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WO2015110232A1 - Système amortisseur de vibrations torsionnelles pour la chaîne cinématique d'un véhicule - Google Patents

Système amortisseur de vibrations torsionnelles pour la chaîne cinématique d'un véhicule Download PDF

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Publication number
WO2015110232A1
WO2015110232A1 PCT/EP2014/078147 EP2014078147W WO2015110232A1 WO 2015110232 A1 WO2015110232 A1 WO 2015110232A1 EP 2014078147 W EP2014078147 W EP 2014078147W WO 2015110232 A1 WO2015110232 A1 WO 2015110232A1
Authority
WO
WIPO (PCT)
Prior art keywords
limiting
link
torsional vibration
vibration damping
damping arrangement
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/EP2014/078147
Other languages
German (de)
English (en)
Inventor
Jan Wittholz
Michael Istschenko
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of WO2015110232A1 publication Critical patent/WO2015110232A1/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
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • F16F15/1216—Torsional springs, e.g. torsion bar or torsionally-loaded coil springs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/129—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon characterised by friction-damping means
    • F16F15/1297—Overload protection, i.e. means for limiting torque

Definitions

  • the present invention relates to a torsional vibration damping arrangement for the drive train of a vehicle, comprising an input region to be driven for rotation about a rotation axis and an output region, wherein the input region is connected to the output region by means of a torsional vibration damper in the form of a torsion element.
  • torsional vibration dampers or torsional vibration dampers are used to dampen or even extinguish rotational irregularities, which are primarily caused by a reciprocating engine.
  • a driving condition for example, whether an auxiliary unit such as an alternator, an air compressor, an oil pump, a hybrid motor or other similar auxiliary unit is switched on and how high the torque to be transmitted from the input area, the properties to be damped Triangular nonuniformity, such as an excitation frequency and an amplitude change.
  • the torsion element may twist so strongly that damage to the torsion element occurs. To prevent this, the torsion bar had to be designed for a maximum torque to be transmitted. This has the disadvantage that at lower torques to be transmitted in the drive train, the damping properties of the torsion element are often insufficient.
  • the object of the present invention is to propose a torsional vibration damping arrangement by means of a torsion which works reliably at low torques to be transmitted and has advantageous torsional vibration damping properties, operates safely at high torques to be transmitted, reliably damps at high speeds and compact builds.
  • a torsional vibration damping arrangement in particular for the drive train of a motor vehicle, comprising an input area to be driven for rotation about an axis of rotation (A) with an input element and an output area with an output element, a torsion element, on the one hand rotationally fixed with the Input member and on the other hand rotatably connected to the output member, and a standing with the input member and the output member in connection limiting arrangement, comprising a first limiting member which is rotatably connected to the input member, and a relative to the first limiting element rotatable second limiting member which rotatably with the output element is connected, wherein the limiting arrangement comprises a link element which is relative to the first limiting element about the axis of rotation (A) rotatable relative.
  • the input element is advantageously connected to a crankshaft of an internal combustion engine.
  • the torsion element which is advantageously non-rotatably connected on one side to the input element and non-rotatably on another side, advantageously by means of a toothing, with the output element, such as a transmission shaft is connected, is designed so that the torsion element to a certain angular range the rotation axis (A) can rotate, so as to dampen the rotational irregularities caused by the internal combustion engine, such as a reciprocating engine.
  • the rotation of the torsion element about the axis of rotation (A) depends on the excitation frequency and the transmitted torque. ment.
  • a limiting arrangement which consists primarily of the first limiting element, the second limiting element and the link element.
  • the first limiting element is non-rotatably connected to the input element and thus to one side of the torsion element.
  • the second limiting element is non-rotatably connected to the output element and thus to the other side of the torsion element.
  • the first limiting element has at least one projection element, advantageously designed in the form of a pin, which engages in a recess of the second limiting element.
  • the pin is made smaller than the recess, so that the pin can rotate relative to the axis of rotation (A) so far until it abuts an end portion of the recess.
  • a gate element is inserted into the recess, which comprises at least a first gate area and a second gate area.
  • the first link area is designed so that the pin can rotate freely up to a certain angular range about the axis of rotation (A) and thus relative to the link element. If the angle range of the relative rotation is greater, the pin comes into contact with the second gate area.
  • the second gate area is formed so that it is designed as a ramp on which the pin can accumulate. This allows a more favorable running behavior of the pin on the second gate area.
