Damping device for damping torsional vibrations of an output shaft for a drive train of a motor vehicle, arrangement, and method

Abstract

The invention relates to a damping device (1) for damping torsional vibrations of an output shaft (2) for a drive train (3) of a motor vehicle, the damping device having: a first coupling element (11), which has a first fastening region (13) via which the first coupling element (11) is connectable to a first longitudinal region (5) of the output shaft (2); and a second coupling element (12), which is formed separately from the first coupling element (11) and which has a second fastening region (14) via which the second coupling element (12) is connectable to a second longitudinal region (6) of the output shaft (2), said second longitudinal region adjoining the first longitudinal region (5) at least indirectly in the axial direction (7) of the output shaft (2); wherein each coupling element (11, 12) has an associated coupling region (15, 16) via which the coupling elements (11, 12) are at least frictionally interconnectable or interconnected.

Description

[0001] 24-3106 PIF

[0002] 1

[0003] Damping device for damping torsional vibrations of an output shaft for a motor vehicle drive train, arrangement and method

[0004] The invention relates to a damping device for damping torsional vibrations of an output shaft for a drive train of a motor vehicle according to claim 1. Furthermore, the invention relates to an arrangement of a damping device on an output shaft for a drive train of a motor vehicle according to claim 7. The invention further relates to a method for operating a drive train comprising a damping device for a motor vehicle according to claim 10.

[0005] DE 102017008966 A1 discloses a connection arrangement of a torsional vibration damper comprising a primary part and at least one secondary part on an output shaft of an internal combustion engine for a motor vehicle, in which the primary part is connected to the output shaft in a rotationally fixed manner by means of respective screws having respective screw heads, wherein the primary part is formed at least in a partial area from aluminium, and wherein the screw heads are supported in the axial direction of the output shaft by means of at least one pressure piece formed from a steel.

[0006] The object of the invention is to provide a damping device for damping torsional vibrations of an output shaft for a drive train of a motor vehicle, an arrangement of a damping device on an output shaft for a drive train of a motor vehicle, and a method for operating a drive train for a motor vehicle having a damping device, so that the torsional vibrations of the output shaft can be damped particularly advantageously.

[0007] This problem is solved according to the invention by a damping device for damping torsional vibrations of an output shaft for a drive train of a motor vehicle with the features of claim 1, by an arrangement of a damping device on an output shaft for a drive train of a motor vehicle with the features of claim 7, and by a method for operating a drive train having a damping device for a 24-3106 PIF

[0008] 2

[0009] A motor vehicle with the features of claim 10 has been solved. Advantageous embodiments of the invention are the subject of the dependent claims and the description.

[0010] A first aspect of the invention relates to a damping device for damping at least one torsional vibration of an output shaft, in particular for damping torsional vibrations of the output shaft, for a drivetrain of a motor vehicle. The motor vehicle is, for example, a car, in particular a passenger car, or a motorcycle, in particular a motorcycle. The car is, for example, a sports car, in particular a racing car, in particular a road racing car. A road racing car is understood to be, in particular, a racing car with, in particular, legal, road approval. The drivetrain is understood to be, in particular, a drivetrain for the motor vehicle or a drivetrain of the motor vehicle. Thus, the motor vehicle preferably includes the drivetrain, in particular in its fully manufactured state.

[0011] The drivetrain is specifically designed and configured to propel the motor vehicle. Preferably, the drivetrain, particularly in its fully manufactured state, includes an output shaft. Preferably, the drivetrain includes at least one drive unit by means of which the motor vehicle can be driven or is driven via the output shaft. The output shaft can be an integral part of the drive unit, or it can be designed separately from the drive unit. The drive unit is, for example, an internal combustion engine or an electric motor. In particular, the output shaft is rotatably mounted about an output shaft axis of rotation.Preferably, it is provided that the output shaft can be driven by the drive device and is thereby rotatable or rotated about the output shaft axis, in particular for driving the motor vehicle.

[0012] Torsional vibration is understood to mean, in particular, a torsional vibration in which, for example, at least one vibration about a rotational degree of freedom of the output shaft occurs. This means that the torsional vibration is, in particular, a torsional vibration with respect to the output shaft's axis of rotation. Damping the torsional vibration, or the respective torsional vibration, refers in particular to reducing the torsional vibration or the respective 24-3106 PIF

[0013] 3

[0014] Torsional vibration is understood as a reduction in the torsional vibration(s) that would be lower than if the drivetrain did not have the damping device, i.e., if it were free of the damping device. The damping device is preferably designed separately from the output shaft.

