EP3833888A1 - Antriebssystem mit darin vorgesehener tilgeranordnung - Google Patents
Antriebssystem mit darin vorgesehener tilgeranordnungInfo
- Publication number
- EP3833888A1 EP3833888A1 EP19749580.7A EP19749580A EP3833888A1 EP 3833888 A1 EP3833888 A1 EP 3833888A1 EP 19749580 A EP19749580 A EP 19749580A EP 3833888 A1 EP3833888 A1 EP 3833888A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- carrier part
- rotor
- carrier
- damper
- damper 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- Withdrawn
Links
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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
- F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
- F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
- F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/1204—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon with a kinematic mechanism or gear system
- F16F15/1205—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon with a kinematic mechanism or gear system with a kinematic mechanism, i.e. linkages, levers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
- F16F15/13157—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses with a kinematic mechanism or gear system, e.g. planetary
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2222/00—Special physical effects, e.g. nature of damping effects
- F16F2222/08—Inertia
-
- 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
- F16F2226/00—Manufacturing; Treatments
- F16F2226/04—Assembly or fixing methods; methods to form or fashion parts
- F16F2226/042—Gluing
-
- 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
- F16F2226/00—Manufacturing; Treatments
- F16F2226/04—Assembly or fixing methods; methods to form or fashion parts
- F16F2226/048—Welding
-
- 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
- F16F2232/00—Nature of movement
- F16F2232/02—Rotary
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Definitions
- the invention relates to a drive system with an internal combustion engine, a transmission device and a damper arrangement which is arranged in a system section of the drive system which is kinematically located between the internal combustion engine and the transmission device.
- the invention relates to a drive system with an integrated damper arrangement whose damper frequency changes adaptively to the rotational frequency of the damper arrangement, the damper arrangement being implemented in a so-called ring pendulum or centrifugal pendulum design and comprising a plurality of damper mass elements which are in one with respect to the revolving axis Radial plane of the damper arrangement are displaceable by being guided and / or articulated accordingly by means of a track or joint structure.
- a hybrid drive system for a motor vehicle is known from DE 10 2016 217 220 A1, which comprises an internal combustion engine, an electric motor, a transmission device and an absorber arrangement, the absorber arrangement and the electric motor being arranged in an intermediate region between the internal combustion engine and the transmission device , The internal combustion engine and the electric motor are coupled to the input of the transmission device.
- the invention has for its object to provide solutions by means of which it is possible in a drive system of the type mentioned above to increase the uniformity of the drive torque applied to the power input of the transmission device and to reduce the amplitude of fluctuations in angular velocity at the transmission input.
- a transmission device with a power input and a power output
- a converter or an electric motor which comprises a rotor, for delivering a drive torque to the power input of the transmission device and
- a damper arrangement provided for circulation around a central axis to reduce the degree of non-uniformity of the drive rotary movement of the internal combustion engine introduced into the transmission device at the power input thereof,
- the damper arrangement comprises a first carrier part, a second carrier part, a plurality of damper masses which follow in the circumferential direction and a coupling mechanism for displacing the damper masses in a plane radial to the central axis in accordance with a relative rotation of the carrier parts to one another, and
- the rotor can be advantageously integrated into the overall system via the carrier part of the damper arrangement carrying the rotor, and the connection interface of the damper arrangement also takes over the coupling of the rotor torque into the transmission input in a synergetic manner.
- the rotor is connected to the second carrier part. The first carrier part is then connected to the power input of the transmission device.
- the coupling mechanism then, including the absorber masses, couples the first carrier part to the second carrier part, which is increased in inertia by the moment of inertia of the rotor.
- the coupling takes place through joint and / or guide structures.
- the maximum rotatability of the carrier parts is preferably limited by the coupling mechanism, the coupling mechanism preferably not having a hard end position limitation, but rather the restoring forces increasing asymptotically when approaching an end position.
- a ring pendulum system is created in which that component of the converter or the electric machine acts as an additional ring mass.
- the centrifugal mass is basically determined by the space available and by strength limits, e.g. through the max.
- Surface pressure in guide and joint sections, in particular in the case of a roller guide, is limited by the pressure in the roller contact.
- the concept according to the invention achieves the result that an increase in the restoring torque can also be generated by increasing the ring mass, with the same or even a reduced oscillation angle.
- the roller conveyors can advantageously be designed steeper with the same order.
- the wraps or osculating in the roller contact are also increased with steeper roller conveyors and thus the pressures in the roller contact area are reduced. This increase in strength now allows more centrifugal mass to be incorporated into the absorber arrangement, which in turn improves the function.
- the damper arrangement according to the invention can be constructed in particular when the rotor of an electric motor is used as an additional ring mass such that the rotor surrounds the damper arrangement and the damper arrangement is thus located in the interior of the rotor.
- This rotor can then be coupled to the free end of the damper arrangement, that is to say the second carrier part, by means of a bell-like or drum-like component.
