EP2951461A1

EP2951461A1 - Torsional vibration damping arrangement for the drive train of a vehicle

Info

Publication number: EP2951461A1
Application number: EP14700345.3A
Authority: EP
Inventors: Tobias DIECKHOFF
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2013-01-31
Filing date: 2014-01-09
Publication date: 2015-12-09
Also published as: DE102013201619A1; US9765849B2; CN104956118B; KR102147286B1; CN104956118A; WO2014117978A1; BR112015016541A2; KR20150112992A; US20150377321A1

Abstract

The invention relates to a torsional vibration damping arrangement (10) for the drive train of a vehicle, comprising an inlet region (50) to be actuated for rotation about an axis of rotation A, and an outlet region (55), and comprising a first torque transmission path (47) and a second torque transmission path (48) parallel thereto, which emanate from the inlet region, and having a coupling arrangement (41), which is in connection with the outlet region for superimposing the torque moments transmitted by way of the two torque transmission paths. The invention further comprises a phase-shifting arrangement (43) for the first torque transmission path for generating a phase shift of rotational nonuniformities transmitted by way of the first torque transmission path with respect to rotational nonuniformities transmitted by way of the second torque transmission path. The outlet region thereby comprises a planetary wheel carrier (8), to which a planetary wheel (46) is rotatably mounted, and wherein the planetary wheel carrier is connected to the output region in a rotationally fixed manner.

Description

Torsional vibration damping arrangement for the drive train of a vehicle

The present invention relates to a torsional vibration damping arrangement, for the drive train of a vehicle comprising an input to be driven for rotation about a rotation axis A input area and an output area, wherein between the input area and the output area a first torque transmission path and parallel thereto a second torque transmission path and a coupling arrangement for superimposing the the torque transmission paths are provided with guided torques, wherein in the first torque transmission path a phase shifter arrangement is provided for generating a phase shift of rotational irregularities guided over the first torque transmission path with respect to rotational irregularities conducted via the second torque transmission path.

From the German patent application DE 10 201 1 007 1 18 A1 a generic torsional vibration damping arrangement is known, which divides the introduced into an input area, for example, by a crankshaft of a drive unit torque in a torque transmitted over a first torque transmission torque component and a guided over a second torque transmission torque share. In this torque distribution, not only a static torque is divided, but also the vibrations contained in the torque to be transmitted or rotational irregularities, for example, generated by the periodic ignitions in a drive unit, are proportionally divided between the two torque transmission paths. In a coupling arrangement, which may be designed as a planetary gear with a planet carrier, the torque components transmitted via the two torque transmission paths are brought together again and then introduced as a total torque in the output range, for example a friction clutch or the like. In at least one of the torque transmission paths, a phase shifter arrangement with an input element and an output element is provided, which is constructed in the manner of a vibration damper, ie with a primary side and a compressible spring assembly with respect to this rotatable secondary side. In particular, when this vibration system is in a supercritical state, that is excited with vibrations that are above the resonant frequency of the vibration system, a phase shift of up to 180 ° occurs. This means that at maximum phase shift, the vibration components emitted by the vibration system are phase-shifted by 180 ° with respect to the vibration components picked up by the vibration system. Since the vibration components conducted via the other torque transmission path experience no or possibly a different phase shift, the vibration components contained in the merged torque components and then phase-shifted with respect to each other can be destructively superimposed on one another, so that in an ideal case the total torque introduced into the output region has essentially no vibration components contained static torque is.

Starting from the explained prior art, the object of the present invention to develop a torsional vibration damping arrangement so that it has a still further improved vibration damping behavior and a low axial construction space.

This object is achieved by a generic torsional vibration damping arrangement, which in addition the characterizing feature of claim 1 summarizes.

According to the invention, this object is achieved by a torsional vibration damping arrangement for a drive train of a vehicle, comprising an input area to be driven for rotation about a rotation axis A and an output area, a first one between the input area and the output area Torque transmission path and parallel thereto a second torque transmission path, and provided with the output region in communication coupling means for superimposing the torque paths via the torque transmission paths are provided and wherein in the first torque transmission path a phase shifter assembly for generating a phase shift over the first torque transmission path guided rotational irregularities with respect to the second Torque transmission path guided rotational irregularities is provided. In this case, the output region comprises a planet carrier on which a planet gear is rotatably mounted and wherein the planet carrier is rotatably connected to the output region.

