CN110088501B

CN110088501B - Torsional vibration damper arrangement for a drive train of a vehicle

Info

Publication number: CN110088501B
Application number: CN201780078767.8A
Authority: CN
Inventors: U·格罗斯格鲍尔; C·卡尔森; M·科普; D·洛伦茨; T·戴克霍夫; M·特劳特; S·埃纳克尔; M·赖施; M·万德雷
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2016-12-21
Filing date: 2017-11-21
Publication date: 2020-12-25
Anticipated expiration: 2037-11-21
Also published as: WO2018114171A1; CN110088501A; DE102016225865A1; EP3559501A1

Abstract

A torsional vibration damping arrangement for a drive train of a vehicle, comprising: an input region (50) and an output region (55) which can be driven in rotation about a rotational axis (A), wherein a first torque transmission path (47) and a second torque transmission path (48) parallel thereto and a coupling device (51) are provided between the input region (50) and the output region (55), wherein a phase shifting device (44) is provided in the first torque transmission path (47), wherein the coupling device (51) is designed as a fluid transmission device (60).

Description

Torsional vibration damper arrangement for a drive train of a vehicle

Technical Field

The invention relates to a torsional vibration damping arrangement for a drivetrain of a vehicle, comprising an input region and an output region which can be driven in rotation about a rotational axis, wherein a first torque transmission path and a second torque transmission path parallel thereto and a coupling device for superimposing torques guided via the torque transmission paths are provided between the input region and the output region, wherein a phase shift device is provided in the first torque transmission path for producing a phase shift of rotational irregularities guided via the first torque transmission path relative to rotational irregularities guided via the second torque transmission path.

Background

From german patent application DE 102011007118A, a torsional vibration damper arrangement is known which divides the torque introduced into the input region, for example by the crankshaft of an internal combustion engine, into a torque component which is transmitted via a first torque transmission path and a torque component which is introduced via a second torque transmission path. In this torque distribution, not only is the static torque distributed, but also vibrations or rotational irregularities contained in the torque to be transmitted, which are generated, for example, by periodically occurring ignitions in the internal combustion engine, are also distributed proportionally to the two torque transmission paths. The coupling device in turn merges the two torque transmission paths and introduces the combined total torque into an output region, for example a friction clutch or the like.

In at least one of the torque transmission paths, a phase shifting device is provided, which is configured according to the type of damper, i.e. is formed with a primary element and an intermediate element which is rotatable relative thereto due to the compressibility of the spring device. In particular, a phase shift of up to 180 ° occurs when the vibration system transitions into the supercritical state, i.e., is excited by vibrations exceeding the resonance frequency of the vibration system. This means that: in the case of the greatest phase shift, the vibration component output by the vibration system is phase-shifted by 180 ° with respect to the vibration component absorbed by the vibration system. Since the vibration components guided via the further torque transmission path are not subjected to a phase shift or, if appropriate, to a different phase shift, the vibration components contained in the joining torque components and subsequently phase-shifted relative to one another add up destructively relative to one another, so that the total torque introduced into the output region is ideally a static torque which contains substantially no vibration components. The coupling device is designed as a planetary gear.

A torsional vibration damper device as just described is known from DE 102011086982 a1, however, the coupling device is designed as a lever transmission.

Disclosure of Invention

The purpose of the invention is: a torsional vibration damper device is proposed which has improved vibration damping properties with a simple construction.

