EP2923107A1 - Unité de conversion comprenant un système d'amortissement et une unité de transmission de couple de rotation - Google Patents

Unité de conversion comprenant un système d'amortissement et une unité de transmission de couple de rotation

Info

Publication number
EP2923107A1
EP2923107A1 EP13821435.8A EP13821435A EP2923107A1 EP 2923107 A1 EP2923107 A1 EP 2923107A1 EP 13821435 A EP13821435 A EP 13821435A EP 2923107 A1 EP2923107 A1 EP 2923107A1
Authority
EP
European Patent Office
Prior art keywords
damping system
unit
torque transmission
output shaft
transmission unit
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Withdrawn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
EP13821435.8A
Other languages
German (de)
English (en)
Inventor
Vincent Fender-Oberle
Thorsten Krause
Benjamin Vögtle
Stephen-Richard Ainley
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP2923107A1 publication Critical patent/EP2923107A1/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Withdrawn legal-status Critical Current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
    • F16F15/12—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
    • F16F15/13164—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 characterised by the supporting arrangement of the damper unit
    • 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
    • F16F15/13142—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 characterised by the method of assembly, production or treatment
    • 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

  • damping systems are frequently used in the prior art together with a torque transmission unit.
  • damping systems may include inertial masses or vibration absorbers, such as a centrifugal pendulum.
  • the torque transmitting unit is arranged for releasably connecting the input shaft to an output shaft, so that a torque of, for example, an internal combustion engine can be transmitted to the output shaft as needed.
  • the output shaft is often connected to a manual transmission, which can be used to downsize, translate or reverse the torque.
  • the present invention has the object, at least partially overcome the known from the prior art disadvantages.
  • the object is solved by the features of the independent claims.
  • Advantageous developments are the subject of the dependent claims.
  • the invention relates to a transducer unit with a damping system and with a torque transmission unit for releasably connecting an input shaft to an output shaft, wherein the torque transmission unit has a co-rotating housing and the damping system is centered on the housing and detachably mountable.
  • the torque transmission unit can already be largely completely assembled, and also the damping system can be almost completely mounted.
  • both the damping system and the torque transmitting unit can be produced on the established production lines without requiring changes to these components.
  • the damping system can be detachably mounted on the housing, which can be carried out, for example, by means of screw connections. But it can also be used connectors or clamp connections.
  • a transducer unit including damping system can be mounted, which facilitates centering with a drive unit with great compactness and ease of assembly.
  • a hitherto conflicting difficulty was that in such a construction the chain of fasteners became very long and therefore a larger Combinations of manufacturing tolerances and assembly tolerances were to be expected.
  • an adapter device is provided, which can be arranged between the housing and the damping system.
  • An adapter device has in particular mounting receptacles for the damping system or the housing.
  • the adapter device is a metal sheet which has receptacles for releasable mounting, for example a through hole or a threaded hole.
  • an intermediate shaft piece between the damping system and the torque transmission unit becomes unnecessary by the adapter device, although the damping system and the torque transmission unit are not originally set up for direct connection with each other.
  • the adapter device is designed in particular as a centering device or pin during storage.
  • the damping system comprises a first flywheel and a second flywheel, which are spring-loaded with each other via a spring system, and wherein the damping system via the first flywheel is connectable to the housing.
  • flywheel and the second flywheel together with the spring system a dual-mass flywheel, as is known in the art.
  • only the first flywheel is adapted so that a direct connection between the damping system and the torque transmission unit is possible.
  • the over- components can (almost) remain unchanged. Except for a receiving part, for example an adapter or an adapter device, the remaining components of the converter unit can remain unchanged.
  • the first flywheel and the co-rotating housing or the adapter device together form a centering device, in which one of the two components forms the pin and the other the receptacle
  • the damping system comprises a centrifugal pendulum.
  • centrifugal pendulum in the damping system, it is possible to pay off certain frequencies.
  • the individual pendulum masses of the centrifugal pendulum for example, three pendulum masses distributed over the circumference of a flywheel, gaps for an assembly and / or centering device can be provided.
  • good accessibility to the assembly can thus be achieved by a slight adjustment of the centrifugal pendulum.
  • Particularly preferred access is possible by means of a nut and ratchet.
  • the damping system is adapted to receive an axial force from the torque transmission unit, in particular by means of a laterally supported ball bearing.
  • the centering of the damping system is carried out for the co-rotating housing or for the adapter device.
  • the torque transmission unit and the damping system can be centered and mounted on an input shaft in the assembled state.