[0015] To dampen torsional vibrations particularly effectively, the damping device comprises at least one first coupling element, which has at least one first mounting area. This first coupling element is connectable or connected, preferably directly, to a first longitudinal section of the output shaft, preferably in a torque-transmitting manner, and preferably in a rotationally fixed manner. This means that the first coupling element is connectable or coupled, for example in a rotationally fixed manner, to the first longitudinal section of the output shaft, preferably in a torque-transmitting manner, via the mounting area. In other words, the first coupling element is attachable or fixed to the first longitudinal section of the output shaft via the first mounting area, preferably directly.Furthermore, the damping device comprises at least one second coupling element, formed separately from the first coupling element, which has at least one second mounting area, spaced apart from the first mounting area, via which the second coupling element can be connected, in particular directly, to a second longitudinal section of the output shaft that extends axially from the first longitudinal section, at least indirectly, in particular directly, and preferably in a torque-transmitting manner, preferably in a rotationally fixed manner. This means that the second coupling element can be connected, in particular directly, to the second longitudinal section of the output shaft, in particular in a torque-transmitting manner, for example in a rotationally fixed manner, via the second mounting area.In other words, the second coupling element can be attached to, or is attached to, the second length section of the output shaft via the second mounting area, in particular directly. The length sections of the output shaft can be directly adjacent to one another in the axial direction of the output shaft, or the length sections can be spaced apart from one another in the axial direction and, for example, connected to one another via a third length section of the output shaft. Thus, the third length section is, for example, arranged in the axial direction of the output shaft between the first and the second length sections. The term "respective length section" refers in particular to a respective length segment of the output shaft. It is understood that the first and the second length sections are at least indirectly connected in the axial direction of the output shaft.

[0016] 4

[0017] Connecting the coupling elements to one another means, in particular, that the first and second length sections are arranged side by side or one after the other with respect to the axial direction. Each coupling element has a coupling area via which the coupling elements, particularly for damping the at least one torsional vibration of the output shaft, can be connected to one another at least frictionally, and in particular by transmitting torque, preferably directly. This means that the first coupling element has a first coupling area and the second coupling element has a second coupling area, wherein the coupling elements can be connected to one another at least frictionally, and in particular directly, via the coupling areas, which are preferably adjacent to one another, thereby enabling or effecting the damping of the at least one torsional vibration.In other words, the coupling elements can be coupled to each other via the coupling areas at least by friction, whereby, for example, the first coupling element can be driven by the second coupling element and / or the second coupling element can be driven by the first coupling element.

[0018] Friction-fit connection refers in particular to a force-fit connection between the coupling elements, which runs across the coupling areas, i.e., is formed through the coupling areas.

[0019] A rotationally fixed connection is understood to be a connection between two separately designed components that are connected to each other in such a way that at least relative rotations between the components and preferably relative movements between the components in the axial and radial directions are prevented or avoided.

[0020] Because the coupling elements can be connected to each other via the coupling sections, or are connected to each other, the coupling elements are preferably arranged parallel to the output shaft in the torque flow with respect to a torque flow running from the first length section to the second length section, so that the torque flow preferably runs parallel across the coupling elements and across the third length section. In other words, the coupling elements and the third length section of the output shaft are preferably arranged parallel to each other with respect to the torque flow. 24-3106 PIF

[0021] 5

[0022] The invention is based in particular on the following findings and considerations: A conventional motor vehicle can, for example, suffer from drivetrain vibrations at the output shaft. This is particularly pronounced when the motor vehicle is designed as a racing car. This is disadvantageous, for example, because at a motorsport event, such as a race, the maximum power output of the motor vehicle, especially the output shaft, may be limited by regulations. This means that, at the motorsport event, a power measurement is carried out at the output shaft on behalf of a motorsport authority. Thus, the power measurement device, operated by the motorsport authority (which can also simply be referred to as the sports authority), is located at the output shaft. However, during operation of the motor vehicle, it is possible for the aforementioned torsional vibrations to occur at the output shaft.These torsional vibrations can cause the vehicle's power output, particularly at the output shaft, to exceed a maximum permissible power value, for example, if the torsional vibration includes an overshoot. Therefore, it is necessary to incorporate overshoots into the vehicle's power profile to create a margin from the power limit, ensuring compliance with the permitted power range at a motorsport event. This avoids reaching the vehicle's power limit, which can negatively impact its performance, potentially resulting in lap time losses. In other words, an existing vibration problem, especially a torsional vibration problem, in the race car's drivetrain can hinder the vehicle from achieving the power limit permitted by the regulations, specifically the maximum allowed power output.It can therefore be advantageous to integrate vibration damping, particularly torsional vibration damping, into or onto the output shaft to reduce or eliminate overshoot in the power profile. Elastomer-based damping solutions are known from the prior art, both in series (for example, similar to a Hardy disc) and in parallel, for example, as an elastomer filling for the output shaft. A damping element made of elastomer and installed in series with the output shaft can significantly reduce the overall stiffness of the drivetrain, which can negatively affect its load-bearing capacity, a particular disadvantage for motorsport applications. Thus, the load-bearing capacity required for motorsport applications may not be achieved with such a solution.For example, a damping element made of elastomer and installed parallel to the output shaft is disadvantageous for a PIF on or in the output shaft24-3106.