In this case, the spring arrangement of the phase shifter arrangement may consist of at least one spring set, which advantageously comprises a helical spring. When using at least two spring sets, these can be arranged both in parallel and in serial mode of action.

The torque which can come from an output of a drive unit, for example a crankshaft, can be divided and forwarded as follows by means of the torsional vibration damping arrangement.

In the case of a torque curve in the axial direction about the axis of rotation A from the input region to the output region, a first torque is applied in the first torque transmission path of the spring assembly via the primary mass. From the spring set, the first torque passes through an output element to, with the output member rotatably connected drive ring gear, which meshes with the planet gear. In this case, the planet gear is rotatably mounted on a planet carrier, wherein the planet carrier is rotatably connected to the output region. In the second torque transmission path, the second torque passes to a drive sun gear which is non-rotatably connected to the input area. The drive sunwheel meshes with the planetary gear. Consequently, the first and second torques reunite at the planetary gear. Since the first torque undergoes a phase shift in the first torque transmission path by means of the phase shifter arrangement, ideally the planetary gear is destructively superimposed on the first, phase-shifted torque and the second, non-phase-shifted torque in such a form that the torsional vibrations which can come from the drive unit of an internal combustion engine pass through the overlay are compensated and a torque without torsional vibrations is transmitted to the planet carrier. Thus, the rotational vibration in the torque, which is present in the input region of the torsional vibration damping arrangement, by a distribution of torque in a first and a second torque and thus in two torque transmission paths, by the phase shift means of the phase shifter assembly in the first torque transmission path, by a non-phase-shifted forwarding of the torque balanced in the second torque transmission path and by the destructive superposition of the first and second torque in the coupling arrangement and it comes in the ideal case, a torque without torsional vibrations to the output area and thus, for example, a friction clutch, a converter or to a similar component.

Advantageous embodiments and further developments of the invention are specified in the dependent claims.

In an advantageous embodiment, the coupling arrangement comprises a first and a second input part, in which guided via the first and second torque transmission torques are introduced, and an overlay unit, in which the introduced torques are merged again and an output part, the merged torque, for example continues to a friction clutch. The first input part is in its effective direction on the one hand with the phase shifter arrangement and on the other side with the superposition unit. prevented. The second input part is connected in its effective direction on one side to the input area and on the other side to the superimposition unit. The superposition unit in turn is connected in its direction of action on one side with both the first and the second input part and on the other side with the output part. The output part forms the output region and can receive a friction clutch in an advantageous embodiment.

In order to be able to obtain the phase shift in one of the torque transmission paths in a simple manner, it is proposed that the phase shifter arrangement comprises a vibration system with a primary mass and a secondary mass which can rotate about the axis of rotation A in relation to the action of a spring arrangement. Such a vibration system can thus be constructed in the manner of a known vibration damper, in which the resonant frequency of the vibration system can be defined defined and thus can be determined in particular by influencing the primary-side mass and the secondary-side mass or the stiffness of the spring arrangement which frequency a transition to the supercritical state occurs.

In a further favorable embodiment, the planetary gear comprises a drive sun gear and a drive ring gear, the drive sun gear rotatably connected to the primary mass and the drive ring gear rotatably connected to an intermediate element and wherein the drive sun gear and the drive ring gear mesh with the planetary gear. In this case, the intermediate element is rotatably connected to the output element of the phase shifter assembly. By this embodiment, the coupling arrangement can be made axially compact, since the drive sun gear and the drive ring gear can be arranged axially overlapping.

In a further advantageous embodiment, the planetary gear may comprise at least a first and a second toothing diameter, wherein the toothing diameters are arranged axially staggered and wherein the drive ring gear with the first gear diameter and the drive sun gear with the second gear diameter meshes. With this embodiment, a construction can be considered spatial, in which the drive ring gear and the drive sun gear, for space reasons, can not lie on an axial plane. This may for example be the case when the phase shifter assembly is located in the radially inner region of the axial plane on which the Antriebshohlrad is positioned.

In a further advantageous embodiment of the preceding embodiment, the first and the second gear diameter are designed differently. By this embodiment, the transmission ratios between the first torque transmission path and the second torque transmission path can be made more variable, which can be advantageous to the design of the entire torsional vibration damping arrangement and thereby can provide a space advantage.

