EP3559501A1 - Système d'amortissement des vibrations de torsion pour la chaîne cinématique d'un véhicule - Google Patents

Système d'amortissement des vibrations de torsion pour la chaîne cinématique d'un véhicule

Info

Publication number
EP3559501A1
EP3559501A1 EP17807792.1A EP17807792A EP3559501A1 EP 3559501 A1 EP3559501 A1 EP 3559501A1 EP 17807792 A EP17807792 A EP 17807792A EP 3559501 A1 EP3559501 A1 EP 3559501A1
Authority
EP
European Patent Office
Prior art keywords
torque
vibration damping
torsional vibration
transmission path
arrangement
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP17807792.1A
Other languages
German (de)
English (en)
Inventor
Uwe Grossgebauer
Cora Carlson
Mathias Kopp
Daniel Lorenz
Tobias DIECKHOFF
Michael Traut
Steffen Einenkel
Matthias Reisch
Markus Wandrey
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP3559501A1 publication Critical patent/EP3559501A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/16—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material
    • F16F15/162—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material with forced fluid circulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • F16F15/123—Wound springs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F16F15/133—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses using springs as elastic members, e.g. metallic springs
    • F16F15/134—Wound springs

Definitions

  • 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 10 201 1 007 1 18 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 a torque component conducted via a second torque transmission path.
  • 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 periodically occurring ignitions in an internal combustion engine, are proportionally divided between the two torque transmission paths.
  • 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.
  • 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 by means of the compressibility of a spring arrangement with respect to this rotatable intermediate element.
  • a vibration damper that is to say with a primary element and by means of the compressibility of a spring arrangement with respect to this rotatable intermediate element.
  • 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.
  • the coupling arrangement is designed as a planetary gear.
  • a torsional vibration damping arrangement for a drive train of a vehicle, comprising an input region to be driven for rotation about an axis of rotation (A) and an output region, wherein between the input region and the output region parallel to one another a first torque transmission path for transmitting a first torque component and a second torque transfer path for transmitting a second torque portion of a total torque to be transmitted between the input portion and the output portion, a phase shifter assembly at least in the first torque transmission path, for producing a phase shift of rotational irregularities conducted over the first torque transmission path with respect to rotational nonuniformities directed through the second torque transmission path, the phase shifter assembly a vibration system with a primary element and a comprises a coupling arrangement for combining the first torque component transmitted via the first torque transmission path and the second torque component transmitted via the second torque transmission path and for forwarding the combined torque to the output section 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
  • the fluid transmission comprises at least one housing element, a first cylinder and a second cylinder, both of which are arranged in the housing element and connected to each other by means of a connection opening, and a pair of pistons, comprising a first piston and a second piston, in the respective cylinders of the Housing element by means of an active medium to each other in opposite directions.
  • one of the two pistons is connected to the output of the phase shifter arrangement and thus represents the first input element of the coupling arrangement, whereas the other of the two pistons is connected to the direct torque transmission path, which thus represents the second input element of the coupling arrangement.
  • the housing element represents the output element of the coupling arrangement and is advantageously connected to the output area, for example to a starting clutch or a transmission.
  • the torque branches to the first and the second torque transmission path.
  • the phase shifter arrangement is provided, whereas the second torque transmission path runs directly, ie rigidly from the input side.
  • the torque transmission from the input region to the output region of the second piston which is connected to the direct, ie rigid torque transmission path, displaced in the second cylinder of the housing member and exerts a force on its piston surface on the active medium.
  • the active medium exerts a counter-directed force on the surface of the first piston, the one to the second piston performs counter-rotating movement and the vibration system, which consists mainly of springs, biases. If a force equilibrium has been established between the two piston surfaces, a resultant force and thus a resulting torque acting on the output element acts on the output element by means of the housing element, more precisely by means of the cylinder rear walls. Consequently, a static moment is transmitted from the input area to the output area.
  • the dynamic component contained in the static torque, the torsional vibrations are ideally extinguished by swinging the active medium against the vibration system, the spring-mass system, and not transmitted to the output range.
