EP2932134A1 - Système d'amortissement de vibrations de torsion et procédé d'amortissement de vibrations de torsion - Google Patents

Système d'amortissement de vibrations de torsion et procédé d'amortissement de vibrations de torsion

Info

Publication number
EP2932134A1
EP2932134A1 EP13792364.5A EP13792364A EP2932134A1 EP 2932134 A1 EP2932134 A1 EP 2932134A1 EP 13792364 A EP13792364 A EP 13792364A EP 2932134 A1 EP2932134 A1 EP 2932134A1
Authority
EP
European Patent Office
Prior art keywords
torque transmission
transmission path
torque
torsional vibration
vibration damping
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Withdrawn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
EP13792364.5A
Other languages
German (de)
English (en)
Inventor
Daniel Lorenz
Thomas Weigand
Tobias HÖCHE
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 EP2932134A1 publication Critical patent/EP2932134A1/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Withdrawn legal-status Critical Current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
    • F16F15/13157—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
    • 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
    • F16F15/1204—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 with a kinematic mechanism or gear system
    • F16F15/1206—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 with a kinematic mechanism or gear system with a planetary gear system
    • 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
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H2001/2881—Toothed gearings for conveying rotary motion with gears having orbital motion comprising two axially spaced central gears, i.e. ring or sun gear, engaged by at least one common orbital gear wherein one of the central gears is forming the output
    • 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
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H1/32—Toothed gearings for conveying rotary motion with gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
    • F16H2001/324—Toothed gearings for conveying rotary motion with gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear comprising two axially spaced, rigidly interconnected, orbital gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19023—Plural power paths to and/or from gearing

Definitions

  • Embodiments relate to vibration damping systems, and more particularly to a torsional vibration damping arrangement and method for torsional vibration damping.
  • the different movement sequences of the different machine parts also lead to unwanted vibrations, which, for example, can have a negative effect on the service life of the machine or on user comfort.
  • drive trains constructed with internal combustion engines basically no constant torque can be introduced into a drive train due to the fact that ignition occurs periodically in internal combustion engines and the energy released during this process is converted in a rotational movement of the crankshaft.
  • Both the output from the crankshaft torque, as well as their speed is subject to fluctuations and vibrations, generally rotational irregularities. Since such rotational irregularities can be felt while driving, it is desirable to eliminate them as much as possible.
  • phase shifter arrangements which can ensure that, firstly by dividing up (power branching) and reuniting the transmitted torque through the thereby introduced phase shift, a destructive superimposition of oscillation components occurs in the torque to be transmitted.
  • phase shifter arrangements which can ensure that, firstly by dividing up (power branching) and reuniting the transmitted torque through the thereby introduced phase shift, a destructive superimposition of oscillation components occurs in the torque to be transmitted.
  • DE10 201 1 007 1 18 A1 discloses a torsional vibration damping arrangement having two torque transmission paths, at least one of which has a phase shifter arrangement which generates a phase shift of rotational nonuniformities in the two torque transmission paths.
  • the phase shifter assembly is constructed essentially according to the principle of operation of a two-mass oscillator, in which two against the action of the spring arrangement with respect to each other oscillating masses, ie substantially the primary side and the secondary side, by selecting the spring stiffness on the one hand and the mass ratios and / or inertia on the primary side and the secondary side on the other hand be provided with a desired vibration behavior.
  • Such a vibration system has a resonance frequency.
  • phase jump occurs, so that essentially excitation and reaction of the system occur in phase with each other, the system thus works supercritically.
  • This phase jump which is ideally at a maximum value of 180 °, can be exploited to achieve the desired reduction in rotational irregularities by superimposing the thus phase-shifted torque swing component with the non-phase-shifted torque swing component.
  • a torsional vibration damping arrangement comprises a drive-side connection component, an output-side connection component, a first torque transmission path arranged between the drive-side connection component and the output-side connection component, a second torque transmission path arranged parallel to the first torque transmission path and between the drive-side connection component and the output-side connection component, a phase shifter arrangement, and a torque adjustment arrangement.
  • the phase shifter assembly is disposed in the first or second torque transmitting path and configured to generate a phase shift of rotational irregularity guided across the first torque transmitting path relative to rotational nonuniformities directed across the second torque transmitting path.
  • the Drehmomenteinstellan angel is designed to change a torque transmission ratio between a first torque component, which is transmitted via the first torque transmission path, and a second torque component, which is transmitted via the second torque transmission paths.
  • Embodiments based on the finding that by the variation of the torque transmission ratio of the torque transmission paths in different frequency ranges, an improved elimination of rotational irregularities can be achieved. Furthermore, for example, the critical rotational irregularities for different drive speeds of different drives are located in different frequency ranges. Due to the variability of the torque transmission ratio, for example, the frequency range resulting from the adjustable torque transmission ratio can now be given a good Dre are adapted to the speed-dependent critical frequency range.
