EP3253989A1

EP3253989A1 - Centrifugal pendulum and use of a centrifugal pendulum

Info

Publication number: EP3253989A1
Application number: EP16711974.2A
Authority: EP
Inventors: David Schulteis
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2015-02-04
Filing date: 2016-01-28
Publication date: 2017-12-13
Also published as: DE102016201216A1; WO2016124186A1; DE112016000598A5; CN107208742B; CN107208742A

Abstract

A centrifugal pendulum for damping rotational non-uniformities introduced via a drive shaft of a motor vehicle engine is provided, having a carrier flange which is connectable to the drive shaft, and having a pendulum mass, which can oscillate in pendular fashion relative to the carrier flange on a pendulum path, for generating a restoring moment directed oppositely to the rotational non-uniformity, wherein the pendulum path has a central, first path part (16) for providing an adjustment order which is constant and/or decreases in the case of an increasing swing angle of the pendulum mass relative to the carrier flange, and in each case one second path part (18), which adjoins a respective end of the first path part (16), for providing an adjustment order which increases with increasing swing angle of the pendulum mass relative to the carrier flange. Owing to the differently configured adjustment orders of the first path part (16) and of the second path part (18), it is possible, in different resonance ranges such as may arise in particular between an odd-numbered gear and an even-numbered gear of a dual-clutch gearbox being engaged, for rotational vibrations to be dampened in inexpensive fashion, such that it is made possible to realize a drivetrain for a motor vehicle with inexpensively damped rotational non-uniformities.

Description

Centrifugal pendulum and use of a centrifugal pendulum

The invention relates to a centrifugal pendulum for damping rotational irregularities introduced via a drive shaft of a motor vehicle engine, and to a use of a centrifugal pendulum, with the aid of which a restoring torque directed counter to rotational nonuniformity can be generated.

DE 10 2013 21 1 391 A1 discloses a centrifugal pendulum for damping rotational irregularities introduced via a drive shaft of a motor vehicle engine, in which a pendulum mass is guided relatively flexibly in a support flange via a pendulum track. The pendulum track has a curvature, which starting from a middle position at a swing angle φ of the pendulum mass to the support flange of φ = 0 ° up to a maximum possible swing angle has a sloping tuning order.

There is a continuing need to economically dampen rotational irregularities in a drive train of a motor vehicle.

It is the object of the invention to show measures that enable a drive train for a motor vehicle with economically damped rotational irregularities.

The object is achieved by a centrifugal pendulum with the features of claim 1 and a use of a centrifugal pendulum with the features of claim 8. Preferred embodiments of the invention are set forth in the dependent claims and the description below, each individually or in combination an aspect of Invention can represent.

According to the invention, a centrifugal pendulum for damping rotational irregularities introduced via a drive shaft of a motor vehicle engine is provided with a carrier flange which can be connected to the drive shaft and a pendulum mass which can be oscillated relative to the carrier flange via a pendulum track in order to generate a return torque directed counter to the rotational nonuniformity. a middle first partial web for providing a constant at a rising swing angle of the pendulum mass to the support flange and / or falling Abstimmordnung and in each case at a respective end of the first partial web subsequent second sub-train to provide a rising at an increasing swing angle of the pendulum mass to the support flange voting order ,

Due to the discontinuous course of the pendulum track, in particular with a minimum of the tuning order in the transition between the first partial path and the second partial path, the tuning order of the centrifugal pendulum in the region of the first partial path and in the region of the second partial path can differ significantly. The pendulum track can thereby have a significantly different natural frequency in the region of the first partial track than in the area of the second partial track. Here, the knowledge is exploited that, especially in a dual-clutch transmission, already due to the different length and the associated different moments of inertia of the transmission input shafts of the dual-clutch transmission, a drive train of a motor vehicle may have a different resonance speed depending on the switched gear. As a result, the first part track can be designed, for example, with regard to its tuning order, particularly for torsional vibration damping in odd-numbered gearshifts, so that the resonance range to be traversed in an odd-numbered gear train can be damped without excessively high rotational irregularities. If, however, a straight gear is engaged, the tuning order or course of the tuning order provided for the first sub-track can not be optimal, so that the pendulum mass can oscillate at a larger oscillation angle. As a result, the tuning order or the course of the tuning order of the second sub-train is effective, in which the tuning order, for example, can be designed especially for torsional vibration damping at straight-connected gears, so that the case of a straight gear to be traversed resonance range can be damped without excessive strong rotational irregularities. In other words, if the first part track is no longer adequately adapted to torsional vibration damping, the second partial track, which is better adapted for this oscillation case, becomes effective as a result of the larger pendulum movements of the pendulum mass, so that with the aid of the same centrifugal pendulum pendulum chen resonance ranges torsional vibrations can be attenuated. Due to the differently configured tuning arrangements of the first partial path and the second partial path, torsional vibrations can be cost-effectively damped in different resonance ranges, as may occur between an odd and a straight connected gear of a double-clutch transmission, so that a drive train for a motor vehicle with cost-effectively damped Rotationsuniformities is possible.

