 11b. Preferably, the circumferential section 13a or 13b is formed in one piece with the radial section 12a or 12b of the respective side element 11a or 11b, wherein the circumferential sections 13a, 13b can be produced, for example, by a forming process. Simultaneously with, before, or after the aforementioned forming process, the circumferential sections 13a, 13b can be stretched by a further forming process to reduce their thickness. Each of the damping elements 9 is pivotably mounted between the two side elements 11a, 11b by means of one or more rollers 14 extending in the axial direction A. The axial ends 15a, 15b of the rollers 14 are slidably mounted in corresponding recesses or openings 17a, 17b of the side elements 11a, 11b. The recesses or openings 17a, 17b are preferably substantially kidney-shaped, but can also be oval or oblong. In their central region, the rollers 14 extend through holes 20 in the damping elements 9. The holes 20 on the damping element side are likewise preferably substantially kidney-shaped, but can also be oval or oblong. Each roller 14 preferably has a first collar 16a, which is arranged between the first side element 11a and a first side surface 10a of the damping mass 9, and a second collar 16b, which is arranged between the second side element 11b and a second side surface 10b of the damping mass 9. This eliminates the need for separate means of fastening the rollers 14 and improves the axial guidance of the respective damping mass 9 by the collars 16a and 16b. If the damping element 9 is formed in one piece, the two side surfaces 10a, 10b belong to the same damping element 9 and are arranged opposite each other in the axial direction A. If the damping element 9 is formed in multiple parts, the two side surfaces 10a, 10b belong to different parts of the damping element 9, or to the outer parts of the damping element 9, and are likewise arranged opposite each other in the axial direction A. Preferably, the collars 16a, 16b are formed integrally with the remaining roller 14, in particular the roller axle. In the circumferential direction U of the torque transmission device 1 or the torsional vibration damper device 7, at least one damping device 18 is arranged between two adjacent ends of two adjacent damper masses 9. This damping device 18 preferably comprises a component coated or encased with an elastic material. The elastic material can, for example, be an elastomer-containing or rubber-containing material. Preferably, the damping device 18 is designed as a damping ring. It is particularly advantageous if a bolt 19 extends through the damping ring, connecting the two side elements 11a, 11b, which are opposite each other in the axial direction A, to the flange 8. The damping device 18 forms an end stop for the respective damping mass 9 in order to limit the pivoting of the damping mass 9 under the influence of centrifugal force. To ensure the parallelism of the two side elements 11a, 11b, several bolts 19 are arranged distributed around the circumference U to connect the two side elements 11a, 11b to the flange 8. The bolts 19 are each arranged between two adjacent damping elements 9. The bolts 19 are preferably designed as stepped bolts or rivets. However, it is also possible, for example, to bolt the two side elements 11a, 11b to the flange 8 using appropriate spacers. If the distance from the respective bolt 19 to the adjacent damping masses 9 is large enough and the recesses or openings 17a, 17b of the side elements 11a, 11b are designed accordingly, the impact damping device 18 can also be omitted. To save installation space in the axial direction A of the torque transmission device 1, it is advantageous if at least parts of the torsional vibration damper device 7 are arranged in the same radial plane as the arc springs 6 of the dual-mass flywheel. Preferably, at least partial areas of the side elements 11a, 11b and / or the damper masses 9 are arranged on the outer circumference, i.e., radially outside the arc springs 6 of the dual-mass flywheel. The preceding embodiments relate to a torsional vibration damper device 7 with a flange 8 rotatably mounted about a central axis and at least one damper mass 9 which can be displaced relative to the flange 8 under centrifugal force, wherein the damper mass 9 is displaceably mounted between two side elements 11a, 11b opposite each other in the axial direction A of the torsional vibration damper device 7, and the side elements 11a, 11b are connected to the flange 8 in a rotationally fixed manner. Furthermore, the preceding embodiments relate to a torque transmission device 1 for a motor vehicle with at least one torsional damper 3, in particular a dual-mass flywheel, and at least one torsional vibration damper device 7 according to at least one of the preceding embodiments, wherein the torsional vibration damper device 7 is arranged on an output side of the torsional damper 3, and in particular the flange 8 of the torsional vibration damper device 7 is designed as the output flange of the dual-mass flywheel. Reference symbol list 1 Torque transmission device 2 Starter ring gear 3 Torsional damper 4 Primary mass 5 Secondary mass 6 Bow spring 7 Torsional vibration damper 8 Flange 9 Damper mass 10a First side face 10b Second side face 11a First side element 11b Second side element 12a First radial section 12b Second radial section 13a First circumferential section 13b Second circumferential section 14 Roller 15a First axial end 15b Second axial end 16a First collar 16b Second collar 17a First opening 17b Second opening 18 Stop damping device 19 Bolt 20 Hole A Axial direction U Circumferential direction

