DUAL MASS FLYWHEEL

Abstract

The present invention relates to a dual mass flywheel for a drivetrain of a motor vehicle. The dual mass flywheel comprises a primary flywheel mass (12) and a secondary flywheel mass that can rotate relative to a rotary axis (r) of the dual mass flywheel, and that can be rotationally elastically coupled to each other by a coupling device (26). The coupling device (26) comprises at least two pivot levers (28) associated with one of the two flywheel masses (14, 12) and interacting with a control profile (36) associated with the other flywheel mass (12, 14). The pivot levers (28) are pretensioned by elastic elements (40) against the control profile (36) in a radial direction from the outside inward relative to the rotary axis (r). A central segment of each of the elastic elements (40) is disposed inside of the control profile (36) in the radial direction relative to the rotary axis (r).

Description

The present invention relates to a dual mass flywheel for a drive train of a motor vehicle.

Such a dual mass flywheel serves in a motor vehicle for the intermediate storage of kinetic energy during the idle strokes of the engine and for the taking up and damping of rotational vibrations between the engine and the drive train. For this purpose, the dual mass flywheel has a primary flywheel mass and a secondary flywheel mass which are rotatable with respect to an axis of rotation of the dual mass flywheel and which are rotationally elastically coupled to one another by a coupling device. The coupling device has at least two pivot levers which are associated with one of the two flywheel masses and which cooperate with a control section associated with the other flywheel mass. The pivot levers are in this respect biased from the outside to the inside toward the control section by elastic elements in a radial direction with respect to the axis of rotation.

A dual mass flywheel is, for example, known from WO 2004/016968 whose coupling device includes pivot levers which are pressed from the outside to the inside toward an inner cam by spring elements arranged in the radial direction.

DE 32 13 748 A1 describes a somewhat differently structured coupling device for a clutch disk. The spring elements provided for the biasing of the pivot levers toward an inner cam are here arranged tangentially to the axis of rotation about an inner cam.

It is disadvantageous with the known dual mass flywheels that on their operation an unwanted speed dependence of the coupling characteristics of the respective coupling device occurs due to the centrifugal forces acting on the individual components.

An object of the present invention is to provide a dual mass flywheel having a coupling device which has fewer speed dependent coupling characteristics.

This object is satisfied by a dual mass flywheel having the features of claim 1, and in particular in that at least one respective middle section of the elastic elements is arranged within the control section in the radial direction with respect to the axis of rotation.

In the dual mass flywheel in accordance with the invention, the centrifugal forces acting on the elastic elements in operation are minimized in that the elastic elements are arranged more closely to the axis of rotation of the dual mass flywheel than previously usual. In the known designs, the minimal spacing of the elastic elements from the axis of rotation is limited by the embodiment of an inner cam cooperating with the pivot lever and having a specific control section. Provision is in contrast made in accordance with the invention to design the dual mass flywheel such that the elastic elements are arranged substantially further inwardly in the radial direction relative to the control section. This does not preclude that sections of the elastic elements project beyond the control section in the radial direction. It is only important that at least one respective center section or one center region of the elastic elements, i.e. for example, the center of gravity of the elastic elements, is arranged more closely to the axis of rotation of the dual mass flywheel than a surface of the control section cooperating with the pivot levers.

The elastic elements and/or the pivot levers cooperating with them can be made relatively short due to the inwardly disposed arrangement of the elastic elements. The reduction of the masses of the components used associated with this (compared with conventional concepts) additionally reduces the disturbing influence of the centrifugal forces acting on the individual components.

Since the elastic elements are particularly prone to centrifugal forces occurring on operation of the dual mass flywheel, this concept minimizes speed dependent effects in a particularly efficient manner. It is additionally simultaneously achieved that more construction space is available in the radial direction for the design of the control section. In other words, the design of the control section is only limited to a smaller degree by components disposed further outwardly. The dual mass flywheel in accordance with the invention can therefore also be given a more compact construction.

The control section is preferably formed at an inner cam.

In accordance with an embodiment, the elastic elements each extend substantially in a tangential direction, in particular with an—almost—complete compression of the elastic elements. “Substantially in a tangential direction” is to be understood such that even slight deviations from a tangential alignment are covered which, for example, occur on increasing extensions of the respective elastic elements.

