EP2906853A1 - Ensemble amortisseur de vibrations de torsion pour la chaîne cinématique d'un véhicule - Google Patents

Ensemble amortisseur de vibrations de torsion pour la chaîne cinématique d'un véhicule

Info

Publication number
EP2906853A1
EP2906853A1 EP13766078.3A EP13766078A EP2906853A1 EP 2906853 A1 EP2906853 A1 EP 2906853A1 EP 13766078 A EP13766078 A EP 13766078A EP 2906853 A1 EP2906853 A1 EP 2906853A1
Authority
EP
European Patent Office
Prior art keywords
vibration damping
spring set
torsional vibration
arrangement
torque
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP13766078.3A
Other languages
German (de)
English (en)
Inventor
Daniel Lorenz
Cora Carlson
Ingrid Hoffelner
Tobias HÖCHE
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2906853A1 publication Critical patent/EP2906853A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/13157—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses with a kinematic mechanism or gear system, e.g. planetary
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/50—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members
    • F16D3/64—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members comprising elastic elements arranged between substantially-radial walls of both coupling parts
    • F16D3/66—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members comprising elastic elements arranged between substantially-radial walls of both coupling parts the elements being metallic, e.g. in the form of coils
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/133—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses using springs as elastic members, e.g. metallic springs
    • F16F15/134—Wound springs
    • F16F15/13469—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/1464—Masses connected to driveline by a kinematic mechanism or gear system
    • F16F15/1478—Masses connected to driveline by a kinematic mechanism or gear system with a planetary gear system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/06—Lubrication details not provided for in group F16D13/74
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches 
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means
    • F16H2045/0268—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means the damper comprising a gearing

Definitions

  • the present invention relates to a torsional vibration damping arrangement, for the drive train of a vehicle comprising an input to be driven for rotation about a rotation axis input area and an output area, wherein between the input area and the output area a first torque transmission path and parallel to a second torque transmission path and a coupling arrangement for superimposing over the Torque transmission paths are provided to guided torques, wherein in the first torque transmission path, a phase shifter arrangement for generating a phase shift of the first Drehmomentübertragungsweg conducted rotational irregularities with respect to the second torque transmission path directed rotational irregularities is provided.
  • a phase shifter arrangement is provided, which in the manner of a vibration damper, ie with a primary side and a compressibility of a spring arrangement with respect to this rotatable secondary side, is constructed.
  • a vibration damper ie with a primary side and a compressibility of a spring arrangement with respect to this rotatable secondary side.
  • the vibration components routed via the other torque transmission path experience no or possibly a different phase shift, the vibration components contained in the combined torque components and then phase-shifted with respect to each other can be destructively superimposed on one another, so that in an ideal case the total torque introduced into the output region is essentially one Vibration components contained static torque is.
  • the object of the present invention is to develop a torsional vibration damping arrangement so that it has a still further improved vibration damping behavior and is inexpensive to manufacture.
  • a torsional vibration damping arrangement for a drive train of a vehicle comprising an input region to be driven for rotation about a rotation axis A and an output region, between the input region and the output region a first torque transmission path and a second torque transmission path parallel thereto a, connected to the output region in communication coupling arrangement for superimposing the guided over the torque transmission paths Torques are provided and wherein in the first torque transmission path, a phase shifter arrangement for generating a phase shift of guided over the first torque transmission path rotational irregularities with respect to the second torque transmission path directed rotational irregularities is provided.
  • the phase shifter assembly consists at least of a spring set comprising a bow spring. This spring set can also be called an outer spring set.
  • the outer spring set or instead of the outer spring set nor an additional spring set is used, which can also be referred to as inner spring set in a radial arrangement manner of the two spring sets.
  • These sets of springs can be in both parallel and serial modes of operation.
  • the inner spring set can be performed with a bow spring.
  • the use of bow springs in the outer spring set and or in the inner spring set increases a total storable spring work, with the same space, in contrast to a design with straight spring elements and intermediate sliding shoes.
  • the bow spring it is also possible to obtain a smoother transition in a spring characteristic, since no sliding shoes can collide when subjected to a torque more, since the shoes are no longer present between the individual short, straight coil springs.
  • bow springs can preferably be used in the form of application, as they are already used in dual-mass flywheels.
  • a primary mass of the torsional vibration damping arrangement rotatably with, for example, an output of a drive unit, here formed by a crankshaft, and also rotatably connected to a An horrblech.
