DE112018006558T5 - Torque transmitting device - Google Patents

Abstract

Torque transmission device (2) which can be arranged between the crankshaft (4) and the transmission (7) of a vehicle drive train (1), the device (2) having: - a first torque path through a first damper (10) with a first Rigidity, which is linear, - a second torque path through a component (20) which realizes a flow coupling, this component comprising an input part (32) and an output part (30), which are mutually movable in fluid, the input part (32 ) can be rigidly connected to the crankshaft (4), - a second damper (11) with a second stiffness that is not linear, this second damper (11) interacts with the component (20) so that in the second torque path a torque to compensate for torsional vibrations associated with irregularities is generated, and - an actuator (12) that operates on all or part of the functional area The device acts on the second damper (11) in such a way that the second damper is held in a plurality of positions in which the second stiffness is negative, or is returned to it.

Description

The present invention relates to a torque transfer device which can be arranged between the crankshaft and the transmission of a vehicle drive train.

To dampen torsional vibrations that are generated by the irregularities of the internal combustion engine of this drive train, it is known to use one or more spring stages, the displacement of which enables this torsional vibration to be damped when a torsional vibration spreads. The damping of torsional vibrations is all the more effective as the springs have a low stiffness. However, forming springs with low stiffness requires that these springs be large in size, which is incompatible with the reduced space available to contain them, and which adds inertia in the drive train. Springs with low stiffness also correspond to larger deflections for the transmission of the average torque provided by the internal combustion engine, such deflections being incompatible with the space available for accommodating these springs.

• - einen ersten Federdämpfer mit einer ersten Steifigkeit, die linear ist,
• - einen zweiten Federdämpfer mit einer zweiten Steifigkeit, die nicht linear und in einem vorgegebenen Wertebereich negativ ist, und
• - ein Stellorgan, das so angeordnet ist, dass es den zweiten Federdämpfer in einer Position hält, in der die zweite Steifigkeit in einem Teil des Funktionsbereichs des Verbrennungsmotors des Antriebsstrangs negativ ist.

From the registration FR 3 020 426 A torque transmission device is known to the applicant which has the following:

• - a first spring damper with a first stiffness that is linear,
• - A second spring damper with a second stiffness that is non-linear and negative in a predetermined range of values, and
• - An actuator which is arranged so that it holds the second spring damper in a position in which the second rigidity is negative in a part of the functional range of the internal combustion engine of the drive train.

With such a device, it is possible to ensure that the overall rigidity that is generated by the parallel arrangement of the first spring damper and the second spring damper is low, even zero, in this part of the functional area of the internal combustion engine.

There is a need to further improve the damping of torsional vibrations.

• - eine erste Drehmomentstrecke durch einen ersten Dämpfer mit einer ersten Steifigkeit, die linear, insbesondere positiv ist,
• - eine zweite Drehmomentstrecke durch eine Komponente, die eine Strömungskopplung realisiert, wobei diese Komponente ein Eingangsteil und ein Ausgangsteil umfasst, die in Fluid, insbesondere in Flüssigkeit wie etwa Öl zueinander beweglich sind, wobei das Eingangsteil mit der Kurbelwelle starr verbunden sein kann,
• - einen zweiten Dämpfer mit einer zweiten Steifigkeit, die nicht linear ist, wobei dieser zweite Dämpfer mit der Komponente zusammenwirkt, so dass in der zweiten Drehmomentstrecke ein Drehmoment zum Kompensieren von Torsionsschwingungen, die mit Ungleichförmigkeiten zusammenhängen, erzeugt wird, und
• - ein Stellorgan, das auf dem gesamten oder auf einem Teil des Funktionsbereichs der Vorrichtung so auf den zweiten Dämpfer wirkt, dass der zweite Dämpfer in mehreren Positionen, in denen die zweite Steifigkeit negativ ist, gehalten oder in diese zurückgestellt wird.

The object of the invention, according to one of its aspects, is to respond to this need, achieving this with a torque transfer device which may be arranged between the crankshaft and the transmission of a vehicle drive train, the device comprising:

• - a first torque path through a first damper with a first rigidity that is linear, in particular positive,
• - A second torque path through a component that realizes a flow coupling, this component comprising an input part and an output part, which are movable to one another in fluid, in particular in liquid such as oil, wherein the input part can be rigidly connected to the crankshaft,
• a second damper with a second stiffness that is not linear, this second damper interacting with the component so that a torque for compensating torsional vibrations associated with irregularities is generated in the second torque path, and
• an actuator which acts on the second damper over the whole or on part of the functional area of the device in such a way that the second damper is held in a plurality of positions in which the second stiffness is negative or is returned to them.

According to the invention, the actuator is not arranged in the second torque path. The first damper and the component that realizes the flow coupling are arranged, for example, in one and the same housing which, for example, is sealed off from the outside area and with fluid, e.g. Oil is filled. The actuator can also be arranged in this housing or not. The second damper and optionally the actuator can be arranged outside of this housing.

The advantage of arranging the actuator outside of such a housing is that the fluid does not make its control more complicated, since it is not in contact with the actuator. Another advantage can arise from the fact that, due to the shifted position of the second damper and the actuator, it is not necessary to insert this second damper and the actuator into the axial space between the crankshaft and the housing, this axial space being already heavily occupied. In addition, when the second damper and the actuator thus displaced do not rotate with the first damper, the inertia of the torque transmission device is decreased.

