WO2004083676A1

WO2004083676A1 - Two-mass oscillating wheel with two serially mounted torsion dampers

Info

Publication number: WO2004083676A1
Application number: PCT/EP2004/002739
Authority: WO
Inventors: Franz Kosik; Franz Moser
Original assignee: Daimlerchrysler Ag
Priority date: 2003-03-21
Filing date: 2004-03-17
Publication date: 2004-09-30
Also published as: DE10312785A1

Abstract

The invention relates to a two-mass oscillating wheel. Known two-mass oscillating wheels are limited with regard to the degree of decoupling first and foremost for high-torque internal coupling engines with high uniformity of rotation. According to the invention, the two-mass oscillating wheel is provided with a set of planetary gears (67), whereby the internal gear thereof (65) is rotationally fixed to the primary mass (14d) and whose web (63) is rotationally fixed to the output side of a torsion damper (17d). The sunwheel (66) is rotationally fixed as an output member to input side of a second, downstream torsion damper (18d). The relative displacement of the torsion damper (17d) is transmitted to the second torsion damper (18d) by the set of planetary gears (67) with multiplication, resulting in a more flexible embodiment and improved decoupling of the two-mass oscillating wheel. The two-mass oscillating wheel can be used in the drive train of a motor vehicle.

Description

Dual mass flywheel with two connected in series

Torsiσnsdämpfern

The invention relates to a dual-mass flywheel according to the preamble of claim 1.

Two-mass flywheels for a drive train of a motor vehicle are known which have a primary mass arranged on the drive side and a secondary mass arranged on the output side. The primary mass and the secondary mass are rotatably arranged relative to one another. A torsion damper is temporarily stored in the power flow between the primary mass and secondary mass. According to an alternative embodiment, two torsion dampers connected in series are used, one torsion damper extending radially inside the other torsion damper, cf. z. B. DE 100 10 953 AI, DE 199 12 968 AI.

From the document DE 100 05 966 AI it is known to arrange two torsion dampers in a parallel connection axially one behind the other.

The object of the present invention is to propose a dual-mass flywheel which ensures good dynamic decoupling of the primary side and secondary side, taking into account the installation conditions.

The object on which the invention is based is achieved by the features of patent claim 1. According to a proposal of the invention, a gear stage is interposed in the power flow between the primary mass and the secondary mass. This allows the kinetic and kinematic relationships of the dual-mass flywheel can be advantageously changed, since in addition to the dimensioning of the torsion dampers, the inertial masses and any damping devices with the transmission, a further variable parameter is given in the dynamic design. By interposing the gear stage, an effective inertial mass is preferably increased or a stiffness of a torsion damper is reduced for a low tuning of the dual-mass flywheel, whereby a small dimensioning of the masses and / or avoiding blocking of the torsion dampers for large spring travel and / or a reduction of Friction effects due to centrifugal forces on the springs can be achieved.

In the present case, the gear stage is designed with a planetary gear set. The planetary gear set has a ring gear, at least one planet rotatably mounted in relation to a web and a sun. The planet can be designed as a one-stage planet or a two-stage turning set. The planetary gear set preferably rotates in the block if there is no relative shift of the primary mass with respect to the secondary mass. When the primary mass is shifted relative to the secondary mass, the planetary gear set translates the relative shift between an input side of a torsion damper and the output side of the torsion damper or another torsion damper. A torsion damper or the secondary side is then acted upon with the translated displacement generated in this way. The planetary gear set or the secondary side can be acted upon directly or with the interposition of a (further) gear stage. The use of the planetary gear set results in a particularly compact and effective design.

In the case of a preferred dual-mass flywheel, the planetary gear set increases relative rotations in the direction of the driven side of the dual-mass flywheel. The result of this is that if one is stiffly formed in front of the planetary gear set Arranged torsion damper this still acts soft due to the aforementioned translation, so that relatively stiff and / or short spring can also be used for a low tuning of the dual mass flywheel.

According to a further embodiment of the dual mass flywheel, the at least one planet is arranged in a chamber which is filled with a viscous medium. With a relative movement of the planet with respect to the web or with respect to the sun and / or ring gear, the planet must displace the viscous medium. In this way, a damping can be generated in a simple but very efficient manner, which is dependent in particular on the movement of the planet, the viscosity of the medium and / or the displacement cross section and, if necessary. the dimensioning of a bypass for the medium is dependent and no or few additional components are required to bring it about. With the use of a viscous medium there is a cheap, reliable and low-wear damping option.

The viscous medium is preferably displaced by an (axial) sealing gap between the planet and axially adjacent surfaces of the planet. Since the planet is arranged to be movable relative to neighboring components, the required sealing gap is present anyway, so that no or few additional components are required for this configuration.