  • the primary mass in this case also forms a planetary gear carrier on which a stepped or an ungraded planetary gear of the coupling arrangement is rotatably mounted with a planetary wheel bolt.
  • a from the input region to the output region is applied in the first torque transmission path of the inner spring set on the primary mass and the Anberichtblech with a first torque which comes from the output of a drive unit, for example, here by the crankshaft.
  • the first torque reaches the outer spring set via a drive disk.
  • the first torque is absorbed by the outer spring set with a hub disc.
  • the hub disc is non-rotatable, preferably by means of a rivet connection, here formed by a rivet bolt, connected to an intermediate element which is non-rotatably connected to a Antriebsholrad. In this case, the rivet bolt is performed through a slot in the drive disk.
  • the second torque passes via the primary mass and a Planetenradbolzen directly to the planetary gear, which may be stepped or ungraded.
  • the first torque and the second torque are brought together again.
  • the torque can be continued via an intermediate plate and a rotatably connected secondary flywheel.
  • the secondary flywheel forms the output region of the torsional vibration damping arrangement. From here, the torque to a friction clutch, a converter or the like can be continued.
  • An interior area which may also be referred to as the wet area of the torsional vibration damping arrangement, includes the phase shifter arrangement and the coupling arrangement.
  • the outer boundary of the wet space may be due to the primary mass and a Umformdeckblech done.
  • the sealing is preferably carried out by means of sealing elements in the radially inner region around the axis of rotation A in order to achieve a reduction in friction on the sealing elements.
  • the sealing elements between a seal adapter which is rotatably connected to the Umformdeckblech and the secondary flywheel, and between a connecting plate which is rotatably connected to the intermediate plate, and an adapter which is rotatably connected to the primary mass are positioned.
  • the positioning of the sealing elements can preferably be chosen so that a screwing of the torsional vibration damping arrangement, for example, the crankshaft of the drive unit, can be carried out radially through a through-opening. This represents an advantage with regard to mounting the torsional vibration damping arrangement on the drive unit.
  • the wet space can be filled to a wear and friction minimization preferably with a lubricant such as oil or grease.
  • the coupling arrangement comprises a first and a second input part, in which guided via the first and second torque transmission torques are introduced, and an overlay unit, in which the introduced torques are merged again and an output part, which combines the torque, for example continues to a friction clutch.
  • the first input part is connected in its direction of action on one side with the phase shifter assembly and on the other side with the superposition unit.
  • the second input part is connected in its effective direction on one side to the input area and on the other side to the superimposition unit.
  • the superposition unit in turn is connected in its direction of action on one side with both the first and the second input part and on the other side with the output part.
  • the output part forms the output region and can receive a friction clutch in an advantageous embodiment.
  • the phase shifter arrangement comprises a vibration system with a primary mass and a secondary mass which can rotate about the axis of rotation A in relation to the action of a spring arrangement.
  • a vibration system can thus be constructed in the manner of a known vibration damper, in which the resonant frequency of the vibration system can be defined defined and thus can be determined in particular by influencing the primary-side mass and the secondary-side mass or the stiffness of the spring arrangement which frequency a transition to the supercritical state occurs.
  • the phase shifter arrangement may comprise at least one outer spring set and / or at least one inner spring set.
  • the outer spring set and the inner spring set can be positioned in parallel or serial action.
  • the outer spring set and or the inner spring set may consist of a bow spring.
  • the phase shifter assembly can be advantageously adapted to a corresponding application. This means that the phase shifter arrangement can cover a wider range of applications.
  • Next can be increased by the use of the bow spring spring work to be stored in the same construction, in contrast to a design with short straight coil springs and sliding shoes or spring plate. Since no sliding shoes or spring plates are used in the use of the bow spring, which can beat each other at a corresponding torque, acceleration peaks in the spring characteristic can be avoided, which can occur due to the clashing of the shoes or spring plate. The spring characteristic can therefore be represented with the use of bow springs, softer and without strong jumps.
  • Another favorable embodiment provides that the outer spring set and the inner spring set are positioned radially relative to each other about the axis of rotation A, thereby At least partially overlap axially and that the outer spring set and the inner spring set are arranged according to a series circuit.
  • This arrangement of the spring sets is particularly advantageous when it comes to reducing the axial space. Due to the radial arrangement of the outer spring set and the inner spring set act at the same speed different centrifugal forces on the spring sets. This can result in altered friction on the bow spring. This can be advantageous for the design of the spring sets.