  • the damping system and the torque transmission unit can be mounted together such that the input shaft can be subsequently centered and mounted.
  • the converter unit which is constructed very compact and constructed of known standard components, are pre-assembled and then centered and mounted with little error prone to the input shaft.
  • the respective centering operations of the damping system with the torque transmission unit and the converter with the drive are each facilitated.
  • a drive system for generating propulsion which has a drive unit, a torque transmission unit and a damping system, wherein the drive unit has an output shaft, with which the damping system is connectable, wherein the damping system and the torque transmission unit to a converter unit are mounted according to one of the preceding claims.
  • the drive system is preferably a drive system of a motor vehicle.
  • the drive system has, in addition to other components, a drive unit, a torque transmission unit and a damping system.
  • the drive unit may be an internal combustion engine or an electric motor.
  • the torque transmitting unit may be a prior art torque transmitting unit and also the damping system may be a prior art damping system.
  • the drive unit in this case has an output shaft, for example a crankshaft of an internal combustion engine, via which a torque can be output by the drive unit.
  • the damping system and the torque transmission unit must be centered.
  • Proposed is a motor vehicle having a drive unit with an output shaft, a drive train and a converter unit according to the above description for releasably connecting the output shaft to the drive train proposed, wherein the converter unit is pre-assembled with the output shaft connectable.
  • the drive unit for example an internal combustion engine or an electric motor
  • the drive unit for example an internal combustion engine or an electric motor
  • the installation space situation for passenger cars of the small car class according to European classification is exacerbated.
  • the units used in a passenger car of the small car class are not significantly reduced compared to passenger cars larger car classes. Nevertheless, the available space for small cars is much smaller.
  • the converter unit described above combines easier assembly, the use of already known components with a small overall size.
  • Passenger cars are classified according to vehicle class according to, for example, size, price, weight, power, but this definition is subject to constant change according to the needs of the market.
  • vehicles of the class small cars and microcars are classified according to European classification of the class of subcompact car and in the British market they correspond to the class Supermini, for example, the class City Car.
  • Examples of the micro car class are a Volkswagen Fox or a Renault Twingo.
  • Examples of the small car class are an Alfa Romeo Mito, Volkswagen Polo, Ford Fiesta or Renault Clio.
  • FIGS. show particularly preferred embodiments, to which the inventors However, it is not limited. In particular, it should be noted that the figures and in particular the illustrated proportions are only schematic. Show it:
  • FIG. 1 shows a mounting arrangement of a damping system on a co-rotating housing.
  • Fig. 2 is a section of the view in Fig. 1;
  • Fig. 1 shows a damping system 2, which has a first flywheel 8, a second flywheel 9 and a spring system 10, and a centrifugal pendulum 1 1.
  • An adapter device 7 is connected to the first flywheel 8 and forms together with a fastening screw 23 a receptacle 22 on the co-rotating housing 6 of the torque transfer unit 3, not shown.
  • the fastening screw 23 is not yet introduced into the receptacle 22.
  • the fastening screw 23 is located in this view in front of the pendulum mass 24 of the centrifugal pendulum 1 1 in a recess 25 which is shown in Fig. 2.
  • the first flywheel 8 is supported via a ball bearing 12 such that an axial force along the rotation axis 18 can be absorbed or transmitted.
  • the damping system 2 is centered by means of a centering pin 26 relative to the co-rotating housing 6, so that the chain of the connecting elements is designed to be short and no impairment of the assembly accuracy and imbalance arises.
  • Fig. 2 is a rotated sectional view can be seen, which is indicated by arrows between the pendulum mass 24 and the first flywheel 8 in Fig. 1.
  • a pendulum mass 24 can be seen and a fastening screw 23, which facilitate assembly in a recess 25 between pendulum masses.
  • Fig. 3 an alternative arrangement similar to Fig. 1 is shown, in which case the adapter device 7 is arranged on the co-rotating housing 6 and the damper system 2 is centered and mounted on the adapter plate.
  • FIG. 4 shows a further possible arrangement according to FIG. 3 in a fragmentary manner (detail A), which, by the way, is identical to the construction of FIG.
  • the first flywheel 8 is connected to the adapter device 7, which is supported by means of a ball bearing 12.
  • the co-rotating housing 6 is supported directly via the adapter device 7 and not indirectly via the first flywheel 8, as shown in FIGS. 1 and 3.
  • FIG. 5 schematically shows a motor vehicle 16 which has a drive system 13 with a converter unit 1.
  • the drive system 13 has a drive unit 14 which is connected via its output shaft 15 to the converter unit 1 with a drive train 17 shown purely schematically.
  • the converter unit 1 in this case has a damper system 2 and a torque transmission unit 3.
  • an input shaft 4 and an output shaft 5 are provided, which are connectable to each other, for example, a friction clutch, so that a torque from the internal combustion engine 14 to the drive train 17 is transferable.
  • the drive unit 14 is located in front of the driver's cab 21 of the motor vehicle 16 and with its motor axis 19 transversely to the longitudinal axis 20 of the motor vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

