[go: up one dir, main page]

WO2004083676A1 - Volant a deux masses comprenant deux amortisseurs de torsion montes en serie - Google Patents

Volant a deux masses comprenant deux amortisseurs de torsion montes en serie Download PDF

Info

Publication number
WO2004083676A1
WO2004083676A1 PCT/EP2004/002739 EP2004002739W WO2004083676A1 WO 2004083676 A1 WO2004083676 A1 WO 2004083676A1 EP 2004002739 W EP2004002739 W EP 2004002739W WO 2004083676 A1 WO2004083676 A1 WO 2004083676A1
Authority
WO
WIPO (PCT)
Prior art keywords
dual
mass
torsion damper
mass flywheel
flywheel according
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.)
Ceased
Application number
PCT/EP2004/002739
Other languages
German (de)
English (en)
Inventor
Franz Kosik
Franz Moser
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler 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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of WO2004083676A1 publication Critical patent/WO2004083676A1/fr
Anticipated expiration legal-status Critical
Ceased 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

Definitions

  • the invention relates to a dual-mass flywheel according to the preamble of claim 1.
  • Two-mass flywheels for a drive train of a motor vehicle which have a primary mass arranged on the drive side and a secondary mass arranged on the output side.
  • the primary mass and the secondary mass are rotatably arranged relative to one another.
  • a torsion damper is temporarily stored in the power flow between the primary mass and secondary mass.
  • two torsion dampers connected in series are used, one torsion damper extending radially inside the other torsion damper, cf. z. B.
  • the object of the present invention is to propose a dual-mass flywheel which ensures good dynamic decoupling of the primary side and secondary side, taking into account the installation conditions.
  • an effective inertial mass is preferably increased or a stiffness of a torsion damper is reduced for a low tuning of the dual-mass flywheel, whereby a small dimensioning of the masses and / or avoiding blocking of the torsion dampers for large spring travel and / or a reduction of Friction effects due to centrifugal forces on the springs can be achieved.
  • the gear stage is designed with a planetary gear set.
  • the planetary gear set has a ring gear, at least one planet rotatably mounted in relation to a web and a sun.
  • the planet can be designed as a one-stage planet or a two-stage turning set.
  • the planetary gear set preferably rotates in the block if there is no relative shift of the primary mass with respect to the secondary mass.
  • the planetary gear set translates the relative shift between an input side of a torsion damper and the output side of the torsion damper or another torsion damper.
  • a torsion damper or the secondary side is then acted upon with the translated displacement generated in this way.
  • the planetary gear set or the secondary side can be acted upon directly or with the interposition of a (further) gear stage.
  • the use of the planetary gear set results in a particularly compact and effective design.
  • the planetary gear set increases relative rotations in the direction of the driven side of the dual-mass flywheel. The result of this is that if one is stiffly formed in front of the planetary gear set Arranged torsion damper this still acts soft due to the aforementioned translation, so that relatively stiff and / or short spring can also be used for a low tuning of the dual mass flywheel.
  • the at least one planet is arranged in a chamber which is filled with a viscous medium.
  • the planet With a relative movement of the planet with respect to the web or with respect to the sun and / or ring gear, the planet must displace the viscous medium.
  • a damping can be generated in a simple but very efficient manner, which is dependent in particular on the movement of the planet, the viscosity of the medium and / or the displacement cross section and, if necessary. the dimensioning of a bypass for the medium is dependent and no or few additional components are required to bring it about.
  • a viscous medium there is a cheap, reliable and low-wear damping option.
  • the viscous medium is preferably displaced by an (axial) sealing gap between the planet and axially adjacent surfaces of the planet. Since the planet is arranged to be movable relative to neighboring components, the required sealing gap is present anyway, so that no or few additional components are required for this configuration.
  • the viscous medium is displaced by a bypass.
  • This can establish a connection between adjacent chambers or between a chamber and an ambient space.
  • the bypass is variable.
  • the damping effect can be changed during operation, for example by a control device or by self-adjustment, in particular as a function of speed or centrifugal force, which enables an improved dynamic design.
  • At least two torsion dampers connected in series are preferably arranged axially next to one another. This can take advantage of a u. U. free axial installation space can be created a compact arrangement. If all torsion dampers are arranged axially next to one another, radial installation space can be saved.
  • the adjacent torsional dampers are arranged radially closely adjacent to a shaft or hub of the primary mass or the secondary mass. This has the consequence that centrifugal forces acting on the torsion damper, which lead, for example, to the same or increased contact forces on a counter surface due to a radial deflection of the springs, and thus u. U. cause unwanted frictional forces are reduced due to a reduced radial distance.
  • the design according to the invention is also advantageous if a dual-mass flywheel tuned with a low natural angular frequency is desired, which is operated primarily supercritically during operation. This can be achieved using soft torsion dampers. In this case, the centrifugal forces acting on the torsion dampers are particularly critical. In addition, the specification of a soft torsion damper requires large spring travel with unchanged or increased application moments. The soft torsion dampers and the required travel can be achieved particularly easily by using several torsion dampers connected in series and axially one behind the other!