Under the tuning order, the ratio of the pendulum order or Tilgerordnung the centrifugal pendulum to a main order of an excitation source, in particular the first engine order of the motor vehicle engine understood. Depending on the number of cylinders of the motor vehicle engine, it is possible already to achieve a certain torsional vibration damping, so that in particular in a 4-cylinder 4-stroke internal combustion engine as a motor vehicle engine a Tuning order of about 2, so substantially twice the rotational frequency of the motor shaft, and in a 6-cylinder 4-stroke internal combustion engine as a motor vehicle engine a tuning order of about 3, that is substantially three times the rotational frequency of the motor shaft, should be selected for the centrifugal pendulum. Since the speed of the motor vehicle engine may change, the frequency of the engine order may also change. As a result, the forces acting on the pendulum mass centrifugal forces change so that the pendulum mass along the pendulum track can take a different relative position, for example, to maintain the tuning order or a sloping tuning order, at least for the first part of line, according to DE 10 2013 21 1 391 A1 on the content as part of the invention hereby incorporated by reference.

The at least one pendulum mass of the centrifugal pendulum, under the influence of centrifugal force, endeavors to assume a position as far away as possible from the center of rotation. The "zero position" is thus the position furthest radially from the center of rotation, which the pendulum mass can assume in the radially outward position.With constant drive speed and constant drive torque, the pendulum mass will assume this radially outward position. del mass due to their inertia along their aerial tram. The pendulum mass can thereby be moved in the direction of the center of rotation. The centrifugal force acting on the pendulum mass is thereby divided into one component tangentially and another component normal to the pendulum track. The tangential force component provides the restoring force which the pendulum mass wants to return to its "zero position", while the normal force component acts on a force introduction element introducing the speed fluctuations, in particular a flywheel connected to the drive shaft of the motor vehicle engine, for example a secondary side of a dual mass flywheel In the case of particularly strong speed fluctuations, the pendulum mass can thus be maximally swung out and assume the position which is radially the furthest in the inboard position In particular, more pendulum masses can be arranged distributed uniformly in the circumferential direction. or the relative movement of the pendulum mass to the support flange is designed in particular for damping a specific frequency range of rotational irregularities, in particular an engine order of the motor vehicle engine. In particular, more than one pendulum mass and / or more than one support flange is provided. For example, the support flange is arranged between two pendulum masses and / or between two mass elements of a pendulum mass. Alternatively, the pendulum mass can be accommodated between two flange parts of the support flange, wherein the flange parts are connected to each other in a Y-shape, for example.

To provide a falling tuning order, the pendulum track in the associated sub-area, for example, the contour of a circle and / or a

Torsichrone have. To provide a rising tuning order, the pendulum track in the associated sub-area, for example, the contour of a

Have epicycloids. In order to provide a constant tuning order, the pendulum track in the associated partial area may, for example, have the contour or a torso crown. Depending on the application and the speed range to be damped, the curvature of the pendulum track in the respective sub-area, in particular in the Range of the entire first partial path or the entire second

Teilbahn, deviate from the aforementioned basic forms.

