Multi-Flange Torsional Vibration Damper With Integrated Torque Limiter
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Solution Overview
Problem
Existing torsional vibration dampers in drive trains face challenges with increased wear of screw pressure springs, leading to performance deterioration and potential failure, especially in electrified drive systems where torque fluctuations are more pronounced.
Innovation Solution
The proposed torsional vibration damper features a multi-flange design with a torque limiter unit and an outer sage, which includes a radial torque limiter unit with inner and outer slats to limit maximum transferable torque, thereby protecting the damper from excessive torque loads and reducing wear on the screw pressure springs.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a single hub flange design is used, then the structure is simple, but wear of helical compression springs increases leading to performance deterioration and fracture
Solution Approach 1:
The single hub flange is segmented into multiple hub flanges (first hub flange, second hub flange, third hub flange) that are distributed around the outer hub. This segmentation allows the helical compression springs to be attached to multiple flanges rather than a single flange, distributing the wear and reducing the load on individual springs, thereby improving reliability without significantly increasing overall structural complexity.
Solution Approach 2:
The multiple hub flanges are arranged concentrically around the outer hub, with the first, second, and third hub flanges nested at different radial positions. The helical compression springs are nested between these flanges and the outer hub, creating a compact nested structure that improves wear resistance while maintaining space efficiency.
2Reliability
If multi-hub flanges with two or more flanges are used, then wear of helical compression springs is reduced, but the mass moment of inertia on the output side increases
Solution Approach 1:
The hub flanges are positioned at specific local positions around the outer hub, with the first hub flange at a first angular position, the second hub flange at a second angular position, and the third hub flange at a third angular position. This local positioning optimizes the distribution of mass to minimize the mass moment of inertia while still providing sufficient wear resistance for the helical compression springs.
Solution Approach 2:
Instead of adding mass radially outward to reduce wear, the solution uses angular distribution of multiple lightweight hub flanges around the outer hub. This dimensional approach (distributing in the angular dimension rather than increasing radial mass) reduces wear through multiple attachment points while keeping the mass moment of inertia low.
3Reliability
If the torque limiter unit is arranged radially inside the multi-flange damper, then protection from excessive torque is achieved, but the device complexity increases
Solution Approach 1:
The torque limiter unit is merged with the multi-hub flange structure by integrating it into the same radial space. The torque limiter unit shares the outer hub and hub flanges with the damping structure, combining torque limiting and vibration damping functions into a single integrated assembly, thereby reducing overall device complexity despite adding torque protection capability.
Solution Approach 2:
The outer hub and hub flanges serve multiple functions: they provide structural support for the helical compression springs, transmit torque, and serve as mounting structures for the torque limiter unit. This multi-functionality reduces the need for separate components, thereby limiting device complexity while achieving both wear resistance and torque protection.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution effectively reduces the gear-side moment of mass in profits, enhances wear resistance, and maintains high performance with low installation space requirements, effectively addressing the issues of torque fluctuations and wear in electrified drive trains.
Implementation Method 1
a multi-flange damper (4) with a plurality of flanges (5, 6, 7) for the shear torque-dependent and tensile torque-dependent damping of torsional vibrations
Implementation Method 2
The hub flanges (5, 6) are connected in a direction-dependent manner to the external toothing (31a) of the outer hub (10) in a torque-transmitting manner
Implementation Method 3
the outer hub (10) has an external toothing (31a) which is in alternating engagement with the flanges (5, 6, 7) of the multi-flange damper (4) in a manner dependent on the thrust torque and the tensile torque
Implementation Method 4
a torque limiter unit (11) arranged radially inside the multi-flange damper (4) and having inner and outer plates (32, 33) for limiting a maximum transmittable torque
Data Source
Figure 1~2
Figure 3~4
Figure 5~6
AI summary
The present invention relates to a torsional vibration damper (1) having an axis of rotation (2) for a drive train (3), said vibration damper comprising at least the following components: - a multi-flange damper (4) having a plurality of flanges (5, 6, 7) for damping torsional vibrations depending on the push torque and pull torque; - a torque limiter unit (11), which is arranged radially inside the multi-flange damper (4) and has inner plates (32) and outer plates (33) to limit a maximum transmissible torque; - an outer hub (10), which is arranged radially inside the multi-flange damper (4) and radially outside the torque limiter unit (11), and which connects the multi-flange damper (4) to the torque limiter unit (11) so as to transmit torque; and - an inner hub (8), which is arranged radially inside the torque limiter unit (11) for connection to a transmission input shaft (9), the outer hub (10) having an external toothing (31a) which is in engagement with the flanges (5, 6, 7) of the multi-flange damper (4) in a manner that alternates depending on the push torque and pull torque, and the outer hub (10) having an internal toothing (31b) into which the outer plates (33) of the torque limiter unit (11) are fitted.