[0023] 6

[0024] the available installation space, meaning that, for example, the required damping values ​​cannot be achieved within the given space. In other words, existing elastomer-based damping solutions can significantly reduce the stiffness of the entire drivetrain system, particularly when installed in series with the output shaft, or they can only achieve unsatisfactory damping values, particularly when installed parallel to the output shaft.

[0025] In contrast, the aforementioned disadvantages can be avoided by means of the damping device according to the invention. With the damping device according to the invention, vibration damping, in particular torsional vibration damping, can be achieved by means of a friction clutch, for example a slip clutch, which is formed by the coupling elements, in particular by means of the coupling areas. Thus, a damping effect, in particular a torsional damping effect, can be achieved by means of the friction clutch, in particular a slip clutch, on or at the output shaft, for example instead of using elements made of elastomer. Accordingly, the damping device, in particular the respective coupling element, is, for example, free of elastomer(s).Because the coupling elements and the output shaft, particularly the third longitudinal section, are arranged parallel to each other with respect to the torque flow from the first to the second longitudinal section, the stiffness, especially the overall stiffness, of the drive train, and particularly the output shaft, is preferably not negatively affected or only negatively affected to a very small extent. In other words, by installing the damping device parallel to the output shaft, the stiffness of the drive train, especially the output shaft, cannot be negatively affected. This means that the aforementioned negative influence can be avoided.Due to the frictional connection, slippage preferably occurs between the coupling elements when a torque is transmitted between them across the coupling areas. This results, for example, in particular through the conversion of friction into heat, in damping, i.e., in particular the aforementioned damping effect. This damping effect is understood to mean, in particular, the damping of at least one torsional vibration. This slippage, and thus in particular the damping, occurs especially when there is a differential rotational speed between two shaft ends of the output shaft, for example, between the first and second length sections, i.e., especially when the shaft ends rotate relative to each other about the shaft axis. Overall, it is evident that the damping device according to the invention improves the performance, in particular 24-3106 PIF.

[0026] 7

[0027] Racing performance of the vehicle can be significantly enhanced. Furthermore, avoiding or reducing torsional vibrations can significantly improve comfort, particularly ride comfort.

[0028] In a further embodiment, the coupling areas are arranged in the axial direction of the output shaft between the mounting areas. In other words, the coupling areas extend axially between the mounting areas and / or between the first and second length sections. This allows the aforementioned torque flow from the first length section to the second length section to run parallel to the output shaft, particularly the third length section, and the damping device, especially the coupling elements. This prevents a negative impact on the stiffness of the drive train, particularly the output shaft, thus ensuring, for example, the desired stiffness.

[0029] To enable particularly advantageous coupling of the coupling elements, a further embodiment provides that the coupling elements can be positively connected or joined to one another via the coupling areas, i.e., in particular frictionally and positively, preferably directly. This means that the aforementioned connection between the coupling elements formed via the coupling areas is a friction-fit and force-fit connection. In other words, the coupling elements can be positively connected or coupled to one another via the coupling areas, in particular in a torque-transmitting manner. This allows the torque to be transmitted particularly well via the coupling areas between the coupling elements.Furthermore, a contact surface, in particular designed as a friction surface, over which the coupling elements abut each other at the coupling areas, can be particularly increased, thereby particularly increasing the damping effect or torsional vibration damping effect.

[0030] To enable particularly advantageous coupling of the coupling elements, a further embodiment provides for the coupling areas to be conically shaped. In other words, the respective coupling element is designed, at least in part, as a cone. This means that the aforementioned friction coupling, for example, is designed as a conical coupling. This allows the friction surface, especially within the available installation space, to be particularly efficient between the coupling elements.

[0031] 8

[0032] This can increase the damping effect, particularly the torsional vibration damping effect. The characteristic "conically shaped" means, in particular, that the respective coupling element or coupling area is at least partially conical, i.e., shaped like a cone or a truncated cone. Because the respective coupling area is conically shaped, its diameter varies, especially in the axial direction of the output shaft.

[0033] In a further embodiment, the damping device has at least one fastening device, for example, designed separately from the coupling elements, by means of which the coupling elements can be connected to the output shaft via the fastening areas and are preloaded in the axial direction of the output shaft. This means that the damping device, in particular the respective coupling element, is preloaded in the axial direction of the output shaft when the respective coupling element is connected to the output shaft via the respective fastening area, in particular directly. In other words, it is provided that at least one force acting on the coupling elements in the axial direction of the output shaft, in particular a preload force, can be exerted or is exerted by means of the fastening device.The preload allows, for example, a damping value, particularly one to be achieved, to be set or specified for damping at least one torsional vibration, especially in a targeted manner.