The actuator and the second damper are arranged, for example, in a housing which is spaced apart from the housing in which the first damper and possibly the component are arranged. As a variant, the first damper and the actuator are arranged in one and the same housing, this housing being separated from the housing is objectionable in which the second damper is arranged.

According to one embodiment, the second torque path runs parallel to the first torque path.

The second damper can deform starting from an unstable equilibrium position, so that part of the torque is compensated that is generated by the torsional vibrations associated with the irregularities of the internal combustion engine, the other part of this torque that is generated by these torsional vibrations, for example the deformation of the first damper is compensated.

• - dieser zweite Dämpfer dazu gebracht werden, die mehreren Positionen einzunehmen, in denen die zweite Steifigkeit negativ ist,
• - oder dieser in andere Positionen gebracht werden, in denen die zweite Steifigkeit nicht mehr negativ ist und dieser zweite Dämpfer nicht mehr um seine labile Gleichgewichtsposition schwingen kann. Im letzten Fall kann das Stellorgan den zweiten Dämpfer in die Positionen zurückstellen, in denen die zweite Steifigkeit negativ ist und er um seine labile Gleichgewichtsposition schwingen kann. Diese labile Gleichgewichtsposition ist diejenige, die dieser zweite Dämpfer einnimmt, wenn sich keinerlei mit einer Ungleichförmigkeit zusammenhängende Torsionsschwingung im Antriebsstrang ausbreitet.

The deformation of the second damper starting from an unstable equilibrium position can:

• - this second damper can be made to assume the several positions in which the second stiffness is negative,
• - Or this can be brought into other positions in which the second stiffness is no longer negative and this second damper can no longer oscillate around its unstable equilibrium position. In the latter case, the actuator can reset the second damper to the positions in which the second stiffness is negative and it can swing around its unstable equilibrium position. This unstable equilibrium position is that which this second damper assumes when no torsional vibration associated with a nonuniformity is propagating in the drive train.

When such a torsional vibration propagates in the transmission device, the torque for compensating the torsional vibrations associated with the irregularities, which is generated by the deformation of the first damper, can have an opposite sign to the torque for compensating the torsional vibrations associated with the irregularities, which is generated by the Deformation of the second damper is generated.

The effect of the actuator on the second damper makes it possible for the rigidity of this second damper to remain negative over the entire functional area of the device, this functional area corresponding to any value of the average torque provided by the internal combustion engine that is between the minimum average engine torque and the maximum average engine torque lies. In other words, the overall rigidity, which is formed by the parallel arrangement of the first damper and the second damper, is low and even zero for the entire functional range of the internal combustion engine. This overall stiffness can e.g. between 1 and 4 Nm / °, in particular between 1.5 and 3 Nm / °. This total rigidity then corresponds to the sum of the first rigidity and the second rigidity.

The first link transmits e.g. the average torque provided by the internal combustion engine, and the torque for compensating the torsional vibrations associated with the irregularities, which is provided by the deformation of the first damper, while the second path transmits the torque for compensating the torsional vibrations associated with the irregularities, which is transmitted by the deformation of the second damper is provided.

The first damper can comprise coil springs or straight springs.

The first damper can comprise a single spring stage or several, in particular two, spring stages connected in series. As a variant, the first damper can have elastic leaves, each of these leaves interacting with a roller.

• - bedeutet „axial“ „parallel zur Vorrichtungsachse“,
• - bedeutet „radial“ „in einer zur Vorrichtungsachse senkrechten Ebene und gemäß einer Geraden, die die Vorrichtungsachse schneidet“,
• - bedeutet „umfangsmäßig“ „um die Vorrichtungsachse herum“,
• - beziehen sich „stromaufwärts“ und „stromabwärts“ auf den Verlauf des Drehmoments von der Kurbelwelle zum Getriebe,
• - beziehen sich „Eingang“ und „Ausgang“ auf den Verlauf des Drehmoments von der Kurbelwelle zum Getriebe.

In the context of the present application, the first damper can be rotatable about an axis which is referred to below as the "device axis", and:

• - "axial" means "parallel to the device axis",
• - "radial" means "in a plane perpendicular to the device axis and according to a straight line which intersects the device axis",
• - means "circumferentially""around the device axis",
• - "upstream" and "downstream" refer to the torque curve from the crankshaft to the gearbox,
• - “Input” and “Output” refer to the torque curve from the crankshaft to the gearbox.

The input part or the output part of the component can be a body, and the other of the input part and the output part of the component can define a chamber in which the body is movable, in particular rotatable. The body is e.g. the input portion of the component, while the output portion of the component defines the chamber. The component can be a rotary valve.

The device can have an additional component that realizes an additional flow coupling, this additional component comprising an additional input part and an additional output part, which are movable to one another in fluid, for example in liquid such as oil, the component and the additional component at least optionally are in flow connection.

The relative displacement of the additional input part with respect to the additional output part can cause a displacement of the second damper with respect to its unstable equilibrium position via a flow.

The fluid present in the component can be the same as the fluid present in the additional component and circulate successively in one and then in the other component. It is e.g. about oil.

If the internal combustion engine of the drive train generates irregularity at a given average torque, a torsional vibration propagates in the drive train, so that a deformation of the first damper occurs. This deformation results in a relative movement of the input part and the output part of the component, this movement being an oscillation around an equilibrium position. Because of the flow connection between the component and the additional component, this vibrational movement is transmitted to the additional component. With the second damper, it is possible to dampen this torsional vibration via the torque it generates in the second section of the device. The system formed by the component, the additional component and the second damper can thus be viewed as a system that oscillates about an equilibrium position.

