DE102020102093A1 - Centrifugal pendulum - Google Patents

Abstract

The invention relates to a centrifugal pendulum (1) for speed-dependent torsional vibration damping within a drive train (2) of a motor vehicle (3), comprising a centrifugal pendulum input (4) for introducing a torque into the centrifugal pendulum (1) and a centrifugal pendulum output (5) for delivering a torque the centrifugal pendulum (1), as well as a plurality of pendulum masses (6) arranged between the centrifugal pendulum input (4) and the centrifugal pendulum output (5), which are arranged at least on a first pendulum flange (7), and each pendulum mass (6) in one of it associated link guide (8) along a pendulum track (9) relative to the pendulum flange (7) is movably guided, wherein the pendulum track (9) is arcuate and has a first arc section (10) that extends up to a first oscillation angle α and one in Has the circumferential direction of the first arcuate section (10) adjoining second arcuate section (11), which up to a second oscillation angle β is enough, the centrifugal pendulum (1) having a first tuning order (12) in its first curved section (10) and a second tuning order (13) in its second curved section (11), the second curved section (11) having a greater curvature than the first arch section (10).

Description

The invention relates to a centrifugal pendulum for speed-dependent torsional vibration damping within a drive train of a motor vehicle, comprising a centrifugal pendulum input for introducing a torque into the centrifugal pendulum and a centrifugal pendulum output for delivering a torque from the centrifugal pendulum, as well as a plurality of at least a plurality of centrifugal pendulum input and the centrifugal pendulum output are arranged on a first pendulum flange, and wherein each pendulum mass is movably guided in a link guide assigned to it along a pendulum track with respect to the pendulum flange.

A centrifugal pendulum, as from the application DE 10 2006 028 552 A1 known, is used to reduce torsional vibrations in the drive train of a motor vehicle, for example a passenger car. The centrifugal pendulum has at least two pendulum masses, which are guided along raceways by means of pendulum rollers on a carrier element or two carrier elements, hereinafter referred to as a pendulum flange. In field 2 of the centrifugal acceleration, the pendulum masses can execute at least one oscillating movement along their tracks if they are excited by torque fluctuations of an internal combustion engine. Through this oscillating movement, energy is withdrawn from the exciter oscillation at suitable times and fed back in, so that the exciter oscillation is calmed, so the centrifugal pendulum acts as a damper. Since both the natural frequency of the centrifugal pendulum oscillation and the exciter frequency are proportional to the speed, the damper effect of a centrifugal pendulum can be achieved over the entire frequency range.

The pendulum masses can strike against each other or on the pendulum flange when the drive train is in a certain operating state, for example when changing to idle in an automatic transmission, when driving very slowly, when the internal combustion engine is started or switched off or when the motor vehicle comes to a standstill .

In order to reduce this noise, a damping element made of plastic such as elastomer or rubber can be provided between the pendulum masses and the stops. Furthermore, from the WO 2013/13117841 A1 a centrifugal pendulum in a two-mass flywheel is known, in which damping elements are arranged on the pendulum masses, which reduce the impact noise of the pendulum masses with respect to the pendulum flange.

The object of the invention is to further improve the running smoothness of a centrifugal pendulum by reducing the impact energy of the pendulum masses in their end positions.

This object is achieved by a centrifugal pendulum of a drive train of a motor vehicle, comprising a centrifugal pendulum input for introducing a torque into the centrifugal pendulum and a centrifugal pendulum output for delivering a torque from the centrifugal pendulum, as well as a plurality of pendulum masses arranged between the centrifugal pendulum input and the centrifugal pendulum output, which at least one pendulum output first pendulum flange are arranged, and each pendulum mass is movably guided in a link guide assigned to it along a pendulum track with respect to the pendulum flange, the pendulum track being designed in an arc shape and a first arc section which extends up to a first oscillation angle α and one extends in the circumferential direction to the having a second arc section adjoining the first arc section, which extends up to a second oscillation angle β, the centrifugal pendulum in its first arc section having a first coordination order and i n its second arc section has a second tuning order, the second arc section having a greater curvature than the first arc section.