[0034] To effectively dampen torsional vibrations, a further embodiment provides for the coupling elements to be arranged on at least one outer surface of the output shaft, particularly with respect to a radial direction. This means that the coupling elements extend outside the output shaft. In other words, the coupling elements are arranged on the outer surface of the output shaft when they are connected to it via the mounting points, particularly directly. The damping device is thus, for example, arranged on the output shaft.This allows, in a particularly cost-effective manner, a problem to be avoided where the damping device, when installed internally within the output shaft, is geometrically more torsionally flexible than the output shaft, which can negatively affect the damping device's ability to dampen torsional vibrations, potentially leading to the failure of the damping device 24-3106 PIF in extreme cases.

[0035] 9

[0036] This could remain without function. By arranging the damping device on the outer surface, for example by moving the damping element outwards onto the output shaft, this problem can be circumvented, because by arranging the damping device outside the output shaft, the damping device is preferably torsionally stiffer than the output shaft, in particular the one to be damped.

[0037] Alternatively, the coupling elements can be arranged, for example, in a cavity within the output shaft, particularly one extending inside the output shaft. In other words, the output shaft is hollow, i.e., designed as a hollow shaft, which can be referred to as a hollow output shaft, with the damping device located or housed within the output shaft. This means, for example, that the damping device is integrated into the output shaft, i.e., within the output shaft. This allows the installation space provided within the output shaft, in the form of the aforementioned cavity, to be used to accommodate the damping device, and in particular the respective coupling element. This enables a particularly space-saving design of the drive train, especially the output shaft.

[0038] A second aspect of the invention relates to an arrangement of at least one damping device, in particular according to the first aspect of the invention, on, for example, an output shaft for a drive train or the drive train of a motor vehicle. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention and vice versa.

[0039] To particularly effectively dampen torsional vibrations of the output shaft, the damping device comprises a first coupling element with a first mounting area, through which the first coupling element is connected to a first longitudinal section of the output shaft. Furthermore, the damping device comprises a second coupling element, separate from the first coupling element, which has a second mounting area, through which the second coupling element is connected to a second longitudinal section of the output shaft that extends axially, at least indirectly, and in particular directly, to the first longitudinal section. Each coupling element has a respective coupling area, through which the 24-3106 PIF

[0040] 10

[0041] Coupling elements, in particular for damping at least one torsional vibration of the output shaft, are at least frictionally connectable or connected to each other.

[0042] The term "arrangement" refers in particular to a fastening arrangement, which can also be called a holding arrangement, or a damping arrangement.

[0043] In a further embodiment, the output shaft has a support area provided for the first coupling element, which can be referred to as the first support area. The first coupling element, in particular the first mounting area, is supported at the first support area in the axial direction of the output shaft, for example, in the direction towards the second length section and / or in the direction towards the second coupling element, and in particular directly. This support can be, for example, indirect or direct. In other words, the first coupling element rests against the output shaft in the axial direction at least indirectly, and in particular directly, via the first support area.

[0044] This allows the first coupling element to be axially fixed to the output shaft, particularly along its initial length. For example, the aforementioned fastening device provides a means of axially preloading the first coupling element to the output shaft, for instance, by means of at least one washer. The support area thus allows the output shaft to be coupled to the first coupling element with exceptional security, and the aforementioned preload can be achieved in a particularly efficient manner.

[0045] Alternatively or additionally, the second coupling element may, for example, have a support area designated for the second coupling element, which can be referred to as the second support area. The second coupling element is supported on the output shaft in the axial direction of the output shaft via the second support area, in particular at least indirectly or directly, for example via the second mounting area. In other words, the second coupling element rests against the output shaft in the axial direction via the second support area, in particular at least indirectly or directly. The support of the second coupling element on the output shaft via the support area occurs, for example, in the direction towards the first length section and / or in the direction towards the first coupling element.The second support area allows for axial fixing of the second coupling element, for example with the possibility of axial preloading. This axial preloading can be achieved, for example, by the aforementioned 24-3106 PIF.

[0046] 11

[0047] The fastening device can be achieved, for example, via at least one washer. Thus, the second support area allows the output shaft to be coupled particularly securely to the second coupling element. Furthermore, the aforementioned axial preload can be achieved in a particularly cost-effective manner.

[0048] To make the output shaft particularly lightweight and / or space-saving, a further embodiment allows the output shaft to be hollow, at least in part, i.e., hollow inside. In other words, the output shaft has at least one cavity, particularly one extending within the output shaft itself. Within this cavity, for example, at least one component, separate from the output shaft, can be arranged in a space-saving manner. This component could be, for example, the damping device or a component distinct from the damping device.

