EP2331842A1 - Embrayage de démarrage humide - Google Patents

Embrayage de démarrage humide

Info

Publication number
EP2331842A1
EP2331842A1 EP09783255A EP09783255A EP2331842A1 EP 2331842 A1 EP2331842 A1 EP 2331842A1 EP 09783255 A EP09783255 A EP 09783255A EP 09783255 A EP09783255 A EP 09783255A EP 2331842 A1 EP2331842 A1 EP 2331842A1
Authority
EP
European Patent Office
Prior art keywords
damper
rotation
arrangement
starting clutch
assembly
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Withdrawn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
EP09783255A
Other languages
German (de)
English (en)
Inventor
Jörg SUDAU
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 Friedrichshafen AG
Original Assignee
ZF Friedrichshafen 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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2331842A1 publication Critical patent/EP2331842A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14—Suppression 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
    • F16F15/1407—Suppression 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 limited with respect to the driving means
    • F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range

Definitions

  • This invention relates to a wet-running starting clutch having a housing for receiving a fluid.
  • the starting clutch comprises a first friction surface arrangement coupled to the housing for rotation about an axis of rotation, a second friction surface arrangement engageable with the first friction surface arrangement and coupled via a first damper assembly to a driven member for rotation about the axis of rotation, the first damper assembly having a first friction surface arrangement second friction surface arrangement coupled primary side and a against the action of a damper element arrangement with respect to the primary side rotatable about the axis of rotation and coupled to the output member secondary side has.
  • Such starting clutches are used as components of the drive train of motor vehicles and used there for coupling the engine to the transmission of the motor vehicle.
  • a first damper arrangement arranged in the housing of the starting clutch dampens, with the aid of a damper element arrangement-as a rule damper springs-torsional vibrations in the drive train which are caused by the engine, the transmission or other components of the drive train.
  • Such a damper arrangement attenuates a particular torsional vibration frequency range particularly well, which can be adjusted as a function of the spring hardness of the damping elements.
  • torsional vibrations and damper assembly To dampen torsional vibrations and damper assembly are used, the effect of which is based on at least one deflection mass, which can change its radial position with respect to the axis of rotation.
  • the torsional vibration frequency range damped by such a damper is speed-dependent, so that it is particularly suitable for dampening torsional vibrations which occur on a specific exciter track. tion of the engine whose torsional vibration frequencies increase with increasing speed.
  • Object of the present invention is to provide a wet-running Anfahrkupp- ment, in which an improved functionality of the effective vibration damping assemblies can be achieved in a simple manner.
  • a wet-running starting clutch having a housing for receiving a fluid, comprising a first friction surface arrangement coupled to the housing for rotation about an axis of rotation, one frictionally engageable with the first friction surface arrangement, and a first damper arrangement having an output member for rotation second friction surface arrangement coupled about the axis of rotation, the first damper arrangement having a primary side coupled to the second friction surface arrangement and a secondary side rotating against the action of a damper element arrangement with respect to the primary side about the rotation axis and coupled to the output member, further comprising a second damper arrangement in the housing with a deflection mass carrier which can be rotated about the axis of rotation and which carries at least one deflection mass such that a radial position of the at least one deflection mass with respect to the axis of rotation is variable.
  • the second damper arrangement in the form of a speed-adaptive damper is arranged in the interior of the housing of the wet-running starting clutch, so that the fluid inside the housing can also be used for lubricating the second damper arrangement.
  • the first damper assembly and the second damper assembly are arranged axially overlapping each other. This makes it possible to make the axial extent of the starting clutch minimal.
  • the space taken up by the starting clutch in the axial direction is optimized.