This embodiment of a centrifugal pendulum according to the invention minimizes the impact energy of the pendulum masses in their respective end positions in order to reduce the acoustic noise. According to the invention, the impact energy is reduced by an aerial tramway with an increasing curvature towards the end positions, i.e. with an increasing coordination order.

A maximum coordination order is implemented up to a defined oscillation angle α of the centrifugal pendulum, and a maximum coordination order is implemented up to the maximum oscillation angle β of the centrifugal pendulum. Due to the detuning at the web ends, the oscillating movement is slowed down in this area and the impact energy is reduced at β. This will be explained in more detail below with reference to the exemplary embodiments.

First, the individual elements of the claimed subject matter of the invention are explained in the order in which they are named in the set of claims and particularly preferred embodiments of the subject matter of the invention are described below.

A centrifugal pendulum is set up to eliminate rotational irregularities or torsional vibrations in a drive train. the Rotational irregularities can originate in particular from a reciprocating internal combustion engine. If the rotational movement of the drive shaft is accelerated, the centrifugal pendulum stores energy; if the shaft is decelerated again, the centrifugal pendulum releases the temporarily stored energy and can thus minimize the rotational irregularities that occur in the drive train. For this purpose, a centrifugal pendulum usually comprises a pendulum flange for connection to the drive shaft and one or more pendulum masses, each of which is mounted displaceably along a pendulum track in the plane of rotation of the pendulum flange. A simple centrifugal pendulum uses pendulum tracks that only allow the pendulum masses to be shifted. In the case of a trapezoidal centrifugal pendulum, the pendulum masses are rotated around their own axes in addition to their displacement movement, so that the rotational momentum of the pendulum masses can be used for improved energy storage.

For the purposes of this application, the drive train of a motor vehicle is understood to mean all components that generate the power for driving the motor vehicle in the motor vehicle and transmit it to the road via the vehicle wheels.

For the purposes of this application, motor vehicles are land vehicles that are moved by machine power without being tied to railroad tracks. A motor vehicle can, for example, be selected from the group of passenger cars (cars), trucks (trucks), small motorcycles, light motor vehicles, motorcycles, motor buses (KOM) or tractors.

A pendulum end position damper has the function of dampening a possible impact of a pendulum mass before it reaches one of its end positions along its pendulum path, in order to reduce or completely prevent undesired noise development due to an undamped impact within the centrifugal pendulum.

According to a preferred embodiment of the invention, it can be advantageous that the pendulum masses are cushioned in their respective end positions of the pendulum path by means of pendulum end position dampers.

It can furthermore be advantageous that the first tuning order of the centrifugal pendulum has a maximum at an oscillation angle <α.

In a further development of the invention, it can furthermore be preferred that the second tuning order of the centrifugal pendulum has a maximum at an oscillation angle greater than or equal to α and less than or equal to β.

Furthermore, it can be advantageous that the oscillation angle α and the oscillation angle β have a ratio α / β between 0.45-0.95, particularly preferably between 0.55 and 0.85 and very particularly between 0.65 and 0.75 having.

According to a further advantageous embodiment of the invention, it can be preferred that the centrifugal pendulum has a ratio of the maxima of the first coordination order in the first arc section to the second coordination order in the second arc section between 1.1 and 0.5, especially between 0.9 and 0.55 and very particularly between 0.7 and 0.6.

According to a preferred embodiment of the invention, it can be advantageous that the pendulum end position dampers are formed from an elastomer.

It can furthermore be advantageous that the pendulum end position dampers are designed as a spring element.

Finally, it is also advantageous that the centrifugal pendulum is configured as an isoradial pendulum

The invention is explained in more detail below with reference to figures without restricting the general inventive concept. The figures are merely of a schematic nature and are used exclusively for understanding the invention. The same elements are provided with the same reference symbols. The different features of the various exemplary embodiments can also be freely combined with one another within what is technically feasible.

• 1 das erfindungsgemäße Fliehkraftpendel in einer perspektivischen Frontansicht und einer perspektivischen Rückansicht,
• 2 das erfindungsgemäße Fliehkraftpendel in einer schematischen Querschnittsansicht,
• 3 eine schematische Darstellung der Pendelbahn der Pendelmassen des Fliehkraftpendels,
• 4 eine Diagrammdarstellung der Abstimmungsordnung des Fliehkraftpendels über den Schwingwinkel der Pendelmassen, und
• 5 eine schematische Darstellung eines Kraftfahrzeugs mit einem erfindungsgemäßen Fliehkraftpendel.

