EP3371480A1

EP3371480A1 - Torsional vibration damping arrangement having a phase shifter and a magnetic gear for the powertrain of a vehicle

Info

Publication number: EP3371480A1
Application number: EP16778334.9A
Authority: EP
Inventors: Tobias DIECKHOFF; Matthias Fischer; Reinhard Feldhaus
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2015-11-06
Filing date: 2016-10-05
Publication date: 2018-09-12
Also published as: WO2017076565A1; US20180328447A1; CN108350977A; DE102015221893A1

Abstract

A torsional vibration damping arrangement for the powertrain of a vehicle comprises an input region (50) that is to be driven so as to rotate about an axis of rotation (A) and an output region (55), wherein a first torque transmission path (47) and, parallel thereto, a second torque transmission path (48) as well as a coupling arrangement (51) are provided between the input region (50) and the output region (55), wherein a phase shift arrangement (44) is provided in the first torque transmission path (47), wherein the coupling arrangement (51) is in the form of a magnetic coupling gear (61).

Description

ROTARY VIBRATION ARRANGEMENT WITH PHASE SLIDER AND MAGNETIC GEARBOX 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 range to be driven for rotation about an axis of rotation and an output range, wherein between the input range and the output range a first torque transmission path and parallel thereto a second torque transmission path and a coupling arrangement for superposition of the torque transmission paths are provided, wherein in the first torque transmission path, a phase shifter arrangement for generating a phase shift of guided over the first torque transmission path rotational irregularities with respect to the second torque transmission path guided rotational irregularities is provided.

German Patent Application DE 10 2011 007 118 A1 discloses a torsional vibration damping arrangement which divides the torque introduced into an input region, for example by a crankshaft of an internal combustion engine, into a torque component transmitted via a first torque transmission path and into a torque component conducted via a second torque transmission path , 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 firing in an internal combustion engine, are proportionally divided between the two torque transmission paths. Here, the coupling arrangement brings the two torque transmission paths together again and introduces the combined total torque into the output region, for example a friction clutch or the like.

In at least one of the torque transmission paths, a phase shifter arrangement is provided, which is constructed in the manner of a vibration damper, that is to say with a primary element and a compressibility of a spring arrangement with respect to this rotatable secondary element. Especially if This vibration system passes into 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 routed via the other torque transmission path experience no or possibly a different phase shift, the vibration components contained in the converged torque and then phase-shifted can be destructively superimposed on each other, so that in an ideal case the total torque introduced into the output region has essentially no vibration components contained static torque is.

It is the object of the present invention to provide a torsional vibration damping arrangement, which has an improved vibration damping behavior with a simple structure. According to the invention, this object is achieved by a torsional vibration damping arrangement for a drive train of a vehicle, comprising an input region to be driven for rotation about a rotation axis and an output region, a first torque transmission path for transmission of a first torque component and a second torque transmission path parallel between the input region and the output region Torque transmission path for transmitting a second torque portion of a total torque to be transmitted between the input area and the output area, a phase shifter arrangement at least in the first torque transmission path, for generating a phase shift of rotational irregularities guided over the first torque transmission path with respect to rotational ununiformities guided via the second torque transmission path the phase shifter assembly comprises a vibration system having a primary element and a it comprises against the restoring action of a damper element arrangement with respect to the primary element about the axis of rotation (A) rotatable secondary element, and a coupling arrangement for combining the transmitted over the first Drehmomentübertragungsweg first torque component and transmitted via the second torque transmission second Torque component and for forwarding the combined torque to the output range, wherein the coupling arrangement comprises a first input element, connected to the first torque transmission path, a second input element, connected to the second torque transmission path and an output element, connected to the output range, wherein the coupling arrangement designed as a magnetic coupling gear is. The operation of the magnetic coupling gear, which can also be referred to as a magnetic transmission, the function of a known planetary gear is comparable. The magnetic coupling mechanism consists of an outer rotor, which is covered on its inside with permanent magnets, which alternately have a magnetic north and south polarity. Radially inside the outer rotor, an inner rotor is arranged, which is also occupied by permanent magnets with an alternating polarity.