• - zum einen am zusätzlichen Eingangsteil oder am zusätzlichen Ausgangsteil und
• - zum anderen an einem Gestell befestigt ist.

The second damper may have an elastic deformation system, this system:

• - on the one hand on the additional input part or on the additional output part and
• - on the other hand is attached to a frame.

The frame can be the housing of the internal combustion engine of the drive train or the transmission housing.

The elastic deformation system can be biased in the unstable equilibrium position of the second damper. By deforming this system starting from the preloaded position, this second damper can be given a second stiffness which is negative in the several positions of this second damper.

In one embodiment of the invention the additional output part is a cylinder rod and the additional input part defines one with fluid, e.g. Chamber filled with liquid such as oil in which the cylinder rod moves. In this embodiment the cylinder rod can move along an axis which e.g. is parallel to the axis of rotation of the device, and the elastic deformation system may comprise springs, each spring extending orthogonally to this axis in the unstable equilibrium position of the second damper.

There are e.g. four springs provided. One of these springs extends between a first end of the cylinder rod and a first wall which is fixedly connected to the frame, another of these springs extends between the first end of the cylinder rod and a second wall which is fixedly connected to the frame and the first Wall, another of these springs extends between a second end of the cylinder rod, which is opposite to the first end, and a first wall, and another of these springs extends between the second end of the cylinder rod and the second wall.

The actuator can be designed such that it optionally injects pressurized fluid into the additional component.

The relative displacement of the additional input part with respect to the additional output part can be caused by the relative displacement of the input part with respect to the output part, which is transmitted via the flow connection between the component and the additional component, and the injection of the pressurized fluid by the actuator in the additional component can take place in order to counteract this relative displacement of the additional input part with respect to the additional output part completely or partially. This fluid injection can make it possible to return the second damper to the positions in which it has the second negative stiffness or to keep this second damper in these positions.

In addition to resetting or holding the second damper in the multiple positions in which the second stiffness is negative, this fluid injection can also preserve the integrity of the component and / or the additional component. In the event that the component is a rotary valve and the additional component is a linear cylinder, it can be done with the fluid injection It should be possible to prevent a stop within the cylinder despite changes in the average torque.

The cylinder can carry a piston which delimits two areas in the chamber, and the actuator can inject pressurized fluid into one and / or the other of these areas.

The injection of pressurized fluid into a first area of the additional component occurs e.g. after a reduction in the volume of this area due to a relative displacement of the additional input part and the additional output part in a first direction as a result of a relative displacement of the input part and the output part due to a change in the average torque provided by the motor with a first sign.

The injection of pressurized fluid into a second area of the additional component occurs e.g. after a reduction in the volume of this region due to a relative displacement of the additional input part and the additional output part in a second direction due to the relative displacement of the input part and the output part due to a change in the average torque with a second sign.

• - eine erste Position, die dem Nicht-Einspritzen von unter Druck stehendem Fluid in die zusätzliche Komponente entspricht,
• - eine zweite Position, die dem Einspritzen von unter Druck stehendem Fluid in den ersten Bereich der zusätzlichen Komponente entspricht, und
• - eine dritte Position, die dem Einspritzen von unter Druck stehendem Fluid in den zweiten Bereich der zusätzlichen Komponente entspricht.

The actuator comprises, for example, a proportional valve with several positions, one of these positions corresponding to the non-injection of pressurized fluid into the additional component, while another position corresponds to the injection of fluid. If both areas are defined in the additional component, the valve can have three positions:

• - a first position corresponding to not injecting pressurized fluid into the additional component,
• a second position corresponding to the injection of fluid under pressure into the first region of the additional component, and
• a third position corresponding to the injection of fluid under pressure into the second area of the additional component.

In all of the foregoing, the device can include a sway damping system. The pendulum damping system has a holder which is preferably rigidly coupled to the output of the first damper. The pendulum damping system comprises several pendulum bodies which can be moved to the holder. The displacement of each pendulum body with respect to the holder is e.g. guided by at least one rolling element, even by two rolling elements, which roll on a first roller track, which is firmly connected to the holder, and on a second roller track, which is firmly connected to the pendulum body. Each pendulum body can optionally be formed by two permanently connected pendulum masses which border the holder axially, so that, viewed axially, one after the other can be seen: a first pendulum mass, the holder and a second pendulum mass. The second runway can be formed by an edge of a connecting element which connects the pendulum masses of a pendulum body. As a variant, each roller element interacts with two second roller paths, with every second roller path being formed in a pendulum mass of the pendulum body.

Other types of pendulum damping devices are possible, for example a pendulum damping device as in the application FR 3 020 848 or in the registration WO 2017/072338 is described.

In all of the foregoing, the torque transfer device may include a clutch that is arranged to be traversed by the torque using the first torque path and the torque using the second torque path. The output part of the component can then be rigidly connected to the input of this coupling.

The clutch can be a clutch of a manual transmission.

As a variant, it can be a lock-up clutch of an automatic transmission.

Another variant can be a clutch of a hybrid transmission.

The clutch can be a simple dry or wet clutch. As a variant, it can be a double clutch.

If the clutch is a wet clutch, the clutch may have multiple input plates that cooperate with output plates to transmit torque.

The clutch and the first damper can be arranged radially one behind the other.

With all of the foregoing, it is possible that the device does not have a planetary gear set. In the drive train, e.g. more precisely, there is no planetary gear set.

