EP3880985A1 - Dispositif d'amortissement de vibrations torsionnelles - Google Patents

Dispositif d'amortissement de vibrations torsionnelles

Info

Publication number
EP3880985A1
EP3880985A1 EP19806151.7A EP19806151A EP3880985A1 EP 3880985 A1 EP3880985 A1 EP 3880985A1 EP 19806151 A EP19806151 A EP 19806151A EP 3880985 A1 EP3880985 A1 EP 3880985A1
Authority
EP
European Patent Office
Prior art keywords
primary
vibration damping
friction
torsional vibration
friction ring
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Withdrawn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
EP19806151.7A
Other languages
German (de)
English (en)
Inventor
Stefan Rumpel
Vit Prosek
Jörg SUDAU
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 EP3880985A1 publication Critical patent/EP3880985A1/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Withdrawn legal-status Critical Current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
    • F16F15/129—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 characterised by friction-damping means
    • 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
    • F16F15/139—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 characterised by friction-damping means

Definitions

  • the present invention relates to a torsional vibration damping arrangement for a drive train of a motor vehicle.
  • Torsional vibration damping arrangements for a drive train of a motor vehicle such as a dual mass damper (ZMG) or a dual mass flywheel (ZMS) are known per se. These are used, for example, in a drive train of a vehicle to dampen rotational irregularities, for example, introduced by a motor, which can lead to torsional vibrations.
  • the torsional vibration damping arrangement mainly comprises a primary element and a secondary element which can be rotated against an energy store.
  • friction arrangements are also known between the primary element and the secondary element, which additionally cause friction when the primary element is rotated relative to the secondary element. There is a desire to produce this friction arrangement inexpensively, and that it is easy to assemble.
  • the object of the present invention to provide a torsional vibration damping arrangement, wherein the torsional vibration damping arrangement comprises a friction arrangement, wherein the friction arrangement can be produced inexpensively and that the function of the friction device is improved.
  • a torsional vibration damping arrangement for a drive train of a motor vehicle, comprising a rotary axis A rotatable primary element and a rotatable against an energy store relative to the primary element ble secondary element, a friction arrangement being provided in the effective direction between the primary element and the secondary element and where in the friction arrangement comprises at least one friction ring, an energy store, a holding element and a control element, the friction ring, the energy store and the holding element being assigned to one element of the primary element or secondary element, the control element being the other element of the secondary element or primary element is assigned, the control element causing the friction ring to be driven in rotation, the control element being formed from the element of the primary element or secondary element by a reshaping process.
  • the control element is formed by the shaping process from the secondary element.
  • This method is of course also applicable to the primary element in the event that the control element is provided on the primary element.
  • the control element rotates the friction ring only after the clearance angle has been exceeded.
  • the clearance angle can of course be provided in both directions of rotation about the axis of rotation A.
  • the friction ring can provide a recess, this recess providing a larger circumferential extension than is provided for the control element. This can have the effect that when the primary element is rotated relative to the secondary element, the friction ring is only rotated by the control element, that is to say the friction arrangement begins to act when the clearance angle provided for it is exceeded both in one direction of rotation and in the other direction of rotation . This can have the effect that the friction arrangement only begins to act at large amplitudes and thus the effect of the friction arrangement only comes into force when the clearance angle is exceeded.
  • the holding element is non-rotatably connected to one element of the primary element or secondary element, the friction ring being clamped rotatably axially between a holding element and the one element of the primary element or secondary element against a force of the energy store.
  • the energy storage which is advantageously carried out by one or more disc springs, on the one hand against the holding element and on the other hand against the friction ring or against one element of the primary element or secondary element.
  • the friction ring is subjected to an axial force, which causes the friction ring to rub against one element of the primary element or secondary element with relative rotation against the one element of the primary element or secondary element and to generate a frictional torque. Since the friction ring is actuated by the control element, that is to say it is driven in rotation, the friction effect is achieved when the secondary element is turned to the primary element.
  • the friction ring has an axial extent, the axial extent specifying the minimum axial distance between the primary element and the secondary element.
  • the friction ring can not only perform the function for the friction arrangement, namely to provide the friction partner, but it can also be used as an axial stop between the primary element and the secondary element.
  • the friction ring thus comprises two functions. First, the function of rubbing with a rubbing partner, i.e. H. the friction ring provides a friction surface against one element of the primary element or secondary element and it takes over the function of the axial stop, namely that the primary element does not strike the secondary element, but while maintaining the minimum axial distance caused by the axial extension the friction ring is specified, remains.
  • This configuration of the friction ring means that there is no need for a separate axial stop that is often used.
  • a pressure ring is provided axially between the friction ring and the energy store. This means that the additional pressure ring is inserted between the telescopic spring or springs and the friction ring. It can be partially provided that the pressure ring is designed to be non-rotatable but axially displaceable with the holding element. This configuration means that there is no relative rotation on the plate spring. The relative rotation, i.e. the friction arises only between the friction ring and the pressure ring on the one hand and on the other hand between the friction ring and the one element of the primary element or secondary element. This can reduce wear between the plate spring and the friction ring.
  • the friction ring can be made of a wear-resistant material.
  • the shaping process of the control element is carried out in the form of a rivet shape.