  • additional components can be arranged radially on the outside or inside, for example components that are independent of the dual-mass flywheel, such as an electrical machine or other components of the dual-mass flywheel, such as another torsional damper, damping or friction elements or a speed-adaptive damper.
  • At least one further torsion damper is arranged radially on the inside and / or radially on the outside of the axially adjacent torsion dampers.
  • the aforementioned torsion dampers are connected in series.
  • a three- or multi-stage torsional damper can be formed in a simple manner and with optimal use of space.
  • Such a three-stage torsion damper can in particular be designed to be particularly soft and with long spring travel. Due to the configuration according to the invention, low centrifugal forces act on the inner torsional damper, while increased centrifugal forces act on the radially outer torsional damper, which can be used advantageously.
  • torsion damper With a triangular arrangement of the torsion damper in half section, there is an improved use of installation space if the inner or outer torsion damper enters gaps formed between the axially adjacent torsion dampers, which results in particularly good packaging.
  • torsion dampers which are approximately circular in half cross-section, these can be arranged in accordance with a third ball lying on two adjacent balls.
  • a particularly compact design of the dual-mass flywheel is provided if at least one torsion damper is arranged radially on the inside of the primary mass, secondary mass and / or clutch disc.
  • the friction surfaces are arranged with large radial diameters, since this makes them large Coupling torques can be achieved.
  • the arrangement of the mass with large radii is also advantageous in order to achieve a high mass inertia. Accordingly, construction space which is free radially on the inside of friction surfaces or the mass can advantageously be used for the arrangement of a torsion damper, which results in a further improved packaging.
  • the dual-mass flywheel at least two torsion dampers are arranged radially closely adjacent to a shaft or hub of the primary mass or the secondary mass. Accordingly, the torsion dampers work with small effective radii, as a result of which they produce small moments with a soft behavior.
  • the space available radially on the outside of the torsion dampers can be used for other purposes.
  • the electrical machine is preferably a starter generator or an electrical machine of a hybrid drive. If the electrical machine has a rotor and a stator, these can be used particularly effectively if the effective radius is large, since the yield of the torque generated by the electrical machine can be improved by increasing the effective radius. The "nesting" of the electrical machine and the torsion damper results in a particularly good use of installation space.
  • At least one torsion damper is preferably formed with at least one spiral spring.
  • spiral springs according to the documents DE 195 34 897 Cl or DE 199 19 449 AI can be used. This is particularly advantageous in order to avoid influences of centrifugal forces acting on the torsion dampers, so that the spiral spring or is used for radially external ones Dampers.
  • the spiral spring can be arranged in a chamber filled with a viscous medium and can displace the viscous medium when deformed, so that effective damping is achieved. If the spiral spring has a multilayer structure, a particularly effective damping corresponding to a "friction strip" can alternatively or additionally be used with a suitable choice / specification of a contact pressure between the layers. A targeted use of a friction effect between the coil spring and neighboring components is also conceivable.
  • a specially designed dual-mass flywheel has at least one torsion damper with a rolling element with variable preload that rolls between the input side of the torsion damper and the output side of the torsion damper.
  • the preload is brought about by an elastically deformed preload body and is dependent on the displacement of the rolling body.
  • the roller body can be arranged in a chamber filled with a viscous medium in order to achieve an (additional) damping effect.
  • a torsion damper with one or more short, relatively stiff springs in the circumferential direction, which do not undergo any significant bending, and / or with a relatively soft, long springs in the circumferential direction both springs being referred to as segment springs or circumferential springs are or are referred to as a segment spring and a circumferential spring according to the order of the above description.
  • the circumferential spring has a radially outer contact surface, in which a constant or centrifugal force-dependent friction damping can be achieved or which is designed to be low-friction Avoidance of the circumferential spring sticking to the environment and the resulting play between the input and output sides of the torsion damper.
  • the contact surface is formed with at least one sliding shoe, which is formed in one or more pieces with a spring. This can be used to influence friction in a targeted manner.
  • contact surfaces or coupling elements of the springs with the surrounding components it is conceivable to use the solutions described in the publications DE 42 25 605 AI, DE 41 28 868 AI, DE 102 09 838 AI, DE 100 59 709 AI, DE 102 09 409.
  • a friction contact is preferably provided between relatively moving parts of a torsion damper.
  • the friction contact can be connected in series and / or in parallel with the spring of the torsion damper. In this way, the damping behavior of the torsion damper can be improved or a tendency to resonance of the dual-mass flywheel can be effectively reduced.
  • frictional contact is provided between relatively moving parts of a plurality of torsion dampers, between primary mass and secondary mass and / or between primary mass or secondary mass and a part of a torsion damper which is moved relative thereto, which is accompanied by an improvement in the damping behavior.
  • Another dual-mass flywheel according to the invention has at least one torsion damper, a friction damper and / or a viscous damper with circumferential play.
  • a game represents a non-linearity, which causes a change in the dynamic behavior.
  • the non-linear phenomena can be used in a targeted manner.
  • a torsion damper, a friction damper or a viscous damper only for large amplitudes such as in a resonance and for overcoming the game.