Another favorable embodiment provides that the planetary gear comprises at least a first and a second toothed segment, wherein the first and the second toothed segment overlap at least partially axially. The fact that the teeth are not performed over 360 degrees, but only as segments, ie formed as subregions, the mass can be reduced in the region of the toothing, which can have a positive effect on a decoupling and thus positively to the phase shift of the torsional vibrations. This assumes that the angle of rotation of the planetary gear is sufficiently low, so that the teeth of the planetary gear can mesh with a counter-toothing even at a maximum angle of rotation of the planetary gear.

In a further advantageous embodiment of the preceding embodiment, the first and the second toothed segment comprise a different toothing diameter. By this embodiment, for example, on an axial plane, the drive ring gear with a different tooth diameter of the Planet wheel comb, as the drive sun gear. However, this is only possible if the angle of rotation of the planetary gear sufficiently low, so that the teeth of the planetary gear can mesh with a counter-toothing even at a maximum angle of rotation of the planetary gear. Thus, depending on the required gear ratio, the drive ring gear may mesh with a different gear diameter of the planet gear than the drive sun gear, although both gear diameters are positioned on the same axial plane and have the same center axis B. This allows a space-saving design in the axial and radial directions. Next occur through the different gear diameter, which lie in an axial plane, no tilting moments about the central axis B of the planet gear on. This relieves the bearing of the planet gear and the teeth of the planet gear.

In a further advantageous embodiment of the aforementioned embodiment, the drive ring gear meshes with the first gear segment of the planetary gear and the drive sun gear with the second gear segment of the planet gear. In this case, as already mentioned, the at least two toothed segments are at least partially axially overlapping on the planetary gear.

Another favorable embodiment provides that the planetary gear comprises at least a first and a second toothed segment, wherein the first and the second toothed segment are arranged axially staggered. Due to the installation space, it may be that the at least two toothed segments of the planetary gear can not be arranged in an axial plane. Due to the axial staggering of the tooth diameter, an additional construction can be created space.

In a further advantageous embodiment to the above-mentioned embodiment, the first and the second toothed segment comprise a different toothing diameter. By this embodiment, additional space can be obtained. If, for example, the first gear diameter is only 90 Angular degrees radially outward and the second gear diameter designed only with 90 degrees radially inward, and is the angle of rotation of the planetary gear in each direction 45 degrees, so can in the respective area in which the teeth are not present, a space of 180 degrees about the central axis B for other components, for example, for the components of the phase shifter assembly obtained.

In a further advantageous embodiment to the above-mentioned embodiment, the drive ring gear mesh with the first gear diameter and the drive sun gear with the second gear diameter. Here, as already mentioned, the at least two different gear diameters are axially staggered on the planet gear.

In a further advantageous embodiment of the embodiments described above, the intermediate element comprises an additional mass. The positioning of the additional mass on the intermediate element can be particularly advantageous for the decoupling quality. The additional mass must be adapted to the overall system.

In a further advantageous embodiment of the embodiments described above, the phase shifter assembly and the coupling arrangement is at least partially received in a wet space which is at least partially filled with a fluid. In this case, the wet space at least partially comprises an inner region of the torsional vibration damping arrangement. The outer boundary of the wet space can be done by at least one housing portion forming element, such as the primary mass and a transmission-side cover plate. The sealing is preferably carried out by means of sealing elements in the radially inner region around the axis of rotation A in order to achieve a reduction in friction at the sealing elements by a smaller friction diameter at the sealing elements. The positioning of the sealing elements can preferably be selected so that a screwing of the torsional vibration damping arrangement, for example, the crankshaft of the drive unit, by a passage opening can be made radially inside the sealing elements by means of at least one crankshaft screw. This represents an advantage with regard to the assembly of the torsional vibration damping arrangement to the drive unit. The wet space can be at least partially filled for a minimization of wear and friction, preferably with a lubricant such as oil or grease.

In the following, preferred embodiments of the invention will be explained with reference to the accompanying figures. It shows in:

Fig. 1 is a torsional vibration damping arrangement with a planetary gear as a coupling arrangement, wherein the output area forms the planet carrier.

Fig. 2 is a torsional vibration damping arrangement as in Fig. 1, but with an axially stepped planetary gear.