[0049] A third aspect of the invention relates to a method for operating a drive train, or the motor vehicle itself, comprising at least one damping device according to the first aspect of the invention. This method is understood to be, in particular, a method for operating an arrangement according to the second aspect of the invention. Preferably, in this method, the output shaft of the drive train is rotated about its axis of rotation, particularly by means of the drive device. In this process, at least one torsional vibration may occur, in which, for example, the first and second longitudinal sections of the output shaft oscillate relative to each other about the axis of rotation. This at least one torsional vibration is preferably, and in particular specifically, damped by the damping device, i.e., reduced or eliminated, and in particular prevented.

[0050] Further features of the invention will become apparent from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown in the figures alone, are not only usable in the combinations specified, but also in other combinations or on their own.

[0051] The invention will now be explained in more detail with reference to a preferred embodiment and the drawings. The drawings show: 24-3106 PIF

[0052] 12

[0053] Fig. 1 is a schematic partial sectional view of an arrangement according to the invention; and

[0054] Fig. 2 shows a schematic partial sectional view of an arrangement according to the invention in a further embodiment.

[0055] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0056] Fig. 1 shows a schematic partial sectional view of a damping device 1 arranged on an output shaft 2 for a drive train 3 of a motor vehicle. Accordingly, the drive train 3 is shown in Fig. 1, particularly in part. To propel the motor vehicle, the output shaft 2 can be driven, for example, by a drive unit of the drive train 3. The drive unit is, for example, designed as an internal combustion engine. The propulsion of the motor vehicle is effected, for example, by the fact that the output shaft 2 can be coupled or is coupled to at least one wheel of the motor vehicle in a torque-transmitting manner, whereby the vehicle wheel can be driven, or is driven, by means of the drive unit via the output shaft 2. The term "vehicle wheel" is understood to mean, in particular, a ground contact element.Preferably, the motor vehicle can be supported or is supported on a surface, such as a roadway, via at least one wheel. Preferably, the wheel is rotatable about a wheel axis and rolls along the surface while the motor vehicle is in motion.

[0057] The output shaft 2 is rotatable about an output shaft axis of rotation 4. Accordingly, the output shaft 2 is rotatably mounted about the output shaft axis of rotation 4, for example, by means of a bearing arrangement not shown in Fig. 1. Rotating the output shaft 2 about the output shaft axis of rotation 4 is understood, for example, to mean rotating the output shaft 2 relative to a housing element, such as a housing element of the drive train, and / or relative to a body of the motor vehicle.

[0058] Accordingly, the output shaft 2 is rotatable about the output shaft axis of rotation 4 via the bearing assembly, at least indirectly, and in particular directly, supported on the housing element and / or on the structure. The structure is understood to be a body shell, which is designed, for example, as a body, particularly a self-supporting one. 24-3106 PIF

[0059] 13

[0060] As shown in Fig. 1, the output shaft 2 has a first length section 5 and a second length section 6, which connects to the first length section 5 at least indirectly, and in particular directly, in the axial direction 7 of the output shaft 2. In the embodiment shown in Fig. 1, the output shaft 2 has a third length section 8, which extends in the axial direction 7 between the first and the second length sections 5, 6. Thus, the first and the second length sections 5, 6 are connected to each other via the third length section 8, for example, at least indirectly or directly.

[0061] For example, the first length section 5 has a first coupling point 9 via which the output shaft 2 can be driven, for example, by the drive unit, and is thereby rotatable, in particular, about the output shaft's axis of rotation 4. For this purpose, the first length section 5 can be coupled, for example, via the first coupling point 9, in particular directly, to another shaft, such as a crankshaft, or to another shaft section of the output shaft 2. In particular, if the first length section 5 can be coupled, or is coupled, to the other shaft section of the output shaft 2 via the first coupling point 9, the output shaft 2 is, for example, designed as a crankshaft.For example, the output shaft 2 can be coupled or connected to another shaft, such as a transmission input shaft, via a second coupling point 10, which is axially spaced 7 from the first coupling point 9. In this case, the second length section 6 has the second coupling point 10.

[0062] For example, the first length section 5 forms the first end of the output shaft 2 with respect to the axial direction 7, and the second length section 6 forms, for example, the second end, i.e., the other end, of the output shaft 2 with respect to the axial direction 7.

[0063] The damping device 1 has at least one first coupling element 11 and at least one second coupling element 12 formed separately from the first coupling element 11. The coupling elements 11 and 12 are preferably formed separately from the output shaft 2. The first coupling element 11 has at least one first fastening area 13, through which the first coupling element 11 is connected, for example, positively, and in particular directly, to the first longitudinal section 5. The second coupling element 12 has at least one second

[0064] 14

[0065] The fastening area 14 overlaps the second coupling element, for example, positively locking, which is connected to the second length section 6, in particular directly. In this case, the fastening areas 13 and 14 are spaced apart from each other in the axial direction 7.