In all of the foregoing, the first damper may have a friction element between its input and output, e.g. have a friction disc.

In all of the foregoing, the first torque path may have one or more components that are connected in series with the first damper or have no such component (s) connected in series with the first damper.

The first damper and the component that realizes the fluid coupling are e.g. arranged in one and the same housing.

According to a first exemplary embodiment of the invention, the device has a housing which encloses the first damper, the clutch, the component and, if appropriate, the pendulum damping system. The housing can be filled with oil and sealed against the outside area. This housing can be stationary with respect to the housing of the internal combustion engine of the drive train or with respect to the housing of the transmission of this drive train. This housing can occupy the axial space between the crankshaft and the transmission.

According to this first embodiment, the oil contained in the housing can enable the actuation, the cooling and the lubrication of the clutch, the lubrication of the pendulum damping device, if it is present, the lubrication of the first damper and the operation of the component. The presence of oil is thus used in the best possible way.

Furthermore, according to this first embodiment, one or more channels can be formed through the coupling holder for feeding this oil, these channels e.g. converge to a common stump which is passed through a wall of the housing, e.g. the wall of this housing is formed on the crankshaft side or the wall of the housing on the transmission side. The oil circulation in the common stump and in the channels is e.g. caused by a pump.

Furthermore, according to this first embodiment, the tightness of the housing to the outside area can be obtained via a single dynamic seal, which e.g. with a ball bearing that lies on a small diameter is guided. Such a seal has the advantage that it causes little friction. This dynamic seal is e.g. arranged on the radially inner wall of the housing, e.g. at the end of this wall facing the crankshaft, or at the end of this wall facing the gearbox.

According to this first exemplary embodiment or independently thereof, the coupling and the actuator can be axially offset. The clutch can be arranged on the crankshaft side, while the component is arranged on the transmission side. The clutch and the first damper can be arranged radially one behind the other.

• - sind die Kupplung und die Komponente axial nacheinander angeordnet,
• - liegt der erste Dämpfer radial außerhalb der Kupplung,
• - sind der erste Dämpfer und die Kupplung auf der Kurbelwellenseite angeordnet und
• - ist die Komponente auf der Getriebeseite angeordnet.

In particular according to the first embodiment and in a special embodiment:

• - the coupling and the component are arranged axially one after the other,
• - the first damper is located radially outside the clutch,
• - The first damper and the clutch are arranged on the crankshaft side and
• - the component is arranged on the transmission side.

If the first damper is arranged on the crankshaft side, the first input can be rigidly attached to a flange for connection to the crankshaft, e.g. be attached to a flexplate.

In accordance with this first embodiment, the second damper may be contained in a further housing spaced from the housing that includes the first damper, the clutch, the component, and the sway damping device, if any.

According to a second exemplary embodiment, the torque transmission device furthermore has a housing, this housing containing the following: the clutch, the component and, if applicable, the sway damping device. This housing can be arranged axially between the crankshaft and the transmission. This housing is e.g. filled with oil and is impermeable to the outside area. The oil contained in this housing can enable: the actuation, cooling and lubrication of the clutch, lubrication of the anti-sway device, if present, and operation of the component. The first damper can then be arranged outside this housing. The first damper is e.g. arranged in an axial space which lies between the crankshaft and the housing, while the housing is arranged axially between this space and the transmission. The radially outer wall of the housing is e.g. at a radial distance which is smaller than the distance at which the springs of the first damper are arranged.

According to this second exemplary embodiment, the first damper can then be fastened directly to the crankshaft, the first input thus being fastened directly to this crankshaft without an intermediate part.

The housing, in which the clutch, the component and possibly the sway damping device are contained, can be fixed with respect to the housing of the internal combustion engine of the drive train or with respect to the housing of the transmission of this drive train.

The mechanical connection between: the input of the first damper and the input part of the component can take place via a shaft that runs concentrically to the drive shaft of the gearbox, while the mechanical connection between the output of the first damper and the output part of the component can take place via a further shaft which is concentric to the aforementioned waves. One of these connecting shafts is e.g. arranged within the other of these connecting shafts.

Furthermore, according to this second embodiment, one or more channels can be formed through the coupling holder for feeding this oil, these channels e.g. converge to a common stump which is passed through a wall of the housing, e.g. the wall of this housing on the transmission side or the wall of this housing on the side of the first damper is formed therethrough. The oil circulation in the common stump and in the channels is e.g. caused by a pump.

Furthermore, according to this second exemplary embodiment, the tightness of the housing with respect to the outside area can be obtained by means of several separate seals. Some of these seals are e.g. arranged on the side of the axial gap which contains the first damper, while other of these seals are arranged on the transmission side. For example, one or more steel disks are combined with one or more end lip seals in order to ensure this tightness.

According to this second exemplary embodiment or independently thereof, the coupling and the component can be arranged radially one behind the other. The coupling can be located radially on the outside relative to the component.

According to this second exemplary embodiment, the first damper and the clutch can be arranged radially one behind the other.

• - sind die Kupplung und die Komponente radial nacheinander angeordnet, wobei die Kupplung radial außerhalb der Komponente angeordnet ist,
• - sind der erste Dämpfer und die Kupplung axial nacheinander angeordnet,
• - ist der erste Dämpfer auf der Kurbelwellenseite angeordnet und
• - sind die Kupplung und die Komponente auf der Getriebeseite angeordnet.