According to the invention, this object is achieved by a torsional vibration damper arrangement for a drive train of a motor vehicle, comprising: an input region and an output region which can be driven in rotation about a rotational axis (A), wherein a first torque transmission path and a second torque transmission path are provided parallel to one another between the input region and the output region, the first torque transmission path being used to transmit a first torque component of a total torque which can be transmitted between the input region and the output region, and the second torque transmission path being used to transmit a second torque component; phase shifting means at least in the first torque transmission path to produce a phase shift of the rotational irregularities guided via the first torque transmission path relative to the rotational irregularities guided via the second torque transmission path, wherein the phase shifting means comprise a vibration system having a primary element and an intermediate mass which is rotatable relative to the primary element about a rotational axis (a) against a restoring action of the damping element arrangement; a coupling device for combining a first torque component transmitted via the first torque transmission path and a second torque component transmitted via the second torque transmission path and for transmitting the combined torque to an output region, wherein the coupling device comprises a first input element connected to the first torque transmission path, a second input element connected to the second torque transmission path, and an output element connected to the output region, wherein the coupling device is designed as a fluid transmission device. Here, the fluid transmission device includes: at least one housing element, a first cylinder and a second cylinder, both of which are arranged in the housing element and are connected to each other by means of a connection opening; and a pair of pistons comprising a first piston and a second piston, which are movable in opposition to each other in respective cylinders of the housing element by means of an action medium. In this case, one of the two pistons is connected to the output of the phase shifting device and is the first input element of the coupling, while the other of the two pistons is connected to a direct torque transmission path, which is thus the second input element of the coupling. The housing element is an output element of the coupling device and is advantageously connected to an output region, for example to a starting clutch or a transmission. If a torque with torsional vibrations is now introduced from the input region, the torque branches off on the first and second torque transmission paths. A phase shifting device is provided in the first torque transmission path, while the second torque transmission path extends directly, i.e. rigidly, from the input side. In the case of a torque transmission from the input region to the output region, a second piston connected to a direct, i.e. rigid, torque transmission path moves in a second cylinder of the housing element and exerts a force on the working medium via its piston surface. Since the second cylinder is connected to the first cylinder by means of the connection opening, the reaction medium exerts oppositely directed forces on the surface of the first piston which executes a movement opposite to the second piston and pretensions the vibration system, which is mainly formed by a spring. If a force balance is set between the two piston surfaces, the resulting force and the resulting torque at the output element act on the output element by means of the housing element, to be precise by means of the cylinder rear wall. Thus, static torque is transferred from the input area to the output area. The dynamic component contained in the static torque, i.e. the torsional vibration, is ideally cancelled out by the vibration of the working medium relative to the vibration system, i.e. the spring-mass system, and is not transmitted to the output region.

The transmission ratio of the coupling can be set by the ratio of the piston surfaces of the first and second cylinders. A transmission change of this type can be realized in a cost-effective and rapid manner compared to the embodiments known from the prior art, in which the coupling is designed as a planetary transmission or a lever transmission, since only the effective piston surface has to be changed.

It can also be advantageous to: the cylinders in the housing element have a curved or straight course.

Furthermore, an incompressible medium, i.e. for example a hydraulic liquid, oil or any other known and suitable liquid or also a viscous medium, can be used as the acting medium.

It can also be advantageous to: the plurality of fluid transmission devices are evenly or unevenly distributed in the circumferential direction about the rotation axis a.

The transmission ratio of the fluid transmission device can also be determined by the ratio of the piston surfaces of the first and second pistons.

Drawings

The present invention is described in detail below with reference to the accompanying drawings. The figures show:

fig. 1 shows a schematic representation of a prior art torsional vibration damper arrangement with two parallel torque transmission paths.

Fig. 2 shows a schematic representation of a prior art torsional vibration damper arrangement with a planetary gear as a coupling device.

Fig. 3 shows a prior art damping device with a lever coupling in a linear model.

Fig. 4-8 show different gear ratios of the prior art as shown in fig. 3.

Fig. 9 shows a damping device according to the invention in a linear model with a coupling device as a fluid transmission device.

Fig. 10 shows a sectional view of a torsional vibration damper arrangement with a fluid drive according to the invention.

Fig. 11 shows the torsional vibration damper arrangement of fig. 10 as a top view in the region of the coupling.

Detailed Description

A first embodiment of a torsional vibration damper arrangement, generally designated 10, which operates according to the principle of power or torque splitting, is described below with reference to fig. 1. The torsional vibration damper arrangement 10 can be arranged, for example, in the drive train of a vehicle between the drive assembly and components of the drive train, such as a transmission, a friction clutch, a hydrodynamic torque converter, etc.

The torsional vibration damper arrangement 10 schematically illustrated in fig. 1 includes an input region generally provided with reference numeral 50. The input region 50 can be connected to a crankshaft, not shown, of the drive assembly 61, for example, by screwing. In the input region 50, the torque absorbed by the drive assembly 61 branches off into the first torque transmission path 47 and the second torque transmission path 48. In the region of the coupling device, which is generally provided with the reference numeral 51, the torque components Ma1 and Ma2 guided via the two

torque transmission paths

47, 48 are combined again to an output torque Maus and then transmitted to the output region 55, which can be formed, for example, as here by the transmission 63.

A vibration system, generally provided with reference numeral 56, is integrated in the first torque transmission path 47. The vibration system 56 acts as a phase shifting device 44 and comprises, for example, a primary element 1 to be connected to the drive assembly and a secondary element 2 to transmit torque. In this case, the primary element 1 can be rotated relative to the intermediate mass 5 against the damping element arrangement 4.