Fig. 3 is a torsional vibration damping arrangement as in Fig. 2, but with two different gear diameters, which are each formed as a toothed segments.

Fig. 4 is a torsional vibration damping arrangement as in Fig. 3, but with a planetary gear, which comprises two toothed segments on the same axial plane.

Fig. 5 is a planetary gear with two different gear diameter in plan view.

Fig. 6 is a planetary gear similar to Fig. 5, but with partially axially offset gear segments.

Fig. 7 shows a torsional vibration damping arrangement as described in Fig. 4, as an application in connection with a hydrodynamic torque converter.

Fig. 7a shows a torque curve with closed converter clutch.

Fig. 7b shows a torque curve with open converter clutch. FIG. 1 shows a schematic torsional vibration damping arrangement 10 which is rotatable about the axis of rotation A and operates according to the principle of a power or torque branching. The torsional vibration damping arrangement 10 can be arranged in a drive train of a vehicle between a drive unit 60 and the following part of the drive train, thus for example a starting element 65, such as a friction clutch, a hydrodynamic torque converter or the like.

The torsional vibration damping arrangement 10 comprises an input area, generally designated 50. In the input region 50, the torque absorbed by the drive unit 60 branches into a first torque transmission path 47 and a second torque transmission path 48. In the area of a coupling arrangement indicated generally by the reference numeral 41, here formed by a planetary gear 61 with a planetary gear 46, the torque components guided via the two torque transmission paths 47, 48 are formed by means of a first input part 53, here by a drive ring gear 13, and a second input part 54, formed here by a drive sun gear 12, introduced into the coupling arrangement 41 and brought together there again. The planet 46 meshes on the one hand with the drive sun gear 12 and on the other hand with the drive ring gear 13. In this case, the planetary gear 46 is rotatably mounted on a planet carrier 8. The planet carrier 8 forms an output part 49 on which a friction clutch or another starting element, not shown here, can be attached.

In the first torque transmission path 47, a vibration system, generally designated by reference numeral 56, is integrated. The vibration system 56 is effective as a phase shifter assembly 43 and includes a primary mass 1 to be connected, for example, to the power plant 60, and a spring assembly 4 connected to the primary mass 1. An output member 30 of the spring assembly 4 is further connected to an intermediate element 5, which in turn is rotatably connected to the drive ring gear 13.

A torque curve in the first torque transmission path 47 can extend from the drive unit 60 via the primary mass 1 into the spring arrangement 4. From the spring arrangement 4, the first torque is guided via the output element 30 and the intermediate element 5 to the drive ring gear 13. In this case, the output element 30, the intermediate element 5 and the drive ring gear 13 rotatably connected to each other. The drive ring gear 13 meshes with the planet 46 of the coupling assembly 41st

In the second torque transmission path 48, the second torque is passed from the drive unit 60 in a rotatably connected thereto drive Sunwheel 12. The drive sun gear 12 meshes with the planetary gear 46 and thereby guides the second torque to the planetary gear 46 of the coupling assembly 41.

Consequently, via the two Drehemomentübertragungswege 47 and 48, the first and the second torque to the planetary gear 46 and are brought together there again. The merged torque is therefore passed through the planetary gear 46 in the planet 8 and thus to the output area 55, where the starting element 65, for example, not shown here, a starting clutch or a similar starting element can be attached.

Due to the fact that the drive ring gear 13 and the drive sun gear 12 are positioned radially successively on an axial plane, no additional tilting moment is produced on the planetary gear 46 by the introduction of the first and second torque to the planetary gear 46. This is advantageous for the service life of the gear teeth and This can lead to the toothing being simpler and therefore cheaper to manufacture. Further, this arrangement of drive ring gear 13 and drive sun wheel 12 on an axial plane advantageous for a compact axial space. The available construction space is advantageously utilized by the use of the drive sun gear 12 radially inward, the drive ring gear 13 radially outward and the planetary gear 46 between the drive sun gear 12 and the drive ring gear 13. By the embodiment shown here with the planet carrier 8 as the output part 49, a low mass inertia of the output member 49 can be achieved. At the same time, the inertia can be maintained on the intermediate element 5, which is to be seen as advantageous.

In the event that the inertia of the intermediate element 5 is insufficient to achieve the decoupling quality, an additional mass 15 can be fastened to the intermediate element 5 in a torque-proof manner.

