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WO2004018897A1 - Drive train of a motor vehicle - Google Patents

Drive train of a motor vehicle Download PDF

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Publication number
WO2004018897A1
WO2004018897A1 PCT/EP2003/007973 EP0307973W WO2004018897A1 WO 2004018897 A1 WO2004018897 A1 WO 2004018897A1 EP 0307973 W EP0307973 W EP 0307973W WO 2004018897 A1 WO2004018897 A1 WO 2004018897A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive train
spring
mass system
transmission
drive
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/EP2003/007973
Other languages
German (de)
French (fr)
Inventor
Andreas Haller
Bernd Koppitz
Heinz Schultz
Günter Wörner
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 WO2004018897A1 publication Critical patent/WO2004018897A1/en
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
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/1414—Masses driven by elastic elements
    • F16F15/1435—Elastomeric springs, i.e. made of plastic or rubber
    • F16F15/1442—Elastomeric springs, i.e. made of plastic or rubber with a single mass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/1414—Masses driven by elastic elements
    • F16F15/1421—Metallic springs, e.g. coil or spiral springs
    • F16F15/1428—Metallic springs, e.g. coil or spiral springs with a single mass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches 
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches 
    • F16H2045/007—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  comprising a damper between turbine of the fluid gearing and the mechanical gearing unit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches 
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F16H2045/021—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type three chamber system, i.e. comprising a separated, closed chamber specially adapted for actuating a lock-up clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches 
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means
    • F16H2045/0226—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means comprising two or more vibration dampers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches 
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means
    • F16H2045/0247—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means having a turbine with hydrodynamic 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
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches 
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F16H2045/0273—Combinations of fluid gearings for conveying rotary motion with couplings or clutches  with mechanical clutches for bridging a fluid gearing of the hydrokinetic type characterised by the type of the friction surface of the lock-up clutch
    • F16H2045/0284—Multiple disk type lock-up clutch