From the foregoing description it can be seen that: the vibration system 56 is configured with one or more spring packs 4 as shown here, depending on the type of torsional vibration damper. By selecting the intermediate mass 5 and the mass of the primary element 1 and the stiffness of the one or more spring packs 4, it is possible to: the resonant frequency of the vibration system 56 is in a desired range in order to achieve a favorable phase shift from the torsional vibration in the first torque transmission path 47 to the torsional vibration in the second torque transmission path 48. In order to achieve this, the first torque transmission path 47 is operated supercritical. At the same time, the amplitude of the vibrations in the phase-shifted torque transmission path 47 after the spring set 4 is also reduced. The phase shift of the torsional vibrations should be kept as constant as possible in the second torque transmission path 48. In order to achieve this, the path is implemented as rigidly as possible and with a low mass inertia. The coupling 51 of the torsional vibration damper arrangement 10 merges the two torque components Ma1 and Ma2 again. This is done as follows: the two torque components Ma1 and Ma2 and the torsional vibration component are superimposed in the form: in the best case, the torque Maus without torsional vibration component is transmitted to the output region 55 after the two torsional vibration components have been phase-shifted by 180 ° and have been superimposed in the coupling 51 with the same amplitude in the two

torque transmission paths

47, 48.

The gearing of the coupling, the spring characteristic curve and the inertia of the intermediate mass 5 can be selected such that the two torque paths 47; 48 are in equal proportion and the vibration components cancel each other out. The gear ratio also determines: how much torque is directed via the phase-shifted torque transmission path 47 and via the spring set 4, and how much torque passes on the direct torque transmission path 48.

Fig. 2 shows a standard variant of the interconnection of a torsional vibration damper arrangement 10 with two torque transmission paths. The coupling device 51 is designed as a planetary gear 6. The planet carrier 8 of the planetary gear 6 is connected in a rotationally fixed manner to the primary element 1. The phase-shifted torque path 47 is connected to the primary element 1 by means of the drive ring gear 9. The drive ring gear 9 meshes with planet gears 13, which are rotatably mounted on the planet gear carrier 8 and are the intermediate masses 5. The other planet wheel 11 on the output side is connected in a rotationally fixed manner to a planet wheel 13. The planet gears 11 on the output side in turn mesh with the driven ring gear 12, wherein the driven ring gear 12 forms the secondary element 2 and is the output element 40 of the coupling device 51. In this connection variant, a standard transmission ratio of greater than 1.0 to 1.5 is most significant, since good decoupling results can thus be achieved. The planet carrier 8 is in the direct torque transmission path 48.

Fig. 3 shows a prior art damping device with a lever coupling in a linear model. For better understanding, reference numerals in the reduction of rotational vibration will also be used herein for illustration, as the elements function similarly. Instead of the torque M in the rotational vibration reduction, the force F is transmitted in the linear vibration reduction. In this case, different transmission ratios of the coupling device 51 are to be specified depending on the successive positions of the output element 40. Two transmission paths 47 are provided, including a lever coupling transmission device; 48, the phase-shifted transmission path 47, which transmits the first force component, and the direct transmission path 48, which transmits the second force component, are connected in an articulated manner via the coupling element 17 by means of the coupling joint 29, and thus transmit the total force Fges from the input region 50 to the output region. The output element 40 of the coupling 51, which is also the output of the concentrated force Faus of the coupling 51, is likewise connected in an articulated manner, advantageously by means of a hinge connection 28, to the coupling element 17. Depending on the successive positions of the output element 40, the transmission ratio of the lever-coupled transmission can be divided into the following 5 possibilities, which are shown individually in fig. 4 to 8.

Here, the definition of the transmission ratio i is also specified.

In a rotating system, the transmission ratio represents:

i-torque at the driven part/torque in the phase shift path

In a linear system, the transmission ratio represents:

i-force at the driven part/force in the phase shift path

Here, the angular influence should be neglected. This consideration should be applicable to small angles.

Here, the following applies to the following gear ratios.

0< i <1 means: on the side of the phase-shifted transmission path 47, the output element 40 is connected to the coupling element 17 outside the coupling joint 29 of the direct and indirect transmission paths.

i ═ 1 denotes: the output element 40 is connected directly to the coupling element 17 at the coupling joint 29 of the phase-shifted transmission path 47. No distribution of force or torque is performed. The entire force or the entire torque is guided via the spring set and is similar to that in a rotary system with a known dual mass flywheel.

i >1 represents: in the direct and phase-shifted transfer paths 48; 47 connects the output element 40 to the coupling element 17. This is an advantageous design range for known torsional vibration damping arrangements having two torque transmission paths.

i ═ infinity represents: the output element 40 is connected directly to the coupling element 17 at the coupling joint 29 of the direct transmission path 48. The transfer path from the input area 50 to the output area 55 is not divided. The entire force Fges or the entire torque Mges is guided via the direct transmission path 48. The spring pack 4 is thus bridged and cut off. All excitations are directed through directly.

i <0 denotes that the output element 40 is connected to the coupling element 17 on the side of the direct transmission path 48 outside the coupling joint 29 of the direct and phase-shifted transmission paths.