- This component carries the rotor on the outside and is axially attached to the second carrier part and connected to the second carrier part via a flange section which projects radially inwards. This connection can be achieved in particular by riveting, caulking and or welding.
- connection part provided for connecting the rotor to the second carrier part or the rotor or its carrier
- mutually complementary joining structures can be formed which support centering of the components with respect to one another and / or support of the torsion-proof coupling of these components.
- the connecting means provided for coupling the two components can be brought into their holding state in particular by means of plastic deformation.
- the rotor is the rotor of an electric motor, it is preferably constructed and arranged in such a way that this rotor hems the outside of the first carrier part and preferably also the entire damper arrangement.
- the rotor and the damper arrangement can be combined to form an assembly that is attached to the transmission or the internal combustion engine as a corresponding assembly during the assembly of the drive system.
- the rotor is the rotor of a hydrodynamic converter
- it is preferably arranged axially closely adjacent to the second carrier part.
- the coupling mechanism is preferably constructed in such a way that it comprises a spring mechanism, the spring mechanism then preferably being designed in such a way that it generates restoring forces which force the damper masses into an initial position.
- the spring mechanism can be designed in such a way that it is effective between the first and the second carrier part and in this case comprises cylindrically wound absorber springs which are aligned in the circumferential direction and thus also have a force in the circumferential direction.
- the spring mechanism has the function of a reset mechanism, and it also has the function of increasing its pretension with increasing angular velocity and thus also increasing the damper frequency.
- An elastic end stop is preferably also realized via the spring mechanism, which limits the maximum deflection of the ring pendulum segments or the maximum rotation of the first and second carrier parts relative to one another.
- the spring mechanism can also contain spring systems in which pressure or arc springs or series or parallel connections of spring systems are provided. Elastomer dampers and friction devices can also be provided in order to limit the relative rotation of the two carrier parts with the application of restoring moments and, if necessary, to draw energy from the system.
- the coupling mechanism is preferably designed in such a way that it causes the centers of gravity of the ring pendulum segments to be displaced along a path with a path component radial to the central axis.
- the coupling mechanism can comprise a curve structure and / or an articulated structure.
- the coupling mechanism is preferably designed such that there is a displacement of the absorber masses radially outwards when the angular velocity increases temporarily and that the absorber masses are displaced radially inward when the angular velocity is temporarily reduced.
- ring pendulum segments forming the absorber masses are preferably pivotally or displaceably coupled to the first carrier part or the second carrier part along curved tracks, a corresponding kinematics can also be realized by guide structures.
- At least the carrier parts are preferably made as a sheet metal part from a steel sheet.
- the ring pendulum segments are preferably manufactured as relatively thick-walled cutting, casting, press-forming or drop-forged parts.
- Figure 1 is a schematic axial half-sectional view to illustrate the structure of a drive system for a motor vehicle with a directly laterally attached to the second carrier part of the damper arrangement and attached to this rotatably rigid rotor of an electric motor, where in that rotor the damper arrangement and also one axially overlaps the coupling connected to the damper assembly;
- FIG. 2 shows a schematic representation to further illustrate the functional principle of an absorber arrangement according to the invention with absorber springs that serve to reset the support parts and kinematically relates to this. parallel spring elements that are used to limit the end position;
- FIG. 3 shows a representation of a replacement model to illustrate a first design of the damper
- FIG. 4 shows a representation of a replacement model to illustrate a second design of the damper (so-called isoradial ring pendulum absorber);
- FIG. 5 shows a schematic diagram to illustrate the structure of a drive system for a motor vehicle with a rotor of a converter attached directly laterally to the second carrier part of the absorber arrangement and fastened thereon in a rotationally rigid manner;
- FIG. 6 shows a schematic diagram to illustrate the functional principle of an absorber arrangement according to the invention with end position dampers
- FIG. 7 shows a schematic diagram to illustrate the functional principle of an absorber arrangement according to the invention with a permanent center reset by prestressed absorber springs and additional end position damping;
- FIG. 8 shows a sketch to illustrate a spring pack with an external return spring and an end position spring accommodated therein.
- FIG. 1 illustrates in a partially schematic form a drive system in the form of a flybrid drive system for a motor vehicle, which comprises an internal combustion engine BK, an electric motor E, a clutch device K and a transmission device G.
- the transmission device G is coupled to the internal combustion engine BK, including a damper arrangement T.
- the Tilgeranord- The voltage T is located in an intermediate area between the internal combustion engine BK and the transmission device G and is coupled to a power input GE of the transmission device G.
- the coupling device K and the damper arrangement T are combined to form an assembly.
- the hybrid drive system comprises a control device C via which the internal combustion engine BK is controlled here in accordance with performance requirements. In the arrangement shown here, the control device C also controls the transmission G, the clutch K and the electric motor E, possibly with the inclusion of further electrical and possibly electromechanical components (not shown).
- the transmission device G further comprises a power output GA.