  • the series connection of the spring sets can be particularly advantageous for a design when a spring characteristic with different slopes is desired.
  • Another favorable embodiment provides that the outer spring set and the inner spring set are positioned radially to each other about the axis of rotation A, at least partially overlap axially and that the outer spring set and the inner spring set are arranged according to a parallel circuit.
  • the space-technical advantage applies, as already described above.
  • a further advantageous embodiment provides that the phase shifter assembly and the coupling arrangement are at least partially received in a wet space, which is at least partially filled with a fluid.
  • the wet space at least partially comprises an inner region of the torsional vibration damping arrangement.
  • the outer boundary of the wet space can be done by at least one housing portion forming element, such as the primary mass and a gear-side cover plate.
  • the sealing is preferably carried out by means of sealing elements in the radially inner region around the axis of rotation A in order to achieve a reduction in friction on the sealing elements, caused by relatively rotatable elements to achieve.
  • the sealing elements between the transmission-side cover plate and the secondary flywheel, as well as between an intermediate flange and the adapter can be positioned.
  • the positioning of the sealing elements can preferably be selected such that a screwing of the torsional vibration damping arrangement to, for example, the crankshaft of the drive unit can take place radially through a passage opening inside the sealing elements by means of at least one crankshaft screw.
  • This provides an advantage with regard to the mounting of the torsional vibration damper.
  • the wet space can be at least partially filled to minimize wear and friction with a lubricant such as oil or grease.
  • the coupling arrangement comprises a summation gear.
  • this summation gear the first torque passing through the first torque transmission path and the second torque traveling through the second torque transmission path are converged to a torque and sent to the output section.
  • the summation gear can be advantageously designed as a planetary gear.
  • the planetary gear may comprise a planetary gear, a Planetenradbolzen, and a drive ring gear and a driven ring gear.
  • the Planetenradbolzen can advantageously be rotatably connected to the primary mass, which forms the planet carrier.
  • the Planetenradbolzen may be rotatably connected to a planet carrier, which is introduced as a separate component in addition to the primary mass. In this case, the primary mass and the separate planet carrier rotatably connected to the output of the drive unit.
  • the planetary gear which may be stepped or ungraded, is rotatably mounted on the Planetenradbolzen.
  • the first torque can be passed to the planet gear, for example, via the primary mass and the phase shifter arrangement by means of the drive ring gear.
  • the second torque can be passed directly from the primary mass or via the separate planet carrier in the Planetenradbolzen and on to the planet.
  • the first torque and the second torque is again brought together and supplied with the output ring gear to the output region, to which, for example, a friction clutch or a converter or a similar component can be attached.
  • the coupling arrangement can be designed with respect to a be downstream of the input region to the output region in the axial direction of torque in this axial direction of the phase shifter assembly. Due to the direct rotationally fixed connection of the primary mass of the phase shifter assembly with the input area, which may be formed for example by the crankshaft, a rigid connection of the phase shifter assembly and thus a good tuning of the spring lugs can be achieved in the phase shifter assembly.
  • the course of the first torque transmission path is to be seen as advantageous in this arrangement, since it is passed from the input area via the phase shifter, further via an intermediate element in the coupling arrangement and from there into the output area.
  • the phase shifter arrangement may be downstream in this axial direction of the coupling arrangement with respect to a torque extending in the axial direction from the input region to the output region.
  • This arrangement allows a direct and thus rigid connection of the coupling arrangement to the input area, which is to be evaluated as very advantageous in terms of the operation of the coupling arrangement.
  • the torque component that passes through the phase shifter arrangement must first be routed past the upstream coupling arrangement.
  • the connection of the phase shifter assembly to the input area is less stiff. This can represent an advantage depending on the design of the vibration system.
  • the intermediate element can receive an additional mass.
  • This additional intermediate mass on the intermediate element increases the mass moment of inertia in this region.
  • Fig. 1 is a torsional vibration damping arrangement with an outer spring set and a inner spring set, both here executed with bow springs, wherein the outer spring set has a smaller diameter than the inner spring set.
  • FIG. 2 shows a torsional vibration damping arrangement with an outer spring set and a inner spring set, the outer spring set having a smaller diameter than the inner spring set.
  • FIG 3 shows a torsional vibration damping arrangement with an outer spring set and a inner spring set, wherein the inner spring set has a smaller spring diameter than the outer spring set.