  • the Drehmomenteinstellan onion at least two planet gears with different Au walked thoroughlymessern and at least two standing with the planetary gears operatively connected output side ring gears with correspondingly different inner diameters.
  • the Drehmomenteinstellan eleven has a clutch assembly which is adapted to adjustably set each one of the at least two planetary gears in operative connection with a planetary gear of a coupling arrangement.
  • the planet gear of the coupling arrangement is operatively connected via a planet carrier with the first torque transmission path and via a drive-side ring gear with the second torque transmission path.
  • the torque transmission ratio can be influenced in the torque transmission paths and thus assume two different values.
  • the reduction of the rotational nonuniformity can be improved for two different driving speeds.
  • Some exemplary embodiments relate to a torsional vibration damping arrangement with a torque setting arrangement which has at least two planetary gears connected to one another with different outer diameters and at least two output gears operatively connected to the planetary gears. tige ring gears having correspondingly different inner diameters. Further, the Drehmomenteinstellan onion has a clutch assembly which is adapted to adjustably set each one of the at least two output-side ring gears with the output-side terminal component in operative connection.
  • the torque transmission ratio can be influenced in the torque transmission paths and thus assume two different values. By this change of the torque transmission ratio, for example, the reduction of the rotational nonuniformity can be improved for two different driving speeds.
  • the Drehmomenteinstellan onion comprises an electric motor.
  • the Drehmomenteinstellan Aunt is designed so that the electric motor can introduce a torque in the first torque transmission path or the second torque transmission path or subtract from the first torque transmission path or the second torque transmission path to change the torque transmission ratio.
  • the torque transmission ratio can be changed continuously, so that for a whole speed range of the drive, a good reduction of the rotational irregularities can be achieved.
  • Fig. 1 is a schematic representation of a torsional vibration damping arrangement with output-side ring gears with different inner diameters
  • 2 is a schematic representation of another torsional vibration damping arrangement with driven-side ring gears with different inner diameters
  • 3 is a schematic representation of another torsional vibration damping arrangement with driven-side ring gears with different inner diameters
  • FIG. 4 shows a schematic representation of a further torsional vibration damping arrangement with output-side ring gears with different inner diameters
  • FIG. 5 shows a schematic representation of a torsional vibration damping arrangement with an electric motor
  • Fig. 6 is a schematic representation of a torsional vibration damping arrangement with electric motor and actuating gear
  • FIG. 7 is a schematic representation of a torsional vibration damping arrangement with a regulated electric motor on additional gearbox;
  • FIG. 8 is a schematic representation of a torsional vibration damping arrangement with controlled electric motor to KW;
  • FIG. 9 is a schematic representation of a torsional vibration damping arrangement with reversible driven wheelsets.
  • FIG. 10 shows a schematic cross section of one half of a torsional vibration damping arrangement.
  • Embodiments for torsional vibration damping arrangements will be explained in more detail below. These embodiments have in common that they have a drive-side connection component, a driven-side connection component, a first torque transmission path, a second torque transmission path, a phase shifter assembly and a Drehmomenteinstellan für astellan
  • the concrete realization of the individual elements can be the same, similar or different. Further, the embodiments may include optional, additional, or alternative embodiments.
  • An operative connection can be, for example, a form-fitting or a frictional connection.
  • An operative connection can be, for example, over intermeshing gears a positive connection can be achieved.
  • a positive connection can be achieved.
  • by pressing against each other rollers a positive connection can be achieved.
  • active compounds are produced by a positive connection of meshing gears.
  • the diameter may be at a toothed wheel to a maximum diameter with respect to the tips of the teeth, a minimum diameter with respect to the valleys of the toothing or a mean diameter as an average between minimal refer to len and maximum diameter. In a ring gear, this applies correspondingly reversed.
  • a torsional vibration damping arrangement 100 which comprises a drive-side connection component 1, an output-side connection component 21, a first torque transmission path arranged between the drive-side connection component 1 and the output-side connection component 21, a torque transmission path parallel to the first torque transmission path and between the drive-side connection component 1 and the output side terminal member 21 arranged second torque transmission path, a phase shifter assembly 4 and a Drehmomenteinstellan whatsoever 1 10 has.
  • the phase shifter assembly 4 is disposed in the first or second torque transmitting path and configured to produce a phase shift of rotational irregularities conducted over the first torque transmitting path relative to rotational irregularities directed over the second torque transmitting path.
  • the Drehmomenteinstellan angel is designed to change a torque transmission ratio between a first torque component, which is transmitted via the first torque transmission path, and a second torque component, which is transmitted via the second torque transmission path.
  • the drive-side connection component 1 can be any component with which a drive 102 can be connected.
  • the drive-side terminal member 1 may be a shaft or a member for connecting to a shaft (e.g., primary sheet).
