CN111350789B

CN111350789B - Vibration damper

Info

Publication number: CN111350789B
Application number: CN201811567332.2A
Authority: CN
Inventors: 包顺程; 陈相滨; 肖荣亭; 王杰; 陈广露
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2018-12-20
Filing date: 2018-12-20
Publication date: 2023-09-19
Anticipated expiration: 2038-12-20
Also published as: CN111350789A; DE102019134483A1

Abstract

The invention relates to a vibration damping device for a drive train of a motor vehicle, comprising: the damping device comprises a single-mass flywheel (104), a retainer and a damping flange (109), wherein the retainer is in torsion-resistant connection with the single-mass flywheel (104), the retainer and the damping flange (109) are arranged with a rotation axis, the damping device further comprises a damping spring (108) and a pendulum mass piece (106), one end of the damping spring (108) can abut against the retainer, the other end of the damping spring can abut against the damping flange (109), torque of the retainer can be transmitted to the damping flange (109), and the pendulum mass piece (106) can be movably arranged on the damping flange (109) relative to the damping flange (109).

Description

Vibration damper

Technical Field

The invention relates to a vibration damping device for a drive train of a motor vehicle.

Background

Internal combustion engine drives are still used in the future, which is still encountered in motor vehicles. The basic requirements for torque transfer between the engine and the transmission are the same, no matter what type of transmission is chosen, i.e. torsional vibrations and rotational non-uniformities should be reduced while starting and transferring the average torque. However, when the engine speed is reduced in order to reduce fuel consumption, the torque of the engine is increased accordingly, and the driving comfort is reduced. The main reason is that the fluctuation of the rotational speed of the crankshaft becomes large, and the vibration isolation effect of the vibration damping device such as a dual mass flywheel is reduced by the increase of the engine torque. Therefore, a vibration damping device having a better vibration damping effect is required.

One existing solution is to use a dual mass flywheel with centrifugal pendulum absorbers, which can be used in dual clutch transmissions or automatic transmissions, and which has a significantly higher vibration isolation capability than the dual mass flywheel alone, and more than conventional dampers.

For example, chinese patent CN 102245928B discloses a vibration damper with a centrifugal pendulum, which has two flywheel masses that are supported against the action of at least one bow spring and are supported against one another in a limited manner in terms of torsion, one of the flywheel masses being equipped with a centrifugal pendulum, wherein the energy store is a helical spring, such as a bow spring, distributed over the circumference.

However, the cost of both the bow spring and the large stamping in such vibration damping devices is relatively high, thereby making the overall cost of such vibration damping devices relatively high.

Disclosure of Invention

The object of the present invention is therefore to provide a vibration damper for a drive train of a motor vehicle, which has a good capability of reducing torsional vibrations and torsional irregularities, but which is very inexpensive.

The object is achieved by a vibration damping device for a drive train of a motor vehicle, comprising a single-mass flywheel, a cage, a vibration damping flange, a vibration damping spring and a pendulum mass, wherein the cage is connected to the single-mass flywheel in a rotationally fixed manner, wherein the single-mass flywheel, the cage and the vibration damping flange are arranged coaxially with respect to the axis of rotation, wherein the vibration damping spring extends in the circumferential direction or tangentially, and wherein one end of the vibration damping spring can rest against the cage and the other end can rest against the vibration damping flange, so that a torque on the cage can be transmitted to the vibration damping flange, wherein the pendulum mass is mounted on the vibration damping flange in a movable manner with respect to the vibration damping flange.