The elastic elements can have a smaller spacing from the axis of rotation than the pivot axles of the pivot levers about which the pivot levers are pivotable. This means that not necessarily all sections of the pivot levers are always further away from the axis of rotation of the dual mass flywheel during operation than each section of the elastic elements. It is rather decisive in this embodiment that the pivot axles supporting the pivot levers are arranged radially further outwardly than the elastic elements. The elastic elements are in particular arranged within a circle in the radial direction which is arranged concentrically to the axis of rotation of the dual mass flywheel and whose radius is defined by the spacing of the pivot axles to the axis of rotation.

Provision can be made to associate a support means with each elastic elements, said support means being arranged at the flywheel mass with which the pivot levers are associated and being suitable for the support of the respective elastic element in a radial direction. The support means holds the elastic elements in its position intended for use during the operation of the dual mass flywheel and counters the occurring centrifugal forces. The support means is in particular molded directly at the corresponding flywheel mass. Since the support means and the elastic elements are associated with each flywheel mass, relative wear movements between these components are avoided. The support means can in particular be segments which—viewed from the axis of rotation—are slightly convexly curved to be able to accept a deformation of the elastic elements occurring in specific operating states in a radial direction in an improved manner.

It is furthermore possible that each of the elastic elements is in contact with a pair of pivot levers. Such a construction is simple to solve from a construction aspect and only requires a small number of components. The control section can be divided into a plurality of identical sections, with each pair of pivot levers being associated with one of the sections or cooperating with it.

The elastic elements are preferably springs, in particular helical springs.

An arrangement of the elastic elements radially within the control section can be implemented particularly advantageously when, in contrast to a conventional design, the elastic elements are arranged axially offset from the control section with respect to the axis of rotation of the dual mass flywheel, with this applying at least to the center plane of the elastic elements relative to the center plane of the control section.

At least one driver element (for example a roller device) can be associated with each pivot lever and is in contact with the control section, with a first plane in which the driver element and the control surface are in contact being arranged axially offset with respect to the axis of rotation from a second plane in which the pivot levers are arranged. In other words, the elastic elements and the control section are arranged behind one another—optionally also partly overlapping in the axial direction—in the axial direction of the dual mass flywheel. Under certain circumstances, a space can be utilized in the radial direction within the control section for the arrangement of components of the coupling device, whereby the space requirements of the dual mass flywheel is reduced in the axial direction.

In accordance with an advantageous further development, a separate driver element is associated with each pivot lever. The elastic elements can furthermore be arranged in the second plane.

Provision can be made for the optimized transmission of the torque generated by the elastic elements and acting on the individual pivot levers onto the control section that the pivot levers each have two arms which include an angle which is smaller than 180°. This means that the two arms of the individual pivot levers are not arranged parallel to one another. The pivot axle of the pivot levers is in particular disposed between the end of the pivot lever which is acted on by the corresponding elastic element and the end which is in contact with the control section.

The pivot levers are in particular in contact with the control section via a respective roller device. The pivot levers can be pivotally connected to the one of the two flywheel masses.

Advantageous embodiments of the invention can be seen from the dependent claims, from the description and from the drawings.

FIG. 1 shows a cross-section through a dual mass flywheel in accordance with the invention along the axis of rotation:

FIG. 2 shows a section through the dual mass flywheel in accordance with the invention of FIG. 1 perpendicular to the axis of rotation.

FIG. 1 schematically shows a cross-section through a dual mass flywheel 10 along its axis of rotation R. The dual mass flywheel 10 has a housing 11, a primary flywheel mass 12 and a secondary flywheel mass 14. The primary flywheel mass 12 is rotationally fixedly connected to a crankshaft 16 of an engine, not shown, of a motor vehicle, whereas the secondary flywheel mass 14 is rotatably supported by a bearing 18 on a transmission input shaft 20 of a transmission, now shown, of the motor vehicle. The secondary flywheel mass 14 can selectively be connected in a drive effective manner to the transmission input shaft 20 by means of a clutch 22 which is only shown in part in FIG. 1. The transmission input shaft 20 is supported by a further bearing 18′ in a recess 24 of the crankshaft 16.

To take up axial forces acting on the secondary flywheel mass 14 which occur in specific operating states of the dual mass flywheel 10, a bearing 18″ is provided which is axially supported on the crankshaft 16 via a radially inwardly disposed section of the primary flywheel mass 12.

The flywheel masses 12, 14 are rotationally elastically coupled to one another by a coupling device 26.

FIG. 2 shows a section through the dual mass flywheel 10 perpendicular to the axis of rotation R along the line AA, with the representation of details of the support in the region about the transmission input shaft 20 having been omitted for reasons of clarity.