This embodiment of the torsional vibration damping assembly 10 is particularly suitable for installation in vehicles with transverse front engine, since the available axial construction space is often less than longitudinally mounted engines. The application is not limited to this, but can also be carried out in any other vehicle space.

In Figure 2, a torsional vibration damping arrangement 10 is as shown in Figure 1, but the planetary gear 46 has two different toothing diameters 80a and 80b, which are arranged axially staggered but have the same center axis B. In this case, the drive ring gear 13 meshes with the smaller gear diameter 80a. With an axial spacing from the toothing 80a, the toothing 80b is positioned. Not shown here, but also possible that the gear diameter 80a and 80b are arranged so that they touch each other axially. The drive sun gear 12 meshes with the larger gear diameter 80b. By this embodiment, the drive ring gear 13 can mesh with a different gear diameter of the planetary gear 46, as the drive sun gear 12. This can be particularly advantageous be, because by this arrangement, the required ratios can be displayed radially compact.

In Figure 3, a torsional vibration damping arrangement 10 is as shown in Figure 2, but the different toothing diameters 80c and 80d are each performed at less than 360 degrees and may be referred to as gear segments 81c and 81d. Here, the central axis B of the gear segment 81 c and 81 d is the same. In the embodiment shown, the toothed segment 81 c is designed with 180 degrees and the toothed segment 81 d also with 180 degrees. However, the angular degrees of the gear segments 81 c and 81 d may differ from these values. Different degrees of angle in the toothed segments 81 c and 81 d are possible. As a decisive criterion with how many degrees the toothed segments 81 c and 81 d are to perform a maximum angle of rotation of the planetary gear 46 can be decisive. At the maximum angle of rotation of the planetary gear 46, it must be possible to mesh the drive ring gear and the drive sun gear with the planetary gear. By reducing the angular degrees of the running gear segments 81 c and 81 d and mass can be saved. Furthermore, in the area in which the toothing is not carried out, an additional installation space can thereby be obtained. Next, a production of gears with less than 360 degrees executed can be cheaper and thus be considered advantageous.

In Figure 4, a torsional vibration damping arrangement 10 as shown in Figure 3, but with two toothed segments 81 e and 81 f, which lie here on an axial plane. Not shown here, but also possible, is only a partial axial overlap of the toothed segments 81 e and 81 f. In this case, the sum of the angular degrees of the toothed segment 81 e and 81 f may comprise a maximum of 360 degrees. Decisive for the degrees of rotation of the toothed segments 81 e and 81 f used here is also the angle of rotation of the planetary gear 46 and the guarantee that the drive ring gear 13 and the drive sun gear 12 mesh even with the maximum angle of rotation of the planetary gear 46 with the planet 46. Thereby, that the different gear segments 81 e and 81 f lie on an axial plane, an axially compact construction can be achieved spatial, although an additional translation between the Antriebssonnenrad 12 and the planetary gear 46 acts.

FIG. 5 shows a possible embodiment of a planetary gear 46 with two different toothed segments 81 e and 81 f in plan view. In this case, the central axis B of the toothed segment 81 e and 81 f is the same. In the embodiment shown here, the respective toothed segment 81 e and 81 f is executed with 180 degrees. Not shown here, but also the toothed segments 81 e and 81 f can be performed with different degrees, such as the toothed segment 81 e with 150 degrees and the toothed segment 81 e with 210 degrees. The sum of the angular degrees of the toothed segments can also be less than 360 degrees, but a maximum of 360 degrees.

6 shows a planetary gear 46 with two different gear segments 81 g and 81 h in section and in plan view. Both gear segments 81 g and 81 h have the same center axis B. In this case, the gear segment 81 g is shown with approximately 90 degrees and the gear segment 81 h with approximately 100 degrees. In this case, both tooth segments 81 g and 81 h partially overlap axially. It is easy to see how much mass can be saved by using toothed segments.