  • FIG. 4 shows a torsional vibration damping arrangement with an outer spring set and a inner spring set, wherein the inner spring set and the outer spring set have the same spring diameter and with an additional mass on an intermediate element.
  • Fig. 5 is a torsional vibration damping arrangement with an additional intermediate mass on a Antriebshohlradffy.
  • FIG. 6 shows a torsional vibration damping arrangement with an outer spring set and a inner spring set, wherein the inner spring set has a smaller spring diameter than the outer spring set.
  • a torsional vibration damping arrangement 10 is shown, which operates on the principle of power or torque split.
  • the torsional vibration damping arrangement 10 can be arranged in a drive train of a vehicle between a drive unit 60 and the following part of the drive train, that is, for example, a starting element 65 such as a friction clutch, a hydrodynamic torque converter or the like.
  • the torsional vibration damping arrangement 10 comprises an input area, generally designated 50.
  • This input region 50 can be connected, for example, by a screw connection 61 to an output of a drive assembly 89, here by a crankshaft 19.
  • the torque absorbed by the drive unit 60 branches into a first torque transmission path 47 and a second torque transmission path 48.
  • the torque components guided via the two torque transmission paths 47, 48 are introduced into the coupling arrangement 41 by means of a first input part 53 and a second input part 54 and are brought together there again.
  • an output part 49 here designed as a driven ring gear 1 1, and an intermediate plate 17, which are rotatably connected to each other, the torque to a secondary flywheel 13, which is rotatably connected to the intermediate plate 17, passed.
  • the secondary flywheel 13 can form the output region 55.
  • a vibration system In the first torque transmission path 47, a vibration system, generally designated by reference numeral 56, is integrated.
  • the vibration system 56 is effective as a phase shifter assembly 43 and includes a primary mass 1 to be connected to the power plant 60, for example.
  • the primary mass 1 is rotatably connected to a Umformdeckblech 91, which also forms a Anberichtblech 82 for an outer spring set 57 here.
  • the use of the Umformdeckbleches 91 is to be seen as a cost-effective design, since the Umformdeckblech 91 by means of a forming process, such as pressing, can be reshaped.
  • the Umformdeckblech 91 performs a inner spring set 58 and the outer spring set 57 in the radial and axial direction and controls here the inner spring set 58 by an integrally formed control nose.
  • the vibration system 56 consists of the outer spring set 57 and or the inner spring set 58, which radially to each other with respect to the axis of rotation A angeordent are and are in a serial mode of action.
  • the spring sets can also be arranged in a parallel mode of action.
  • the outer spring set 57 and / or the inner spring set 58 comprise spring elements which are designed at least with a bow springs 90 and 92.
  • a bow spring By using the bow spring, advantages can be achieved in storing an achievable spring energy as opposed to using a short straight coil spring guided in a shoe.
  • By using several short straight coil springs and sliding shoes it may happen that some sliding shoes abut each other and thus occur acceleration peaks in a recorded spring characteristic according to an applied torque value. These acceleration peaks are detrimental to accurate operation of the phase shifter assembly 43.
  • the bow springs 90 and or 92 these acceleration peaks can be avoided.
  • the inner spring set 58 is supported in its mode of action on the one hand on the Anberichtblech 82 and on the other hand on a drive disk 95 from.
  • the outer spring set 57 is supported, on the one hand, on the aforementioned drive disk 95 and, on the other hand, on a hub disk 5.
  • the drive disk 95 between the outer spring set 57 and the inner spring set 58 has a through-bore 84 extending in the direction of the axis of rotation A, which is embodied as a slot 85 extending radially around the axis of rotation A and through which a rivet bolt 59 is guided.
  • an intermediate element 7 is received so that the intermediate element 7 is rotatably connected to the rivet bolt 59 and in the slot 85 about the axis of rotation A to the drive disk 95 is relatively rotatable.
  • the intermediate element 7 rotatably receives a drive sprocket 8, which is in operative connection with a stepped or ungraded planetary gear 46.
  • a radially inner region of the Umformdeckbleches 91 may be rotatably connected to a seal adapter 30 which receives a sealing element 15 for sealing a wet space 63 to a drying room 74.
  • the sealing element 15 is thereby positioned between the seal adapter 30 and the secondary flywheel 13 rotatable relative thereto.
  • the sealing element 15 may be a radial shaft sealing ring with one or more sealing lips, in one or both Directional sealing, made of one or of different materials and act in a prestressed or non-prestressed execution.
