DE3741701A1 - Split flywheel with an additional mass - Google Patents

Split flywheel with an additional mass

Info

Publication number
DE3741701A1
DE3741701A1 DE19873741701 DE3741701A DE3741701A1 DE 3741701 A1 DE3741701 A1 DE 3741701A1 DE 19873741701 DE19873741701 DE 19873741701 DE 3741701 A DE3741701 A DE 3741701A DE 3741701 A1 DE3741701 A1 DE 3741701A1
Authority
DE
Germany
Prior art keywords
mass
characterized
flywheel according
split flywheel
mr
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
DE19873741701
Other languages
German (de)
Inventor
Michael Dipl Ing Priwitzer
Gerhard Dipl Ing Tebbe
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Sachs AG
Original Assignee
Fichtel and Sachs AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fichtel and Sachs AG filed Critical Fichtel and Sachs AG
Priority to DE19873741701 priority Critical patent/DE3741701A1/en
Publication of DE3741701A1 publication Critical patent/DE3741701A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16FSPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1485Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being unlimited with respect to driving means
    • F16F15/1492Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being unlimited with respect to driving means with a dry-friction connection
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16FSPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/13164Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses characterised by the supporting arrangement of the damper unit

Abstract

The invention relates to the arrangement of an additional mass which is coupled to the secondary mass of a split flywheel. When appropriately coupled, such an additional mass is capable of improving the torsional vibrations of the drive system both in the supercritical speed range and during passage through the critical speed range.

Description

The invention relates to a split flywheel for internal combustion engines machines, consisting of a primary mass, firmly on the cure belwelle the internal combustion engine is arranged, a secondary mass that rotates on the primary mass or on the crankshaft is stored and provided with the starting and shift clutch, whereby between the two masses of spring elements and possibly friction devices provided for torsion damping and torque transmission and both Masses arranged concentrically to a common axis of rotation are.

A split flywheel of the above type is for example known from DE-OS 34 38 534.

Split flywheels of this type are mainly used in supercritics speed range and lead here to the desired Vibration decoupling. When passing through the natural frequency there however, there are operating conditions that lead to undesirable torque peaks and lead to vibration amplitudes, the own or gear device cause.

It is therefore the task of the present inventor dung, with split flywheels of the type mentioned, the Schwin improve behavior when passing through the natural frequency.

According to the invention, this task is characterized by the characteristic of Main claim solved. - By placing an additional mass on the Secondary mass and by appropriate coupling it is possible the damping of torsional vibrations above the critical  Maintain speed range and at the same time the damping behave when passing through the critical speed range improve.

The additional mass according to the subclaims is the simplest Trap coupled to the secondary mass via a friction device; however, it is also possible to add the additional mass via a friction direction and a spring device to couple. It is the same possible, the coupling via series-connected springs increase, then at least one friction device directly between The secondary and additional mass is arranged and this friction direction depends on the speed. The specific advantages these individual solutions are in detail in the figure writing reproduced.

In the structurally particularly simple solution according to claim 2 solutions are outlined, which a possible imbalance of the Counteract additional mass by playing at their bearing point. For example, the additional mass is made up of two individual rings made bodies that are non-rotatably coupled together pelt are, but mutually braced in the radial direction are ordered. So the game can easily every one part of the additional mass compared to its storage location and a balance that has been created is retained. The frictional coupling between additional mass and secondary mass through appropriately arranged friction elements how the spring used for tensioning can be achieved. In order to is a particularly simple storage and reliable operation order of additional mass including friction generation aims.

The invention is then illustrated by several embodiments games explained. It shows in detail

. Figure 1 shows the general structure of a motor driving situation tool within;

Fig. 2 to 5 schematic diagrams of the coupling options egg ner additional mass;

Figure 6 shows the upper half of a longitudinal section through a secondary mass with a one-piece additional mass.

Figure 7 shows the upper half of a longitudinal section through a secondary mass with a two-part additional mass.

FIGS. 8 and 9 in principle side views of the arrangement of the parts in the additional mass with respect to its bearing point with the direction of their mutual clamping and assembly of friction elements.

Fig. 1 shows the overall arrangement in a schematic diagram. The internal combustion engine 1 has a primary mass 2 firmly fastened to the crankshaft. Coaxial with the primary mass 2 is a secondary mass 3 , both of which are connected to one another via a spring system and possibly a friction system, so that on the one hand the torque can be transmitted from the internal combustion engine 1 to the starting and shifting clutch 4 and on the other hand torsional vibrations at least above of the critical speed range can be filtered out effectively. The transmission 5 and also the axle drive 6 are arranged in the usual way on the starting and shift clutch 4 .