According to the embodiment of the present invention, the damper device is a torque transmission device capable of effectively reducing torsional vibration and torsional unevenness in the torque transmission process, and can be used in, for example, a drive train of a motor vehicle, specifically, between a crankshaft of an internal combustion engine and a transmission. The single-mass flywheel is in torsion-resistant connection with a crankshaft of the internal combustion engine, so that partial energy output by the internal combustion engine can be stored by utilizing the rotational inertia of the single-mass flywheel, torsional vibration is reduced, and the crankshaft uniformly rotates. Meanwhile, the single-mass flywheel also serves as a torque transmission member for transmitting torque from the crankshaft to a retainer which is in torsional connection with the single-mass flywheel. The cage transmits the torque to the damping flange via the damping springs, in which case the cage comprises at least two damping springs, preferably four damping springs, which are held in the radial plane of the disk section of the damping flange. At least two damping springs are uniformly distributed along the circumferential direction. The damping spring is preferably a linear helical spring, in which case the damping spring extends virtually tangentially. Therefore, in the damper unit composed of the holder, the damper spring, and the damper flange, torsional vibration transmitted to the damper flange is largely reduced due to the damping action of the damper spring. The vibration reduction flange is also provided with a swing rail for swinging the mass part, and the swinging mass part moves relative to the vibration reduction flange through the swing supporting structure relative to the swing rail, so that the centrifugal pendulum device is formed. Torsional vibrations transmitted to the vibration damping flange are reduced by the oscillation of the pendulum mass. Therefore, the vibration damping device according to the present invention can effectively reduce torsional vibration and torsional non-uniformity in the torque transmission process by three vibration damping units, namely, a single mass flywheel, a vibration damping unit using a vibration damping spring, and a centrifugal pendulum type vibration damping unit, and has an effect superior to that of the conventional dual mass flywheel device. In addition, the vibration damper avoids the use of a large bow spring and a large stamping, and is very competitive in terms of control of manufacturing costs.

In a preferred embodiment, the damping spring is arranged radially inward of the pendulum mass. Therefore, the swing radius of the swing mass piece is larger, and the effect of reducing torsional vibration can be improved.

In a further preferred embodiment, the damping spring is arranged radially outside the pendulum mass. Thereby improving the cushioning effect of the damper spring.

In an advantageous embodiment, the holder comprises a clamping disk and a cover disk, which are connected to one another in a rotationally fixed manner, which are arranged on both sides of the damping flange. So that the damper spring can be stably held.

It is particularly advantageous if a damping disk is arranged between the clamping disk and the damping flange and a damping disk is arranged between the cover disk and the damping flange. So that the energy of the torsional vibrations is dissipated by means of the damping disk during the reciprocating oscillation of the damping flange relative to the holder.

In one possible embodiment, the single mass flywheel has a disc-shaped section and an annular section extending axially from a radially outer edge of the disc-shaped section. By adding the annular section on the radial outer side of the disc-shaped section, the rotational inertia of the single-mass flywheel can be increased, so that the rotational kinetic energy stored in the single-mass flywheel can be increased, and the torsional vibration can be reduced. Alternatively, the single mass flywheel is a disc-shaped member, thereby contributing to saving layout space. The single mass flywheel is preferably a one-piece stamping or casting.

Advantageously, an additional mass is provided on the single mass flywheel, thereby increasing the moment of inertia of the single mass flywheel. The additional mass piece is connected with the single mass flywheel through welding or riveting, so that the manufacturing of an integrated large stamping part is avoided, and the cost can be saved. In particular, the damping flange can be arranged between the single-mass flywheel and the additional mass part, so that the single-mass flywheel and the additional mass part surround the pendulum mass part on the damping flange, and have a certain protection effect on the centrifugal pendulum type damping unit. Alternatively, the additional mass member is disposed between the single mass flywheel and the vibration damping flange, so that the space between the vibration damping flange and the single mass flywheel can be fully utilized, and the size of the vibration damping device as a whole can be reduced.

In another possible embodiment, the pendulum masses are arranged in pairs on both axial sides of the damping flange. Alternatively, the pendulum mass can also be arranged on the side of the damping flange facing the single-mass flywheel, so that the arrangement space is saved.

Drawings

Preferred embodiments of the present invention are schematically illustrated below with reference to the accompanying drawings. The attached drawings are as follows:

figure 1 is a half sectional view of a vibration damping device according to a first preferred embodiment of the present invention,

figure 2 is a half sectional view of a vibration damping device according to a second preferred embodiment of the present invention,

figure 3 is a half sectional view of a vibration damping device according to a third preferred embodiment of the present invention,

FIG. 4 is a half sectional view of a vibration damping device according to a fourth preferred embodiment of the present invention, and

fig. 5 is a half sectional view of a vibration damping device according to a fifth preferred embodiment of the present invention.