In particular, the first part of the web extends up to a transitional oscillation angle φι of the pendulum mass to the support flange of 10 ° <| φι | <35 °, in particular

15 ° <| φι | <30 °, preferably 20 ° <| p-i | <28 ° and particularly preferred

| φι | = 24 ° ± 2 °. Simulations have shown that at such a transitional oscillation angle, the first part of the web can achieve a sufficient damping effect and when the second part of the track is effective, no excessive deflections of the pendulum mass are achieved relative to the support flange.

The second partial web preferably extends from the transitional oscillation angle φι to an end angle q> 2 of 30 ° <| φ ₂ 1 ^ 60 °, in particular 35 ° <| φ ₂ 1 ^ 50 °, preferably 38 ° <| φ ₂ 1 ^ 45 ° and more preferably | φ ₂ 1 = 42 ° ± 2 °. Such end angle for the pendulum mass can still be realized constructively with little effort.

Particularly preferably, the first partial path for the eradication of a first resonant frequency and the second partial path for the eradication of a second resonant frequency is laid out, wherein the first resonant frequency is lower than the second resonant frequency. As a result, the probability is increased that after an engine start of the motor vehicle engine, the first partial web can achieve sufficient torsional vibration damping, without it being necessary to take pendulum movements in the region of the second partial web. If the first partial track for torsional vibration damping in a switched odd gear and the second partial track are designed for torsional vibration damping in a switched even gear, the first partial track is more likely to be used than the second partial track, as in a sequential switching through the Transmission gears are not always switched to an odd gear.

In particular, the pendulum track at a swing angle of φ = 0 ° on a tuning order i of i = 3.00 ± 0.05. This takes into account that the first engine order usually already in the motor vehicle engine and the second engine order in the motor vehicle engine or in another torsional vibration damper, for example as a dual-mass flywheel, can be damped. The centrifugal pendulum can therefore be designed to damp the third engine order. If the centrifugal pendulum should be designed to damp a higher engine order, the voting order can be adjusted accordingly by an integer multiple. For example, a damping order i of i = 4.00 ± 0.05 may be provided for damping the fourth engine order at a swing angle of φ = 0 °.

At a transition of the first pendulum track to the second pendulum track, the pendulum track preferably has a transitional oscillation angle φι, the pendulum track having a tuning order i of 2.95 <i <2.99, in particular i = 2.97 ± 0.01, at the transient oscillation angle φι , Simulations have shown that at such a transitional oscillation angle, the first part of the web can achieve a sufficient damping effect and when the second part of the track is effective, no excessive deflections of the pendulum mass are achieved relative to the support flange. If the centrifugal pendulum should be designed to damp a higher engine order, the voting order can be adjusted accordingly by an integer multiple. For example, a damping order i of 3.95 <i <3.99, in particular i = 3.97 ± 0.01 may be provided for damping the fourth engine order at the transitional oscillation angle φι.

Particularly preferably, the pendulum track at a maximum possible swing angle on an end angle q> 2, wherein the pendulum track at the final angle q> 2 has a tuning order i of 3.01 <i <3.0, in particular i = 3.04 ± 0.01 , Simulations have shown that with such an end angle, the second partial web can achieve a sufficient damping effect. If the centrifugal pendulum should be designed to damp a higher engine order, the tuning order can be adjusted by an integer multiple accordingly. For example, to damp the fourth engine order at the end angle q> 2, a tuning order i of 4.01 <i <4.07, in particular i = 4.04 ± 0.01, can be provided.

The invention further relates to a use of a centrifugal force pendulum, which may be formed and further developed as described above, for damping Drehun- uniformities of a secondary side of a coupled with a dual-clutch transmission dual-mass flywheel for the purpose of one in an odd gear the dual-clutch transmission occurring resonant frequency of the secondary side and to attenuate occurring in a straight gear of the dual-clutch transmission different resonant frequency of the secondary side. Due to the differently configured tuning arrangements of the first partial path and the second partial path, torsional vibrations can be cost-effectively damped in different resonance ranges, as may occur between an odd and a straight connected gear of a dual-clutch transmission, so that a drive train for a motor vehicle with cost-damped Drehleichför- is possible. The use can in particular be explained and further developed as described above with reference to the centrifugal force pendulum.

