Powertrain device

Abstract

Powertrain device (10) for a vehicle, comprising a rotor carrier (14) rotatable about an axis of rotation (18) for receiving a rotor (12) of an electric motor, a torsional vibration damper (16) effective for reducing torsional vibrations and effecting torque transmission, comprising a first damper component (34) rotatable about the axis of rotation (18), at least one first spring element (36) and a second damper component (38) rotatable to a limited extent against the effect of the first spring element (36) relative to the first damper component (34), characterized by the fact that the first damper component (34) is firmly connected to the rotor carrier (14) via at least one connecting element (72) which is arranged circumferentially offset and at least partially radially overlapping with the first spring element (36), characterized in that the first and second damper components (34, 38) have a through-opening (74) for passing a riveting tool for riveting the connecting element (72).

Description

[0001] The invention relates to a drive train device according to the preamble of claim 1.

[0002] DE 10 2019 127 216 A1 describes a torsional vibration damper comprising a damper input part, an intermediate damper part that can be rotated to a limited extent relative to the damper input part, counteracting the action of spring elements, and a further damper part that can be rotated to a limited extent relative to the intermediate damper part by the action of additional spring elements. The damper input part is connected in a rotationally fixed manner to the rotor of an electric motor.

[0003] Further prior art is referred to DE 10 2020 113 050 A1, DE 100 05 996 A1, DE 10 2019 118 220 A1, DE 10 2018 106 287 A1 and DE 10 2019 127 216 A1.

[0004] The objective of the present invention is to design a torsional vibration damper that is more cost-effective and requires less space. The connection between the torsional vibration damper and the rotor carrier should be implemented more reliably.

[0005] At least one of these objects is achieved by a drive train device having the features of claim 1. This allows the torsional vibration damper to be constructed in a space-saving manner.

[0006] The drivetrain device can be arranged in a vehicle. The drivetrain device can be arranged in a drivetrain of the vehicle. The vehicle can have a drive element for providing drive torque for propelling the vehicle. The drive element can include the electric motor. The drive element can include an internal combustion engine.

[0007] The torsional vibration damper can transmit the drive torque of the drive element. The torsional vibration damper can reduce the torsional vibrations of the drive element.

[0008] The rotor can be mounted radially outside the rotor carrier. The rotor can be mounted via the rotor carrier. The rotor carrier can be firmly connected to the rotor, in particular, constructed as a single piece.

[0009] The first damper component can be connected to the rotor carrier in a form-fitting, force-fitting, and / or material-fitting manner. The first damper component can be riveted, toothed, or screwed to the rotor carrier. The connecting element can be a rivet element, a spacer bolt, and / or a screw. The connecting element can be structurally separate from the first damper component and / or the rotor carrier. The connecting element can be formed as a single piece with the first damper component or the rotor carrier.

[0010] The first damper component can be designed as a sheet metal component, a cast component or a forged component.

[0011] The torsional vibration damper can be arranged at least partially radially inside and axially overlapping the rotor.

[0012] The rotor carrier can form a receiving space. The rotor carrier can have a first axial section, a radially adjoining radial section, and a second axial section, in turn axially adjoining, radially inside the first axial section to form the receiving space. The second axial section can be fixedly connected to a drive hub, which, for example, transmits the torque from the drive element via the rotor carrier to the torsional vibration damper. The rotor can be arranged radially outside of the receiving space. The rotor can be received on the first axial section. The first spring element can be arranged axially, at least in sections, inside the receiving space.

[0013] The rotor arm can be designed as a sheet metal component, a cast component or a forged component.

[0014] The first damper component can comprise a second damper side plate, which is arranged axially spaced from the first damper side plate and fixedly connected to the first damper side plate. The second damper component can be designed as a damper flange, which is arranged axially between the first and second damper side plates. The damper flange can be angled axially from the first spring element toward the second damper stage. The damper flange can be centered on an output hub.

[0015] The torsional vibration damper can have a first damper stage with the first damper component, at least the first spring element and the second damper component and a second damper stage acting in series with the first damper stage with a third damper component that is rotationally fixed relative to the second damper component, at least one second spring element and a fourth damper component that can be rotated to a limited extent relative to the third damper component against the action of the second spring element.