In particular according to the second embodiment and in a special embodiment:

• - the coupling and the component are arranged radially one after the other, the coupling being arranged radially outside the component,
• - the first damper and the clutch are arranged axially one after the other,
• - The first damper is arranged on the crankshaft side and
• - the clutch and the component are arranged on the transmission side.

According to the above first or second exemplary embodiment, but in particular according to the second exemplary embodiment, the torque transmission device can have an electric motor for driving the vehicle.

This electric drive motor can comprise a stator and a rotor in a known manner.

The electric motor is, for example, a brushless machine.

The rotor can be rigidly coupled to the output of the coupling. In this case, the electric drive motor enables a purely electric drive via the drive train.

As a variant, the rotor can be rigidly coupled to the crankshaft. In this case, it is possible with the electric drive motor to start the internal combustion engine of the drive train, to provide a parking aid or also to provide a stop-start function.

If the electric drive motor is present, it can be arranged outside the housing so that it is not in contact with the oil contained in this housing.

In all of the above, the actuator can be controlled by a control unit which e.g. is integrated in the engine control unit or in the transmission control unit.

• - 1 schematisch einen Fahrzeugantriebsstrang mit einer erfindungsgemäßen Drehmomentübertragungsvorrichtung,
• - 2 eine Schnittansicht eines Teils einer Drehmomentübertragungsvorrichtung gemäß einem ersten Ausführungsbeispiel der Erfindung,
• - 3 bis 5 die relative Verlagerung innerhalb der zusätzlichen Komponente der Vorrichtung, wenn das von dem Verbrennungsmotor des Antriebsstrangs bereitgestellte Durchschnittsdrehmoment zunimmt und sich Torsionsschwingungen ausbreiten, und die entsprechende Korrektur, die von dem Stellorgan vorgenommen wird,
• - 6 bis 8 die relative Verlagerung innerhalb der zusätzlichen Komponente der Vorrichtung, wenn das von dem Verbrennungsmotor des Antriebsstrangs bereitgestellte Durchschnittsdrehmoment abnimmt und sich Torsionsschwingungen ausbreiten, und die entsprechende Korrektur, die von dem Stellorgan vorgenommen wird,
• - 9 und 10 zwei Varianten des Pendeldämpfungssystems, die in der Vorrichtung der 1 bis 8 integriert werden können,
• - 11 und 12 eine Variante einer Drehmomentübertragungsvorrichtung gemäß dem ersten Ausführungsbeispiel der Erfindung,
• - 13 und 14 eine Drehmomentübertragungsvorrichtung gemäß einem zweiten Ausführungsbeispiel der Erfindung und
• - 15 und 16 zwei Varianten eines besonderen Aspekts einer Drehmomentübertragungsvorrichtung gemäß dem zweiten Ausführungsbeispiel der Erfindung.

The invention will be better understood upon reading a non-limiting example of its implementation and upon consideration of the accompanying drawings. Show in it:

• - 1 schematically a vehicle drive train with a torque transmission device according to the invention,
• - 2 a sectional view of part of a torque transmission device according to a first embodiment of the invention,
• - 3 to 5 the relative displacement within the additional component of the device as the average torque provided by the powertrain internal combustion engine increases and decreases Spreading torsional vibrations, and the corresponding correction made by the actuator,
• - 6th to 8th the relative displacement within the additional component of the device when the average torque provided by the internal combustion engine of the drive train decreases and torsional vibrations spread, and the corresponding correction made by the actuator,
• - 9 and 10 two variants of the pendulum damping system that are used in the device of 1 to 8th can be integrated,
• - 11 and 12 a variant of a torque transmission device according to the first embodiment of the invention,
• - 13 and 14th a torque transmission device according to a second embodiment of the invention and
• - 15th and 16 two variants of a particular aspect of a torque transmission device according to the second embodiment of the invention.

In 1 is a vehicle powertrain 1 with a torque transmission device 2 shown schematically.

This powertrain 1 has an internal combustion engine 3 , for example a gasoline or diesel internal combustion engine, which can have two, three, four or six cylinders. This engine 3 moves a crankshaft in a known manner 4th in rotation occurring at the input of the torque transmission device 2 is arranged.

Downstream of the torque transfer device 2 is a gear 7th arranged.

Part of the torque transmission device 2 is for example in a housing 8th recorded in 2 can be seen and the axial space between the crankshaft 4th and the gearbox 7th occupies. The drive train 1 also has a transmission drive shaft 5 on, taking this wave 5 an axis of rotation X for the torque transmission device 2 Are defined.

It now becomes the torque transmitting device 2 described in more detail.

This torque transfer device 2 defines two different torque paths between the crankshaft 4th and the gearbox 7th .

A first torque path runs through a first damper 10 , while a second torque path, which is also in 1 is shown about a component 20th runs, which realizes a fluid coupling. The first and the second route are parallel here. In 2 it is noted that the first damper 10 an entrance 13 and an exit 14th having. The first damper 10 here has two spring stages connected in series. Each spring stage comprises several helical springs arranged in parallel. These coil springs are straight springs, for example. In a variant there is a damper in the first 10 a single spring stage available. In this individual spring level, springs are then used in parallel. According to one or the other of these variants, the first has a damper 10 a first linear stiffness, for example between 12 Nm / ° and 20 Nm / °. The output of the first damper 10 is here with a clutch 6th rigidly connected.