  • the torsional vibration damping arrangement 100 can be connected via the drive-side connection component 1 to any drive 102, such as a drive 102. be connected to an internal combustion engine or an electric motor.
  • the output-side connection component 21 can be any component which can be connected to an output 104.
  • the output-side terminal member 21 may be a shaft (e.g., transmission input shaft) or a member connectable to a shaft.
  • the output side terminal 21 may be connected to any output 104, e.g. connected to a gearbox.
  • the torsional vibration damping arrangement 100 can be used in any machine in which a reduction of rotational irregularities is required.
  • the torsional vibration damping arrangement may be employed in a powertrain of a vehicle (e.g., passenger cars, a truck, a watercraft, or an aircraft).
  • the two torque transmission paths extend between the drive-side connection component 1 and the output-side connection component 21, the first or the second torque transmission path having the phase shifter arrangement 4.
  • the two torque transmission paths form a power split in which the first torque component is transmitted via the first torque transmission path and the second torque component is transmitted via the second torque transmission path.
  • a torque transmission path can run over any number of components that are in operative connection with each other.
  • Such an operative connection can be effected by a positive, non-positive or cohesive connection.
  • a frictional or frictional connection by stiction a cohesive connection by molecular or atomic interactions and forces and a positive connection by a geometric connection of the respective connection partners come about.
  • rotational nonuniformities in the first or second torque transmission path may be phase shifted with respect to rotational irregularities conducted over the first torque path, such that superimposing the phase-shifted rotational nonuniformities may result in destructive interference of vibration components which can result in a significant reduction in output rotational nonuniformities.
  • the torque transmission ratio of the transmitted over the two torque transmission paths torque components is changeable by the Drehmomenteinstellanssen 1 10.
  • the torque components can be defined in different ways, but this does not change the fact that a change in the torque transmission ratio can influence the frequency range in which the greatest elimination of rotational irregularities occurs.
  • the torque component may be a percentage value of the torque transmitted to the output-side connection component 21, which is transmitted via the respective torque transmission path.
  • the torque component may be an absolute amount of torque transmitted via the respective torque transmission path.
  • a torque component can also be defined in another way.
  • the torque transmission ratio may be varied by the torque setting assembly 110 as a function of any parameters.
  • the Drehmomenteinstellan angel 1 10 to an electronic control unit (68) which receives, for example, sensor signal and controls the change in the torque transmission ratio as a function of the sensor signals.
  • sensor signals may represent, for example, a drive speed, a temperature, a parameter of a control element or another measured variable.
  • the rotational speed of the drive-side connection component 1 or directly the rotational speed of the drive can be measured and the torque transmission ratio can be changed as a function of the measurement signal.
  • the change in the torque transmission ratio can also be realized purely mechanically (or a combination of mechanical and electrical). examples
  • a speed-dependent change in the torque transmission ratio using the centrifugal force can be realized mechanically.
  • the Drehmomenteinstellan angel 1 10 change the torque transmission ratio, so that the torque transmission ratio at a first speed of the drive-side terminal component 1 is greater or smaller (depending on rotational irregularity characteristic of the drive used) than at a second speed of the drive-side terminal component 1, when the first speed is smaller as the second speed.
  • the torque transmission ratio can be changed so that it is greater at a first speed than at a second speed when the first speed is less than the second speed.
  • the torque transmission is divided into the at least two torque transmission paths. At the end of the at least two torque transmission paths, these are again combined to form a common torque transmission path and run, for example, as a merged torque transmission path to the output-side connection component 21.
  • the torques transmitted by the different torque transmission paths can be superimposed on the location of the merge.
  • the torsional vibration damping arrangement 100 can have a coupling arrangement 120. This coupling arrangement 120 may superimpose the first torque component (transmitted via the first torque transmission path) with the second torque component (transmitted via the second torque transmission path).
  • the coupling arrangement 120 can be realized in different ways.
  • the coupling arrangement 120 may be a stand-alone unit or e.g. Part of the Drehmomenteinstellan angel 1 10 be.
  • the Drehmomenteinstellan angel 1 10 can be realized in different ways. Depending on the implementation variant, the torque setting tion within the torsional vibration damping arrangement 100 are also arranged at different positions. Thus, the Drehmomenteinstellan angel 1 10 may be arranged in the first torque transmission path, in the second torque transmission path or between the coupling assembly 120 and the output-side terminal component 21, as shown in the following embodiments.
  • the torque adjusting arrangement 1 10 has at least two planetary gears 23b, 23c with different outside diameters and at least two drive-side ring gears 1 1, 22 in correspondingly different relationship with the planetary gears 23b, 23c Inside diameters. Furthermore, the Drehmomenteinstellan angel 1 10, a clutch assembly 24, 25 which is designed to adjustably set one of the at least two output side ring gears 1 1, 22 with the output-side terminal component 21 in the operative connection.
