EP3146232A1 - Système d'entraînement - Google Patents

Système d'entraînement

Info

Publication number
EP3146232A1
EP3146232A1 EP15732155.5A EP15732155A EP3146232A1 EP 3146232 A1 EP3146232 A1 EP 3146232A1 EP 15732155 A EP15732155 A EP 15732155A EP 3146232 A1 EP3146232 A1 EP 3146232A1
Authority
EP
European Patent Office
Prior art keywords
pendulum
torque
drive system
damper device
transmission
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Withdrawn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
EP15732155.5A
Other languages
German (de)
English (en)
Inventor
Stephan Maienschein
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP3146232A1 publication Critical patent/EP3146232A1/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Withdrawn legal-status Critical Current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
    • F16F15/14—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
    • F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range
    • 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
    • F16F15/121—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 using springs as elastic members, e.g. metallic springs
    • F16F15/123—Wound springs

Definitions

  • the invention relates to a drive system according to claim 1.
  • the torque transmission device is connected to a reciprocating engine of a motor vehicle, on the output side, the transmission device is connected to the torque transmission device.
  • the torque transmission device with the transmission device can form a resonant circuit, which is excited by rotational irregularities in the torque provided by the reciprocating motor.
  • an improved drive system for a motor vehicle comprising a torque transmission device having a first damper device and a transmission device, wherein the first damper device is connected to the transmission device in a torque-locking manner.
  • the first damper device has a first spring rate and the translation device has a second spring rate.
  • a ratio of the first spring rate to the second spring rate has a value, the value being in a range of 0.02 to 0.4.
  • Torque transfer device is in an end position, so that the drive system is quieter overall.
  • the ratio has a value in the range from 0.03 to 0.3, preferably in a range from 0.04 to 0.2, in particular in a range from 0.1 to 0.2 and / or in particular in a range from 0.05 to 0.15.
  • the first damper device comprises at least one input side and one output side.
  • Input side and at least one output side includes.
  • the input side can be connected to a drive motor, in particular a reciprocating engine, of the motor vehicle.
  • the first damper device is designed to at least partially isolate and / or eliminate rotational inaccuracies of a torque introduced via the input side into the first damper device.
  • the translation device has a transmission input side and a transmission output side, wherein the transmission device is designed to translate the torque at least partially between the transmission input side and the transmission output side.
  • the output side is connected to the transmission input side in a torque-locking manner.
  • the torque transmission device has a second damper device.
  • the second damper device is connected to the output side torque-locking.
  • the second damper device is designed to eliminate torsional irregularities in the torque coming from the first damper device.
  • the second damper device has at least one centrifugal pendulum and / or at least one spring-mass absorber.
  • the centrifugal force pendulum can be mounted rotatably about an axis of rotation and has at least one pendulum flange and at least one pendulum mass.
  • the pendulum mass is limited movably coupled with the pendulum flange.
  • the pendulum mass has a first pendulum mass part and a second pendulum mass part.
  • the two pendulum mass parts are connected to each other and arranged on both sides of the pendulum flange.
  • the pendulum has a first pendulum flange and at least a second Pendelflanschteil, wherein the first Pendelflanschteil at least partially in Axially spaced from the second Pendelflanschteil is arranged.
  • the pendulum mass is at least partially disposed axially between the two Pendelflansch tricky.
  • FIG. 1 shows a half-longitudinal section through a drive system according to a first embodiment
  • FIG. 2 shows a half-longitudinal section through a drive system according to a second embodiment
  • FIG. 3 shows a half-longitudinal section through a drive system according to a third embodiment
  • FIG. 1 shows a semi-longitudinal section through a drive system 10 according to a first embodiment
  • the drive system 10 includes a transmission device 15 and a torque transmission device 20.
  • the torque transmission device 20 is rotatably mounted about a rotation axis 21 and serves to transmit a torque provided by a drive motor of a motor vehicle.
  • the torque transmitting device 20 includes a first damper device 25 and a second damper device 30.
  • the first damper device 25 includes a first input side 35, a second input side 40, and an output side 45.
  • the input side 35, 40 is connectable to a drive motor that provides torque.
  • the translation device 15 has a transmission input side 50 and a transmission output side 55.
  • the output side 45 is torque-connected to the transmission input side 50.
  • the transmission output side 55 is connectable to other components of a drive train.
  • the transmission input side 50 comprises a transmission input shaft 60. Furthermore, in the embodiment, a further shaft 65 is provided. On the transmission input shaft 60, a first gear 70 and an axially spaced from the first gear 70 second gear 75 are arranged. The first gear 70 is via a first Connecting portion 90 with the transmission input shaft 60, and the second gear 75 is connected via a second connecting portion 95 with the transmission input shaft 60.