In the 3 to 8th is an example of a component 20th shown. This component 20th is a rotary valve with one space 30th , the chamber filled with fluid, for example with oil 31 defines in which a body 32 is rotatable about an axis parallel to the X axis. The body 32 defines an input part for the component here 20th while the room 30th an output part for the component 20th Are defined. In other words, the body lies 32 in the transmission direction of the torque from the crankshaft 4th to the transmission 7th upstream of the room 30th .

As in the 3 to 8th can be seen shows the wall of the chamber 31 Setbacks 35 on, and the body 32 carries multiple teeth 36 , with each tooth 36 in a return 35 is recorded. Somewhere other than the teeth 36 and the setbacks 35 can be the wall of the body 32 except for a shifting game with the wall of the chamber 31 get in contact.

The component 20th is in flow connection with an additional component 21st that in terms of the component 20th is shifted. This additional component 21st realizes an additional flow coupling between an additional input part 40 and an additional output part 41 to add a force to a second damper 11 transferred to.

In the example described, the additional component is 21st a linear cylinder.

The additional entrance part 40 here is a room, a chamber 45 Are defined. The additional output part is in this space filled with fluid 41 movable, which in the example described is a rod which is movable along an axis Y which, for example, is parallel to the axis X of the Powertrain runs. The pole 41 carries a piston here 42 , the two areas 43 and 44 in the chamber 45 bounded in a tight manner.

As in the 3 to 8th can be seen, the component is standing 20th in fluid communication with the additional component 21st . With this flow connection there are two lines 49 used. These lines 49 both flow into the chamber 30th , in each return 35 . For example, one of these lines is on the same side of the teeth 36 with each return 35 connected while the other of these lines 49 on the other side of the teeth 36 with each return 35 connected is. One of these lines opens at the other end 49 in one area 43 the additional component 21st off while the other line 49 in the other area 44 this additional component flows out.

In the example of 3 to 8th it should be noted that this flow connection between the component 20th and the additional component 21st is selective and via a valve 50 takes place that can interrupt or change the flow connection. Such an interruption occurs, for example, at high speeds of the internal combustion engine or when this engine is started or when there is an abrupt change in the average torque provided by the internal combustion engine. Thus, depending on the condition of the valve, oil can 50 one after the other in the component 20th and in the additional component 21st circulate.

The presence of the valve 50 is optional. In 1 you can see, for example, that there is no valve on the lines 49 is available.

As can be seen in the various figures, the second damper works 11 at its displacement with the rod 41 the additional component 21st together.

The second damper 11 includes several springs here 52 . Every feather 52 is between the pole 41 the additional component 21st and a wall of a housing 53 arranged in which the additional component 21st and the second damper 11 are arranged. This case 53 is filled with oil, for example, that with that in the additional component 21st existing oil may be in connection.

The wall of the case 53 is, for example, firmly connected to a frame, which is the housing of the internal combustion engine.

The case 53 is from the aforementioned housing 8th spaced, which in the example of 2 the first damper 10 and the clutch 6th includes.

In the example of 2 has the housing 8th The following on: the first damper 10 , the coupling 6th and the component 20th .

In the example under consideration, the second damper comprises 11 four springs 52 . One of those feathers 52 extends between a first end of the rod 41 and a first wall 56 of the housing 53 , another of those feathers 52 extends between the first end of the rod 41 and a second wall 57 of the housing 53 who have favourited the first wall 56 opposite, another of these feathers 52 extends between a second end of the rod 41 that is opposite to the first end and the first wall 56 , and one more of those feathers 52 extends between the second end of the rod 41 and the second wall 57 .

The actuator 12 has a proportional valve in the example under consideration 60 and a container 61 with oil at atmospheric pressure and a container 62 with oil under pressure, for example with a pressure with a value between 10 and 100 bar and preferably between 30 and 60 bar.

• - eine erste Position, die in den 3, 4 und 8 gezeigt ist und in der es den Bereich 43 mit dem Behälter 61 und den Bereich 44 mit dem Behälter 62 in Strömungsverbindung bringt,
• - eine zweite Position, die in 5 gezeigt ist und in der es den Bereich 43 mit dem Behälter 62 in Strömungsverbindung bringt, während der Bereich 44 mit dem Behälter 61 in Strömungsverbindung steht, und
• - eine dritte Position, die in den 6 und 7 gezeigt ist und in der die Behälter 61 und 62 von den Bereichen 43 und 44 getrennt sind.

This proportional valve 60 can occupy three positions, namely:

• - a first position in the 3 , 4th and 8th is shown and in it the area 43 with the container 61 and the area 44 with the container 62 brings in flow connection,
• - a second position that is in 5 is shown and in it the area 43 with the container 62 in fluid communication while the area 44 with the container 61 is in fluid communication, and
• - a third position in the 6th and 7th is shown and in which the container 61 and 62 of the areas 43 and 44 are separated.

The torque transmission device 2 can also be inside the housing 8th that the clutch 6th and the first damper 10 includes a sway control system 25th have, of which in the 9 and 10 two variants are shown.

The sway control system 25th has a holder in a known manner 26th and several pendulum bodies 27 which are arranged circumferentially one after the other. Every pendulum body 27 is in the two variants shown by two pendulum masses 28 formed the holder 26th frame axially and in 5 e.g. via rivets 30th or in 4th over bridges 31 are firmly connected, the latter also defining a runway.

The holder 26th is for example rigid at the exit 14th of the first damper 10 coupled.

It now becomes the operation of the torque transfer device 2 described.

The path of torque through the device 2 is as follows. The average torque provided by the internal combustion engine runs only over the first distance through the first damper 10 .