[0066] In order to particularly advantageously dampen at least one torsional vibration of the output shaft 2, each coupling element 11, 12 has a respective coupling area 15, 16, across which the coupling elements 11, 12 can be connected to each other, at least frictionally, and in particular directly. This connection is made in particular by bypassing the output shaft 2, for example by bypassing the third length section 8. Through this frictional connection, for example, at least one torque can be transmitted from the first coupling element 11 to the second coupling element 12, whereby, for example, the second coupling element 12 can be driven by the first coupling element 11 via the coupling areas 15, 16, and is thereby rotatable about the output shaft axis of rotation 4.Alternatively or additionally, the first coupling element 11 can be driven by the second coupling element 12 via the coupling sections 15, 16, and thus rotatably about the output shaft axis 4. During this torque transmission, at least one frictional loss occurs, particularly in the form of slippage. This allows, for example, the at least one torsional vibration, in which, for example, the rotational speed of the first length section 5 differs from the rotational speed of the second length section 6 of the output shaft 2, to be damped, preferably selectively, by means of the damping device 1. Thus, the damping device 1 connects, for example, both ends of the output shaft 2 to each other, particularly in addition to the third length section 8. The coupling section 15 can be referred to as the first coupling section. The coupling section 16 can be referred to as the second coupling section.

[0067] As sketched in Fig. 1, a torque flow 17, running between the first length section 5 and the second length section 6, passes both via the output shaft 2, that is, in particular via the third length section 8, and via the coupling elements 11, 12, in particular through the coupling sections 15, 16. Thus, the damping device 1 and the output shaft 2, in particular the length section 8, are arranged or connected in parallel to each other with respect to the torque flow 17. This allows for a stiffness of the 24-3106 PIF

[0068] 15

[0069] The stiffness of the output shaft 2, or of the overall system comprising the damping device 1 and the output shaft 2, is particularly increased or at least maintained at a particularly high level. This allows for particularly effective damping of the torsional vibration. The damping device 1 is especially advantageous for motorsport applications, i.e., for example, for sporty vehicles such as sports cars or racing cars. Thus, the stiffness, also referred to as system stiffness, is not negatively affected, or only minimally affected, by the aforementioned parallel mounting of the damping device 1 to the output shaft 2.

[0070] Preferably, the coupling elements 11, 12 are positively connected or joined to one another via the coupling areas 15, 16. The coupling areas 15, 16 are, for example, conically shaped. In particular, the coupling areas 15, 16 are configured to correspond to each other. As shown in Fig.

[0071] As shown in Figure 1, the coupling areas 15, 16 extend, for example, obliquely to the axial direction 7 of the output shaft 2.

[0072] Preferably, the output shaft 2 has a support area 18, which can be referred to as the first support area 18, across which the first coupling element 11 is supported in the axial direction 7 on the output shaft 2, for example at least indirectly or directly, particularly via the first fastening area 13. This support is achieved, for example, via at least one intermediate element 19, which can be referred to as the first intermediate element 19. Thus, for example, the intermediate element 19 is arranged in the axial direction 7 between the support area 18 and the first coupling element 11, in particular a support surface of the first coupling element 11. The first coupling element 11 rests against the support area 18 via the support surface of the first coupling element 11, for example, via the intermediate element 19. The intermediate element 19 is, for example, annular, such as a ring-shaped disk.

[0073] For example, the first intermediate element 19 is designed as a washer.

[0074] Preferably, the output shaft 2 has a support area 20 provided for the second coupling element 12, which can be referred to as the second support area 20, in which the second coupling element 12 is supported in the axial direction 7 of the output shaft 2, particularly at least indirectly or directly, by means of the second fastening area 14. This support is achieved, for example, by means of a 24-3106 PIF

[0075] 16

[0076] The intermediate element 21, which can be referred to as the second intermediate element 21, is arranged, for example, in the axial direction 7 between the second support area 20 and the second coupling element 12, in particular a support surface of the second coupling element 12. The second coupling element rests against the support area 20 via the support surface of the second coupling element 12, for example, mediated by the second intermediate element 21. The second intermediate element 21 is, for example, annular in shape, such as an annular disk. For example, the second intermediate element 21 is designed as a washer. In the embodiment shown in Fig. 1, the support areas 18 and 20 face away from each other, particularly in the axial direction 7.

[0077] For example, the support area 18 separates the first length section 5 and the third length section 8 from each other. For example, the second support area 20 separates the second length section 6 and the third length section 8 from each other. For example, the third length section 8 has a larger diameter than the first and / or the second length section 5, 6. The first and second length sections 5, 6 have, for example, the same diameter. Alternatively, it is possible that the diameter of the first and second length sections 5, 6 is different.

[0078] For example, at least one locking element 22 is provided, which can be referred to as the first locking element 22. For example, the locking element 22 secures the first coupling element 11 in the axial direction 7 by means of the support area 18. This means that the first coupling element 11 is fixed in the axial direction 7, particularly on the output shaft 2, by means of the locking element 22, in particular by means of the support area 18, thereby preventing, for example, any movement of the first coupling element 11 in the axial direction 7 relative to the output shaft 2. The locking element 22 is, for example, annular in shape, in particular as a retaining ring.

