WO2025218855A1 - Flywheel for a drivetrain of a motor vehicle - Google Patents

Abstract

The present invention relates to a flywheel (1) for a drivetrain of a motor vehicle, the flywheel comprising: a main flywheel mass (4) which forms an input side (2) and which can be fastened to a crankshaft of an internal combustion engine via a plurality of screw holes (5) distributed in the circumferential direction (U) of the flywheel (1); a slip clutch (6) which is arranged downstream of the main flywheel mass (4) in a torque transmission path extending from the input side (2); and a torsional vibration damper (7) which is arranged downstream of the slip clutch (6) in the torque transmission path and which comprises both an output flange (11) and a hub (8) that forms an output side (3), is fixed to the output flange (11) for conjoint rotation therewith, and has through-holes (10) distributed in the circumferential direction (U), wherein the torsional vibration damper (7) has a disassembly device (12) which can be disengaged by rotation and which is designed to release the rotationally fixed connection of the hub (8) to the output flange (11) such that the through-holes (10) can be aligned flush with the screw holes (5).

Description

Flywheel for a motor vehicle drive train

The present invention relates to a flywheel with an integrated slip clutch and an integrated torsional vibration damper, wherein the in particular one-piece main flywheel mass of the flywheel can be screwed directly to the crankshaft of an internal combustion engine and preferably simultaneously forms one of the friction partners of the torque limiter.

Once the slip clutch has been triggered during operation of the vehicle, there is a possibility that the through holes and screw holes for the crankshaft screw connection in the hub of the torsional vibration damper are no longer aligned, which means that in the event of damage - for example, if the flywheel has to be separated from the combustion engine in a workshop - the screws of the crankshaft screw connection would no longer be accessible.

It is therefore an object of the present invention to provide a flywheel with an integrated slip clutch and an integrated torsional vibration damper which allows easy disassembly.

According to the invention, this problem is solved by a flywheel for a drive train of a motor vehicle according to claim 1, with a main flywheel forming an input side, which can be screwed to a crankshaft of an internal combustion engine through a plurality of screw holes distributed in the circumferential direction of the flywheel, a slip clutch arranged downstream of the main flywheel in a torque transmission path starting from the input side, and a torsional vibration damper arranged downstream of the slip clutch in the torque transmission path and which has both an output flange and a hub forming an output side, which is connected to the output flange in a rotationally fixed manner, with through holes distributed in the circumferential direction. Since the torsional vibration damper has a disassembly device that can be removed by twisting and is designed to remove the rotationally fixed connection of the hub to the output flange so that the through holes can be aligned with the screw holes, the flywheel can be easily separated from the combustion engine, even after the slip clutch has been triggered during operation of the motor vehicle.

Preferred embodiments of the present invention are set out in the dependent claims.

Preferably, the slip clutch includes at least two surfaces in frictional engagement, one of which surfaces is formed on the main flywheel mass.

Furthermore, the main flywheel mass is preferably formed in one piece.

It is advantageous if the torsional vibration damper has a counter disc on the input side and the output flange and the hub connected to the output flange in a rotationally fixed manner on the output side, wherein the counter disc and the output flange are prestressed against each other by at least one spring device arranged therebetween.

Furthermore, it is advantageous if the torsional vibration damper further comprises a drive plate on the input side, which is connected in a rotationally fixed manner to the counter plate and is spaced apart from the counter plate in the axial direction of the flywheel, wherein the output flange is arranged in the axial direction between the drive plate and the counter plate.

It is also advantageous if the torsional vibration damper has a hysteresis device and the disassembly device which can be removed by twisting is designed as part of the hysteresis device. Preferably, the hysteresis device comprises a friction ring which can be removed by rotation and which, in the installed state, is arranged in the axial direction between a flange section of the hub, in which the through holes are arranged, and the counter disc.

It is advantageous if the friction ring, when installed, holds the flange section of the hub in rotationally fixed engagement with the output flange, and when removed, allows a displacement of the hub in the axial direction such that the rotationally fixed engagement of the flange section with the output flange can be canceled and the hub can be rotated relative to the output flange.

Furthermore, it is advantageous if the counter-disk has recesses on its inner edge, with the friction ring having radial projections on its outer circumference, which, when installed, are arranged in the axial direction between the flange portion and the counter-disk and which can be brought into alignment with the recesses by rotating the friction ring in order to allow the friction ring to be removed in the axial direction. Thus, the friction ring and the counter-disk are essentially designed like a bayonet lock.

