WO2016058764A1 - Rotary vibration damping arrangement for the drivetrain of a vehicle - Google Patents

Abstract

A rotary vibration damping arrangement (10) for the drivetrain of a vehicle, comprising an input region (50), which is provided for being driven in rotation about an axis of rotation (A) and which has a primary mass (1), and an output region (55), wherein, between the input region and the output region, there are provided a first torque transmission path (47), a second torque transmission path (48) parallel to said first torque transmission path, and a coupling arrangement (41) which comprises a planetary gear set () with a planet gear element () and which serves for superposition of the torques conducted via the torque transmission paths, wherein, in the first torque transmission path, there is provided a phase shift arrangement (43) which has a first stiffness () and which serves for generating a phase shift of rotational non-uniformities conducted via the first torque transmission path in relation to rotational non-uniformities transmitted via the second torque transmission path, wherein the phase shift arrangement comprises a second stiffness (90) which is supported at one side relative to the primary mass and which is arranged so as to at least partially axially and radially overlap the planet gear element.

Description

 Rotational vibration damping arrangement for the drive train of a vehicle

The present invention relates to a torsional vibration damping arrangement, for the drive train of a vehicle comprising an input to be driven for rotation about a rotation axis A input area and an output area, wherein between the input area and the output area a first torque transmission path and parallel thereto a second torque transmission path and a coupling arrangement for superimposing over the torque transmission paths are provided with guided torques, wherein in the first torque transmission path a phase shifter arrangement is provided for generating a phase shift of rotational irregularities guided over the first torque transmission path with respect to rotational irregularities conducted via the second torque transmission path.

German patent application DE 10 201 1 007 1 18 A1 discloses a generic torsional vibration damping arrangement which divides the torque introduced into an input region, for example by a crankshaft of a drive unit, into a torque component transmitted via a first torque transmission path and a torque component routed via a second torque transmission path. In this torque distribution, not only a static torque is divided, but also the vibrations contained in the torque to be transmitted or rotational irregularities, for example, generated by the periodic ignitions in a drive unit, are proportionately divided between the two torque transmission paths. In a coupling arrangement which may be embodied as a planetary gear with a planet carrier, the torque components transmitted via the two torque transmission paths are brought together again and then introduced as a total torque into the output region, for example a friction clutch or the like. In at least one of the torque transmission paths, a phase shifter arrangement with an input element and an output element is provided, which is constructed in the manner of a vibration damper, ie with a primary side and a compressible spring assembly with respect to this rotatable secondary side. In particular, when this vibration system is in a supercritical state, that is excited with vibrations that are above the resonant frequency of the vibration system, a phase shift of up to 180 ° occurs. This means that at a maximum phase shift, the vibration components emitted by the vibration system with respect to the

Vibration components recorded phase shifted by 180 °. Since the vibration components routed via the other torque transmission path experience no or possibly a different phase shift, the vibration components contained in the merged torque components and then phase-shifted with respect to each other can be destructively superimposed on each other, so that in an ideal case the total torque introduced into the output region has essentially no vibration components contained static torque is.

To further reduce rotational irregularities and to meet future requirements of the automotive manufacturers, systems are required that are significantly higher in performance than those of today's systems. In this case, for example, the lower speed range occurs due to increasing excitation z. B. by downspeeding (lowering the engine speed) and / or downsizing (reducing the displacement) increasingly in the focus. In addition, new requirements arise e.g. For engines with cylinder deactivation, start / stop systems and / or different hybridization stages that are no longer or only insufficiently manageable with today's concepts for rotational nonuniformity reductions.

It is therefore an object to provide a concept for torsional vibration damping, which makes it possible to improve the reduction of rotational irregularities over various operating conditions, such as variable speed and switching additional consumers such as an air compressor. This object is achieved by a generic torsional vibration damping arrangement, which in addition the characterizing feature of claim 1 summarizes.

