KR20080024884A - Multi mode type torsion damper system - Google Patents

Abstract

A multi mode torsion damper system is provided to control vibrations of various frequency bands by controlling stiffness variably between inner and outer masses by a spring. A multi mode torsion damper system comprises a torsion damper(10), outer and inner mass actuators(21a,21b,21c,21d), a spring(26), an engine rpm sensor, a vibration sensor, a hydraulic pressure supplying part, and an ECU(Electronic Control Unit). The torsion damper is formed with paths(13) along the circumference thereof. The outer and inner mass actuators are fixed at the outer and inner masses respectively. The spring, installed between the outer and inner mass actuators, adjusts the stiffness by controlling the length by operation of each actuator. The hydraulic pressure supplying part supplies oil through oil lines(24,25). The ECU outputs a control signal based on signals of the engine rpm sensor and the vibration sensor, controls the operation of the actuator by controlling the hydraulic pressure supplied to each actuator, controls the length of the spring, and adjusts the stiffness.

Description

Multi mode type torsion damper system

1 is a cross-sectional view showing a conventional torsion damper integrally mounted to a flywheel;

2 is a cross-sectional view showing a multi-mode torsion damper according to the present invention;

3 is a cross-sectional view of a state in which the vibration mode of the multi-mode torsion damper according to the present invention is changed,

Figure 4 is a schematic diagram showing a connection state of the actuator and the spring in the multi-mode torsion damper according to the present invention,

5 is an overall configuration diagram of a multi-mode torsion damper device according to the present invention,

6 is a cross-sectional view illustrating a path in which the hydraulic pressure is supplied to each actuator by the hydraulic supply unit in the multi-mode torsion damper device according to the present invention;

7 is a flow chart showing the operation of the torsion damper device according to the present invention,

8 and 9 is a test result showing the working effect according to the present invention.

<Explanation of symbols for the main parts of the drawings>

10 damper 11 external mass

11a: groove 11b: fixed jaw

12: internal mass 12a: groove

12b: fixed jaw 12c: slot

13: passage 21a, 21c: external mass actuator

21b, 21d: Internal mass actuator 22: Cylinder

23: piston 24, 25: oil line

26: spring 31: engine speed sensor

32: vibration sensor 33: ECU

35: hydraulic supply unit

The present invention relates to a multi-mode torsion damper device, and more particularly, an actuator and a spring for adjusting stiffness are installed in the torsion damper, so that the ECU is supplied to the actuator according to the engine speed and vibration state when the vehicle is driven. By controlling the hydraulic pressure using map data, it is possible to control the operation of the actuator to the optimum state according to the situation, and finally to control the vibration mode of the stiffness and torsion damper in the required mode in real time, thereby providing more efficient and optimal vibration control. In particular, the present invention relates to a torsion damper device capable of operating in various modes that can control vibrations of various frequency bands by varying stiffness between the outer mass and the inner mass.

In general, vibration generated in the crank system of the engine is mainly caused by bending vibration, tensile-compression vibration, and torsional vibration.

In particular, the crankshaft generates a torsional vibration because a periodic rotational force is applied, and the torsional vibration increases as the rotational force of the crankshaft of each cylinder increases, the longer the length of the crankshaft, or the smaller the rigidity.

The torsional vibration causes the crankshaft to rotate at any number of revolutions, causing natural vibrations and resonances of the shaft itself, and in particular, severe vibrations not only reduce the riding comfort but also damage the timing gear and the crankshaft.

In addition, the torsional vibration appears in the order of the components (order), and the amplitude is different depending on the position of the crankshaft has a lot of association with the bearing and the engine output.

This attenuation of the torsional vibration generally attenuates the 0.5th order vibration (vibration generated when the frequency range is about half of the engine RPM) using the flywheel, but the higher order torsional vibration of the crank system is due to the mass effect of the flywheel. It is difficult to attenuate.

For this reason, a damper pulley in which a torsional vibration damper (TVD) such as a torsional vibration damper (TVD) as shown in FIG. .