Definitions

  • the invention relates to the drive train of a motor vehicle according to selected features of patent claim 1.
  • Known drive trains of a motor vehicle have a drive unit which is in drive connection via a starting element, a transmission, an output shaft of the transmission and an axle transmission with two vehicle wheels.
  • the drive train is a multi-dimensional oscillator or a continuum oscillator, which is excited to torsional vibrations as a result of the fluctuating, non-linear or time-variable excitation by the drive unit, clutch or shift conditions and time-varying output conditions on the vehicle wheels.
  • Other excitation mechanisms for torsional vibrations are the toothing in gear transmissions, parameter excitation and excitations due to the transmission behavior of universal joints in cardan shafts.
  • Another measure for avoiding the undesirable torsional vibrations is the arrangement of a torsional damper in the area of the starting element. This is integrated, for example, in the drive plate of a dry clutch or assigned to a hydrodynamic torque converter on the input / output side.
  • Another possibility for influencing the torsional vibrations is the use of a hydrodynamic torque converter, which has an improved vibration behavior due to the hydrodynamic power transmission.
  • Dual mass flywheel or a clutch is known for example from the publications DE 100 37 680 AI, DE 199 51 577 AI, DE 197 09 092 Cl, DE 197 09 092 Cl and DE 198 31 158 AI.
  • the object of the present invention is to propose a drive train which is improved with regard to the dynamic transmission behavior.
  • the drive unit stands over at least one start-up element, in particular a clutch or a hydrodynamic torque converter, one or more (partial) transmissions, at least one output shaft of the transmission, which is connected, for example, to a cardan shaft, and one or, in the case of an all-wheel drive, two axle transmissions with one or more vehicle wheels in drive connection.
  • the drive unit can be designed as an internal combustion engine, hybrid drive or starter-generator system.
  • a vibration-capable spring-mass system is not connected in series with the drive train, but is in parallel with it. This has the advantage that the elasticity of the drive train is not changed by the measure according to the invention, so that a direct influence on the agility of the vehicle is excluded.
  • the spring-mass system forms an absorber, cf. see, for example, Magnus, Popp: Vibrations, Teubner Study Books Mechanics, Stuttgart, 1997.
  • the absorber interacts with the torsional vibrations of the drive train.
  • the energy exchange takes place with the drive train, in particular the mechanical connection between the spring-mass system and other organs of the drive train connected in series, between the starting element and the output shaft of the transmission.
  • this has the advantage that existing space between the starting element and the transmission output can be used anyway, so that despite the arrangement of the damper according to the invention, there is no or insignificant increase in installation space.
  • the starting element Interfering forces caused on the way to the output shaft are weakened by the absorber.
  • the starting element is designed as a hydrodynamic torque converter.
  • the damping influence of the torque converter which is arranged in series in the drive train, can be overlaid with the properties of the absorber. It is advantageous to use the damper in conjunction with a converter lock-up clutch, since the damper can weaken any force surges when the converter lock-up clutch is closed. When the converter lockup clutch is closed, the damping influence of the torque converter is eliminated, so that the damper can be used to influence or reduce the torsional vibrations in this working area of the hydrodynamic torque converter.
  • the starting element is followed by a torsion damper with two torsion damper stages.
  • the torsion damper is located in the power train of the drive train and creates a soft, damped drive train.
  • the spring-mass system is arranged between the first torsion damper stage and the second torsion damper stage. This results in a particularly good dynamic transmission behavior.
  • the spring-mass system can be integrated particularly well into the installation space provided for the two torsion damper stages, in particular radially between the two torsion damper stages.
  • a torsion damper is preferably connected downstream of the starting element.
  • the spring-mass system between the torsion damper and a transmission link is one Gear stage coupled to the drive train. This is preferably the transmission input shaft.
  • the spring-mass system is designed in accordance with known (tubular) vibration damper systems.
  • the spring-mass system has a damper connected in parallel or in series with a spring of the spring-mass system.
  • the transmission behavior of the drive train can be further influenced via the damper.
  • the damper is any non-linear or linear damper known per se, for example a viscous damper.
  • the spring and the damper can be formed as an integral component, for example by means of a material which also has resilient and damping properties. It is also conceivable to use a damper which (at least in part) has a dry friction, which enables a particularly effective damping of the vibrations.
  • the spring-mass system is designed as a torsional oscillator.
  • This configuration represents a particularly simple implementation of the damper, since the rotational movement of the drive train can be converted directly into the torsional vibrations of the spring-mass system.
  • the torsional vibrator carries out torsional vibrations around a shaft of the transmission. This results in a particularly compact arrangement, in particular without additional inertia forces such as occur, for example, in the case of translational vibrations. Furthermore, large moments of inertia can be achieved for torsional vibrations with small masses over large radii.
  • the spring-mass system is designed as a gear reducer.
  • the absorber is a transmission link which is located between the transmission input shaft and the transmission output shaft is arranged in the power flow, assigned.
  • the spring-mass system is articulated on a gear wheel of a gear pair, a gear shaft or a gear member of a planetary gear set.
  • the already existing transmission ratio of the transmission members can be used in an advantageous manner, so that the damper is operated at a speed that is different from the speed of the drive unit.
  • the transmission link is designed to be multifunctional, which also ensures a compact design.
  • the spring-mass system has a variable natural frequency. In this way, a particularly effective use of the absorber effect in a wider frequency band is made possible.
  • the vibration behavior of the spring-mass system can preferably be influenced via a control or regulation. This influence can consist, for example, of switching the damper on and off in special operating situations. It is also possible to influence the natural frequency via the control or regulation.
  • the dynamic parameters of the spring-mass system can also be switched via the control or regulation. Alternatively or additionally, the vibration behavior can be influenced by constant, harmonic or stochastic disturbing forces in the area of the absorber.
  • the spring of the spring-mass system is formed with a steel spring.
  • Such springs have the advantage that their mechanical properties are essentially unaffected by the temperature, service life and material tolerances, so that no changes in the dynamic behavior of the drive train during operation or as a result of inaccuracies in production can occur.
  • Advantageous further developments result from the description and the drawings. Preferred exemplary embodiments of the drive train according to the invention are explained in more detail below with reference to the drawing. The drawing shows:
  • Fig. 2 shows a mechanical replacement model of another
  • Fig. 3 shows a mechanical replacement model of another
  • FIG. 5 shows a mechanical replacement model of a drive train with a turbine torsion damper and a damper arranged between the transmission and the turbine torsion damper
  • FIG. 6 shows an exemplary design of a drive train with a damper in a partial cross section
  • Fig. 7 shows an alternative design of a drive train with absorber in partial cross section
  • Fig. 8 shows an alternative constructive embodiment of a drive train with a gear reducer.
  • the drive train shown in FIG. 1 it has a starting element, in particular a wet or dry clutch or a hydrodynamic torque converter 10 shown here with a pump 11 and a turbine 12, an input shaft 13, a transmission 14, an articulated shaft 15, a rear axle gear 16 and at least one driven side shaft 17, which are arranged between a drive unit emitting a drive torque 18 and a vehicle wheel 19.
  • a starting element in particular a wet or dry clutch or a hydrodynamic torque converter 10 shown here with a pump 11 and a turbine 12, an input shaft 13, a transmission 14, an articulated shaft 15, a rear axle gear 16 and at least one driven side shaft 17, which are arranged between a drive unit emitting a drive torque 18 and a vehicle wheel 19.
  • the drive torque 18 is constant or variable, in particular in accordance with a vehicle request, and is superimposed by temporal fluctuations in torque as a result of a non-uniform drive by the drive unit.
  • the hydrodynamic torque converter 10 can have a stator in addition to the pump 11 and the turbine 12.
  • the transmission 14 is designed as any transmission, for example as a manual transmission, as an automatic transmission, as a planetary transmission or as a transmission of the countershaft type, and can be operated manually or (partly) automatically.
  • the rear axle gear 16 is a known transfer case or differential gear.
  • the vehicle wheel 19 is operatively connected to the road 20 via a frictional contact.
  • the frictional contact forms a boundary condition for the oscillator chain shown in FIG. 1.
  • the drive shaft 13, the cardan shaft 15 and the side shaft 17 are shown in FIG. 1 as torsion springs and the hydrodynamic torque converter 10, the transmission 14, the rear axle transmission 16 and the vehicle wheel 19 as (rigid) masses.
  • the resilient components 13, 15, 17 can have a mass and the components 10, 14, 16 and 19 have a finite stiffness.
  • the components 11, 12, 13, 14, 15, 16, 17 and 19 are arranged one behind the other in the aforementioned series connection in the power flow.
  • the drive train shown in FIG. 3 has an articulated shaft absorber, which is arranged in a mechanical parallel connection to the drive train and which in the area of the side shaft 17, the rear axle gear 16 or the drive shaft 15 has an energy exchange or one Force transmission with the drive train.
  • the articulated shaft compensator is designed as a spring-mass system 22.
  • the spring-mass system 22 forms an oscillatory system which has at least one degree of freedom.
  • the spring-mass system 22 is configured as a 'translational transducer which engages the periphery of an element of the drive train or as a rotary transducer, which initiates a torque in the drive train.
  • the spring-mass system is designed as a system with a linear or non-linear constant or variable stiffness and with a constant or variable mass.
  • the system can have linear or non-linear, dry or viscous damping.
  • the rigidity and the damping of the spring-mass system can be arranged in series and / or in parallel between the drive train and the vibrating mass.
  • the spring-mass system 22 is preferably designed as a rotary oscillator, the mass 24 at least partially surrounding a component of the drive train and for example in the form of a hollow cylinder or a hollow cylinder segment.
  • the component of the drive train and the mass 24 are connected to one another via a torsion spring 23, one spring base point of the torsion spring 23 being connected to the component of the drive train, in particular in the region of its outer surface, and the other spring base point of the spring element 23 to the mass 24, in particular In the range of whose inner surface is connected.
  • the spring 23 is in particular an elastic intermediate material which at least partially fills the intermediate space formed between the mass 24 and the component of the drive train.
  • the drive train shown in FIG. 4 is provided with a spring-mass system 22 corresponding to FIG. 3, in contrast to the drive train shown in FIG. 2, with the spring-mass system 22 in the area of the transmission 14 being different from FIG. 3 the powertrain interacts.
  • the coupling between the spring-mass system 22 on the input shaft of the transmission, the output shaft of the transmission or any transmission element lying in the power flow between the input shaft and the output shaft can take place.
  • the drive train shown in FIG. 5 has a spring-mass system 22 which, in contrast to FIG. 3, interacts with the drive train between the turbine torsion damper 21 and the transmission input shaft 13.
  • the spring-mass system 22 can be coupled between individual turbine torsion dampers 21, in deviation from the embodiment shown in FIG. 5.
  • the spring-mass system 22 can be coupled between the turbine 12 and the turbine torsion damper 21.
  • FIG. 6 shows a drive train with a hydrodynamic torque converter 30, which is connected on the input side to a crankshaft of a drive unit and on the output side via a bushing 32 by means of internal teeth 33 to a transmission input shaft not shown in FIG. 6.
  • the hydrodynamic torque converter 30 is used to transmit torque between the crankshaft and the transmission input shaft while ensuring a hydrodynamic one Slip in selected operating situations.
  • the hydrodynamic torque converter 30 has a pump wheel 34, a turbine wheel 35 and a stator wheel 36.
  • the pump wheel 34 is connected to the housing 31 in a rotationally fixed manner.
  • the stator 36 is supported in a conventional manner on a freewheel 37.
  • the inner hub 38 of the freewheel 37 is non-rotatably connected by means of an internal toothing 39 to a shaft, not shown, which is arranged concentrically to the transmission input shaft.
  • the turbine wheel 35 is connected in a rotationally fixed manner to an input side 39 of a turbine orsion damper 40.
  • the tube torsion damper 40 forms a torsional oscillator with a degree of freedom of rotation, in which the torsional rigidity is formed by springs oriented in the circumferential direction.
  • the torsion damper 40 can also have damping properties, for example as a result of viscous damping elements or dry friction, such as the friction between the outer flat surfaces of the springs 41 on the input or output side of the turbine torsion damper 40.
  • the turbine torsion damper 40 is on the output side via a transmission element 42 with the Input side of a turbine torsion damper 43 connected.
  • the transmission element 42 is connected to the output side of the turbine torsion damper 43 via springs 44, in particular a plurality of springs connected in series or in parallel, or nested springs.
  • the output side is formed with a support ring 45, which is connected in a rotationally fixed manner to the socket 32.
  • the turbine torsion dampers 40, 43 are preferably arranged in a plane transverse to the longitudinal axis of the crankshaft.
  • the turbine torsion dampers are connected in series in the power flow.
  • the turbine torsion damper 43 is arranged radially on the inside of the turbine torsion damper 40.
  • the hydrodynamic torque converter 30 has a converter lock-up clutch 46 Housing 31 is connected to a plate carrier 47, in which plates 48 are received in a rotationally fixed and axially displaceable manner. Furthermore, the converter lock-up clutch 46 has an inner disk carrier 49, on the outer surface of which disks 50 are held in a rotationally fixed and axially displaceable manner. The disks 48, 49 can be displaced in the axial direction via a clutch actuation device 51 such that they can be clamped between the clutch actuation device 51 and a stop 52 formed on the outer disk carrier 47.
  • the clutch actuation device 51 is formed with a piston which can be actuated via a hydraulic medium in accordance with a control device of the clutch actuation device 51.
  • the inner plate carrier 49 is rotatably connected to the input side of the turbine torsion damper 43 or the transmission element 42.
  • the lockup clutch 46 When the lockup clutch 46 is open, the power flow from the crankshaft via the housing 31, the doll wheel 34, the hydraulic medium, the turbine wheel 35, the input side 39, the springs 41, the transmission element 42, the springs 44, the support ring 45 and the bushing 32 in the aforementioned sequence on the transmission input shaft.
  • the converter lockup clutch When the converter lockup clutch is closed, the transmission takes place via the housing 31, the outer plate carrier 47, the outer plate 38, the frictional engagement between the outer plate 48 and the inner plate 50, the inner plate carrier 49, the springs 44, the support ring 45 and the bushing 32 in the aforementioned order in the direction of the transmission input shaft.
  • a spring-mass system 22 is arranged in the area of the input side 39 of the turbine torsion damper 40 in parallel with the power flow.
  • the spring-mass system 22 has an elastic holding element 60 which carries a mass 61.
  • the mass 61 performs oscillating movements with respect to the input side 39 of the turbine torsion damper 40.
  • a spring-mass system 22 is arranged in parallel with the support ring 45 or the bush 32.
  • the spring-mass system 22 has a retaining ring 70 which carries a mass 72, in particular a hollow cylindrical ring, via an elastic coupling element 71.
  • the spring-mass system 22 is preferably arranged in an intermediate space 73 formed with the inner disk carrier 49, the support ring 45 and the clutch actuation device 51 (cf. FIG. 7).
  • the spring-mass system 22 can also be arranged in an intermediate space 74 formed with the outer surface of the turbine stator 35, the housing and the input side 39 of the turbine torsion damper 40 (cf. FIG. 6).
  • Fig. 8 shows a torque converter 80 as well as a part of an automatic transmission arranged downstream '81.
  • the spring-mass system 22 is in this case rotatably connected to the transmission element 42, or is connected to the support ring 45.
  • the spring-mass system 22 is arranged in an intermediate space 82 formed between the turbine torsion damper 43 and a constriction of the turbine wheel 35 in the direction of the automatic transmission 81.
  • the drive torque is transmitted from the bush 32 to the transmission input shaft 83 of the automatic transmission 81.
  • At least one further spring-mass system 22 is arranged parallel to the power flow in the interior of the automatic transmission 81, in particular in the spaces formed between the transmission members.
  • the spring-mass system 22 is directly coupled to the transmission input shaft 83 in a rotationally fixed manner.
  • the spring-mass system can be coupled to another gear element, in particular rotating at a different speed.
  • the illustrated embodiments can be combined with one another as desired. For example, the use of several spring-mass systems 22 is possible.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

The invention relates to the drive train of a motor vehicle. In order to reduce torsional vibrations of the drive train, the use of spring damper elements, dual-mass flywheels or drive shaft amortizing elements is already known per se. The aim of the invention is to provide a drive train that has improved dynamics. According to the invention, a vibratable spring-mass system (22) is disposed parallel to the drive train. Said system acts as an amortizer between the starting element (10) and the output shaft (13) of the gearbox. Said compact, space-saving structure results in effective reduction of vibrations of the drive train. The invention can be used in the drive trains of motor vehicles, especially passenger cars.