The individual components of the coupling device 26 can be seen from FIG. 2. They include a plurality of pivot levers 28 which are pivotably supported with respect to a respective pivot axle 30. Each of the pivot levers 28 has a driver arm 32 and a lever arm 34. The two arms 32, 34 include an angle which is smaller than 180° and larger than 90°. The geometry of the pivot levers 28 can, however, also have characteristics differing therefrom if other circumstances are present in the dual mass flywheel 10 due to the construction.

The respective driver arm 32 of the pivot levers 28 extends from the corresponding pivot axle 30 toward an end of the pivot lever 28 which is in contact via a driver roll 38 with a control section 36 formed at the primary flywheel mass 12. The lever arm 34, in contrast, is in contact at its end remote from the pivot axle 30 with an end of a spring 40. The other end of the respective spring 40 is in turn in contact with the lever arm 34 of an adjacent pivot lever 28. The adjacent pivot lever 28 is substantially of the same construction. It is, however, arranged with mirror symmetry—with respect to a plane of symmetry disposed between adjacent pivot axles 30.

The active principle of the dual mass flywheel 10 can be explained in an illustrative manner with reference to FIG. 2. As already described above, the control section 36 is formed at the primary flywheel mass 12. The pivot levers 28 are, in contrast, pivotably supported at a respective hollow bolt 41 of the secondary flywheel mass 14 with respect to the pivot axles 30. To increase the stability, the pivot levers 28 can be engaged around in the manner of a cage and can hereby be supported at both sides (not shown).

It is stated in the following for the example of the pivot levers 28 upwardly disposed in FIG. 2 how a relative rotation of the two flywheel masses 12, 14 can result in different positions of the pivot levers 28. A state is shown in which the driver rolls 38 of the pivot levers 28 are arranged at a maximum distance from the axis of rotation R due to the embodiment of the control section 36. The spring 40 is maximally compressed in this state. On a change of the relative position of the two flywheel masses 12, 14 with respect to one another—for example on a rotation of the primary flywheel mass 12 clockwise relative to the secondary flywheel mass 14—the driver rolls 38 run through a central region of the segment of the control profile 36 associated with them. A position of the primary flywheel mass 12 relative to the secondary flywheel mass 14 is shown by dashed lines in FIG. 2 in which the driver rolls 38 approach closest to the axis of rotation R. The spring 40 is minimally compressed in this state as is likewise indicated by dashed lines. The spring 40 also deforms slightly on the extension due to the pivoting of the pivot levers 28 and presses snugly at a support segment 42 which holds the spring 40 in its radial position against the centrifugal forces acting in operation. To take up the curvature of the spring 40 ideally on its extension, the support segment 42 is slightly convexly curved viewed from the axis of rotation.

When the primary flywheel mass 12 rotates further clockwise relative to the secondary flywheel mass 14, the driver rolls 38 are pressed outwardly again by the control surface 36, whereby a compression of the spring 40 takes place via the pivot levers 28 which generates a force acting against the relative rotation of the flywheel masses 12, 14.

In other words, a respective spring 40 and a segment of the control section 36 are associated with each pair of pivot levers 28, whereby a threefold symmetry of the coupling device 236 results with respect to the axis of rotation R. More or fewer pivot lever pairs can generally also be provided. It is also possible not to provide any pivot lever pairs, but rather to support the springs 40 at one side at the secondary flywheel mass 14.

FIG. 2 illustrates the advantage which results due to the arrangement of the springs 40 substantially radially within the control section 36. Due to the arrangement of the springs 40 more closely to the axis of rotation R, the centrifugal forces acting on them are minimized. In addition, construction space is saved in the radial direction or the control section 36 can extend further outwardly in the radial direction than with conventional dual mass flywheels. A greater freedom of design is hereby present with respect to the pitches of the control section 36. In addition, the arms 32, 34 of the pivot levers 28 and the springs 40 can be made relatively short, which likewise has a positive effect on a reduction of the changes of the coupling characteristics depending on the centrifugal force.

Again with reference to FIG. 1, it will be described in the following how the construction space disposed within the control section 36 is used for the arrangement of the springs 40. To design the construction of the pivot levers 28 in as simple a manner as possible and to avoid a mutual blocking of the pivot levers 28 and of the control section 36, these components are arranged offset in the axial direction. The pivot levers 28 and the springs 40 are substantially disposed in a plane which corresponds to the section plane AA. A plane BB which extends centrally through the surface of the control section 36 extending perpendicular thereto is disposed in the direction toward the crankshaft 16 offset parallel thereto. The section plane BB also extends substantially centrally through the driver rolls 38. In other words, the driver roller 38 does not lie in the plane which is spanned by the arms 32, 34 of the pivot levers 28 (plane AA). The driver rollers 28 are rather supported laterally at the pivot levers 28.

