Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B75/00—Other engines
  • F02B75/06—Engines with means for equalising torque
• • 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
  • F16F15/12—Suppression 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
  • F16F15/131—Suppression 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
  • F16F15/13157—Suppression 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 with a kinematic mechanism or gear system, e.g. planetary

Definitions

• the present invention relates to a drive system for a vehicle, comprising an internal combustion engine and a torsional vibration damping arrangement coupled to a crankshaft of the internal combustion engine.
• the internal combustion engines used for driving vehicles have a non-uniform, in particular oscillating, torque curve due to the combustion process or the ignition occurring essentially periodically in the various cylinders of the same.
• a rated torque is superimposed on a vibration component, the vibration frequency depending on the combustion process, ie on whether a two-stroke process or a four-stroke process is used, and depends on the number of cylinders.
• the vibration frequency depending on the combustion process, ie on whether a two-stroke process or a four-stroke process is used, and depends on the number of cylinders.
• the vibration frequency depending on the combustion process, ie on whether a two-stroke process or a four-stroke process is used, and depends on the number of cylinders.
• the vibration frequency depending on the combustion process, ie on whether a two-stroke process or a four-stroke process is used, and depends on the number of cylinders.
• the vibration frequency Based on the rotational speed of the crankshaft, the second order is therefore critical, since in
• torsional vibration damping arrangements are used which are tuned to the vibration excitation behavior in the drive train, in particular in the area of the internal combustion engine.
• a multi-cylinder internal combustion engine may be operated so that all cylinders are active so that it is capable of delivering maximum torque in full load conditions. If this is not necessary, it is possible to switch to a mode in which only some of the cylinders are active. In this case, the still active cylinder are more heavily loaded in a partial load condition, which generally brings with it the advantage that the internal combustion engine or the individual cylinders thereof can work with higher efficiency than at lower load. This has an advantageous effect on consumption and pollutant emissions.
• the switching between different operating modes with different performance significantly influences the vibration excitation behavior of an internal combustion engine. If, for example, half of the cylinders are deactivated in an internal combustion engine operated in four-stroke operation, then the critical excitation order is also halved. For example, in a four-cylinder four-stroke engine when switching off two cylinders per revolution takes place only one ignition, with the result that the critical excitation order, again based on the speed of the crankshaft, is no longer the second order, but the first order , With this change in the vibration excitation behavior, however, the vibration damping behavior of a torsional vibration damping arrangement alters equally.
• a drive system for a vehicle comprising an internal combustion engine and a torsional vibration damping arrangement, wherein the internal combustion engine is switchable between operating modes of different performance and wherein the torsional vibration damping arrangement comprises an input area rotatable for rotation and an output area, wherein between the input area and a first torque transmission path and a second torque transmission path parallel thereto are provided, further comprising a coupling arrangement for superimposing the torque transmitted through the torque transmission paths, wherein at least in a torque transmission path a phase shifter assembly for generating a phase shift of rotational irregularities with respect to one another via the one torque transmission path Torque transmission path guided rotational irregularities is provided.
• the operating modes can have a first operating state with all cylinders operating and at least one second operating state include operating only a portion of the cylinders and / or the modes may include two-stroke operation and four-stroke operation.
• the phase shifter arrangement comprises a vibration system with a primary side and a secondary side which can rotate with respect to the primary side against the action of a damper element arrangement.
• the coupling arrangement may comprise a planetary gear arrangement.
• This planetary gear assembly may comprise a coupled to the second torque transmission path planet carrier having a plurality of planetary gears rotatably supported thereon, so that in a simple, yet stable design, a reliable combination of the torque components can be obtained.
• the planetary gear arrangement comprises a first ring gear arrangement or sun gear arrangement coupled to the first torque transmission path in meshing engagement with the planetary gears and a second ring gear arrangement or sun gear arrangement coupled to the output area in meshing engagement with the planetary gears.