  • the gate element is acted upon by an axial force and pressed in the axial direction to the output element.
  • the link element is advantageously mounted by means of at least one spring element in the axial direction on the output element. This storage can be done firstly in the form that the link element is mounted axially without a bias on the output member.
  • the link element with an axial force by a bias of the spring element on the output element.
  • This preload can be achieved by the spring element te, here preferably be achieved by disc springs.
  • the disc springs are advantageous in shape because they build axially compact.
  • the spring element is advantageously secured by means of a thrust washer and a retaining ring. Further, this embodiment is advantageous because this torsional vibration damping arrangement is radially compact and thus can be installed in a transmission or in a differential.
  • the link element comprises at least a first link area and a second gate area.
  • the first gate area serves to ensure a relative rotation about the axis of rotation (A) of the first limiting element to the second limiting element determined without an additional damping and only by a resisting torque of the torsion.
  • the second gate area which is advantageously designed as a ramp and runs on the projection element at a greater rotation, serves as a damping element when the rotation comes in a maximum range.
  • a stop attenuation Since the first limiting element and the second limiting element mainly rotate about a zero position in both directions, so swing, it is advantageous to provide a third gate area.
  • the third gate area can be executed symmetrically to the second gate area, or else have a different characteristic.
  • the shape of the second or third gate area should be designed according to the requirements of the damping. It is advantageous to provide a transition from the first to the second gate area or from the first to the third gate area in a tangential design in order to ensure a homogeneous transition and thus to achieve a more comfortable response of the stop damping.
  • the link element is rotatably mounted and axially displaceable on the second limiting element.
  • the link element is relatively rotated as well as the second limiting element to the first limiting element. This ensures a favorable response of the torsional vibration damping arrangement. Due to the axial displacement of the emergence of the projection element can be used advantageously on the gate area, preferably when the axial displacement by the emergence of the projection element on the gate area an axial force, for example by a spring element, is opposite.
  • the first delimiting element comprises a projection element which engages in a recess of the second delimiting element and wherein the first gate area of the gate element is axially downstream of the projection element and wherein the second gate area of the gate element is at least partially axially overlapping to the projection element.
  • the axial rearrangement of the first gate area to the projection element ensures a free rotation range from the first delimiting element to the gate element about the axis of rotation (A), which is determined only by the torsion element. If the twisting range increases, the projection element runs onto the second or third gate area, since this gate area is arranged axially overlapping the projection element.
  • the slope and shape of the second and the third gate area to determine the characteristics of the damping and also be matched among other things so to the requirements of the damping.
  • a further advantageous embodiment provides that a circumferential extent of the recess of the second delimiting element and a circumferential extent of the projection element of the first delimiting element determine a relative rotation relative to one another.
  • the circumferential extension region of the recess of the second limiting element is made larger than the circumferential extension region of the projection element.
  • the link element by a running of the projection element on the axially overlapping second Kulissen Scheme acted upon by an axial force in the direction of the output range.
  • this axial force caused by the emergence of the projection element on, for example, the second gate area, a force to be set against, for example, by a spring element, so that the damping behavior can be further influenced advantageous.
  • a further favorable embodiment provides that the link element is supported on the output element by means of a spring element when viewed in the axial direction from the input region to the output region.
  • a spring element when viewed in the axial direction from the input region to the output region.
  • advantageously one or more disc springs find application, which are arranged axially staggered and have an advantageous force profile / path history.
  • the link element by the spring element in a normal state for example, in the idle state or when the projection element is rotated relative to the link element only in the first link area, have no preload. But it is also possible to bias in this just mentioned states, the link element already with an axial force.
  • the spring element or the spring elements by means of a thrust washer and a securing element on the output element, advantageously a transmission input shaft, axially secured in one direction.
  • a spring characteristic By a spring characteristic, the damping behavior can be influenced and adjusted according to the requirements.