Alternatively or additionally, according to a further development of the dual mass flywheel, the viscous medium is displaced by a bypass. This can establish a connection between adjacent chambers or between a chamber and an ambient space. By dimensioning the bypass, the damping behavior can be predefined in a simple manner. Another dual-mass flywheel according to the invention is characterized in that the bypass is variable. As a result, the damping effect can be changed during operation, for example by a control device or by self-adjustment, in particular as a function of speed or centrifugal force, which enables an improved dynamic design.

At least two torsion dampers connected in series are preferably arranged axially next to one another. This can take advantage of a u. U. free axial installation space can be created a compact arrangement. If all torsion dampers are arranged axially next to one another, radial installation space can be saved. In particular, the adjacent torsional dampers are arranged radially closely adjacent to a shaft or hub of the primary mass or the secondary mass. This has the consequence that centrifugal forces acting on the torsion damper, which lead, for example, to the same or increased contact forces on a counter surface due to a radial deflection of the springs, and thus u. U. cause unwanted frictional forces are reduced due to a reduced radial distance.

The design according to the invention is also advantageous if a dual-mass flywheel tuned with a low natural angular frequency is desired, which is operated primarily supercritically during operation. This can be achieved using soft torsion dampers. In this case, the centrifugal forces acting on the torsion dampers are particularly critical. In addition, the specification of a soft torsion damper requires large spring travel with unchanged or increased application moments. The soft torsion dampers and the required travel can be achieved particularly easily by using several torsion dampers connected in series and axially one behind the other! As a result of the compact radial size, additional components can be arranged radially on the outside or inside, for example components that are independent of the dual-mass flywheel, such as an electrical machine or other components of the dual-mass flywheel, such as another torsional damper, damping or friction elements or a speed-adaptive damper.

According to a further embodiment of the dual-mass flywheel, at least one further torsion damper is arranged radially on the inside and / or radially on the outside of the axially adjacent torsion dampers. The aforementioned torsion dampers are connected in series. In this way, a three- or multi-stage torsional damper can be formed in a simple manner and with optimal use of space. Such a three-stage torsion damper can in particular be designed to be particularly soft and with long spring travel. Due to the configuration according to the invention, low centrifugal forces act on the inner torsional damper, while increased centrifugal forces act on the radially outer torsional damper, which can be used advantageously. With a triangular arrangement of the torsion damper in half section, there is an improved use of installation space if the inner or outer torsion damper enters gaps formed between the axially adjacent torsion dampers, which results in particularly good packaging. For torsion dampers which are approximately circular in half cross-section, these can be arranged in accordance with a third ball lying on two adjacent balls.

A particularly compact design of the dual-mass flywheel is provided if at least one torsion damper is arranged radially on the inside of the primary mass, secondary mass and / or clutch disc. For the clutch disc, it is advantageous if the friction surfaces are arranged with large radial diameters, since this makes them large Coupling torques can be achieved. For the design of the primary mass or the secondary mass, the arrangement of the mass with large radii is also advantageous in order to achieve a high mass inertia. Accordingly, construction space which is free radially on the inside of friction surfaces or the mass can advantageously be used for the arrangement of a torsion damper, which results in a further improved packaging.

According to a development of the dual-mass flywheel, at least two torsion dampers are arranged radially closely adjacent to a shaft or hub of the primary mass or the secondary mass. Accordingly, the torsion dampers work with small effective radii, as a result of which they produce small moments with a soft behavior. The space available radially on the outside of the torsion dampers can be used for other purposes.

One possible use for the available installation space is the arrangement of an electrical machine. The electrical machine is preferably a starter generator or an electrical machine of a hybrid drive. If the electrical machine has a rotor and a stator, these can be used particularly effectively if the effective radius is large, since the yield of the torque generated by the electrical machine can be improved by increasing the effective radius. The "nesting" of the electrical machine and the torsion damper results in a particularly good use of installation space.

At least one torsion damper is preferably formed with at least one spiral spring. Here, for example, spiral springs according to the documents DE 195 34 897 Cl or DE 199 19 449 AI can be used. This is particularly advantageous in order to avoid influences of centrifugal forces acting on the torsion dampers, so that the spiral spring or is used for radially external ones Dampers. In addition, the spiral spring can be arranged in a chamber filled with a viscous medium and can displace the viscous medium when deformed, so that effective damping is achieved. If the spiral spring has a multilayer structure, a particularly effective damping corresponding to a "friction strip" can alternatively or additionally be used with a suitable choice / specification of a contact pressure between the layers. A targeted use of a friction effect between the coil spring and neighboring components is also conceivable.