In FIG. 7, a torsional vibration damping arrangement of the principle as described in FIG. 4 is shown as an application in connection with a hydrodynamic torque converter 90. This consists predominantly of the torque converter 90 with a converter clutch 62 and the torsional vibration damping arrangement 10. The torsional vibration damping arrangement 10 here also primarily comprises a first and a second torque transmission path 47 and 48, a phase shifter assembly 43 and a coupling arrangement 41. For a better clarification is FIG. 7 a shows a torque curve for a closed converter clutch 62 and FIG. 7 b shows a torque curve for an open converter clutch 62. FIGS. 7a and 7b can be seen with reference to the descriptions in FIG.

In a closed converter clutch 62 with the torque curve shown in Figure 7a, a total torque Mg, which may come from a drive unit 60, such as an internal combustion engine, passes via a crankshaft 19 to a converter housing 95. Further, the total torque Mg via a converter clutch drive 63rd directed into the converter clutch 62. Due to the closed converter clutch 62, the total torque Mg via a converter clutch output 64 in the torsional vibration damping assembly 10, here to a guide plate 59 which is rotatably connected to the converter clutch output 64, passed. From the guide plate 59, the total torque Mg is divided into a first torque Mg1 and a second torque Mg2. The first torque Mg1 passes from the guide plate 59 to an inner spring set 58. From the inner spring set 58, the first torque Mg1 is led via a hub disc 16 to an outer spring set 57. From the outer spring set, the first torque Mg1 passes via a stop element 20 and an intermediate element 5, which is designed here as a drive Hohlradträger 1 1 and rotatably connected to the stop element 20, to a Antriebshohlrad 13 which is rotatably connected to the Antriebshohlradträger 1 1. Here, the drive ring gear 13 meshes with a gear segment 81 g of a planetary gear 46 and performs the first torque Mg1 to the planetary gear 46th

The second torque Mg2 passes via the guide plate 59 to a, connected to the guide plate 59 rotatably connected drive sun gear carrier 17. On the drive sun gear 17 a drive sun gear 12 is rotatably connected. The drive sun gear carrier 17 and the drive sun gear 12 can also be manufactured as one component. As a result, the second torque Mg <b> 2 continues to the drive sun gear 12. The drive sun gear 12 meshes with a toothed segment 81 h of the planetary gear 46 and thus guides the second torque ment Mg2 to the planet 46. Thus, the first torque Mg1 and the second torque Mg2 is brought together again at the planet 46. In this case, a vibration component in the first torque Mg1, which is passed through the first torque transmission path 47 through the phase shifter assembly 43, by the phase shift ideally 180 degrees to the vibration component in the second torque Mg2, which is not passed through the phase shifter 43, phase-shifted. Consequently, ideally the planetary gear 46 would destructively overlap the first torque Mg1 with a 180 degree out-of-phase component and the second torque Mg2 such that the total torque Mg is applied to the planet carrier 8 without torsional vibration components. The planet carrier 8 is rotatably connected to a driven flange 36, to which in turn the transmission input shaft, not shown, is rotatably connected and the total torque M, in the ideal case without vibration components, to a transmission, not shown here, passes on. In order to increase a moment of inertia of the intermediate element 5, which may have a positive effect on the phase shift, a turbine wheel 75 is rotatably connected via a carrier 71 which is rotatably connected to the intermediate element 5. In addition, additional masses 76 can be provided which increase the mass moment of inertia of the intermediate element 5 and thus can have a positive effect on the phase shift. The turbine wheel 75 here also forms a connection to a bearing 72. In the present illustration, an additional thrust bearing 73 is inserted between a thrust washer 77 and the output flange 36, so that in addition a rotatably connected to the turbine 75 bearing disc 78 between the bearing 22 axially to be led. Thus, not only an axial bearing of a stator 66 which is rotatably connected to the pressure plate 77, but also ensures a bearing of the turbine wheel 75 and the components attached thereto, both with respect to the output flange 36, and with respect to a freewheel 91 and the converter housing 95 reached. A plain bearing or a differently designed roller bearing would also be possible. However, the bearing 72 must essentially absorb the axial forces of the turbine wheel 75 in converter operation and define the axial position of the drive hollow wheel carrier 1 1. A radial bearing of the coupling arrangement 41 via the toothed segments 81 g, 81 h of the planetary gear 46 ("flying storage ^" ). One way of being able to realize a required for the function of the torsional vibration damping arrangement 10 stationary translations between the drive sun gear 12 and the drive ring gear 13 with a smaller radial space requirement is a use of the planetary gear 46 with two different gear segments 81 g and 81 h, as shown here. In this case, a central axis B forms the central axis both for the toothed segments 81 g and 81 h. Next overlap the two gear segments 81 g and 81 h partially axially, so that the toothed segments are performed 81 g and 81 h, each with 180 degrees. The use of the planetary gear 46 with two different, partially axially overlapping toothed segments 81 g and 81 h is possible because a rotation angle of the planetary gear 46 is sufficiently low. Characterized in that the toothed segment 81 h, which meshes with the Antriebssonnenrad 12, is greater than the toothed segment 81 g, which meshes with the Antriebshohlrad 13, the amount of stationary translation increases compared to a transmission with known planetary gears with the same outer dimensions. For a better utilization of the axial installation space, the two toothed segments 81 g and 81 h of the planetary gear 46 may also be partially offset axially relative to one another as shown.

