EP3259490A1 - Amortisseur de vibrations de torsion - Google Patents

Amortisseur de vibrations de torsion

Info

Publication number
EP3259490A1
EP3259490A1 EP16708350.0A EP16708350A EP3259490A1 EP 3259490 A1 EP3259490 A1 EP 3259490A1 EP 16708350 A EP16708350 A EP 16708350A EP 3259490 A1 EP3259490 A1 EP 3259490A1
Authority
EP
European Patent Office
Prior art keywords
flange
torsional vibration
vibration damper
input part
stops
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Withdrawn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
EP16708350.0A
Other languages
German (de)
English (en)
Inventor
Heiko Burst
Peter Speth
Anita SZIKRAI-ILLES
Johannes STIELER
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=55484788&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP3259490(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP3259490A1 publication Critical patent/EP3259490A1/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Withdrawn legal-status Critical Current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
    • F16F15/121—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
    • 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
    • F16F15/1217—Motion-limiting means, e.g. means for locking the spring unit in pre-defined positions

Definitions

  • the invention relates to a torsional vibration damper, in particular two-mass flywheel, comprising an input part and an output part with a common axis of rotation about which the input part and the output part rotatable together and are rotatable relative to each other limited, and effective between the input part and the output part spring damper Device having at least one energy store, and a secondary stop device, wherein the input part and the output part each have corresponding secondary stops.
  • DE 195 22 718 A1 discloses a flange-like component is known for acting on at least two coil springs having force accumulators, which are arranged concentrically about the axis of rotation of the component, and between which ends to each other send ends is arranged in each case a radially extending arm of the component ,
  • the arms - viewed in the axial direction - between support areas for the coil springs, z. B. on a housing, are arranged, wherein the arms can act both one of the ends facing each other with the coil springs, as well as the other, in which the arms for the one
  • Applying direction at least one arm has a different from the / the other arm (s) differing shape in order to reduce a transition stiffness resulting from suspension and damping resistance in a transition to a thrust range to the lowest possible level and thereby a load on the springs also To keep low on a stress that results from the fact that the springs go to block.
  • a torsional vibration damper is known from DE 10 2008 009 656 A1 with a drive-side and an output-side transmission element which are rotatable relative to one another at least one damping device provided therebetween with at least one circumferentially effective long helical spring, wherein the transmission elements act on loading areas for the screw drive. and radially within the coil spring at least a limitation of the rotation between the transmission elements effecting stop element is provided, wherein the stop element two to ten degrees before the maximum allowable compression of the coil spring is effective to the effective between the two transmission elements damping device, in particular the Energy storage formed by coil springs to protect against overloading.
  • a torsional vibration damper in particular split flywheel, with a primary flywheel, which is rotatably connected to the drive shaft of an internal combustion engine, and with a secondary flywheel, against the resistance of at least two circumferentially effective energy storage devices in Pulling direction and in the thrust direction is rotatable relative to the primary flywheel having a primary impactor for the energy storage devices, wherein the primary impactor for the energy storage devices comprises an effective in the pulling direction
  • Studentslastommes- device which is arranged together with the primary impactor in a common receiving space for the energy storage devices.
  • the invention has for its object to improve a torsional vibration damper mentioned structurally and / or functionally.
  • a failure of the energy storage should be avoided.
  • a failure of a spring is to be avoided.
  • driveability of a motor vehicle should be ensured in the event of a failure of the energy store.
  • a stoppage of a motor vehicle should be prevented because of damage to the torsional vibration damper.