  • the second damper arrangement may also preferably radially overlap the friction surface arrangements.
  • the at least one deflection mass may lie radially further outward than the damper element arrangement. In this way, sufficient space for receiving the deflection masses can be provided.
  • the second damper arrangement is coupled to the primary side of the first damper arrangement.
  • the drive side resulting vibrations are attenuated by the starting clutch thus first by the second damper assembly and then by the first damper assembly.
  • the damping effect of the second damper arrangement can be adjusted so that a certain critical oscillation order is damped, so that particularly strong torque oscillations are no longer transmitted to the first damper arrangement.
  • the first damper assembly can be equipped with softer damper elements, which significantly improves the damping behavior of the first damper arrangement.
  • the second damper assembly may be coupled to the secondary side of the first damper assembly.
  • the first damper assembly serves as a pre-filter for the second damper assembly whose deflection masses can be made smaller. In the starting clutch, a weight saving can be realized.
  • the primary side of the first damper assembly comprise two cover plates rotatably connected to each other, which receive a central disk of the secondary side between them. - A -
  • the Auslenkungsmassenlie may be attached to the central disk of the first damper assembly. It is possible to dispense with the section of the deflection mass carrier between the fastening points on the central disk and the axis, since its function is taken over by the central disk. A further weight saving on the starting clutch is possible.
  • the Auslenkungsmassen39 can be integrally formed with the central disk and preferably represent a radial extension of the central disk.
  • the weight of the starting clutch is further optimized because it is also possible to dispense with the fastening means of the deflection mass carrier on the central disk. In addition, the number of parts required for the starting clutch decreases.
  • a wet-running starting clutch 10 is shown with a coupling device 12, a first damper assembly 14 and a second damper assembly 16, both of which are received in a housing 18.
  • a cooling or lubricating fluid is present, which serves on the one hand for lubricating the first damper assembly 14 and the second damper assembly 16 or for cooling the coupling direction 12.
  • the housing 18 includes a drive-side housing shell 20 and a Abthebs workede housing shell 22, which are connected via a weld 24 at the radially outer end of the housing 18.
  • the drive-side housing shell 20 is placed at its radially inner end on a housing hub 24 and connected thereto.
  • the housing 18 and the housing hub 24 are rotatable about the common axis A.
  • the coupling device 12 furthermore comprises a first friction surface arrangement 26 and a second friction surface arrangement 28.
  • the first friction surface arrangement 26 is connected in a rotationally fixed manner to the output-side housing shell 20 via a piston 30 via a plurality of bolts 32. Via the channel 31, different pressures can be built up in the space between the housing 18 and the piston 30 to displace the piston 30 axially.
  • the first friction surface assembly 26 and the second friction surface assembly 28 are engaged by the first friction surface assembly 26 attaching the second friction surface assembly 28 to the inner surface portion 34 of the countershaped housing shell 20 presses.
  • the second friction surface arrangement is rotatably connected at its radial outer circumference with a cover plate 38 of the first damper assembly 14.
  • the first damper assembly 14 includes, in addition to a cover plate 38, a further cover plate 40, which is connected via a radially inner Bolzenan- order 42 and a radially outer bolt assembly 44 with the cover plate 38.
  • the cover assembly 44 also connects the connecting disc 36 with the cover plate 38.
  • the cover plates 38 and 40 in this embodiment form substantially the primary side 39 of the first damper assembly 14.
  • the cover plate 40 is supported on a rotatable about the axis A output hub 46, which at the same time the inner peripheral portion of a central disc 48 of the first damper assembly 14 is connected.
  • the cover plates 38 and 40 connecting bolt assemblies 42 and 44 are guided by formed in the central disc 48 slots 50 and 52, so that the primary side 39 of the first damper assembly 14 with the cover plates 38 and 40 relative to the secondary side of the first damper assembly 14 with the central disc 48 can be rotated about the axis A.