The invention further relates to a transmission line for a motor vehicle having a dual-mass flywheel for torsional vibration damping which can be coupled to a motor shaft of an automobile engine, the dual-mass flywheel having a primary side coupled to the motor shaft for introducing a motor torque generated by the motor vehicle motor, a secondary side rotatable to a limited extent relative to the primary side Discharging the engine torque and a coupled to the primary side and the secondary side energy storage element, in particular bow spring, a dual clutch via a double clutch with the dual mass flywheel couplable dual clutch transmission, wherein the dual clutch transmission, a first transmission input shaft for shifting odd gears and a second transmission input shaft for shifting straight Has gear trains, and coupled to the secondary mass of the dual mass flywheel centrifugal pendulum, as described above and can be developed further, for damping rotational nonuniformities of the secondary side both when the first transmission input shaft is switched and when the second transmission input shaft is connected. As a result of the differently configured tuning arrangements of the first part track and the second part track, torsional vibrations can be cost-effectively damped in different resonance ranges, such as may occur between an odd and a straight gear of a dual-clutch transmission, so that a drive train for a motor vehicle with cost-effectively damped Rotationsuniformities is possible. The invention will now be described by way of example with reference to the accompanying drawings with reference to preferred embodiments, wherein the features shown below, both individually and in combination may represent an aspect of the invention. Show it:

1 is a schematic diagram of a tuning order over a swing angle of a previously known first centrifugal pendulum,

2 shows a schematic diagram of a tuning order over a vibration angle of a previously known second centrifugal pendulum pendulum,

3 is a schematic diagram of a tuning order over a swing angle of a third centrifugal pendulum according to the invention,

4 shows a schematic diagram of a simulated acceleration of the centrifugal force pendulum acting on a secondary side of a dual-mass flywheel according to FIGS. 1, 2 and 3 over an engine speed in an odd gear; and FIG. 5 shows a schematic diagram of one on a secondary side of one Dual mass flywheel attacking simulated acceleration of the centrifugal pendulum as shown in FIG. 1, Fig. 2 and Fig. 3 over an engine speed in a straight gear.

In the diagrams illustrated in FIGS. 1, 2 and 3, the tuning order i is plotted against the oscillation angle φ in ° of a pendulum mass of the centrifugal pendulum relative to a carrier flange connected to a secondary side of a dual-mass flywheel Flywheel of the secondary side of the dual mass flywheel can be configured. The first centrifugal pendulum as shown in FIG. 1 has a pendulum track, which over the entire

Oscillating angle range up to a maximum permitted end angle q> 2 of about q> 2 = 42 ° has a first tuning order curve 10, which is substantially constant with a tuning order of about i = 3.03. Compared to the first tuning order curve 10 shown in FIG. 1, the second flywheel pendulum according to FIG. 2 has a second tuning order curve 12 which ranges from a tuning order i = 3.00 at a swing angle φ = 0 ° to a tuning order i = 2.93 at an end angle q> 2 = 42 ° is configured sloping.

In the third centrifugal pendulum as shown in FIG. 3, the pendulum track has a third tuning order curve 14, which in a from a swing angle φ = 0 ° up to a transitional swing angle φι = 42 ° extending first partial web 16 sloping and in a from a transitional oscillation angle φι = 42 ° to an end angle q> 2 = 0 ° extending second partial web 18 is designed increasing. In FIG. 4 and FIG. 5, the acceleration a acting on the secondary side is plotted in rad / s ² above the engine speed n in revolutions / min. As simulated in FIG. 4 on the basis of a seventh gear, the first centrifugal pendulum in a switched odd gear of a dual-clutch transmission performs a first acceleration curve 20, which is undesirable compared to a desired maximum acceleration aj of approximately aj = 200 rad / s ² has resonance-conditioned maximum, which significantly exceeds the desired maximum acceleration aj. The second centrifugal pendulum can have a second acceleration curve 22, which, like a third acceleration curve 24 of the third centrifugal pendulum, remains below the desired maximum acceleration aj.

As simulated in FIG. 5 on the basis of a sixth gear, the second acceleration curve 22 of the second centrifugal pendulum can clearly exceed the desired maximum acceleration aj in the case of a switched straight gear of the dual-clutch transmission due to a resonance range shifted to a higher rotational speed n first acceleration curve 20 is below the desired maximum acceleration aj. Only the third acceleration profile 24 of the third centrifugal pendulum is below the desired maximum acceleration aj both in the case of a switched odd gear (FIG. 4) and in a switched straight gear (FIG. 5).