Detailed Description

Fig. 1 shows a vibration damping device according to a first preferred embodiment of the present invention. The vibration damping device is used in a drive train of a motor vehicle to reduce torsional vibrations and torsional irregularities during power transmission. As shown in fig. 1, the vibration damping device according to the present embodiment includes a single mass flywheel 104, a clamping disk 103, a damping disk (not shown), a vibration damping flange 109, a damping disk (not shown), and a cover disk 107, which are sequentially arranged along the same rotational axis.

The single mass flywheel 104 is a sheet metal molding or casting, and the single mass flywheel 104 and a crankshaft 101 of the motor vehicle internal combustion engine are connected to each other in a rotationally fixed manner by a plurality of bolts 102 distributed in the circumferential direction, wherein the crankshaft 101 is arranged with the single mass flywheel 104 coaxially with respect to the rotation axis. So that part of the energy output by the internal combustion engine can be stored by utilizing the rotational inertia of the single mass flywheel 104, and the fluctuation of the rotational speed is reduced, so that the crankshaft 101 uniformly rotates.

The clamping disk 103 and the cover disk 107 are each substantially annular disks, and the necessary bends can be provided on the clamping disk 103 and/or the cover disk 107 depending on the application, in order to match the installation space or to reduce the overall installation size of the vibration damping device. The clamping disk 103 is connected to the single mass flywheel 104 in a rotationally fixed manner by means of screws 105, i.e. torque is transmitted from the crankshaft 101 to the clamping disk 103 via the single mass flywheel 104. The clamping disk 103 and the cover disk 107 are connected to each other in a rotationally fixed manner and each have a through-hole for receiving the damper spring 108 and a structure for axially holding the damper spring 108, so that the clamping disk 103 and the cover disk 107 together form a holder for the damper spring 108. The damping flange 109 has a substantially annular disc section and a sleeve section connected to the next stage torque transmitting device. The damping flange 109 can rotate with respect to the cage in a limited manner, and a through-hole for receiving the damping spring 108 is correspondingly provided in the damping flange 109. As shown in fig. 1, the cage holds the damper springs 108 in a radial plane of the disk section of the damper flange 109. In the present embodiment, at least two damping springs 108, preferably four damping springs 108, alternatively three or five damping springs 108 can be provided in the radial plane. The damper spring 108 is preferably a linear coil spring, but can be other elastic members. Accordingly, each damper spring 108 extends substantially tangentially to the damper flange. Each damper spring 108 abuts against the holder at the same end and the damper flange 109 at the other end, respectively. That is, the cage constitutes a driving member in torque transmission and the damping flange constitutes a driven member in torque transmission, torque being transmitted from the cage to the damping flange 109 via at least two damping springs 108. In the damper unit composed of the holder, the damper spring 108, and the damper flange 109, torsional vibration transmitted to the damper flange 109 is largely reduced due to the damping action of the damper spring 108. Further, in the present embodiment, a damping disk is provided between the driving member and the driven member in torque transmission, that is, a damping disk (not shown) is provided between the clamping disk 103 and the axial direction of the vibration reduction flange 109, and a damping disk (not shown) is provided between the cover disk 107 and the axial direction of the vibration reduction flange 109. Whereby the energy of the torsional vibrations is dissipated by means of the damping disk during the reciprocating oscillation of the damping flange 109 relative to the holder.

A wobble rail in the form of an axial through-hole, for example a curved elongated hole, is also provided on the disk section of the damping flange 109. The pendulum mass 106 is moved relative to the pendulum rail by the pendulum support structure relative to the vibration reduction flange 109. Thus, the damping flange 109 is both a support for the pendulum mass 106 and a power follower in the damping unit described above using the damping spring 108. In the present embodiment, the pendulum masses 106 are arranged in pairs on both axial sides of the vibration damping flange 109 and are connected to each other by means of step pins extending through holes of the pendulum track. At least two pairs of pendulum masses 106, preferably two or three pairs, are arranged in the circumferential direction. As shown in fig. 1, the pendulum mass 106 is disposed radially outward of the damper springs 108. Therefore, in the centrifugal pendulum vibration reduction unit constituted by the vibration reduction flange 109, the pendulum mass 106, and the pendulum support structure, torsional vibration transmitted to the vibration reduction flange 109 is reduced by the pendulum mass 106 swinging, and the degree of reducing the torsional vibration is improved due to the large pendulum mass 106 swinging radius.