In this case, the torsional vibration damping arrangement comprises an input region to be driven for rotation about an axis of rotation (A) and an output region, the input region comprising a primary mass and the output region comprising a secondary mass and a coupling arrangement connected to the output region, the coupling arrangement comprising a first input element, a second input element and an output member, and a torque transmission path for transmitting a total torque extending between the input portion and the output portion, wherein the torque transmission path from the input portion to the coupling assembly in a first torque transmission path, for transmitting a first torque component, and in a parallel second torque transmission path, for the transmission of a second torque portion, wherein the first and the second torque transmission path and thus the first and the second torque component is combined at the coupling assembly back to an output torque, and a phase shifter assembly in the first torque transmission path, comprising a vibration system having a first stiffness, wherein the first stiffness comprises a spring assembly, and wherein an incoming torsional vibration coming from the input area by passing over the first and via the second Torque transmission path is divided into a first torsional vibration component and a second torsional vibration component and wherein during operation of the vibration system in a speed range above at least one limit speed at which the vibration system is operated in a resonance range, the first torsional vibration component with the second torsional vibration component is superimposed on the coupling assembly so in that the first torsional vibration component and the second torsional vibration component are destructively superimposed and thereby at the output element of the coupling arrangement one opposite the egg torque rotation minimized output torsional vibration is present, wherein the torsional vibration damping arrangement between the input area and the output area comprises a stepless Drehmomentaufteilungseinstellanordnung. In this case, the Drehmomentaufteilungseinstellanordnung is advantageously designed as a toroidal transmission. The toroidal transmission, which advantageously consists of an input disk, an output disk, a transmission element and a position element, can variably variably execute a transmission between the input disk and the output disk. This is particularly advantageous since the alternating torques acting on the output part of the coupling arrangement are variable as a function of a rotational speed due to the superimposition of the rotational irregularities of the torque, which is conducted via the first and second torque transmission paths and is brought together again at the coupling arrangement are to be executed. By means of this embodiment, the alternating torque acting on the output element can be set variably. In this case, in an advantageous embodiment, the toroidal transmission is positioned between the input region and the first input element of the coupling arrangement and rotates with the position element of the toroidal transmission about the axis of rotation A. The torque introduced into the input disk is passed on to the output disk by frictional engagement by means of the transmission element. Only the alternating moments can be translated by the Toroidgetriebe. A system-inherent direction of rotation reversal between the input disk and the output disk with respect to the transmitted alternating torques can be reversed by a downstream reversing device, which may for example consist of a bevel gear, a crown gear or another toroidal, again in an output direction of rotation. This ensures that the desired on the output part of the coupling arrangement alternating torques can be adjusted continuously by the Drehmomentaufteilungseinstellanordnung.

In this case, the transmission element and the direction of rotation reversal are advantageously rotatably mounted on a housing element, wherein the transmission element and the direction of rotation reversal arrangement having a common rotationally fixed connection as a common moment support.

Advantageous embodiments and further developments of the invention are specified in the dependent claims. In an advantageous embodiment, the first input element of the coupling arrangement is operatively connected to the output of the phase shifter arrangement. The second input element of the coupling arrangement is operatively connected to the input area. The coupling arrangement in turn is connected in its effective direction on one side with both the first and with the second input part and on the other side with the output part. The output part forms the output region and can receive a friction clutch in an advantageous embodiment.

In order to be able to obtain the phase shift in one of the torque transmission paths in a simple manner, it is proposed that the phase shifter arrangement be a vibration system having a primary mass and an intermediate element rotatable about the axis of rotation A against the action of a spring arrangement , includes. Such a vibration system can thus be constructed in the manner of a known vibration damper, in which the resonance frequency of the vibration system can be set in a defined manner and thus also by influencing the primary-side mass and the intermediate mass following the spring arrangement or also the stiffness of the spring arrangement It can be determined at which frequency a transition to the supercritical state occurs.