  • a damper element assembly 54 is received, for example in the form of a plurality of elastic damper springs which are arranged in receptacles of the central disc 48. If the cover disks 38 and 40 and the central disk 48 of the damper assembly 14 are rotated relative to each other about the axis A, then the damper spring assembly 54 counteracts this rotation.
  • the wet-running starting clutch 10 can be coupled via the housing hub 24 to a drive shaft of an engine and via the output hub 46 to the transmission input shaft of a transmission.
  • a torque generated by the drive is transmitted to the housing 18, which rotates with the drive shaft and the housing hub 24 about the axis A.
  • this torque is further transmitted via the connecting disk 36 to the primary side 39 of the damper assembly 14 with the two shrouds 38 and 40. From there, it passes via the damper element arrangement 54 to the secondary side of the first damper arrangement 14 with the central disk 48. In doing so, torsional vibrations are damped by the damper element arrangement 54. About the non-rotatable connection of the central disk 54 to the output hub 46, the torque is then transmitted to the transmission on.
  • a radial extension of the central disk 54 forms a deflection mass carrier 56.
  • the deflection mass carrier 56 carries a plurality of deflection masses 58 which, for example, each comprise two masses of inertia 60 and 62 which, in the axial direction, lie opposite a part of the deflection mass carrier 56 between them and are rigidly connected by bolts 64.
  • the deflection masses 58 are disposed in the axial direction next to the Reib lake- orders 26 and 28 at the same radial level as these and are radially further outward than the damper element assembly 54, wherein they are arranged axially overlapping with the damper element assembly 54.
  • the holes 66 are provided for the bolt 64.
  • the special shape of the holes 66 allows the deflection masses 58 to change a radial position with respect to the axis A.
  • the holes 66 may be kidney-shaped in a known manner, with an outer inwardly curved raceway for the deflection masses 58.
  • the deflection masses 58 are at the point of the raceway due to centrifugal force. which is radially farthest from the axis A.
  • the deflection masses 58 are delayed or accelerated by their inertia with respect to the deflection mass carrier 56. They walk along the track radially inward and gain potential energy. The resulting oscillator is able to dampen torsional vibrations.
  • the second damper assembly 16 includes the deflection mass carrier 56 and the deflection masses 58. Since the deflection mass carrier 56 is integral with the center disk 48 in the form of a single disk, the second damper assembly 16 is connected to the secondary side of the first damper assembly 14. Secondary torsional vibrations are attenuated by the second damper assembly 16.
  • the deflection mass carrier could also be designed as a separate annular disk, which is connected to the central disk 54, for example via bolts.
  • a deflection mass carrier with one of the cover plates 38 or 40. It is possible to form the Auslenkungsmassenlasi integrally with one of the cover plates 38 or 40 or to make it a separate component, for example in an analogous manner as the connecting disc 36 which is connected via the bolt assembly 44 with the cover plate 38.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention a pour objet un embrayage de démarrage humide (10) doté d'un boîtier (18) destiné à la réception d'un fluide, comprenant un premier agencement à surface de frottement (26) accouplé au boîtier (18) afin de tourner autour d'un axe de rotation (A), un second agencement à surface de frottement (28) pouvant être mis en prise par frottement avec le premier agencement à surface de frottement (26) et étant accouplé à un organe de sortie (46) par un premier dispositif d'amortissement (14) afin de tourner autour de l'axe de rotation (A), le premier dispositif d'amortissement (14) présentant un côté primaire (39) accouplé au second agencement à surface de frottement (28) et un côté secondaire (48) pouvant tourner autour de l'axe de rotation (A) à l'encontre de l'action d'un agencement à élément amortisseur (54) par rapport au côté primaire (39) et étant accouplé à l'organe de sortie (46). L'embrayage de démarrage (10) comprend en outre dans le boîtier (18) un second dispositif d'amortissement (16) doté d'un support de masse de déviation (56) pouvant tourner autour de l'axe de rotation (A) et supportant au moins une masse de déviation (58) de façon à pouvoir modifier une position radiale de ladite ou desdites masses de déviation (58) par rapport à l'axe de rotation (A).
EP09783255A 2008-09-30 2009-09-22 Embrayage de démarrage humide Withdrawn EP2331842A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200810042466 DE102008042466A1 (de) 2008-09-30 2008-09-30 Nasslaufende Anfahrkupplung
PCT/EP2009/062226 WO2010037661A1 (fr) 2008-09-30 2009-09-22 Embrayage de démarrage humide