  • an interruption of a drive train should be prevented.
  • a favorable impact design of secondary attacks should be optimized.
  • a burden should be reduced by impact forces.
  • a torsional vibration damper in particular two-mass flywheel, comprising an input part and an output part with a common axis of rotation about which the input part and the output part rotatable together and rotatable relative to each other are limited, and effective between the input part and the output part
  • Spring-damper device having at least one energy storage, and a secondary impactor, wherein the input part and the output part each have corresponding secondary stops, wherein the secondary stops of the input part and / or the secondary stops of the output part are formed by at least one additional flange.
  • the secondary stops of the input part and / or the secondary stops of the output part are formed by at least one additional flange, the rigidity of the secondary stops in other areas can be structurally influenced, so that damage to components can be avoided or at least minimized in the event of overloading.
  • the secondary stops of the output part can be formed by an additional flange.
  • the secondary stops of the output part can be formed by a multi-part additional flange.
  • the secondary stops of the output part can be formed by a two-part additional flange.
  • the secondary stops of the input part can be formed by an additional flange.
  • the secondary stops of the input part can be formed by a multi-part additional flange.
  • the secondary stops of the input part can be formed by a two-part additional flange.
  • the torsional vibration damper can be used for arrangement in a drive train of a motor vehicle.
  • the drive train may include an internal combustion engine.
  • the powertrain may include a friction clutch device.
  • the friction clutch device may have a double clutch.
  • the drive train may have a transmission.
  • the transmission can be a dual-clutch transmission.
  • the drive train may have at least one drivable wheel.
  • the rotary damper can be used for the arrangement between the internal combustion engine and the friction clutch device.
  • the torsional vibration damper may be part of the friction clutch device.
  • the torsional vibration damper can NEN to reduce torsional vibrations, which are excited by periodic processes, especially in the internal combustion engine.
  • the torsional vibration damper can be effective in the thrust direction and / or in the pulling direction.
  • a thrust direction is a power flow direction directed toward the engine.
  • a pulling direction is a power flow direction emanating from the internal combustion engine.
  • the torsional vibration damper may be disposed in a pulley decoupler.
  • a pulley decoupler reduces resonances, nonuniformities and dynamic forces in a belt drive.
  • a pulley decoupler may be connected to a crankshaft on the input part side.
  • a pulley decoupler can be connected output part with a pulley, which drives, for example, ancillaries.
  • the input part and the output part can be mounted rotatable by means of a bearing.
  • the input part can serve for the drive-side connection, in particular with the internal combustion engine.
  • the output part can for
  • input part and “output part” refer to a power flow direction emanating from the internal combustion engine.
  • the at least one energy store can have at least one spring.
  • the at least one spring may be a compression spring.
  • the at least one spring may be a coil spring.
  • the at least one spring may be a bow spring.
  • the at least one energy store can be effective in the thrust direction and / or in the pulling direction.
  • the at least one energy store can be effective with respect to the axis of rotation with an effective radius.
  • the at least one energy store can be a high-capacity spring.
  • a high-capacity spring is optimized for possible impacts. Impact is understood to mean an instantaneous impact load, as occurs, for example, in a dual-mass flywheel when the vehicle is stalled. Since it is difficult to completely avoid impacts, the impact must be reduced by increased bustiness of the torsional vibration damper. A high-capacity spring can make a significant contribution here.
  • the at least one energy store may be a bow spring with an increased winding spacing.
  • the at least one energy store can be a high-capacity bow spring.
  • a high-capacity bow spring has an increased winding distance.
  • the abutment torque of the bow spring can be substantially increased.