The torsional vibration damper 1 is integrated between a hub 2 mounted on one end of the crankshaft and a ring (mass body) 4 via a rubber ring (damper) 3 made of a special rubber material. Vibration generated in the crankshaft is attenuated through the dynamic damaping effect using the stiffness of the rubber ring 3.

For example, the ring 4 rotates integrally with the crankshaft when the crankshaft is maintained at a constant rotational speed, but the ring 4 does not change even when the crankshaft generates a torsional vibration (positive or negative large acceleration in the direction of rotation). Since the inertia force is to maintain a constant rotational speed as it is, the rubber ring 3 interposed in the middle is deformed and thereby attenuate.

On the other hand, as the damper, a single mode, a single mass, a single mode, a dual mode, and a dual mass damper are mainly used.

However, in the prior art, the single mass, single mode damper is simple in structure but exhibits vibration characteristics that do not control the vibration order of some bands, and the dual mass and dual modes are complicated in structure and heavy in weight.

Accordingly, there is an urgent need to develop a damper mechanism that is simple in structure and capable of operating in various modes capable of controlling vibration orders of various frequency bands.

Accordingly, the present invention has been invented in view of the above, and is provided with an actuator and a spring for adjusting the stiffness in the torsion damper, so that the ECU is supplied to the actuator according to the engine speed and vibration state when the vehicle is running. By controlling the hydraulic pressure using map data, it is possible to control the operation of the actuator to the optimum state according to the situation, and finally to control the vibration mode of the stiffness and torsion damper in the required mode in real time, thereby providing more efficient and optimal vibration control. In particular, it is an object of the present invention to provide a torsional damper device that can be operated in various modes capable of controlling vibrations of various frequency bands by varying stiffness variously between an external mass and an internal mass.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

In order to achieve the above object, the present invention provides a torsional damper comprising: an outer mass and an inner mass separated from each other; and a passage is formed along the circumference of the mutual joint surface between the outer mass and the inner mass; An hydraulically operated actuator comprising: an external mass actuator fixed to an external mass and an internal mass actuator fixed to an internal mass in the passage; A spring installed along the passage, the spring being installed between the external mass actuator and the internal mass actuator, the stiffness being adjusted by adjusting the length by operation of each actuator; An engine speed sensor for detecting an engine speed; A vibration sensor installed in the engine; A hydraulic supply unit supplying an operation oil for operating the respective actuators through an oil line; By outputting a control signal for controlling the operation of the hydraulic pressure supply unit based on the signals of the engine speed sensor and the vibration sensor, by controlling the hydraulic pressure supplied to each actuator to control the operation of the actuator, the length adjustment of the spring and It provides a multi-mode torsion damper device comprising a; ECU to be adjusted according to the stiffness.

Here, each of the actuator is configured to protrude / insert the piston of both ends of the cylinder as the operating oil is supplied / discharged into the cylinder through the oil line, and the external mass actuator and the internal mass actuator Since the spring is mounted between the piston, it is possible to adjust the length of the spring according to the forward and backward motion of the piston.

Particularly, the external mass actuator is fixed by inserting a cylinder between two fixed jaws formed to protrude on the inner surface of the passage of the external mass, and the internal mass actuator is formed between two fixed jaws protruding on the inner surface of the passage of the internal mass. It is characterized in that the cylinder is fixed to the fitting.

In addition, a total of four actuators are installed at intervals of 90 ° in a passage formed by an inner mass and an outer mass, and two outer mass actuators are disposed at 180 ° intervals, and two inner mass actuators are disposed at 180 ° intervals, respectively. It characterized in that it comprises four springs installed between the mass actuator and the internal mass actuator.

In addition, an oil line is connected from the oil supply part to a damper center part, and each oil line branched from the oil line part of the damper center part and passing through the inner mass is connected to each actuator for oil supply, and connected to the external mass actuator. The oil line is characterized in that connected through the slot formed in the inner mass.