A further advantageous embodiment provides that the stepless torque distribution adjustment arrangement is designed to continuously variably set a torque transmission ratio for the first and for the second torque transmission path. This is particularly advantageous since the torsional vibration damping arrangement without the aforementioned torque distribution adjustment arrangement can only be designed for optimal torsional vibration decoupling at a certain speed. If the torsional vibration damping arrangement is operated at a rotational speed which is below or above the rotational speed for which an optimal torsional vibration decoupling is designed, then the torsional vibration decoupling may again deteriorate, which is disadvantageous in terms of a comfort behavior. This is manifested above all by buzzer noises, which are caused by the excitation of components due to rotational irregularities. By using the torque split feature tellanordnung can be optimally responded to the respective operating conditions, so that the best possible torsional decoupling is possible.

A further advantageous embodiment provides that the stepless torque distribution adjustment arrangement comprises a continuously variable transmission. By means of a continuously variable transmission, the torque transmission ratio of the first torque transmission path to the second torque transmission path can be set optimally, so that on the coupling arrangement an optimal superposition of both torque components takes place in order to obtain a maximum reduction of torsional vibrations.

In a further advantageous embodiment, the continuously variable transmission comprises a toroidal transmission. The Toroidgetriebe is particularly advantageous for this application, since the Toroidgetriebe compact builds.

In the following, preferred embodiments of the invention will be explained with reference to the accompanying figures. It shows in:

Fig. 1 shows a torsional vibration damping arrangement with a toroidal transmission as a Drehmomentaufteilungseinstellanordnung and with a Kronenraddifferenzial as a reverse direction reverser.

Fig. 2 shows a torsional vibration damping arrangement as shown in Fig. 1, but with a different interconnection of the Drehmomentaufteilungseinstellanordnung and without the direction reversing device.

Fig. 3 is a torsional vibration damping arrangement as in Fig. 2, but with a different interconnection of the toroidal transmission and with an additional mass pendulum.

1 shows a possible construction of a torsional vibration damping arrangement 10 with a toroidal transmission 91 as a torque distribution adjustment arrangement 90 and a crown gear differential 104 as a reversing device 100. Here, an intermediate element 5, which here represents an output element 44 of a phase shifter assembly 43 with a drive disc 92 with a toroidal curved Surface rotatably connected. This is in operative connection with a suitable transmission element 94, which as shown with two rotational degrees of freedom in a circumferential housing Pos. 15 is mounted. This circumferential housing 15 is in turn mounted with a rotational degree of freedom about the axis of rotation A, for example on a gear housing 1 6 and is with no other element than the transmission element 94 and a bevel pinion 136 of a Drehrichtungsumkehranord- 100 in the power circuit. The transmission element 94 is in operative connection with a driven pulley 93, which also has a toroidally curved surface. The output disk 93 is rotationally connected to a drive bevel gear 135 of the direction of rotation reversal arrangement 100, which is in operative connection with the bevel pinion 136, which is mounted with a rotational degree of freedom in the rotating housing 15. The output disk 93 and the drive bevel gear 135 are mounted together in the circumferential housing 15 with a rotational degree of freedom about the axis of rotation A. The bevel pinion 136 is operatively connected to a driven bevel gear 137, which is rotationally connected to a first input element 31 of the coupling arrangement 41, which is designed here as a drive ring gear 83, and is also mounted with a rotational degree of freedom about the axis of rotation A. In this case, a planet carrier 9 of the coupling arrangement 41 is connected directly to the primary rattle. This carries a Planetenradelement 42, which is executed here in stages. An output ring gear 86 of the coupling assembly 41 is in operative connection with the stepped planetary gear member 42 and passes the merged torque to the output portion 55 on.

In this case, the drive bevel gear 135 and the driven bevel gear 137 and the bevel pinion 136 form a bevel gear differential 140 as a direction of rotation reversal arrangement 100. Analogously, however, this can also be embodied in the form of a known crown gear differential. Instead of the differential, a further Drehmomentaufteilungseinstel- lanordnung can be provided.