  • an oscillatory system acts in parallel with the primary mass, the secondary mass and / or an input or output side of a torsion damper.
  • the dual-mass flywheel includes an absorber which, with a suitable design, results in the partial or complete extinction of a (resonance) frequency.
  • the system capable of oscillation can be designed with a translatory or a rotary oscillator.
  • the oscillatory system is designed as a speed-adaptive damper.
  • speed adaptivity an improved adaptation to the operating behavior of a drive train can take place, which is associated with a further improved dynamic behavior and increased driving comfort.
  • a particular proposal of the invention relates to a group of drive trains for a motor vehicle which have an internal combustion engine.
  • the group includes a first sub-group of drive trains which have one of the above-mentioned dual mass flywheels. Furthermore, the group includes a second sub-group of drive trains that have an electrical machine that absorbs at least a partial output of the internal combustion engine and / or supports the output of the internal combustion engine and / or in
  • the electrical machine is preferably a starter generator or an electrical machine for a hybrid drive.
  • This embodiment of the invention takes into account the knowledge that, for the creation of variants of the drive trains with several identical parts for drive trains, the electrical machine does not have, axial space is free, which can be used advantageously by using a dual-mass flywheel according to the invention.
  • FIG. 3 shows a dual-mass flywheel with two torsion dampers connected in series in the longitudinal longitudinal section
  • FIG. 4 shows a further two-mass flywheel with two torsion dampers lying axially one behind the other and a torsion damper arranged radially on the outside thereof, which are connected in series with one another, in a longitudinal section;
  • 5 shows a further dual-mass flywheel with two torsion dampers lying axially one behind the other and a torsion damper arranged radially on the outside thereof, which are connected in series with one another, in a longitudinal section; 6 shows a further two-mass flywheel with three torsion dams connected in series with the interposition of a planetary gear set in a longitudinal section,
  • Fig. 7 is a simplified representation of one in one
  • Fig. 9 shows a damping device to ensure speed-dependent (friction) damping
  • Fig. 10 shows another damping device to ensure speed-dependent (friction) damping.
  • the invention is used in drive trains of motor vehicles, in particular with a powerful drive unit and / or high speed or torque nonuniformity of the drive unit, for example with a diesel engine.
  • a dual-mass flywheel 10 is interposed in the power flow between the drive unit 11 and vehicle wheels, not shown.
  • the dual-mass flywheel 10 is interposed between the drive unit 11 and a starting element 12, in particular a clutch.
  • the dual mass flywheel 10 can be designed as a separate component or as an integral part of the starting element 12.
  • the power flow takes place from the drive unit 11 via the dual-mass flywheel 10 and the starting element 12 in the aforementioned order to a transmission 13, from which the drive torque is transferred to vehicle wheels in a known manner, not shown.
  • the dual-mass flywheel 10 has a primary mass 14 on the drive side and a secondary mass 15 on the output side, between which a torsion damper 16 is interposed.
  • a torsion damper is understood here to mean a device which has a potential energy store, in particular a compression, tension or torsion spring or a segment or a coil spring or the like.
  • a torsion damper can have at least one damping device which acts between the input and output sides of the torsion damper or parts of a torsion damper and parts of an adjacent torsion damper or component.
  • the damping device is preferably a viscous damper and / or a friction damper.
  • a slip clutch or an overload clutch can be provided in the torsion damper.
  • the energy storage device, the slip clutch and / or the damping device can contain non-linearities, for example work with play and / or have a hysteresis.
  • the torsion damper 16 is designed as a two-stage torsion damper with a torsion damper 17 and a torsion damper 18, between which an intermediate body 19 is interposed.
  • the torsion damper 17 is supported on the primary mass 14 at one spring base point and on the intermediate body 19 at the other spring base point.
  • the torsion damper 18 is supported on the intermediate body 19 at one spring base point and on the secondary mass 15 at the other spring base point.
  • the intermediate body 19 has a negligible mass, so that the dynamic behavior of the dual-mass flywheel 10 is only insignificantly influenced by it, or an effective mass which adds a further degree of freedom to the dual-mass flywheel 10 and thus specifically influences the dynamic behavior of the dual-mass flywheel 10.
  • the primary mass -14a has a hub 21 and a radially oriented disk 22 connected to it.
  • the hub 21 and the disk 22 rotate about a rotational or central axis 23-23.
  • an "radial” orientation is radial to the axis of rotation 23-23 and an “axial” orientation in the direction of the axis of rotation 23-23.
  • Upstream refers to an arrangement of a component in the flow of force in the direction of the drive assembly 11, while “downstream” is understood to mean an arrangement of a component in the flow of force in the direction of the transmission 13.
  • the disc 22 carries an input part 24 of the torsion damper 17a.
  • the half-cross section of the input part 24 has a U-shaped spring receptacle 25, the U being open radially inwards.
  • a spring 26 acting in the circumferential direction is supported on the spring receptacle 25 with the spring base point on the input side.
  • the torsion damper 17a is formed with the spring 26.
  • the spring base point of the spring 26 on the output side is supported on a radially oriented web 27 (with a changed circumferential angle, ie outside the plane of the drawing).
  • the web 27 is connected radially on the inside via a bushing 28, which is rotatably mounted on the outer circumferential surface of the hub 21, to a web 29 pointing radially outward from the hub 21.
  • the intermediate body 19a is formed with the webs 27, 29 and the bushing 28.