The transmission ratio of the coupling device 51 can thus be changed by moving the articulated connection of the output element 40 along the coupling element 17.

In the case of an ideal design transmission ratio, the articulated connection of the output element 40 is in the vibration node.

Fig. 9 shows a damping device according to the invention in a linear model with a fluid transmission 60 as a coupling 61, in which the total force Fges is transmitted by means of the fluid transmission to an output element of the fluid transmission 60 via a first transmission path 47 with a first force component and via a second transmission path 48 with a second force component Fa2 as an output force Faus. The interconnection scheme is similar to a lever-coupled transmission. But here the phase-shifted and direct transfer path 47; the coupling of 48 is not effected via levers or planet wheels, as is known from the prior art, but rather by the working medium 70, i.e. for example a hydraulic fluid 71, as an incompressible medium.

The actuation takes place via a first piston 65, which is connected to the phase-shifted transmission path 47 and is displaceable in a first cylinder 67 of the housing element 64, and via a second piston 66, which is connected to the direct transmission path 48 and is displaceable in a second cylinder 68 of the housing element 64. Here, the first cylinder and the second cylinder are connected to each other via a connection opening 36. The working medium 70, which is embodied here as a hydraulic fluid 71, establishes an effective connection between the two

pistons

65 and 66. The housing element 64 is fixedly connected to the output element 40.

The transmission ratio is represented by the ratio of the piston surface AK2 of the direct transmission path 48 to the piston surface AK1 of the phase-shifted transmission path 47,

i ═ 1+ (AK2_ direct/AK 1_ phase shift) or

1+ | (piston path _ direct/piston path _ phase shift) |

In this case, only a transmission ratio i in the range >1 according to the above definition can be achieved by adjusting the piston surface. The principle on which this is based is hydraulic force transmission. Thus, the piston 65; 66 must be arranged such that the direct transfer path 48 and the phase-shifted transfer path 47 move in opposition. The reason is that the vibration components of the output signal of the spring assembly 4 are in opposite phase due to the static force component in the linear mode or due to the moment component in the rotational model and the vibration component in phase with respect to the direct transmission path 48, so that the spring assembly 4 compresses.

Fig. 10 and 11 show the design of a torsional vibration damper arrangement 10 with two torque transmission paths and a fluid transmission 60 as a coupling device 51. Here, the fluid transmission device 60 includes first and second pistons 65; 66, said first and second pistons being capable of rotating in first and second cylinders 67; 68 and is here embodied as an arc-shaped part.

With the application of the torque Mges, the second piston 66 of the direct torque transmission path 48, which is connected rigidly to the primary element 1 in the direction of motion, moves in the second cylinder 68 and exerts a force on a piston face AK1 of the first piston 65, which is connected to the primary element 1 by means of the spring assembly 4, by means of an acting medium 70, here a hydraulic fluid 71, via a piston face AK 2. Due to the inertia of the output element 40, which can be connected on the one hand to the housing element 64 and on the other hand to the output of the torsional vibration damper arrangement 10 and can be connected, for example, to a transmission or a starting clutch (neither of which is shown), the output element 40 remains in the respective state and does not accelerate. The spring group 4 is compressed by a force acting on the piston face AK1 of the first piston. Two pistons 65; 66 move relative to each other until force or moment equilibrium occurs. At the latest, the torque Mges is transmitted as Maus via the working medium 70 to the output element 40 via the cylinder rear wall 69. Ideally, the dynamic vibration component is compensated for by the vibration of the spring-mass system in the torque transmission path 47 of the working medium 70, here the hydraulic fluid 71, overcoming the phase shift, and is not transmitted to the secondary element 2, here the output element 40. Phase shifted and direct torque transfer path 47; 48, first and second pistons 65; piston seal 75 at 66; 76 seals the cylinder interior space with the working medium 70 from the environment.