La présente invention concerne une unité de conversion comprenant un système d'amortissement et une unité de transmission de couple de rotation pour relier de façon non définitive une arbre d'entrée à un arbre de sortie, l'unité de transmission de couple de rotation présentant un boîtier à rotation concomitante et le système d'amortissement pouvant être monté sur le boîtier de façon à pouvoir être centré et de façon amovible. L'unité de conversion selon l'invention permet l'emploi de composants standards qui peuvent être employés de manière compacte et en étant faciles à monter.
EP13821435.8A 2012-11-22 2013-11-21 Unité de conversion comprenant un système d'amortissement et une unité de transmission de couple de rotation Withdrawn EP2923107A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012221343 2012-11-22
PCT/DE2013/200313 WO2014079443A1 (fr) 2012-11-22 2013-11-21 Unité de conversion comprenant un système d'amortissement et une unité de transmission de couple de rotation

Publications (1)

Publication Number Publication Date
EP2923107A1 true EP2923107A1 (fr) 2015-09-30

Family

ID=49958136

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13821435.8A Withdrawn EP2923107A1 (fr) 2012-11-22 2013-11-21 Unité de conversion comprenant un système d'amortissement et une unité de transmission de couple de rotation

Country Status (5)

Country Link
US (1) US9822840B2 (fr)
EP (1) EP2923107A1 (fr)
CN (1) CN104781578B (fr)
DE (2) DE112013005609A5 (fr)
WO (1) WO2014079443A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3023341B1 (fr) * 2014-07-03 2017-12-22 Valeo Embrayages Dispositif d'embrayage, notamment pour vehicule automobile
CN105697569B (zh) * 2014-12-15 2020-07-03 舍弗勒技术股份两合公司 用于机动车的驱动系的转矩传递装置以及机动车的驱动系
CN110345171B (zh) * 2018-04-08 2022-11-22 舍弗勒技术股份两合公司 具有离心摆的离合器盘和离合器装置
DE102019207826A1 (de) * 2019-05-28 2020-12-03 Zf Friedrichshafen Ag Segmentierter Schwingungstilger
DE102019210604A1 (de) 2019-07-18 2021-01-21 Zf Friedrichshafen Ag Baugruppe für einen Hybrid-Antriebsstrang eines Kraftfahrzeugs
DE102021107695B4 (de) * 2021-03-26 2024-08-14 Schaeffler Technologies AG & Co. KG Drehmomentübertragungsvorrichtung für einen Antriebsstrang eines Kraftfahrzeugs

Family Cites Families (8)

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Publication number Priority date Publication date Assignee Title
DE19831158A1 (de) * 1998-07-11 2000-01-13 Freudenberg Carl Fa Schwungrad
DE102006052144A1 (de) * 2005-12-01 2007-06-06 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Drehmomentübertragungseinrichtung
DE112006003626A5 (de) * 2006-01-12 2008-10-02 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Drehmomentwandler mit Überbrückungskupplung zwischen zwei Dämpfern
DE112008003167B4 (de) * 2007-11-29 2016-07-21 Schaeffler Technologies AG & Co. KG Kraftübertragungsvorrichtung mit einem drehzahladaptiven Tilger und Verfahren zur Verbesserung des Dämpfungsverhaltens
DE102010006472A1 (de) * 2009-02-13 2010-08-26 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Drehmomentübertragungseinrichtung
CN201396395Y (zh) * 2009-05-22 2010-02-03 长春一东离合器股份有限公司 混合动力车用复合减振离合器
CN201461846U (zh) * 2009-08-07 2010-05-12 力帆实业(集团)股份有限公司 电动汽车用联轴器
CN201561090U (zh) * 2009-12-03 2010-08-25 重庆青山工业有限责任公司 飞轮从动架式扭转减振器

Non-Patent Citations (2)

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See also references of WO2014079443A1 *

Also Published As

Publication number Publication date
DE112013005609A5 (de) 2015-09-17
CN104781578B (zh) 2019-04-16
DE102013223758A1 (de) 2014-05-22
US9822840B2 (en) 2017-11-21
CN104781578A (zh) 2015-07-15
US20150285330A1 (en) 2015-10-08
WO2014079443A1 (fr) 2014-05-30

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