Description

Antriebssträng eines Kraf fahrzeuges Powertrain of a motor vehicle

Die Erfindung betrifft den Antriebsstrang eines Kraftfahrzeuges gemäß ausgewählten Merkmalen des Patentanspruchs 1.The invention relates to the drive train of a motor vehicle according to selected features of patent claim 1.

Bekannte Antriebsstränge eines Kraftfahrzeuges verfügen über ein Antriebsaggregat, welches über ein Anfahrelement, ein Getriebe, eine Ausgangswelle des Getriebes und ein Achsgetriebe mit zwei Fahrzeugrädern in Antriebsverbindung stehen. Bei dem Antriebsstrang handelt es sich um einen mehrdimensionalen Schwinger bzw. einen Kontinuumsschwinger, welcher in Folge der schwankenden, nichtlinearen oder zeitveränderlichen Anregung durch das Antriebsaggregat, durch Kupplungs- oder Schalt- bedingüngen und durch zeitveränderliche Abtriebsbedingungen an den Fahrzeugrädern zu TorsionsSchwingungen angeregt wird. Weitere Anregungsmechanismen für Torsionsschwingungen sind die Verzahnungen bei Zahnradgetrieben, eine Parametererregung sowie Anregungen infolge des Übertragungsverhaltens von Kreuzgelenken bei Kardanwellen. Darüber hinaus kann es bei dem Einsatz eines hydrodynamischen Drehmomentwandlers und einer Wandlerüber- brückungs upplung bei Betätigung der Wandlerüberbrückungs- kupplung zu weiteren Torsionsschwingungen des Antriebsstranges kommen. Derartige Torsionsschwingungen wirken sich nachteilig auf die Dynamik des Kraftfahrzeuges aus, insbesondere hinsichtlich des Geräusch- und/oder Fahrkomfortverhaltens.Known drive trains of a motor vehicle have a drive unit which is in drive connection via a starting element, a transmission, an output shaft of the transmission and an axle transmission with two vehicle wheels. The drive train is a multi-dimensional oscillator or a continuum oscillator, which is excited to torsional vibrations as a result of the fluctuating, non-linear or time-variable excitation by the drive unit, clutch or shift conditions and time-varying output conditions on the vehicle wheels. Other excitation mechanisms for torsional vibrations are the toothing in gear transmissions, parameter excitation and excitations due to the transmission behavior of universal joints in cardan shafts. In addition, when a hydrodynamic torque converter and a converter lockup clutch are used when the converter lockup clutch is actuated, further torsional vibrations of the drive train can occur. Such torsional vibrations have a disadvantageous effect on the dynamics of the motor vehicle, in particular with regard to the noise and / or driving comfort behavior.

Zur Verringerung derartiger Torsionsschwingungen ist es bekannt, in den Kraftfluß des Antriebsstranges Feder-Dämpfer- Elemente zwischenzuschalten. Beispielsweise findet ein Zweimassenschwungrad Einsatz, bei dem die Feder zwischen einem PrimärSchwungrad und einem SekundärSchwungrad (im Kraftfluß vor einer Anfahrkupplung) angeordnet ist. Durch die Schwungräder wird das Massenträgheitsmoment der Getriebeteile erhöht. Dadurch liegt der Resonanzbereich des Antriebsstrangs unter der Leerlaufdrehzahl des Antriebsaggregates, so dass Drehzahlschwankungen des Antriebsaggregates vermindert übertragen werden, vgl. bspw. die in der IPC-Klasse F16D003-14 angeführten Druckschriften.To reduce such torsional vibrations, it is known to interpose spring-damper elements in the power flow of the drive train. For example, a dual-mass flywheel is used, in which the spring is arranged between a primary flywheel and a secondary flywheel (in the power flow in front of a starting clutch). Through the flywheels the moment of inertia of the gear parts is increased. As a result, the resonance range of the drive train is below the idling speed of the drive unit, so that fluctuations in speed of the drive unit are transmitted to a lesser extent, cf. For example, the publications listed in the IPC class F16D003-14.

Eine weitere Maßnahme zur Vermeidung der unerwünschten TorsionsSchwingungen ist die Anordnung eines Torsionsdämpfers im Bereich des Anfahrelementes. Dieser ist beispielsweise in die Mitnehmerscheibe einer Trockenkupplung integriert oder an-/ abtriebsseitig einem hydrodynamischen Drehmomentwandler zugeordnet .Another measure for avoiding the undesirable torsional vibrations is the arrangement of a torsional damper in the area of the starting element. This is integrated, for example, in the drive plate of a dry clutch or assigned to a hydrodynamic torque converter on the input / output side.

Eine weitere Möglichkeit zur Beeinflussung der Torsionsschwingungen stellt der Einsatz eines hydrodynamischen Drehmomentwandlers dar, welcher infolge der hydrodynamischen Kraftübertragung ein verbessertes Schwingungsverhalten aufweist .Another possibility for influencing the torsional vibrations is the use of a hydrodynamic torque converter, which has an improved vibration behavior due to the hydrodynamic power transmission.

Des weiteren ist der Einsatz einer permanent oder intermittierend schlupfenden nassen oder trockenen Reibkupplung bei elektronisch kontrollierten KupplungsSystemen bekannt. Darüber hinaus ist es bei dem Einsatz eines hydrodynamischen Drehmomentwandlers möglich, eine gesteuerteFurthermore, the use of a permanently or intermittently slipping wet or dry friction clutch in electronically controlled clutch systems is known. In addition, when using a hydrodynamic torque converter, it is possible to use a controlled one

Wandlerüberbrückungskupplung einzusetzen, welche ebenfalls eine Verbesserung des Schwingungsverhaltens herbeiführt .To use converter lock-up clutch, which also brings about an improvement in the vibration behavior.

Insbesondere zur Schwächung von Resonanzerscheinungen ist es des weiteren bekannt, im Bereich der Gelenkwelle einen Tilger einzusetzen, vergleiche DE 197 33 478 AI, DE 42 01 049, DE 199 14 871 AI, DE 196 04 160 Cl, DE 42 38 683 Cl . Der Einsatz eines Tilgers im Bereich eines Schwungrades, einesIn particular for weakening resonance phenomena, it is also known to use an absorber in the area of the cardan shaft, compare DE 197 33 478 AI, DE 42 01 049, DE 199 14 871 AI, DE 196 04 160 Cl, DE 42 38 683 Cl. The use of an absorber in the area of a flywheel, one

Zweimassenschwungrades oder einer Kupplung ist beispielsweise aus den Druckschriften DE 100 37 680 AI, DE 199 51 577 AI, DE 197 09 092 Cl, DE 197 09 092 Cl und DE 198 31 158 AI bekannt. Der vorliegenden Erfindung liegt die Aufgabe zugrunde, einen hinsichtlich des dynamischen Übertragungsverhaltens verbesserten Antriebsstrang vorzuschlagen.Dual mass flywheel or a clutch is known for example from the publications DE 100 37 680 AI, DE 199 51 577 AI, DE 197 09 092 Cl, DE 197 09 092 Cl and DE 198 31 158 AI. The object of the present invention is to propose a drive train which is improved with regard to the dynamic transmission behavior.