[0016] The second and third damper components can be centered on a common component. The fourth damper component can be firmly connected to this component.

[0017] The first and / or second spring element can be a helical spring, for example a bow spring or compression spring. The torsional vibration damper can comprise a plurality of first spring elements and / or a plurality of second spring elements.

[0018] The first damper component can form a damper input of the first damper stage, and the second damper component can form a damper output of the first damper stage. The third damper component can form a damper input of the second damper stage, and the fourth damper component can form a damper output of the second damper stage.

[0019] The second and third damper components can be connected in a form-fitting, force-fitting, and / or material-fitting manner. The second and third damper components can be riveted, toothed, or screwed together. The second and third damper components can be constructed as a single piece. The connection between the second and third damper components can be arranged radially within the first and / or second spring element. The connection between the second and third damper components can be arranged at least partially axially overlapping the first and / or second spring element.

[0020] In a preferred embodiment of the invention, it is advantageous if a force transmission region for transmitting torque is effective between the first damper component and the first spring element, which force transmission region is arranged at least partially circumferentially overlapping the connecting element. The force transmission region can be arranged radially inside or outside of the connecting element. The force transmission region can be designed as a spring driver. The force transmission region can be designed as a single piece with the first damper component.

[0021] In an advantageous embodiment of the invention, the first damper component has a contact area for connection to the rotor carrier, and the rotor carrier has a counter-contact area axially facing the contact area. The contact area can be arranged on an axially flared section of the first damper component. The counter-contact area can be arranged on an axially flared section of the rotor carrier. The flared section can be designed as a stamped portion.

[0022] In a specific embodiment of the invention, it is advantageous if the connecting element is guided axially through a through-hole in the contact area and another through-hole in the counter-contact area. The through-hole and / or another through-hole can have an internal thread for a positive connection with the connecting element.

[0023] In an advantageous embodiment of the invention, the contact area is directly adjacent to the counter-contact area. This allows the connection between the first damper component and the rotor carrier to be constructed more reliably. The connection can be subject to less play.

[0024] In an advantageous embodiment of the invention, it is provided that the contact area and / or the counter-contact area axially bears against the connecting element, which is arranged at least partially axially between the contact area and the counter-contact area. The connecting element can have a sleeve whose outer diameter is larger than an outer diameter of a connecting area penetrating the first damper component and the rotor carrier. The contact area and / or the counter-contact area can bear against the sleeve. The sleeve can be arranged axially between the contact area and the counter-contact area. The sleeve can be structurally separate from the connecting area. The sleeve can be designed as one piece with the connecting area.

[0025] In a preferred embodiment of the invention, it is advantageous if the first damper component comprises a first damper side plate which, in the region of the first spring element, has at least one recess, on the radially outer edge of which a spring window sash is arranged, axially projecting in the direction of the rotor carrier. The first spring element can be secured, preferably axially, in the first damper side plate by the spring window sash. The first damper component can have a spring window sash for each first spring element. The spring window sashes can be arranged axially offset from the partial region of the first damper component at which the connection to the rotor carrier is arranged.

[0026] In a preferred embodiment of the invention, it is advantageous if the first damper component forms an axial recess in the region of the connecting element, in which an end region of the connecting element is received. This eliminates any axial projection of the connecting element relative to the first damper component.

[0027] A preferred embodiment of the invention is advantageous in that the rotor carrier has at least one axial recess on its circumference in the region of the first spring element, into which a partial region of the first damper component axially engages. The partial region can comprise the spring window sash. The recess can be an axially projecting recess in the rotor carrier. The first spring element and / or the spring window sash can engage axially in the axial recess at least in sections.

[0028] In one embodiment of the invention, it is advantageous if the first and / or second damper component has a through-opening for the passage of a riveting tool for riveting the connecting element. The through-opening can be arranged in an axial extension of the connecting element.