Preferably, the friction ring, which can be removed by twisting, has breakable wedge sections or foldable hinge sections that engage in the recesses when the friction ring is installed, holding the friction ring rotationally fixed to the counter-disk. Thus, at least the ring section of the friction ring or the entire friction ring can be removed without damage.

The invention described above is explained in detail below against the relevant technical background with reference to the accompanying figures, which show preferred embodiments. The invention is in no way limited by the purely schematic figures; it should be noted that the figures are not to scale and are not suitable for defining proportions. Features not expressly depicted as essential to the invention are to be understood as optional. They show: Figure 1 shows a first embodiment of a flywheel with slip clutch and torsional vibration damper in a half sectional view,

Figure 2 shows an assembly comprising a hub and an output flange of the torsional vibration damper of Figure 1 in a half perspective view,

Figure 3 shows the torsional vibration damper with disassembly device from Figure 1 in a half perspective view,

Figure 4 shows a friction ring of the disassembly device of the torsional vibration damper from Figure 1, designed as a hysteresis device, in a perspective view,

Figure 5 is a detailed view of the friction ring from Figure 4 with wedge section,

Figure 6 is a detailed view of the torsional vibration damper from Figure 1, in which the wedge sections of the friction ring have been broken out,

Figure 7 is a detailed view of the torsional vibration damper from Figure 1 as a sectional view, in which one of the broken-out wedge sections is inserted into one of the blocking openings,

Figure 8 is a detailed view of the torsional vibration damper from Figure 1, in which the friction ring has been rotated for removal,

Figure 9 is a detailed view of the torsional vibration damper from Figure 1 after the friction ring has been removed,

Figure 10 is a detailed view of the torsional vibration damper from Figure 1 after the hub has been displaced in the axial direction,

Figure 11 shows a detailed view of the torsional vibration damper from Figure 1 in a plan view, after the through holes of the hub have been filled with screw holes of the main flywheel mass have been aligned,

Figure 12 shows a friction ring of the disassembly device designed as a hysteresis device according to a second embodiment of the torsional vibration damper from Figure 1 in a perspective view,

Figure 13 is a detailed view of the friction ring from Figure 12 with a hinge section in the assembled state, and

Figure 14 is a detailed view of the friction ring from Figure 12 with the hinge section in the folded-down disassembly state.

Figures 1 to 4 show a first embodiment of a flywheel mounted so as to be rotatable about a rotational axis D, with an integrated slip clutch and an integrated torsional vibration damper, in an overall view (Figure 1) and in detailed views of individual assemblies and components (Figures 2 to 4).

The flywheel 1 is intended for a drive train of a motor vehicle and has an input side 2 formed by a main flywheel mass 4 of the flywheel. The main flywheel mass 4 is in particular one-piece and designed as a formed sheet metal component, wherein an edge arranged on the outside in the radial direction R of the flywheel is preferably folded at least once. In the radial direction R on the inside, the flywheel 1 can be rotationally connected to a crankshaft of an internal combustion engine by screws 26 through a plurality of screw holes 5 arranged distributed in the circumferential direction U of the flywheel 1.

The slip clutch 6 is arranged downstream of the main flywheel 4 in a torque transmission path extending from the input side 2. The slip clutch comprises at least two frictionally engaged surfaces which are frictionally or non-positively engaged in the axial direction A of the flywheel 1. are preloaded against each other, so that the two surfaces rotate together below a set limit torque and twist against each other above the limit torque until the introduced torque has dropped below the limit torque again. One of the surfaces of the slip clutch 6 that is in frictional engagement is preferably formed by or on the main flywheel 4.

The torsional vibration damper 7 is arranged downstream of the slip clutch 6 in the torque transmission path and has both an output flange 11 and a hub 8. The hub 8 is connected in a rotationally fixed manner to the output flange 11, in particular by a positive connection 24, and forms an output side 3 of the flywheel 1. For the rotationally fixed connection to a transmission input shaft or an intermediate shaft, the hub 8 has a spline 27 in its interior. Furthermore, the hub 8 has through-holes 10 distributed in the circumferential direction U in order to reach the screw holes 5 in the main flywheel 4 and the screws 26 inserted therein. More precisely, the through-holes 10 are formed in a flange section 9 of the hub 8, which extends in the radial direction R.