  • the torque transmission ratio of the two torque transmission paths changes because the transmission ratio is changed.
  • two components are connected to each other so as to be rotationally fixed (also called rotationally fixed or rotationally rigid) if torsional forces can be permanently transmitted between the components.
  • the clutch arrangement has, for example, a first clutch 24 for a first ring gear 1 1 of the two output-side ring gears and a second clutch 25 for the second ring gear 22 of the two output-side ring gears.
  • the two clutches 24, 25 may be arranged side by side in the axial direction, for example. As a result, little construction space is needed in the radial direction.
  • the coupling assembly 120 may be configured differently.
  • the at least two planetary gears 23b, 23c of the torque adjusting arrangement 1 10 are rotationally fixedly connected to a planetary gear 23a of the coupling arrangement 120.
  • the Netenrad 23a of the coupling assembly 120 is connected via a rotationally fixed planet gears 23a, 23b, 23c bearing planet 9 with the first torque transmission path and the planetary gear 23a of the coupling assembly 120 is operatively connected to a drive-side ring gear 8 of the second torque transmission path.
  • the planet carrier 9, the ring gear 8 on the drive side and the at least one planet gear 23a of the coupling arrangement 120 form a planetary gear structure with which the torques of the two torque transmission paths can be superimposed and the superimposed torque is transmitted via the planet gears 23b rotationally fixed to the at least one planet gear 23a of the coupling gear arrangement 120.
  • 23c of the Drehmomenteinstellan whatsoever 1 10 can be forwarded.
  • the planet gear 23a of the coupling assembly 120 and the two planetary gears 23b, 23c of the Drehmomenteinstellan angel 1 10 form a planetary gear pairing 23, which may be carried out in one or more parts.
  • the planet gear 23a of the coupling arrangement 120 may have the same or a different diameter as one of the two planet gears 23b, 23c of the torque adjusting arrangement 110.
  • the planet gear 23a of the coupling assembly 120 may have the largest diameter of the three planet gears 23a, 23b, 23c as shown in FIG.
  • the clutch assembly 24, 25 two different torque transmission ratios can be adjusted.
  • the ring gear with a smaller inner diameter can be used for large or small rotational speeds.
  • the Drehmomenteinstellan angel 1 10 be designed to put on the clutch assembly 24, 25 at a first speed of the drive-side connection component 1, a driven-side ring gear 22 having a smaller inner diameter with the output-side terminal component 21 in operative connection with a second speed of the drive-side connection component 1, when the first speed is smaller than the second speed.
  • the Drehmomenteinstellan angel 1 10 may also have more than two planet gears with different diameters, so that more than two different torque transmission ratios are adjustable.
  • FIG. 2 shows a schematic illustration of a further torsional vibration damping arrangement 200 according to one exemplary embodiment.
  • the structure of the torsional vibration damping arrangement 200 largely corresponds to that of the torsional vibration damping arrangement shown in FIG. 1, however, the first clutch 24 and the second clutch 25 are not arranged side by side in the axial direction, but are arranged side by side in the radial direction. As a result, less space is required in the axial direction (parallel to the axis of rotation of the torsional vibration damping arrangement).
  • the clutches 24, 25 of the clutch arrangement in this case have for both driven-side ring gears 1 1, 22 a radially outwardly directed drive-side coupling part, which is enclosed on the output side by a coupling part in a zange-shaped manner. Otherwise, the statements made with respect to the torsional vibration damping arrangement shown in FIG. 1 apply.
  • FIG. 3 shows a schematic representation of a further torsional vibration damping arrangement 300 according to one exemplary embodiment.
  • the construction of the torsional vibration damping arrangement 300 largely corresponds to the construction of the torsional vibration damping arrangement shown in FIG.
  • the clutches 24, 25 do not have a radially outwardly directed drive-side coupling part for both output-side ring gears 11, 22, but the clutch 25 of an output-side ring gear 22 (the output-side ring gear with the smaller inner diameter) has a radially outwardly directed drive-side clutch part and the second clutch 24 of the second output-side ring gear 1 1 (output-side ring gear with a larger inner diameter) has a radially inwardly directed coupling part.
  • the drive-side coupling parts are the output side surrounded by a forceps-shaped coupling part. Otherwise, the designs made for the torsional vibration damping arrangement 300 are those described for the torsional vibration damping arrangements shown in FIGS. 1 and 2.
  • the exemplary embodiments shown in FIGS. 1 to 3 show, for example, a power split with reversible output gear sets (planetary gears rotationally fixed).
  • the planet carrier 9 carries, for example, the stepped planet gears 23 (a-c) with three teeth, of which at least two different numbers of teeth (different diameters). All three gears are rotationally connected.
  • the two output ring gears 1 1, 22 are in operative connection with the stepped planetary gears 23.
  • the frictional connection between the output hollow wheels 1 1, 22 and the secondary flywheel (eg for output-side connection component or connected thereto) is made via the couplings 24, 25.
