Torque transmission device

Abstract

The invention relates to a torque transmission device (1) having a torsional vibration damper (2) which is mounted so as to be rotatable about a rotational axis (d) and has a first damper part (4) and a second damper part (5), which can be rotated about the rotational axis (d) against the action of a spring unit (6) to a limited extent with respect to the first damper part (4), wherein the damper parts (4, 5) are centered with respect to one another. In order to adapt the centering play (S(α)) between the damper parts (4, 5) in accordance with different requirements of the applied loads, the centering play (S(α)) is based on the rotational angle.

Description

[0001] Torque transmission device

[0002] The invention relates to a torque transmission device with a torsional vibration damper arranged rotatably about an axis of rotation, comprising a first damper part and a second damper part rotatable about the axis of rotation against the action of a spring device relative to the first damper part, wherein the damper parts are centered on each other.

[0003] From publication EP 3593002 B1, a coupling device is known with two damper parts arranged to be rotatable relative to each other about a pivot axis against the action of a spring device, and which are centered on each other. In the applicant's unpublished German patent application No. DE 102024 117240.1, which is hereby incorporated in its entirety into the present patent application, a basic embodiment of the proposed torque transmission device is described.

[0004] The object of the invention is the further development of a generic torque transmission device. In particular, the object of the invention is to center the damper parts of a torque transmission device relative to each other in an improved manner.

[0005] The problem is solved by the subject matter of claim 1. The dependent claims describe advantageous embodiments of the subject matter of claim 1.

[0006] The proposed torque transmission device comprises a torsional vibration damper rotatably arranged about an axis of rotation, with two damper elements that are displaceable relative to each other about an axis of rotation within a limited angle of rotation, against the action of a spring assembly. The spring assembly comprises, for example, helical compression springs distributed around the circumference, which may be arranged on one or more diameters and may be formed from short, linear and / or pre-bent arc springs. A friction device may be effectively arranged over at least part of the angle of rotation of the damper elements.

[0007] According to an advantageous embodiment of the torque transmission device, a first damper section is provided for connection to an internal combustion engine and serves as the input section of the torque transmission device. The second damper section serves as the output section of the torsional vibration damper and can form an interface to further components of the torque transmission device, for example, a friction clutch. The friction clutch, in turn, can have an operative connection at an output-side component, for example, a gearbox, a drive mechanism, or the like, to an electric motor arranged parallel to the axis of rotation. This allows the internal combustion engine to be started by means of the electric motor when the friction clutch is engaged. For example, a pulse start can be achieved by bringing the electric motor up to speed with the friction clutch open and then engaging the friction clutch.

[0008] The damper components are centered on each other around the axis of rotation, with a centering clearance between the damper components that is dependent on the angle of rotation. In this way, the centering clearance can be adapted to the requirements of the torsional vibration damper. For example, the torque transmission device can be designed as a hybrid module between an internal combustion engine and an electric motor arranged parallel to the axis of rotation, such as the crankshaft axis of the internal combustion engine. Between these components, a friction clutch, for example a wet clutch, is arranged, which is normally closed and opened by means of an actuation system. The torsional vibration damper is arranged between the internal combustion engine and the friction clutch. A clutch input component of the friction clutch is thus connected to the torsional vibration damper, which is roughly centered by the spring mechanism.Connecting the clutch input part via the spring assembly is advantageous in the operation of the internal combustion engine with large rotation angles of the damper components, particularly under high load conditions when combustion forces cause movement at the crankshaft stub. The spring coupling of the clutch input part allows for sufficient compensation of relative movements, thus preventing stress forces.

[0009] The clutch input component, however, has the further requirement of being concentrically and alignably positioned with a clutch output component of the friction clutch, for example, for connection to a transmission shaft such as the transmission input shaft or the like, in order to avoid disruptive forces or vibrations caused by misalignment of the clutch plates during and after engagement of the friction clutch. This necessitates a more precise, i.e., tighter, centering of the clutch input component than can be achieved by the spring coupling. An additional centering mechanism of the clutch input component with a smaller centering clearance is therefore advantageous. Due to the relative rotational speeds at the friction clutch, the rotation-angle-dependent centering is advantageously provided between the damper components.