Radially between the two rotors or magnet assemblies is a modulator ring, which alternately has a ferromagnetic segments and a non-magnetic segments.

In a practical implementation, it is particularly advantageous for strength reasons that the ferromagnetic elements of the modulator ring are embedded in a closed support structure. The attachment of the permanent magnets to the rotors is known and will not be discussed here.

Magnetic fields are generated by the magnet arrangements on the outer rotor and on the inner rotor. The number of magnets in the two arrangements is to be tuned so that the magnetic fields without the modulator ring do not influence each other. However, due to the number and arrangement of the ferromagnetic segments of the modulator ring, the magnetic fields are modulated such that a magnetic coupling between the inner rotor and the outer rotor takes place.

The mathematical-physical relationships for determining the necessary number of magnet pairs on the inner rotor and on the outer rotor, as well as the ferromagnetic elements of the modulator ring are known in the art and will not be explained in detail here. It should be noted, however, that an appropriate design, a wide range of translations between the three transmission elements is possible, and that this only by the ratios of the number of magnet pairs and modulator segments is determined and that for each number of pole pairs of the two rotors two different numbers of modulator segments are possible, each with a different direction of rotation of the modulator ring is achieved with respect to one of the other rotor.

Such a transmission acts in its basic function similar to a planetary gear. Thus, the use as a coupling arrangement for the torsional vibration reduction with two torque transmission paths is possible.

When using the magnetic gear as a coupling arrangement, also called magnetic coupling gear, it may be particularly advantageous because the gear can be operated lubricant-free, the gear members do not touch and thus wear-free, and noise-free, except for the bearing noise, work and the magnetic gear is overload safe, because it only slips when a maximum torque is exceeded without taking damage.

Next can be set very flexible in a magnetic gear ratios between the individual rotors. The gear ratio is independent of the radii of the gear members. Also, the direction of rotation of the modulator ring can be freely adjusted with respect to the rotors, so that a larger number of circuit variants in the drive train with two torque transmission paths is possible.

A further favorable embodiment provides that the magnetic coupling gear comprises an outer rotor, an inner rotor concentrically arranged to the outer rotor and a radially between the Au ßenrotor and the inner rotor concentrically arranged modulator ring, the Au ßenrotor, the inner rotor and the

Modulator ring are arranged at least partially axially overlapping each other. In order to take advantage of the magnetic forces between the outer rotor, the inner rotor and the modulator ring, it is advantageous if these completely overlap in the axial direction. Neither the outer rotor nor the inner rotor is in contact with the modulator ring. Rather, there is a lesser between these

Air gap available. In a further embodiment, the outer rotor of permanent magnets, which have a magnetic north polarity and a magnetic south polarity in the circumferential direction in alternating sequence or the outer rotor is carried on its radially inner side with permanent magnets in the circumferential direction in alternating sequence a magnetic north polarity and a magnetic

Have south polarity. Advantageously, for a recording of

Permanent magnets are provided a carrier element in the form of a carrier ring, to which the permanent magnets are glued or fastened comparable. This is particularly advantageous for the strength of the outer rotor.

A further embodiment provides that the inner rotor consists of permanent magnets which have in the circumferential direction in alternating sequence a magnetic north polarity and a magnetic south polarity or that the inner rotor is designed on its radially outer side with permanent magnets, in the circumferential direction in alternating sequence a magnetic north polarity and have a south magnetic polarity. In an advantageous manner, a carrier element in the form of a carrier ring is provided for receiving the permanent magnets, to which the permanent magnets are glued or fastened comparably. This is particularly advantageous for the strength of the inner rotor.

In a further advantageous embodiment, the modulator ring consists of ferromagnetic segments and non-magnetic segments, which are arranged in the circumferential direction in an alternating sequence.

A further advantageous embodiment provides that the outer rotor to the first input element and that the inner rotor to the second input element and that the modulator ring is connected to the output element. This is particularly advantageous because in this embodiment, a high moment of inertia of the outer rotor is connected to the secondary element of the phase shifter assembly, which favors the operation of the phase shifter in a supercritical region and thus positively influences a phase shift. In a further embodiment, the outer rotor is connected to the second input element and the modulator ring to the first input element and the inner rotor to the output element.