  • the primary mass 1 and the Umformdeckblech 91 surround radially outwardly substantially completely a space portion 69, in which with respect to a radial enclosure the phase shifter assembly 43, and the coupling assembly 41 may be included.
  • the wet space 63 is sealed by a further sealing element 16 to the drying room 74.
  • the sealing element 16 is here between an adapter 21 which is rotationally fixed, preferably rotatably attached to the screw 61 to the primary mass 1 and a connecting plate 36, which is preferably rotatably connected to a screw 73 with the intermediate plate, positioned.
  • the adapter 21 and the connecting plate 36 can rotate relative to each other.
  • the sealing element 16 may for example be designed as a Simmerring.
  • the coupling arrangement 41 is positioned.
  • the coupling arrangement 41 here consists of the stepped or ungraded planetary gear, which is rotatably mounted with a Planetenradbolzen 52 on the primary mass 1.
  • the attachment directly to the primary mass 1 is a rigid embodiment and for a precise function of the coupling assembly 41 to see particularly positive.
  • a torque curve in the first torque transmission path 47 may extend from the crankshaft 19 via the primary mass 1 and the control plate 82 into the inner spring set 58. From the inner spring set 58, the first torque is guided via the drive disk 95 to the outer spring set 57. From the outer spring set 57, the first torque passes via the hub disc 5, the rivet bolt 59, the intermediate element 7 and the drive-wheel 8 to the stepped or ungraded planet 46 of the coupling assembly 41st
  • a torque curve in the second torque transmission path 48 extends from the crankshaft via the primary mass 1 and the Planetenradbolzen 52 in the stepped or ungraded planet 46th
  • the first torque transmission path 47 and the second torque transmission path 48 meet at the planetary gear 46 and are brought together there again.
  • the converged torque from the planet 46 passes into an intermediate plate 17 and from there into a secondary flywheel 13,
  • the merged torque will be delivered, for example, to a clutch or a torque converter to be flipped.
  • the phase shifter assembly consists of an outer spring set 57 and a inner spring set 58 arranged radially one behind the other about the axis of rotation A. are and are in serial mode of action.
  • the inner spring set 58 is radially upstream of the outer spring set 57.
  • the outer spring set 57 is first activated in the first torque transmission path 47 by a control plate 82a, which is connected in a rotationally fixed manner to a center cover plate 2.
  • the middle cover plate 2 is rotatably connected to a primary mass 1.
  • a first torque in the first torque transmission path 47 may be as follows in the phase shifter assembly 43.
  • the outer spring set 57 is supported on the one hand on the Anberichtblech 82, which may be formed from a gear-side cover plate 12 and on the other hand on a trained as a central disc hub disc 5a.
  • the inner spring set 58 is supported, on the one hand, on the above-mentioned hub disk 5a and, on the other hand, on at least one cover plate 6.
  • the hub disc 5 between the outer spring set 57 and the inner spring set 58 has an insertion bore 84 running in the direction of the axis of rotation A, which is designed as a slot 85 extending radially around the axis of rotation A and through which a rivet bolt 59 is guided.
  • the cover plate 6 is received so that the cover 6 is rotatably connected to the rivet bolt 59 and in the slot 85 about the rotation axis A to the hub disc 5a is rotatable.
  • an intermediate element. 7 rotatably connected to the rivet bolt 59.
  • the intermediate element 7 rotatably receives the Antriebsholrad 8, which is in operative connection with a planetary gear 46.
  • a first torque can travel from the crankshaft 19 via the primary mass 1, the middle cover plate 2 and the control plate 82 into the outer spring set 57. From the outer spring set
  • the first torque is passed via the hub disc 5a to the inner spring set 58.
  • the first torque passes through at least one cover plate 6, which is positioned in the radial direction about the axis of rotation A between the outer spring set 57 and the inner spring set 58 via the intermediate member 7 and the drive wheel 8 to the stepped or ungraded planetary gear 46th
  • the positioning the cover plate 6 between the outer spring set 57 and the inner spring set 58 is advantageous for a compact radial space of the torsional vibration damping arrangement 10th
  • the second torque passes over the second torque transmission path 48, as described in Fig. 1 already described.
  • the inner spring set 58 By using a larger diameter inner spring set 58, which is advantageously designed here as a bow spring 92, in comparison to the outer spring set 57, a larger spring energy can be stored.