Die der Erfindung zugrundeliegende Aufgabe wird durch die Merkmale des Patentanspruchs 1 gelöst . Das Antriebsaggregat steht über mindestens ein Anfahrelemen , insbesondere eine Kupplung oder einen hydrodynamischer Drehmomentwandler, ein oder mehrere (Teil-) Getriebe, mindestens eine Ausgangswelle des Getriebes, welche beispielsweise mit einer Kardanwelle verbunden 'ist, und ein bzw. im Falle eines Allradantriebes zwei Achsgetriebe mit einem oder mehreren Fahrzeugrädern in Antriebs erbindung . Das Antriebsaggregat kann als Brennkraftmaschine, Hybridantrieb oder Starter-Generator-System ausgebildet sein. Ein schwingungsf higes Feder-Masse-System ist nicht in Reihe mit dem Antriebsstrang verbunden, sondern befindet sich in Parallelschaltung zu diesem. Dies hat den Vorteil, dass die Elastizität des AntriebsStranges durch die erfindungsgemäße Maßnahme nicht verändert wird, so dass eine unmittelbare Beeinflussung der Agilität des Fahrzeuges ausgeschlossen ist. Das Feder-Masse-System bildet einen Tilger, vgl. hierzu bspw. Magnus, Popp: Schwingungen, Teubner Studienbücher Mechanik, Stuttgart, 1997. Der Tilger steht in Wechselwirkung mit den Torsionsschwingungen des Antriebs- Stranges .The object on which the invention is based is achieved by the features of patent claim 1. The drive unit stands over at least one start-up element, in particular a clutch or a hydrodynamic torque converter, one or more (partial) transmissions, at least one output shaft of the transmission, which is connected, for example, to a cardan shaft, and one or, in the case of an all-wheel drive, two axle transmissions with one or more vehicle wheels in drive connection. The drive unit can be designed as an internal combustion engine, hybrid drive or starter-generator system. A vibration-capable spring-mass system is not connected in series with the drive train, but is in parallel with it. This has the advantage that the elasticity of the drive train is not changed by the measure according to the invention, so that a direct influence on the agility of the vehicle is excluded. The spring-mass system forms an absorber, cf. see, for example, Magnus, Popp: Vibrations, Teubner Study Books Mechanics, Stuttgart, 1997. The absorber interacts with the torsional vibrations of the drive train.

Erfindungsgemäß erfolgt der Energieaustausch mit dem Antriebsstrang, insbesondere die mechanische Verbindung zwischen Feder-Masse-System und anderen in Reihe geschalteten Organen des Antriebsstranges, zwischen dem Anfahrelement und der Äusgangswelle des Getriebes . Dies hat einerseits den Vorteil, dass ohnehin vorhandene Bauräume zwischen dem Anfahrelement und dem Getriebeausgang genutzt werden können, so dass sich trotz der erfindungsgemäßen Anordnung des Tilgers keine oder unwesentliche Bauraumvergrößerungen ergeben. Des weiteren werden erfindungsgemäß durch das Anfahrelement verursachte Störkräfte auf dem Weg zur Ausgangswelle durch den Tilger abgeschwächt.According to the invention, the energy exchange takes place with the drive train, in particular the mechanical connection between the spring-mass system and other organs of the drive train connected in series, between the starting element and the output shaft of the transmission. On the one hand, this has the advantage that existing space between the starting element and the transmission output can be used anyway, so that despite the arrangement of the damper according to the invention, there is no or insignificant increase in installation space. Furthermore, according to the invention, the starting element Interfering forces caused on the way to the output shaft are weakened by the absorber.

Entsprechend einer vorzugsweisen Ausgestaltung der Erfindung ist das Anfahrelement als hydrodynamischer Drehmomentwandler ausgebildet. In diesem Fall kann der dämpfende Einfluß des Drehmomentwandlers, welcher in Reihenschaltung im Antriebsstrang angeordnet ist, mit den Eigenschaften des Tilgers überlagert werden. Vorteilhaft ist der Einsatz des Tilgers in Verbindung mit einer Wandlerüberbrückungskupplung, da der Tilger etwaige Kraftstöße beim Schließen der Wandlerüberbrückungskupplung abschwächen kann. Bei geschlossener Wandlerüberbrückungskupplung fällt der dämpfende Einfluß des Drehmomentwandlers weg, so dass mittels des Tilgers in diesem Arbeitsbereich des hydrodynamischen Drehmoment andlers gezielt eine Beeinflussung bzw. Reduzierung der TorsionsSchwingungen erfolgen kann.According to a preferred embodiment of the invention, the starting element is designed as a hydrodynamic torque converter. In this case, the damping influence of the torque converter, which is arranged in series in the drive train, can be overlaid with the properties of the absorber. It is advantageous to use the damper in conjunction with a converter lock-up clutch, since the damper can weaken any force surges when the converter lock-up clutch is closed. When the converter lockup clutch is closed, the damping influence of the torque converter is eliminated, so that the damper can be used to influence or reduce the torsional vibrations in this working area of the hydrodynamic torque converter.

Gemäß einer Weiterbildung der Erfindung ist dem Anfahrelement ein Torsionsdämpfer mit zwei Torsionsdämpferstufen nachgeschaltet . Der Torsionsdämpfer befindet sich im Kraftfluß des AntriebsStranges und bewirkt einen weichen, gedämpften Antriebsstrang. Durch die Ausbildung des Torsionsdämpfers mit zwei in Reihe geschalteten Torsionsdämpferstufen kann ein besonders weiches Übertragungsverhalten unter Gewährleistung großer Wege realisiert werden. Erfindungsgemäß ist das Feder- Masse-System zwischen der ersten Torsionsdämpferstufe und der zweiten Torsionsdämpferstufe angeordnet. Hierdurch ergibt sich ein besonders gutes dynamisches Übertragungsverhalten. Des weiteren kann das Feder-Masse-System besonders gut in den für die zwei Torsionsdämpferstufen vorgesehenen Bauraum, insbesondere radial zwischen den beiden Torsionsdämpferstufen, integriert werden.According to a development of the invention, the starting element is followed by a torsion damper with two torsion damper stages. The torsion damper is located in the power train of the drive train and creates a soft, damped drive train. By designing the torsion damper with two torsion damper stages connected in series, a particularly soft transmission behavior can be achieved while ensuring long distances. According to the invention, the spring-mass system is arranged between the first torsion damper stage and the second torsion damper stage. This results in a particularly good dynamic transmission behavior. Furthermore, the spring-mass system can be integrated particularly well into the installation space provided for the two torsion damper stages, in particular radially between the two torsion damper stages.

Vorzugsweise ist dem Anfahrelement ein Torsionsdämpfer nachgeschaltet. In diesem Fall ist das Feder-Masse-System zwischen dem Torsionsdämpfer und einem Getriebeglied einer Getriebestufe an den Antriebsstrang angekoppelt. Vorzugsweise handelt es sich hierbei um die Getriebeeingangswelle. Beispielsweise ist das Feder-Masse-System entsprechend bekannten (rohrförmigen) Schwingungstilgersystemen ausgebildet.A torsion damper is preferably connected downstream of the starting element. In this case, the spring-mass system between the torsion damper and a transmission link is one Gear stage coupled to the drive train. This is preferably the transmission input shaft. For example, the spring-mass system is designed in accordance with known (tubular) vibration damper systems.

Bei einem weiteren erfindungsgemäßen Antriebsstrang verfügt das Feder-Masse-System über einen parallel oder in Reihe zu einer Feder des Feder-Masse-Systems geschalteten Dämpfer. Über den Dämpfer kann das Übertragungsverhalten des Antriebsstrangs weiter beeinflußt werden. Bei dem Dämpfer handelt es sich um einen an sich bekannten, beliebigen nichtlinearen oder linearen Dämpfer, beispielsweise einen viskosen Dämpfer. Alternativ kann die Feder und der Dämpfer als ein integrales Bauteil ausgebildet sein, beispielsweise mittels eines Materiales, welches zugleich über federnde und dämpfende Eigenschaften verfügt. Denkbar ist ebenfalls der Einsatz eines Dämpfers, welcher (zumindest teilweise) über eine trockene Reibung verfügt, wodurch eine besonders wirkungsvolle Bedämpfung der Schwingungen möglich ist.In a further drive train according to the invention, the spring-mass system has a damper connected in parallel or in series with a spring of the spring-mass system. The transmission behavior of the drive train can be further influenced via the damper. The damper is any non-linear or linear damper known per se, for example a viscous damper. Alternatively, the spring and the damper can be formed as an integral component, for example by means of a material which also has resilient and damping properties. It is also conceivable to use a damper which (at least in part) has a dry friction, which enables a particularly effective damping of the vibrations.

Nach einer vorzugsweisen Ausgestaltung des Antriebsstranges ist das Feder-Masse-System als Torsionsschwinger ausgebildet. Diese Ausgestaltung stellt eine besonders einfache Umsetzung des Tilgers dar, da die Drehbewegung des Antriebsstranges unmittelbar in die TorsionsSchwingungen des Feder-Masse-Systems umgesetzt werden kann. Der Torsionsschwinger führt Drehschwingungen um eine Welle des Getriebes aus. Hierdurch ergibt sich eine besonders kompakte Anordnung, insbesondere ohne zusätzliche Massenkräfte wie sie beispielsweise bei translatorischen Schwingungen auftreten. Weiterhin sind für Torsionsschwingungen mit kleinen Massen über große Radien große Massenträgheitsmomente erzielbar.According to a preferred embodiment of the drive train, the spring-mass system is designed as a torsional oscillator. This configuration represents a particularly simple implementation of the damper, since the rotational movement of the drive train can be converted directly into the torsional vibrations of the spring-mass system. The torsional vibrator carries out torsional vibrations around a shaft of the transmission. This results in a particularly compact arrangement, in particular without additional inertia forces such as occur, for example, in the case of translational vibrations. Furthermore, large moments of inertia can be achieved for torsional vibrations with small masses over large radii.