A further advantageous variant provides that the outer rotor with the second input element and that the modulator ring with the output element and that the inner rotor is connected to the first input element.

Also, a further embodiment variant can provide that the outer rotor is connected to the output element and that the modulator ring is connected to the first input element and that the inner rotor is connected to the second input element.

It may also be beneficial if the Au ßenrotor with the output element and that the modulator ring to the second input element and that the inner rotor is connected to the first input element.

Another favorable embodiment provides that the outer rotor and the modulator ring and the inner rotor are rotatably mounted on a shaft which

is concentric with the axis of rotation (A) and communicates with the entrance area. This form of storage is particularly advantageous since all components of the magnetic transmission are mounted on a common shaft. As a result, an air gap running around the axis of rotation A between the outer rotor and the modulator ring and between the modulator ring and the inner rotor can be kept small since no misalignment or misalignment occurs here. Specifically, this means that all components of the magnetic coupling gear on the input side, for example, formed by the crankshaft, are radially mounted.

A further embodiment provides that the Au ßenrotor and the modulator ring and the inner rotor are rotatably mounted on a shaft which is concentric with the axis of rotation (A) and is in communication with the output area. As a result, an air gap running around the axis of rotation A between the outer rotor and the modulator ring as well as between the modulator ring and the inner rotor can likewise be kept small since no misalignment or misalignment occurs here. Specifically, this means that all components of the magnetic coupling gear on the Output side, for example, formed by the transmission input shaft, are radially mounted.

A further embodiment provides that at least one of the outer rotor, or the modulator ring or the inner rotor is rotatably mounted on a shaft which is concentric with the axis of rotation (A) and is in communication with the input area and that at least one of the outer rotor, or the modulator ring, or the inner rotor is rotatably mounted on a shaft which is concentric with the axis of rotation (A) and is in communication with the output area. As a result, a division of the radial bearing of the magnetic coupling gear on the one hand to the input side, for example, the crankshaft, and on the output side, for example, the transmission input shaft made. This can be advantageous in terms of space requirements of the radial bearing, if this is divided into two areas.

The present invention will be described below in detail with reference to the accompanying drawings. It shows: a schematic representation of the torsional vibration damping arrangement with a distribution of the torque transmission path in two torque transmission paths and a magnetic coupling gear as a coupling arrangement.

a structural design of a magnetic coupling different circuit variants of the magnetic coupling in the

Torsional vibration damping arrangement.

a storage variant of the magnetic linkage

With reference to FIG. 1, a first embodiment of a torsional vibration damping arrangement, generally designated 10, which operates according to the principle of power branching, will now be described. The torsional vibration damping arrangement 10 can in a drive train, for example, a vehicle between a drive unit, so for example, an internal combustion engine and the following part of the drive train, so bei- For example, a friction clutch, a hydrodynamic torque converter or the like can be arranged.

The torsional vibration damping arrangement 10, shown schematically in FIG. 1, comprises an input area, generally designated 50. This input area 50 can be connected, for example, by screwing to a crankshaft of a drive unit 60. In the input region 50, the torque absorbed by a drive unit branches into a first torque transmission path 47 and a second torque transmission path 48. In the area of a coupling arrangement designated generally by 51, the torque components Mal and Ma2 routed via the two torque transmission paths 47, 48 are again combined to form an output torque mouse and then forwarded to an output region 55, for example as here a transmission 65.

In the first torque transmission path 47, a vibration system, generally designated 56, is integrated. The vibration system 56 is effective as a phase shifter assembly 44 and includes a, for example, to be connected to a drive unit 65 primary element 1, and a torque transmitting secondary element 2. Here, the primary element 1 against a damper element assembly 4 to the secondary element 2 is relatively rotatable.