In an open converter clutch 62 with the torque curve, shown in Figure 7b, the total torque Mo is passed through the converter housing 95 and a connecting plate 67 and further to a pump 74. In this case, the impeller 74 rotationally fixed, preferably by means of a welded ßverbindung, connected to the connecting plate 67. The connecting plate 67 is in turn rotationally fixed, preferably by means of a welded ßverbindung, connected to the converter housing 95. The torque converter 90 thus applies the total torque Mo to the impeller 74. Depending on a design of the torque converter 90, as well as the applied total torque Mo and an applied speed at the impeller 74, a torque Mt is applied to the turbine wheel 75. Since the turbine wheel 75 is non-rotatably connected to the drive hohlradträger 1 1, the torque Mt is passed from the turbine 75 to the Antriebshohlradträger 1 1 on. From the Antriebshohlradträger 1 1 is the Torque Mt divided into two torque components Mt1 and Mt2. The one torque component Mt2 is applied to the drive ring gear 13, which is non-rotatably connected to the drive hollow wheel carrier 11. The other torque component Mt1 is led to the outer spring set 57 via the drive-wheel carrier 11 and the stop element 20. From the outer spring set 57, this torque component Mt1 passes via the hub disk 16 to the inner spring set 58 and further from the inner spring set 58 via the guide plates 59 to the drive sun gear carrier 17 and consequently to the drive sun gear 12. Since the drive sun gear 12 and the drive ring gear 13 engage with the planet gear 46 mesh, the two torque components Mt1 and Mt2 are reconnected to the planetary gear 46 again. About the planet 8, on which the planetary gear 46 is rotatably mounted, the converged torque Mt, the output flange 36, the rotationally fixed, preferably by means of a welded ßverbindung connected to the planet 8, forwarded. It is also possible to design the output flange 36 and the planet carrier 8 as one component. From the output flange 36, the merged torque Mt to a transmission, not shown here or a similar component, are passed.

reference numeral

primary mass

spring assembly

intermediate element

planet

Torsional vibration damping arrangement

Antriebshohlradträger

input sun gear

drive internal gear

secondary mass

additional mass

hub disc

Antriebssonnenradträger

crankshaft

stop element

input element

output element

output flange

coupling arrangement

Phase shifter arrangement

planet

first Drehmomentubertragungsweg second torque transmission path

output portion

entrance area

Overlay unit

first entrance part

second entrance part

output range

vibration system

Outside spring set Inside spring set

guide plate

power unit

planetary gear

TCC

Converter clutch drive

Converter clutch output

starting element

stator

connecting plate

carrier

depository

thrust

impeller

turbine

additional mass

thrust washer

bearing disk

wet room

a gear diameter

b Gear diameter

c gear diameter

d gear diameter

c toothing segment

d gear segment

e gear segment

f gear segment

g gear segment

h gear segment

torque converter

freewheel

converter housing

Total torque converter clutch closed Mg1 first torque converter clutch closed

Mg2 second torque converter clutch closed

Mo total torque converter clutch open

Mt torque turbine wheel converter clutch open

Mt1 first torque converter clutch open

Mt2 second torque converter clutch open

A rotation axis

B central axis

Claims

claims

1 . Torsional vibration damping arrangement (1 0) for the drive train of a motor vehicle, comprising

- An input to be driven for rotation about a rotation axis (A) input area (50) and an output area (55) and

- A first torque transmission path (47) and in parallel a second torque transmission path (48), both of which emanate from the input area (50) and