The arrangement of individual components of the coupling device 26 offset in the axial direction of the dual mass flywheel 10 only results in a slightly larger extent of the dual mass flywheel 10 in the axial direction since the control section 26 and the driver rolls 38 in contact therewith only have a small axial extent. The parallel offset resulting therefrom between the pivot levers 28 and the springs 40, on the one hand, and the control section 26 and the driver rolls 38, on the other hand, is therefore only small, whereas the construction space saving in the radial direction is significant. As shown, a compact dual mass flywheel 10 is thus provided which is additionally less influenced by centrifugal forces occurring in operation.

REFERENCE NUMERAL LIST

10 dual mass flywheel

11 housing

12 primary flywheel mass

14 secondary flywheel mass

16 crankshaft

18, 18′, 18″ bearings

20 transmission input shaft

22 clutch

24 recess

26 coupling device

28 pivot lever

30 pivot axle

32 driver arm

34 lever arm

36 control section

38 driver roll

40 spring

41 bolt

42 support segment

R axis of rotation

AA section plane

BB driver roller/control section plane

Claims

1-14. (canceled)

15. A dual mass flywheel for a drive train of a motor vehicle, comprising a primary flywheel mass (12) and a secondary flywheel mass (14) which are rotatable with respect to an axis of rotation (R) of the dual mass flywheel and which are rotationally elastically coupled to one another by a coupling device (26), wherein the coupling device (26) has at least two pivot levers (28) which are associated with one of the two flywheel masses (14, 12) and which cooperate with a control section (36) associated with the other flywheel mass (12, 14), wherein the pivot levers (28) are biased by elastic elements (40) from the outside to the inside toward the control section (36) with respect to the axis of rotation (R) in a radial direction, wherein at least one respective middle section of the elastic elements (40) is arranged within the control section (36) in the radial direction with respect to the axis of rotation(R).

16. A dual mass flywheel in accordance with claim 15, wherein the control section (36) is formed at an inner cam of the other of the two flywheel masses.

17. A dual mass flywheel in accordance with claim 15, wherein the elastic elements (40) each extend substantially in a tangential direction.

18. A dual mass flywheel in accordance with claim 15, wherein the elastic elements (40) have a smaller spacing from the axis of rotation (R) than the pivot axles (30) of the pivot levers (28) about which the pivot levers (28) are pivotable.

19. A dual mass flywheel in accordance with claim 15, wherein a support means (42) is associated with each elastic element (40) and is arranged at the one of the two flywheel masses (14, 12) with which the pivot levers (28) are associated and which is suitable for supporting the respective elastic element (40) in a radial direction.

20. A dual mass flywheel in accordance with claim 15, wherein each of the elastic elements (40) is in contact with a pair of pivot levers (28).

21. A dual mass flywheel in accordance with claim 15, wherein the elastic elements (40) are springs.

22. A dual mass flywheel in accordance with claim 15, wherein the elastic elements (40) are helical springs.

23. A dual mass flywheel in accordance with claim 15, wherein the elastic elements (40) are arranged axially offset from the control section (36) with respect to the axis of rotation(R).

24. A dual mass flywheel in accordance with claim 15, wherein at least one driver element (38) is associated with each pivot lever (28) and is in contact with the control section (36), with a first plane (BB), in which the driver element (38) and the control section (36) are in contact, is arranged axially offset with respect to the axis of rotation (R) from a second plane (AA) in which the pivot levers (28) are arranged.

25. A dual mass flywheel in accordance with claim 24, wherein a separate driver element (38) is associated with each pivot lever (28).

26. A dual mass flywheel in accordance with claim 24, wherein the elastic elements (40) are arranged in the second plane (AA).

27. A dual mass flywheel in accordance with claim 15, wherein the pivot levers (28) each have two arms (32, 34) which include an angle which is smaller than 180°.

28. A dual mass flywheel in accordance with claim 15, wherein the pivot levers (28) are pivotally connected to one of the two flywheel masses(14, 12).

29. A dual mass flywheel in accordance with claim 15, wherein the pivot levers are in contact with the control section via a respective roller device.