From the foregoing description, it can be seen that the vibration system 56 is formed in the manner of a torsional vibration damper with one or more spring sets. By selecting the masses of the primary element 1 and the secondary element 2, as well as the stiffnesses of the spring set (s), it becomes possible to set the resonant frequency of the oscillation system 56 within a desired range to obtain a favorable phase shift of torsional vibrations in the first torque transmission path 47 to the second torque transmission path 47 to reach. The coupling arrangement 51 of the torsional vibration damping arrangement 10 is designed as a magnetic coupling gear 61, which operates similar to a known planetary gear. In the embodiment shown here is located radially outward, an outer rotor 21, the radially inward with Permanent magnets 22; 23, better seen in Fig. 2, is configured. Radially inside is an inner rotor 31, the radially outside with permanent magnets 32; 33, better seen in Fig. 2, is configured. Between the outer rotor 21 and the inner rotor 31, a modulator ring 41 is arranged, which via ferromagnetic and non-magnetic segments 42; 43 in the circumferential direction, better seen in Fig. 2, has.

In this case, the embodiment in Figure 1 is to be understood as an example, in particular as regards the dimensions and the number of different pairs of magnets and the segments in the modulator ring 41. In a practical implementation, for reasons of strength, the ferromagnetic elements 42 of the modulator would also preferably be embedded in a closed support structure instead of joining the various segments together only in the circumferential direction, as shown here. However, this is known from the prior art. The same applies to the attachment of the permanent magnets 22, 23, 32; 33 on the rotors.

By the magnet assemblies 22; 23 and 32; 33 each magnetic fields are generated. The number of magnets in the two arrangements is adjusted so that the magnetic fields without the modulator ring 41 do not influence each other. However, due to the number and arrangement of the ferromagnetic segments 42 of the modulator ring 41, the magnetic fields are modulated such that a magnetic coupling between the inner rotor 31 and the outer rotor 21 takes place. The mathematical-physical relationships for determining the necessary number of magnet pairs on the inner and outer rotors, as well as the ferromagnetic elements 42 of the modulator ring 41 have long been state of the art and will not be explained in detail here. It should be noted, however, that by appropriate design, a wide range of translations between the three gear members is possible, and that this is determined only by the ratios of the number of magnet pairs and Modulatorsegmenten, and that for each number of pole pairs of the two rotors 21st ; 31, two different numbers of modulator segments 42; 43 are possible, with which in each case a different direction of rotation of the modulator ring 41 with respect to one of the other rotors 21; 31 is reached.

Such a magnetic coupling 61 acts in its basic function similar to one Planetary gear, which is known from the prior art for torsional vibration damping arrangements with two torque transmission paths. Thus, the use as a coupling arrangement 51 for the torsional vibration damping arrangement 10 with two torque transmission paths is possible.

There are various advantages. On the one hand, the magnetic coupling gear 61 can be operated lubricant-free, since the gear members 21; 31; 41 do not touch. In addition, the magnetic coupling 61 works wear-free and virtually noiseless, apart from the noise from a storage of the gear members 21; 31; 41 caused. The magnetic coupling 61 is also overload-proof, as it merely slips when a maximum torque is exceeded, comparable to a stepper motor, without being damaged.

Due to the fact that, in the case of magnet gears, as here the magnetic coupling gear 61, the gear ratios can be adjusted very flexibly and independently of the radii of the gear members 21; 31; 41, as well as by the independently adjustable from the translation direction of rotation of the modulator ring 41, a larger number of Verschaltungsvarianten the torsional vibration damping arrangement 10 is made possible with two Drehmomentübertragunsgwegen.

2 shows a structural design of a magnetic coupling gear 61. The transmission consists of the outer rotor 21, on its inner side with permanent magnets 22; 23 is occupied, which alternately have a magnetic north polarity 22 and a magnetic south polarity 23. Radially inside an inner rotor 31 is arranged, which also with permanent magnets 32; 33 is occupied with alternating polarity.

Radially between the two rotors or magnet arrangements is a modulator ring 41 which alternately has ferromagnetic segments 42 and non-magnetic segments 43. The mode of operation is as already described under FIG.

FIGS. 3 to 7 show, for the circuit variant of the torsional vibration damping arrangement 10 shown in FIG. 1, further different possibilities, the individual members 21; 31; 41 of the magnetic coupling gear 61 with the two torque transmission paths 47; 48 and the exit area 55. tie.