  • the formation as a rivet formation is particularly inexpensive to produce and can be integrated at the same time as a further shaping process on the respective element of primary element or secondary element. As a result, it can be provided that no separate operation is provided for this.
  • the friction arrangement is arranged radially within the energy store with respect to the axis of rotation A.
  • the energy store is advantageously to be provided radially on the outside as far as possible, so that the friction arrangement is to be provided as far radially on the inside as possible with respect to space-saving design and towards the axis of rotation A.
  • the friction arrangement is to be seen radially outside of a fastening of the primary element or of the secondary element to a drive unit.
  • the energy store can consist of a plate spring or of axially staggered plate springs.
  • disc springs are particularly space-saving energy stores and can advantageously be stacked axially, so that a desired axial pretensioning force on the friction ring can be provided without great effort.
  • the plate spring can be installed in such a way that when the friction arrangement wears, the axially acting force through the plate spring remains almost constant over a predetermined wear path.
  • Fig. 1 a torsional vibration damping arrangement according to the invention in one
  • Cross-section; 2 shows a detail of a torsional vibration damping arrangement according to the invention in the region of the friction arrangement;
  • FIG. 3 shows a cross section of a friction arrangement according to the invention
  • Fig. 4 is a plan view of a friction arrangement according to the invention with control elements in a rest position;
  • Fig. 5 is a plan view of a friction arrangement according to the invention, wherein in a
  • FIG. 1 shows with FIG. 2 a torsional vibration damping arrangement 1 according to the invention.
  • the structure of the torsional vibration damping arrangement 1 is as follows.
  • a primary element 5 which, as provided here, is fastened by means of a screw connection to a drive unit (for example, not shown in more detail) represents the primary side.
  • a secondary element 8 can also be seen, which acts against the force of an energy store 4, here in the form of helical compression springs, around the Axis of rotation A is relatively rotatable.
  • the friction arrangement 20 is shown radially within the energy store 4, particularly before being watched in part in FIG. 2. It is seen here before that a holding element 24 is screwed non-rotatably to the primary element 5 by means of the screwing of the primary element to the drive unit.
  • the holding element 24 has an S-shaped radially outside. Between the S-shaped deformation of the holding element 24 and the primary element 5, a friction ring 21 is provided axially staggered along the axis of rotation A, then a pressure ring 22 and two plate springs 33. The disc springs 33 exert an axial force. The axial force of the plate springs 33 is based on the one hand on the S-shaped formation of the holding element 24 and on the other hand on the pressure ring 22 which in turn exerts an axial force against the friction ring 21 and the friction ring 21 against the primary element 5.
  • the pressure ring 22 provides an anti-rotation lock radially on the inside, as a result of which the pressure ring 22 is secured against rotation with respect to the holding element 24, but is still axially displaceable with respect to the holding element 24.
  • the friction ring 21 is rotatably provided with respect to the primary element 5 and the pressure ring 22.
  • the rotation of the retaining ring 21 can be opposite the primary element 5 and the pressure ring 22 only take place when this is rotatably carried by the secondary element 8.
  • a control element 25 is provided on the secondary element 8.
  • the control element 25 is formed by means of a molding process from the secondary element 8. It should be mentioned here that the control element is designed similar to a rivet shape 35.
  • the control element 25 projects into a recess 40 in the friction ring 21, this being better seen in FIG. 4.
  • the twisting action counteracts the frictional force on the friction arrangement, more precisely here between the friction ring 21 and the secondary element 5, and the friction ring 21 and the pressure ring 22.
  • a further relative rotation of the primary element 5 relative to the secondary element 8 takes place only under the action of the friction arrangement 20.
  • FIG. 3 shows the friction arrangement 21 according to the invention in a cross section separately.
  • the control element 25 is shaped like a rivet shape 35 from the control element 8. This eliminates the fact that, for example, the control element 25 is designed as a separate component and subsequently has to be firmly connected to the secondary element 8 by means of a connecting process. Since the secondary element 8, as also shown here, Darge must already go through a shaping process, it can be provided in the same shaping process that the control elements 25 are shaped by means of the same shaping process from the secondary element 8.
  • the friction ring 21 and the holding element 24 as well as the pressure ring 22 and the two plate springs 33 can also be seen here well.
  • Radially on the inside of the secondary element 8 there is a toothing area with which the secondary element 8 can be connected, for example, to a transmission input shaft, not shown here.
  • FIG. 4 shows a top view of a friction arrangement according to the invention. It can be clearly seen that here several control elements 25 extend around the circumference Axis of rotation A are evenly distributed. Also clearly visible is the recess 40 located on the friction ring 21. The control element 25 engages in this recess 40. It can be clearly seen that a circumferential extent of the recess 40 is greater than the circumferential extent of the control element 25. For the case provided here that the control element 25 is in a rest position in the middle of the recess 40 of the friction ring 21, applies that the secondary element 8 in both directions of rotation relative to the friction ring 21 has a clearance angle ai in one direction of rotation and a clearance angle a 2 the other direction of rotation.
  • ai is equal to a 2 . Not shown here, however, it may also be the case that ai and a 2 may be different. This also means that in the event that the secondary element 8 rotates relative to the friction ring 21 in both directions only up to a value ai or a 2 about the axis of rotation A, the friction arrangement 20 has no effect at this angle of rotation. Only when the angle of rotation of the secondary element 8 relative to the friction ring 21 is larger than ai or ai, as seen in the respective direction, is it caused that the friction ring 21 is rotated by the control element 25. In retrospect of FIGS.
  • FIG. 5 shows a top view similar to that in FIG. 4, but here the control element 25 has reached an end region of the recess 40 of the friction ring 21. This means that the clearance angle is used up in one direction, that is to say in the direction of angle of rotation a 2 . If the secondary element 8 were now rotated further relative to the friction ring 21, the friction ring 21 would be rotated and the further rotation would be opposed to the frictional force of the friction arrangement 20.