  • the web base 29 supports the spring base point of a spring 30 with which the torsion damper 18a is formed.
  • the spring base point of the spring 30 on the output side is supported on a spring holder 31 which is designed and oriented in accordance with the spring holder 25.
  • the spring holder 31 is connected to the secondary mass 15a in a rotationally fixed manner.
  • the secondary mass 15a has an axially oriented central recess 32, inside which of the torsion damper 18a is at least partially arranged.
  • the secondary mass 15a can be a friction disk of a friction clutch / the starting element 12.
  • the secondary mass 15a is supported radially on the inside on the hub 21 and is rotatably supported relative to the latter.
  • the torsion dampers 17a, 18a are arranged axially offset in the half section shown in such a way that there is no overlap, a slight overlap or an overlap in the axial direction, which is smaller than half the axial length of the or of a torsion damper 17a, 18a.
  • a torsion damper here the torsion damper 17a
  • the torsion damper 18a is arranged radially further outwards by about half the radial dimension of a torsion damper than the other torsion damper, here torsion damper 18a.
  • the torsion dampers 17, 18 can be arranged at approximately the same radial distance from the axis of rotation 23-23.
  • a hollow cylindrical drum 41 is connected to the disk 22 on the radially outer side, which extends from the disk 22 in the direction of the secondary mass 15.
  • a web 42 extends radially inward from the drum 41.
  • a spring 43 acting in the circumferential direction with the spring base point on the input side is supported on the web 42.
  • the torsion damper 17b is formed with the spring 43.
  • the spring base point of the spring 43 on the output side is supported on a spring receptacle 44 which is U-shaped in half cross-section (with a changed circumferential angle, ie outside the plane of the drawing).
  • the spring receptacle 44 is in turn connected in a rotationally fixed manner via the intermediate body 19b to a U-shaped spring receptacle 45 of the torsion damper 18b.
  • the intermediate body is rotatably supported and supported in relation to the drum 41 and / or a bush 48.
  • a spring 46 acting in the circumferential direction is supported on the spring receptacle 45 with the spring base point on the input side.
  • the torsion damper 18b is formed with the spring 46.
  • the spring base point of the spring 46 on the output side is supported on a radially oriented web 47 (at one changed circumferential angle, i.e. outside the drawing plane).
  • the web 47 is connected radially on the inside via a bushing 48, which is rotatably mounted on the outer circumferential surface of the hub 21, to a web 49 pointing radially outward from the hub 21.
  • a second intermediate body 50 is formed with the webs 47, 49 and the bushing 48.
  • the spring base point of a spring 51 with which a further torsion damper 52 is formed, is supported.
  • the spring base point of the spring 51 on the output side is supported on a spring holder 53 designed and oriented in accordance with the spring holder 25.
  • the spring holder 53 is connected to the secondary mass 15b in a rotationally fixed manner.
  • the secondary mass 15b has an axially oriented central recess 54, within which the torsion damper 52b is at least partially arranged.
  • the primary mass 14b, the torsion damper 17b, the intermediate body 19b, the torsion damper 18b, the intermediate body 50, the torsion damper 52 and the secondary mass 15b are connected in series in the aforementioned order.
  • the torsion dampers 18b and 52 are arranged axially immediately adjacent to one another and radially approximately equally spaced from the axis of rotation 23-23.
  • the torsion damper 17b is arranged axially approximately centrally between the torsion dampers 18b, 52 and radially on the outside thereof and adjoins them radially as closely as possible.
  • the geometric center points of the torsion damper 17b, 18b and 52 in the half section according to FIG. 4 form approximately an equilateral or isosceles triangle.
  • the drum 41 is connected to the torsion damper 17c via two spring receptacles 55 which surround the torsion damper 17c and which are positively received in the drum 41 (with the design corresponding to that of FIG. 4).
  • the intermediate body 19c is designed with a radially oriented web 56 which is connected to the output side of the torsion damper 17c is connected.
  • the intermediate body has a hollow cylindrical hub 57, which is supported and supported on the lateral surface of the intermediate body 50c.
  • a web 60 extends radially inward from the drum 41.
  • a spring 61 acting in the circumferential direction is supported on the web 60 with the spring base point on the input side.
  • the torsion damper 17d is formed with the spring 61.
  • the spring base point of the spring 61 on the output side is supported on a spring receptacle 62 which is U-shaped in half cross-section (with a changed circumferential angle, ie outside the plane of the drawing).
  • the spring receptacle 62 is rotatably connected to at least one web 63.
  • the web 63 extends between the disk 22 and the spring seat 62 and is oriented parallel to the axis of rotation 23-23.
  • a planet 64 is rotatably mounted opposite the web 63.
  • the planet 64 meshes radially on the outside with a ring gear 65, which is fixedly connected to the drive or integrally with the drum 41.
  • Planet 64 meshes radially on the inside with a sun gear 66.
  • a planetary gear set 67 is formed with sun gear 66, at least one web 63 with planet 64 and ring gear 65.
  • the sun gear 66 has a central recess or inner bore 68.
  • the torsion damper 18d is arranged radially on the inside of the sun gear 66.
  • a U-shaped, inwardly extending spring seat 69 of the torsion damper 18d is supported opposite the sun gear 66.
  • a spring 70 acting in the circumferential direction is supported on the spring receptacle 69 with the spring base point on the input side.
  • the torsion damper 18d is formed with the spring 70.
  • the spring base point of the spring 70 on the output side is supported on a radially oriented web 71 (with a changed circumferential angle, ie outside the plane of the drawing).
  • the web 71 is located radially on the inside via a bush 72, which is rotatably mounted on the outer circumferential surface of the hub 21, connected to a web 73 pointing radially outward from the hub 21.