Show it:

• 1 the centrifugal pendulum according to the invention in a perspective front view and a perspective rear view,
• 2 the centrifugal pendulum according to the invention in a schematic cross-sectional view,
• 3 a schematic representation of the pendulum path of the pendulum masses of the centrifugal pendulum,
• 4th a diagram of the coordination order of the centrifugal pendulum over the oscillation angle of the pendulum masses, and
• 5 a schematic representation of a motor vehicle with a centrifugal pendulum according to the invention.

1 shows the centrifugal pendulum according to the invention 1 in a perspective front view and a perspective rear view. You can see the centrifugal pendulum 1 which for a powertrain 2 of a motor vehicle 3 is configured, which in particular also from the representation of the 5 can be seen. Also from 5 can be seen that the centrifugal pendulum 1 a centrifugal pendulum input 4th to introduce a torque into the centrifugal pendulum 1 and a centrifugal pendulum exit 5 to deliver a torque from the centrifugal pendulum 1 having. The centrifugal pendulum shown 1 is configured as an isoradial pendulum.

Between the centrifugal pendulum input 4th and the centrifugal pendulum output ( 5 ) is a plurality of pendulum masses 6th arranged, which on a pendulum flange 7th are arranged. Each of the pendulum masses 6th is in a link guide assigned to it 8th along an aerial tramway 9 opposite the pendulum flange 7th movably guided, which is also good again for the cross-sectional view of the 2 can be taken.

A schematic representation of the aerial tramway 9 the pendulum masses 6th of the centrifugal pendulum 1 is in 3 reproduced. The aerial tramway 9 is arcuate and has a first arc portion 10 , which extends to a first oscillation angle α and extends in the circumferential direction to the first arcuate section 10 subsequent second arch section 11 has, which extends up to a second oscillation angle β. The centrifugal pendulum 1 points in its first arc section 10 a first voting order 12th and in its second arch section 11 a second voting order 13th having, the second arc portion 11 a greater curvature than the first arch section 10 having. This leads to a so-called Detuning of the centrifugal pendulum 1 in its end positions, reducing the impact energy of the pendulum masses 6th is reduced into the end positions. In the in 3 The state shown is the pendulum masses 6th in their zero point, i.e. the rest position at an oscillation angle of 0 degrees. The pendulum masses 6th can use the aerial tramway on both sides of this rest position 9 in the backdrop 8th be led. In the example shown, both sides are the aerial tramway 9 formed symmetrically around the rest position, which can be seen from the 3 reveals. Therefore, the following is essentially a more detailed description of the left aerial tramway 9 received, but the same for the area of the right aerial tramway 9 is applicable.

The pendulum masses 6th can in their respective end positions of the aerial tramway 9 by means of pendulum end position damper 14th be cushioned, which is in 3 schematically at the left end position of the aerial tramway 9 is shown as an example. 7. The pendulum end position damper 14th can be formed from an elastomer or as a spring element, for example as a spiral spring.

the 4th now shows a diagram of the tuning order of the centrifugal pendulum 1 about the oscillation angle 15th the pendulum masses 6th .

On the x-axis of the in 4th The diagram shown is the oscillation angle 15th the pendulum masses 6th plotted, which is also referred to in the diagram as the RP oscillation angle. The tuning order 12, 13 of the centrifugal pendulum is on the y-axis 1 applied.

The diagram clearly shows the first voting order 12th of the centrifugal pendulum 1 a maximum at one oscillation angle 15th <α. The second voting order 13th of the centrifugal pendulum 1 has a maximum at an oscillation angle 15th greater than or equal to α and less than or equal to β. It can also be seen that the maximum of the second voting order 13th is greater than the maximum of the first voting order 12th . In the area of the first voting order 12th , which is also denoted by I in the diagram, runs the maximum of the first tuning order 12th as well as the minimum of the first voting order 12th essentially linear without a slope in the oscillation angle range <α. The minimum of the first voting order 12th as well as the maximum of the first voting order 12th run parallel in this oscillation angle range. From the oscillation angle α up to the oscillation angle β, the course of the maximum follows the second tuning order 13th as well as the minimum of the second voting order 13th an essentially exponential course, the course of the maximum and the minimum of the second tuning order 13th approach the end stop at oscillation angle β.