  • the spring element can be designed as a plate spring, or a helical spring, or an elastomer element.
  • the diaphragm spring is characterized by a compact axial design and an advantageous force / displacement characteristic.
  • the coil spring is advantageous for radially compact installation spaces and a linear force curve.
  • an elastomer can be used, which can be characterized by a cost-effective manufacturing process.
  • the limiting arrangement comprises a multi-disc clutch arrangement.
  • the multi-plate clutch arrangement acts between the input element and the output element.
  • the multi-plate clutch arrangement consists of the multi-plate clutch assembly, as known from the prior art, from at least two intermediate discs, which are rotatably connected here by means of a housing element to the input element, from one or more driver discs, which is rotatably connected here with the link element, from a pressure plate and a spring element which is supported on the one hand to the pressure plate and on the other hand on the link element , If an angle of rotation between the input element and the output element is so great that the projection element runs onto the second or third link area and the link element moves axially toward the exit area, then an axial force is applied to the multi-plate clutch arrangement.
  • the multi-plate clutch assembly begins to close. Characterized in that the intermediate discs as the input member and the drive plate as the output element to each other about the rotation axis (A) rotate at closing the multi-plate clutch, the relative rotation of the intermediate plates to the drive plate and thus the relative rotation between input element and output element at larger angles of rotation always more subdued. It creates a self-reinforcing effect. The larger the angle of rotation, the greater the axial force on the multi-plate clutch assembly and the higher the friction within the multi-plate clutch assembly. The result may be that due to the axial force the multi-disc clutch assembly builds up such a large friction between the drive plate and the intermediate discs that further rotation is no longer possible.
  • the multi-disc clutch assembly consists of at least two intermediate discs, a driver disc, a pressure plate, a spring element and a housing element, wherein the housing member is rotatably connected to the input member.
  • the multi-plate clutch is designed in a known variant.
  • the housing element is advantageously fastened in a rotationally fixed manner by means of a screw connection to the input element.
  • the washer is rotatably connected to the housing member, and the drive plate and the pressure plate rotatably connected to the output element and the spring element is positioned in the axial direction between the link element and the pressure plate.
  • the relative rotation between the input member and the output member is attenuated or even reduced by the disc clutch assembly from a certain rotation about the axis of rotation (A).
  • At least the first gate area and the second gate area of the gate element are arranged axially overlapping to the projection element of the first limiting element. For example, if a rotation between the projection element and the link element in the region of the first link area, so no friction and thus damping between the projection element is generated. If the relative rotation becomes greater and the projection element comes into the region of the second gate area, a radial force and thus a friction and consequently a damping force is generated between the gate element and the projection element. In this case, the link element can move radially outward.
  • the link element is a spring element.
  • spring elements can be deformed elastically so that the above-described radial force, generated by the relative rotation at a certain angle of rotation, is partially stored in deformation energy.
  • spring elements made of spring steel, for example in an embodiment as a leaf spring.
  • the limiting arrangement is arranged in a wet room.
  • the wet space is filled with a viscous medium such as oil or grease. This is particularly advantageous in order to minimize possible wear of the components of the limiting arrangement and / or the multi-plate clutch arrangement. Next can be made with this viscous medium and cooling of the components. It is also possible to connect the wet space to an oil circulation for even more advantageous lubrication and cooling.
  • the housing element delimits the wet space to an environmental area.
  • the housing element is advantageously rotatably connected to the input element. This can be done by a screw connection, by a riveted connection or by any other suitable connection. Since there may be relative rotation between the housing member and the output member, the housing member may be sealed to the output member with a sealing member such as an O-ring or a radial shaft seal.
  • FIG. 2 shows a section of the limiting arrangement of a torsional vibration damping arrangement as described in FIG. 1,
  • FIG. 3 is a torsional vibration damping arrangement as described in Figure 1 and Figure 2, but with an additional multi-plate clutch assembly, 4 a torsional vibration damping arrangement with an axially overlapping element to a projection element,
  • FIG. 5 shows a detail of a torsional vibration damping arrangement, as described in FIG.
  • FIGS. 1 and 2 show a torsional vibration damping arrangement 10 with a limiting arrangement 30.
  • the torsional vibration damping arrangement 10 is arranged, for example, in a drive train between an input element 51, such as a crankshaft, not shown here, and an output element 56, for example a transmission input shaft.