In addition, the ECU receives signals from the engine speed sensor and the vibration sensor and compares the frequency and vibration phase of the current engine speed band with previously stored map data to determine whether the vibration mode of the current torsion damper according to the actuator state is safe. Or, it is determined whether it is inappropriate, and if it is determined that the inappropriate mode is characterized by outputting a control signal for controlling the hydraulic pressure supplied by the hydraulic supply unit in accordance with the calculation result.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

2 is a cross-sectional view illustrating a multi-mode torsion damper according to the present invention, FIG. 3 is a cross-sectional view of a state in which the vibration mode of the multi-mode torsion damper according to the present invention is changed, and FIG. 4 is according to the present invention. Schematic diagram showing the connection between the actuator and the spring in the multi-mode torsion damper.

In addition, Figure 5 is an overall configuration of the multi-mode torsion damper device according to the present invention, Figure 6 illustrates a path in which the hydraulic pressure is supplied to each actuator by the hydraulic supply unit in the multi-mode torsion damper device according to the present invention 7 is a cross-sectional view, and is a flowchart illustrating an operation process of a torsion damper device according to the present invention.

First, FIGS. 2 and 3 illustrate an internal structure of the torsion damper integrally mounted to the flywheel as an example, which is a cross-sectional view taken in the same direction as the line 'AA' of FIG. 1 in the torsion damper of the present invention. .

As shown, the torsion damper device of the present invention is a device for reducing the torsional vibration of the crank system and the rotation system, which includes a torsion damper 10, the torsion damper 10 is a ring which is an external mass 11 The basic configuration of the hub, which is the mass body and the internal mass 12, is the same, but instead of the conventional rubber ring interposed between the hub and the ring, a plurality of hydraulic actuators 21a to 21d and a spring 26 are installed. do.

The ring that is the outer mass 11 and the hub that is the inner mass 12 are separated and constituted independently by lubrication, and the joint surface between the outer mass 11 and the inner mass 12 (in the case of the outer mass, the inner peripheral surface) Grooves 11a and 12a are formed along the circumference of the circumference, respectively, and the external mass 11 and the internal mass 12 are formed by the grooves 11a and 12a of the two joint surfaces. ) Is formed along the periphery of the inner mass 12, an enclosed long passage (combined grooves on both sides) 13 is formed.

In the passage 13, the external mass actuators 21a and 21c fixedly coupled to the external mass (ring) 11 and the internal mass actuators 21b and 21d fixedly coupled to the internal mass (hub) 12. Wherein each of the actuator (21a ~ 21d) as the operating oil is supplied to / discharged into the cylinder 22, the piston 23 is a hydraulic actuating actuator to protrude / insert operation by moving forward and backward at both ends of the cylinder Used.

A plurality of external mass actuators 21a and 21c and a plurality of internal mass actuators 21b and 21d are respectively provided, and each external mass actuator 21a and 21c is an external mass (ring) as shown in FIGS. 1 and 2. The cylinder is sandwiched between two fixing jaws (11b) formed to protrude on the inner surface of the groove (path) (11a) of the 11, so that the cylinder is fixed without moving between the two fixing jaws (11b) It is.

Each of the internal mass actuators 21b and 21d is fitted with a cylinder between two fixing jaws 12b formed so as to protrude into the inner surface of the groove (path) 12a of the internal mass (hub) 12. Is fixed without moving between the two fixing jaw (12b).

Referring to the illustrated embodiment, a total of four actuators 21a to 21d are provided at intervals of 90 ° in a passage (! 3) formed by the inner mass 12 and the outer mass 11, and the two outer The mass actuators 21a and 21c are provided at intervals of 180 degrees, and the two internal mass actuators 21b and 21d are disposed at intervals of 180 degrees.

At this time, two external mass actuators 21a and 21c are disposed on both sides of the internal mass actuators 21b and 21d, and between the internal mass actuators 21b and 21d and the external mass actuators 21a and 21c, respectively. A spring 26 is mounted along the passage 13, and a total of four springs 26 are mounted.

On the other hand, the oil line (24) from the oil supply section 35 to the cylinder 22 of each actuator to be described later so that the oil forming the hydraulic pressure into the cylinder 22 of the actuator (21a ~ 21d) can enter and exit 25) is installed connected.