  • a third gear 80 and a fourth gear 85 are arranged on the other shaft 65.
  • the first gear 70 is in mesh with the third gear 80 and the second gear 75 is in mesh with the fourth gear 85.
  • the gears 80, 85 can be connected by means of a switching device 86 torque-locking with the shaft 65. With the determination of the corresponding gears 80, 85 of the corresponding shaft 60, 65, a torque-locking connection via the gears 70, 75, 80, 85 and the two shafts 60, 65 can be achieved Depending on the switching state of the translation device 15 is at least one of the connecting cuts 90, 95, the torque discharged from the transmission input shaft 60. At the axially opposite end of the transmission input shaft 60, this has a toothing 87 for a shaft-hub connection 105.
  • the gears 80, 85 are connected to the shaft 65 in a torque-locking manner with the shaft 65, whereas the first and second gear wheels 70, 75 are connected in a torque-locking manner to the transmission input shaft 60 by the switching device 86.
  • the translation device 15 is exemplified as a spur gear.
  • the translation device 15 differently, in particular as a planetary gear, sequential gear or otherwise designed. Due to the different effective diameters of the different gears 70, 75, 80, 85, different ratios result for the translation of the torque between the transmission input side 50 and the transmission output side 55.
  • the gears 70, 75 are not arranged directly on the transmission input shaft 60 but on other shafts, wherein the transmission input shaft 60 is rotationally connected to the other (not shown) shaft.
  • the transmission input shaft 60 is significantly shorter in relation to the overall extension of the transmission device 15 and is connected to a further shaft (not shown), the gears 70, 75 then being arranged on the further shaft. This can, for example over the transmission input shaft 60 more units, z. B. a feed pump operated.
  • the output side 45 has a hub 100.
  • the hub 100 is formed radially inwardly corresponding to the teeth 87 of the transmission input shaft 60.
  • the toothing 87 forms with the hub 100, the shaft-hub connection 105, so that the torque transmitting device 20 is torque-connected to the translation device 15.
  • the first input side 35 as a plate carrier 1 10 one
  • Friction clutch designed to initiate the coming of the drive motor, in particular from a reciprocating engine torque in the torque transmitting device 20.
  • the first input side 35 is formed differently.
  • the formation of the first input side 35 is dependent on the to be connected to the first input side 35 component of the drive system 10.
  • a flange for connecting the first input side 35 with an electric motor or a direct Connection is provided to a reciprocating engine of a motor vehicle.
  • the first damper device 25 further comprises a spring device 120 and a retainer 125.
  • the spring device 120 is mounted in the retainer 125.
  • a disk 135 is provided in the retainer 125.
  • the disc 135 is integrally formed with the hub 100 in the embodiment and of the same material.
  • two side plates 130 are provided with axially oppositely arranged strap-like sections and a receptacle 136 in the disc 135.
  • a connecting means 140 extending through the disk 135 is provided.
  • the side window 130 which is axially adjacent to the first input side 35, is in turn connected to the first input side 35 via a second connection 145.
  • the side windows 130 are coupled to a first longitudinal end of the spring device 120 and the disk 135 is coupled to a second longitudinal end of the spring device 120 opposite the first longitudinal end in the circumferential direction.
  • the second damper device 25 is connected via the disc 135 with the output side 45 torque-locking.
  • the second damper device 25 comprises a centrifugal pendulum 150 designed as a deflection mass absorber.
  • the centrifugal pendulum pendulum 50 has a pendulum mass 155 and a pendulum flange 156.
  • the pendulum mass 155 has a first pendulum mass part 160 and a second pendulum mass part 165.
  • the pendulum flange 156 is formed as a radially outside of the receptacle 136 arranged portion of the disc 135.
  • the two pendulum mass parts 160, 165 are connected to each other by means of a spacer bolt 170. Furthermore, the pendulum flange 156 has a recess 175 through which the spacer bolt 170 extends.
  • the pendulum mass 155 is limited movably coupled to the pendulum flange 156 by means of a link guide, not shown, along a pendulum track with the pendulum flange 156. If the torque to be transmitted by means of the torque transmission device 20 has a rotational irregularity, the rotational irregularity excites the pendulum mass 155 to oscillate along the pendulum track, so that the second damper device 30 at least partially removes the rotational irregularity in the torque.
  • the second input side 45 is arranged on the disk 135 radially inward of the first damper device 25.
  • the second input side 45 is connected via a third connection 180 to a turbine flange 185 of a turbine 190 of a hydrodynamic converter, not shown.
  • another component could be connected.
  • the first input side 35 of the torque transmitting device 20 is provided, this is passed through the first input side 35 and the first connection 140 in the side windows 130.
  • the side windows 130 rest against the first longitudinal end of the spring device 120 in the circumferential direction.