  • the input element is rotatably connected to a torsion element 20 or, as shown here, formed from a component.
  • the input member 51 and the torsion member 20 rotatably, advantageously by means of a welded joint or a toothing to connect together.
  • the torsion element 20 has a typical shape for torsion elements with a reduced diameter region 21.
  • the torsion element 20 is preferably non-rotatably connected by means of a toothing 23 to an output element 56. If a torque is now introduced from the input element 51, this torque is conducted via the torsion element 20 to the output element 56.
  • the torsion element 20 which is preferably a steel torsion bar, is twisted about the axis of rotation (A).
  • the torsional vibration damping arrangement 10 comprises a limiting arrangement 30, which in turn comprises a first limiting element 31, a second limiting element 32, shown here only in broken lines because of the sectional representation, a link element 33 and a spring arrangement 14.
  • the first limiting element 31 is rotatably connected to the input element 51 or as shown here, formed from the input element 51.
  • the second limiting element 32 is non-rotatably connected to the output element 56, or as shown here, formed from the output element 56.
  • the second limiting element 32 has circumferentially distributed recesses 45, not shown here because of the sectional view in which the link element 33 is introduced.
  • the sliding element 33 is thereby axially locked to the second limiting element 32. slid.
  • the recess 45 can be designed so that the gate element 33 is rotatably carried out to the second limiting element 32 with a clearance fit.
  • the first limiting element 31 has at least one protrusion element 40, which can be designed like a pin.
  • the projection element 40 is designed so that it engages in the recess 45 of the second limiting element 32.
  • the link element 33 is formed with at least a first link area and a second link area, both not shown here because of the sectional view. If there is now a relative rotation of the first limiting element 31 with the projection element 40 to the gate element 33 in the area of the first gate area 35, no axial force acts on the gate element 33. Increases the range of relative rotation, the projection member 40 runs on the second gate portion 36 and causes an axial force in the direction of the output portion 55.
  • the link element 33 is moved axially in the direction of the output region 55 and against the spring assembly 14, preferably from one or more spring elements 15, preferably disc springs, may exist, and is secured by means of a thrust washer 1 6 and a securing element 17 on the output member 56 axially in the direction of the output region 55 pressed.
  • a thrust washer 1 6 and a securing element 17 on the output member 56 axially in the direction of the output region 55 pressed.
  • a housing element 70 which is non-rotatably connected to the input element 51, is sealed to the relatively rotatable output element 56 by means of a sealing element 71, preferably an O-ring or a radial shaft sealing ring.
  • a wet space 85 delimited to a surrounding area 90, which can be filled with a viscous medium such as oil or grease, in order to minimize wear of the components located within the wet space 85 and or to allow a cooling effect.
  • the wet room 85 can also be connected to an oil circuit for better cooling and lubrication.
  • an outline region 48 of the recess 45 is larger than an extension region 49 of the projection element 40.
  • FIG. 3 shows a torsional vibration damping arrangement 10 as already described in FIGS. 1 and 2, but with an additional multi-disc clutch arrangement 60 acting between the input element 51 and the output element 56.
  • the multi-disc clutch assembly 60 comprises a first intermediate disc 61 and a second intermediate disc 65 which are non-rotatably connected to the housing member 70, and a drive plate 62 which is non-rotatably connected to the link element 33 in conjunction, and a pressure plate 63 and a spring element 64.
  • the multi-disc clutch assembly 60 also with multiple washers and Carrier discs are performed.
  • FIG. 4 shows a torsional vibration damping arrangement 10 as described in FIGS. 1 and 2, but the damping force is achieved by a radial movement. testifies. Again, with a torque transmission from the input member 51 to the output member 56, a relative rotation about the axis of rotation (A) between these two components occur. As a result of this relative rotation, a radially extending force is generated on the link element 33 by the projection element 40.
  • the structure will be described in more detail in the following figure.
  • FIG. 5 shows a detail of a torsional vibration damping arrangement 10, as already described in FIG.
  • the input element 51 is connected in a rotationally fixed manner to the first limiting element 31, on which the spring element 40 is likewise fastened in a rotationally fixed manner, or more precisely as is formed therefrom.
  • the second limiting element 32 is non-rotatably connected to the output element 56.
  • the link element 33 is rotatably connected.
  • the link element 33 also includes a third link section 37, which is symmetrical to the second link element 36 to a central axis B, is executed.
  • a damping behavior can be determined or adjusted by a link shape, by a spring force and by a friction property.
  • This embodiment is a particularly axially space-saving embodiment and therefore particularly advantageous in space with a small axial space. Again, it is advantageous to put the components in or with a viscous medium for wear reduction in operation.