That is, as shown in Figures 2, 3, 6, the oil supplied from the oil supply unit 35 is supplied along the oil line connected to the center of the damper 10 through the crank shaft 5 in the oil supply unit, The oil supplied in this way is branched from the oil line at the center of the damper to be supplied to the cylinders 22 of the actuators 21a to 21d along the oil lines 24 and 25 passing through the internal mass 12.

Reference numeral 12c denotes a slot through which the oil line 24 passes through the internal mass 12. The internal mass 12 passes through the slot 12c while the internal mass 12 rotates, and the external mass actuators 21a and 21c. The oil line 24 connected by) is allowed to flow along the slot in the slot 12.

On the other hand, in the torsion damper device according to the present invention by using the actuator (21a ~ 21d) as described above while controlling the length of the spring 26 for each engine speed band by changing the stiffness (change the natural frequency) torsion damper (10) is designed to effectively attenuate torsional vibration.

Therefore, the actuators 21a to 21d are operated while controlling according to the situation, so that the components for changing the vibration mode of the torsion damper 10 to the optimum mode in real time, the engine for detecting the rotational speed of the engine first And a rotation speed sensor 31.

The engine speed sensor 31 may use a conventionally mounted crank position sensor (CPS).

In addition, the present invention includes a vibration sensor 32 installed in the engine bar, which can be implemented as an acceleration sensor installed at one side of the engine, such as a cylinder head, where vibration is most generated inside the engine.

In addition, the present invention includes a hydraulic supply unit 35 for supplying oil for operating the respective actuators 21a to 21d through the oil lines 24 and 25, and the hydraulic supply unit 35 generates hydraulic pressure. As a device for supplying the power supply, it may be a power booster of a brake / clutch system that is conventionally mounted on a vehicle, and may be, for example, a hydraulic system of an ABS system.

On the other hand, the electronic control unit for controlling the hydraulic pressure supplied to each of the actuators (21a to 21d) by controlling the driving of the hydraulic supply unit 35 based on the signals of the engine speed sensor 31 and the vibration sensor 32 (hereinafter referred to as 33).

As shown in FIG. 7, the ECU 33 receives signals from the engine speed sensor 31 and the vibration sensor 32 to compare the frequency and vibration phase of the current engine speed band with previously stored map data. It is determined whether the vibration mode of the current torsion damper 10 according to the actuator state is safe or inappropriate, and if it is determined to be inappropriate, the optimum mode is calculated and supplied by the hydraulic supply unit (power supply device) 35 according to the calculation result. Outputs a control signal for controlling oil pressure.

As the operation of the hydraulic supply unit 35 is controlled according to the control signal output as described above, the control of the hydraulic pressure supplied to each of the actuators 21a to 21d is made, and each actuator is operated according to the controlled hydraulic pressure.

Of course, the data obtained through the preceding analysis and test should be stored in advance in the form of map data in the ECU 33, and the optimum frequency and vibration phase data for the engine speed band are obtained and stored.

In the torsion damper 10 of the present invention, each actuator 21a to 21d operates according to the controlled hydraulic pressure so that the position of each piston 23 is changed while the length of the spring 26 is changed, and the stiffness (spring stiffness) k The value can be adjusted, and thus the vibration mode of the torsion damper 10 can be adjusted.

That is, as shown in FIG. 4, a spring is provided between each of the external mass actuators 21a and 21c fixed to the external mass 11 and each of the internal mass actuators 21b and 21d fixed to the internal mass 12. Since the 26 is connected, the length of the spring 26 can be increased or shortened when the position of the piston 23 is changed in the actuators on both sides, and thus the hydraulic control and actuator supplied to the actuators 21a to 21d. If the operation of the engine is properly controlled according to the engine speed and vibration state, the length of the spring 26 is adjusted while the position of the piston 23 is properly controlled, and also the optimum state where the stiffness of the spring 26 is required. As a result, the torsion damper 10 can be operated in an optimal vibration mode.

In the control of the spring stiffness according to the operation control of the actuators 21a to 21d, when the piston 23 of both actuators 21a to 21d protrudes compared to the previous state and the length of the spring 26 is reduced, the stiffness is increased. Therefore, the stiffness decreases when the length of the spring is increased by inserting the piston compared to the previous state.