  • the spring device 120 may be formed, for example, as a bow spring, compression spring or turbine spring. It is also conceivable that the spring device 120 has a plurality of circumferentially successively arranged spring elements, so that the spring elements are operated serially in the circumferential direction.
  • the side windows 130 press against the first longitudinal end of the spring device 120 and compress the spring device 120.
  • the spring device 120 presses in turn with the second longitudinal end against the ticket be 135 and passes the torque from the spring means 120 in the disc 135 on.
  • the pulley 135 passes the torque further to the hub 100, wherein the torque via the shaft-hub connection 105 is forwarded to the transmission input shaft 60.
  • the torque is transmitted via depending on the switching state of the translation device 15 in the shaft 65 to the transmission output side 55. If the torque has a rotational irregularity, the first damper device 25 at least partially eliminates rotational irregularity.
  • the first damper device 25 has between the first input side 35 and the
  • Output side 45 on a first spring rate a torque-dependent rotation with respect to the rotation axis 21 of the first input side 35 with respect to the output side 45 is understood as the first spring rate.
  • the pendulum flange 156 is only indirectly connected to the output side 45 via the disc 135.
  • the disc 135 is at least a factor of 10, preferably at least a factor of 100 stiffer than the first spring rate.
  • the transmission input shaft 60 has a torsion portion 195 axially between the initiation of the torque via the shaft-hub connection 105 and the discharge of the torque from the transmission input shaft 60.
  • the torsion portion 195 extends in the axial direction between the shaft-hub connection 105 and, depending on the circuit of the translation device 15, the first connecting portion 90 or the second connecting portion 95.
  • the torsion portion 195 of the transmission input shaft 60 has a second spring rate. Depending on the circuit of the translation device 15, the torsion portion 195 thus has a different second spring rate in the embodiment.
  • the torsion section 195 only sections of the transmission input shaft 60 are relevant, between which the torque is introduced into the transmission input shaft 60 and is discharged again. Further sections, which are arranged on the right side in FIG. 1, for example, when the first gear 70 is shifted over the first connecting section 90, are not relevant for the further consideration of the second spring rate of the transmission input shaft 60. Furthermore, for example, the spring rate of the shaft 65 is not relevant to the consideration of the second spring rate. Due to this configuration, the second damper device 30 is not connected in the torque flow, so that the second damper device 30 provides no contribution to the first spring rate.
  • the first damper device 25 forms with the translation device 15 in conjunction with the two spring rates a resonant circuit which, depending on the vote of the spring rates to each other, the second damper device 30 to vibrate such that the Pendulum mass 155 at the end of the pendulum can strike even in a regular operation of the drive system 10. This can be avoided if a ratio of the first spring rate to the second spring rate has a value that is in a range of 0.02 to 0.4.
  • the ratio has a value in the range of 0.03 to 0.3, preferably in a range of 0.04 to 0.2, particularly advantageously in a range of 0.1 to 0, 2 and / or in a range of 0.05 to 0.15.
  • Figure 2 shows a longitudinal section through a drive system 10 according to a second
  • the drive system 10 is designed essentially identical to the drive system 10 shown in FIG.
  • the mode of operation of the drive system 10 shown in FIG. 2 is in this case corresponding to the drive system 10 shown in FIG.
  • the pendulum flange 156 has a first pendulum flange part 200 and a second pendulum flange part 205.
  • the two Pendelflanschwel 200, 205 are radially outside of the retainer 125 axially spaced from each other.
  • the pendulum mass 155 is integrally formed and connected by means of a slotted guide 210 with the pendulum flange 156.
  • Figure 3 shows a semi-longitudinal section through a drive system 10 according to a third
  • the drive system 10 is similar to the drive system 10 shown in FIGS. 1 and 2.
  • the spring device 120 in the embodiment shown in FIG. 3 has a first spring element 300 and a second spring element 305.
  • the first spring element 300 is thereby fixed by a first retainer 310 in both the axial and in the radial direction.
  • a second retainer 315 is provided, which fixes the second spring element 305 in the axial and radial directions.
  • the two retainers 310, 315 are formed by the side windows 130.
  • the two spring elements 300, 305 are arranged in the receptacle 136 of the disc 135.
  • the side windows 130 simultaneously actuate the two first longitudinal ends of the two spring elements 300, 305.
  • the torque leads to a sprain of the two spring elements 300, 305 in the receptacle 136 Press the second longitudinal ends of the two spring elements 300, 305 against the disc 135 and pass the torque to the disc 135.
  • the spring device 120 can be flexibly adapted to the spring rate of the first damper device 25.
  • the torque transmission device 20 has further inputs or outputs in order to further components of a drive train, z.
  • a clutch, converter, an electric machine and / or additional absorber to connect to the torque transmitting device 20.
  • the deflection mass filter 150 has a plurality of pendulum flange parts 200, 205 with a plurality of pendulum masses 155 arranged between the pendulum flange parts 200, 205. LIST OF REFERENCES