• FIG. 1 is a partial longitudinal sectional view of a torsional vibration damping arrangement with torque distribution, phase shift and torque superposition
• FIG. 2 shows a basic illustration of a drive system with an internal combustion engine and a torsional vibration damping arrangement according to FIG. 1; 3 is a diagram illustrating torques or torque oscillations occurring in different regions of the drive system of FIG. 2 or the torsional vibration damping arrangement of FIG. 1 in an internal combustion engine operated in an operating mode; FIG.
• Fig. 4 is a representation corresponding to FIG. 3 when operated in another mode internal combustion engine.
• FIG. 1 shows, in a partial longitudinal section, a torsional vibration damping arrangement 10 to be positioned in the drive train of a vehicle.
• the torsional vibration damping arrangement 10 comprises an input region 12, which is to be connected by screwing, for example, to the crankshaft of an internal combustion engine, that is generally to a drive unit thus to be driven to rotate about a rotation axis A.
• An output portion 14 of the torsional vibration damping assembly 10 is formed with a flywheel 16, to which, for example, a pressure plate assembly of a friction clutch is connected and which can provide a friction surface 18 for such a friction clutch.
• two torque transmission paths 20, 22 are arranged, which branch off in the input region 12 and are brought together in the region of a coupling arrangement designated generally by 24.
• phase shifter assembly 26 In the first torque transmission path 20, a generally designated 26 phase shifter assembly is provided.
• the phase shifter assembly 26 can phase-shift torsional vibrations or generally rotational nonuniformities introduced into the torsional vibration damping assembly 10 at the input portion 12 and which are also proportionately transmitted through the first torque transmission path 20 with respect to the respective torsional vibrations or rotational nonuniformities also in the second torque transmission path 22 conducted torque component are included.
• These two torque components with mutually phase-shifted torsional vibration components are brought together in the region of the coupling arrangement 24, so that mutually phase-shifted vibration components cancel each other out in the ideal case, so that in the output region 14 of a rotational nonuniformities or torsional vibrations substantially liberated total torque is introduced.
• the phase shifter assembly 26 includes a vibration system 28 having a first primary side 30 generally constructed with two shroud elements 32, 34. In the region of the cover disk element 32, the torsional vibration damping arrangement 10 is firmly connected to a drive shaft or the like.
• the vibration system 28 further comprises a first secondary side 36, here substantially provided by a central disk element 38, which is positioned between the two cover disk elements 30, 34.
• a first damper element assembly 40 formed with a plurality of springs, preferably helical compression springs, acts between the first primary side 30 and the first secondary side 36 and permits relative rotation thereof about the axis of rotation A to produce a return action.
• the central disk element 38 provides a second primary side 42.
• This second primary side 42 is associated with a second secondary side 44, which in turn comprises two cover disk elements 46, 48.
• a second damper element assembly 50 for example, again comprising a plurality of circumferentially distributed springs, such as helical compression springs, so that under the return action of the second damper element assembly 50, the second primary side 42 and the second secondary side 44 with respect to each other the axis of rotation A are rotatable.
• the vibration system 28 is formed in two stages with two serially effective vibration dampers with the two Dämpferierina- arrays 40, 50.
• the first primary side 30 essentially forms the primary side of the entire vibration system 28, that is the side in which the torque in the tension state is introduced, while the second secondary side 44, the secondary side of the entire vibration system 28 provides, ie the side through which the torque is delivered.
• vibration systems operate subcritically in an excitation frequency range below their intrinsic or resonance frequency, ie excitation and reaction of the system on the primary side 30 on the one hand and on the secondary side 44 on the other hand take place substantially simultaneously, ie in-phase without mutual phase shift. If the resonance frequency is exceeded, the oscillation system 28 changes to a supercritical state in which excitation and reaction are out of phase with one another. It can therefore occur a phase jump of up to 180 °.
• the coupling arrangement 24 comprises a planetary gear arrangement 52 with a planet carrier 54. This is connected together with the primary side 30 of the vibration system 28 to the drive shaft and is assigned to the second torque transmission path 22.
• planet carrier 54 distributed in the circumferential direction lying several generally designated 56 planetary gears are rotatably supported.
• a plurality of planetary wheel support bolts 58 are provided on the planet carrier 54, as shown more clearly in FIG. 2.