  • a high capacity bow spring can save about 30% to 50% more energy compared to conventional bow springs without causing a stop.
  • the wire thickness of a high-capacity bow spring can correspond approximately to the wire thickness of a conventional bow spring, so that the
  • the nominal spring rate of a high capacity bow spring may be slightly higher than the nominal spring rate of a conventional bow spring.
  • a high capacity bow spring helps to avoid deformation of the bow spring.
  • the input part may have a flange portion.
  • the input part can have a cover section.
  • the flange portion and the lid portion can be firmly connected to each other, in particular welded, be.
  • the flange portion and the lid portion may define a torus-like receiving space for the at least one first energy storage.
  • the output part may have a flange part.
  • the additional flange may be connected to the flange.
  • the output part may have a flywheel part.
  • the additional flange can be arranged axially between the flange part and the flywheel mass part.
  • the flange, the additional flange and the flywheel part can be firmly connected.
  • the flange part, the additional flange and the flywheel part can be riveted together.
  • the flange portion of the output member may be disposed axially between the flange portion and the lid portion of the input member.
  • the additional flange and the lid section can in be arranged the same axial position.
  • the flywheel mass part can be arranged axially on a side of the cover section facing away from the flange section. The directions “axial” and “radial” are related to the axis of rotation.
  • the flywheel mass portion of the output part may have a larger outer diameter than the effective radius of the at least one energy store.
  • the spring-damper device may comprise a friction device.
  • the input part may have primary stops.
  • the flange portion may have primary stops.
  • the lid portion may have primary stops.
  • the primary attacks can protrude into the receiving space.
  • the primary stops of the input part can serve to support the input part of the at least one energy store.
  • the primary stops of the input section can be read using
  • the primary stops of the input part can be arranged diametrically opposite one another.
  • the flange part of the output part may have primary stops.
  • the flange part of the output part can have radially outwardly projecting into the receiving space flange wings.
  • the flange wings can form the primary stops of the output part.
  • the primary stops of the output part can serve for the output part-side support of the at least one energy store.
  • the primary stops of the output part can be arranged diametrically opposite one another.
  • the at least one energy store can be supported on the one hand on the primary stops of the input part and on the other hand on the primary stops of the output part.
  • the entrance part may have secondary impacts.
  • the input part-side secondary strikes can be arranged on the cover section.
  • the lid portion may have a recess into which project the input part-side secondary stops and are arranged in the output part side secondary strikes.
  • the output part may have output partial secondary strikes.
  • the output partial secondary strikes can be arranged on an additional flange.
  • the input sub-side secondary attacks and the output sub-side secondary attacks can exceed a predetermined maximum Verwarwinkels between the input part and the output part come to mutual contact. Mutual concern of the input part secondary and the output part side secondary strikes can also be considered to be effective secondary strikes.
  • the at least one energy store is preferably not yet loaded to block when reaching the maximum angle of rotation.
  • the secondary stops of the input part and the secondary stops of the output part can come into contact with each other, without the energy storage is clamped to block. This minimizes or avoids damage to the energy storage.
  • sliding shoes can be clipped onto the turns of the bow spring.
  • the secondary stops can be arranged at a stop radius.
  • the stop radius may be smaller than an effective radius of the at least one energy store.
  • the secondary stops can each be diametrically opposed.
  • the input part-side secondary attacks can each be diametrically opposed.
  • the output sub-side secondary strikes can each be diametrically opposed.
  • the input part-side secondary attacks can be arranged in the circumferential direction of the input part in each case centrally between the primary attacks.