- the transmission device G is preferably a manual transmission, a transmission with a continuously variable transmission ratio, or a combination transmission with switchable stages and a e.g. system section provided for the lower speed range with continuously variable transmission ratio.
- the power that can be tapped from the power output GA is branched via an axle differential gear AD to wheel drive shafts DL, DR.
- the electric motor E comprises a stator ES and a rotor ER for delivering a drive torque to the power input GE of the transmission device G in accordance with the electrical activation of the electric motor E.
- the electric motor E primarily functions as a drive motor for the electromotive operation of the vehicle, it can can also be used as a starter for a start / stop operation and can also be operated as a generator in the overrun mode of the vehicle or in general for providing or maintaining the on-board voltage.
- the absorber arrangement T is arranged coaxially to the axis of rotation X of the transmission input shaft GE and serves to reduce the degree of non-uniformity of the drive rotary motion of the internal combustion engine BK introduced into the power input GE of the transmission device G.
- the damper arrangement T comprises a first carrier part T1, a second carrier part T2, a plurality of damper masses TM which follow in the circumferential direction and a coupling mechanism nik KM, for the displacement of the absorber masses TM, in particular in a plane radial to the central axis X in accordance with the force systems which result from the relative rotation of the carrier parts T1, T2 to one another and the displacement of the absorber masses TM.
- the drive arrangement according to the invention is characterized in that the rotor ER of the electric motor E is connected to one of the carrier parts T1, T2, here to the second carrier part T2, the so-called free carrier part of the absorber device and thus increases its moment of inertia.
- the second carrier part T2 lies on the side of the coupling mechanism KM facing away from the transmission input GE and can be pivoted relative to the transmission input GE by displacing the absorber masses.
- the drive torque of the rotor ER is thus coupled into the second carrier part T2 and guided into the first carrier part T1 via the coupling mechanism KM. Only via this first carrier part T1 does the drive torque of the rotor ER reach the carrier hub T1A and the transmission input GE.
- the rotor ER can thus be pivoted slightly via the damper arrangement relative to the transmission input GE in accordance with the coupling mechanism KM.
- That rotor ER has a section or a support structure which is axially, i.e. is attached to the second carrier part T2 from the side and is connected to the second carrier part T2, in particular riveted, clawed, caulked and / or welded.
- the rotor ER is integrated into the drive arrangement in such a way that it surrounds the second support part T2 and the coupling mechanism KM connected to it in the manner of a cup wall on the outside and thus accommodates it in its interior.
- the first carrier part T1 is connected to the transmission input shaft GE in cooperation with a carrier hub T1A. While the carrier hub T1A engages torsion-proof in an external toothing GEZ of the transmission input shaft GE via an internal toothing T1Z, the first carrier part T1 can still be pivoted to a limited extent and is supported on the carrier hub T1A in the circumferential direction, supported by springs. However, the rotatability of the first carrier part T1 with respect to the carrier hub T1A is preferably narrowly limited to, for example, +/- 8 °.
- the carrier hub T1A comprises a bushing section 2 and a radial flange 3. The bushing section 2 is also on the inside of the internal toothing T1Z, the radial flange 3 is used for the pivotable movement about the axis X of the first carrier part T1 to the carrier hub T1Z.
- the first carrier part T1 also carries a clutch plate carrier KL1.
- This is manufactured as a sheet metal part, in particular as a deep-drawn part, and is connected to the first support part T1, in particular riveted via rivets 1.
- the clutch disc carrier KL1 forms a hub section 4 which, in interaction with an inner section 5 of the first carrier part T1, delimits an annular disk space 6 in which the radial flange 3 of the carrier hub T1A is seated.
- a seat section 7 is formed by a circumferential step, on which the second carrier part T2 is seated and is guided to be pivotable to a limited extent.
- the second carrier part T2 is axially secured on this seat section 7; this is accomplished here by a spring ring 8 which sits in a circumferential groove of the seat section 7.
- the second carrier part T2 can thus be pivoted at least to a limited extent about the axis X with respect to the carrier hub T1A.
- the transmission of the drive torque introduced by the rotor ES into the second carrier part T2 into the first carrier part Tier takes place via the coupling mechanism KM, which in itself serves to create a functional connection between the rotation of the carrier parts T1, T2 relative to one another and the displacement of the damper masses TM , so that there is a defined position of the damper masses TM relative to the carrier parts T1, T2 for each relative position of the carrier parts T1, T2.
- the coupling mechanism KM couples the first carrier part T1, the damper masses TM and the second carrier part T2 in such a way that the damper masses TM shift when the two carrier parts T1, T2 are rotated relative to one another.
- the coupling mechanism KM is formed here including the carrier parts T1, T2 and the damper masses TM, as well as roller guide pins KM1.
- the coupling mechanism KM is designed in such a way that the damper masses TM are articulated on the first carrier part T1 and the respective roller guide pin KM1 either sits on the second carrier part T2 and engages in a curved path which is formed in the damper masses TM or in the respective damper mass TM sits and engages in a curved path which is formed in the second carrier part T2.