  • FIG. 4 shows a schematic representation of a further torsional vibration damping arrangement 400 according to one exemplary embodiment.
  • the torsional vibration damping arrangement 400 largely corresponds to the torsional vibration damping arrangement shown in FIG.
  • the clutch assembly 26 is not disposed between the output side ring gears 1 1, 22 and the output side terminal member 21, but between a planetary gear 23 a of the coupling assembly 120 and the planetary gears 23 b, 23 c of the Drehmomenteinstellan angel 1 10.
  • the Drehmomenteinstellan onion 1 10 has at least two planetary gears 23b, 23c with different Au OW micrn and at least two with the planetary gears 23b, 23c operatively connected output side ring gears 1 1, 22 with correspondingly different inner diameters. Furthermore, the Drehmomenteinstellan angel 1 10, a clutch assembly 26 which is adapted to set each one of the at least two planet gears 23b, 23c in operative connection with a planet gear 23a of the coupling assembly 120 to set. In this case, the planet gear 23a of the coupling arrangement 120 is operatively connected via a planet carrier 9 with the first torque transmission path and via a drive-side ring gear 8 with the second torque transmission path.
  • the planet carrier 9 carries the stepped planet gears 23 with three teeth.
  • the planet gears 23, which are in operative connection with the output hollow wheels 1 1, 22, have at least two different numbers of teeth. len (different diameters) and are rotatably mounted to the toothing (the planetary gear of the coupling assembly), which is in operative connection with the drive ring gear.
  • a friction clutch 26 for example, a rotationally fixed connection with the output hollow wheels 1 1, 22 are produced.
  • the clutch 26 may include an actuator 53 for a friction clutch and an axial guide 54 of a shift sleeve of the friction clutch.
  • the driven side ring gears 1 1, 22 are, for example, rotationally connected to each other.
  • FIG. 4 shows, for example, a power split with reversible output gear sets (output ring gears rotationally fixed).
  • FIGS. 1 to 4 For example, in order to realize a variable ratio, two or more output ring gears 1 1, 22 (with different diameters) and the associated planet wheels are installed in FIGS. 1 to 4, which are alternately fed into the power flow between planet carriers 9 (Planetenradträ) by coupling devices 24, 25, 26 - Ger) and secondary flywheel 13 (or output-side connection component) can be switched.
  • the coupling device can be executed positively, positively or materially.
  • the Drehmomenteinstellan angel 1 10 may be arranged in the second torque transmission path and at least two mutually rotationally connected planetary gears with different Au OH bemessern and at least two with the planetary gears operatively connected drive-side ring gears having correspondingly different inner diameters.
  • the Drehmomenteinstellan angel 1 10 include a clutch assembly which is adapted to adjustably set each one of the at least two drive-side ring gears with the second torque transmission path in operative connection.
  • the first torque transmission path extends from the drive-side connection component 1 (eg, primary plate) to the planet carrier 9 of the coupling assembly 1 20.
  • the second torque transmission path extends from the drive-side connection component 1 (eg, primary plate) via the phase shifter assembly 4 (eg spring set), a hub disc 5 and a Hohlradska 7 to the drive-side ring gear 8 of the coupling arrangement 1 20th
  • FIG. 5 shows a schematic representation of a further torsional vibration damping arrangement 500 according to one exemplary embodiment.
  • the Drehmomenteinstellan angel 1 1 an electric motor 1 9, 20.
  • the Drehmomenteinstellan angel 1 10 is designed so that the electric motor 19, 20 introduces a torque in the first torque transmission path or the second torque transmission path or subtracts from the first torque transmission path or the second torque transmission path to change the torque transmission ratio.
  • the statements made with respect to the torsional vibration damping arrangements shown in FIGS. 1 to 4 apply.
  • the drive-side connection component 1 eg, primary sheet
  • an optional cover plate not shown
  • the planet carrier 9 with the stepped planetary planetary gear 10 constitute the primary side (the first torque transmission path) over the spring set 4 (Phase shifter assembly) a hub disc 5 and cover plates 6 connected to a ring gear 7.
  • the planetary carrier 9 carries the stepped planetary gears 10.
  • the output ring gear 1 1 is in operative connection with the stepped planetary gears 10.
  • the planet 9 is connected to a rotor 19 of the electric motor, as shown, rotationally fixed.
  • a stator 20 (of the electric motor) may be rotationally connected to the transmission housing 14. Between these two components, the intermediate mass 30 or one of the components connected to it can have a rotational degree of freedom (ie, rotate between the rotor and the stator).
  • the planet carrier 9 can be acted upon by the electric motor speed and / or load-dependent with an additional moment, which can extinguish higher engine orders or strengthen the main engine order, whereby a good or ideal decoupling can be made possible.