  • the inner spring set 58 works frictionless, since this is located radially further inward and is therefore exposed to lower centrifugal forces than the outer spring set 57.
  • This also a softer characteristic of the inner spring set 58 can be used, which is advantageous in a decoupling at a high speed since due to the centrifugal force and the resulting friction of the outer spring set 57 contributes only slightly to decoupling.
  • a positioning of the intermediate element 7, which receives the output ring gear, between the inner spring set 58 and the outer spring set 57 is advantageous. minus a compact axial space, as well as positive to save weight.
  • FIG. 3 shows a torsional vibration damping arrangement 10 as shown in FIG. 2, but with an outer spring set 57 which has a larger diameter than the inner spring set 58.
  • the outer spring set 57 and / or the inner spring set 58 are designed as a bow spring 90 and / or 92 educated.
  • the larger diameter of the outer spring set 57 is particularly advantageous when the suggestions to be calmed, for example, a main motor order 1, 5 in 3 cylinder motors, a low excitation order at the same time have large excitation amplitude.
  • a very low rigidity the natural frequency of the phase shifter can be lowered so far that a reduction of rotational irregularity at very low speeds is possible.
  • the rigid connection of the planet gears 46 is as described in Figures 1 to 2, also advantageous here.
  • a torsional vibration damping assembly 10 as shown in Figure 3, but with an equal diameter for the outer spring set 57 and the inner spring set 58.
  • the outer spring set 57 and or the inner spring set 58 include at least one bow spring 90 and or 92.
  • an additional mass 44 on the intermediate element 7 attached an additional mass 44.
  • a higher mass inertia is achieved.
  • the increased mass inertia improves the decoupling.
  • the rigid connection of the planet gears 46 is as described in Figures 1 to 3, also advantageous here.
  • FIG. 5 shows a torsional vibration damping arrangement 10 as shown in FIG. 3, but here, in contrast to FIGS. 1 to 4, a phase shifter arrangement 43 precedes an input region 50 to an output region 55 of a coupling arrangement 41 in the case of an axial torque curve.
  • the phase shift Beranix 43 may include an outer spring set 57 and or a réellefedersatz 58, which are arranged radially successively about the axis of rotation A and are in serial mode of action.
  • the outer spring set 57 and or the inner spring set 58 can be designed as at least one bow spring 90 and 92.
  • the outer spring set 57 and the inner spring set 58 can also be in parallel action.
  • the coupling arrangement 41 is located in the radial direction between the outer spring set 57 and the inner spring set 58.
  • the axial position of the coupling arrangement 41 has already been described. Due to the axial arrangement of the coupling arrangement 41, a planet carrier 9 can not be formed by the primary mass 1, as shown in FIGS. 1 to 4.
  • the planet carrier 9 is formed as a separate component, which is fixed radially inwardly by means of a screw 61 together with the primary mass 1 to the crankshaft 19 rotatably.
  • the Hohlshaftmik can be performed with an additional mass 44a.
  • a mass moment of inertia of the drive hollow wheel carrier 72 can be changed. This is particularly advantageous in a tuning of the torsional vibration damping arrangement 10.
  • the additional mass 44a is arranged radially outside of the coupling arrangement 41 and thereby at least partially axially overlapping to the coupling arrangement 41. In this case, the additional mass 44a is within the torsional vibration damping arrangement 10 in a so-called wet space 63, which may be filled with lubricant such as oil or grease.
  • FIG. 6 a torsional vibration damping arrangement 10 with a spatial arrangement of the coupling arrangement 41 and the phase shifter arrangement 43 is shown in FIG. 5, but the course of the first torque in the first torque transmission path 47 is different from FIG. 5 by the phase shifter arrangement 43 first torque from the crankshaft 19 in a An horrblech 96, the rotationally fixed, preferably by means of a screw 61 with the Crankshaft 19 is connected.
  • At the An horrblech 96 at least one cover plate 6, preferably by means of a rivet connection, which is not shown, rotatably connected.
  • the Anberichtblech 96 also include the cover plate 6 with. From the cover plate 6, the first torque is guided to a inner spring set 58.
  • the first torque from the inner spring set 58 passes to an outer spring set 57.
  • the first torque of a middle cover plate 2 which is here designed with a recessed nose, not shown, added and to one with the center cover plate 2, preferably by means of a screw 64, not shown here, but optionally designed for cost reasons as a welded connection, rotatably connected ring gear 38 passed.