  • a transmission ratio of the coupling arrangement can be adjusted.
  • This type of ratio change is compared to the known in the prior art embodiments, in which the coupling arrangement is designed as a planetary gear or a lever mechanism, implement cost and quickly, since only the effective piston area must be changed.
  • the cylinders may also be advantageous if the cylinders have a curved or straight course in the housing element.
  • an incompressible medium such as a hydraulic fluid, an oil or any other known and suitable liquid or a viscous medium can be used.
  • a gear ratio of the fluid transmission may be determined by a ratio of the piston areas of the first and second pistons.
  • Fig. 1 shows the basic principle of a torsional vibration damping arrangement with two parallel torque transmission paths as prior art.
  • Fig. 2 shows the basic principle of a torsional vibration damping arrangement with a planetary gear as a coupling arrangement as prior art
  • Fig. 3 shows a vibration damping arrangement in a linear model with a lever coupling arrangement as prior art
  • FIG. 9 shows a vibration damping arrangement according to the invention in a linear model with a fluid transmission as a coupling arrangement
  • FIG. 10 shows a sectional view of a torsional vibration damping arrangement according to the invention with a fluid transmission as
  • Fig. 1 a torsional vibration damping arrangement of Fig. 10 as a plan view in the region of the coupling arrangement.
  • the torsional vibration damping assembly 10 may be disposed in a driveline, such as a vehicle, between a prime mover and the subsequent portion of the powertrain, such as a transmission, a friction clutch, a hydrodynamic torque converter, or the like.
  • the torsional vibration damping arrangement 10 shown diagrammatically in FIG. 1 comprises an entrance area, generally designated 50.
  • This input area 50 can be connected, for example, by screwing to a crankshaft, not shown, of a drive unit 61.
  • the torque absorbed by the drive unit 61 branches into a first torque transmission path 47 and a second torque transmission path 48.
  • the rotary joints guided via the two torque transmission paths 47, 48 are displaced. momentum parts times and Ma2 again merged into an output torque mouse and then to an output area 55, which may for example be performed as here by a gear 63, forwarded.
  • a vibration system 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 example to be connected to the drive unit primary element 1, and a torque transmitting secondary element 2.
  • the primary element 1 against a damper element assembly 4 to the intermediate mass 5 is relatively rotatable.
  • the vibration system 56 is formed in the manner of a torsional vibration damper with a, as shown here, or a plurality of spring sets 4.
  • a resonant frequency of the vibration system 56 is placed in a desired range to a favorable phase shift of torsional vibrations in the first torque transmission path 47 to the To achieve torsional vibrations in the second torque transmission path 48.
  • the first torque transmission path 47 is operated supercritically.
  • the oscillation amplitude in the phase-shifted torque transmission path 47 after the spring set 4 decreases.
  • the coupling arrangement 51 of the torsional vibration damping arrangement 10 combines the two torque components Mal and Ma 2 again. This is done by the fact that the two torque components Mal and Ma2 and thus the torsional vibration components are superimposed in the form that in an optimal case at a 180 ° phase shift of the two torsional vibration components and the same amplitude of the two torsional vibration components in the two torque transmission paths 47, 48 after the overlay in the coupling arrangement 51 a torque mouse without torsional vibration components is forwarded to the output area 55.
  • a spring characteristic and an inertia of the intermediate mass 5 are to be chosen so that the amplitude ratios of both torque paths 47; 48 are the same and thus cancel the vibration components each other.
  • the ratio also determines how much torque is passed through the phase-shifted torque transfer path 47 and thus via the spring assembly 4, and how much torque passes through the direct torque transfer path 48.
  • FIG. 2 shows a standard diagram of the connection of a torsional vibration damping arrangement 10 with two torque transmission paths.
  • the coupling arrangement 51 is designed as a planetary gear 6.
  • a planetary carrier 8 of the planetary gear 6 is connected in a rotationally fixed manner to the primary element 1.
  • the phase-shifted torque path 47 is connected by means of a drive ring gear 9 with the primary element 1.
  • the drive ring gear 9 meshes with a planetary gear 13, which is rotatably mounted on the planet carrier 8 and thus represents the intermediate mass 5.
  • With the planetary gear 13 is another output side planetary gear 11 rotatably connected.
  • the output-side planetary gear 11 in turn meshes with a driven ring gear 12, wherein the Abtiebshohlrad 12 forms the secondary element 2 and the output member 40 of the coupling assembly 51 represents.
  • stand ratios greater than 1, 0 to 1, 5 are the most meaningful, since thus a good decoupling result can be achieved.
  • the planet carrier 8 is here in the direct torque transmission path 48.
  • FIG. 3 shows a vibration damping arrangement in a linear model with a lever coupling arrangement as prior art.
  • the reference symbols which are also used in a rotational vibration reduction are used here for the explanation, since the function of the elements is comparable.