  • the input part-side secondary stops can be arranged in the circumferential direction of the input part in the middle in each case between the cover section-side primary stops.
  • the output partial secondary strikes can be formed by an additional flange.
  • the additional flange can consist of at least two flange segments. The flange segments may extend perpendicular to the axis of rotation.
  • Flange segments can be made even.
  • the flange segments can be flat sheets.
  • the flange segments can be flat steel sheets.
  • the additional flange can consist of exactly two flange segments.
  • Two flange segments can be mirror-symmetrical.
  • a flange segment may have a base body, a first stop wing and a second stop wing.
  • a first main body of a flange segment may be formed curved around the axis of rotation of the torsional vibration damper.
  • a flange segment can through holes have riveting with the output part.
  • a flange segment may have through-holes in the base bodies for riveting with a flange part and a flywheel mass part of the starting part.
  • the main body can have two end regions, in which it tapers in the radial direction and merges into a stop wing.
  • a stop wing can be even.
  • a stop wing may be a finger-shaped portion of a flange segment.
  • a stop wing can extend approximately in the radial direction.
  • a flange segment can have exactly two stop wings.
  • An additional flange can have exactly two flange segments, each with exactly two flange wings.
  • One of the two flange wings of a flange segment may be referred to as a first flange wing.
  • Flange segment may be referred to as a second flange.
  • the first flange wing and the second flange wing of a flange segment can be connected approximately diametrically opposite to a base body.
  • the first flange wing and the second flange may be mirror-symmetrical.
  • Two first stop wings of two flange segments of an additional flange may be arranged adjacent in the circumferential direction.
  • Two first stop wings of two flange segments can form a secondary stop of the output part.
  • Two second stop wings of two flange segments can be arranged adjacent in the circumferential direction.
  • Two second stop wings of two flange segments can form a secondary stop of the output part.
  • each of the two secondary stops is formed by two stop wings, the secondary stops each have a lower rigidity than a one-piece secondary stop of the same dimension.
  • the secondary stops of the additional flange can thereby avoid or at least minimize damage to components in the drive train in an overload case.
  • the ends of the stop wings may be remote from the axis of rotation.
  • the stop wings can be arranged in the same plane as secondary stops of the input part. In the radial direction, the trajectories of the stop wings of the additional flange may overlap with the trajectories of secondary stops of the input part, so that a relative rotation between the input part and the output part is only possible to a limited extent.
  • At least one of the secondary stops can be made so flexible that in an overload case damage to components, in particular in a drive train in which the torsional vibration damper is arranged, is avoided or minimized.
  • the output part secondary strikes may have resilient stop wings.
  • the flange segments of the additional flange may have resilient stop wings.
  • the secondary stops can each have a voltage-optimized shape.
  • the output partial secondary strikes may have a voltage-optimized shape.
  • the invention relates to a dual mass flywheel with a split auxiliary flange in combination with a high-capacity spring.
  • the invention includes a recess located in the primary-side cover with two or more stops.
  • a two-part geometry and resilient flange of the additional flange should lead to the softest possible stop.
  • the secondary side With a maximum twist, the secondary side can be turned relative to the primary side until the flange stops against the stops in the cover. Both components are so pronounced by appropriate design that even a certain residual rigidity of the system is permitted when being applied. This protects the remaining components in the drive train against overload.
  • the invention can be used in dual mass flywheels and dampers as well as in
  • Pulley decouplers are used. A failure of bow springs is avoided by a stop against overuse of the bow springs, in particular by a block state, protects. Preferably, high-capacity springs are used. Furthermore, a torsional rigidity is realized by a suitable design of the components, which minimizes the damage of components in the drive train in case of overload.