LIST OF REFERENCES

10 first voting history

12 second voting history

14 third vote order history

16 first part track

18 second part track

20 first acceleration course

22 second acceleration curve

24 third acceleration course

a acceleration

aj maximum acceleration

i Voting regulations

n engine speed

φ swing angle

φι transient oscillation angle

φ ₂ end angle

Claims

claims

Centrifugal pendulum for damping rotational irregularities introduced via a drive shaft of a motor vehicle engine, with

a connectable to the drive shaft carrier flange and

a pendulum mass pendulumable relative to the support flange via a pendulum track in order to generate a return moment counteracting the rotational irregularity,

wherein the pendulum track a middle first partial web (16) for providing a constant at a rising swing angle of the pendulum mass to Trägerflansch and / or falling Abstimmordnung and each at a respective end of the first partial web (16) subsequent second partial web (18) for providing a has rising Abstimmordnung at an increasing swing angle of the pendulum mass to the support flange.

Centrifugal pendulum according to claim 1, characterized in that the first partial web (16) up to a transitional oscillation angle φι the pendulum mass to the support flange of 10 ° <| φι | <35 °, in particular 15 ° <| φι | <30 °, preferably 20 ° <| p-i | <28 ° and especially preferred | φι | = 24 ° ± 2 °.

Centrifugal pendulum according to claim 1 or 2, characterized in that the second partial web (18) of the transient oscillation angle φι to an end angle q> 2 of 30 ° <| φ ₂ 1 ^ 60 °, in particular 35 ° <| φ ₂ 1 ^ 50 °, preferably 38 ° <| φ ₂ 1 ^ 45 ° and more preferably | φ ₂ 1 = 42 ° ± 2 °.

Centrifugal pendulum according to one of claims 1 to 3, characterized in that the first partial web (16) for the eradication of a first resonant frequency and the second partial web (18) is designed for the eradication of a second resonant frequency, wherein the first resonant frequency is lower than the second resonant frequency.

5. centrifugal pendulum according to one of claims 1 to 4, characterized in that the pendulum track at a swing angle of φ = 0 ° has a tuning order i of i = 3.00 ± 0.05.

6. centrifugal pendulum according to one of claims 1 to 5, characterized in that the pendulum track at a transition of the first pendulum track (16) to the second pendulum track (18) has a transitional oscillation angle φι, wherein the pendulum track at the transitional oscillation angle φι a tuning order i of 2.95 <i <2.99, especially i = 2.97 ± 0.01.

7. Centrifugal pendulum according to one of claims 1 to 5 characterized in that the pendulum track at a maximum possible swing angle has an end angle q> 2, wherein the pendulum track at the end angle q> 2 a tuning order i of 3.01 <i <3.07 in particular i = 3.04 ± 0.01.

8. Use of a centrifugal pendulum according to one of claims 1 to 7 for damping rotational irregularities of a secondary side of a coupled with a dual clutch transmission dual mass flywheel for the purpose occurring in an odd gear of the dual clutch transmission resonant frequency of the secondary side and in a straight gear of

Dual clutch transmission occurring different resonance frequency of the secondary side to attenuate.

9. gear train for a motor vehicle with a coupled with a motor shaft of a motor vehicle engine dual-mass flywheel for torsional vibration damping, wherein the dual mass flywheel coupled to the motor shaft primary side for introducing a motor torque generated by the motor vehicle engine, a relatively limited to the primary side rotatable secondary side for discharging the engine torque and an energy storage element which can be coupled to the primary side and the secondary side, in particular

Bow spring, comprising a dual-clutch transmission which can be coupled via a double clutch to the dual-mass flywheel, wherein the double-clutch transmission A gearbox having a first transmission input shaft for switching odd gears and a second transmission input shaft for shifting straight gears, and coupled to the secondary mass of the dual mass flywheel centrifugal pendulum according to one of claims 1 to 7 for damping Rotationsleichformigkeiten the secondary side both switched first transmission input shaft and at switched second transmission input shaft.