  • a torque M in the rotational vibration reduction a force F is transmitted in the linear vibration reduction. This is intended to explain the different translations of the coupling arrangement 51 as a function of the location of the connection of the output element 40.
  • the phase-shifted transmission path 47 which transmits a first force component and the direct transmission path 48, which transmits a second force share, via a coupling element 17 by means of coupling joints 29 hinged and thus transmit a total force Fges from the input area 50 to the output area.
  • the output element 40 of the coupling arrangement 51 which also represents the output of the merged force Faus from the coupling arrangement 51, is also articulated, advantageously by means of a hinge connection 28, connected to the coupling element 17.
  • the translation of the lever coupling mechanism can be divided into the following 5 options, which are shown individually in Figures 4 to 8.
  • the gear ratio means:
  • the gear ratio means:
  • 0 ⁇ i ⁇ 1 means a connection of the output element 40 on the coupling element 17 outside the coupling joints 29 of the direct and indirect transmission path on the side of the phase-shifted transmission path 47.
  • i> 1 means a connection of the output element 40 on the coupling element 17 between the coupling joints 29 of the direct and the phase-shifted transmission path 48; 47. This is the advantageous design range for a known torsional vibration damping arrangement with two torque transmission paths.
  • i ⁇ 0 means a connection of the output element 40 on the coupling element 17 outside of the coupling joints 29 of the direct and the phase-shifted transmission path on the side of the direct transmission path 48.
  • the articulated connection of the output member 40 is located in a node.
  • FIG. 9 shows a vibration damping arrangement according to the invention in a linear model with a fluid transmission 60 as a coupling arrangement 51 in which a total force Fges via a first transmission path 47 with a first force component and a second transmission path 48 with a second force component Fa2 by means of the fluid transmission as an output force Faus is transmitted to an output element of the fluid transmission 60.
  • the wiring scheme is similar to that of a lever linkage.
  • the coupling of the phase-shifted and the direct transmission path 47; However, 48 takes place here not via a lever or a planetary gear, as known from the prior art, but by an active medium 70, such as a hydraulic fluid 71, as an incompressible medium.
  • the control is effected via a first piston 65, which is connected to the phase-shifted transmission path 47 and which is displaceable in a first cylinder 67 of a housing member 64 and a second piston 66 which is connected to the direct transmission path 48 and in a second cylinder 68 of the housing member 64 is slidable.
  • the first cylinder is connected to the second cylinder via a connection opening 36.
  • the active medium 70 designed here as hydraulic fluid 71, establishes an operative connection between the two pistons 65 and 66.
  • the housing member 64 is fixedly connected to the output member 40.
  • a translation is represented by the ratio of the piston areas AK2 from the direct transmission path 48 to the piston area AK1 from the phase-shifted transmission path 47,
  • FIG. 10 shows, with FIG. 11, a structural design of a torsional vibration damping arrangement 10 with two torque transmission paths and a fluid transmission 60 as a coupling arrangement 51.
  • the fluid transmission 60 comprises a hydraulic unit of a first and a second piston 65; 66 in a first and a second cylinder 67; 68 are displaced and executed here by way of example in a curved form.
  • the spring set 4 By the force acting on the piston surface AK1 of the first piston, the spring set 4 is compressed.
  • the two pistons 65; 66 are shifted in opposite directions until a force equilibrium or moment equilibrium sets in.
  • the torque Mges is transmitted via the active medium 70 via a cylinder rear wall 69 to the output element 40 as a mouse.
  • a dynamic vibration component is ideally extinguished by a swinging of the active medium 70, here the hydraulic fluid 71 against the spring-mass system in the phase-shifted torque transmission path 47 and not on the secondary element 2, here the output member 40.
  • the piston seals 75; 76 on the first and second pistons 65; 66 of the phase-shifted and the direct torque transmission path 47; 48 seal the cylinder interior 80 with the active medium 70 from the environment.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un système d'amortissement des vibrations de torsion pour la chaîne cinématique d'un véhicule, qui comprend une partie entrée (50) à entraîner en rotation autour d'un axe de rotation (A) et une partie sortie (55). Un premier trajet de transmission de couple (47), un second trajet de transmission de couple (48) parallèle à celui-ci ainsi qu'un système d'accouplement (51) sont placés entre la partie entrée (50) et la partie sortie (55), un système de déphasage (44) étant placé sur le premier trajet de transmission de couple (47), et le système d'accouplement (51) étant réalisé sous la forme d'un mécanisme à fluide (60).
EP17807792.1A 2016-12-21 2017-11-21 Système d'amortissement des vibrations de torsion pour la chaîne cinématique d'un véhicule Withdrawn EP3559501A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016225865.6A DE102016225865A1 (de) 2016-12-21 2016-12-21 Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs
PCT/EP2017/079830 WO2018114171A1 (fr) 2016-12-21 2017-11-21 Système d'amortissement des vibrations de torsion pour la chaîne cinématique d'un véhicule