[0010] This allows, on the one hand, an offset-compensating connection of the clutch input part to the torsional vibration damper and, on the other hand, a precise, i.e., closer, centering of the clutch input part due to its alignment with the clutch output part, in the proposed rotation angle-dependent centering of the damper parts.

[0011] In this case, the twist angle and thus load-dependent centner's play can be designed to be sufficiently large for larger loads in combustion engine operation and sufficiently small for lower loads or load-free conditions, for example before the friction clutch is closed.

[0012] The relative rotation in the centering of the clutch input part results, for example, from the load-dependent 'winding up' of the torsional vibration damper. The clearance can therefore be varied across the angle of rotation, i.e., depending on the applied load, either in steps or continuously, by adjusting the geometries of the components that determine the centering.

[0013] Consequently, the centner's play can be smaller at small rotation angles than at larger rotation angles.

[0014] For example, in a torsional vibration damper with a single-stage characteristic curve, a switch between two centner's clearances may be specified at a predetermined angle of rotation. Similarly, in a torsional vibration damper with a two-stage or multi-stage characteristic curve, a switch between two centner's clearances may essentially occur at a transition between two characteristic curve stages. The design of the centering clearance, which is dependent on the angle of rotation, is determined by the mounting of the damper components around the axis of rotation. For example, one damper component, such as the input damper component, may form a shaft section, such as a core, on which the other damper component, such as the damper component forming a coupling input component, is centered by means of an inner circumference. Depending on the circumferential direction of the angle of rotation, different centering clearance profiles may be provided.The damper parts are designed with opposite non-circular shapes around their circumference and depending on the angle of rotation, so that circumferential areas of the damper parts approach and move away depending on the angle of rotation, thus setting corresponding centering clearances.

[0015] For example, the damper components can have a non-circular cross-section, such as elliptical or freeform. The centering of the two damper components can be provided by a core / sleeve arrangement, in which radially directed cam pairs distributed around the circumference, consisting of cams on the core and sleeve, overlap at a small clearance and are rotated relative to each other at a larger clearance. For example, the radially opposite cam pairs of the core and sleeve can each have circumferential areas defining a rotation angle range corresponding to the smaller centering clearance. This means that a rotation angle range corresponding to a small or large clearance can be set by means of a circumferential geometry of the cams on the core and / or sleeve, such as the inner circumference.For example, up to six, preferably three or four, cam pairs can be provided distributed around the circumference. Starting with a substantially negligible load and thus small torsional play of the damper components, different angles of rotation in tension and compression can be provided, starting from a small centering clearance. It is understood that, in addition to a small and a large centering clearance, several centering clearance stages or a centering clearance that is continuous across the angle of rotation and / or a combination thereof can be provided.

[0016] The circumferential areas of the core and / or sleeve can be machined or free-form, depending on their material, function, or other factors. For example, the circumferential areas of a solid core can be machined. For example, cams can be machined.

[0017] One of the damper parts can include a hub containing the core, which is forged, sintered or manufactured using a composite process and is connected to other components of the damper part, for example by riveting, wherein the circumferential areas are preferably machined.

[0018] One of the damper components can contain a disc component, either as a single piece or as a separate part, which includes an inner circumference with circumferential regions. The disc component can be stamped and, if necessary, formed. The circumferential regions can be machined by tooling or subsequently machined. The disc component can have a sleeve with circumferential regions on its inner circumference. Furthermore, a sleeve can be integrally formed on the disc component, whereby the circumferential regions can be either machined by tooling or subsequently machined.

[0019] The invention is explained in more detail with reference to the exemplary embodiments shown in Figures 1 to 6. These show:

[0020] Figure 1 shows a section of the upper part of a torque transmission device rotatable about an axis of rotation; Figure 2 shows a schematic representation of a core / sleeve device in a load-free state.

[0021] Figure 3 shows a schematic representation of a core / sleeve device in the thrust state.

[0022] Figure 4 shows a schematic representation of a core / sleeve device in the tension state.

[0023] Figure 5 shows a single-stage characteristic curve of the torque transmission device of Figure 1 with associated centner's clearances.

[0024] and

[0025] Figure 6 shows a two-stage characteristic curve of a torque transmission device similar to the torque transmission device of Figure 1, with associated centering clearances.

[0026] Figure 1 shows a section of the upper part of the torque transmission device 1, which is rotatably arranged about the axis of rotation d. The torque transmission device 1 includes the torsional vibration damper 2 with the damper parts 4, 5 and the spring assembly 6 acting between them in the circumferential direction, as well as the downstream friction clutch 3.

