DE102020122297A1 - torsional vibration damper - Google Patents

Abstract

The invention relates to a torsional vibration damper (1), in particular for a drive train (2) of a motor vehicle (3), the torsional vibration damper (1) being designed as a dual-mass flywheel (4), comprising a primary flywheel (5) which is connected to the drive train ( 2) and a secondary flywheel (6) which can be coupled to the drive train (2) on the output side, the primary flywheel (5) and the secondary flywheel (6) being rotatable relative to one another about a common axis of rotation counter to the action of at least one spring device (7). , the primary flywheel (5) and/or the secondary flywheel (6) having means by which the spring device (7) acting in the circumferential direction of the dual-mass flywheel (4) can be compressed, the means for compressing the spring device (7) having a spring coupling flange (8 ) include, which is on the one hand non-rotatably connected to the secondary flywheel (6) and arranged coaxially thereto, and on the other hand is coupled to the spring device (7), the primary flywheel (5) having a primary flywheel (11) and a primary connecting disk (12) for the non-rotatable connection of the primary flywheel (11) to a crankshaft (13) of the motor vehicle (3), the primary connecting disk (12) is formed from at least one metal sheet which is flexible in the axial direction and the primary connecting disk (12) is connected in a torque-proof manner to the primary flywheel disk (11) by means of screw connections (14), the screw connections (14) comprising nuts which are caulked to prevent unintentional loosening the respective screw connection (14) are secured.

Description

The invention relates to a torsional vibration damper, in particular for a drive train of a motor vehicle, the torsional vibration damper being designed as a dual-mass flywheel, comprising a primary flywheel which can be coupled to the drive train on the drive side and a secondary flywheel which can be coupled to the drive train on the output side, the primary flywheel and the The secondary flywheel can be rotated relative to one another about a common axis of rotation counter to the action of at least one spring device, with the primary flywheel and/or the secondary flywheel having means by which the spring device acting in the circumferential direction of the dual-mass flywheel can be compressed, with the means for compressing the spring device comprising a spring coupling flange which on the one hand is non-rotatably connected to the secondary flywheel and is arranged coaxially thereto, and on the other hand is coupled to the spring device, the primary flywheel having a Pri has mar flywheel and a primary connection disk for the non-rotatable connection of the primary flywheel with the motor vehicle.

Torsional vibration dampers are known in principle for damping torsional vibrations of a drive shaft of a motor vehicle engine. For example, from the DE 10 2008 004 150 A1 a dual-mass flywheel is known in which, for torsional vibration damping of a crankshaft of an internal combustion engine, a primary flywheel is coupled via an arc spring to a secondary flywheel that can be rotated relative to the primary flywheel. The arc spring is arranged in an arc spring channel, with a channel wall of the arc spring channel being formed by the primary flywheel. A flange of the secondary flywheel protrudes into the arc spring channel and is supported on the channel wall by a friction ring.

When a torsional vibration damper is directly coupled to the crankshaft of an internal combustion engine of a motor vehicle, axial vibrations can be transmitted from the crankshaft to the torsional vibration damper. These can lead to undesired damage to the torsional vibration damper.

It is therefore the object of the subject matter of the invention to provide a torsional vibration damper which is optimized in terms of its reliability and stability.

This object is achieved by a torsional vibration damper, in particular for a drive train of a motor vehicle, the torsional vibration damper being designed as a dual-mass flywheel, comprising a primary flywheel which can be coupled to the drive train on the drive side and a secondary flywheel which can be coupled to the drive train on the output side, the primary flywheel and the secondary flywheel can be rotated relative to one another about a common axis of rotation counter to the action of at least one spring device, the primary flywheel and/or the secondary flywheel having means by which the spring device acting in the circumferential direction of the dual-mass flywheel can be compressed, the means for compressing the spring device comprising a spring coupling flange, which on the one hand is non-rotatably connected to the secondary flywheel and is arranged coaxially thereto, and on the other hand is coupled to the spring device, the primary flywheel has a primary flywheel and a primary connecting disk for the non-rotatable connection of the primary flywheel to a crankshaft of the motor vehicle, the primary connecting disk being formed from at least one metal sheet which is flexible in the axial direction and the primary connecting disk being non-rotatably connected to the primary flywheel by means of screw connections, the screw connections comprising nuts which are Caulking are secured against accidental loosening of the respective screw.