• the planetary gears 56 are rotatable about their planet tenradfilachsen Z, which are oriented substantially parallel to the axis of rotation A of the planet carrier 54.
• the planet gears 56 are held axially centered.
• the planetary gears 56 have two successive toothing areas 74, 76 in the direction of the planetary gear axes Z.
• the toothed region 74 which is formed in the example shown with a larger radial dimension with respect to the planetary wheel rotation axis Z, is in meshing engagement with a ring gear 78, which is fixed to a ring gear carrier 82 and can be designed, for example, like a ring or a ring segment.
• the ring gear carrier 82 in turn is firmly connected, for example, by screwing to the second secondary side 44, generally the secondary side of the vibration system 28, and thus to the first torque converter. associated with transmission path 20.
• the torque transmitted via the first torque transmission path 20 and forwarded by the vibration system 28 is introduced via the ring gear carrier 82 and the ring gear 78 into the coupling arrangement 24, namely the working toothing 74 of the planet gears 56.
• the torque conducted via the second torque transmission path 22 is introduced into the coupling arrangement 24 via the planetary gear carrier 54 and the planetary support pins 58.
• the torque components thus combined are forwarded via the working toothing region 76 into an annular ring or ring segment-like ring gear 84, for example, in which the ring gear 84 can be connected to the flywheel 166 by screwing and thus assigned to the output region 14.
• the vibration excitation causes the vibration system 28 passes into the supercritical state, superimposed so that an at least partial extinction of the vibration components arises and the flywheel 1 6 receives a substantially smoothed torque.
• it can be influenced by the selection of the diameter ratio of the two working tooth areas 74, 76 or also by the configuration of the tooth geometry of these two working tooth areas 74, 76, how large the torque components guided via the two torque transmission paths 20, 22 are.
• a gear ratio of i> 1 is achieved, which means that a torque component is conducted in the direction of the planetary gear 52 via each of the two torque transmission paths, wherein the ratio of the components can be adjusted by the size or diameter ratio of the two toothed regions 74, 76.
• toothing region 76 has a larger diameter than the toothed region 74, then a torque reversal takes place in the second torque transmission path 22, whereas in the first torque transmission path 20 a torque amplification takes place, so that when the coupling assembly 24 is brought together again, the torque introduced is increased. ment corresponding total moment, but is achieved with at least partially eliminated vibration components.
• the torsional vibration damping arrangement 10 described in detail above with reference to FIG. 1 could also be designed differently in various aspects.
• the planetary gear arrangement 52 could comprise sun gears coupled to the secondary side 44 on the one hand and the output region 14 on the other hand.
• a phase shifter arrangement could be provided which has a transition to the supercritical state at a different speed and / or causes a different phase shift, as provided in the first Drehmomentübertragungsweg phase shifter assembly 26.
• damping systems such. B. fluidic damping systems or acting with coulomb friction friction damping systems may be provided.
• such a vibration system could be designed in one stage, ie with a primary side and a secondary side and a single intermediate torsional vibration damping arrangement.
• FIG. 2 A drive system 90 for a vehicle, in which such a previously described torsional vibration damping arrangement 10 is integrated, is illustrated in FIG. 2.
• This drive system 90 includes a drive unit as an internal combustion engine 92, in the example shown, a four-cylinder internal combustion engine with cylinders 94, 96, 98, 100.
• An effective as a drive shaft crankshaft 102 of the internal combustion engine 92 is coupled to the input portion 12 of the torsional vibration damping arrangement 10 and drives it for rotation about the recognizable in Fig. 1 axis of rotation A.
• the output region 14 of the torsional vibration damping arrangement 10 is coupled to a starting element 106 connected upstream of a transmission 104.
• the starting element 106 may be a friction clutch, that is, for example, a dry or wet-running friction clutch, multi-plate clutch, double clutch or the like. If the transmission 104 is designed as an automatic transmission, the starting element 106 can be constructed as a hydrodynamic torque converter. Its The housing can then be coupled to the output region 14 of the torsional vibration damping arrangement 10 and driven thereby for rotation about the axis of rotation A.