Accessibility of the screw holes 5 is not a problem when the flywheel 1 is new, since the flywheel 1 is manufactured such that the through holes 10 in the hub 8 are aligned with the corresponding screw holes 5 in the main flywheel 4. However, once the slip clutch 6 has been triggered during operation of the motor vehicle, there is a possibility that the through holes 10 and the screw holes 5 are no longer aligned, which means that in the event of damage - for example, if the flywheel 1 has to be separated from the combustion engine in a workshop - the screws 26 would no longer be accessible.

Therefore, the torsional vibration damper 7 has a disassembly device 12 which can be removed by rotation and which is designed to remove the rotationally fixed, ie in particular the form-fitting connection of the hub 8 to the output flange 11 on the output side of the torsional vibration damper 7, so that the through holes 10 can be aligned with the screw holes 5.

The torsional vibration damper 7 has a counter-disk 13 on the input side and the output flange 11 and the hub 8 connected to the output flange 11 in a rotationally fixed manner on the output side, wherein the counter-disk 13 and the output flange 11 are preloaded against each other in the circumferential direction U by at least one spring device 14 arranged therebetween. Furthermore, the torsional vibration damper 7 has a drive plate 15 on the input side, which is connected to the counter-disk 13 in a rotationally fixed manner and is spaced apart from the counter-disk 13 in the axial direction A, for example by spacer rivets or bolts. The output flange 11 is arranged in the axial direction A between the drive plate 15 and the counter-disk 13. Preferably, the drive plate 15 forms one of the surfaces of the slip clutch 6 that are in frictional engagement. For this purpose, it is possible, for example, for the drive plate 15 to be made of stainless steel or to be provided with friction lining inserts.

Furthermore, the illustrated torsional vibration damper 7 has a hysteresis device 16. The hysteresis device 16 comprises a friction ring 17 and a disc spring 18, which acts on the friction ring 17 directly—or indirectly via one or more friction partners—in the axial direction. The friction ring 17 can be removed by twisting and, in the installed state, is arranged in the axial direction A between the flange section 9 of the hub 8, in which the through-holes 10 are arranged, and the counter disk 13. Thus, the friction ring 17 forms, in particular, the disassembly device 12 that can be removed by twisting, i.e., the disassembly device 12 that can be removed by twisting is designed, in particular, as part of the hysteresis device 16.

In the installed state, the friction ring 17 holds the flange section 9 of the hub 8 in rotationally fixed engagement with the output flange 11, in that the friction ring 17 holds the hub 8 stationary in the axial direction A, whereby the output flange 11 and the flange section 9 of the hub 8 engage with each other by means of the positive connection 24. In the removed state - when the friction ring 17 has been removed by twisting and pulling out in the axial direction A - a displacement of the hub 8 in the axial Direction A is possible in such a way that the rotationally fixed engagement of the flange section 9 with the output flange 11, ie the positive connection 24, can be canceled and the hub 8 can be rotated relative to the output flange 11.

In order to be able to hold the friction ring 17 in a rotationally fixed manner in the installed state, on the one hand, and to enable the removal of the friction ring 17, on the other hand, the counter-disk 13 has recesses 19 on its inner edge that are distributed in the circumferential direction U. Accordingly, the friction ring 17 has radial projections 20 on its outer circumference that are distributed in the circumferential direction U, which, in the installed state, are arranged in the axial direction A between the flange section 9 and the counter-disk 13 and which can be brought into line with the recesses 19 by rotating the friction ring 17 in order to be able to remove the friction ring 17 in the axial direction A. More precisely, the friction ring 17 comprises a ring section 21, from which the radial projections 20 project in the radial direction R. In summary, the disassembly device 12 is thus designed like a bayonet lock.

Furthermore, the friction ring 17, as can be seen particularly from Figure 4, has wedge sections 22 between adjacent radial projections 20. The wedge sections 22 equally project from the ring section 21 in the radial direction R. In contrast to the radial projections 20, the wedge sections 22 have predetermined breaking points to the ring section 21 in order to be able to easily break out the wedge sections 22 when the friction ring 17 is installed, and to be able to otherwise remove the ring section 21 with its radial projections 20 without causing any damage.