The divided flywheel acc. Fig. 2 shows the primary mass 2 and the secondary mass 3 , which are arranged coaxially to the same axis of rotation 11 , the arrangement of a Reibeinrich device MR and a spring system C between the two partial masses. FIG. 2 is only a schematic diagram, which does not permit conclusions about the structural configuration of the individual parts. In addition, the secondary mass being coupled to an additional mass 7 3, which is also concentric to the rotation axis 11 is arranged. In the present case the additional mass 7 is coupled only via a friction device MR 1 with the secondary mass. 3 This type of construction can be implemented with the least possible effort for individual parts. How constructive solutions to this principle can look will be explained in detail later with reference to FIGS. 6 to 9.

In Fig. 3 an additional mass 7 is also coupled to a seizärmas 3 , in which case a friction device MR 1 and a spring device C 1 are provided as connecting members. The stiffness of the spring device and the amount of friction torque are matched to the natural frequency that is passed through when the engine is started and depressed. This vote leads to friction torques that are sufficiently high to achieve a rigid coupling between the two parts in the supercritical speed range, so that the effect of the divided flywheel - damping the torsional vibrations in the supercritical range - is not impaired. At the same time, significantly better behavior is achieved in the critical speed range.

Another variant is shown in FIG . Here, two secondary systems C 1 and C 2 are provided in series connection between secondary mass 3 and additional mass 7 and further a friction device MR 1 is arranged between secondary mass 3 and intermediate member 29 and a further friction device MR 2 between secondary mass 3 and additional mass 7 directly. Here, the Reibeinrich device MR 1 with a constant friction torque on the intermediate member 29 , while the friction device MR 2 acts as a function of the speed and generates a higher friction torque at a higher speed. Through this speed-dependent friction device, a stronger coupling of the additional mass 7 to the secondary mass 3 is achieved in the supercritical rotational speed range. In the low speed range (when starting the engine) acts in the spring stage of C 2 between intermediate member 29 and additional mass 7, the friction device MR 2 , which generates a low friction torque. As a result, the additional mass 7 can prevent the build-up of high vibration amplitudes in this operating case. When the engine is started or when driving in the low speed range, the excitation is higher and the moments between the additional mass 7 and the secondary mass 3 are greater than the constant friction torque of the friction device MR 1 in the vicinity of the resonance. As a result, the friction device MR 1 now also works and helps to dampen the vibration amplitudes of the secondary mass 3 and additional mass 7 .

FIG. 5 shows a variant of FIG. 4. Here, the intermediate member 29 is only coupled to the secondary mass 3 via the friction device MR 1 . The spring device C 1 is omitted in favor of a cheaper solution with fewer individual parts. Although this slightly reduces the vibration-damping effect of the system when starting the engine and driving at low revs, depending on the individual case, it can be justified as an inexpensive solution by omitting some components.

In FIG. 6, the upper half is shown a longitudinal section through a secondary mass 3, the part according to a system. Figure 2 is. The secondary mass 3 is rotatably supported by a bearing 8 on a bearing flange 9 , which in turn is firmly attached to the crankshaft of the internal combustion engine. The primary mas 2 and the connection of primary mass 2 to secondary mass 3 is not shown here for reasons of simplification. The additional mass 7 is mounted on a cylindrical surface 26 of the secondary mass 3 rotating bar. For friction clamping between the secondary mass 3 to set mass 7 , a friction device MR 1 is provided, which holds a radially inward-pointing web 17 of the additional mass 7 in Reibkon clock with the secondary mass 3 . For this purpose, friction linings 15 are supported on a shoulder 18 of the secondary mass 3 on both sides of the web 17 . Furthermore, a pressure ring 13 and a Tel lerfeder 12 is provided. The plate spring 12 is supported on the one hand on the cover 14 and on the other hand on the pressure ring 13 . The pressure ring 13 is axially displaceable but non-rotatably connected to the cover 14 . The cover 14 is fastened to the secondary mass 3 via rivets 16 . Through this simple friction device MR 1 , a constant friction torque between the secondary mass 3 and additional mass 7 is effective - accordingly in accordance with the descriptions. Fig. 2.