This achieves the advantage that axial vibrations introduced into the torsional vibration damper via the drive train are reduced and are no longer propagated through the torsional vibration damper into the drive train. As a result, a significantly higher level of operational reliability and stability of the torsional vibration damper can be ensured even when axial vibrations occur in the drive train.

In particular, a fracture of the primary flywheel caused by the axial vibrations acting on the torsional vibration damper can be avoided by using the axially flexible primary connecting disk. The risk of damage to the centrifugal pendulum due to axial vibrations in the annular space, which is usually narrow, can also be significantly reduced.

By caulking the nut of the screw connection, loosening of the non-rotatable connection between the primary connecting disk and the primary flywheel disk can be effectively prevented even when the screw connection is subjected to high vibration loads. Furthermore, caulking is an extremely inexpensive manufacturing process.

For the purposes of this application, a metal sheet that is flexible in the axial direction is understood to mean, in particular, a metal sheet that is elastic, in particular spring-elastic, in the axial direction.

First, the individual elements of the claimed subject matter of the invention are explained in the order in which they are mentioned in the set of claims, and particularly preferred configurations of the subject matter of the invention are described below.

For the purposes of this application, motor vehicles are land vehicles that are moved by machine power without being tied to railroad tracks. A motor vehicle can be selected, for example, from the group of passenger cars (cars), trucks (lorries), mopeds, light motor vehicles, motorcycles, buses (COM) or tractors.

For the purposes of this application, the drive train of a motor vehicle is understood to mean all components that generate the power for driving the motor vehicle in the motor vehicle and transmit it to the road via the vehicle wheels.

In one possible embodiment, a torsional vibration damper can be designed as a dual-mass flywheel. A dual-mass flywheel can include, in particular, a primary flywheel, a secondary flywheel, a rotary plain bearing, one or more spring devices and possibly one or more damper devices.

With a dual mass flywheel (DMF), the flywheel mass is divided into the primary flywheel mass (primary flywheel) and the secondary flywheel mass (secondary flywheel). A spring device is arranged in the flow of torque between the primary flywheel and the secondary flywheel and connects the primary flywheel and the secondary flywheel to one another in a torsionally soft manner.

The spring device can in particular comprise a bow spring. To dampen the torsion between the primary flywheel and the secondary flywheel, a damping device, for example in the form of a friction clutch, can preferably be arranged in the torque flow between the primary flywheel and the secondary flywheel.

The function of the primary flywheel is to couple the drive side of the dual-mass flywheel to the spring device. The primary flywheel can in particular be made in several parts and can include a primary flywheel disk which is connected to the drive train in particular via a primary connecting disk. The primary flywheel and the primary connecting disk can preferably be connected to one another in a torque-proof manner by means of riveted connections. The primary flywheel can in particular have a receptacle for the spring device. The receptacle, in particular for an arc spring, is preferably arranged in the form of a channel in the primary flywheel. It is particularly preferred that the receptacle for the spring device is formed monolithically with the primary flywheel.

A centrifugal pendulum is set up to eliminate rotational irregularities or torsional vibrations in a drive train. The rotational irregularities can come in particular from a reciprocating internal combustion engine. If the rotational movement of the drive shaft is accelerated, the centrifugal pendulum stores energy, if the shaft is decelerated again, the centrifugal pendulum releases the stored energy and can thus minimize the rotational irregularities that occur in the drive train. For this purpose, a centrifugal pendulum usually includes a pendulum flange for connection to the drive shaft and one or more pendulum masses, each of which is mounted to be displaceable along a pendulum track in the plane of rotation of the pendulum flange. A simple centrifugal pendulum uses aerial tramways that only allow the pendulum masses to be shifted. In a trapezoidal centrifugal pendulum, the pendulum masses are rotated about their own axes in addition to their displacement movement, so that the rotational impulse of the pendulum masses can be used for improved energy storage.

According to a preferred embodiment of the invention, it can be advantageous for the primary connecting disk to be formed from a stack of metal sheets that are flexible in the axial direction. It can thus be achieved in an advantageous manner that the axial flexibility of the primary connecting disk can be adjusted particularly well.