The breakable wedge sections 22 engage in the installed state of the friction ring 17 in the recesses 19 on the inner edge of the counter-disk 13 in order to hold the friction ring 17 in a rotationally fixed manner on the counter-disk 13. When the wedge sections 22 are broken out, the remaining ring section 21 with its radial projections 20 can be rotated until the radial projections 20, which space the flange section 9 of the hub 8 and the counter-disk 13 in the axial direction A, are used in overlap with the recesses 19, so that the radial projections 20 in the axial direction A through the recesses 19 can pass through and the ring section 21 with the radial projections 20 can be removed.

With reference to Figures 5 to 11, the removal of the friction ring 17 and the rotation of the hub 8 of the torsional vibration damper 7 are described step by step.

Figure 5 shows a detailed view of the initial state, in which the friction ring 17, in the installed state, is arranged in the axial direction A between the flange section 9 of the hub 8 and the counter-disk 13. The breakable wedge sections 22 engage in the recesses 19 on the inner edge of the counter-disk 13 to hold the friction ring 17 rotationally fixed to the counter-disk 13.

In Figure 6, the friction ring 17, more precisely the ring section 21 with its radial projections 20, is still shown in the installed state, but the wedge sections 22 have been broken out.

With reference to Figure 7, it should be mentioned that the counter-disk 13 can have blocking openings 25, preferably arranged in the circumferential direction U between adjacent spring devices 14, into which the broken-out wedge sections 22 can be inserted in order to clamp the output flange 11 to the counter-disk 13 and to prevent a displacement of the output flange 11 in the axial direction A as soon as the remaining friction ring 17, more precisely the ring section 21 with its radial projections 20, has been removed.

In Figure 8, the remaining bayonet-type friction ring 17 has been rotated until the radial projections 20, which space the flange section 9 of the hub 8 and the counter-disk 13 in the axial direction A, have been brought into alignment with the recesses 19, so that the remaining friction ring 17 can be displaced in the axial direction A, wherein the radial projections 20 pass through the recesses 19 in the axial direction A, and the remaining friction ring 17, ie the ring section 21 with its radial projections 20, can be removed. In Figure 9, the remaining friction ring 17 has been completely removed.

As a result, in Figure 10, the hub 8 can be displaced in the axial direction A, whereby the positive connection 24 between the flange section 9 of the hub 8 and the output flange 11 is eliminated. As a result, the hub 8 can be rotated in the circumferential direction U relative to the counter disc 13 and the rest of the flywheel 1 until the through holes 10 in the flange section 9 of the hub 8 are aligned with the screw holes 5 and the screws 26 are accessible through the through holes 10.

This state is shown in Figure 11, wherein it should be noted that the hub 8 may have to be held separately if the wedge sections 22 have been previously removed and the characteristic curve of the disc spring 18 is not long enough to press the flange section 9 of the hub 8 in the axial direction A against the counter disc 13 and hold it there.

With reference to Figures 12 to 14, a friction ring 17 of the disassembly device 12 designed as a hysteresis device 16 according to a second embodiment of the torsional vibration damper 1 from Figure 1 is explained.

Instead of or in addition to the wedge sections 22, the friction ring 17 has hinge sections 23. Like the wedge sections 22, the hinge sections 23 also project from the ring section 21 in the radial direction R.

When the friction ring 17 is installed, the hinge sections 23 engage the recesses 19 on the inner edge of the counter-disk 13 to hold the friction ring 17 in a rotationally fixed manner to the counter-disk 13. This state of a hinge section 23 is shown in Figure 13.

The hinge sections 23 can also be folded out of the recesses 19 on the inner edge of the counter-pane 13. This state of a hinge section 23 is shown in Figure 14. Subsequently, the entire bayonet-type friction ring 17 can be rotated relative to the counter-disk 13 and the remaining flywheel 1 and removed, whereupon the hub 8 can be rotated relative to the counter-disk 13 and the remaining flywheel 1, as has already been explained with reference to Figures 8 to 11.

The preceding embodiments relate to a flywheel 1 for a drive train of a motor vehicle, comprising a main flywheel 4 forming an input side 2, which can be screwed to a crankshaft of an internal combustion engine through a plurality of screw holes 5 distributed in the circumferential direction U of the flywheel 1, a slip clutch 6 arranged downstream of the main flywheel 4 in a torque transmission path emanating from the input side 2, and a torsional vibration damper 7 arranged downstream of the slip clutch 6 in the torque transmission path and comprising both an output flange 11 and a hub 8 forming an output side 3, which is connected in a rotationally fixed manner to the output flange 11, with through holes 10 distributed in the circumferential direction U, wherein the torsional vibration damper 7 has a disassembly device 12 which can be removed by rotation and which is designed to ensure the rotationally fixed connection of the hub 8 to the output flange 11 so that the through holes 10 can be aligned with the screw holes 5. In particular, the disassembly device 12 is designed like a bayonet lock.