[0027] The two damper parts 4, 5 are relative to each other and can rotate within limits against the action of the spring assembly 6, and are centered on each other. The damper part 4, designed as the input part of the torque transmission device 1 and the torsional vibration damper 2, contains the hub 7, which forms the connecting element 8, such as internal teeth for a rotationally locked connection with an internal combustion engine. Furthermore, the hub 7 contains the core 9, on which the inner circumference 11 is centered. The inner circumference 11 is to be interpreted as a sleeve 10, whereby in further embodiments a separately designed sleeve may be provided. Core 9 and sleeve 10 form the core / sleeve assembly 20, creating the rotation-angle-dependent centimeter clearance S(a).

[0028] The damper part 5, containing the disc part 12, forms the output part of the torsional vibration damper 2 and simultaneously forms the clutch input part 13 of the friction clutch 3. The clutch output part 14 contains the connecting element 15, for example, a toothed connection for the rotationally locked connection of an electric motor arranged parallel to the axis of rotation d. At the same time, the clutch output part 14 forms the output part of the torque transmission device 1 by means of the connecting element 16, for example, an internal toothed connection to a coaxially arranged transmission shaft such as the input shaft of a gearbox.

[0029] The friction clutch 3, designed as a positively closed, wet-operated multi-plate clutch, is actuated by means of the actuating device 17, which is only partially shown, and enables the connection and disconnection of the electric machine for starting the internal combustion engine and for hybrid drive via the connecting means 16.

[0030] The torsional vibration damper 2 with the clutch input part 13 is mounted on the crankshaft of the internal combustion engine by means of the connecting element 8. The clutch output part 14 is rotatably mounted on the housing 19, for example a gearbox housing, by means of the bearing 18.

[0031] Figures 2 to 4 show detailed sections perpendicular to the axis of rotation d of the damper parts 4, 5, which are only partially shown around the axis of rotation d, with the core / sleeve assembly 20 of Figure 1 arranged between them in a schematic representation. The sleeve 10 is centered on the core 9 with a centering clearance S(a) that depends on the angle of rotation. In the illustrated embodiment, two different centner clearances S1, S2 are provided. Figures 2 to 4 show the centner clearances S1, S2 under different load conditions.

[0032] Figure 2 shows the core / sleeve assembly 20 in the unloaded state with a rotation angle a = 0 of the damper parts 4, 5. Here, the cam pairs 21 arranged on the core 9 and the sleeve 10, each consisting of radially opposite cams 22, 23 that are enlarged relative to the circumferences of the core 9 and the sleeve 10 and point towards each other, are aligned. This sets the small clearance S1. In the illustrated embodiment, four cam pairs 21 are arranged distributed around the circumference.

[0033] Figure 3 shows the core / sleeve assembly 20 in the thrust state. Here, the damper parts 4, 5 are twisted relative to each other by the angle of rotation a - Aa, so that the cams 22, 23 of the cam pairs 21 twist relative to each other and are no longer aligned, so that the large clearance S2 is set.

[0034] Figure 4 shows the core / sleeve assembly 20 in the tension state. Here, the damper parts 4, 5 are twisted relative to each other by the angle of rotation a + Aa, so that the cams 22, 23 of the cam pairs also twist relative to each other and are no longer aligned, so that the smaller clearance S1 (where the cams 22, 23 are aligned in the unloaded state of Figure 2) increases to the clearance S2.

[0035] Figure 5 shows diagram 24 with the behavior of the torsional vibration damper 2 of Figure 1 with a single-stage characteristic curve of the spring assembly 6. In sub-diagram I, the characteristic curve 25 with the torque M over the rotation angle a of the damper parts 4, 5 up to the stops a(max), -a(max) is shown.

[0036] In subdiagram II, curve 26 with the corresponding centner's clearance S(a) is plotted against the rotation angle α of the damper parts 4, 5. Starting from the rotation angle α = 0 in the unloaded state, the small centering clearance S1 is effective in both directions of rotation. At larger rotation angles, the ramps of the cams 22, 23 (Figures 2 to 4) slide against each other over a smaller rotation angle range until the larger centner's clearance S2 is finally established.