- the coupling mechanism KM is in particular designed such that all damper masses TM are in their respective winches. Execute the same segment in the radial and possibly in the circumferential direction relative to the circumferential axis X In this respect, the damper masses TM are preferably positively synchronized via the coupling mechanism KM. This makes it possible to eliminate gravitational excitations at low speeds.
- the displacement characteristic of the damper masses TM in the context of the relative rotation of the carrier parts T1, T2 with respect to one another is preferably coordinated by the internal combustion engine BK taking into account the excitations to be expected and at least largely compensated by the damper arrangement T.
- the coupling mechanism KM can be designed so that it provides asymmetrical compensation characteristics for positive overshoots of the angular velocity of the transmission input shaft GE and for negative overshoots.
- the coupling mechanism KM can comprise, for example, a curve structure and / or an articulated structure which is designed in such a way that, in the case of temporary acceleration, there is a displacement of the damper masses TM radially outward, and that there is a displacement of the damper masses in the event of a temporary deceleration of the angular velocity TM results radially inwards, the damper masses TM being coupled movably, in particular pivotably, to the first carrier part T1 and / or the second carrier part T2.
- the coupling mechanism KM furthermore comprises an energy storage or spring mechanism S, this spring mechanism S being designed such that it generates restoring forces which force the damper masses TM into a starting position, in particular a central position.
- the spring mechanism S can be designed in such a way that it takes over several functions, so it can cause the first carrier part T1 to be resilient with respect to the carrier hub TN1, a central positioning of the damper masses TM and also an end position limitation which gives the two in a resiliently flexible manner Carrier parts T1, T2 limited to each other.
- the spring mechanism S can be designed in such a way that it includes damper springs S1, S2 which are oriented in the circumferential direction and are slightly curved around the circumferential axis X, and are otherwise cylindrically wound.
- the damper arrangement T is preferably matched to a main excitation frequency of the internal combustion engine.
- the damper arrangement according to the invention preferably forms a ring pendulum absorber which functions as a speed-adaptive torsional vibration damper. yaws.
- the damper masses TM are carried along in the circumferential direction via their support on the second carrier part T2 and can be displaced to a limited extent in the radial direction.
- the displacement in the radial direction takes place via a guide mechanism KM1.
- the flow of lines from the rotor ER to the transmission input shaft takes place in the second carrier part T2, from there into the coupling mechanism KM, from the coupling mechanism KM into the first carrier part T1 and from this by integrating the spring mechanism S and the carrier hub T1A into the transmission input shaft GE.
- the rotor ER is thus pivotably coupled to the first carrier part T1, which is affected by the disturbance event, via the coupling mechanism KM, and is therefore connected to the free end of the damper arrangement T which is kinematically remote from the transmission input.
- the illustration according to FIG. 2 shows, by way of example, schematically and reduced to an angle segment of the damper arrangement, its structure.
- the first carrier part T1 is coupled in a rotationally fixed manner directly to the gear input shaft GE via the toothing T1Z (in the embodiment according to FIG. 1, the toothing T1Z is formed on the hub part T1A and the first carrier part T1 is spring-loaded in the circumferential direction supported on the hub part T1A)
- the first carrier part T1 supports the absorber springs S1, by means of which the first hub part T1 and the second hub part T2 are biased towards one another in a central position.
- the first carrier part T1 also carries the end position springs S2, which take effect when a structurally coordinated pivot angle of the two carrier parts T1, T2 is reached and form a resilient end stop that limits the maximum pivoting of the two carrier parts T1, T2 about the axis X.
- the damper mass element TM ' shown here is carried along its circumferential direction via its joint connection 9 on the second carrier part T2.
- the coupling structure KM1 achieves that when the damper mass element TM 'is displaced in relation to the first carrier part T1 in the circumferential direction, the center of gravity CP of the damper mass element TM ' also shifts in the radial direction.
- the characteristics of this mechanical coupling are matched, inter alia, via the course of the guideway KM2 in the first carrier part T1 or in the absorber mass element TM ' .
- several such units are arranged in the circumferential direction in succession around the transmission axis X.
- the practical design of the support parts T1, T2 and the absorber mass elements TM ' differs from the design shown schematically here.
- FIG. 3 illustrates the kinematic replacement model for a design in which the absorber mass element TM ' is articulated on the first carrier part T1 and thus on the output.
- the radial displacement of the absorber mass element TM ' is accomplished by the coupling structure KM1, which is effective between the second carrier part T2 and the absorber mass element TM ' .
- the moment of inertia of the second carrier part T2 is increased by connecting the rotor ER of the electric motor E or the converter TC (see FIGS. 1 and 5).
- FIG. 4 illustrates the kinematic replacement model for a design in which the damper mass element TM 'is articulated on the second carrier part T2.
- the radial displacement of the absorber mass element TM ' is brought about by the coupling structure KM1, which is effective between the first carrier part T1 and the absorber mass element TM ' .