The path of torque through the device 2 is as follows. The average torque provided by the internal combustion engine runs only over the first distance through the first damper 10 .

When torsional vibration propagates due to non-uniformity, this torsional vibration causes the springs of the first damper to be deformed 10 . Due to the deformation of the first damper 10 a relative shift occurs between the body 32 and the room 30th that the chamber 31 defined within the component 20th on. Because of this displacement, each tooth approaches 36 a circumferential end of the return 35 in which it is recorded, taking the position of 3 or 6th in which he is halfway to these circumferential ends of the return 35 is located. Because of this displacement, the volume of the part becomes the recess 35 that between the tooth 36 and the circumference end of the return 35 to which the tooth is attached 36 approaches, while the volume of the other portion of the recess 35 increases. These changes in volume lead to a transfer of the fluid from the component 20th , through the valve 50 to the area 44 the additional component 21st , where the volume of this area 44 due to the fluid so absorbed increases, while these same volume changes result in a transfer of fluid from the area 43 the additional component 21st , through the valve 50 to the component 20th to lead.

As in 4th can be seen, this deformation leads to the first damper 10 thus to a shift of the rod 41 that is a shift in the springs 52 of the second damper 11 evokes. These leave their unstable equilibrium position from 4th and occupy several positions where their rigidity is negative. The deformation of these springs 52 creates a force across the lines 49 a torque in the component 20th generated. The torque generated in this way is applied in the second section and has a sign which is the opposite of that of the torque due to the deformation of the first damper 10 is applied in the first torque path.

The displacement of the springs 52 starting from their unstable equilibrium position, these springs can 52 cause to take positions in which the second damper 11 no longer has negative stiffness, and in which these second springs can no longer oscillate about this unstable equilibrium position. Certain positions of these springs 52 can also hit the piston 42 on the wall of the chamber 45 which could damage this piston and this wall. To prevent the feathers 52 occupy such positions, there is control of the actuator 12 via the engine control unit or the transmission control unit therein, the valve 60 in the second position. For this second position of the valve 60 becomes pressurized fluid from the pressurized container 62 in the area 43 injected to the piston 42 in the position of 3 reset in each area 43 and 44 has essentially the same volume. Resetting the piston 42 in this equilibrium position in the chamber 40 is in 5 illustrated. The feathers 52 then oscillate again about their unstable equilibrium position in positions in which the second stiffness is negative.

The invention is not limited to the examples which have just been described.

Based on 11 and 12 a variant of the first embodiment of the invention will now be described.

• - die Kupplung 6 und die Komponente 20 axial nacheinander angeordnet sind,
• - der erste Dämpfer 10 radial außerhalb der Kupplung 6 liegt,
• - der erste Dämpfer 10 und die Kupplung 6 auf der Seite der Kurbelwelle 4 angeordnet sind und
• - die Komponente 20 auf der Seite des Getriebes angeordnet ist.

As in 11 or 12 can be seen are in the housing 8th the first damper 10 , the coupling 6th , the component 20th and the sway dampening device 25th included, in this case:

• - the coupling 6th and the component 20th are arranged axially one after the other,
• - the first damper 10 radially outside the coupling 6th lies,
• - the first damper 10 and the clutch 6th on the side of the crankshaft 4th are arranged and
• - the component 20th is arranged on the side of the transmission.

As in 11 can be seen are in the wall 22nd of the housing 8th Channels formed to direct pressurized oil to the interior of the housing. These channels can be found in the coupling holder 23 expand or within this coupling holder 23 branch.

The case 8th is fixed here in relation to the housing of the transmission of this drive train.

According to a second embodiment, which is now based on the 13 to 16 is described, closes the housing 8th no longer the first damper 10 a. In the 13 to 16 contains the housing 8th the component 20th , the coupling 6th and the sway dampening device 25th .

As can be seen in these figures, then is the first damper 10 outside the case 8th and disposed in an axial space between the crankshaft 4th and the case 8th lies while the housing 8th axially between this space and the transmission 7th is arranged. The first damper 10 is right here on the crankshaft 4th attached, ie the first entrance 13 is directly on this crankshaft without an intermediate part 4th attached. In the 13 and 14th it is also noted that the springs of the first damper 10 are arranged here at a radial distance which is greater than that with which the radially outer wall of the housing 8th is arranged.

As mentioned earlier, here is the case 8th stationary in relation to the housing of the internal combustion engine of the drive train and to the housing of the transmission of this drive train.

In the 13 and 14th note that the clutch 6th and the component 20th are arranged radially one after the other. The coupling 6th is here related to the component 20th arranged radially outside.

• - sind die Kupplung 6 und die Komponente 20 radial nacheinander angeordnet, wobei die Kupplung 6 radial außerhalb der Komponente 20 angeordnet ist,
• - sind der erste Dämpfer 10 und die Kupplung 6 axial nacheinander angeordnet,
• - ist der erste Dämpfer 10 auf der Seite der Kurbelwelle 4 angeordnet und
• - sind die Kupplung 6 und die Komponente 20 auf der Getriebeseite angeordnet.

In the 13 and 14th :

• - are the clutch 6th and the component 20th arranged radially one after the other, the coupling 6th radially outside the component 20th is arranged
• - are the first damper 10 and the clutch 6th arranged axially one after the other,
• - is the first damper 10 on the side of the crankshaft 4th arranged and
• - are the clutch 6th and the component 20th arranged on the transmission side.