[0029] Further advantages and advantageous embodiments of the invention emerge from the description of the figures and the illustrations. Character description

[0030] The invention is described in detail below with reference to the figures. They show in detail: Fig. 1: A spatial cross-section of the drive train device from Fig. 1. Fig. 2: A section of a cross section of a drive train device in another specific embodiment of the invention. Fig. 3: A spatial view of the connecting element from Fig. 2. Fig. 4: A spatial view of the first damper side panel from Fig. 2. Fig. 5: A spatial view of the rotor arm from Fig. 2. Fig. 6: A spatial view of the rotor arm from Fig. 1. Fig. 7: A spatial view of a drive train device in another specific embodiment of the invention.

[0031] Fig. 1 shows a spatial cross-section of the drive train device from Fig. 1. The drivetrain device 10 can be effectively arranged in a vehicle between a drive element, for example, an internal combustion engine, and an output element, for example, a transmission. The drivetrain device 10 is constructed from a rotor carrier 14 accommodating a rotor 12 of an electric motor and a torsional vibration damper 16. The rotor 12 is arranged to rotate about a rotational axis 18 and is rotatably mounted via the rotor carrier 14.

[0032] The torsional vibration damper 16 is arranged at least partially radially within and axially overlapping the rotor 12. The rotor carrier 14 forms a receiving space 20 with a first axial section 22 receiving the rotor 12, a radial section 24 radially adjoining it, and a second axial section 26 axially adjoining it radially within the first axial section 22. The second axial section 26 is fixedly connected to a drive hub 28, which, for example, transmits the torque from the drive element via the rotor carrier 14 to the torsional vibration damper 16.

[0033] The torsional vibration damper 16 comprises a first damper stage 30 and a second damper stage 32 acting in series therewith. The first damper stage 30 is constructed from a first damper component 34, at least one first spring element 36, and a second damper component 38 that can be rotated to a limited extent counter to the action of the first spring element 36. The second damper stage 32 is constructed from a third damper component 40, at least one second spring element 42, and a fourth damper component 44 that can be rotated to a limited extent counter to the action of the second spring element 42.

[0034] The first damper component 34 is a damper input 48 and the second damper component 38 is a damper output 50 of the first damper stage 30 with respect to a torque transmission path extending from the drive element to an output hub 46, which is connected, for example, to a transmission input shaft. The third damper component 40 is a damper input 52 and the fourth damper component 44 is a damper output 54 of the second damper stage 32 with respect to the torque transmission path.

[0035] The second and third damper components 38, 40 are firmly connected to one another, in particular via a riveted joint 56. The riveted joint 56 is arranged radially inside the first and second spring elements 36, 42. The riveted joint 56 is arranged at least partially axially overlapping the second spring element 42. Through-openings 58 are arranged on the third and fourth damper components 40, 44 for the passage of a riveting tool for riveting the second and third damper components 38, 40.

[0036] The first spring element 36 is designed as a helical spring 62, in particular as a bow spring. The second spring element 42 is designed as a helical spring 64, in particular as a bow spring. The first and second spring elements 36, 42 are arranged axially offset from one another and at least partially radially overlapping. The first spring element 36 is arranged axially overlapping the first and second axial sections 22, 26 of the rotor carrier 14. The second spring element 42 is arranged axially outside the receiving space 20.

[0037] The second and third damper components 38, 40 are centered together on the output hub 46 and are axially secured relative to the output hub 46 by a retaining ring 66. The output hub 46 is mounted relative to the drive hub 28 by a bearing element 68.

[0038] The first damper component 34 has a first damper side plate 70, which is firmly connected to the rotor carrier 14 via at least one connecting element 72, which is arranged circumferentially offset and at least partially radially overlapping the first spring element 36 and is designed as a rivet element 73. This allows the connection between the rotor carrier 14 and the torsional vibration damper 16 to be designed with less play and more reliably. The drive train device 10 can be constructed more cost-effectively and in a more space-saving manner.

[0039] The first and second damper components 34, 38 and the third and fourth damper components 40, 44 have further through-openings 74 through which a riveting tool for riveting the first damper component 30 to the rotor carrier 14 can be passed.