- the moment of inertia of the second carrier part T2 is in turn increased by the connection of the rotor ER of the electric motor E (cf. FIG. 1) or the converter (cf. FIG. 5).
- the damper arrangement according to the invention is preferably implemented in a design in which the rotor ER surrounds the damper arrangement T on the outside and encloses it or is axially attached to it.
- the absorber arrangement T effects the kinematic coupling of the rotor ER to the transmission input shaft via the second carrier part T2, which in itself represents a free link of the absorber arrangement T.
- the second carrier part T2 By connecting the rotor ER to the second carrier part T2, its moment of inertia can be significantly increased, without increasing the mass of the overall system.
- the compensation effect of the absorber arrangement T in particular also with regard to the repayment spectrum, can also be increased considerably.
- a cylinder deactivation is initiated via a control device C of the internal combustion engine BK. Due to the now changed firing interval and the changed firing order, the uniformity of the angular velocity of the crankshaft of the internal combustion engine decreases and a periodic vibration is superimposed on the circulation of the output of the dual mass flywheel ZMS.
- the dual mass flywheel ZMS can be frictionally coupled to the transmission input shaft GE via the clutch device K.
- the drive torque applied to the dual-mass flywheel ZMS is introduced via the clutch device K into the hub area 5 of the first carrier part T1 of the damper arrangement T and via the circumferential springs S into the hub part T1A and from there into the transmission input shaft GE transmitted.
- the drive torque applied to the transmission input GE is transmitted to its output GA and from there to the axle differential AD in accordance with the switching state of the transmission G.
- the axle differential AD distributes the drive torque symmetrically to the wheel drive shafts DL, DR.
- the damper arrangement T becomes active as a result of the torque fluctuations in the drive torque that are carried out via the coupling device K.
- the absorber arrangement T is designed for the expected non-uniformity spectrum of the torque delivered by the internal combustion engine BK on the dual-mass flywheel ZMS. With appropriate stimulation, the carrier parts T1, T2 and the absorber masses TM are displaced relative to one another, with the formation of corresponding dynamic force systems. Ultimately, these adjust to the first carrier part T1 Excitation by the internal combustion engine coordinated reaction torque ready that largely compensates for the excitation. If the motor vehicle is now to be operated by an electric motor, the clutch device K is opened and the electric motor E is controlled accordingly.
- the uniform drive torque applied to the rotor ER is coupled into the second carrier part T2 and transmitted into the first carrier part T1 via the coupling mechanism KM.
- the first carrier part T1 now drives the transmission input GE via the internal combustion engine BK, as in the aforementioned drive mode. If the vehicle is operated in overrun mode, power can be recuperated if necessary via the electric motor E; the corresponding torque for driving the rotor ER is then introduced from the first carrier part T1 into the coupling mechanism KM and from there into the second carrier part T2 , The second carrier part T2 then drives the rotor ER in overrun mode.
- the absorber device T acts as a link for the kinematic coupling of the rotor ER to the transmission input shaft GE.
- the rotor ER of the rotor acts as a ring mass of the second (“free”) carrier part T2 and thus increases its moment of inertia.
- the rotor ER also forms a structure which serves to connect the damper arrangement T and preferably also the coupling device K to form a preassembled and seemingly largely encapsulated module.
- This assembly is installed in the drive system by pushing this assembly over the internal teeth T1Z onto the external teeth GEZ of the gearbox input shaft GE. This assembly process can be carried out reliably and without special attention.
- FIG. 5 again shows in a partially schematic form a drive system for a motor vehicle, which comprises an internal combustion engine BK, a hydrodynamic converter TC, a clutch device K and a transmission device G.
- the transmission device G is coupled to the internal combustion engine BK, including an absorber arrangement T.
- the absorber arrangement T is located in an intermediate area between the internal combustion engine BK and the transmission device G and is coupled to a power input GE of the transmission device G.
- the coupling device K, the damper arrangement T and the converter TC are combined to form a module.
- the drive system comprises a control device C via which the internal combustion engine BK is controlled here in accordance with performance requirements. In the arrangement shown here, the control device C also controls the transmission G and the clutch K, possibly with the inclusion of further electrical and possibly electromechanical components (not shown).
- the transmission device G further comprises a power output GA.
- the transmission device G is preferably a manual transmission, a transmission with a continuously variable transmission ratio, or a combination transmission with switchable stages and a e.g. system section provided for the lower speed range with continuously variable transmission ratio.
- the power that can be tapped from the power output GA is branched via an axle differential gear AD to wheel drive shafts DL, DR.
- the converter TC comprises a pump wheel TS and a rotor ER, which forms the turbine wheel of the converter TC, for delivering a drive torque to the power input GE of the transmission device G in accordance with the relative speed between the pump wheel TS and the rotor ES.
- the converter TC is used to transmit a starting torque, it is arranged kinematically parallel to the clutch K and is bridged when the clutch K is reached when a certain operating state is reached.