In the example of 13 and 14th are one or more oil supply channels through the coupling holder 23 formed therethrough, these channels, for example, in a common stump 40 converge by a wall 22nd of the housing 8th is formed therethrough. In the example under consideration, this is the wall 22nd the wall on the side of the first damper 10 .

The tightness of the housing 8th in relation to the outside area can have several separate seals 55 and 56 can be obtained. The seal 55 is arranged here on the side of the axial gap, which is the first damper 10 contains while the seal 56 on the side of the gearbox 7th is arranged. In the 13 and 14th the mechanical connection takes place between the input of the first damper 10 and the body 32 the component 20th over a wave 46 leading to the drive shaft 5 of the transmission 7th runs concentrically, while the mechanical connection between the output of the first damper 10 and the room 30th the component 20th about another wave 45 takes place, which is concentric to the waves mentioned above. In the 13 and 14th is noted that the wave 45 around the wave 46 is arranged around.

The 15th and 16 show very schematically a special case of the second embodiment, which has just been illustrated with reference to FIG 13 and 14th has been described. In these 15th and 16 determine that there is an electric motor to propel the vehicle. This electric drive motor includes a stator in a known manner 50 and a rotor 51 .

In the example of 15th and 16 is the electric motor for driving the vehicle outside the housing 8th and radially outside this housing 8th arranged.

In 15th it is noted that the rotor 51 rigidly to the output of the coupling 6th is coupled.

As a variant, in 16 the rotor 51 rigidly to the crankshaft 4th coupled. The electric motor for driving the vehicle is, for example, a brushless motor that provides a nominal power of between 5 kW and 100 kW, in particular between 20 kW and 80 kW.

An electric motor for driving the vehicle can also be present in a torque transmission device according to the first exemplary embodiment of the invention, even if such a case is not shown.

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

• FR 3020426 [0003]
• FR 3020848 [0037]
• WO 2017/072338 [0037]

Claims (15)

Torque transfer device (2) which can be arranged between the crankshaft (4) and the transmission (7) of a vehicle drive train (1), the device (2) having the following: - A first torque path through a first damper (10) with a first stiffness that is linear, - A second torque path through a component (20) which realizes a flow coupling, this component comprising an input part (32) and an output part (30) which are movable in fluid relative to one another, the input part (32) with the crankshaft (4 ) can be rigidly connected, the second torque path running parallel to the first torque path, - A second damper (11) with a second stiffness that is not linear, this second damper (11) cooperating with the component (20), so that in the second torque path a torque to compensate for torsional vibrations associated with irregularities, is generated, and - An actuator (12) which acts on the second damper (11) over the whole or on part of the functional area of the device in such a way that the second damper is held or reset in several positions in which the second stiffness is negative becomes. Device according to Claim 1 wherein the input part (32) or the output part (30) of the component (20) is a body and the respective other of the input part and the output part of the component defines a chamber (31) in which the body (32) is rotatable. Device according to Claim 2 , with an additional component (21) which realizes an additional flow coupling, this additional component (21) comprising an additional input part (40) and an additional output part (41) which can be moved to one another in fluid, the component (20) and the additional component (21) are at least selectively in flow communication. Device according to Claim 3 , wherein the second damper (11) has a system (11) with elastic deformation, this system (53) being attached to the additional input part (41) or to the additional output part (40) and to a frame (53) . Device according to Claim 4 wherein the elastic deformation system is preloaded in an unstable equilibrium position of the second damper (11). Device according to one of the Claims 3 to 5 wherein the additional output part (41) is a cylinder rod and the additional input part (40) defines a fluid-filled chamber (42) in which the cylinder rod (41) moves. Device according to the Claims 5 and 6th wherein the cylinder rod (41) moves along an axis (Y) and the elastic deformation system comprises springs (52), each spring (52) being in the unstable equilibrium position of the second damper (11) orthogonal to this axis (Y ) extends. Device according to one of the Claims 3 to 7th wherein the actuator (12) is designed to selectively inject pressurized fluid into the additional component (21). Device according to Claim 8 , wherein the relative displacement of the additional input part (40) with respect to the additional output part (41) by the relative displacement of the input part (32) with respect to the output part (30), which occurs via the flow connection between the component (20) and the additional component (21) is transmitted, is caused and the actuator (12) injects pressurized fluid into the additional component (21) to this relative displacement of the additional input part (40) with respect to the additional output part (41) completely or to partially counteract. Device according to one of the preceding claims, with a pendulum damping system (25), this pendulum damping system (25) having a holder (26) which is preferably rigidly coupled to the first output. Device according to one of the preceding claims, comprising a clutch (6) arranged so that it is traversed by the torque using the first torque path and by the torque using the second torque path. Device according to Claim 11 , with a housing (8) which encloses the first damper (10), the coupling (6), the component (20) and in particular the pendulum damping system (25). Device according to Claim 12 , wherein the clutch (6) and the component (20) are arranged axially one after the other, the first damper (10) lies radially outside the clutch (6), the first damper (10) and the clutch (6) on the side of the crankshaft (4) are arranged and the component (20) is arranged on the side of the transmission (7). Device according to Claim 11 , with a housing (8), the component (20), the coupling (6) and optionally the Pendulum damping device (25) includes, wherein the first damper (10) is arranged outside of this housing (8). Device according to Claim 11 and according to one of the preceding claims, with an electric motor for driving the vehicle, this motor having a rotor (51) which is rigidly connected to the output of the clutch (6) or rigidly connected to the first input (13) of the first damper (10) is coupled.

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