  • a second intermediate body 74 is formed with the webs 71, 73 and the bushing 72.
  • the spring base point of a spring 75 with which a further torsion damper 52d is formed, is supported on the web 73.
  • the spring base point of the spring 75 on the output side is supported on a spring holder 76 which is designed and oriented in accordance with the spring holder 25.
  • the spring receptacle 76 is connected in a rotationally fixed manner to the secondary mass 15d.
  • the secondary mass 15d has an axially oriented central recess 77, within which the torsion damper 52d is at least partially arranged.
  • the primary mass 14d has an axially oriented recess 78, within which the torsion damper 18d, the spring mount 69 and / or the sun gear 66 are at least partially arranged.
  • the planetary gear set 67 is coupled on the input side in the area of the ring gear 65 to the primary mass 14d and in the area of the web 63 is coupled to the output side of the torsion damper 17d, while the output of the planetary gear set 67 is formed by the sun gear 66, which is connected to the input side of the Torsional damper 18d is coupled.
  • a (partial) coupling of the planetary gear set 67 to the other torsional dampers (on the input and / or output side) and / or the secondary mass is possible when using the same or different gear elements as input and output gear elements.
  • gear member of the planetary gear set 67 can be used as the input gear member, while two gear members are used as the output gear members, in particular are connected to the input side and the output side of a torsion damper downstream of the planetary gear set.
  • torsion damper 17d The geometric centers of torsion damper 17d, planetary gear set 67, planetary gear set 18d and planetary gear set 52d are distributed approximately trapezoidal or rectangular. Planetary gear set 67 and torsion damper 18d lie approximately in a radial plane. The torsion dampers 17d and 52d are also approximately in a radial plane.
  • Primary mass 14d and secondary mass 15d form an approximately circular interior 78 arranged concentrically to the axis of rotation 23-23 with a bearing 79 and a contact gap 80.
  • the contact gap 80 can be used as a (further) bearing between primary mass 14d and secondary mass 15d and / or with one suitable sealing element be sealed.
  • the bearing point 80 can also be designed to be sealing.
  • the dual-mass flywheel forms at least one annular segment-shaped chamber 83 in the region of the planetary gear set 67.
  • the chamber 83 is delimited radially on the outside by the ring gear 65 and radially on the inside by the sun gear 66 and in the circumferential direction by a planet 64 and in the opposite direction by a chamber wall 84.
  • the chamber wall is not moved with the movement of the planet and is preferably opposite the sun wheel 66, the ring gear 65 or a third component.
  • the volume in the chamber 83 changes in accordance with a movement of the planet 64.
  • a viscous medium is preferably arranged in the chamber 83.
  • the viscous medium With the change in volume of the chamber 83 in accordance with the movement of the planet 64, the viscous medium must be displaced. This takes place, for example, through a passage 85 between chamber wall 84 and / or at least one axial sealing gap 86 between planet 64 and an adjacent component. Alternatively or additionally, a (variable) bypass can be provided, which enables the viscous medium to be displaced.
  • FIG. 8 shows an alternative embodiment of a spring 90, as can be used in a torsion damper.
  • the input side [output side] of the spring 90 is formed with an elastic body with a circular outer contour.
  • the elastic body is formed with a slotted circular profile 90.
  • the roller body 91 rolls on a curved counter surface 92, which generates a variable contact pressure of the roller body on the counter surfaces 92 in accordance with the displacement.
  • the counter surface 92 is preferably curved differently in the pushing direction of the motor vehicle than in the pulling direction.
  • the elasticity in the rolling element 91 and / or the counter surface or its support can be predetermined. In contrast to the rolling contact shown, transmission can also take place via a suitable toothing.
  • FIG. 9 shows a speed-dependent damping device which can also be used for the above-mentioned embodiments.
  • a first component 100 of the dual-mass flywheel 10 has a friction surface 101, against which a friction body 102 of a second component 103 can be pressed in order to generate a frictional torque.
  • a rocker arm 104 is provided, which generates a normal force in a basic position, for example spring-loaded.
  • the rocker arm 104 is pivotally mounted and / or elastically deformable in such a way that the normal force is reduced by pivoting or deforming in the direction 105.
  • the pivoting or deformation takes place depending on the speed in accordance with a centrifugal force acting on a mass 106 of the rocker arm 104.
  • a plate spring 106 is preferably interposed between rocker arm 104, friction surface 101 and friction body 102.
  • the pivot lever comes to rest against a counter surface 107.
  • the components 100, 103 are any relative Components of the dual-mass flywheel 10 moving relative to one another, in particular the primary mass 14, the secondary mass 15 and / or an input or output side of a torsion damper 17, 18, 52.
  • the proposed design makes it possible, in particular, that the damping of the damping device shown is only up to one Limit speed, in particular above a first resonance frequency, is effective.
  • the first component 100a has a circular outer contour on which a suitable friction lining 110 is arranged.
  • the second component 103a has one or two elastic support arms 111, 112, at the end of which is opposite a bearing point 113, a mass 114, 115 is arranged.
  • the masses 114 and 115 bear against the first component 100a under prestress in the area of the friction linings 110.
  • the normal force in the friction contact decreases, so that the damping effect diminishes.
  • the masses 114, 115 separate from the first component 100a.
  • damping effect can resume above a second limit speed. If an arbitrary contour is selected instead of the circular contour shown, damping can be brought about, which depends on the relative angle of rotation between the first component 100a and the second component 103a.