- the absorber arrangement T is arranged coaxially to the axis of rotation X of the transmission input shaft GE and serves to reduce the degree of non-uniformity of the drive rotary motion of the internal combustion engine BK introduced into the power input GE of the transmission device G.
- the damper arrangement T comprises a first carrier part T1, a second carrier part T2, a plurality of damper masses TM which follow in the circumferential direction and a coupling mechanism KM for displacing the damper masses TM, in particular in a plane radial to the central axis X in accordance with the force systems which are in the Frame of the relative rotation of the carrier parts T1, T2 to each other and the displacement of the damper masses TM.
- the drive arrangement according to the invention is characterized in that the rotor ER of the converter TC is connected to the second carrier part T2, the so-called free carrier part of the absorber device T, and thus increases its moment of inertia.
- the second carrier part T2 lies on the side of the coupling mechanism KM facing away from the transmission input GE and can be pivoted relative to the transmission input GE by shifting the absorber masses TM.
- the drive torque of the rotor ER is thus coupled into the second carrier part T2 and guided into the first carrier part T1 via the coupling mechanism KM. Only via this first carrier part T1 does the drive torque of the rotor ER then reach the carrier hub T1A and the transmission input GE.
- the rotor ER of the converter TC can thus be pivoted slightly via the damper arrangement T relative to the transmission input GE in accordance with the coupling mechanism KM.
- That rotor ER has a section or a support structure which is axially, i.e. is attached to the second carrier part T2 from the side and is connected to the second carrier part T2, in particular riveted, clawed, caulked and / or welded by rivets 9.
- the rotor ER is attached to the side of the second carrier part T2 and the pump wheel TS and a pot structure TC1 supporting this grip the clutch K and the damper arrangement T on the outside and hold the enclosed components together to form an assembly.
- the first carrier part T1 is connected to the transmission input shaft GE in cooperation with a carrier hub T1A. While the carrier hub T1A engages torsion-proof in an external toothing GEZ via an internal toothing T1Z, the first carrier part T1 can still be pivoted to a limited extent and is supported on the carrier hub T1A in the circumferential direction, supported by springs.
- the rotatability of the first carrier part T1 with respect to the carrier hub T1A is also preferably narrowly limited to, for example, +/- 8 °.
- the carrier hub T1A comprises a bushing section 2 and a radial flange 3. The bushing section 2 is provided on the inside with the internal toothing T1Z.
- the first carrier part T1 also carries a clutch plate carrier KL1.
- This is manufactured as a sheet metal part, in particular as a deep-drawn part, and is connected to the first support part T1, in particular riveted via rivets 1.
- the clutch disc carrier KL1 forms a hub section 4 which, in interaction with an inner section 5 of the first carrier part T1, delimits an annular disk space 6 in which the radial flange 3 of the carrier hub T1A is seated.
- a seat section 7 is formed by a circumferential step, on which the second carrier part T2 is seated and is guided to be pivotable to a limited extent.
- the second carrier part T2 is axially secured on this seat section 7; this is accomplished here by a spring ring 8 which sits in a circumferential groove of the seat section 7.
- the coupling mechanism KM couples the first carrier part T1, the damper masses TM and the second carrier part T2 in such a way that the damper masses TM shift when the two carrier parts T1, T2 are rotated relative to one another.
- the coupling mechanism TM is formed here including the carrier parts T1, T2 and the damper masses TM, as well as roller guide pins KM1.
- the coupling mechanism KM is designed in such a way that the damper masses TM are articulated on the first carrier part T1 and the respective roller guide pin KM1 either sits on the second carrier part T2 and engages in a curved path which is formed in the damper masses TM or in the respective damper mass TM sits and engages in a curved path which is formed in the second carrier part T2.
- the coupling mechanism TM is in particular designed in such a way that all damper masses TM have the same displacements in radial and possibly in their respective angular segment with respect to the circumferential axis X perform in the circumferential direction.
- the damper masses TM are preferably positively synchronized via the coupling mechanism KM. This makes it possible to eliminate gravitational excitations at low speeds.
- the displacement characteristic of the damper masses TM as part of the relative rotation of the carrier parts T1, T2 with respect to one another is preferably coordinated by the internal combustion engine BK taking into account the excitations to be expected and to be at least largely compensated for by the damper arrangement T.
- the coupling mechanism KM can be designed so that it provides asymmetrical compensation characteristics for positive overshoots of the angular velocity of the transmission input shaft GE and for negative overshoots.
- the coupling mechanism KM can comprise, for example, a curve structure and / or an articulated structure which is designed such that a displacement of the damper masses TM radially outwards occurs when the acceleration is temporary, and that there is a displacement of the damper masses when the angular velocity is temporarily delayed TM results radially inwards, the damper masses TM being coupled movably, in particular pivotably, to the first carrier part T1 and / or the second carrier part T2.
- the coupling mechanism KM furthermore comprises a spring mechanism S, this spring mechanism S being designed in such a way that it generates restoring forces which force the damper masses TM into a starting position, in particular a central position.