The damping flange 109 is provided with splines or teeth on the radially inner part of the sleeve section for connection with a torque input of a next-stage torque transmitting device in the drive train. Thus, with the vibration damping device according to the present embodiment, torsional vibration and torsional irregularities can be effectively reduced in transmitting torque from, for example, the power input end of the crankshaft 101 to the next-stage torque transmission device that is in torsional connection with the vibration damping flange 109 at the sleeve section. It is particularly advantageous that the damper device according to the present embodiment avoids the use of bow springs, greatly reducing the manufacturing cost.

Fig. 2 shows a vibration damping device according to a second preferred embodiment of the present invention. This embodiment is similar to the first embodiment shown in fig. 1, and the vibration damping device also comprises a single mass flywheel 204, a clamping disk 203, a vibration damping flange 209 and a cover disk 207, which are arranged in sequence along the same rotational axis. The crankshaft 201 and the single mass flywheel 204 of the internal combustion engine are connected to each other by a bolt 202 so as to be rotationally fixed, and a part of energy output from the internal combustion engine is stored by the rotational inertia of the single mass flywheel 204, thereby equalizing the rotation of the crankshaft 201. The single mass flywheel 204 and the clamping disk 203 are connected to each other by a screw 205 in a rotationally fixed manner, so that torque is transmitted to the clamping disk 203. The rotationally fixed clamping disk 203 and the cover disk 207 together form a holder for the damping spring 208. The damper spring 208 rests on the cage at one end and on the damper flange 209 at the other end. The damping flange 209 is capable of reciprocating relative to the cage. A pendulum mass 206 that can be pivoted relative to the damping flange 209 is also provided on the disk section of the damping flange 209.

The difference from the first embodiment is that in the present embodiment, the pendulum mass 206 is arranged radially inward of the damper spring 208. So that the cushioning effect of the damper spring 208 can be improved. Further, by disposing the pendulum mass 206 on the side of the damper flange 209 facing the single mass flywheel 204, the space inside the damper can be effectively utilized, thereby reducing the size of the damper as a whole.

Fig. 3 shows a vibration damping device according to a third preferred embodiment of the present invention. This embodiment is similar to the first embodiment shown in fig. 1, except that the single mass flywheel 304 is no longer a disc-shaped member, but is, as shown in fig. 3, integrally formed of a disc-shaped member and a ring-shaped section extending axially from the radially outer edge of the disc. The single mass flywheel 304 is, for example, a sheet molding or casting. By adding an annular section radially outward of the disk, the moment of inertia of the single mass flywheel 304 can be increased, thereby increasing the rotational kinetic energy stored in the single mass flywheel 304, which is beneficial to reducing torsional vibrations.

Fig. 4 and 5 show vibration damping devices according to a fourth preferred embodiment and a fifth embodiment of the present invention, respectively. In both embodiments, the single mass flywheel 404, 504 is similar to the single mass flywheel 304 shown in fig. 3, but the additional mass pieces 410, 510 are welded or riveted to the single mass flywheel 404, 504. The additional mass 410, 510 is a stamping or casting. By the method, the moment of inertia of the single-mass flywheel unit can be increased, the capability of reducing torsional vibration is enhanced, the adoption of large stamping parts is avoided, and the cost is reduced. In the fourth embodiment shown in fig. 4, the additional mass 410 is arranged on the side of the damping flange 409 facing away from the single-mass flywheel 404. Specifically, the additional mass 410 includes an annular radial section and an axially extending sleeve-shaped axial section arranged in a radial plane, as shown in fig. 4, the additional mass 410 being welded to the end of the annular section of the single mass flywheel 404 at the interface of the two sections. The single mass flywheel 404 and the additional mass 410 thus enclose the pendulum mass on the damping flange 409, providing a certain protection for the centrifugal pendulum unit. In the fifth embodiment shown in fig. 5, the additional mass 510 is arranged essentially between the damping flange 509 and the single mass flywheel 504. As shown in fig. 5, the additional mass member 510 includes an annular radial section disposed in a radial plane and a sleeve-shaped axial section extending in an axial direction, the radial section being abutted against a disc-shaped section of the single mass flywheel 504, the axial section being abutted against a radially inner side of the annular section of the single mass flywheel 504, thereby increasing the moment of inertia of the single mass flywheel, and fully utilizing the space between the vibration damping flange 509 and the single mass flywheel 504, thereby reducing the size of the vibration damping device as a whole.