Since an undesirable unbalance can result from the necessary radial play between secondary material 3 and additional mass 7 , a further refinement of the construction according to FIGS. 7 to 9 is carried out. Fig. 7 shows in contrast to Fig. 6 an additional mass 10, consisting of two concentrically arranged Rin gene 19 and 20 is. Both rings are rotatably coupled to each other in the circumferential direction, namely by a pin 24 in the egg part and a corresponding slot 25 in the other part. De rings 19 and 20 are essentially free of play in the axial direction - without external friction - on the secondary mass 3 . For this purpose, this has a shoulder 18 and a riveted cover 14 . The two rings 19 and 20 are braced against each other in the radial direction by a spring 23 . The ring 20 has a web 22 to be pointed in the direction of the ring 19 , which plunges into a correspondingly large groove 21 of the ring 19 . A spring 23 is arranged at one point on the circumference, namely in the plane of the pin-elongated hole connection between the web 22 and the groove 21 . This ensures that each of the two Rin ge 19 and 20 in the radial direction with reduction of the necessary play against the cylindrical surface 26 at one point of the order is applied to this and thus the overall system of the two rings 19 and 20 can be balanced and this balancing kung is no longer lost. So that simultaneously with the radial tension by the spring 23 a tunable friction effect he can be aimed, two friction elements 27 and 28 are arranged according to FIGS . 8 and 9 on each of the two rings, namely symmetrically to a line through the pin Elongated hole connection 24, 25 and the axis of rotation 11 . The force action P or F of the spring 23 is also located in this line. By means of such a friction device in conjunction with the biasing force of the spring 23 , a targeted, tunable friction between the two rings 19 and 20 on the one hand and the secondary mass 3 on the other hand can be produced. With this device for preventing an imbalance, the necessary frictional force for coupling the additional mass 10 to the secondary mass 3 can thus be realized at the same time. Such a construction is particularly advantageous due to its simple construction and its inexpensive and small number of individual parts.

Claims (15)

1. Split flywheel for internal combustion engines, consisting of a primary mass, which is fixedly arranged on the crankshaft of the internal combustion engine, a secondary mass, which is rotatably mounted on the primary mass or crankshaft and is provided with the starting and clutch, with spring elements between the two masses and possibly friction devices for torsion damping and torque transmission and both masses are arranged concentrically to a common axis of rotation, characterized in that an additional mass ( 7, 10 ) is coupled to the secondary mass ( 3 ), which is arranged concentrically to the axis of rotation ( 11 ) and on the secondary insulation mass ( 3 ) is stored.
2. Split flywheel according to claim 1, characterized in that the additional mass ( 7, 10 ) at least via a Reibeinrich device (MR 1 , MR 2 ) is coupled.
3. Split flywheel according to claims 1 and 2, characterized in that the additional mass ( 7 ) via a Reibeinrich device (MR 1 , MT 2 ) and a spring device (C 1 , C 2 ) is coupled.
4. Split flywheel according to claims 1 to 3, characterized in that the spring device has at least two spring systems (C 1 , C 2 ) which are connected in series.
5. A divided flywheel according to claims 1 to 3, characterized in that a friction device (MR 1 ) between the secondary mass ( 3 ) and an intermediate member ( 29 ) and a Federein direction (C 2 ) between the intermediate member ( 29 ) and additional mass ( 7 ) is arranged.
6. Split flywheel according to claim 5, characterized in that directly between the secondary mass ( 3 ) and additional mass ( 7 ) egg ne further friction device (MR 2 ) is arranged.
7. Split flywheel according to claim 4, characterized in that between the secondary mass ( 3 ) and intermediate member ( 29 ) additional Lich to the spring device (C 1 ), a friction device ( (MR 1 ) and directly between the secondary mass ( 3 ) and additional mass ( 7 ) Friction device (MR 2 ) is arranged.
8. Split flywheel according to claims 6 and 7, characterized in that the friction device (MR 2 ) has a friction force increasing with the speed.
9. Split flywheel according to claim 2, characterized in that the additional mass ( 7, 10 ) over a cylindrical surface ( 26 ) of the secondary mass ( 3 ) is guided radially.
10. Split flywheel according to claim 9, characterized in that the friction device (MR 1 ) directly on the outer diameter of the cylinder surface ( 26 ) from a shoulder ( 18 ) of the secondary mass ( 3 ) and an axially supported plate spring ( 12 ) and an axially movable , non-rotatable pressure ring ( 13 ), with a radially inward web ( 17 ) of the additional mass ( 7 ) with the interposition of friction linings ( 15 ) between shoulder ( 18 ) and pressure ring ( 13 ) is clamped.
11. Split flywheel according to claim 9, characterized in that the additional mass ( 10 ) consists of two closed rings ( 19, 20 ) which are axially loose and side by side over the Zylin derfläche ( 26 ) of the secondary mass ( 3 ), the rings are held against one another in a rotationally fixed manner and a spring device ( 23 ) is provided which radially braces both rings ( 19, 20 ) against one another, in such a way that they are guided radially without play on the cylinder surface ( 26 ) and with this the friction device (MR 1 ) form.
12. Split flywheel according to claim 11, characterized in that the rings ( 19, 20 ) with a pin-slot connection ( 24, 25 ) are rotatably connected.
13. Split flywheel according to claim 12, characterized in that the rings ( 19, 20 ) are preferably arranged with their inner diameter on the cylinder surface ( 26 ).
14. Split flywheel according to claim 13, characterized in that a ring ( 20 ) with a concentric web ( 22 ) in a corresponding groove ( 21 ) of the other ring ( 19 ) engages axially and at one point a radially acting spring ( 23rd ) is arranged between the groove wall and the web.
15. Split flywheel according to claim 14, characterized in that each ring ( 19, 20 ) on its inner diameter has two circumferentially spaced friction points ( 27, 28 ) which are arranged symmetrically to the direction of action of the spring ( 23 ) opposite one another.
DE19873741701 1987-12-09 1987-12-09 Split flywheel with an additional mass Withdrawn DE3741701A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE19873741701 DE3741701A1 (en) 1987-12-09 1987-12-09 Split flywheel with an additional mass