  • the torsional vibration damper may comprise a centrifugal pendulum device.
  • a centrifugal pendulum device can serve to improve the effectiveness of the torsional vibration damper.
  • the centrifugal pendulum device can be arranged radially within the at least one energy store.
  • the centrifugal pendulum device can be arranged axially between the flange portion and the cover portion of the input part.
  • the centrifugal pendulum device may be arranged on the output part.
  • the centrifugal pendulum device may have a pendulum mass carrier part.
  • the flange part of the output part can serve as a pendulum mass carrier part.
  • the centrifugal pendulum device may have at least one pendulum mass. The at least one pendulum mass can on the pendulum mass carrier part along a
  • Pendulum be arranged displaced.
  • the at least one pendulum mass can be displaced under centrifugal force in an operating position. In the operating position, the at least one pendulum mass can oscillate along the pendulum track in order to eliminate torsional vibrations.
  • the at least one pendulum mass can oscillate starting from a middle position between two end positions.
  • the stops of the additional flange can also interact on the input side with a primary flywheel at torsional vibration dampers without centrifugal pendulum device.
  • torsional vibration dampers without centrifugal pendulum device attachment points can also be provided on a cover plate or a support plate.
  • a failure of the energy storage is avoided.
  • a failure of a bow spring is avoided.
  • damage to components is avoided or at least minimized.
  • a driveability of a motor vehicle is ensured in the event of a failure of the energy store.
  • a stoppage of a motor vehicle is due to damage to the torsional vibration damper. prevents.
  • a disruption of a drive train is prevented.
  • a favorable impact design of secondary attacks is optimized.
  • a load is reduced by impact forces.
  • Fig. 1 shows a torsional vibration damper 100.
  • the torsional vibration damper 100 is used in the present case for arrangement in a drive train of a motor vehicle between an internal combustion engine and a friction clutch device, for example as a dual-mass flywheel or dual-clutch damper.
  • the torsional vibration damper 100 has an input part 102 and an output part 104.
  • the torsional vibration damper 100 has an axis of rotation 106 about which the input part 102 and the output part 104 are rotatable together and limited relative to each other rotatable.
  • spring springs 108 act as energy stores.
  • the torsional vibration damper 100 has two approximately semi-circular arc-shaped bow springs 108.
  • the bow springs 108 are designed as high-capacity springs and have an increased twist spacing.
  • the bow springs 108 store energy or emit energy.
  • a Friction device effective between the input part 102 and the output part 104 .
  • the input part 102 has a flange portion 1 10 and a cover portion 1 12.
  • the lid portion 1 12 has an annular disk-like shape.
  • Flange portion 1 10 and the lid portion 1 12 are welded together.
  • the flange portion 1 10 and the lid portion 1 12 define a torus-shaped receiving space for the bow springs 108.
  • the input part 102 has projecting into the receiving space primary stops for input part-side support of the bow springs 108.
  • the primary stops of the input part 102 are arranged axially opposite one another in each case on the flange section 110 and on the cover section 112.
  • the lid section 1 12 has two primary stops 1 14, 1 16.
  • the primary stops 1 14, 1 16 are arranged diametrically opposite one another.
  • the primary stops 1 14, 1 16 are each designed as a through position.
  • the primary stops 1 14, 1 16 are local areas of the lid portion 1 12, which are each formed from the material of the lid portion 1 12 against a cross-sectional curvature in the receiving space inside.
  • the input part 102 has secondary stops 1 18, 120.
  • the secondary stops 1 18, 120 of the input part 102 are arranged on the lid portion 1 12.
  • the lid section 1 12 has two secondary stops 1 18, 120.
  • the secondary stops 1 18, 120 are arranged diametrically opposite one another.
  • the secondary stops 1 18, 120 are in the circumferential direction of the lid portion 1 12 centrally between the primary stops 1 14, 1 16 arranged. In the present case, the secondary stops 1 18, 120 to the primary stops 1 14, 1 16 offset by 90 °.
  • the lid portion 1 12 has a substantially circular recess.
  • the circular shape of the recess is interrupted by the secondary stops 1 18, 120.
