阅读说明：本技术 用于扭振减振器的毂 (Hub for torsional vibration damper ) 是由 J·吉斯勒 B·泽韦林 J-S·格根瓦特 于 2019-05-31 设计创作，主要内容包括：用于将扭振减振器、尤其是皮带盘去耦器与驱动轴紧固的毂,所述毂具有：传递体(34),所述传递体由塑料材料制成并用于传递扭矩；和在所述传递体(34)中注射成型的、由金属材料制成的至少一个紧固套筒(36、44),所述紧固套筒用于接收紧固器件。因为借助紧固套筒(36、44)仅在最高的负载峰值的区域中设置有金属材料,并且通常所述毂(14)的传递体(34)能够由成本有利的塑料材料制成,所以能够实现成本有利的毂(14)和成本有利的扭振减振器(10)。(Hub for fastening a torsional vibration damper, in particular a pulley decoupler, to a drive shaft, said hub having: a transmission body (34) made of plastic material and intended to transmit torque; and at least one fastening sleeve (36, 44) made of a metallic material injection-molded in the transmission body (34) for receiving a fastening means. Since the fastening sleeve (36, 44) is provided with a metallic material only in the region of the highest load peaks and the transmission body (34) of the hub (14) can usually be produced from a cost-effective plastic material, a cost-effective hub (14) and a cost-effective torsional vibration damper (10) can be realized.)

1. A hub for fastening a torsional vibration damper, in particular a pulley decoupler, to a drive shaft, the hub having:

a transmission body (34) made of plastic material for transmitting torque; and

at least one fastening sleeve (36, 44) made of a metallic material injection-molded in the transmission body (34) for receiving a fastening means.

2. Hub according to claim 1, wherein a first fastening sleeve (36) is arranged coaxially with the transmission body (34) for receiving a central bolt.

3. Hub according to claim 1 or 2, wherein the plurality of second fastening sleeves (44) are arranged substantially on a common radius, in particular evenly distributed in the circumferential direction.

4. Hub according to any one of claims 1 to 3, characterized in that the thickness of the wall thickness of the fastening sleeve (36, 44) in the radial direction is selected such that the following parts of the retaining head of the fastening means bear largely, in particular completely, against the, in particular annular, shaft side of the fastening sleeve (36, 44): said portion projecting radially outwards beyond a peg of the fastening means inserted into the fastening sleeve (36, 44).

5. Hub according to any one of claims 1 to 4, characterized in that the fastening sleeve (36, 44) has a greater roughness on the outer side than on the radially inner side.

6. Hub according to claim 5, wherein the outer side surface is machined by plastic deformation, in particular by pressure forming, embossing, pressing and/or knurling.

7. Hub according to any one of claims 1 to 6, characterized in that the fastening sleeve (36, 44) protrudes beyond the transmission body (34) in at least one axial direction and/or ends flush with the transmission body (34).

8. Hub according to any one of claims 1 to 7, wherein the transmission body (34) has a sliding disk (40) projecting radially outwards, wherein the sliding disk (40) has an annular sliding surface (42) directed in the axial direction for providing a frictional contact with a relatively twistable member.

9. A torsional vibration damper, in particular a pulley decoupler, for damping torsional vibrations in a drive train of a motor vehicle, comprising:

hub (14) according to any of claims 1 to 8 for introducing a torque,

a secondary mass which can be rotated in a limited manner relative to the hub (14) by means of an energy storage element (22), in particular an arc spring, and which is in particular designed as a belt pulley (24), and

fastening means inserted in the respective fastening sleeve (36, 44) for fastening the hub (14) to a drive shaft of a motor vehicle and/or for fastening a vibration damper (18), in particular configured as a rubber damper, to the hub (14).

10. The torsional vibration damper of claim 9, characterized in that the fastening means are configured as bolts or rivets, respectively.

Technical Field

The invention relates to a hub for a torsional vibration damper, in particular for a dual mass flywheel, a pulley decoupler or a disc damper, by means of which a torque with torsional vibrations in the drive train of a motor vehicle can be introduced into the torsional vibration damper for damping vibrations.