The swing angle 15th α and the oscillation angle 15th β have a ratio α / β between 0.45-0.95, particularly preferably between 0.55 and 0.85 and very particularly between 0.65 and 0.75.

The centrifugal pendulum 1 also has a ratio of the maxima of the first voting order 12th in the first arch section 10 on the second voting order 13th in the second arch section 11 between 1.1 and 0.5, particularly between 0.9 and 0.55 and very particularly between 0.7 and 0.6.

The invention is not limited to the embodiments shown in the figures. The above description is therefore not to be regarded as restrictive, but rather as explanatory. The following claims are to be understood in such a way that a named feature in at least one Embodiment of the invention is present. This does not exclude the presence of further features. Insofar as the patent claims and the above description define “first” and “second” features, this designation serves to distinguish between two features of the same type without defining an order of precedence

List of reference symbols

1

Centrifugal pendulum

2

Powertrain

3

Motor vehicle

4th

Centrifugal pendulum input

5

Centrifugal pendulum output

6th

Pendulum masses

7th

Pendulum flange

8th

Scenery tour

9

Aerial tramway

10

first arch section

11

second arch section

12th

first voting order

13th

second voting order

14th

Pendulum end position damper

15th

Swing angle

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102006028552 A1 [0002]
• WO 2013/13117841 A1 [0004]

Claims (9)

Centrifugal pendulum (1) of a drive train (2) of a motor vehicle (3), comprising a centrifugal pendulum input (4) for introducing a torque into the centrifugal pendulum (1) and a centrifugal pendulum output (5) for outputting a torque from the centrifugal pendulum (1), as well as a A plurality of pendulum masses (6) arranged between the centrifugal pendulum input (4) and the centrifugal pendulum output (5), which are arranged at least on a first pendulum flange (7), and each pendulum mass (6) in a link guide (8) assigned to it along a pendulum track (9) is movably guided with respect to the pendulum flange (7), characterized in that the pendulum track (9) is arcuate and has a first arcuate section (10) which extends up to a first oscillation angle α and extends in the circumferential direction to the first arcuate section (10) has a subsequent second arc section (11) which extends up to a second oscillation angle β, the centrifugal pendulum (1) has a first tuning order (12) in its first curved section (10) and a second tuning order (13) in its second curved section (11), the second curved section (11) having a greater curvature than the first curved section (10) . Centrifugal pendulum, after Claim 1 , characterized in that the pendulum masses (6) are cushioned in their respective end positions of the pendulum track (9) by means of pendulum end position dampers (14). Centrifugal pendulum according to one of the preceding claims, characterized in that the first tuning order (12) of the centrifugal pendulum (1) has a maximum at an oscillation angle (15) <α. Centrifugal pendulum according to one of the preceding claims, characterized in that the second tuning order (13) of the centrifugal pendulum (1) has a maximum at an oscillation angle (15) greater than or equal to α and less than or equal to β. Centrifugal pendulum according to one of the preceding claims, characterized in that the oscillation angle (15) α and the oscillation angle (15) β have a ratio α / β between 0.45-0.95, particularly preferably between 0.55 and 0.85 and very particularly between 0.65 and 0.75. Centrifugal pendulum according to one of the preceding claims, characterized in that the centrifugal pendulum (1) has a ratio of the maxima of the first coordination order (12) in the first arc section (10) to the second coordination order (13) in the second arc section (11) between 1.1 and 0.5, particularly between 0.9 and 0.55 and very particularly between 0.7 and 0.6. Centrifugal pendulum according to one of the preceding claims, characterized in that the pendulum end position dampers (14) are formed from an elastomer. Centrifugal pendulum, according to one of the previous ones Claims 1 - 6th , characterized in that the pendulum end position damper (14) are designed as a spring element. Centrifugal pendulum according to one of the preceding claims, characterized in that the centrifugal pendulum (1) is configured as an isoradial pendulum.

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