  • the recess is concentric with the axis of rotation 106.
  • the secondary collars 1 18, 120 are radially aligned fingers which extend in the radial direction into the recess.
  • the secondary stops 1 18, 120 are made in one piece with the lid portion 1 12.
  • the secondary stops 1 18, 120 are radially further inside is arranged as an effective radius of the bow springs 108. In perennialsnchtung each of the two secondary stops 1 18, 120 is limited by two stop surfaces.
  • the output part 104 has a flange part 122 and a flywheel part not shown in the figures.
  • the flange portion 122 has radially outwardly into the receiving space projecting flange wings.
  • the flange wings serve as primary impacts for output part-side support of the bow springs 108.
  • the flange part 122 and the flywheel mass part are riveted together with the interposition of an additional flange 128.
  • the output part 104 has the additional flange 128 with two secondary stops 124, 126.
  • the secondary stops 124, 126 of the output part 104 are thus formed by the additional flange 128.
  • the additional flange 128 is disposed in the axial direction between the flange portion 122 and the flywheel member and riveted thereto.
  • the additional flange 128 consists of two flange segments 130,
  • FIG. 2 shows a flange segment 130 as an individual part.
  • the two flange segments 130, 132 are mirror-symmetrical with respect to a mirror plane in which the axis of rotation 106 is arranged.
  • Each flange segment 130, 132 consists of a base body 134, 136, a first stop wing 138, 140 and a second stop wing 142, 144.
  • Each first base 134, 136 is flat and curved around the axis of rotation 106.
  • Two through holes in the basic bodies 134, 146 serve for riveting with the flange part 122 and the flywheel mass part.
  • each base 134, 136 has two end portions in which it tapers in the radial direction and merges into one of the stop wings 138, 140, 142, 144.
  • the stop wings 138, 140, 142, 144 are flat, finger-shaped areas of the
  • the Flange segments 130, 132 which extend approximately in the radial direction.
  • the two first stop wings 138, 140 are circumferentially adjacent and form a secondary stop 124 of the output part 104.
  • the two second stop wings 142, 144 are circumferentially adjacent and form the other secondary stop 126 of the output part 104.
  • each of the two secondary stops 124, 126 is formed by two stop wings 138, 140, 142, 144, the secondary stops 124, 126 have a lower rigidity than a one-piece secondary stop of the same size.
  • the secondary stops 124, 126 can thereby avoid or at least minimize damage to components in the drive train in an overload situation.
  • the secondary stops 124, 126 are arranged radially further inside than the effective radius of the bow springs 108.
  • the secondary collisions 124, 126 are arranged diametrically opposite one another.
  • the ends of the stop wings 138, 140, 142, 144 are remote from the axis of rotation 106.
  • the secondary stops 124, 126 of the output part 104 are arranged in the same plane as the secondary stops 1 18, 120 of the input part 102. In the radial direction, the trajectories of the stop wings 138, 140, 142, 144 of the secondary stops 124, 126 of the output part 104 overlap with the Trajectories of the secondary stops 1 18, 120 of the input part 102, so that a relative rotation between the input part 102 and the output part 104 is limited possible.
  • the bow springs 108 are based on the one hand on the primary stops 1 14, 1 16 of the input part 102 and on the other hand on the primary stops of the output part 104 from. Upon rotation of the input part 102 and the output part 104 relative to each other, the bow springs 108 are compressed or relaxed. In a regular operation, the bow springs 108 are actuated in their elastic range, the secondary stops 1 18, 120 of the input part 102 and the Sekundärran- strikes 124, 126 of the output part 104 do not come into contact.
  • the input part 102 and the output part 104 are rotated relative to one another such that the secondary stops 18, 120 of the input part 102 and the secondary stops 124, 126 of the output part 104 come into contact before the turns of the bow springs 108 touch each other. Then there is an immediate mechanical power transmission between the input part 102 and the output part 104 without the interposition of the bow springs 108, the torsional vibration damper 100 is rigidly connected without the bow springs 108 are on block. The bow springs 108 are thereby less heavily loaded and the torsional vibration damper 100 is designed impact-resistant. LIST OF REFERENCES