[0037] Figure 6 shows diagram 27, corresponding to diagram 24 of Figure 5, depicting the behavior of a torsional vibration damper with a two-stage characteristic curve. The characteristic curve 28 shown in sub-diagram I exhibits a flat profile in both directions of rotation of the damper components up to the rotation angles a + Aa and a - Aa, and a steeper profile for larger rotation angles a up to the limits a(max) and -a(max).

[0038] As can be seen from sub-diagram II of curve 29 with the centner's clearance S(a) versus the rotation angle a, the switching range between the small centner's clearance S1 and the large centner's clearance S2 is provided at the switching points of the characteristic curves at the rotation angles a + Aa, a - Aa. (List of reference symbols)

[0039] Torque transmission device, torsional vibration damper, friction clutch

[0040] Damper part

[0041] Damper part

[0042] Spring mechanism

[0043] hub

[0044] Fastener

[0045] core

[0046] 10 sleeve

[0047] 11 Inner circumference

[0048] 12 disc part

[0049] 13 Clutch input part

[0050] 14 Clutch output part

[0051] 15 fasteners

[0052] 16 Fasteners

[0053] 17 Actuating device

[0054] 18 warehouses

[0055] 19" enclosure

[0056] 0 Core / Sleeve Setup

[0057] 21 cam pairs

[0058] 22 cams

[0059] 23 cams

[0060] 24 Diagram

[0061] 25 characteristic curve

[0062] 26 Curve

[0063] 27 Diagram

[0064] 28 characteristic curve

[0065] Curve 29

[0066] d axis of rotation

[0067] M Torque S(a) Centering play 51 Centner play 52 Centering play a Angle of twist a(max) Stop a+Aa Angle of twist a-Aa Angle of twist I Partial diagram II Partial diagram

Claims

Patent claims 1. Torque transmission device (1 ) with a torsional vibration damper (2) arranged rotatably about an axis of rotation (d) with a first damper part (4) and a second damper part (5) rotatable about the axis of rotation (d) against the action of a spring device (6) relative to the first damper part (4) within limits, wherein the damper parts (4, 5) are centered on each other, characterized in that a centering clearance (S(a)) between the damper parts (4, 5) is designed to be dependent on the angle of rotation.

2. Torque transmission device (1) according to claim 1, characterized in that the centering clearance (S1) is smaller at small rotation angles (a) than the centering clearance (S2) at larger rotation angles compared to these.

3. Torque transmission device (1) according to claim 1 or 2, characterized in that in a torsional vibration damper (2) with a single-stage characteristic curve (25) a switching between two centering clearances (S1, S2) is specified at a predetermined angle of rotation (a+Aa, a-Aa).

4. Torque transmission device according to claim 1 or 2, characterized in that in a torsional vibration damper with a two-stage characteristic curve (28) a switching between two centering clearances (S1, S2) is provided essentially at a transition of characteristic curve stages.

5. Torque transmission device (1) according to one of claims 1 to 4, characterized in that different centering clearance profiles are provided over the angle of rotation (a) depending on a circumferential direction of the rotation angle (a).

6. Torque transmission device (1) according to one of claims 1 to 5, characterized in that the centering of the two damper parts (4, 5) is provided as a core / sleeve device (20), wherein radially referring cam pairs (21) distributed over the circumference, consisting of cams (22, 23) of a core (9) and a sleeve (10), are aligned at a small centering clearance (S1) and the cams (22, 23) are arranged rotated relative to each other about the axis of rotation at a centimeter clearance (S2) that is larger than the small centering clearance (S1).

7. Torque transmission device (1) according to claim 6, characterized in that the radially opposite cam pairs (21) of the core (9) and the sleeve (10) each have circumferential areas defining a rotation angle range of the smaller centering clearance (S1).

8. Torque transmission device (1 ) according to claim 6 or 7, characterized in that up to six, preferably three or four, cam pairs (21 ) are provided distributed around the circumference.

9. Torque transmission device (1) according to one of claims 1 to 8, characterized in that a friction clutch (3) is connected downstream of a damper part (5) of the torsional vibration damper (2).

10. Torque transmission device (1) according to claim 9, characterized in that an input-side damper part (4) has connecting means (8) for a crankshaft of an internal combustion engine and the output-side damper part (5) has the friction clutch (3) and connecting means (15) for an electric machine.

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