Nach einer besonderen Ausführungsform der Erfindung ist das Feder-Masse-System als Getriebetilger ausgebildet. Entsprechend dieser Ausgestaltung der Erfindung ist der Tilger einem Getriebeglied, welches zwischen der Getriebeeingangswelle und der Getriebeausgangswelle im Kraftfluß angeordnet ist, zugeordnet. Beispielsweise ist das- Feder-Masse-System an einem Zahnrad eines Zahnradpaares, einer Getriebewelle oder einem Getriebeglied eines Planetensatzes angelenkt. Hierbei kann in vorteilhafter Weise die ohnehin vorhandene Übersetzung der Getriebeglieder verwendet werden, so dass der Tilger mit einer gegenüber der Drehzahl des Antriebsaggregates veränderten Drehzahl betrieben wird. Gleichzeitig ist das Getriebeglied multifunktional ausgebildet, wodurch auch eine kompakte Bauweise gewährleistet ist.According to a special embodiment of the invention, the spring-mass system is designed as a gear reducer. According to this embodiment of the invention, the absorber is a transmission link which is located between the transmission input shaft and the transmission output shaft is arranged in the power flow, assigned. For example, the spring-mass system is articulated on a gear wheel of a gear pair, a gear shaft or a gear member of a planetary gear set. In this case, the already existing transmission ratio of the transmission members can be used in an advantageous manner, so that the damper is operated at a speed that is different from the speed of the drive unit. At the same time, the transmission link is designed to be multifunctional, which also ensures a compact design.

Nach einer Weiterbildung der Erfindung verfügt das Feder-Masse- System über eine veränderliche Eigenfrequenz. Auf diese Weise ist eine besonders effektive Nutzung des Tilgereffektes in einem breiteren Frequenzband ermöglicht.According to a development of the invention, the spring-mass system has a variable natural frequency. In this way, a particularly effective use of the absorber effect in a wider frequency band is made possible.

Vorzugsweise ist das Schwingungsverhalten des Feder-Masse- Systems über eine Steuerung oder Regelung beeinflussbar. Diese Beeinflussung kann beispielsweise in einer Zu- und Abschaltung des Tilgers in besonderen Betriebssituationen bestehen. Weiterhin ist die Beeinflussung der Eigenfrequenz- über die Steuerung oder Regelung möglich. Ebenfalls kann über die Steuerung oder Regelung eine Umschaltung der dynamischen Kenngrößen des Feder-Masse-Systems erfolgen. Alternativ oder zusätzlich kann das Schwingungsverhalten über konstante, harmonische oder stochastische Störkräfte im Bereich des Tilgers beeinflußt werden.The vibration behavior of the spring-mass system can preferably be influenced via a control or regulation. This influence can consist, for example, of switching the damper on and off in special operating situations. It is also possible to influence the natural frequency via the control or regulation. The dynamic parameters of the spring-mass system can also be switched via the control or regulation. Alternatively or additionally, the vibration behavior can be influenced by constant, harmonic or stochastic disturbing forces in the area of the absorber.

Entsprechend einem besonderen Vorschlag der Erfindung ist die Feder des Feder-Masse-Systems mit einer Stahlfeder gebildet. Derartige Federn haben den Vorteil, dass deren mechanische Eigenschaften von der Temperatur, der Lebensdauer und Materialtoleranzen im wesentlichen unbeeinflußt sind, so dass sich keine Änderungen des dynamischen Verhaltens des Antriebs- Stranges im Betrieb oder infolge von Ungenauigkeiten der Fertigung ergeben können. Vorteilhafte Weiterbildungen ergeben sich aus der Beschreibung und den Zeichnungen. Bevorzugte Ausführungsbeispiele des erfindungsgemäßen Antriebsstranges werden nachfolgend anhand der Zeichnung näher erläutert. Die Zeichnung zeigt:According to a special proposal of the invention, the spring of the spring-mass system is formed with a steel spring. Such springs have the advantage that their mechanical properties are essentially unaffected by the temperature, service life and material tolerances, so that no changes in the dynamic behavior of the drive train during operation or as a result of inaccuracies in production can occur. Advantageous further developments result from the description and the drawings. Preferred exemplary embodiments of the drive train according to the invention are explained in more detail below with reference to the drawing. The drawing shows:

Fig. 1 ein mechanisches Ersatzmodell eines Antriebsstranges,1 is a mechanical replacement model of a drive train,

Fig. 2 ein mechanisches Ersatzmodel eines weiterenFig. 2 shows a mechanical replacement model of another

Antriebsstranges mit einem Turbinentorsionsdämpfer,Drive train with a turbine torsion damper,

Fig. 3 ein mechanisches Ersatzmodel eines weiterenFig. 3 shows a mechanical replacement model of another

Antriebsstranges mit einem Turbinentorsionsdämpfer und einem Gelenkwellentilger,Drive train with a turbine torsion damper and a propeller shaft compensator,

Fig. 4 ein mechanisches Ersatzmodel eines Antriebsstranges mit einem Getriebetilger,4 shows a mechanical replacement model of a drive train with a gear reducer,

Fig. 5 ein mechanisches Ersatzmodel eines Antriebsstranges mit einem Turbinentorsionsdämpfer und einem zwischen Getriebe und Turbinentorsionsdämpfer angeordneten Tilger,5 shows a mechanical replacement model of a drive train with a turbine torsion damper and a damper arranged between the transmission and the turbine torsion damper,

Fig. 6 eine beispielhafte konstruktive Ausgestaltung eines Antriebsstranges mit Tilger in einem Teil- querschnitt ,6 shows an exemplary design of a drive train with a damper in a partial cross section,

Fig. 7 eine alternative konstruktive Ausgestaltung eines Antriebsstranges mit Tilger im Teilquerschnitt undFig. 7 shows an alternative design of a drive train with absorber in partial cross section and

Fig. 8 eine alternative konstruktive Ausgestaltung eines Antriebsstranges mit einem Getriebetilger.Fig. 8 shows an alternative constructive embodiment of a drive train with a gear reducer.

Gemäß dem in Fig. 1 dargestellten Antriebsstrang verfügt dieser über ein Anfahrelement, insbesondere eine nasse oder trockene Kupplung oder einen hier dargestellten hydrodynamischen Drehmomentwandler 10 mit einer Pumpe 11 und einer Turbine 12, eine Eingangswelle 13, ein Getriebe 14, eine Gelenkwelle 15, ein Hinterachsgetriebe 16 und mindestens eine angetriebene Seitenwelle 17, welche zwischen einem ein Antriebsmoment 18 abgebenden Antriebsaggregat und einem Fahrzeugrad 19 angeordnet sind.According to the drive train shown in FIG. 1, it has a starting element, in particular a wet or dry clutch or a hydrodynamic torque converter 10 shown here with a pump 11 and a turbine 12, an input shaft 13, a transmission 14, an articulated shaft 15, a rear axle gear 16 and at least one driven side shaft 17, which are arranged between a drive unit emitting a drive torque 18 and a vehicle wheel 19.

Das Antriebsmoment 18 ist konstant oder veränderlich, insbesondere nach Maßgabe eines Fahrzeugwunsches, und überlagert von zeitlichen Momentenschwankungen in Folge eines ungleichförmigen Antriebes durch das Antriebsaggregat .The drive torque 18 is constant or variable, in particular in accordance with a vehicle request, and is superimposed by temporal fluctuations in torque as a result of a non-uniform drive by the drive unit.

Der hydrodynamische Drehmomentwandler 10 kann zusätzlich zu der Pumpe 11 und der Turbine 12 über ein Leitrad verfügen.The hydrodynamic torque converter 10 can have a stator in addition to the pump 11 and the turbine 12.

Das Getriebe 14 ist als beliebiges Getriebe ausgebildet, beispielsweise als Schaltgetriebe, als Automatikgetriebe, als Planetengetriebe oder als Getriebe in Vorgelegebauart, und kann manuell oder (teil-) automatisiert betrieben werden.The transmission 14 is designed as any transmission, for example as a manual transmission, as an automatic transmission, as a planetary transmission or as a transmission of the countershaft type, and can be operated manually or (partly) automatically.

Bei dem Hinterachsgetriebe 16 handelt es sich um ein an sich bekanntes Verteilergetriebe oder Differentialgetriebe.The rear axle gear 16 is a known transfer case or differential gear.

Das Fahrzeugrad 19 steht über einen Reibkontakt mit der Fahrbahn 20 in Wirkverbindung. Der Reibkontakt bildet eine Randbedingung für die in Fig. 1 dargestellte Schwingerkette.The vehicle wheel 19 is operatively connected to the road 20 via a frictional contact. The frictional contact forms a boundary condition for the oscillator chain shown in FIG. 1.