[0079] For example, the output shaft 2 has a groove in which the locking element 22 is arranged and thereby, in particular, is attached to the output shaft 2.

[0080] For example, a locking element 23 is provided, which can be referred to as the second locking element 23. By means of the second locking element 23, for example, the second coupling element 12 is secured to the output shaft 2 in the axial direction 7, for example by means of the second support area 20. This means that by means of the second locking element 23, the second coupling element 12, in particular by means of the second support area 20, is secured to the output shaft 2.

[0081] 17

[0082] The second locking element 12 is fixed in the axial direction 7, particularly on the output shaft 2, thereby preventing any movement of the second coupling element 12 in the axial direction 7 relative to the output shaft 2. The second locking element 23 is, for example, ring-shaped, particularly as a retaining ring. For example, the output shaft 2 has a groove in which the second locking element 23 is arranged, thereby attaching the second locking element 23, for example, to the output shaft 2.

[0083] For example, a third intermediate element 24 is arranged on the output shaft 2 between the locking element 22 and the first coupling element 11, by means of which, for example, the locking element 22 is supported on the first coupling element 11 in the axial direction 7. The third intermediate element 24 is, for example, designed as a washer, in particular a washer. For example, a fourth intermediate element 25 is arranged on the output shaft between the second locking element 23 and the second coupling element 12, by means of which the second locking element 23 is supported on the second coupling element 12 in the axial direction 7. The fourth intermediate element 25 is, for example, annular, in particular a washer.

[0084] For example, at least one of the intermediate elements 19, 21, 23, 24, and in particular all intermediate elements 19, 21, 23, 24, for example via the support areas 18, 20, causes a preload on the coupling elements 11, 12 in the axial direction 7, particularly on the output shaft 2. Thus, for example, at least one fastening device 26 is provided by means of which the coupling elements 11, 12 are preloaded to the output shaft 2 via the fastening areas 13, 14 in the axial direction 7. This fastening device 26 has, for example, at least one first fastening element 27, which is formed, for example, by the first intermediate element 19, the third intermediate element 24, the first locking element 22 and / or by the output shaft 2, in particular by the first length section 5.Furthermore, the fastening device 26 has, for example, at least a second fastening element 28, which is formed, for example, by the second intermediate element 21, the fourth intermediate element 25, the second locking element 23 and / or by the output shaft 2, in particular by the second length section 6.

[0085] The connection of the respective coupling element 11, 12 via the respective fastening area 13, 14 is effected, for example, by means of a respective positive locking 24-3106 PIF.

[0086] 18

[0087] Connection. In other words, the respective coupling element 11, 12 is attached to the output shaft 2 via a positive-locking connection. Thus, the radial fixation of each coupling element 11, 12 to the output shaft 2 is, for example, positively locked. This allows for particularly easy disassembly, especially when adjusting the preload. This also allows for particularly easy and / or precise adjustment of a damping effect to dampen at least one torsional vibration.

[0088] Figure 1 shows a preferred embodiment of the damping device 1, in which the coupling elements 11, 12 are arranged on an outer surface 29, in particular on a respective outer surface, of the output shaft 2, for example, of the first, second, and / or third length section 5, 6, 8. Thus, in the embodiment shown in Figure 1, the damping device 1 is arranged outside the output shaft 2. This means that, in this case, the respective coupling element 11 is arranged on the output shaft 2 via the respective mounting area 13, 14, and is preferably rotationally fixed to the output shaft 2.

[0089] Alternatively, the coupling elements 11, 12 are possible arranged in a cavity 30 of the output shaft 2, that is, inside the output shaft 2. This is shown in Fig.

[0090] Figure 2 illustrates a further embodiment of the damping device 1. Thus, in the embodiment shown in Figure 2, the output shaft 2 is hollow, i.e., hollow inside.

[0091] For example, one of the coupling elements 11, 12, in this case the first coupling element 11, has a receiving space 31 in which the other of the coupling elements 11, 12, in this case the second coupling element 12, can be received or accommodated to form the positive-locking, i.e., force-locking and form-locking, connection. Thus, the other of the coupling elements 11, 12, in this case the second coupling element 12, is designed, for example, as a receiving element 32.

[0092] For example, in the first embodiment, that is, in the embodiment shown in Fig. 1, the output shaft 2 is at least partially hollow or hollow inside, whereby, for example, in the embodiment shown in Fig. 1, the output shaft 2 has the cavity 30, whereas in the embodiment shown in Fig. 124-3106 PIF

[0093] 19

[0094] In the embodiment shown, this cavity 30 is in particular free of the damping device 1, and in particular free of the respective coupling element 11, 12. Thus, the damping device 1, also referred to as a damping element, is, for example, mounted on the hollow-drilled output shaft 2, in particular as illustrated in Fig. 1, whereby the previously described parallel installation of the damping device 1 to the output shaft 2 can be provided, in particular to avoid negatively influencing, i.e., in particular to avoid reducing, the system stiffness of the drive train 3, also referred to as system stiffness.