Publications (1)

Publication Number Publication Date
EP3559501A1 true EP3559501A1 (fr) 2019-10-30

Family

ID=60515358

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17807792.1A Withdrawn EP3559501A1 (fr) 2016-12-21 2017-11-21 Système d'amortissement des vibrations de torsion pour la chaîne cinématique d'un véhicule

Country Status (4)

Country Link
EP (1) EP3559501A1 (fr)
CN (1) CN110088501B (fr)
DE (1) DE102016225865A1 (fr)
WO (1) WO2018114171A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018222306A1 (de) 2018-12-19 2020-06-25 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1062814C (zh) * 1993-09-17 2001-03-07 卢克驱动系统有限公司 用于带变扭器的机动车的转矩传递系统
GB9403643D0 (en) * 1994-02-25 1994-04-13 Holset Engineering Co A torsional vibration damper
DE102005058531A1 (de) * 2005-12-08 2007-06-14 Zf Friedrichshafen Ag Torsionsschwingungsdämpfer
DE102006061342A1 (de) * 2006-12-22 2008-06-26 Zf Friedrichshafen Ag Torsionsschwingungsdämpferanordnung
EP1953411B1 (fr) * 2007-01-31 2018-09-19 Schaeffler Technologies AG & Co. KG Amortisseur de vibrations de torsion
EP2577105B1 (fr) 2010-05-25 2017-10-25 ZF Friedrichshafen AG Appareil hydrodynamique de couplage en particulier un convertisseur de couple
DE102011075244A1 (de) * 2010-05-25 2011-12-01 Zf Friedrichshafen Ag Hydrodynamische Kopplungseinrichtung, insbesondere Drehmomentwandler
DE102011007116A1 (de) * 2011-04-11 2012-10-11 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung, insbesondere für einen Antriebsstrang eines Fahrzeugs
DE102011086982A1 (de) 2011-11-23 2013-05-23 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung, insbesondere für den Antriebsstrang eines Fahrzeugs
DE102012212593A1 (de) * 2012-07-18 2014-01-23 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs
DE102012217171B4 (de) * 2012-09-24 2020-06-04 Zf Friedrichshafen Ag Hydrodynamische Kopplungsanordnung, insbesondere Drehmomentwandler
DE102013201617A1 (de) * 2013-01-31 2014-07-31 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs
DE102014201897A1 (de) * 2014-02-03 2015-08-06 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
EP2908025B2 (fr) * 2014-02-12 2022-07-13 Schaeffler Technologies AG & Co. KG Système d'amortissement à puissance dérivée
DE102016202178B4 (de) * 2016-02-12 2024-04-25 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zum Reduzieren von Drehschwingungen in einem Antriebsstrang und Verfahren zum Betrieb einer solchen Vorrichtung

Also Published As

Publication number Publication date
DE102016225865A1 (de) 2018-06-21
WO2018114171A1 (fr) 2018-06-28
CN110088501B (zh) 2020-12-25
CN110088501A (zh) 2019-08-02

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