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WO2016058764A1 - Dispositif d'amortissement de vibrations de torsion pour train d'entraînement d'un véhicule - Google Patents

Dispositif d'amortissement de vibrations de torsion pour train d'entraînement d'un véhicule Download PDF

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Publication number
WO2016058764A1
WO2016058764A1 PCT/EP2015/070997 EP2015070997W WO2016058764A1 WO 2016058764 A1 WO2016058764 A1 WO 2016058764A1 EP 2015070997 W EP2015070997 W EP 2015070997W WO 2016058764 A1 WO2016058764 A1 WO 2016058764A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
torsional vibration
output
input
torque transmission
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/EP2015/070997
Other languages
German (de)
English (en)
Inventor
Tobias HÖCHE
Daniel Lorenz
Uwe Grossgebauer
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 WO2016058764A1 publication Critical patent/WO2016058764A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F16F15/1204—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 with a kinematic mechanism or gear system
    • F16F15/1206—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 with a kinematic mechanism or gear system with a planetary gear system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/13157—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses with a kinematic mechanism or gear system, e.g. planetary

Definitions

  • the 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.
  • 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.
  • 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.
  • 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.
  • a vibration damper ie with a primary side and a compressible spring assembly with respect to this rotatable secondary side.
  • 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
  • the Drehmomentetzillerseinstellan extract 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.
  • 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.
  • the alternating torque acting on the output element can be set variably.
  • 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 Drehmomentetztechnikseinstellanssen.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the torque split feature tellanowski can be optimally responded to the respective operating conditions, so that the best possible torsional decoupling is possible.
  • the stepless torque distribution adjustment arrangement comprises 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.
  • the continuously variable transmission comprises a toroidal transmission.
  • the Toroidgetriebe is particularly advantageous for this application, since the Toroidgetriebe compact builds.
  • Fig. 1 shows a torsional vibration damping arrangement with a toroidal transmission as a Drehmomentillerseinstellan instrument 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 Drehmomentillerseinstellan extract 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.
  • FIG. 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.
  • 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 Drehraumsumpipeanord- 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.
  • 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.
  • 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.
  • this can also be embodied in the form of a known crown gear differential.
  • a further Drehmomentetzillerseinstel- lan extract 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 °;
  • 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.
  • a toroidal transmission 91 is also used here as a torque distribution adjustment arrangement 90.
  • 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.
  • the second torque component Ma2 and thus also the second torsional vibration component DSwA2 are forwarded to the output disk 93 here.
  • 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.
  • 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.
  • 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.
  • the planetary gear 42 is rotatably mounted on the Toroiditatielement 101.
  • the planetary gear 42 is in turn rotatably connected to the input disk 92, which is also rotatably mounted on the Toroiditatielement 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.
  • the rotational speed-dependent characteristic can thus be impressed on the toroidal transmission 91.

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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)
  • Friction Gearing (AREA)

Abstract

L'invention concerne un dispositif d'amortissement de vibrations de torsion (10), destiné au train d'entraînement d'un véhicule, qui comprend une zone d'entrée (50), pourvue d'une masse primaire (1), qui est destinée à être entraînée en rotation sur un axe de rotation (A), et une zone de sortie (55) ; entre la zone d'entrée et la zone de sortie, il est prévu un premier chemin de transmission de couple (47) et, parallèlement à celui-ci, un second chemin de transmission de couple (48) et un dispositif d'accouplement (41) servant à superposer des couples transmis par les chemins de transmission de couple ; dans le premier chemin de transmission de couple, il est prévu un dispositif de décalage de phase (43), présentant une première rigidité, pour produire un déphasage entre des irrégularités de rotation transmises par le premier chemin de transmission de couple et des irrégularités de rotation transmises par le second chemin de transmission de couple ; le dispositif d'amortissement de vibrations de torsion disposé entre la zone d'entrée et la zone de sortie comprend un dispositif de réglage de répartition de couple (90) à action continue.
PCT/EP2015/070997 2014-10-17 2015-09-15 Dispositif d'amortissement de vibrations de torsion pour train d'entraînement d'un véhicule Ceased WO2016058764A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014221107.7 2014-10-17
DE102014221107.7A DE102014221107A1 (de) 2014-10-17 2014-10-17 Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs

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WO2016058764A1 true WO2016058764A1 (fr) 2016-04-21

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PCT/EP2015/070997 Ceased WO2016058764A1 (fr) 2014-10-17 2015-09-15 Dispositif d'amortissement de vibrations de torsion pour train d'entraînement d'un véhicule

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DE (1) DE102014221107A1 (fr)
WO (1) WO2016058764A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN121007206A (zh) * 2025-10-23 2025-11-25 多场低温科技（北京）有限公司 一种传动装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015221894A1 (de) * 2015-11-06 2017-05-11 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs
DE102015224664A1 (de) 2015-12-09 2017-06-14 Zf Friedrichshafen Ag Formschlusskupplung mit einem Rückstellelement

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012219421A1 (de) * 2012-10-24 2014-04-24 Zf Friedrichshafen Ag Torsionsschwingungsdämpfungsanordnung mit Leistungsverzweigung
DE102013220483A1 (de) * 2012-12-17 2014-06-18 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung und Verfahren zur Drehschwingungsdämpfung

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8939860B2 (en) 2010-05-25 2015-01-27 Zf Friedrichshafen Ag Hydrodynamic coupling device, in particular a torque converter
DE102011007116A1 (de) * 2011-04-11 2012-10-11 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung, insbesondere für einen Antriebsstrang eines Fahrzeugs
DE102011086982A1 (de) * 2011-11-23 2013-05-23 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung, insbesondere für den Antriebsstrang eines Fahrzeugs
US9163696B2 (en) * 2013-03-13 2015-10-20 Fuji Jukogyo Kabushiki Kaisha Damper device

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012219421A1 (de) * 2012-10-24 2014-04-24 Zf Friedrichshafen Ag Torsionsschwingungsdämpfungsanordnung mit Leistungsverzweigung
DE102013220483A1 (de) * 2012-12-17 2014-06-18 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung und Verfahren zur Drehschwingungsdämpfung

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN121007206A (zh) * 2025-10-23 2025-11-25 多场低温科技（北京）有限公司 一种传动装置

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