List of reference numerals

1 Primary element

2 Secondary element

3 damping element device

4 spring group

5 intermediate mass

6 planetary transmission device

8 planet wheel support

9 drive hollow wheel

10 torsional vibration damper

11 planet wheel on driven side

12 driven hollow wheel

13 planet wheel

17 coupling element

20 first input element

28 hinge connection

29 coupling hinge

30 second input element

36 connecting opening

40 output element

44 phase shifting device

47 first torque transmission path

48 second torque transfer path

50 input area

51 coupling device

55 output area

56 vibration system

60 fluid transmission device

61 drive assembly

62 piston pair

63 drive device

64 housing element

65 first piston

66 second piston

67 first cylinder

68 second cylinder

69 jar back wall

70 action medium

71 hydraulic fluid

75 piston seal

76 piston seal

80 cylinder inner space

Axis of rotation A

Piston surface of AK1 first cylinder

Piston surface of AK2 second cylinder

d1 diameter of first piston

d2 diameter of second piston

Mges Total Torque

Mal torque component 1

Mal torque component 2

Maus output torque

Fges Total force

Fa1 force component 1

Fa2 force component 2

Faus output force

Claims

1. A torsional vibration damping device (10) for the drive train of a motor vehicle, comprising: an input region (50) and an output region (55) which can be driven in rotation about a rotational axis (A), wherein a first torque transmission path (47) and a second torque transmission path (48) are provided parallel to one another between the input region (50) and the output region (55) for transmitting a first torque component (Ma1) of a total torque (Mges) to be transmitted between the input region (50) and the output region (55); and a second torque transmission path for transmitting a second torque component (Ma2) of the total torque (Mges) to be transmitted between the input region (50) and the output region (55),

-phase shifting means (44) at least in the first torque transmission path (47) to produce a phase shift of rotational irregularities guided via the first torque transmission path (47) relative to rotational irregularities guided via the second torque transmission path (48), wherein the phase shifting means (44) comprise a vibration system (56) having a primary element (1) and an intermediate mass (5) rotatable relative to the primary element (1) about a rotational axis (A) against a restoring action of a damping element arrangement (3),

-a coupling device (51) for combining a first torque component (Ma1) transmitted via the first torque transmission path (47) and a second torque component (Ma2) transmitted via the second torque transmission path (48) and for transmitting the combined torque (Maus) to the output region (55), wherein the coupling device (51) comprises a first input element (20) connected to the first torque transmission path (47), a second input element (30) connected to the second torque transmission path (48) and an output element (40) connected to the output region (55), wherein the coupling device (51) is designed as a fluid transmission device (60), the fluid transmission device (60) comprising at least one piston pair (62), a housing element (64) and an action medium (70), the piston pair (62) comprising a first piston (65) and a second piston (66), wherein the housing element (64) comprises a first cylinder (67) and a second cylinder (68), wherein the first cylinder (67) and the second cylinder (68) are connected to each other by means of a connection opening (36), characterized in that the first piston (65) is movably arranged in the first cylinder (67) and the second piston (66) is movably arranged in the second cylinder (68), wherein the two pistons (65; 66) are in operative connection by means of an action medium (70).

2. The torsional vibration damping device (10) as claimed in claim 1, characterized in that one of the two pistons (65; 66) is connected to the first input element (20) of the coupling device (51) and the other of the two pistons (65; 66) is connected to the second input element (30) of the coupling device (51), and wherein the housing element (64) is connected to the output element (40).

3. The torsional vibration damper arrangement (10) as claimed in claim 1 or 2, characterized in that in the event of a change in the relative position of one of the two pistons (65; 66) with respect to the housing element (64), the other of the two pistons (65; 66) changes its position in the opposite direction.

4. The torsional vibration damping device (10) of claim 1 or 2, characterized in that the diameter d1 of the first piston (65) is greater than or equal to or smaller than the diameter d2 of the second piston (66).

5. The torsional vibration damper arrangement (10) as claimed in claim 1 or 2, characterized in that the first and second cylinders (67; 68) have a curved or linear course.

6. The torsional vibration damper arrangement (10) as claimed in claim 1 or 2, characterized in that one of the two cylinders (67; 68) has a curved course and the other of the two cylinders (67; 68) has a straight course.

7. The torsional vibration damper arrangement (10) as claimed in claim 1 or 2, characterized in that the active medium (70) is an incompressible medium.

8. The torsional vibration damping device (10) of claim 7, characterized in that the incompressible medium is a fluid.

9. The torsional vibration damping device (10) according to claim 1 or 2, characterized in that two or more fluid transmission devices (60) are distributed uniformly or non-uniformly in a circumferential direction around the axis of rotation (a).

10. The torsional vibration damping device (10) as claimed in claim 1 or 2, characterized in that the transmission ratio of the coupling device (51) is determined by the ratio of the piston faces (AK 1; AK2) of the first and second pistons (65; 66).