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

La présente invention concerne un dispositif d'amortissement de vibrations torsionnelles (1) pour un groupe motopropulseur d'un véhicule automobile, comportant un élément primaire (5) rotatif autour d'un axe de rotation (A) et un élément secondaire (8) pouvant être tourné contre un accumulateur d'énergie (4) relativement à l'élément primaire (5), un dispositif à friction (20) étant disposé dans la direction active entre l'élément primaire (5) et l'élément secondaire (8). Le dispositif à friction (20) comporte au moins un anneau de friction (21), un accumulateur d'énergie (23), un élément de retenue (24) et un élément de commande (25). L'anneau de friction (21), l'accumulateur d'énergie (23) et l'élément de retenue (24) sont associés à un élément parmi l'élément primaire (5) ou l'élément secondaire (8) tandis que l'élément de commande (25) est associé à l'autre élément parmi l'élément secondaire (8) ou l'élément primaire (5). L'élément de commande (25) provoque un entraînement rotatif de l'anneau de friction (21), l'élément de commande (25) étant formé par une opération de déformation de l'élément primaire (5) ou de l'élément secondaire (8).
EP19806151.7A 2018-11-15 2019-11-15 Dispositif d'amortissement de vibrations torsionnelles Withdrawn EP3880985A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018219568.4A DE102018219568A1 (de) 2018-11-15 2018-11-15 Drehschwingungsdämpfungsanordnung
PCT/EP2019/081434 WO2020099618A1 (fr) 2018-11-15 2019-11-15 Dispositif d'amortissement de vibrations torsionnelles

Publications (1)

Publication Number Publication Date
EP3880985A1 true EP3880985A1 (fr) 2021-09-22

Family

ID=68621255

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19806151.7A Withdrawn EP3880985A1 (fr) 2018-11-15 2019-11-15 Dispositif d'amortissement de vibrations torsionnelles

Country Status (4)