List of reference symbols

1 flywheel

2 Entrance side

3 Output page

4 Main flywheel

5 screw hole

6 Slip clutch

7 torsional vibration dampers

8 Hub

9 Flange section

10 through hole

11 Output flange

12 Dismantling device

13 Counter disc

14 Spring device

15 Drive plate

16 Hysteresis device

17 Friction ring

18 disc spring

19 Recess

20 radial projection

21 ring section

22 wedge section

23 Hinge section

24 Form closure

25 Blocking opening

26 Screw

27 Spline

A axial direction

D axis of rotation

R radial direction

U circumferential direction

Claims

Claims 1 . Flywheel (1) for a drive train of a motor vehicle, comprising a main flywheel mass (4) forming an input side (2) which can be screwed to a crankshaft of an internal combustion engine through a plurality of screw holes (5) arranged distributed in the circumferential direction (U) of the flywheel (1), a slip clutch (6) arranged downstream of the main flywheel mass (4) in a torque transmission path emanating from the input side (2), and a torsional vibration damper (7) arranged downstream of the slip clutch (6) in the torque transmission path and which has both an output flange (11) and a hub (8) forming an output side (3), which is connected in a rotationally fixed manner to the output flange (11), with through holes (10) arranged distributed in the circumferential direction (U), wherein the torsional vibration damper (7) has a disassembly device (12) which can be removed by rotation and which is designed to disassemble the rotationally fixed connection the hub (8) to the output flange (11) so that the through holes (10) can be aligned with the screw holes (5). 2. Flywheel (1) according to claim 1, wherein the slip clutch (6) includes at least two surfaces in frictional engagement, one of which surfaces is formed on the main flywheel mass (4). 3. Flywheel (1) according to claim 1 or 2, wherein the main flywheel mass (4) is formed in one piece. 4. Flywheel (1) according to one of claims 1 to 3, wherein the torsional vibration damper (7) has a counter-disk (13) on the input side and the output flange (11) and the hub (8) connected to the output flange (11) in a rotationally fixed manner on the output side, wherein the counter-disk (13) and the output flange (11) are prestressed against one another by at least one spring device (14) arranged therebetween. 5. Flywheel (1) according to claim 4, wherein the torsional vibration damper (7) further comprises on the input side a drive plate (15) which is connected in a rotationally fixed manner to the counter plate (13) and is spaced apart from the counter plate (13) in the axial direction (A) of the flywheel (1), wherein the output flange (11) is arranged in the axial direction (A) between the drive plate (15) and the counter plate (13). 6. Flywheel (1) according to one of claims 1 to 5, wherein the torsional vibration damper (7) has a hysteresis device (16) and the disassembly device (12) which can be removed by rotation is designed as part of the hysteresis device (16). 7. Flywheel (1) according to claim 4 or 5, each in conjunction with claim 6, wherein the hysteresis device (16) has a friction ring (17) which can be removed by rotation and which, in the installed state, is arranged in the axial direction (A) between a flange section (9) of the hub (8), in which the through holes (10) are arranged, and the counter disc (13). 8. Flywheel (1) according to claim 7, wherein the friction ring (17) in the installed state holds the flange portion (9) of the hub (8) in rotationally fixed engagement with the output flange (11), and in the removed state enables a displacement of the hub (8) in the axial direction (A) such that the rotationally fixed engagement of the flange portion (9) with the output flange (11) can be canceled and the hub (8) can be rotated relative to the output flange (11). 9. Flywheel (1) according to claim 7 or 8, wherein the counter-disk (13) has recesses (19) on its inner edge, wherein the friction ring (17) has radial projections (20) in its outer circumference which, in the installed state, are arranged in the axial direction (A) between the flange section (9) and the counter-disk (13) and which can be brought into line with the recesses (19) by rotating the friction ring (17) in order to be able to remove the friction ring (17) in the axial direction (A). 10. Flywheel (1) according to claim 9, wherein the friction ring (17) which can be removed by rotation has breakable wedge sections (22) or foldable hinge sections (23) which, when the friction ring (17) is installed, engage in the recesses (19) in order to hold the friction ring (17) in a rotationally fixed manner on the counter-disk (13).