Landscapes

  • 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 amortisseur de vibrations de torsion (100), notamment un volant oscillant à double masse, possédant une partie d'entrée (102) et une partie de sortie (104) ayant un axe de rotation commun (106) autour duquel la partie d'entrée (102) et la partie de sortie (104) peuvent tourner ensemble et peuvent effectuer une torsion l'une par rapport à l'autre, et un dispositif amortisseur à ressort intervenant entre la partie d'entrée (102) et la partie de sortie (104), lequel comprend au moins un accumulateur d'énergie (108), et un dispositif de butée secondaire. La partie d'entrée (102) et la partie de sortie (104) possèdent respectivement des butées secondaires (118, 120, 124, 126) correspondantes, les butées secondaires (118, 20) de la partie d'entrée (102) et/ou les butées secondaires (124, 126) de la partie de sortie (104) étant formées par au moins une bride supplémentaire (128).
EP16708350.0A 2015-02-20 2016-02-12 Amortisseur de vibrations de torsion Withdrawn EP3259490A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015203105.5A DE102015203105C5 (de) 2015-02-20 2015-02-20 Drehschwingungsdämpfer
PCT/DE2016/200093 WO2016131457A1 (fr) 2015-02-20 2016-02-12 Amortisseur de vibrations de torsion

Publications (1)

Publication Number Publication Date
EP3259490A1 true EP3259490A1 (fr) 2017-12-27

Family

ID=55484788

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16708350.0A Withdrawn EP3259490A1 (fr) 2015-02-20 2016-02-12 Amortisseur de vibrations de torsion

Country Status (4)

Country Link
EP (1) EP3259490A1 (fr)
CN (1) CN107208735B (fr)
DE (2) DE102015203105C5 (fr)
WO (1) WO2016131457A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018111162A1 (de) 2017-05-17 2018-11-22 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer und Verfahren zum Herstellen eines Drehschwingungsdämpfers
FR3069602B1 (fr) * 2017-07-28 2020-08-28 Valeo Embrayages Amortisseur a butee de fin de course elastique
FR3069603B1 (fr) * 2017-07-28 2019-08-23 Valeo Embrayages Amortisseur de torsion a butee elastique de fin de course
FR3069600B1 (fr) * 2017-07-28 2020-07-03 Valeo Embrayages Amortisseur de torsion a butee elastique de fin de course
WO2019020808A2 (fr) * 2017-07-28 2019-01-31 Valeo Embrayages Amortisseur de torsion a butee elastique de fin de course
DE102018104135B4 (de) * 2018-02-23 2020-02-20 Schaeffler Technologies AG & Co. KG Riemenscheibenentkoppler aufweisend eine Fliehkraftpendeleinrichtung mit einer ersten Reibeinrichtung
DE102018108404A1 (de) * 2018-04-10 2019-10-10 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
CN114341523B (zh) * 2019-09-02 2024-03-05 舍弗勒技术股份两合公司 具有离心摆和预减振器的扭振减振器
DE102020202182A1 (de) * 2020-02-20 2021-08-26 Zf Friedrichshafen Ag Torsionsschwingungsdämpfer mit Verdrehwinkelbegrenzung und Kupplungsscheibe mit Torsionsschwingungsdämpfer
DE102021202297A1 (de) 2021-03-10 2022-09-15 Zf Friedrichshafen Ag Fahrzeug, Zweimassenschwungrad und Drehmomentübertragungsvorrichtung

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1691107A2 (fr) * 2005-02-11 2006-08-16 LuK Lamellen und Kupplungsbau Beteiligungs KG Amortisseur de vibrations de torsion

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DD273092A1 (de) * 1988-06-21 1989-11-01 Schwermasch Liebknecht Veb K Federgekoppelter drehschwingungsdaempfer bzw. schwingungsdaempfende, drehelastische kupplung
DE19522718B4 (de) * 1994-07-01 2009-07-30 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Torsionsschwingungsdämpfer
JPH0949531A (ja) * 1995-08-08 1997-02-18 Exedy Corp 粘性抵抗発生機構
US6035993A (en) * 1999-02-26 2000-03-14 Eaton Corporation Friction clutch with pre-damper
DE10133694A1 (de) * 2000-07-27 2002-02-07 Luk Lamellen & Kupplungsbau Torsionsschwingungsdämpfer
US7343832B2 (en) * 2003-02-14 2008-03-18 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Torsional vibration damper
GB2413615A (en) * 2004-05-01 2005-11-02 Safe Developments Ltd A clutch friction plate assembly
CN2871973Y (zh) * 2006-03-06 2007-02-21 山东理工大学 汽车离合器用变刚度扭转减振器
DE102008009656A1 (de) * 2007-03-08 2008-09-11 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Torsionsschwingungsdämpfer
DE102008018218A1 (de) * 2007-05-07 2008-11-13 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Torsionsschwingungsdämpfer
FR2918141B1 (fr) * 2007-06-26 2014-04-04 Valeo Embrayages Dispositif d'amortissement d'oscillation de torsion notamment pour embrayage a friction, par exemple pour vehicule automobile.
DE102008045254A1 (de) * 2007-09-10 2009-03-12 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Drehschwingungsdämpfer
DE102009004719B4 (de) * 2008-01-28 2020-10-01 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
DE102013221655A1 (de) * 2013-10-24 2015-04-30 Schaeffler Technologies Gmbh & Co. Kg Drehschwingungsdämpfer