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 volant à deux masses. Les volants à deux masses connus atteignent leurs limites par rapport au degré de découplage avant tout pour des moteurs à combustion interne à fort couple présentant une grande uniformité de rotation. Cette invention est caractérisée en ce qu'un volant à deux masses comprend un train planétaire (67) dont la couronne (65) est reliée fixe en rotation à la masse primaire (14d) et dont le porte-satellites (63) est relié fixe en rotation à la sortie d'un amortisseur de torsion (17d). La roue solaire (66), en tant qu'élément de sortie, est reliée fixe en rotation à l'entrée d'un second amortisseur de torsion (18d) monté en aval. Le déplacement relatif de l'amortisseur de torsion (17d) est transmis par le train planétaire (67) au second amortisseur de torsion (18d) avec démultiplication. On obtient ainsi une conception plus souple et un meilleur découplage du volant à deux masses. Ce volant à deux masses est conçu pour le système de transmission d'une automobile.
PCT/EP2004/002739 2003-03-21 2004-03-17 Volant a deux masses comprenant deux amortisseurs de torsion montes en serie Ceased WO2004083676A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003112785 DE10312785A1 (de) 2003-03-21 2003-03-21 Zweimassenschwungrad mit zwei in Reihe geschalteten Torsionsdämpfern
DE10312785.2 2003-03-21