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

Abstract

L'invention concerne un système d'entraînement (10) pour un véhicule à moteur, qui présente un dispositif de démultiplication (15) et un dispositif de transmission de couple comportant un premier dispositif amortisseur (25), ledit premier dispositif amortisseur étant relié par liaison de couple au dispositif de démultiplication (15), ledit premier dispositif amortisseur (25) présentant une première constante de rappel et le dispositif de démultiplication (15) présentant une seconde constante de rappel, un rapport de la première constante de rappel à la seconde constante de rappel présentant une valeur, ladite valeur se situant dans une plage comprise entre 0,02 et 0,4.
EP15732155.5A 2014-05-21 2015-05-06 Système d'entraînement Withdrawn EP3146232A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014209610 2014-05-21
PCT/DE2015/200302 WO2015176725A1 (fr) 2014-05-21 2015-05-06 Système d'entraînement

Publications (1)

Publication Number Publication Date
EP3146232A1 true EP3146232A1 (fr) 2017-03-29

Family

ID=53491245

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15732155.5A Withdrawn EP3146232A1 (fr) 2014-05-21 2015-05-06 Système d'entraînement

Country Status (4)

Country Link
EP (1) EP3146232A1 (fr)
CN (1) CN106662204B (fr)
DE (1) DE112015002373A5 (fr)
WO (1) WO2015176725A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3067079B1 (fr) * 2017-06-02 2021-02-26 Valeo Embrayages Groupe motopropulseur de vehicule avec dispositif d'amortissement pendulaire
DE102018122677A1 (de) * 2018-09-17 2020-03-19 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
CN112283299B (zh) * 2019-07-23 2024-09-27 舍弗勒技术股份两合公司 减振装置

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4605114A (en) * 1985-01-18 1986-08-12 Mack Trucks, Inc. Vibration damping clutch and pinion assembly
JP2009515115A (ja) * 2005-11-10 2009-04-09 ルーク ラメレン ウント クツプルングスバウ ベタイリグングス コマンディートゲゼルシャフト ８気筒エンジンを備える自動車パワートレーン
DE112011100547B4 (de) * 2010-02-16 2021-01-14 Schaeffler Technologies AG & Co. KG Drehmomentübertragungseinrichtung
DE112011100549B4 (de) * 2010-02-16 2018-11-15 Schaeffler Technologies AG & Co. KG Hydrodynamischer Drehmomentwandler
DE102012205764A1 (de) * 2011-04-26 2012-10-31 Schaeffler Technologies AG & Co. KG Torsionsschwingungsdämpfer
FR2976331B1 (fr) * 2011-06-07 2013-05-24 Valeo Embrayages Dispositif d'amortissement de torsion, notamment pour une transmission de vehicule automobile

Also Published As

Publication number Publication date
DE112015002373A5 (de) 2017-02-02
WO2015176725A1 (fr) 2015-11-26
CN106662204A (zh) 2017-05-10
CN106662204B (zh) 2020-01-07

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