Die Antriebswelle 13, die Gelenkwelle 15 und die Seitenwelle 17 sind in' Fig. 1 als Torsionsfedern dargestellt und der hydrodynamische Drehmomentwandler 10, das Getriebe 14, das Hinterachsgetriebe 16 und das Fahrzeugrad 19 als (starre) Massen. Tatsächlich können die federnden Bauteile 13,15,17 über eine Masse verfügen und die Bauteile 10,14,16 und 19 über eine endliche Steifigkeit . Die Bauteile 11,12,13,14,15,16,17 und 19 sind in der vorgenannten Reihenschaltung im Kraftfluß hintereinander angeordnet .The drive shaft 13, the cardan shaft 15 and the side shaft 17 are shown in FIG. 1 as torsion springs and the hydrodynamic torque converter 10, the transmission 14, the rear axle transmission 16 and the vehicle wheel 19 as (rigid) masses. In fact, the resilient components 13, 15, 17 can have a mass and the components 10, 14, 16 and 19 have a finite stiffness. The components 11, 12, 13, 14, 15, 16, 17 and 19 are arranged one behind the other in the aforementioned series connection in the power flow.

Bei im übrigen dem Antriebsstrang gemäß Fig. 1 entsprechender Gestaltung ist bei dem in Fig. 2 dargestellten Antriebsstrang zwischen dem hydrodynamischen Drehmomentwandler 10 und der Eingangswelle 13 ein Turbinentorsionsdämpfer 21 in Reihenschaltung zwischengeschaltet.In the rest of the design corresponding to the drive train according to FIG. 1, the drive train shown in FIG. 2 is A turbine torsional damper 21 is connected in series between the hydrodynamic torque converter 10 and the input shaft 13.

Der in Fig. 3 dargestellte Antriebsstrang verfügt abweichend zu dem in Fig. 2 dargestellten Antriebsstrang über einen Gelenkwellentilger, welcher in mechanischer Parallelschaltung zu dem Antriebsstrang angeordnet ist und welcher im Bereich der Seitenwelle 17, des Hinterachsgetriebes 16 oder der Gelenkwelle 15 einen Energieaustausch bzw. eine Krafteinleitung mit dem Antriebsstrang ausführt. Der Gelenkwellentilger ist als Feder- Masse-System 22 ausgebildet. Das Feder-Masse-System 22 bildet ein schwingungsfähiges System, welches über mindestens einen Freiheitsgrad verfügt. Das Feder-Masse-System 22 ist als 'translatorischer Schwinger, welcher an dem Umfang eines Elementes des Antriebsstranges angreift, oder aber als rotatorischer Schwinger, welcher ein Moment in den Antriebsstrang einleitet, ausgebildet. Das Feder-Masse-System ist gemäß Fig. 3 im einfachsten Fall als System mit einer linearen oder nicht linearen konstanten oder veränderlichen Steifigkeit sowie mit einer konstanten oder veränderlichen Masse ausgebildet. Ergänzend kann das System über eine lineare oder nichtlineare, trockene oder viskose Dämpfung verfügen. Die Steifigkeit und die Dämpfung des Feder-Masse-Systems können in Reihenschaltung und/oder Parallelschaltung zwischen dem Antriebsstrang und der schwingenden Masse angeordnet sein.In contrast to the drive train shown in FIG. 2, the drive train shown in FIG. 3 has an articulated shaft absorber, which is arranged in a mechanical parallel connection to the drive train and which in the area of the side shaft 17, the rear axle gear 16 or the drive shaft 15 has an energy exchange or one Force transmission with the drive train. The articulated shaft compensator is designed as a spring-mass system 22. The spring-mass system 22 forms an oscillatory system which has at least one degree of freedom. The spring-mass system 22 is configured as a 'translational transducer which engages the periphery of an element of the drive train or as a rotary transducer, which initiates a torque in the drive train. 3, in the simplest case, the spring-mass system is designed as a system with a linear or non-linear constant or variable stiffness and with a constant or variable mass. In addition, the system can have linear or non-linear, dry or viscous damping. The rigidity and the damping of the spring-mass system can be arranged in series and / or in parallel between the drive train and the vibrating mass.

Vorzugsweise ist das Feder-Masse-System 22 als Rotationsschwinger ausgebildet, wobei die Masse 24 ein Bauelement des Antriebsstranges mindestens teilweise umgibt und beispielsweise hohlzylinderfδrmig oder hohlZylinder-Segmentförmig ausgebildet ist. Das Bauelement des AntriebsStranges und die Masse 24 sind über eine Torsionsfeder 23 miteinander verbunden, wobei ein Federfußpunkt der Torsionsfeder 23 mit dem Bauelement des Antriebsstranges, insbesondere im Bereich von dessen Außenfläche, verbunden ist und der andere Federfußpunkt des Federelementes 23 mit der Masse 24, insbesondere im Bereich von deren Innenfläche, verbunden ist. Bei der Feder 23 handelt es sich insbesondere um ein elastisches Zwischenmaterial, welches den zwischen der Masse 24 und dem Bauteil des Antriebsstranges gebildeten Zwischenraum zumindest teilweise ausfüllt.The spring-mass system 22 is preferably designed as a rotary oscillator, the mass 24 at least partially surrounding a component of the drive train and for example in the form of a hollow cylinder or a hollow cylinder segment. The component of the drive train and the mass 24 are connected to one another via a torsion spring 23, one spring base point of the torsion spring 23 being connected to the component of the drive train, in particular in the region of its outer surface, and the other spring base point of the spring element 23 to the mass 24, in particular In the range of whose inner surface is connected. The spring 23 is in particular an elastic intermediate material which at least partially fills the intermediate space formed between the mass 24 and the component of the drive train.

Der in Fig. 4 dargestellte Antriebsstrang ist abweichend von dem in Fig. 2 dargestellten Antriebsstrang mit einem Feder- Masse-System 22 entsprechend Fig. 3 ausgestattet, wobei abweichend zur Fig. 3 das Feder-Masse-System 22 im Bereich des Getriebes 14 mit dem Antriebsstrang in Wechselwirkung steht . Hierbei kann die Kopplung zwischen dem Feder-Masse-System 22 an der Eingangswelle des Getriebes, der Ausgangswelle des Getriebes oder einem beliebigen zwischen der Eingangswelle und der Ausgangswelle im Kraftfluß liegenden Getriebeelement erfolgen.The drive train shown in FIG. 4 is provided with a spring-mass system 22 corresponding to FIG. 3, in contrast to the drive train shown in FIG. 2, with the spring-mass system 22 in the area of the transmission 14 being different from FIG. 3 the powertrain interacts. Here, the coupling between the spring-mass system 22 on the input shaft of the transmission, the output shaft of the transmission or any transmission element lying in the power flow between the input shaft and the output shaft can take place.

Der in Fig. 5 dargestellte Antriebsstrang verfügt abweichend zu dem in Fig. 2 dargestellten Antriebsstrang über ein Feder- Masse-System 22, welches abweichend von Fig. 3 zwischen dem Turbinentorsionsdämpfer 21 und der Getriebeeingangswelle 13 in Wechselwirkung mit dem Antriebsstrang steht. Für den Fall, dass mehrere Turbinentorsionsdämpfer 21 in Reihenschaltung hintereinander vorgesehen sind, kann abweichend von der in Fig. 5 dargestellten Ausführungsform die Kopplung des Feder-Masse- Systems 22 zwischen einzelnen Turbinentorsionsdämpfern 21 erfolgen. Abweichend kann eine Kopplung des Feder-Masse-Systems 22 zwischen der Turbine 12 und dem Turbinentorsionsdämpfer 21 erfolgen.In contrast to the drive train shown in FIG. 2, the drive train shown in FIG. 5 has a spring-mass system 22 which, in contrast to FIG. 3, interacts with the drive train between the turbine torsion damper 21 and the transmission input shaft 13. In the event that a plurality of turbine torsion dampers 21 are provided in series, the spring-mass system 22 can be coupled between individual turbine torsion dampers 21, in deviation from the embodiment shown in FIG. 5. Deviatingly, the spring-mass system 22 can be coupled between the turbine 12 and the turbine torsion damper 21.