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19873741701 DE3741701A1 (en) 1987-12-09 1987-12-09 Split flywheel with an additional mass

Publications (1)

Publication Number Publication Date
DE3741701A1 true DE3741701A1 (en) 1989-06-22

Family

ID=6342199

Family Applications (1)

Application Number Title Priority Date Filing Date
DE19873741701 Withdrawn DE3741701A1 (en) 1987-12-09 1987-12-09 Split flywheel with an additional mass

Country Status (1)

Country Link
DE (1) DE3741701A1 (en)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2704919A1 (en) * 1993-05-07 1994-11-10 Luk Lamellen & Kupplungsbau Device for damping angular oscillations.
FR2738606A1 (en) * 1995-09-08 1997-03-14 Valeo Double shock absorber, in particular for a motor vehicle having torque limiting means
DE10052786B4 (en) * 2000-10-25 2009-01-02 Zf Sachs Ag Torsion damping mechanism with additional mass
WO2011138216A1 (en) * 2010-05-07 2011-11-10 Zf Friedrichshafen Ag Torque transmission arrangement for the drive train of a vehicle
DE10110671B4 (en) * 2001-03-06 2012-01-12 Zf Sachs Ag Method for determining at least one variable relevant to the operating characteristic of a vibration damping device
DE10210397B4 (en) * 2002-03-08 2014-11-20 Zf Friedrichshafen Ag Torsional vibration damper
DE102013219162A1 (en) * 2013-09-24 2015-03-26 Zf Friedrichshafen Ag Coupling arrangement with vibration damper
WO2017174268A1 (en) * 2016-04-05 2017-10-12 Zf Friedrichshafen Ag Vibration-damping assembly, in particular for a drive train of a vehicle

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2704919A1 (en) * 1993-05-07 1994-11-10 Luk Lamellen & Kupplungsbau Device for damping angular oscillations.
ES2116148A1 (en) * 1993-05-07 1998-07-01 Luk Lamellen & Kupplungsbau Flywheel and torsional vibration damper
FR2738606A1 (en) * 1995-09-08 1997-03-14 Valeo Double shock absorber, in particular for a motor vehicle having torque limiting means
DE10052786B4 (en) * 2000-10-25 2009-01-02 Zf Sachs Ag Torsion damping mechanism with additional mass
DE10110671B4 (en) * 2001-03-06 2012-01-12 Zf Sachs Ag Method for determining at least one variable relevant to the operating characteristic of a vibration damping device
DE10210397B4 (en) * 2002-03-08 2014-11-20 Zf Friedrichshafen Ag Torsional vibration damper
WO2011138216A1 (en) * 2010-05-07 2011-11-10 Zf Friedrichshafen Ag Torque transmission arrangement for the drive train of a vehicle
EP2567121B1 (en) 2010-05-07 2015-03-04 ZF Friedrichshafen AG Torque transmission arrangement for the drive train of a vehicle
EP2567120B1 (en) 2010-05-07 2015-03-18 ZF Friedrichshafen AG Torque transmission assembly, in particular hydrodynamic torque converter, fluid coupling or wet-running clutch
DE102013219162A1 (en) * 2013-09-24 2015-03-26 Zf Friedrichshafen Ag Coupling arrangement with vibration damper
WO2017174268A1 (en) * 2016-04-05 2017-10-12 Zf Friedrichshafen Ag Vibration-damping assembly, in particular for a drive train of a vehicle

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