According to a further preferred embodiment of the invention, an annular space is formed between the primary flywheel and the spring coupling flange, in which a centrifugal pendulum is arranged, the spring coupling flange and the centrifugal pendulum being connected to one another in a torque-proof manner via screw connections, the screw connections comprising nuts which are secured by caulking against an unintentional Loosening the respective screw connection are secured. By caulking the nut of the screw connection, loosening of the non-rotatable connection can be effectively prevented even when the screw connection is subjected to high vibration loads.

Furthermore, it can be advantageous for the primary connecting disk to be in the form of a flat disk ring. The advantage of this configuration lies in the fact that a particularly simple manufacture of the primary connecting disk is made possible.

In a further development of the invention, it can also be preferred that the primary connecting disk is potted. In this way, in particular, the axial flexibility and axial vibration absorption can be improved once again.

According to a further advantageous embodiment of the invention, it can be preferred that the primary connecting disk is connected to the crankshaft in a rotationally fixed manner by means of screw connections. In this way it can be achieved that a secure non-rotatable connection can be formed between the primary wheel hub and the primary connecting disk.

The invention will be explained in more detail below with reference to figures without restricting the general inventive idea. The figures are only of a schematic nature and serve exclusively for understanding the invention. The same elements are provided with the same reference numbers. The different features of the various exemplary embodiments can also be freely combined with one another within what is technically feasible.

• 1 eine erste Ausführungsform des erfindungsgemäßen Drehschwingungsdämpfers in einer schematischen Querschnittsansicht
• 2 eine zweite Ausführungsform des erfindungsgemäßen Drehschwingungsdämpfers in einer schematischen Querschnittsansicht
• 3 ein Kraftfahrzeug mit dem erfindungsgemäßen Drehschwingungsdämpfer

Show it:

• 1 a first embodiment of the torsional vibration damper according to the invention in a schematic cross-sectional view
• 2 a second embodiment of the torsional vibration damper according to the invention in a schematic cross-sectional view
• 3 a motor vehicle with the torsional vibration damper according to the invention

the 1 shows a first embodiment of the torsional vibration damper 1 according to the invention, which is provided in particular for a drive train 2 of a motor vehicle 3 . The torsional vibration damper 1 is designed as a dual-mass flywheel 4 and includes a primary flywheel 5, which can be coupled to the drive train on the drive side. This coupling and introduction of torque into the two-mass flywheel 4 is implemented in the exemplary embodiment shown on a crankshaft of an internal combustion engine. The secondary flywheel 6 can be coupled to the drive train 2 on the output side. The primary flywheel 5 and the secondary flywheel 6 can be twisted relative to one another about a common axis of rotation counter to the action of the spring device 7 designed as an arc spring. The primary flywheel 5 and/or the secondary flywheel 6 can have means by which the spring device 7 acting in the circumferential direction of the dual-mass flywheel 4 can be compressed, with the means for compressing the spring device 7 comprising a spring coupling flange 8 which is non-rotatably connected to the secondary flywheel 6 and is arranged coaxially thereto, and on the other hand is coupled to the spring device 7 . Between the primary flywheel 5 and the spring coupling flange 8, an annular space 9 is formed, in which a centrifugal pendulum 10 is arranged.

The spring coupling flange 8 and the centrifugal pendulum 10 are connected to one another in a torque-proof manner via screw connections 14, the screw connections 14 comprising nuts which are secured by caulking against unintentional loosening of the respective screw connection 14.

The primary flywheel 5 is formed from the primary flywheel 11 and the primary connecting disk 12. The primary flywheel 11 is designed like a hollow cylinder and is arranged in the radial direction above the primary connecting disk 12. The primary connecting disk 12 is provided for the non-rotatable connection of the primary flywheel 11 to a crankshaft 13 of the motor vehicle 3 . The primary connecting disc 12 can be formed from at least one metal sheet which is flexible in the axial direction. In the exemplary embodiment shown, the primary connecting disk 13 is formed from a stack of metal sheets which are flexible in the axial direction. The one in the 1 The first embodiment of the invention shown in the figure has a primary connecting disk 12 which is designed as a flat disk ring. The primary connecting disk 12 is non-rotatably connected to the primary flywheel disk 11 via the screw connections 14 distributed on the outer circumference of the primary connecting disk 12 . The screw connections 14 include nuts, which are secured against unintentional loosening of the respective screw connection 14 by caulking.