  • a drive ring gear 8 is rotatably connected to the ring gear carrier 38.
  • a use of a bow spring 90 as an outer spring set 57 represents a cost-effective alternative, since it can be dispensed with the use of sliding shoes or guide shoes, as otherwise necessary in the use of short straight coil springs. Furthermore, as already mentioned, a higher spring energy can also be stored here without obtaining an acceleration peak in a spring characteristic. This is otherwise the case with the use of sliding between the short straight coil springs, since these sliding shoes can collide against each other when compressing the individual coil springs and thereby the acceleration peaks can arise.
  • the planetary gear 46 is rotatably mounted on a separate planet carrier 9.
  • the planet carrier 9 is radially fixed inwardly by means of the screw 61 together with the Anberichtblech 96 to the crankshaft 19 rotatably.
  • the implementation of a large mass moment of inertia of the inertia inertia is given here, since in the present constructive embodiment, both the components 7 and 12 together form the intermediate mass.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un ensemble amortisseur de vibrations de torsion (10) pour la chaîne cinématique d'un véhicule, qui présente une zone d'entrée (50) à entraîner en rotation autour d'un axe de rotation A et une zone de sortie (55) ainsi qu'un premier trajet de transmission de couple de rotation (47) et, parallèlement à celui-ci, un deuxième trajet de transmission de couple de rotation (48), qui partent de la zone d'entrée, un système d'accouplement (41) communiquant avec la zone de sortie et servant à superposer les couples de rotation transmis par les deux trajets de transmission de couple de rotation, ainsi qu'un système de décalage de phases (43) destiné au premier trajet de transmission de couple de rotation et conçu pour générer un déphasage d'irrégularités de rotation transmises par le premier trajet de transmission de couple de rotation par rapport à des irrégularités de rotation transmises par le deuxième trajet de transmission de couple de rotation. A cet effet, le système de décalage de phases comprend au moins un ressort multiple (40) doté d'un ressort en arc (90).
EP13766078.3A 2012-10-15 2013-09-23 Ensemble amortisseur de vibrations de torsion pour la chaîne cinématique d'un véhicule Withdrawn EP2906853A1 (fr)

Applications Claiming Priority (2)

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DE102012218729.4A DE102012218729A1 (de) 2012-10-15 2012-10-15 Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs
PCT/EP2013/069740 WO2014060192A1 (fr) 2012-10-15 2013-09-23 Ensemble amortisseur de vibrations de torsion pour la chaîne cinématique d'un véhicule

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EP2906853A1 true EP2906853A1 (fr) 2015-08-19

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US (1) US20150308540A1 (fr)
EP (1) EP2906853A1 (fr)
CN (1) CN104755797A (fr)
DE (1) DE102012218729A1 (fr)
WO (1) WO2014060192A1 (fr)

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DE102013226939A1 (de) * 2013-12-20 2015-06-25 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs
DE102014006691A1 (de) 2014-05-09 2015-11-12 Zf Friedrichshafen Ag Drehungleichförmigkeitsreduzierung durch Leistungsverzweigung - Kennlinienauslegung
DE102014212825A1 (de) * 2014-07-02 2016-01-07 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
DE102015207825A1 (de) * 2014-07-24 2016-01-28 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs
DE102014216072A1 (de) * 2014-08-13 2016-02-18 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs
DE102015207828A1 (de) * 2014-12-12 2016-06-16 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für einen Antriebsstrang eines Fahrzeugs
JP6314888B2 (ja) 2015-03-30 2018-04-25 トヨタ自動車株式会社 捩り振動低減装置
DE112016002848T5 (de) 2015-06-26 2018-03-08 Aisin Aw Co., Ltd. Dämpfervorrichtung
DE102017207031A1 (de) * 2017-04-26 2018-10-31 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs
US11585406B2 (en) * 2017-11-14 2023-02-21 Aisin Corporation Damper device
JP7118256B2 (ja) * 2019-05-09 2022-08-15 株式会社アイシン福井 ダンパ装置
US11242920B2 (en) * 2019-12-04 2022-02-08 GM Global Technology Operations LLC Torque converter assemblies with integrated planetary-type torsional vibration dampers

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CN104755797A (zh) 2015-07-01
WO2014060192A1 (fr) 2014-04-24
US20150308540A1 (en) 2015-10-29
DE102012218729A1 (de) 2014-04-17

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