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

Abstract

L'invention concerne un système amortisseur de vibrations torsionnelles (10), destiné notamment à la chaîne cinématique d'un véhicule automobile, comprenant une zone d'entrée (50) munie d'un élément d'entrée (51), laquelle doit être entraînée en vue d'une rotation autour d'un axe de rotation (A), et une zone de sortie (55) munie d'un élément de sortie (56), un élément de torsion (20) qui est relié d'un côté en rotation solidaire avec l'élément d'entrée (51) et de l'autre côté en rotation solidaire avec l'élément de sortie (56), et un système de délimitation (30) qui se trouve en liaison avec l'élément d'entrée (51) et l'élément de sortie (56), comprenant un premier élément de délimitation (31) qui est relié en rotation solidaire avec l'élément d'entrée (51) ainsi qu'un deuxième élément de délimitation (32), qui peut tourner par rapport au premier élément de délimitation (31) et qui est relié en rotation solidaire avec l'élément de sortie (56). Le système de délimitation (30) comprend un élément coulissant (33) qui peut tourner autour de l'axe de rotation (A) par rapport au premier élément de délimitation (31).
PCT/EP2014/078147 2014-01-27 2014-12-17 Système amortisseur de vibrations torsionnelles pour la chaîne cinématique d'un véhicule Ceased WO2015110232A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014201408.5 2014-01-27
DE102014201408.5A DE102014201408B4 (de) 2014-01-27 2014-01-27 Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs

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WO2015110232A1 true WO2015110232A1 (fr) 2015-07-30

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PCT/EP2014/078147 Ceased WO2015110232A1 (fr) 2014-01-27 2014-12-17 Système amortisseur de vibrations torsionnelles pour la chaîne cinématique d'un véhicule

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WO (1) WO2015110232A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11441639B2 (en) * 2017-11-14 2022-09-13 Allison Transmission, Inc. Powertrain interface module

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5743012A (en) * 1980-08-27 1982-03-10 Nissan Motor Co Ltd Structure of shaft
DE102005037996B3 (de) 2005-08-09 2006-08-24 Muhr Und Bender Kg Torsionsschwingungsdämpfer oder Dekoppler für eine Antriebsscheibe mit in einer Hohlwelle montierter Torsionsfelder
WO2010058268A2 (fr) * 2008-11-20 2010-05-27 Toyota Jidosha Kabushiki Kaisha Arbre d'entraînement de véhicule et véhicule équipé d'un arbre d'entraînement de véhicule

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5743012A (en) * 1980-08-27 1982-03-10 Nissan Motor Co Ltd Structure of shaft
DE102005037996B3 (de) 2005-08-09 2006-08-24 Muhr Und Bender Kg Torsionsschwingungsdämpfer oder Dekoppler für eine Antriebsscheibe mit in einer Hohlwelle montierter Torsionsfelder
WO2010058268A2 (fr) * 2008-11-20 2010-05-27 Toyota Jidosha Kabushiki Kaisha Arbre d'entraînement de véhicule et véhicule équipé d'un arbre d'entraînement de véhicule

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11441639B2 (en) * 2017-11-14 2022-09-13 Allison Transmission, Inc. Powertrain interface module
US20230003279A1 (en) * 2017-11-14 2023-01-05 Allison Transmission, Inc. Powertrain interface module
US11898617B2 (en) * 2017-11-14 2024-02-13 Allison Transmission, Inc. Powertrain interface module

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Publication number Publication date
DE102014201408B4 (de) 2022-09-08
DE102014201408A1 (de) 2015-07-30

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