Publications (1)

Publication Number Publication Date
WO2004083676A1 true WO2004083676A1 (fr) 2004-09-30

Family

ID=32980645

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2004/002739 Ceased WO2004083676A1 (fr) 2003-03-21 2004-03-17 Volant a deux masses comprenant deux amortisseurs de torsion montes en serie

Country Status (2)

Country Link
DE (1) DE10312785A1 (fr)
WO (1) WO2004083676A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015149791A1 (fr) * 2014-04-01 2015-10-08 Schaeffler Technologies AG & Co. KG Système d'amortissement

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011007117A1 (de) * 2011-04-11 2012-10-11 Zf Friedrichshafen Ag Getriebe, insbesondere für den Antriebsstrang eines Fahrzeugs
DE102011086982A1 (de) * 2011-11-23 2013-05-23 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung, insbesondere für den Antriebsstrang eines Fahrzeugs
US9500259B1 (en) * 2015-08-11 2016-11-22 Gm Global Technology Operations, Llc High performance torsional vibration isolator

Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3834284A1 (de) * 1988-10-08 1990-04-12 Fichtel & Sachs Ag Torsionsschwingungsdaempfung durch massen-beschleunigung bzw. massen-verzoegerung
DE4128868A1 (de) 1991-08-30 1993-03-04 Fichtel & Sachs Ag Zweimassenschwungrad mit gleitschuh
DE4225605A1 (de) 1991-08-30 1994-03-10 Fichtel & Sachs Ag Zweimassenschwungrad mit Gleitschuh und Federtopf
DE9414314U1 (de) * 1993-12-22 1994-11-24 Fichtel & Sachs Ag, 97424 Schweinfurt Torsionsschwingungsdämpfer mit einem Planetengetriebe
JPH07208546A (ja) * 1994-01-19 1995-08-11 Unisia Jecs Corp 捩り振動低減装置
DE19534897C1 (de) 1995-09-20 1997-06-26 Fichtel & Sachs Ag Zweimassenschwungrad mit Schwingungsdämpfer
DE19912968A1 (de) 1998-03-25 1999-09-30 Luk Lamellen & Kupplungsbau Torsionsschwingungsdämpfer
DE19919449A1 (de) 1998-05-04 1999-11-11 Luk Lamellen & Kupplungsbau Triebscheibe
DE10010953A1 (de) 1999-03-10 2000-09-14 Luk Lamellen & Kupplungsbau Schwingungsdämpfer
DE10059709A1 (de) 2000-12-01 2002-06-06 Zf Sachs Ag Gleitelement für Schraubenfedern eines Torsionsdämpfers eines Zweimassenschwungrades
DE10209409A1 (de) 2001-03-08 2002-09-12 Luk Lamellen & Kupplungsbau Drehschwingungsdämpfer
DE10209838A1 (de) 2001-03-14 2002-09-19 Luk Lamellen & Kupplungsbau Drehschwingungsdämpfer
FR2825129A1 (fr) * 2001-05-28 2002-11-29 Valeo Dispositif de couplage d'un moteur de vehicule automobile avec une boite de vitesses