- One, with the output range (55) related coupling arrangement (41) for superimposing the torque transmission paths (47; 48) guided torques, wherein the coupling arrangement (41) comprises a planetary gear (61) with a planet carrier (8) and

a phase shifter arrangement (43) for the first torque transmission path (47) for producing a phase shift of rotational irregularities directed via the first torque transmission path (47) with respect to the rotational nonuniformities conducted via the second torque transmission path (48), the phase shifter arrangement (43) comprising an input element (29 ) and an output element (30), characterized in that the output region (55) comprises the planet carrier (8) on which a planet gear (46) is rotatably mounted and wherein the planet carrier (8) rotatably fixed to the output region (55) connected is.

2. torsional vibration damping arrangement (1 0) according to claim 1, characterized in that the coupling arrangement (41) comprises a first input part (53), a second input part (54), an overlay unit (52) and an output part (49), wherein the first Input part (53) with the output element (30) of the phase shifter assembly (43) and the superposition unit (52) is operatively connected and the second input part (54) with the input portion (50) and the superimposition unit (52) operatively. is connected and the superposition unit (52) with both the first input part (53), and with the second input part (54) and the output part (49) is operatively connected and wherein the output part (49) forms the output region (55).

3. torsional vibration damping arrangement (10) according to claim 1 or 2, characterized in that the phase shifter assembly (43) has a vibration system (56) with a primary mass (1) and against the action of a spring assembly (4) with respect to the primary mass (1) to the Rotary axis (A) rotatable intermediate element (5) comprises, wherein the intermediate element (5), the output element (30) of the phase shifter assembly (43).

4. torsional vibration damping arrangement (10) according to one of claims 1 to 3, characterized in that the planetary gear (61) comprises a Antriebssonnenrad (12) and a Antriebshohlrad (13), wherein the Antriebssonnenrad (12) rotatably with the primary mass (1) and the drive ring gear (13) is non-rotatably connected to the intermediate element (5) and wherein the drive sun gear (12) and the drive ring gear (13) mesh with the planet gear (46).

5. torsional vibration damping arrangement (10) according to one of claims 1 to 4, characterized in that the planetary gear (46) at least a first and a second tooth diameter (80a, 80b), wherein the toothing diameters (80a, 80b) are arranged axially staggered and wherein the drive ring gear (13) meshes with the first gear diameter (80a) of the planetary gear (46) and the drive sun gear (12) with the second gear diameter (80b) of the planetary gear (46).

A torsional vibration damping arrangement (10) according to claim 5, characterized in that the first and second gear diameters (80a; 80b) are different.

7. torsional vibration damping arrangement (10) according to one of claims 1 to 4, characterized in that the planetary gear (46) at least a first and a second toothed segment (81 c, 81 d), wherein the first and the second toothed segment (81 c; 81 d) overlap at least partially axially

8. torsional vibration damping arrangement (10) according to claim 7, characterized in that the first and the second toothed segment (81 c, 81 d) comprise a different toothing diameter (80c, 80d).

9. torsional vibration damping arrangement (10) according to claim 8, characterized in that the drive ring gear (13) with the first gear segment (81 c) of the planet gear (46) and the Antriebssonnenrad (12) with the second gear segment (81 d) of the planet gear (46 ) comb.

10. torsional vibration damping arrangement (10) according to one of claims 1 to 4, characterized in that the planetary gear (46) at least a first and a second toothed segment (81 c, 81 d), wherein the first and the second toothed segment (81 c; 81 d) are arranged axially staggered.

1 1. A torsional vibration damping arrangement (10) according to claim 10, characterized in that the first and second toothed segments (81c, 81d) comprise a different toothing diameter (80c; 80d).

12. torsional vibration damping arrangement (10) according to claim 1 1, characterized in that the drive ring gear (13) with the first gear diameter (80c) of the planet gear (46) and the Antriebssonnenrad (12) with the second gear diameter (80d) of the planet gear (46) comb.

13. torsional vibration damping arrangement (10) according to any one of the preceding claims, characterized in that on an intermediate element (5) an additional mass (15) is positioned.

14. torsional vibration damping arrangement (10) according to any one of the preceding claims, characterized in that the phase shifter assembly (43) and the coupling arrangement (41) are at least partially received in a wet space (79) which is at least partially filled with a fluid.