[0040] The first damper component 34 has a contact area 75 for connection to the rotor carrier 14, and the rotor carrier 14 has a counter-contact area 76 axially facing the contact area 75. The contact area 75 is arranged on an axially flared section 78 of the first damper component 34. The counter-contact area 76 is arranged on an axially flared section 80 of the rotor carrier 14. The flared section 78 of the first damper component 34 is preferably designed as a stamped portion. The contact area 75 lies directly against the counter-contact area 76. This allows the connection between the first damper component 34 and the rotor carrier 14 to be established more reliably. The connection can have less play.

[0041] The connecting element 72 is guided axially through a through-opening 82 in the contact area 75 and another through-opening 84 in the counter-contact area 76. The first damper component 34 forms an axial recess 86 in the area of ​​the connecting element 72, in which an end area 88 of the connecting element 72 is received. This eliminates any axial projection of the connecting element 72 with respect to the first damper component 34.

[0042] A force transmission region 90 between the first damper side plate 70 and the first spring element 36 is arranged circumferentially overlapping the connecting element 72 and off-center from the first spring element 36.

[0043] The first damper side plate 70 has a recess 92 in the region of the first spring element 36, on the radially outer edge of which a spring window wing 94 is arranged, axially projecting toward the rotor carrier 14. The first spring element 36 is secured, preferably axially, in the first damper side plate 70 by the spring window wing 94. The first damper side plate 70 comprises a plurality of spring window wing 94 arranged offset circumferentially. The spring window wing 94 are preferably arranged axially offset from the partial region of the first damper side plate 70 where the connection to the rotor carrier 14 is arranged.

[0044] The first damper component 34 further comprises a second damper side plate 96, which is arranged axially spaced from the first damper side plate 70 and is fixedly connected to the first damper side plate 70 via spacer bolts 98. The second damper side plate 96, together with the first spring element 36, forms a further force transmission region 100, which is arranged off-center from the first spring element 36.

[0045] The second damper component 38 is designed as a damper flange 102, which is arranged axially between the first and second damper side plates 70, 96. The damper flange 102 is potted, starting from the first spring element 36, and extends axially from the first spring element 36 to the second damper stage 32. It is firmly connected radially inward of the second spring element 42 to a third damper side plate 104 of the third damper component 40 via the rivet connection 56. The third damper component 40 comprises a fourth damper side plate 108, which is firmly connected to the third damper side plate 104 via spacer bolts 110.

[0046] The fourth damper component 44 is designed as a further damper flange 112, which is arranged axially between the third and fourth damper side plates 104, 108 and is firmly connected to the output hub 46, preferably via a welded connection.

[0047] Fig. 2 shows a section of a cross-section of a drive train device in another specific embodiment of the invention. The contact area 75 and the counter-contact area 76 abut the connecting element 72. The connecting element 72 has a sleeve 114, the outer diameter 116 of which is larger than an outer diameter 118 of a connecting area 120 penetrating the first damper component 34 and the rotor carrier 14. The contact area 75 and the counter-contact area 76 abut the sleeve 114. The sleeve 114 is arranged axially between the first damper component 34 and the rotor carrier 14.

[0048] Fig. 3 shows a spatial view of the connecting element from Fig. 2. The connecting element 72 has the sleeve 114. The sleeve 114 can be structurally separate from the connecting region 120. Alternatively, the sleeve 114 can be formed integrally with the connecting region 120.

[0049] Fig. 4 shows a spatial view of the first damper side plate from Fig. 2. The first damper side plate 70 comprises recesses 92 for the first spring elements, arranged offset from one another along the circumference. The contact areas 75 for connection to the rotor carrier are stamped on the circumference between the recesses 92. Each contact area 75 has the through-opening 82 for the connecting element.

[0050] Fig. 5 shows a spatial view of the rotor carrier from Fig. 2. The counter-contact area 76 is formed on the rotor carrier 14, on which the further through-openings 84 for the connecting element are arranged.

[0051] Fig. 6 shows a spatial view of the rotor arm from Fig. 1. The rotor carrier 14 has several circumferentially offset counter-contact areas 76. The counter-contact area 76 is designed as an axially flared section 80, here as a material thickening of the radial section 24. Each counter-contact area 76 is circumferentially limited and spaced from the circumferentially adjacent counter-contact area 76.