- the spring mechanism S can be designed in such a way that it takes over several functions, so it can cause the first carrier part T1 to be suspended relative to the carrier hub T1A, a central positioning of the damper masses TM and also an end position limitation which gives the two carrier parts T in a resilient manner 1, T2 limited to each other.
- the spring mechanism S can be designed in such a way that it comprises damper springs S1, S2 which are aligned in the circumferential direction and are slightly curved around the circumferential axis X, and are otherwise cylindrically wound.
- the damper arrangement T is preferably matched to a main excitation frequency of the internal combustion engine BK.
- the damper arrangement according to the invention preferably forms a ring pendulum absorber which functions as a speed-adaptive torsional vibration damper.
- the damper masses TM are carried along in the circumferential direction via their mounting on the second carrier part T2 and can be displaced to a limited extent in the radial direction. The displacement in the radial direction takes place via a guide mechanism KM1.
- the drive torque applied to the rotor ER of the converter TC is coupled into the damper arrangement T via the “free” support part, which can be pivoted to a limited extent to the transmission input shaft GE, and only reaches the first support part T1 via the coupling mechanism KM.
- the second carrier part T2 thus forms the input interface of the drive arrangement for that on the rotor ES, i.e. Torque applied to the turbine wheel of the converter TC.
- the spring device S provided here both in the upper representation of the internal structure of the damper assembly and in the lower abstracted representation has a multiple function here, as already mentioned, it forms part of the resetting mechanism of the damper arrangement T and also part of a further spring mechanism for the torque-flexible coupling of the hub part T1A to the first carrier part T1. For this reason, it is shown in the abstracted representation at two different system locations.
- FIG. 6 shows a simplified section of a damper arrangement according to the invention, to illustrate the free range of vibration of the system in combustion mode with the clutch closed.
- This free vibration range of the second carrier part T2 compared to the first carrier part T1 is overcome when a drive torque is applied to the rotor ER, ie with an electric machine drive or with a drive via the converter.
- the end positions of the two support parts T1 are avoided , T2 damped to each other by means of energy stores S and / or dampers.
- the centrifugal mass of the absorber masses TM also contributes to the accelerated ring mass of the second carrier part and of the rotor ER coupled to the output, ie the first carrier, as the speed increases. intercept part T1.
- the damper mass TM which forms a centrifugal mass, generates a counter-torque that additionally protects the system from striking in the end positions in e-machine or converter operation.
- the end position damping can be achieved in particular via compression springs S2 or also via arc springs, series connections of spring systems, parallel connections of spring systems, by means of elastomer dampers and / or also friction systems, ie friction devices with corresponding, preferably progressive, characteristics ,
- FIG. 7 schematically shows the structure of a further absorber arrangement in which the second carrier part T2 is forced into a central position with respect to the first carrier part T1 via an energy storage device S designed here as a spring device S1.
- the free vibration range is explained here in the same way as with regard to FIG. 6, limited by end position damping, which can be realized, in particular, as shown by spring elements S2 or other energy storage devices.
- both spring elements S1, S2 contribute as parallel energy stores to the end position damping.
- the spring device shown here can take on an additional function in that it is also used for the elastic coupling of the first carrier part T1 to the gear shaft GE. Then the spring device shown can then flexibly support the first carrier part T1 on the absorber hub part T1A in the circumferential direction.
- the damper arrangement according to the invention is preferably realized by producing the two support parts T1, T2 as axially profiled sheet metal parts.
- the pockets and holding geometries provided for accommodating the energy storage devices, for example the springs, can be formed on these sheet metal formed parts. be formed.