Fig. 6 zeigt einen Antriebsstrang mit einem hydrodynamischen Drehmomentwandler 30, der eingangsseitig mit einer Kurbelwelle eines Antriebsaggregates und der ausgangsseitig über eine Buchse 32 mittels einer Innenverzahnung 33 mit einer in Fig. 6 nicht dargestellten Getriebeeingangswelle verbunden ist. Mittels des hydrodynamischen Drehmomentwandlers 30 erfolgt eine Drehmomentübertragung zwischen Kurbelwelle und Getriebeeingangswelle unter Gewährleistung eines hydrodynamischen Schlupfes in ausgewählten Betriebssituationen. Der hydrodynamische Drehmomentwandler 30 verfügt über ein Pumpenrad 34, ein Turbinenrad 35 sowie ein Leitrad 36. Das Pumpenrad 34 ist drehfest mit dem Gehäuse 31 verbunden. Das Leitrad 36 stützt sich in an sich üblicher Weise an einem Freilauf 37 ab. Die innere Nabe 38 des Freilaufes 37 ist mittels einer Innenverzahnung 39 drehfest mit einer - konzentrisch zur Getriebeeingangswelle angeordneten, nicht dargestellten Welle verbunden. Das Turbinenrad 35 ist drehfest mit einer Eingangsseite 39 eines Turbinen- orsionsdämpfers 40 verbunden.FIG. 6 shows a drive train with a hydrodynamic torque converter 30, which is connected on the input side to a crankshaft of a drive unit and on the output side via a bushing 32 by means of internal teeth 33 to a transmission input shaft not shown in FIG. 6. The hydrodynamic torque converter 30 is used to transmit torque between the crankshaft and the transmission input shaft while ensuring a hydrodynamic one Slip in selected operating situations. The hydrodynamic torque converter 30 has a pump wheel 34, a turbine wheel 35 and a stator wheel 36. The pump wheel 34 is connected to the housing 31 in a rotationally fixed manner. The stator 36 is supported in a conventional manner on a freewheel 37. The inner hub 38 of the freewheel 37 is non-rotatably connected by means of an internal toothing 39 to a shaft, not shown, which is arranged concentrically to the transmission input shaft. The turbine wheel 35 is connected in a rotationally fixed manner to an input side 39 of a turbine orsion damper 40.

Der Tubinentorsionsdämpfer 40 bildet einen Torsionsschwinger mit einem Drehfreiheitsgrad, bei welchem die Drehsteifigkeit mittels in Umfangsriehtung orientierten Federn gebildet ist. Der Torsionsdämpfer 40 kann weiterhin über dämpfende Eigenschaften verfügen, beispielsweise in Folge viskoser Dämpfungselemente oder trockener Reibung wie der Reibung zwischen den Außen-flachen der Federn 41 an der Eingangs- oder Ausgangsseite des Turbinentorsionsdämpfers 40. Ausgangsseitig ist der Turbinentorsionsdämpfer 40 über ein Übertragungselement 42 mit der Eingangsseite eines Turbinentorsionsdämpfer 43 verbunden. Über Federn 44, insbesondere mehrere in Reihe oder parallel geschaltete Federn oder ineinander geschachtelte Federn, ist das Übertragungselement 42 mit der Ausgangsseite des Turbinen-torsionsdämpfers 43 verbunden. Die Ausgangsseite ist mit einem Stützring 45 gebildet, welcher drehfest mit der Buchse 32 verbunden ist.The tube torsion damper 40 forms a torsional oscillator with a degree of freedom of rotation, in which the torsional rigidity is formed by springs oriented in the circumferential direction. The torsion damper 40 can also have damping properties, for example as a result of viscous damping elements or dry friction, such as the friction between the outer flat surfaces of the springs 41 on the input or output side of the turbine torsion damper 40. The turbine torsion damper 40 is on the output side via a transmission element 42 with the Input side of a turbine torsion damper 43 connected. The transmission element 42 is connected to the output side of the turbine torsion damper 43 via springs 44, in particular a plurality of springs connected in series or in parallel, or nested springs. The output side is formed with a support ring 45, which is connected in a rotationally fixed manner to the socket 32.

Die Turbinentorsionsdämpfer 40,43 sind vorzugsweise in einer Ebene quer zur Längsachse der Kurbelwelle angeordnet. Die Turbinentorsionsdämpfer sind im Kraftfluß hintereinander- geschaltet . Der Turbinentorsionsdämpfer 43 ist radial innenliegend vom Turbinentorsionsdämpfer 40 angeordnet.The turbine torsion dampers 40, 43 are preferably arranged in a plane transverse to the longitudinal axis of the crankshaft. The turbine torsion dampers are connected in series in the power flow. The turbine torsion damper 43 is arranged radially on the inside of the turbine torsion damper 40.

Des weiteren verfügt der hydrodynamische Drehmomentwandler 30 über eine Wandlerüberbrückungskupplung 46. Drehfest mit dem Gehäuse 31 verbunden ist ein Lamellenträger 47, in welchem Lamellen 48 drehfest und axial verschieblich aufgenommen sind. Weiterhin verfügt die Wandlerüberbrückungskupplung 46 über einen inneren Lamellenträger 49, an dessen Außenfläche drehfest und axial verschieblich Lamellen 50 gehalten sind. Über eine Kupplungsbetätigungseinrichtung 51 sind die Lamellen 48,49 in axialer Richtung derart verschiebbar, dass diese zwischen der Kupplungsbetätigungseinrichtung 51 und einem am äußeren Lamellenträger 47 ausgebildeten Anschlag 52 verspannbar sind. Die Kupplungsbetätigungseinrichtung 51 ist gebildet mit einem Kolben, welcher über ein Hydraulikmittel nach Maßgabe einer Steuereinrichtung der Kupplungsbetätigungseinrichtung 51 betätigbar ist. Der innere Lamellenträger 49 ist drehfest mit der Eingangsseite des Turbinentorsionsdämpfers 43 bzw. dem Übertragungseϊement 42 verbunden.Furthermore, the hydrodynamic torque converter 30 has a converter lock-up clutch 46 Housing 31 is connected to a plate carrier 47, in which plates 48 are received in a rotationally fixed and axially displaceable manner. Furthermore, the converter lock-up clutch 46 has an inner disk carrier 49, on the outer surface of which disks 50 are held in a rotationally fixed and axially displaceable manner. The disks 48, 49 can be displaced in the axial direction via a clutch actuation device 51 such that they can be clamped between the clutch actuation device 51 and a stop 52 formed on the outer disk carrier 47. The clutch actuation device 51 is formed with a piston which can be actuated via a hydraulic medium in accordance with a control device of the clutch actuation device 51. The inner plate carrier 49 is rotatably connected to the input side of the turbine torsion damper 43 or the transmission element 42.

Bei geöffneter Wandlerüberbrückungskupplung 46 erfolgt der Kraftfluss von der Kurbelwelle über das Gehäuse 31, das Puppenrad 34, das Hydraulikmedium, das Turbinenrad 35, die Eingangsseite 39, die Federn 41, das Übertragungselement 42, die Federn 44, den Stützring 45 und die Buchse 32 in der vorgenannten Reihenfolge auf die Getriebeeingangswelle. Bei geschlossener Wandlerüberbrückungskupplung erfolgt die Übertragung über das Gehäuse 31, den äußeren Lamellenträger 47, die äußeren Lamellen 38, den Reibschluß zwischen äußeren Lamellen 48 und inneren Lamellen 50, den inneren Lamellenträger 49, die Federn 44, den Stützring 45 und die Buchse 32 in der vorgenannten Reihenfolge in Richtung der Getriebeeingangswelle.When the lockup clutch 46 is open, the power flow from the crankshaft via the housing 31, the doll wheel 34, the hydraulic medium, the turbine wheel 35, the input side 39, the springs 41, the transmission element 42, the springs 44, the support ring 45 and the bushing 32 in the aforementioned sequence on the transmission input shaft. When the converter lockup clutch is closed, the transmission takes place via the housing 31, the outer plate carrier 47, the outer plate 38, the frictional engagement between the outer plate 48 and the inner plate 50, the inner plate carrier 49, the springs 44, the support ring 45 and the bushing 32 in the aforementioned order in the direction of the transmission input shaft.

Gemäß dem in Fig. 6 dargestellten Ausführungsbeispiel ist im Bereich der Eingangsseite 39 des Turbinentorsionsdämpfers 40 ein Feder-Masse-System 22 in Parallelschaltung zum Kraftfluß angeordnet. Das Feder-Masse-System 22 verfügt über ein elastisches Halteelement 60, welches eine Masse 61 trägt. Die Masse 61 führt schwingende Bewegungen gegenüber der Eingangsseite 39 des Turbinentorsionsdämpfers 40 aus. Bei der Ausgestaltung gemäß Fig. 7 ist alternativ oder zusätzlich zu der in Fig. 6 dargestellten Ausführungsform ein Feder-Masse-System 22 in Parallelschaltung zum Stützring 45 bzw. zur Buchse 32 angeordnet. Das Feder-Masse-System 22 verfügt über einen Haltering 70, welcher über ein elastisches Koppelelement 71 eine Masse 72 trägt, insbesondere einen hohlzylinderförmigen Ring.According to the exemplary embodiment shown in FIG. 6, a spring-mass system 22 is arranged in the area of the input side 39 of the turbine torsion damper 40 in parallel with the power flow. The spring-mass system 22 has an elastic holding element 60 which carries a mass 61. The mass 61 performs oscillating movements with respect to the input side 39 of the turbine torsion damper 40. In the embodiment according to FIG. 7, as an alternative or in addition to the embodiment shown in FIG. 6, a spring-mass system 22 is arranged in parallel with the support ring 45 or the bush 32. The spring-mass system 22 has a retaining ring 70 which carries a mass 72, in particular a hollow cylindrical ring, via an elastic coupling element 71.