Background

For example, EP 2827014 a1 discloses a torsional vibration damper in the form of a belt pulley decoupler, in which a hub that can be screwed to the drive shaft of the motor vehicle engine is coupled to a belt pulley that can be rotated to a limited extent via an arcuate spring. The damped torque from the drive shaft can drive the auxiliary equipment of the motor vehicle via the pulley and the traction means driven by the pulley. Additionally, a flange of the rubber damper is riveted to the hub.

There is a continuing need to reduce the manufacturing costs of torsional vibration dampers.

Disclosure of Invention

The object of the present invention is to provide a measure for a cost-effective torsional vibration damper.

According to the invention, this object is achieved by a hub having the features of claim 1. Preferred embodiments of the invention, which can each represent an aspect of the invention individually or in combination, are given in the dependent claims and the following description.

One aspect of the invention relates to a hub for fastening a torsional vibration damper, in particular a pulley decoupler, to a drive shaft, having a transmission body made of a plastic material for transmitting a torque and at least one fastening sleeve made of a metal material injection-molded in the transmission body for receiving a fastening means.

Since the transmission body can be produced from a cost-effective plastic material, the production costs of the hub and of the torsional vibration damper having the hub can be reduced. Here, the following knowledge is fully utilized: the load peaks occurring in the torque transmission generally occur only in the region of the fastening means, and the load is homogenized in the radial direction starting from the fastening means, whereby the maximum local load is reduced. The metallic fastening sleeve is able to withstand and support the expected loads and the clamping forces exerted by the respective fastening means in a good manner, so that load peaks, for example due to sudden impacts, can also be eliminated. By injection-molding the fastening sleeve into the plastic material of the transmission body, the torque acting on the fastening sleeve by the fastening means is transmitted to the transmission body without the respective joint between the fastening sleeve and the transmission body collapsing due to the occurring material loads. For this purpose, the fastening sleeve can have, for example, a correspondingly large material thickness. The torque to be transmitted can be transmitted from the transmission body, in particular via the energy storage element, to a relatively torsion-limited component (e.g. a belt pulley). For this purpose, it is provided, if appropriate, in particular by means of a further injection-molded fastening sleeve, that the torque is transmitted from the transmission body to a transmission flange which can be stopped, in particular tangentially, on an energy storage element, preferably in the form of a bow spring, in order to transmit the torque. Since the fastening sleeve is provided with a metallic material only in the region of the highest load peaks and the transmission body of the hub can generally be produced from a cost-effective plastic material, a cost-effective hub and a cost-effective torsional vibration damper can be realized.

The plastic material of the transmission body can reduce the dead weight and the mass moment of inertia of the hub, and thus in particular the mass moment of inertia of the input side of the torsional vibration damper, in which the hub can be used as the primary mass of the belt pulley decoupler. This improves the torsional vibration damping of the torsional vibration damper. Furthermore, the plastic material of the transmission body can be used as part of a plain bearing for a component which is mounted so as to be rotatable relative to the hub. This enables the secondary mass of the torsional vibration damper to be supported directly on the transmission body of the hub, without the need to install separately implemented sliding bearings for the support. Alternatively, a plastic/steel-based plain bearing can also be formed between the hub and the secondary mass, in which bearing the plastic side is provided by the plastic material of the transmission body of the hub and the steel side is provided by the steel of the secondary mass.

In particular, the first fastening sleeve is arranged coaxially with respect to the transmission body for receiving the central bolt. In this way, the hub can be fastened to the drive shaft, in particular by just one fastening means. Thereby enabling to minimize the use of metal material for the hub. Furthermore, the transmission body can be flanged, for example for fastening a rubber absorber and/or for fastening a transmission flange that can be stopped on the energy storage element, wherein in particular a further fastening sleeve can be injection molded into the transmission body for the fastening required for this purpose.

Preferably, the plurality of second fastening sleeves are arranged substantially on a common radius, in particular evenly distributed in the circumferential direction. The second fastening sleeve can additionally or alternatively be arranged relative to the first fastening sleeve arranged coaxially centrally. By means of a plurality of second fastening sleeves distributed in the circumferential direction, the load peaks can be better distributed and their maximum value on the respective second fastening sleeve is reduced. The second fastening sleeve can thus have a smaller wall thickness than the central first fastening sleeve.