- structures of the coupling mechanism KM are preferably realized by the two support parts T1, T2 in interaction with the damper masses TM.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Operated Clutches (AREA)
- Arrangement Of Transmissions (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102018119285.1A DE102018119285A1 (de) | 2018-08-08 | 2018-08-08 | Antriebssystem mit darin vorgesehener Tilgeranordnung |
PCT/DE2019/100672 WO2020030215A1 (de) | 2018-08-08 | 2019-07-22 | Antriebssystem mit darin vorgesehener tilgeranordnung |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3833888A1 true EP3833888A1 (de) | 2021-06-16 |
Family
ID=67543974
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19749580.7A Withdrawn EP3833888A1 (de) | 2018-08-08 | 2019-07-22 | Antriebssystem mit darin vorgesehener tilgeranordnung |
Country Status (5)
Country | Link |
---|---|
US (1) | US20210277976A1 (de) |
EP (1) | EP3833888A1 (de) |
CN (1) | CN112424502B (de) |
DE (2) | DE102018119285A1 (de) |
WO (1) | WO2020030215A1 (de) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102020005965A1 (de) | 2020-09-30 | 2022-03-31 | Daimler Ag | Kurbelwellenfester E-Maschinen-Rotor mit integriertem Fliehkraftpendel |
DE102021123682A1 (de) | 2021-01-26 | 2022-07-28 | Schaeffler Technologies AG & Co. KG | Drehmomentübertragungseinrichtung mit einem Rotorträger |
DE102021115521B3 (de) | 2021-06-16 | 2022-09-29 | Schaeffler Technologies AG & Co. KG | Drehmomentübertagungseinrichtung und Antriebsstrang für ein Kraftfahrzeug |
Family Cites Families (20)
Publication number | Priority date | Publication date | Assignee | Title |
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DE3528987A1 (de) * | 1985-08-13 | 1987-02-26 | Fichtel & Sachs Ag | Drehschwingungsdaempfer fuer den antriebsdrehmomentweg eines kraftfahrzeugs |
DE4420934B4 (de) * | 1993-06-19 | 2004-11-04 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Drehmomentübertragungseinrichtung |
DE4323601A1 (de) * | 1993-07-09 | 1995-01-12 | Mannesmann Ag | Antriebsanordnung für ein Hybridfahrzeug |
GB9505750D0 (en) * | 1995-03-21 | 1995-05-10 | Automotive Products Plc | A twin mass flywheel friction damping device |
DE19627764A1 (de) * | 1996-07-10 | 1998-01-15 | Mannesmann Sachs Ag | Torsionsschwingungsdämpfer |
DE19702666C1 (de) * | 1997-01-25 | 1998-05-28 | Mannesmann Sachs Ag | Torsionsschwingungsdämpfer mit einer Koppelvorrichtung |
DE19713132A1 (de) * | 1997-03-27 | 1998-10-01 | Mannesmann Sachs Ag | Torsionsschwingungsdämpfer |
DE19808729C2 (de) * | 1998-03-02 | 2000-01-27 | Mannesmann Sachs Ag | Drehschwingungsdämpfer |
JP4124730B2 (ja) * | 2001-08-24 | 2008-07-23 | ルーク ラメレン ウント クツプルングスバウ ベタイリグングス コマンディートゲゼルシャフト | 振動を緩衝するための制御装置を有したパワートレイン |
DE102009002481B4 (de) * | 2008-12-10 | 2022-06-02 | Zf Friedrichshafen Ag | Antriebssystem mit Drehmomentübertragungsanordnung und hydrodynamische Kopplungsanordnung |
US8435123B2 (en) * | 2010-02-05 | 2013-05-07 | GM Global Technology Operations LLC | Vibration absorber |
CN103596789B (zh) * | 2011-04-04 | 2016-10-26 | 舍弗勒技术股份两合公司 | 用于传递转矩的装置 |
DE102013213422B4 (de) * | 2012-07-10 | 2023-01-12 | Schaeffler Technologies AG & Co. KG | Drehmomentkupplung für Hybridantriebe |
DE102014213608A1 (de) * | 2013-07-26 | 2015-01-29 | Schaeffler Technologies Gmbh & Co. Kg | Turbinen-Torsionsschwingungsdämpfer sowie Wandler und Drehmomentübertragungseinrichtung |
EP2899426A1 (de) * | 2014-01-22 | 2015-07-29 | Schaeffler Technologies AG & Co. KG | Drehschwingungsdämpfer |
CN106415056B (zh) * | 2014-05-16 | 2019-08-06 | 舍弗勒技术股份两合公司 | 用于混合动力车辆的转矩传递设备 |
DE102014213170A1 (de) * | 2014-07-07 | 2016-01-07 | Schaeffler Technologies AG & Co. KG | Drehmomentübertragungseinrichtung und Antriebsstrang |
US9797494B2 (en) * | 2014-10-09 | 2017-10-24 | Valeo Embrayages | Hydrokinetic torque coupling device with turbine-piston lock-up clutch and epicyclic gearing |
DE102016217220A1 (de) | 2016-09-09 | 2018-03-15 | Schaeffler Technologies AG & Co. KG | Hybridmodul |
DE102016124438A1 (de) * | 2016-12-15 | 2018-06-21 | Schaeffler Technologies AG & Co. KG | Fliehkraftpendeleinrichtung |
-
2018
- 2018-08-08 DE DE102018119285.1A patent/DE102018119285A1/de not_active Withdrawn
-
2019
- 2019-07-22 WO PCT/DE2019/100672 patent/WO2020030215A1/de unknown
- 2019-07-22 US US17/261,772 patent/US20210277976A1/en not_active Abandoned
- 2019-07-22 DE DE112019003938.5T patent/DE112019003938A5/de not_active Withdrawn
- 2019-07-22 EP EP19749580.7A patent/EP3833888A1/de not_active Withdrawn
- 2019-07-22 CN CN201980047439.0A patent/CN112424502B/zh not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
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CN112424502B (zh) | 2022-09-13 |
WO2020030215A1 (de) | 2020-02-13 |
CN112424502A (zh) | 2021-02-26 |
US20210277976A1 (en) | 2021-09-09 |
DE112019003938A5 (de) | 2021-05-06 |
DE102018119285A1 (de) | 2020-02-13 |
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