Country Link
EP (1) EP3880985A1 (fr)
CN (1) CN113056625B (fr)
DE (1) DE102018219568A1 (fr)
WO (1) WO2020099618A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021207470A1 (de) * 2021-07-14 2023-01-19 Zf Friedrichshafen Ag Fixierung eines Energiespeichers an einem Fahrzeugrahmen mit einem Hebel
CN115727099B (zh) * 2022-12-13 2026-02-13 珠海华粤传动科技有限公司 一种具有阶跃阻尼特性的双质量飞轮及使用方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10028150A1 (de) * 2000-06-07 2001-12-13 Mannesmann Sachs Ag Mehrmassenschwungrad
DE4327017C2 (de) * 1992-08-20 2002-03-28 Mannesmann Sachs Ag Torsionsschwingungsdämpfer
EP1707843B1 (fr) * 2005-03-29 2015-07-22 Valeo Embrayages Double volant amortisseur pour véhicule automobile
DE102016223413A1 (de) * 2015-11-30 2017-06-01 Schaeffler Technologies AG & Co. KG Zweimassenschwungrad mit Reibsteuerscheibe

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2706006B1 (fr) * 1993-06-02 1995-07-07 Valeo Volant amortisseur notamment pour véhicule automobile.
FR2706963B1 (fr) * 1993-06-25 1995-09-15 Valeo
DE19817906A1 (de) * 1997-10-29 1999-05-06 Rohs Voigt Patentverwertungsge Torsionsschwingungsdämpfer
CN101086279A (zh) * 2006-06-07 2007-12-12 卢克摩擦片和离合器两合公司 扭转振动减振装置
DE102016210740A1 (de) * 2016-06-16 2017-12-21 Zf Friedrichshafen Ag Torsionsdämpfer mit einer schwingwinkelabhängigen Reibeinrichtung

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4327017C2 (de) * 1992-08-20 2002-03-28 Mannesmann Sachs Ag Torsionsschwingungsdämpfer
DE10028150A1 (de) * 2000-06-07 2001-12-13 Mannesmann Sachs Ag Mehrmassenschwungrad
EP1707843B1 (fr) * 2005-03-29 2015-07-22 Valeo Embrayages Double volant amortisseur pour véhicule automobile
DE102016223413A1 (de) * 2015-11-30 2017-06-01 Schaeffler Technologies AG & Co. KG Zweimassenschwungrad mit Reibsteuerscheibe

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2020099618A1 *

Also Published As

Publication number Publication date
CN113056625A (zh) 2021-06-29
WO2020099618A1 (fr) 2020-05-22
DE102018219568A1 (de) 2020-05-20
CN113056625B (zh) 2022-11-15

Similar Documents

Publication Publication Date Title
DE19603248B4 (de) Drehschwingungsdämpfer
DE8509108U1 (de) Einrichtung zum Kompensieren von Drehstößen
DE3143163A1 (de) "torsionsdaempfervorrichtung"
DE102008005140A1 (de) Torsionsschwingungsdämpfer
EP2561245A1 (fr) Capuchon de butée
DE102008044820A1 (de) Reibungskupplung
DE102006010270B4 (de) Zahnradanordnung
EP2835547B1 (fr) Dispositif de réglage
EP3880985A1 (fr) Dispositif d'amortissement de vibrations torsionnelles
EP1621796B2 (fr) Amortisseur de vibrations de torsion
DE102007026988A1 (de) Zweimassenschwungrad, insbesondere für ein Kraftfahrzeug
DE102008013577B4 (de) Torsionsschwingungsdämpfer
DE102004016365B4 (de) Drehmomentübertragungsvorrichtung
DE19819824B4 (de) Torsionsschwingungsdämpfer mit einer Dämpfungseinrichtung
DE3228515A1 (de) Kupplungsscheibe
DE102004022511B4 (de) Kupplungsvorrichtung, insbesondere für ein Kraftfahrzeug
DE102018215156A1 (de) Federpaket für einen Torsionsdämpfer
DE19545629C1 (de) Schwungmassenvorrichtung mit einer Verliersicherung
WO2017194053A1 (fr) Disque de friction pour amortisseur de disque d'embrayage
DE3501466C2 (de) Torsionsschwingungsdämpfer mit im Verdrehwinkelbereich des Leerlaufsystems wirksamer, drehzahlabhängiger Reibeinrichtung
DE10290513B3 (de) Vorrichtung zur Drehmomentübertragung in der Ausführung mit Zweimassen-Dämpfungsschwungrad
DE102009002968A1 (de) Torsionsschwingungsdämpferanordnung, insbesondere in einer Kupplungsscheibe einer Kraftfahrzeugreibungskupplung
DE102007046245A1 (de) Torsionsschwingungsdämpfer
DE102006015134B4 (de) Drehschwingungdämpfer
DE102014201408B4 (de) Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

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

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

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

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

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20210512

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

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20230323

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

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20230803