Although in principle all these circuit variants are possible, the circuit variants from FIG. 3 and FIG. 4 are particularly advantageous, since a high moment of inertia of the outer rotor 21 is assigned to the secondary element 2 of the phase shifter arrangement 44.

The inventive concepts outlined below are explained only with reference to the arrangement of FIG. 3, but analogously apply to other possible circuits as well.

FIG. 3 shows schematically a torsional vibration damping arrangement 10 with two torque transmission paths 47; 48 and a magnetic coupling gear 61 as a coupling arrangement 51 for the two torque transmission paths 47; 48, in which case in contrast to the circuit variant in FIG. 1, the output region 55 is connected to the inner rotor 31 and the modulator ring 41 is connected to the second torque transmission path 48.

In FIG. 4, in contrast to FIG. 3, the first torque transmission path 47 is connected to the modulator ring 41 and the second torque transmission path 48 is connected to the outer rotor 21.

In FIG. 5, in contrast to FIG. 4, the first torque transmission path 47 is connected to the inner rotor 31 and the modulator ring 41 is connected to the output region 55.

FIG. 6 shows a circuit variant in which the outer rotor 21 is connected to the output region 55, the first torque transmission path 47 to the modulator ring 41, and the second torque transmission path to the inner rotor 31.

In FIG. 7, in contrast to FIG. 6, only the circuits for the inner rotor 31 and the modulator ring are interchanged.

FIG. 8 shows a radial bearing variant of the magnetic coupling 61. Here, the outer rotor 21 on a shaft 58 is the output range 55 assigned orders is stored radially. This shaft 58 may be, for example, a transmission input shaft. Further, the inner rotor 31 is also mounted on the shaft 58. The modulator ring 41 and the phase shifter assembly are mounted radially on the shaft 57, which is associated with the input portion 50 and may be, for example, a crankshaft.

In other variants, not shown here, but also the entire radial bearing on the shaft 57 or on the shaft 58 can take place.

This can be advantageous since a possible misalignment of the transmission input shaft to the crankshaft is avoided and a concentric movement of the components about the axis of rotation A is improved. This allows an air gap between the outer rotor 21 and the modulator ring 41, and between the modulator ring 41 and the inner rotor 31 are kept low, which is advantageous for the magnetic forces between the gear members.

Bezuaszeichen primary element

secondary element

Damper element assembly

Torsional vibration damping arrangement first input element

outer rotor

Permanent magnet north

Permanent magnet south

second input element

inner rotor

Permanent magnet north

Permanent magnet south

output element

ring modulator

ferromagnetic segment

non-magnetic segment

Phase shifter arrangement

first torque transmission path second torque transmission path input range

coupling arrangement

lock-up clutch

output range

vibration system

wave

power unit

Magnetic coupling mechanism

transmission

axis of rotation Mges total torque

Times torque share 1

Ma2 torque share 2

Mouse output torque

Claims

A torsional vibration damping arrangement (10) for a drive train of a motor vehicle, comprising an input region (50) to be driven for rotation about an axis of rotation (A) and an output region (55), a first parallel between the input region (50) and the output region (55) Torque transmission path (47) for transmitting a first torque portion (times) and a second torque transmission path (48) for transmitting a second torque portion (Ma2) of a between the input portion (50) and the output range (55) to be transmitted total torque (Mges) are provided

a phase shifter arrangement (44) at least in the first torque transmission path (47) for producing a phase shift of rotational irregularities guided via the first torque transmission path (47) relative to rotational irregularities conducted via the second torque transmission path (48), the phase shifter arrangement (44) comprising a vibration system ( 56) with a primary element (1) and against the restoring action of a damper element arrangement (4) with respect to the primary element (1) about the axis of rotation (A) rotatable secondary element (2) summarizes,

- A coupling arrangement (51) for merging the over the first

Torque transmission path (47) transmitted first torque portion (times) and the second torque transmission path (48) transmitted second torque component (Ma2) and for forwarding the merged torque (mouse) to the output range, wherein the coupling assembly (51) a first input element (20) connected to the first torque transmission path (47), a second input element (30) connected to the second torque transmission path (48) and an output element (40) connected to the output region (55), characterized in that the coupling arrangement (51) is designed as a magnetic coupling gear (61).