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3834284A1 (de) * 1988-10-08 1990-04-12 Fichtel & Sachs Ag Torsionsschwingungsdaempfung durch massen-beschleunigung bzw. massen-verzoegerung
DE4128868A1 (de) 1991-08-30 1993-03-04 Fichtel & Sachs Ag Zweimassenschwungrad mit gleitschuh
DE4225605A1 (de) 1991-08-30 1994-03-10 Fichtel & Sachs Ag Zweimassenschwungrad mit Gleitschuh und Federtopf
DE9414314U1 (de) * 1993-12-22 1994-11-24 Fichtel & Sachs Ag, 97424 Schweinfurt Torsionsschwingungsdämpfer mit einem Planetengetriebe
JPH07208546A (ja) * 1994-01-19 1995-08-11 Unisia Jecs Corp 捩り振動低減装置
DE19534897C1 (de) 1995-09-20 1997-06-26 Fichtel & Sachs Ag Zweimassenschwungrad mit Schwingungsdämpfer
DE19912968A1 (de) 1998-03-25 1999-09-30 Luk Lamellen & Kupplungsbau Torsionsschwingungsdämpfer
DE19919449A1 (de) 1998-05-04 1999-11-11 Luk Lamellen & Kupplungsbau Triebscheibe
DE10010953A1 (de) 1999-03-10 2000-09-14 Luk Lamellen & Kupplungsbau Schwingungsdämpfer
DE10059709A1 (de) 2000-12-01 2002-06-06 Zf Sachs Ag Gleitelement für Schraubenfedern eines Torsionsdämpfers eines Zweimassenschwungrades
DE10209409A1 (de) 2001-03-08 2002-09-12 Luk Lamellen & Kupplungsbau Drehschwingungsdämpfer
DE10209838A1 (de) 2001-03-14 2002-09-19 Luk Lamellen & Kupplungsbau Drehschwingungsdämpfer
FR2825129A1 (fr) * 2001-05-28 2002-11-29 Valeo Dispositif de couplage d'un moteur de vehicule automobile avec une boite de vitesses

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 1995, no. 11 26 December 1995 (1995-12-26) *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015149791A1 (fr) * 2014-04-01 2015-10-08 Schaeffler Technologies AG & Co. KG Système d'amortissement

Also Published As

Publication number Publication date
DE10312785A1 (de) 2004-10-14

Similar Documents

Publication Publication Date Title
DE112008003167B4 (de) Kraftübertragungsvorrichtung mit einem drehzahladaptiven Tilger und Verfahren zur Verbesserung des Dämpfungsverhaltens
DE112008002980B4 (de) Drehmomentwandler mit Turbinen-Massentilger
EP2577108B1 (fr) Appareil hydrodynamique de couplage
DE10236752A1 (de) Antriebsstrang eines Kraftfahrzeuges
WO2015043591A1 (fr) Dispositif à pendule centrifuge
DE102013220483A1 (de) Drehschwingungsdämpfungsanordnung und Verfahren zur Drehschwingungsdämpfung
WO2009067987A1 (fr) Dispositif de transmission permettant notamment la transmission de puissance entre un moteur d'entraînement et un arbre de sortie
EP2600030A2 (fr) Convertisseur de couple
WO2015139790A1 (fr) Module hybride ainsi que chaîne cinématique comprenant le module hybride
WO2022033623A1 (fr) Amortisseur à bascule pendulaire avec dispositif de friction réglable, et groupe motopropulseur hybride
DE10312786B4 (de) Zweimassenschwungrad mit zwei in Reihe geschalteten Torsionsdämpfern
EP2875256B1 (fr) Dispositif de transmission de couple
EP2108859B1 (fr) Procédé et système de réduction des vibrations dans le flux d'entraînement d'un véhicule automobile comprenant une boîte de vitesse
DE102009023337A1 (de) Getriebebaueinheit, insbesondere Automatikgetriebe
DE102009049879B4 (de) Schwingungstilger zur Dämpfung von Drehschwingungen im Antriebsstrang eines Kraftfahrzeugs
WO2011072642A1 (fr) Dispositif amortisseur pour amortir des oscillations angulaires
DE202022106139U1 (de) Pendelwippendämpfer mit einer Rotationsachse für einen Antriebsstrang
EP2882979B1 (fr) Ensemble amortisseur de vibrations de torsion à dérivation de puissance
WO2004083676A1 (fr) Volant a deux masses comprenant deux amortisseurs de torsion montes en serie
EP3189250B1 (fr) Système d'amortissement des vibrations de torsion
DE102014226157B4 (de) Stufenlosgetriebe und Drehmomentübertragungseinrichtung für ein Fortbewegungsmittel
DE10157330C1 (de) Drehfeder und aus Drehfedern bestehender Drehfedersatz
DE102020125360B4 (de) Anordnung
DE102011017657A1 (de) Drehmomentübertragungsanordnung für den Antriebsstrang eines Fahrzeugs
DE102020117763A1 (de) Torsionsschwingungsdämpfer

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BW BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE EG ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NA NI NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL SY TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): BW GH GM KE LS MW MZ SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LU MC NL PL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
122 Ep: pct application non-entry in european phase