Das Feder-Masse-System 22 ist vorzugsweise in einem mit dem inneren Lamellenträger 49, dem Stützring 45 und der Kupplungs- betätigungseinrichtung 51 gebildeten Zwischenraum 73 angeordnet (vgl. Fig.7). Das Feder-Masse-System 22 kann ebenfalls in einem mit der Außenfläche des Turbinenleitrades 35, dem Gehäuse und der Eingangsseite 39 des Turbinen-torsionsdämpfers 40 gebildeten Zwischenraum 74 angeordnet sein (vgl. Fig.6).The spring-mass system 22 is preferably arranged in an intermediate space 73 formed with the inner disk carrier 49, the support ring 45 and the clutch actuation device 51 (cf. FIG. 7). The spring-mass system 22 can also be arranged in an intermediate space 74 formed with the outer surface of the turbine stator 35, the housing and the input side 39 of the turbine torsion damper 40 (cf. FIG. 6).

Fig. 8 zeigt einen Drehmomentwandler 80 sowie einen Teil eines diesem nachgeordneten Automatikgetriebes '81. Das Feder-Masse- System 22 ist in diesem Fall drehfest mit dem Übertragungselement 42 oder aber dem Stützring 45 verbunden. Das Feder- Masse-System 22 ist in einem zwischen dem Turbinentorsionsdämpfer 43 und einer Einschnürung des Turbinenrades 35 in Richtung des Automatikgetriebes 81 gebildeten Zwischenraum 82 angeordnet .Fig. 8 shows a torque converter 80 as well as a part of an automatic transmission arranged downstream '81. The spring-mass system 22 is in this case rotatably connected to the transmission element 42, or is connected to the support ring 45. The spring-mass system 22 is arranged in an intermediate space 82 formed between the turbine torsion damper 43 and a constriction of the turbine wheel 35 in the direction of the automatic transmission 81.

Von der Buchse 32 wird das Antriebsmoment auf die Getriebeeingangswelle 83 des Automatikgetriebes 81 übertragen. Im Inneren des Automatikgetriebes 81, insbesondere in zwischen Getriebeorganen gebildeten Zwischenräumen, ist mindestens ein weiteres Feder-Masse-System 22 parallel zum Kraftfluß angeordnet. Gemäß dem in Fig. 8 dargestellten Ausführungsbeispiel ist das Feder-Masse-System 22 drehfest an die Getriebeeingangswelle 83 unmittelbar angekoppelt. Abweichend kann das Feder-Masse-System an ein anderes, insbesondere mit abweichender Drehzahl umlaufendes Getriebeelement angekoppelt sein. Die dargestellten Ausführungsformen können beliebig miteinander kombiniert werden. Beispielsweise ist der Einsatz mehrerer Feder-Masse-Systeme 22 möglich. The drive torque is transmitted from the bush 32 to the transmission input shaft 83 of the automatic transmission 81. At least one further spring-mass system 22 is arranged parallel to the power flow in the interior of the automatic transmission 81, in particular in the spaces formed between the transmission members. According to the exemplary embodiment shown in FIG. 8, the spring-mass system 22 is directly coupled to the transmission input shaft 83 in a rotationally fixed manner. Deviatingly, the spring-mass system can be coupled to another gear element, in particular rotating at a different speed. The illustrated embodiments can be combined with one another as desired. For example, the use of several spring-mass systems 22 is possible.

Claims

Patentansprüche claims 1. Antriebsstrang eines Kraftfahrzeuges mit einem Antriebsaggregat , welches über mindestens ein Anfahrelement, ein Getriebe (14) , eine Ausgangswelle (Gelenkwelle 15) des Getriebes (14) und ein Achsgetriebe (16) mit mindestens einem Fahrzeugrad (19) in Antriebsverbindung steht, wobei parallel zum vorgenannten Kraftfluss ein schwingungs- fähiges Feder-Masse-System (22) vorgesehen ist, welches als Tilger mit TorsionsSchwingungen des Antriebsstranges in Wechselwirkung steht und dessen Energieaustausch mit dem Antriebsstrang zwischen dem Anfahrelement und der Ausgangswelle (Gelenkwelle 15) des Getriebes erfolgt.1. Drive train of a motor vehicle with a drive unit, which is at least one starting element, a transmission (14), an output shaft (cardan shaft 15) of the transmission (14) and an axle drive (16) with at least one vehicle wheel (19) in drive connection, wherein parallel to the aforementioned flow of force, an oscillatory spring-mass system (22) is provided which, as a damper, interacts with torsional vibrations of the drive train and its energy exchange takes place with the drive train between the starting element and the output shaft (cardan shaft 15) of the transmission. 2. Antriebsstrang nach Anspruch 1, dadurch gekennzeichnet, dass das Anfahrelement als hydrodynamischer Drehmomentwandler (10) ausgebildet ist.2. Drive train according to claim 1, characterized in that the starting element is designed as a hydrodynamic torque converter (10). 3. Antriebsstrang nach Anspruch 1 oder 2 , dadurch gekennzeichnet, dass dem Anfahrelement (Drehmomentwandler 10) ein Torsionsdämpfer (21) , insbesondere mit zwei Torsionsdämpferstufen, nachgeschaltet ist und das Feder-Masse-System (22) zwischen der ersten Torsionsdämpferstufe (18) und der zweiten Torsionsdämpferstufe (19) angeordnet ist.3. Drive train according to claim 1 or 2, characterized in that the starting element (torque converter 10) is a torsion damper (21), in particular with two torsion damper stages, is connected downstream and the spring-mass system (22) between the first torsion damper stage (18) and the second torsion damper stage (19) is arranged. 4. Antriebsstrang nach Anspruch 1 oder 2 , dadurch gekennzeichnet, dass dem Anfahrelement (Drehmomentwandler 10) ein Torsionsdämpfer (21) nachgeschaltet ist und das Feder-Masse-System (22) zwischen dem Torsionsdämpfer (21) und einem Getriebeglied einer Getriebestufe des Getriebes (14) angeordnet ist. 4. Drive train according to claim 1 or 2, characterized in that the starting element (torque converter 10) is followed by a torsion damper (21) and the spring-mass system (22) between the torsion damper (21) and a gear member of a gear stage of the transmission ( 14) is arranged. 5. Antriebsstrang nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Feder-Masse-System (22) über einen parallel oder in Reihe zu einer Feder (23) des Feder-Masse-Systems (22) geschalteten Dämpfer (25) verfügt.5. Drive train according to one of the preceding claims, characterized in that the spring-mass system (22) has a damper (25) connected in parallel or in series with a spring (23) of the spring-mass system (22). 6. Antriebsstrang nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Feder-Masse-System (22) als Torsionsschwinger ausgebildet ist, welcher Drehschwingungen um eine Welle des Getriebes (14) ausführt .6. Drive train according to one of the preceding claims, characterized in that the spring-mass system (22) is designed as a torsional oscillator which carries out torsional vibrations around a shaft of the transmission (14). 7. Antriebsstrang nach Anspruch 1, 2, 5 oder 6, dadurch gekennzeichnet, dass das Feder-Masse-System (22) als Getriebetilger ausgebildet ist.7. Drive train according to claim 1, 2, 5 or 6, characterized in that the spring-mass system (22) is designed as a gear reducer. 8. Antriebsstrang nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Masse (24) des Feder-Masse-Systems (22) radial beabstandet von einer Welle des Antriebsstranges angeordnet ist.8. Drive train according to one of the preceding claims, characterized in that the mass (24) of the spring-mass system (22) is arranged radially spaced from a shaft of the drive train. 9. Antriebsstrang nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Feder-Masse-System (22) über eine veränderliche Eigenfrequenz verfügt .9. Drive train according to one of the preceding claims, characterized in that the spring-mass system (22) has a variable natural frequency. 10. Antriebsstrang nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Schwingungsverhalten des Feder-Masse-Systems (22) über eine Steuerung oder Regelung beeinflussbar ist.10. Drive train according to one of the preceding claims, characterized in that the vibration behavior of the spring-mass system (22) can be influenced via a control or regulation. 11. Antriebsstrang nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Feder (23) des Feder-Masse-Systems (22) mit einer Stahlfeder gebildet ist. 11. Drive train according to one of the preceding claims, characterized in that the spring (23) of the spring-mass system (22) is formed with a steel spring.
PCT/EP2003/007973 2002-08-10 2003-07-22 Drive train of a motor vehicle Ceased WO2004018897A1 (en)

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