The torque split adjustment assembly 90 and the reverse rotation arrangement may be implemented multiple times. However, it is important that a pair consisting of the torque distribution adjusting assembly 90 and the reversing device 100 are each supported in one and the same element to provide torque support to each other. In the case of a multiple version, it is important to aim for a symmetrical distribution around the circumference for reasons of imbalance. (3x 120 °;

4x90 ° ...) Through the torque distribution adjustment arrangement 90 in the form of the toroidal transmission 91 used here, a stepless change in the overall transmission ratio can be represented. This allows a coaxial driving and driving. In this Toroid- the transmission of power takes place by means of frictional engagement between the input disk 92, the transmission element 94 and the output disk 93. The ratio is changed by a pivoting of the transmission element 94 about a pivot point 97 on the housing 15. The translation is given by the ratio the radii describing the transmission element 94 by its contact surface on the input disk 92 and the output disk 94. The adjustment is to be provided actively in this embodiment.

The system-inherent reversal of rotation requires an adaptation of the known design of the torsional vibration damping arrangement described here, so that extinction can be achieved despite reversal of the direction of rotation.

The inherent direction of rotation reversal can be compensated as shown by a bevel gear or a crown gear differential, a Stirnradplanetengetriebe or by another Toroidgetriebe.

FIG. 2 shows a torsional vibration damping arrangement 10 as shown in FIG. 1, but with a different connection of the torque distribution adjustment arrangement 90 and without the reversing direction reversing device. In this case, a toroidal transmission 91 is also used here as a torque distribution adjustment arrangement 90. In this case, the input disk 92 meshes with a gear 29 mounted on this radially outside with a sun gear 28, which is non-rotatably connected to the second torque transmission path 48, which comes from the input area 50. By means of the transmission element 94, the second torque component Ma2 and thus also the second torsional vibration component DSwA2 are forwarded to the output disk 93 here. In the first torque transmission path 47, which also comes from the input region 50, the first torque component Mal, and thus also the first torsional vibration component DSwA1, are conducted via the phase shifter assembly 43 to a toroidal carrier element 101. Consequently, the first torque component Mal and thus also the first torsional vibration component DSwA1 are superimposed on the input disk 92 with the second torque component Ma2 and the second torsional vibration component DSwA2 and guided by the output disk 93 to the output region 55. The adjustment of the transmission element 94 is effected by pivoting about an articulation point which is located on the toroidal carrier element 101. In this case, a control of the adjustment of the transmission element 94 by an external control, not shown, take place.

FIG. 3 shows a torsional vibration damping arrangement 10 as in FIG. 2, but with a different interconnection of the torque change adjustment arrangement 90 and with an additional mass element attached to the transmission element 94. In this case too, a total torque Mges and an input torsional vibration EDSw coming from the input area 50 are divided into a first and a second torque transmission path 47, 48. In this case, the first torque component is routed to the toroidal carrier element via the phase shifter assembly 43 times with the first torsional vibration component DSwA1. The second torque component Ma 2 with the second torsional vibration component DSwA 2 is conducted via a sun gear 28 to a planetary gear element 42. In this case, the planetary gear 42 is rotatably mounted on the Toroidträgerelement 101. The planetary gear 42 is in turn rotatably connected to the input disk 92, which is also rotatably mounted on the Toroidträgerelement 101. The output disk 93 transmits the reunited torque components Mal, Ma2, and the merged torsional vibration components DSwA1 and DSwA2 as the output torque Maus and as the output torsional vibration ADSw to the output portion 55, which may be implemented by, for example, a transmission shaft, not shown. The transmission element 94 is also pivotable here about a pivot point 97, which is located on the toroidal support element 101. In this case, a mass element 99 is attached to the pivot lever 105, which causes a passive adjustment of the pivot lever 105 and thus the transmission ratio between the input disk 92 and the output disk 93. This adjustment is speed-dependent effected by the centrifugal force in which the mass element 99 is pressed by the centrifugal force to the outside and causes an adjustment of the transmission element 94. A spring element 106 applies a restoring force to the mass element 99 in order to fix the transmission element 94 in its position as a function of rotational speed. Depending on the design of the spring element 106, the rotational speed-dependent characteristic can thus be impressed on the toroidal transmission 91.