[0095] A principle for transmitting torque between the coupling elements 11, 12 via the coupling areas 15, 16 is based, in particular, on a principle similar to a friction clutch. To form the frictional connection, at least one coating, especially one that increases friction, is provided on the respective coupling area 15, 16. The respective coupling element 11, 12 can therefore be referred to as a coupling element or friction clutch element. In particular, when the coupling elements 11, 12 are in a closed state, in which they are at least force-fitted to one another via the coupling areas 15, 16, the torque can be transmitted between the coupling elements 11, 12.

[0096] For example, the damping device 1 or the respective coupling element 11, 12 is always in this closed state. Alternatively, it is possible that the damping device 1 or the coupling elements 11, 12 are adjustable between the closed state and an open state, in which the coupling areas 15, 16 are, for example, spaced apart from each other. In the open state, the positive locking connection between the coupling elements 11, 12 is omitted. In Fig. 1 and Fig. 2, the open state is shown for better visibility of the coupling areas 15, 16.

[0097] Overall, the examples show how vibration damping, in particular torsional vibration damping, can be achieved in output shafts 2 by means of a friction clutch, for example for motorsport applications, using the damping device 1.-3106 PIF

[0098] 20

[0099] Reference symbol list

[0100] Damping device Output shaft Drive train Output shaft axis of rotation First length range Second length range Axial direction

[0101] third length range

[0102] first coupling point

[0103] second coupling point

[0104] first coupling element second coupling element first mounting area second mounting area first coupling area second coupling area torque flow

[0105] first support area

[0106] first intermediate element second support area second intermediate element first securing element second securing element third intermediate element fourth intermediate element fastening device first fastening element second fastening element outer surface cavity

[0107] Recording room

[0108] Recording element

Claims

24-3106 PIF 21 Patent claims 1. Damping device (1) for damping torsional vibrations of an output shaft (2) for a drive train (3) of a motor vehicle, comprising a first coupling element (11) having a first mounting area (13) which allows the first coupling element (11) to be connected to a first length section (5) of the output shaft (2), and comprising a second coupling element (12) formed separately from the first coupling element (11) and having a second mounting area (14) which allows the second coupling element (12) to be connected to a second length section (6) of the output shaft (2) which extends at least indirectly in the axial direction (7) of the output shaft (2), wherein the respective coupling elements (11, 12) have a respective coupling area (15, 16) which extend at least are frictionally connected or joined together.

2. Damping device (1) according to claim 1, characterized by the fact that the coupling areas (15, 16) are arranged in the axial direction (7) of the output shaft (2) between the mounting areas (13, 14).

3. Damping device (1) according to claim 1 or 2, characterized by the fact that the coupling elements (11, 12) can be positively connected or connected to each other via the coupling areas (15, 16).

4. Damping device (1) according to claim 3, characterized by the fact that the coupling areas (15, 16) are conically shaped.

5. Damping device (1) according to one of the preceding claims, characterized by a fastening device (26) by means of which the coupling elements (11, 12)24-3106 PIF 22 can be pre-tensioned to the output shaft (2) via the fastening areas (13, 14) in the axial direction (7) of the output shaft (2).

6. Damping device (1) according to one of the preceding claims, characterized in that the coupling elements (11, 12) are to be arranged on an outer surface (29) of the output shaft (2) or in a cavity (30) of the output shaft (2).

7. Arrangement of a damping device (1) on an output shaft (2) for a drive train (3) of a motor vehicle, in which the damping device (1) comprises a first coupling element (11) having a first mounting area (13), the first coupling element (11) being connected to a first longitudinal section (5) of the output shaft (2), and a second coupling element (12) formed separately from the first coupling element (11), which has a second mounting area (14), the second coupling element (12) being connected to a second longitudinal section (6) of the output shaft (2) which extends at least indirectly in the axial direction (7) of the output shaft (2), wherein the respective coupling elements (11, 12) have a respective coupling area (15, 16), the coupling elements (11, 12) being connected at least are frictionally connected or joined together.

8. Arrangement according to claim 7, characterized by the fact that • the output shaft (2) has a support area (18) provided for the first coupling element (11), on which the first coupling element (11) is supported in the axial direction (7) of the output shaft (2), and / or • the output shaft (2) has a support area (20) provided for the second coupling element (12), on which the second coupling element (12) is supported in the axial direction (7) of the output shaft (2). 24-3106 PIF 23 9. Arrangement according to claim 7 or 8, characterized by the fact that the output shaft (2) is at least partially hollow.

10. Method for operating a drive train (3) for a motor vehicle comprising a damping device (1) according to one of claims 1 to 6.

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