• the internal combustion engine 92 is associated with a drive device 108, which controls the one hand, the operation of the internal combustion engine 92, on the other hand, as illustrated by the link with the transmission 104, also information about the operating condition of a vehicle, such. B. driving speed, engaged gear and the like receives and based on it, for example, the internal combustion engine 92 or designed as an automatic transmission gear 104 drives.
• the driver 108 may further switch the engine 92 between different modes of operation.
• a full load mode all four cylinders 94, 96, 98, 100 can be operated, ie be active, while in a part load mode, for example, the cylinders 94, 96 can be deactivated and only the cylinders 98, 100 are operated.
• FIG. 3 is divided into four regions and, in each case plotted there over time, the torque present in different system regions is shown.
• a region Bi in FIG. 3 shows the torque D ges , which is emitted by the internal combustion engine in the region of the crankshaft 102 and thus introduced into the input region 12. It can be seen that a nominal torque of 100% is superimposed on a vibration which is generated by the ignitions in the individual cylinders.
• the region Bi illustrates one revolution of the crankshaft 102, in the course of which an ignition will occur in two of the four cylinders 94, 96, 98, 100, that is to say two vibration-inducing events are present.
• the region B 2 again shows the torque components for one revolution of the crankshaft 102, which in the input region 12 is dependent on the two torque transmission elements. routes 20, 22. It can be seen that these two in-phase torque components D 2 o, D 2 2 are unequal in terms of their amount.
• the larger torque component D 2 o is conducted via the first torque transmission path 20, while the smaller torque component D 22 is conducted via the second torque transmission path 22.
• the distribution of the torque components can be adjusted in particular by the configuration of the two toothed regions 74, 76.
• the region B 3 in FIG. 3 shows the torque components D 20 'transmitted in the two torque transmission paths 20, 22, ie in the first torque transmission path 20 after the phase shifter assembly 26, and D 22 , ie the torque basically transmitted in the second torque transmission path 22.
• the area B 4 illustrates the torque D ges ' after merging in the coupling arrangement 24, that is, the torque received or relayed in the output area 14. This is achieved by superimposing the two torque components D 20 'and D 22 and, in the ideal case, ie with a phase shift of 180 ° and essentially the same oscillation amplitude, has a smooth, approximately constant course.
• FIG. 4 illustrates these four regions B 1 to B 4 in the operating mode partial load of the internal combustion engine 92.
• the torque transmitted in the first torque transmission is transmission path 20 transmitted torque component D 2 o 'on the one hand again phase-shifted, on the other hand already reduced in amplitude, so that in the area B 4 , ie after the coupling assembly 24, again a substantially smoothed, of vibration shares ideally completely liberated total torque D ges ' is delivered.
• the vibration system 28 should be designed with respect to the location of its natural frequency, that under the different modes expected lowest vibration excitation frequency.
• the natural frequency of the vibration system 28 may be set in a range near or below the idle speed.
• the transition between operating modes of different performance can, as already stated above, be done by the disconnection or connection of individual cylinders, which has a direct influence on the vibration-inducing events occurring per revolution of a crankshaft.
• This shutdown can be achieved for example by adjusting the fuel injection in the cylinders to be stopped or by influencing the timing by a variable valve timing.
• the performance can also be influenced by the fact that a four-stroke engine is optimally designed for the part-load operation and is switched at higher load demand in a two-stroke operation.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Physics & Mathematics (AREA)
• Acoustics & Sound (AREA)
• Aviation & Aerospace Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Vibration Prevention Devices (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Mechanical Operated Clutches (AREA)

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• 2011
  • 2011-06-07 DE DE102011077119A patent/DE102011077119A1/de not_active Withdrawn
• 2012
  • 2012-05-09 CN CN201280025703.9A patent/CN103597243B/zh not_active Expired - Fee Related
  • 2012-05-09 WO PCT/EP2012/058559 patent/WO2012168024A1/de active Application Filing
  • 2012-05-09 US US14/124,215 patent/US9222408B2/en not_active Expired - Fee Related
  • 2012-05-09 EP EP12719728.3A patent/EP2718585A1/de not_active Withdrawn

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