On the inner circumference of the primary connecting disk 12, the primary connecting disk 12 is connected in a rotationally fixed manner to the crankshaft 13 of a motor vehicle 3 (not shown in detail) via screw connections.

the 2 shows a second embodiment of the torsional vibration damper 1 according to the invention, in which the primary connecting disk 12 is potted. The primary connection disk 12 is also designed as a disk ring here, but has, in contrast to that of FIG 1 known primary connecting disc 12 has an axially extending shoulder, so that the primary connecting disc 12 has two mutually parallel planes in the radial direction. The embodiment of 2 shows a primary connecting disk 12 with an axial offset into the annular space 9 of the dual-mass flywheel 4 . It is of course also conceivable to provide an axial offset in the opposite axial direction on the drive side.

the 3 finally shows the torsional vibration damper 1 according to the invention arranged in a drive train 2 of a motor vehicle 3, the torsional vibration damper 1 being designed as a dual-mass flywheel 4. The torsional vibration damper is connected directly to the in 3 coupled unspecified crankshaft 13 of the indicated internal combustion engine.

The invention is not limited to the embodiments shown in the figures. The foregoing description is therefore not to be considered as limiting but as illustrative. The following patent claims are to be understood in such a way that a mentioned feature is present in at least one embodiment of the invention. This does not exclude the presence of other features. If the patent claims and the above description define 'first' and 'second' feature, this designation serves to distinguish between two similar features without establishing a ranking.

Reference List

1

torsional vibration damper

2

powertrain

3

motor vehicle

4

dual mass flywheel

5

primary flywheel

6

secondary flywheel

7

spring device

8th

spring coupling flange

9

annulus

10

centrifugal pendulum

11

primary flywheel

12

primary link disk

13

crankshaft

14

screw connections

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102008004150 A1 [0002]

Claims (5)

Torsional vibration damper (1), in particular for a drive train (2) of a motor vehicle (3), the torsional vibration damper (1) being designed as a dual-mass flywheel (4), comprising a primary flywheel (5) which can be coupled to the drive train (2) on the drive side and a secondary flywheel (6) which can be coupled to the drive train (2) on the output side, the primary flywheel (5) and the secondary flywheel (6) being rotatable relative to one another about a common axis of rotation counter to the action of at least one spring device (7), the primary flywheel (5) and/or the secondary flywheel (6) have means by which the spring device (7) acting in the circumferential direction of the dual-mass flywheel (4) can be compressed, the means for compressing the spring device (7) comprising a spring coupling flange (8) which on the one hand non-rotatably connected to the secondary flywheel (6) and arranged coaxially thereto, and on the other hand with the spring device (7) is coupled, the primary flywheel (5) having a primary flywheel (11) and a primary connecting disk (12) for the non-rotatable connection of the primary flywheel (11) to a crankshaft (13) of the motor vehicle (3), the primary connecting disk (12) consisting of at least one sheet metal flexible in the axial direction and the primary connecting disk (12) is connected in a torque-proof manner to the primary flywheel disk (11) by means of screw connections (14), characterized in that the screw connections (14) comprise nuts which are secured by caulking against unintentional loosening of the respective screw connection (14) are secured. Torsional vibration damper (1), after claim 1 , characterized in that the primary connecting disc (12) is non-rotatably connected to the crankshaft (13) by means of screw connections (14). Torsional vibration damper (1) according to one of the preceding claims, characterized in that an annular space (9) is formed between the primary flywheel (5) and the spring coupling flange (8), in which a centrifugal pendulum (10) is arranged, the spring coupling flange (8 ) and the centrifugal pendulum (10) are connected to one another in a torque-proof manner via screw connections (14), the screw connections (14) comprising nuts which are secured by caulking against unintentional loosening of the respective screw connection (14). Torsional vibration damper (1) according to one of the preceding claims, characterized in that the primary connecting disc (12) is formed from a stack of metal sheets which are flexible in the axial direction. Torsional vibration damper (1) according to one of the preceding claims, characterized in that the primary connecting disk (12) is designed as a flat disk ring.

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