Claims

A torsional vibration damper device (7) with a flange (8) rotatably mounted about a central axis and at least one damper mass (9) displaceable relative to the flange (8) under centrifugal force, characterized in that the damper mass (9) is displaceably mounted between two side elements (11a, 11b) opposite each other in the axial direction (A) of the torsional vibration damper device (7), and the side elements (11a, 11b) are rotationally fixed to the flange (8), wherein the damper mass is formed from several parts arranged adjacent to each other or spaced apart in the axial direction and not separately connected to each other, and each part of the damper mass (9) is pivotably mounted between the two side elements (11a, 11b) by means of several rollers (14) extending in the axial direction (A), wherein the rollers (14) extend in their central region through holes (2) in each part of the damper mass (9),wherein the axial ends (15a, 15b) of the rollers (14) are slidably mounted in corresponding recesses or openings (17a, 17b) of the side elements (11a, 11b), wherein the recesses or openings (17a, 17b) are essentially kidney-shaped, oval, or oblong. Torsional vibration damper device (7) according to claim 1, wherein the two side elements (11 a, 11 b) are designed as sheet metal components, preferably as stamped parts. Torsional vibration damper device (7) according to claim 1 or 2, wherein at least one of the two side elements (11 a, 11 b) has in its outer circumference a circumferential section (13a, 13b) extending in the axial direction (A) which at least partially overlaps the damper mass (9) in its outer circumference. Torsional vibration damper device (7) according to at least one of claims 1 to 3, wherein the two side elements (11 a, 11 b) together have a substantially U-shaped cross-section. Torsional vibration damper device (7) according to one of claims 1 to 4, wherein the roller (14) has a first collar (16a) arranged between one of the side elements (11a) and a first side surface (10a) of the damper mass (9), and a second collar (16b) arranged between the other of the side elements (11b) and the other side surface (10b) of the damper mass (9). Torsional vibration damper device (7) according to at least one of claims 1 to 5, wherein at least two damper masses (9) are arranged distributed in the circumferential direction (U) of the torsional vibration damper device (7), and at least one stop damping device (18) is arranged between adjacent ends of the damper masses (9). Torsional vibration damper device (7) according to claim 6, wherein the stop damping device (18) is designed as a damping ring through which a bolt (19) extends, through which the two side elements (11a, 11b) are connected to the flange (8). Torque transmission device (1) for a motor vehicle comprising at least one torsional damper (3) and at least one torsional vibration damper device (7) according to one of claims 1 to 7, wherein the torsional vibration damper device (7) is arranged on an output side of the torsional damper (3). Torque transmission device (1) according to claim 8, wherein the flange (8) of the torsional vibration damper device (7) is designed as the output flange of the torsional damper. Torsional vibration damper device (7) according to claim 1, wherein the damper mass (9) is designed as a sheet metal component. Torsional vibration damper device (7) according to claim 1 or 10, wherein the spacing of the parts of the damper mass (9) is effected by one or more further components and / or an air gap.

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