In a particularly preferred manner, the thickness of the wall thickness of the fastening sleeve in the radial direction is selected such that the following parts of the retaining head of the fastening means bear largely, in particular completely, against the, in particular annular, shaft side of the fastening sleeve: said portion projects radially outwards beyond the peg of the fastening means inserted into the fastening sleeve. The clamping force of the fastening means is thereby supported essentially by the respectively associated fastening sleeve, so that deformation of the plastic material of the transmission body is avoided by the fastening means. In particular, impairment of the strength of the transmission body due to notch stress concentration effects occurring at the edges of the fastening means can be avoided.

In particular, the fastening sleeve has a greater roughness on the outer side than on the radially inner side. An improved bonding to the injection-molded plastic material of the transmission body can be achieved by a greater roughness on the outer side. This makes it possible to avoid loosening or at least make it more difficult for the fastening sleeve to be loosened from the transmission body.

Preferably, the outer side is worked by plastic deformation, in particular by pressure forming, embossing, pressing and/or knurling. In this way, particularly deep grooves and/or grooves can be produced on the outer side of the clamping sleeve by means of a cost-effective non-cutting process, which results in a particularly good bond with the injection-molded plastic material of the transmission body.

Particularly preferably, there are provided: the fastening sleeve projects beyond the transmission body in at least one axial direction and/or ends flush with the transmission body. Deformation of the plastic material of the transmission body at the axial side of the retaining head of the fastening means is thereby avoided. Thus, the plastic material of the transmission body is not loaded by the clamping force of the fastening means.

In particular, the transmission body has a sliding disk which projects radially outward, wherein the sliding disk has an annular sliding surface which is oriented in the axial direction and is intended to provide frictional contact with a relatively rotatable component. The sliding surface can be pressed, for example, in the axial direction against a secondary mass of the torsional vibration damper, in particular a belt pulley, so that intentionally low-wear friction can be exerted on the relatively torsionally stiff component. This intentional friction causes a damping of the mass spring system formed by the torsional vibration damper, so that a torsional vibration increase caused by resonance can be avoided or at least damped in the torsional vibration damper.

The invention also relates to a torsional vibration damper, in particular a belt pulley decoupler, for damping torsional vibrations in a drive train of a motor vehicle, having: a hub that can be constructed and expanded as described above for torque introduction; a secondary mass which can be rotated in a limited manner relative to the hub by means of an energy storage element, in particular an arc spring, and which is in particular configured as a belt pulley; and fastening means, which are inserted into the respective fastening sleeves, for fastening the hub to a drive shaft of a motor vehicle and/or for fastening a vibration damper, in particular in the form of a rubber damper, to the hub. Since the fastening sleeve is provided with a metallic material only in the region of the highest load peak and the transmission body of the hub can generally be produced from a cost-effective plastic material, a cost-effective hub and a cost-effective torsional vibration damper can be realized.

The torsional vibration damper can have a primary mass which is formed by the hub and a secondary mass which can be twisted to a limited extent, in particular can be formed by the belt pulley. The primary mass and the secondary mass can form a spring-mass system, which is coupled to the primary mass in a torsionally limited manner by means of an energy storage element, in particular in the form of an arc spring, and which can damp rotational irregularities in the rotational speed and in the torque of the drive power generated by the motor vehicle engine in a specific frequency range. The mass moments of inertia of the primary and/or secondary masses and the spring characteristic of the energy storage element can be selected such that vibrations in the frequency range of the main engine order of the motor vehicle engine can be damped. In particular, the mass moment of inertia of the primary mass and/or the secondary mass can be influenced by the additional mass installed.

Preferably, the fastening means are configured as bolts or rivets, respectively. As a result, the fastening means can exert a significant clamping force, which enables a correspondingly large torque to be transmitted to the associated fastening sleeve, so that the hub can transmit a large total torque.

Drawings

The invention is elucidated below by way of example according to a preferred embodiment with reference to the accompanying drawings, wherein the features shown below are capable of illustrating one aspect of the invention both individually and in combination. It shows that:

FIG. 1: a schematic perspective view of a torsional vibration damper configured as a pulley decoupler,

FIG. 2: a schematic side view of a first embodiment of a hub according to the invention for the torsional vibration damper of figure 1,

FIG. 3: a schematic side view of a second embodiment of a hub according to the present invention for the torsional vibration damper of figure 1.