Publications (1)

Publication Number Publication Date
EP2331842A1 true EP2331842A1 (fr) 2011-06-15

Family

ID=41432750

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09783255A Withdrawn EP2331842A1 (fr) 2008-09-30 2009-09-22 Embrayage de démarrage humide

Country Status (3)

Country Link
EP (1) EP2331842A1 (fr)
DE (1) DE102008042466A1 (fr)
WO (1) WO2010037661A1 (fr)

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011104415B4 (de) 2010-06-29 2019-05-02 Schaeffler Technologies AG & Co. KG Schwingungsdämpfungseinrichtung
US9416860B2 (en) 2012-02-29 2016-08-16 Toyota Jidosha Kabushiki Kaisha Vibration damping device
DE102013216510A1 (de) 2012-09-06 2014-03-06 Schaeffler Technologies AG & Co. KG Drehmomentübertragungseinrichtung
DE102013216509A1 (de) 2012-09-06 2014-03-06 Schaeffler Technologies AG & Co. KG Drehmomentübertragungseinrichtung
EP2706260B1 (fr) 2012-09-06 2019-07-10 Schaeffler Technologies AG & Co. KG Dispositif de transmission de couple
DE102013225599A1 (de) 2012-12-14 2014-06-18 Schaeffler Technologies Gmbh & Co. Kg Drehmomentübertragungseinrichtung
DE112014002293A5 (de) * 2013-05-06 2016-02-04 Schaeffler Technologies AG & Co. KG Übertragungseinrichtung für Drehmoment
FR3009049B1 (fr) 2013-07-29 2016-01-22 Valeo Embrayages Disque d'embrayage pour embrayage a friction
FR3009048B1 (fr) 2013-07-29 2016-01-22 Valeo Embrayages Disque d'embrayage pour embrayage a friction
JP6142812B2 (ja) 2014-01-31 2017-06-07 アイシン・エィ・ダブリュ株式会社 発進装置
DE102016215146B4 (de) 2015-08-28 2024-10-10 Schaeffler Technologies AG & Co. KG Anordnung eines Torsionsschwingungsdämpfers an einem Lamellenträger
DE102019200210A1 (de) 2019-01-10 2020-07-16 Zf Friedrichshafen Ag Kupplungsanordnung
DE102019109014A1 (de) 2019-04-05 2020-10-08 Schaeffler Technologies AG & Co. KG Hydrodynamischer Drehmomentwandler und Drehschwingungsdämpfer für diesen

Family Cites Families (7)

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Publication number Priority date Publication date Assignee Title
DE19804227B4 (de) * 1998-02-04 2006-03-09 Zf Sachs Ag Überbrückungskupplung mit einer Ausgleichsschwungmasse am Torsionsschwingungsdämpfer
JP4797176B2 (ja) * 2001-06-12 2011-10-19 シェフラー テクノロジーズ ゲゼルシャフト ミット ベシュレンクテル ハフツング ウント コンパニー コマンディートゲゼルシャフト トルク伝達装置
DE10236752A1 (de) * 2002-08-10 2004-02-19 Daimlerchrysler Ag Antriebsstrang eines Kraftfahrzeuges
DE102004036791A1 (de) * 2003-08-05 2005-03-03 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Drehschwingungsdämpfer
DE102004004176A1 (de) * 2004-01-28 2005-08-18 Zf Friedrichshafen Ag Hydrodynamischer Wandler eines Automatgetriebes für Kraftfahrzeuge
DE102008057647A1 (de) * 2007-11-29 2009-06-04 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kraftübertragungsvorrichtung mit einem drehzahladaptiven Tilger und Verfahren zur Verbesserung des Dämpfungsverhaltens
DE102008057648A1 (de) * 2007-11-29 2009-06-04 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kraftübertragungsvorrichtung, insbesondere zur Leistungsübertragung zwischen einer Antriebsmaschine und einem Abtrieb

Non-Patent Citations (1)

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Title
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Also Published As

Publication number Publication date
WO2010037661A1 (fr) 2010-04-08
DE102008042466A1 (de) 2010-04-01

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