  • the torque transmission ratio can be influenced, so that at a first speed of the drive-side terminal component 1, the first torque component equal -0.4 times (or between -0.3 and 0.5 times) corresponds to the second torque component and at a second speed of drive-side connection component 1, the first torque component equal -0.1 (or between -0.05 and -0.2 times) corresponds to the second torque component, when the first speed is less than the second speed.
  • a power split can be realized with fixed housing, variable drive.
  • FIG. 6 shows a schematic representation of a further torsional vibration damping arrangement 600 according to one exemplary embodiment.
  • the Drehmomenteinstellan angel 1 10 an electric motor 19, 20 on.
  • the Drehmomenteinstellan angel 1 10 includes a control gear 61 and is designed so that the electric motor 19, 20 via the adjusting gear 61 can change a speed ratio of a speed of the first torque transmission path and a speed of the second torque transmission path in the coupling assembly 120, so at a first speed of the drive-side connection component 1, the speed ratio is greater or less (depending on the application or drive) than at a second speed of the drive-side connection component 1, when the first speed is less than the second speed.
  • the actuating gear 61 may be a planetary gear, in which the ring gear 1 6 of the planetary gear on a outer side comprises or forms a rotor 19 of the electric motor.
  • the sun gear 15 or the planet wheel carrier 18 can be part of the drive-side connection component 1 or can be connected rotationally fixed to the drive-side connection component 1.
  • the drive-side connection component 1 eg, primary sheet
  • an optional cover plate 2 not shown
  • the central gear 15 eg, sun gear
  • the planetary carrier 18 with planetary gears 17 of an additional gear or gearbox 61 as well as the planet carrier 9 Stepped planet 10, the primary side, so the first torque transmission path, is.
  • the primary plate 1 is connected via a spring set 4 (phase shifter assembly), a hub disc 5 and cover plates 6 with a ring gear 7.
  • an additional control gear 61 interposed This is implemented via a central wheel 15 (sun gear).
  • the central gear 15 meshes with the planetary gears 17 of the actuating gear 61, which in turn with the second central wheel 1 6 (ring gear) mesh.
  • the planet carrier 9 of the linkage 61 is connected to the planet carrier 18 of the actuating gear 61 rotationally fixed.
  • the central gears 1 5, 16 eg sun gear and ring gear
  • the planet carrier 9 carries the stepped planet gears 10 (Planetenradcru).
  • the output ring gear 1 1 is in operative connection with the stepped planet gears 10.
  • the actuating gear 61 is connected to an electric motor.
  • the rotor 19 is rotatably connected to a central wheel 1 6 (eg ring gear).
  • the stator 20 can be rotationally fixed be connected to the transmission housing 14. Between these two components, the intermediate mass 30 or one of the components firmly connected to it can have a rotational degree of freedom.
  • an additional actuating gear 61 Between primary plate 1 and planet carriers 9 of the linkage, an additional actuating gear 61, the two central wheels 15, 1 6 and one or more planetary gears 17 has installed.
  • One of the central wheels (sun gear or ring gear) is driven by an electric motor consisting of rotor 19 and stator 20.
  • the planetary gear carrier 9 can be acted upon by the electric motor speed and load-dependent with an additional moment that extinguish higher engine order or can amplify the main engine order, whereby improved or ideal decoupling can be possible.
  • the adjusting gear 61 can (in comparison to FIG. 5) amplify the torque of the electric motor acting on the planet 9, whereby the electric motor can be made smaller.
  • the Drehmomenteinstellan Aunt includes 1 10 a control electronics (eg with control element or control clutch) with a sensor element and an actuator unit for adjusting the torque transmission ratio (eg actuator or clutch actuator).
  • the control electronics causes the actuator unit to change the torque transmission ratio as a function of a sensor signal of the sensor element.
  • the sensor element may, for example, measure a rotational speed, a rotational speed change, a rotational irregularity, a load and / or a load change and transmit a corresponding sensor signal to the control electronics.
  • the Drehmomenteinstellan angel may have control electronics comprising at least one sensor and in response to sensor signals drives an actuator for adjusting the torque transmission ratio.
  • the sensor element can be arranged, for example, on the output-side connection component 21 or on an adjoining shaft, and the actuator unit can be an electric motor. Alternatively, the sensor element can also be arranged on the drive-side connection component 1 or on an adjoining shaft, and the actuator unit can actuate a clutch arrangement.
  • the system can be eg a semi-active or active system with a control loop. In an active system, for example, the clutch assembly can be operated directly by the actuator. In a semi-active system, for example, a flap can be adjusted by the actuator, so that a fluid (eg by the centrifugal force) can actuate the clutch assembly.
  • control electronics can be designed with a control element, wherein an actual value is continuously detected and compared with a desired value to change the torque transmission ratio automatically or independently without external intervention.
  • FIG. 7 shows a schematic illustration of a further torsional vibration damping arrangement 700 according to one exemplary embodiment.