Detailed Description

In fig. 1, a torsional vibration damper 10 in the form of a belt pulley decoupler has a hub 14 which can be rotated about an axis of rotation 12 and which can be screwed centrally to a drive shaft of a motor vehicle engine. A flange 16 and a transmission flange 20 of a vibration damper 18 in the form of a rubber damper are riveted to the hub 14. The transfer flange 20 can tangentially abut against an energy storage element 22 in the form of an arc spring, which in turn can tangentially abut against an abutment 26 welded to the belt pulley 24. The hub 14 represents a primary mass which is coupled in a torsionally limited manner via the energy storage element 22 to a belt pulley 24 which represents a secondary mass, whereby a mass-spring system is formed for damping torsional vibrations. The belt pulley 24 can be supported centrally on the hub by means of a welded stop 26 by means of a separate radial plain bearing 28. The hub 14 has an annular radially outwardly projecting projection 30 which is pressed against the stop 26 by a separate friction disc 32 for frictionally braking the belt disc 24. An intentional frictional damping device is thereby introduced into the mass-spring system formed by the hub 14, the pulley 24 and the energy storage element 22 in order to damp the torsional vibration increase caused by resonance.

As shown in fig. 2, the hub 14 can be configured as a multi-component member. The hub can have a transmission body 34 made of a plastic material, in which a first fastening sleeve 36, for example made of a metal material, in particular steel, is injection-molded. In the exemplary embodiment shown, the first fastening sleeve 36 is arranged coaxially with the rotational axis 12, so that the hub 14 can be screwed to the drive shaft of the motor vehicle engine using the single central screw as a fastening means. The first fastening sleeve 36 has a sufficient wall thickness in order to be able to withstand the clamping force of the fastening means and to be able to reliably transmit the torque introduced by the drive shaft to the transmission body 34. In the embodiment shown, the first fastening sleeve 36 projects from the transmission body 34 on both axial sides. The transmission body 34 can be designed with a plastic sliding surface on the outer surface 38, which sliding surface can slide on the stop 26 of the pulley 24 made of steel. This makes it possible to dispense with a separately embodied slide bearing 28. Furthermore, the transmission body 34 can have a radially projecting sliding disk 40 which acts frictionally on the stop 26 of the belt pulley 24 with an axial sliding surface 42 in order to provide an intentional frictional damping device. This saves a separately implemented friction disk 32.

In the embodiment of the hub 14 shown in fig. 3, a plurality of second fastening sleeves 44, which are distributed uniformly over a common radius in the circumferential direction, are alternatively or additionally injection-molded into the transmission body 34 in comparison with the embodiment of the hub 14 shown in fig. 2, with respect to the central first fastening sleeve 36. The flange 16 and/or the transmission flange 20 of the vibration damper 18 are fastened to the hub 14, in particular by riveting, and/or the drive shaft of the motor vehicle engine is fastened to the hub, in particular by screwing, by means of the second fastening sleeve 44. In the embodiment shown, the second fastening sleeve 44 is not configured beyond the transmission body 34, but rather is configured flush with it in the axial direction.

The hub 14 shown in fig. 2 and/or 3 preferably has a receiving projection 46 which projects in the axial direction and on which the flange 16 and/or the transmission flange 20 of the vibration damper 18 can be centered. In the embodiment of the hub 14 shown in fig. 2, the receiving projection 46 is formed by the first fastening sleeve 36, whereas in the embodiment of the hub 14 shown in fig. 3, the receiving projection 46 is formed by the transmission body 34. Additionally or alternatively, the hub can have a centering opening 48 into which a centering peg of the drive shaft can be inserted. In the embodiment of the hub 14 shown in fig. 2, the centering opening 48 is formed by the first fastening sleeve 36, whereas in the embodiment of the hub 14 shown in fig. 3, the centering opening 48 is formed by the transmission body 34.

List of reference numerals

10 torsional vibration damper

12 axis of rotation

14 hub

16 Flange

18 vibration damper

20 transfer flange

22 energy storage element

24 belt pulley

26 stop

28 radial sliding bearing

30 projection

32 friction disk

34 transfersome

36 first fastening sleeve

38 outer face

40 sliding disk

42 sliding surface

44 second fastening sleeve

46 receiving projection

48 center the opening.