Second torsional vibration damping arrangement (10) according to claim 1, characterized in that the magnetic coupling gear (61) has an outer rotor (21), an outer rotor (21) concentrically arranged inner rotor (31) and a radially between the outer rotor (21) and the inner rotor ( 31) concentrically arranged modulator ring (41), wherein the outer rotor (21), the inner rotor (31) and the modulator ring (41) are arranged at least partially axially overlapping each other.

3. torsional vibration damping arrangement (10) according to claim 1 or 2, characterized in that the outer rotor (21) consists of permanent magnets (22; 23) having in the circumferential direction in alternating sequence a magnetic north polarity (22) and a magnetic south polarity (23) or that the outer rotor (21) is formed on its radially inner side with permanent magnets (22; 23) having in the circumferential direction in alternating sequence a magnetic north polarity (22) and a magnetic south polarity (23).

4. torsional vibration damping arrangement (10) according to one of claims 1 to 3, characterized in that the inner rotor (31) consists of permanent magnets (32, 33) which in the circumferential direction in an alternating sequence a magnetic north polarity (32) and a magnetic south polarity (33 ) or that the inner rotor (31) on its radially outer side with permanent magnets (32; 33) is executed, which have in the circumferential direction in alternating sequence a magnetic north polarity (32) and a magnetic south polarity (33).

5. torsional vibration damping arrangement (10) according to one of claims 1 to 4, characterized in that the modulator ring (41) consists of ferromagnetic segments (42) and non-magnetic segments (43) which are arranged in the circumferential direction in an alternating sequence.

6. torsional vibration damping arrangement (10) according to any one of the preceding claims, characterized in that the outer rotor (21) with the first input element 20 and that the inner rotor (31) with the second input gear element (30) and that the modulator ring (41) is connected to the output element (40).

7. torsional vibration damping arrangement (10) according to one of claims 1 to 5, characterized in that the outer rotor (21) with the second input element 30 and that the modulator ring (41) with the first input element (20) and that the inner rotor (31) the output element (40) is connected.

8. torsional vibration damping arrangement (10) according to one of claims 1 to 5, characterized in that the outer rotor (21) with the first input member 20 and that the modulator ring (41) with the second input element (30) and that the inner rotor (31) the output element (40) is connected.

9. torsional vibration damping arrangement (10) according to one of claims 1 to 5, characterized in that the outer rotor (21) with the second input member 30 and that the modulator ring (41) with the output member (40) and that the inner rotor (31) with the first input element (30) is connected.

10. torsional vibration damping arrangement (10) according to one of claims 1 to 5, characterized in that the outer rotor (21) with the output member (40) and that the modulator ring (41) with the first input member (20) and that the inner rotor (31) is connected to the second input element (30).

11. torsional vibration damping arrangement (10) according to one of claims 1 to 5, characterized in that the outer rotor (21) with the output element (40) and that the modulator ring (41) with the second input element (30) and that the inner rotor (31) is connected to the first input element (20).

12. torsional vibration damping arrangement (10) according to one of claims 1 to 11, characterized in that the outer rotor (21) and the modulator ring (41) and the inner rotor (31) is rotatably supported on a shaft (57) which is concentric with the axis of rotation (A) and communicates with the input portion.

13. torsional vibration damping arrangement (10) according to one of claims 1 to 1 1, characterized in that the outer rotor (21) and the modulator ring (41) and the inner rotor (31) are rotatably mounted on a shaft (58) concentric with the Axis of rotation (A) and is in communication with the exit area.

14. torsional vibration damping arrangement (10) according to one of claims 1 to 1 1, characterized in that at least one of the outer rotor (21), or the modulator ring (41) or the inner rotor (31) is rotatably mounted on a shaft (57), which is concentric with the axis of rotation (A) and communicates with the input area and that at least one of the outer rotor (21), or the modulator ring (41), or the inner rotor (31) is rotatably mounted on a shaft (58), which is concentric with the axis of rotation (A) and communicates with the exit area.