REFERENCE CHARACTERS

primary mass

 secondary mass

 spring assembly

 intermediate element

 Torsional vibration damping arrangement

housing element

 gearbox

first stiffness

 sun

 gearing

 output element

first input element

second input element

 output element

 coupling arrangement

 planetary element

 Phase shifter arrangement

 output element

 torque transmission

first torque transmission path second torque transmission path

entrance area

 output range

 vibration system

 drive internal gear

 output ring

 Torque split adjustment assembly

toroidal

input disc 93 output disk

 94 transmission element

97 articulation point

 99 mass element

 100 reversing direction arrangement

104 crown gear differential

 105 pivot lever

 106 spring element

 135 drive bevel gear

 136 bevel pinions

 37 output bevel gear

A rotation axis

 Mges total torque

Times torque share 1

Ma2 torque share 2

Mouse output torque

EDSw input torsional vibration

DSwA1 torsional vibration component 1

DSwA2 torsional vibration component 2

ADSw output torsional vibration

Claims

claims 1 . A torsional vibration damping arrangement (10) for the drive train of a motor vehicle, comprising - An input region (50) to be driven for rotation about an axis of rotation (A) and an output region (55), wherein the input region (50) comprises a primary mass (1) and the output region (55) comprises a secondary mass (2) and a coupling arrangement (41) connected to the output area (55), the coupling arrangement (41) comprising a first input element (31), a second input element (32) and an output element (33), and - A torque transmission path (46) for transmitting a total torque (Mges) extending between the input area (50) and the output area (55), wherein the torque transmission path (46) from the input area (50) to the coupling arrangement (41) in a first torque transmission path (47) for transmitting a first torque portion (times) and divided into a parallel second torque transmission path (48) for transmitting a second torque portion (Ma2), the first and second torque transmission paths (47; 48) and in order that the first and second torque components (times; Ma2) on the coupling arrangement (41) are brought together again to form an output torque (mouse), and a phase shifter assembly (43) in the first torque transmission path (47), comprising a vibration system (56) having a first stiffness (21), the first stiffness (21) comprising a spring assembly (4), and wherein an input torsional vibration (EDSw) coming from the input area (50) is divided into a first torsional vibration component (DSwA1) and a second rotational vibration component (DSwA2) by forwarding via the first and second torque transmission paths (47; 48) and in an operation of the vibration system (56) in a speed range above at least one limit speed at which the vibration system (56) is in an nem resonance range is operated, the first torsional vibration component (DSwA1) with the second torsional component (DSwA2) on the coupling assembly (41) is superimposed so that the first torsional vibration component (DSwA1) and the second torsional vibration component (DSwA2) destructively overlap and thereby at the output element ( 33) of the coupling assembly (41) has an output torsional vibration (ADSw) minimized from the input torsional vibration (EDSw), characterized in that the torsional vibration damping assembly (10) comprises a stepless torque distribution adjustment assembly (90) between the input portion (50) and the output portion (55) , Second torsional vibration damping arrangement (10) according to claim 1, characterized in that the first input element (31) of the coupling arrangement (41) with an output element (30) of the phase shifter assembly (43) is operatively connected and that the second input element (32) of the coupling arrangement (41 ) is operatively connected to the input region (50) and that the output element (33) is operatively connected to the output region (55). 3. torsional vibration damping arrangement (10) according to claim 1 or 2, characterized in that the phase shifter assembly (43) has a vibration system (56) with a primary mass (1) and against the action of the spring assembly (4) with respect to the primary mass (1) to the Rotary axis (A) rotatable intermediate element (5), wherein the intermediate element (5), the output element (30) of the phase shifter assembly (43). 4. The torsional vibration damping arrangement (10) according to any one of the preceding claims, characterized in that the stepless Drehmomentaufteilungseinstel- lanordnung (90) is designed to set a torque transmission ratio for the first and for the second torque transmission path (47, 48) continuously variable. A torsional vibration damping arrangement (10) according to claim 4, characterized in that said stepless torque distribution adjusting arrangement (90) comprises a continuously variable transmission (110). 6. torsional vibration damping arrangement (10) according to claim 5, characterized in that the continuously variable transmission (1 10) comprises a toroidal transmission (120).