  • the torsional vibration damping arrangement 700 is similar to the torsional vibration damping arrangement of FIG. 6.
  • the primary plate 1, the first central wheel 15, the planet carrier 18 with planetary gears 17 of the additional transmission and the planet carrier 9 with the stepped planetary 10 represent the primary side.
  • the primary plate 1 is about the spring set 4, the hub disc 5 and the cover plates 6 with the ring gear 7 connected.
  • an additional actuating gear 61 is interposed therebetween. This is implemented via a central wheel 15.
  • the central gear 15 meshes with the planetary gears 17 of the adjusting gear 61, which in turn mesh with the second central gear 1 6.
  • the planet carrier 9 of the linkage is connected to the planet carrier 18 of the adjusting gear 61 against rotation.
  • the central wheels 15, 16 can have both internal and external teeth.
  • the planet carrier 9 carries the stepped planet wheels 10.
  • the output ring gear 1 1 is in operative connection with the stepped planet gears 10.
  • the actuating gear 61 is connected to an electric motor.
  • the rotor 19 is wheel 6 with a central rotationally connected.
  • the stator 20 is rotationally connected to the transmission housing 14. Between these two components, the ring gear carrier 7 or one of the components permanently connected thereto has a rotational degree of freedom.
  • a sensor element 66 is attached. This can detect the rotational speed and / or the rotational irregularity.
  • the sensor element 66 forwards the measured values to the control element (the control electronics 68), which forwards the control variables to the actuator (actuator unit
  • an additional actuating gear 61 comprising two central wheels 15, 1 6 and one or more planetary gears 17 is installed.
  • One of the central gears is actively driven by an electric motor having a rotor 19 and a stator 20.
  • the planet carrier 9 can be acted upon by the electric motor speed-dependent and / or load-dependent with an additional moment, e.g. can extinguish higher motor orders or strengthen the main motor order, whereby an ideal decoupling can be made possible.
  • the actuating gear 61 amplifies the torque of the electric motor which acts on the planet carrier 9, whereby the electric motor can be made smaller.
  • a sensor element 66 is mounted, the speed (changes) and / or load (- changes) can detect.
  • the detected information is forwarded to the control element, which forwards the control variables to the actuator of the electric motor depending on the input variables, which in turn operates the electric motor.
  • a power split with controlled electric motor can be realized on additional gear.
  • FIG. 8 shows a schematic representation of a further torsional vibration damping arrangement 800 according to one exemplary embodiment.
  • the torsional vibration damping arrangement 800 is similar to the torsional vibration damping arrangement of FIG. 6.
  • the primary plate 1 and the planet carrier 9 with stepped planetary 10 provide the primary side.
  • the primary plate 1 is connected via the spring set 4, the hub disc 5 and the cover plates 6 with the ring gear 7.
  • the planetary carrier 9 carries the stepped planetary gears 10.
  • the output ring gear 1 1 is in operative connection with the stepped planetary gears 10.
  • the transmission input shaft 21 is rotatably connected to the rotor 19 of the electric motor, as shown.
  • the stator 20 is rotationally connected to the transmission housing 14.
  • a sensor element 66 is mounted axially between the electric motor and the gearbox and supplies data to a control element (the control electronics 68), which forwards the control variables to the actuator (actuator unit 69) of the electric motor.
  • the transmission input shaft 21 is acted upon by the electric motor 19, 20 speed-dependent and / or load-dependent active with an additional moment, which reduces the residual flywheel remaining on the secondary flywheel 13 keit, whereby a further improved decoupling can be made possible.
  • a sensor element 66 is mounted, which can detect speed and / or load. The detected information is forwarded to the control element, which forwards the control variables to the actuator of the electric motor depending on the input variables, which in turn operates the electric motor.
  • a power split with controlled electric motor can be realized at KW.
  • FIG. 9 shows a schematic representation of a further torsional vibration damping arrangement 900 according to one exemplary embodiment.
  • the torsional vibration damping arrangement 900 is similar to the torsional vibration damping arrangement of FIG.
  • the planet carrier 9 carries the stepped planet gears 23 ac with three teeth, of which at least two different numbers of teeth. All three gears are rotationally connected.
  • the two output ring gears 1 1, 22 and the drive ring gear 8 are in operative connection with the Stepped planet gears 23.
  • the frictional connection between the output hollow wheels 1 1, 22 and the secondary flywheel 1 3 is made via the clutches 24, 25.
  • a sensor element 66 On the crankshaft 67, a sensor element 66 is attached, which supplies data to the control loop, which in turn passes the manipulated variable to the clutch control (the control electronics 68). This operates the clutch actuator 53.
  • the one or more sensor elements 66 may also be attached to other or more different locations. For example, a load detection is good to implement the spring set 4.
  • a power split with reversible driven gear sets (load / speed detection by sensor) can be realized.