While possible embodiments are exemplarily described in the above description, it should be understood that there are numerous variations of the embodiments still through all known and furthermore easily conceivable combinations of technical features and embodiments by the skilled person. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. The technical teaching for converting at least one exemplary embodiment is provided more in the foregoing description to the skilled person, wherein various changes may be made without departing from the scope of the claims, in particular with regard to the function and structure of the components.

List of reference numerals

101. Crankshaft

102. Bolt

103. Clamping disc

104. Single-mass flywheel

105. Screw bolt

106. Pendulum mass part

107. Cover plate

108. Spring

109. Vibration damping flange

201. Crankshaft

202. Bolt

203. Clamping disc

204. Single-mass flywheel

205. Screw bolt

206. Pendulum mass part

207. Cover plate

208. Spring

209. Vibration damping flange

304. Single-mass flywheel

404. Single-mass flywheel

409. Vibration damping flange

410. Additional mass part

504. Single-mass flywheel

509. Vibration damping flange

510. Additional mass part

Claims

1. A vibration damping device for a drive train of a motor vehicle, characterized in that the vibration damping device comprises:

a single mass flywheel (104, 204, 304, 404, 504),

a cage, which is connected to the single mass flywheel (104, 204, 304, 404, 504) in a rotationally fixed manner,

damping flanges (109, 209, 409, 509), the single mass flywheel (104, 204, 304, 404, 504), the cage and the damping flanges (109, 209, 409, 509) being arranged coaxially with respect to the axis of rotation,

-a damper spring (108, 208), one end of the damper spring (108, 208) being able to rest against the holder and the other end being able to rest against the damper flange (109, 209, 409, 509) such that a torque on the holder is able to be transmitted to the damper flange (109, 209, 409, 509), and

a pendulum mass (106, 206), wherein the pendulum mass (106, 206) is mounted movably on the vibration damping flange (109, 209, 409, 509) relative to the vibration damping flange (109, 209, 409, 509),

a damping disc is arranged between the retainer and the damping flange.

2. Damping device according to claim 1, characterized in that the damping spring (108) is arranged radially inside the pendulum mass (106).

3. Damping device according to claim 1, characterized in that the damping spring (208) is arranged radially outside the pendulum mass (206).

4. Damping device according to claim 1, characterized in that the holder comprises a clamping disk (103, 203) and a cover disk (107, 207) which are connected to one another in a rotationally fixed manner, the clamping disk (103, 203) and the cover disk (107, 207) being arranged on both sides of the damping flange (109, 209, 409, 509), respectively.

5. Damping device according to claim 4, characterized in that a damping disc is arranged between the clamping disc (103, 203) and the damping flange (109, 209, 409, 509) and a damping disc is arranged between the cover disc (107, 207) and the damping flange (109, 209, 409, 509).

6. The vibration damping device according to claim 1, characterized in that the single mass flywheel (304, 404, 504) has a disc-shaped section and an annular section extending axially from a radially outer edge of the disc-shaped section.

7. Damping device according to claim 6, characterized in that an additional mass part (410) is provided on the single mass flywheel (404), wherein the damping flange (409) is located between the single mass flywheel (404) and the additional mass part (410).

8. Damping device according to claim 6, characterized in that an additional mass (510) is provided on the single mass flywheel (504), wherein the additional mass (510) is located between the single mass flywheel (504) and the damping flange (509).

9. Damping device according to claim 1, characterized in that the pendulum masses (106) are arranged in pairs on both axial sides of the damping flange (109).

10. Damping device according to claim 1, characterized in that the pendulum mass (206) is arranged on the side of the damping flange (209) facing the single mass flywheel (204).