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1691107A2 (fr) * 2005-02-11 2006-08-16 LuK Lamellen und Kupplungsbau Beteiligungs KG Amortisseur de vibrations de torsion

Also Published As

Publication number Publication date
WO2016131457A1 (fr) 2016-08-25
DE102015203105A1 (de) 2016-08-25
CN107208735A (zh) 2017-09-26
CN107208735B (zh) 2019-11-15
DE112016000810A5 (de) 2017-11-16
DE102015203105C5 (de) 2024-11-14
DE102015203105B4 (de) 2017-12-14

Similar Documents

Publication Publication Date Title
DE102015203105B4 (de) Drehschwingungsdämpfer
EP2636923B1 (fr) Agencement d'amortisseur d'oscillations de torsion et dispositif d'amortisseur d'oscillations de torsion, notamment dans un agencement d'amortisseur d'oscillations de torsion
DE102017109439B4 (de) Drehschwingungsdämpfer mit einer Drehmomentbegrenzung
EP3280928A1 (fr) Amortisseur de vibrations torsionnelles
DE102011004443A1 (de) Schwingungsdämpfungseinrichtung
EP3060828A1 (fr) Dispositif d'isolement vis-à-vis de vibrations de torsion
DE102016205420A1 (de) Fliehkraftpendeleinrichtung und Drehmomentübertragungseinrichtung
EP2748485B1 (fr) Dispositif de transmission de couple de rotation
DE102019111161A1 (de) Drehschwingungsdämpfer und Antriebsstrang
DE102016218386A1 (de) Schwingungsisolationseinrichtung
DE102015202524A1 (de) Fliehkraftpendeleinrichtung mit Blattfeder als Anschlagdämpfer
DE102014223874A1 (de) Drehschwingungsdämpfer
WO2020221391A1 (fr) Amortisseur de vibrations de torsion
DE102018123388A1 (de) Drehschwingungsdämpfer
DE102015205346A1 (de) Drehschwingungsdämpfer
DE102014218863A1 (de) Drehschwingungsdämpfer
WO2015018413A1 (fr) Amortisseur de vibrations en torsion
WO2011124194A1 (fr) Dispositif de transmission de couple
DE102017106230A1 (de) Drehschwingungsdämpfer
DE102019109245A1 (de) Schwungradanordnung und Antriebsstrang
DE102013221655A1 (de) Drehschwingungsdämpfer
EP2904289B1 (fr) Amortisseur de vibrations de torsion
DE102014218120A1 (de) Drehschwingungsdämpfer
DE102014224702A1 (de) Zweimassenschwungrad mit Kippspielbegrenzung
DE102015225619A1 (de) Drehschwingungsdämpfer mit gedämpft abgestützten Bodenfedern

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20170920

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

RIN1 Information on inventor provided before grant (corrected)

Inventor name: SZIKRAI-ILLES, ANITA

Inventor name: STIELER, JOHANNES

Inventor name: BURST, HEIKO

Inventor name: SPETH, PETER

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20190930

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20200319

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230523