[0052] Fig. Figure 7 shows a three-dimensional view of a drivetrain device in another specific embodiment of the invention. The drivetrain device 10 comprises the rotor carrier 14 and the torsional vibration damper 16. The rotor carrier 14 comprises at least one axial recess 122 on its circumference in the region of the first spring element 36, which is axially continuous here and into which a partial region 124, here the spring window sash 94, of the first damper component 34 axially engages. Furthermore, the first spring element 36 can axially engage the axial recess 122.

[0053] As a result, the first damper side plate 70 can be brought axially closer to the rotor carrier 14 and the axially flared section 80 of the rotor carrier 14 can be made axially shorter. List of reference symbols 10 Drivetrain device 12 Rotor 14 rotor carrier 16 torsional vibration dampers 18 axis of rotation 20 recording room 22 first axial section 24 Radial section 26 second axial section 28 Drive hub 30 first damper stage 32 second damper stage 34 first damper component 36 first spring element 38 second damper component 40 third damper component 42 second spring element 44 fourth damper component 46 Output hub 48 Damper input 50 damper output 52 Damper input 54 Damper output 56 riveted joint 58 passage opening 62 coil spring 64 coil spring 66 Retaining ring 68 bearing element 70 first damper side panel 72 connecting element 73 rivet element 74 additional passage opening 75 Investment area 76 Counter investment area Section 78 Section 80 82 passage opening 84 additional passage opening 86 axial recess 88 End area 90 power transmission range 92 recess 94 spring window sashes 96 second damper side panel 98 spacer bolts 100 additional power transmission range 102 Damper flange 104 third damper side panel 108 fourth damper side panel 110 spacer bolts 112 additional damper flange 114 sleeve 116 outer diameter 118 outer diameter 120 connection area 122 axial recess 124 sub-area

Claims

[1] Drive train device (10) for a vehicle, comprising a rotor carrier (14) rotatable about a rotation axis (18) for receiving a rotor (12) of an electric motor, a torsional vibration damper (16) effective to reduce torsional vibrations and effecting torque transmission, comprising a first damper component (34) rotatable about the rotational axis (18), at least one first spring element (36) and a second damper component (38) rotatable to a limited extent relative to the first damper component (34) counter to the action of the first spring element (36), characterized by , that the first damper component (34) is firmly connected to the rotor carrier (14) via at least one connecting element (72) which is arranged offset circumferentially and at least partially radially overlapping the first spring element (36), characterized bythat the first and second damper components (34, 38) have a through-opening (74) for the passage of a riveting tool for riveting the connecting element (72). [2] Drive train device (10) according to claim 1, characterized by that between the first damper component (34) and the first spring element (36) a force transmission region (90) for torque transmission is effective, which is arranged at least in sections circumferentially overlapping the connecting element (72). [3] Drive train device (10) according to claim 1 or 2, characterized by that the first damper component (34) has a contact area (75) for connection to the rotor carrier (14) and the rotor carrier (14) has a counter-contact area (76) axially facing the contact area (75). [4] Drive train device (10) according to claim 3, characterized bythat the connecting element (72) is guided axially through a through opening (82) in the contact area (75) and a further through opening (84) in the counter-contact area (76). [5] Drive train device (10) according to claim 3 or 4, characterized by that the contact area (75) lies directly against the counter-contact area (76). [6] Drive train device (10) according to one of claims 3 to 4, characterized by that the contact area (75) and / or the counter-contact area (76) bears axially against the connecting element (72), which is arranged at least in sections axially between the contact area (75) and the counter-contact area (76). [7] Drive train device (10) according to one of the preceding claims, characterized bythat the first damper component (34) comprises a first damper side plate (70) which has at least one recess (92) in the region of the first spring element (36), on the radially outer edge of which a spring window wing (94) is arranged which is axially extended in the direction of the rotor carrier (14). [8] Drive train device (10) according to one of the preceding claims, characterized by that the first damper component (34) forms an axial recess (86) in the region of the connecting element (72), in which an end region (88) of the connecting element (72) is received. [9] Drive train device (10) according to one of the preceding claims, characterized by that the rotor carrier (14) has at least one axial recess (122) on the circumference in the region of the first spring element (36), into which a partial region (124) of the first damper component (34) engages axially.

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