  • the Drehmomenteinstellan extract 1 10 may be designed to change the torque transmission ratio speed-dependent by utilizing the centrifugal force mechanically (eg by a centrifugal clutch). This can For example, be integrated into a torsional vibration damping arrangement, as shown in Figs. 1 -3.
  • Some embodiments relate to rotational nonuniformity reduction by power take-off with variable coupling gear ratio.
  • the described concept offers a system for reducing rotational non-uniformity (DU reduction).
  • DU reduction rotational non-uniformity
  • a speed-adaptive gear ratio can be used to completely or almost completely cancel the rotational irregularities.
  • the exemplary embodiments described represent a possibility for a power split, which enables a speed-adapted improvement or optimization of the vibration decoupling by a variation of the gear ratio. This can be realized, for example, with very little axial construction space.
  • the operating principle of the power split to reduce the rotational irregularities can be used for this purpose.
  • FIGS. 1-6 show a schematic representation of a half section of an overall system.
  • a primary plate 1 a spring set 4, a cover plate 6, a hub disc 5, a cover plate 2, an intermediate mass 30, a Antriebshohlrad 8, a sealing plate 12, a Abreteshohlrad 1 1, a planetary gear 10, a secondary flywheel 13, a planet 9 and a spring plate 60 is shown.
  • the corresponding elements show possible shaping, positioning and cooperation as a possible embodiment of a torsional vibration damping arrangement previously shown in FIGS. 1-6. Accordingly, the statements made to the examples described above apply in addition.
  • Some embodiments relate to a method for torsional vibration damping, in particular for a drive train of a vehicle, with a torsional vibration damping arrangement.
  • the torsional vibration damping arrangement has a drive-side connection component, an output-side connection component, a first torque transmission path arranged between the drive-side connection component and the output-side connection component, one parallel to the first torque transmission path and between the drive-side connection.
  • Closing member and the output side connecting member arranged second torque transmission path, a phase shifter and a Drehmomenteinstellan expect.
  • the phase shifter assembly is disposed in the first or second torque-transmitting path and configured to produce a phase shift of rotational irregularities conducted across the first torque-transmitting path relative to rotational non-uniformities directed across the second torque-transmitting path.
  • the Drehmomenteinstellan Aunt is designed to change a torque transmission ratio between a first torque component, which is transmitted via the first torque transmission path, and a second torque component, which is transmitted via the second torque transmission path.
  • the method includes varying the torque transfer ratio by the torque adjustment assembly.
  • the method may include further optional, additional, or alternative method steps that correspond to optional, additional, or alternative embodiments of the previously described concept.

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

Abstract

L'invention concerne un système d'amortissement de vibrations de torsion (100, 200, 300, 400, 500, 600, 700, 800, 900) qui présente un élément de raccordement côté entrée (1) et un élément de raccordement côté sortie (21), un premier trajet de transmission de couple ménagé entre l'élément de raccordement côté entrée (1) et l'élément de raccordement côté sortie (21), un second trajet de transmission de couple parallèle au premier trajet de transmission de couple et ménagé entre l'élément de raccordement côté entrée (1) et l'élément de raccordement côté sortie (21), un système de décalage de phases(4) et un système d'ajustement de couple (110). Le système de décalage de phase (4) est disposé dans le premier ou le second trajet de transmission de couple et est conçu de manière à induire un décalage de phase d'irrégularités de rotation transmises par l'intermédiaire du premier trajet de transmission de couple vis-à-vis d'irrégularités de rotation transmises par l'intermédiaire du second trajet de transmission de couple. Ledit système d'ajustement de couple est également conçu de manière à modifier un rapport de transmission de coule entre une première partie de couple, transmise par l'intermédiaire du premier trajet de transmission de couple, et une seconde partie de couple, transmise par l'intermédiaire du second trajet de transmission de couple.
EP13792364.5A 2012-12-17 2013-11-18 Système d'amortissement de vibrations de torsion et procédé d'amortissement de vibrations de torsion Withdrawn EP2932134A1 (fr)

Applications Claiming Priority (3)

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DE102012223383 2012-12-17
DE102013220483.3A DE102013220483A1 (de) 2012-12-17 2013-10-10 Drehschwingungsdämpfungsanordnung und Verfahren zur Drehschwingungsdämpfung
PCT/EP2013/074001 WO2014095186A1 (fr) 2012-12-17 2013-11-18 Système d'amortissement de vibrations de torsion et procédé d'amortissement de vibrations de torsion

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EP (1) EP2932134A1 (fr)
CN (1) CN104854367B (fr)
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WO (1) WO2014095186A1 (fr)

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US9797470B2 (en) 2017-10-24
CN104854367A (zh) 2015-08-19
US20150260256A1 (en) 2015-09-17
DE102013220483A1 (de) 2014-06-18
CN104854367B (zh) 2016-10-26
WO2014095186A1 (fr) 2014-06-26

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