As a result, in the torsion damper device of the present invention, the ECU controls the hydraulic pressure supplied to the actuator according to the engine rotation speed and vibration state by using map data to control the operation of the actuator to an optimal state according to the situation, and eventually stiffness. By controlling the real-time control of the vibration mode of the torsion damper to the required optimal mode, more efficient and optimal vibration control is possible.

Meanwhile, FIG. 8 and FIG. 9 are test result diagrams showing the effect of the present invention. Referring to FIG. 8, it is understood that the torsional vibration analysis result can be avoided by intelligent control of the peak of the engine speed (PRM) band. Can be.

9, the 4.5th, 5.0th, 7.0th, and 8.0th components do not satisfy the design criteria of 0.15 ° in the Rated RPM region when the damper of the present invention is not installed. Particularly, the 4.5th component is 5300 RPM. It can be seen that it has a maximum value of 0.434 °.

As described above, according to the present invention, the ECU controls the hydraulic pressure supplied to the actuator according to the engine speed and vibration state by using the map data to control the operation of the actuator to the optimum state according to the situation, As a result, by controlling the stiffness and real-time control of the vibration mode of the torsion damper to the required optimum mode, more efficient and optimal vibration control is possible. In particular, the torsion damper of the present invention is provided between the external mass and the internal mass. The stiffness can be adjusted in various ways, allowing operation in various modes to control vibrations of various frequency bands.

Claims (6)

A torsion damper in which an outer mass and an inner mass are separated from each other, and a passage is formed between the outer mass and the inner mass along the circumference of the mutual joint surface; An hydraulically operated actuator comprising: an external mass actuator fixed to an external mass and an internal mass actuator fixed to an internal mass in the passage; A spring installed along the passage, the spring being installed between the external mass actuator and the internal mass actuator, the stiffness being adjusted by adjusting the length by operation of each actuator; An engine speed sensor for detecting an engine speed; A vibration sensor installed in the engine; A hydraulic supply unit supplying an operation oil for operating the respective actuators through an oil line; By outputting a control signal for controlling the operation of the hydraulic pressure supply unit based on the signals of the engine speed sensor and the vibration sensor, by controlling the hydraulic pressure supplied to each actuator to control the operation of the actuator, the length adjustment of the spring and An ECU for adjusting the stiffness accordingly; Multi-mode torsion damper device comprising a. The actuator of claim 1, wherein each of the actuators has a configuration in which the pistons at both ends of the cylinder move forward and backward to protrude / insert as the operating oil is supplied / extracted into the cylinder through the oil line. Multi-mode torsion damper device, characterized in that the length of the spring can be adjusted according to the forward and backward movement of the piston by mounting the spring between the piston of the mass actuator. The method of claim 1, wherein the outer mass actuator is fixed by the cylinder is sandwiched between the two fixing jaw formed to protrude on the inner surface of the passage of the outer mass, the inner mass actuator is formed to protrude on the inner surface of the passage of the inner mass Multi-mode type torsion damper device, characterized in that the cylinder is fixed between the fixing jaw. The method of claim 1, wherein a total of four actuators are installed at intervals of 90 ° in a passage formed by the inner mass and the outer mass, and two outer mass actuators are disposed at 180 ° intervals, and the two inner mass actuators are disposed at 180 ° intervals, respectively. And four springs disposed between the external mass actuator and the internal mass actuator. The method according to claim 1, An oil line is connected from the oil supply part to the damper center part, and each oil line branched from the oil line part of the damper center part and passing through the inner mass is connected to each actuator for oil supply, and is connected to the external mass actuator. A line is a multi-mode torsion damper device, characterized in that connected through the slot formed in the inner mass. The method according to claim 1, The ECU receives the signals of the engine speed sensor and the vibration sensor and compares the frequencies and vibration phases of the current engine speed band with pre-stored map data to determine whether the vibration mode of the current torsion damper according to the actuator state is safe or not. The multi-mode torsion damper device, characterized in that for determining the improper, and if it is determined that the inappropriate mode is calculated by outputting a control signal for controlling the hydraulic pressure supplied by the hydraulic supply unit in accordance with the calculation result.

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