A specially designed dual-mass flywheel has at least one torsion damper with a rolling element with variable preload that rolls between the input side of the torsion damper and the output side of the torsion damper. The preload is brought about by an elastically deformed preload body and is dependent on the displacement of the rolling body. In addition, the roller body can be arranged in a chamber filled with a viscous medium in order to achieve an (additional) damping effect.

For the invention, in particular a torsion damper with one or more short, relatively stiff springs in the circumferential direction, which do not undergo any significant bending, and / or with a relatively soft, long springs in the circumferential direction are used, both springs being referred to as segment springs or circumferential springs are or are referred to as a segment spring and a circumferential spring according to the order of the above description.

According to a further embodiment, the circumferential spring has a radially outer contact surface, in which a constant or centrifugal force-dependent friction damping can be achieved or which is designed to be low-friction Avoidance of the circumferential spring sticking to the environment and the resulting play between the input and output sides of the torsion damper.

For a further development according to the invention, the contact surface is formed with at least one sliding shoe, which is formed in one or more pieces with a spring. This can be used to influence friction in a targeted manner. For contact surfaces or coupling elements of the springs with the surrounding components, it is conceivable to use the solutions described in the publications DE 42 25 605 AI, DE 41 28 868 AI, DE 102 09 838 AI, DE 100 59 709 AI, DE 102 09 409.

A friction contact is preferably provided between relatively moving parts of a torsion damper. The friction contact can be connected in series and / or in parallel with the spring of the torsion damper. In this way, the damping behavior of the torsion damper can be improved or a tendency to resonance of the dual-mass flywheel can be effectively reduced. As an alternative or in addition, it is also conceivable that frictional contact is provided between relatively moving parts of a plurality of torsion dampers, between primary mass and secondary mass and / or between primary mass or secondary mass and a part of a torsion damper which is moved relative thereto, which is accompanied by an improvement in the damping behavior.

Another dual-mass flywheel according to the invention has at least one torsion damper, a friction damper and / or a viscous damper with circumferential play. Such a game represents a non-linearity, which causes a change in the dynamic behavior. By appropriately dimensioning the game, the non-linear phenomena can be used in a targeted manner. As a simple example, it is conceivable that a torsion damper, a friction damper or a viscous damper only for large amplitudes such as in a resonance and for overcoming the game.

According to a further proposal of the invention, an oscillatory system acts in parallel with the primary mass, the secondary mass and / or an input or output side of a torsion damper. Accordingly, the dual-mass flywheel includes an absorber which, with a suitable design, results in the partial or complete extinction of a (resonance) frequency. Here, the system capable of oscillation can be designed with a translatory or a rotary oscillator.

According to a further consideration of the invention, the oscillatory system is designed as a speed-adaptive damper. As a result of the speed adaptivity, an improved adaptation to the operating behavior of a drive train can take place, which is associated with a further improved dynamic behavior and increased driving comfort.

A particular proposal of the invention relates to a group of drive trains for a motor vehicle which have an internal combustion engine. The group includes a first sub-group of drive trains which have one of the above-mentioned dual mass flywheels. Furthermore, the group includes a second sub-group of drive trains that have an electrical machine that absorbs at least a partial output of the internal combustion engine and / or supports the output of the internal combustion engine and / or in

Sub-areas replaced. The electrical machine is preferably a starter generator or an electrical machine for a hybrid drive. This embodiment of the invention takes into account the knowledge that, for the creation of variants of the drive trains with several identical parts for drive trains, the electrical machine does not have, axial space is free, which can be used advantageously by using a dual-mass flywheel according to the invention.

Advantageous further developments result from the subclaims, the description and the drawings. A combination of individual features of individual exemplary embodiments is possible without leaving the scope of the invention.

A preferred embodiment of the device according to the invention is explained in more detail below with reference to the drawing. The drawing shows:

1 is a mechanical replacement model of a portion of a drive train,

2 shows a further mechanical replacement model of a partial area of a drive train,

3 shows a dual-mass flywheel with two torsion dampers connected in series in the longitudinal longitudinal section,

4 shows a further two-mass flywheel with two torsion dampers lying axially one behind the other and a torsion damper arranged radially on the outside thereof, which are connected in series with one another, in a longitudinal section;

5 shows a further dual-mass flywheel with two torsion dampers lying axially one behind the other and a torsion damper arranged radially on the outside thereof, which are connected in series with one another, in a longitudinal section; 6 shows a further two-mass flywheel with three torsion dams connected in series with the interposition of a planetary gear set in a longitudinal section,

Fig. 7 is a simplified representation of one in one

Dual mass flywheel usable planetary set with planets arranged in a chamber in cross section,

8 is a simplified representation of a torsion damper in cross section,

Fig. 9 shows a damping device to ensure speed-dependent (friction) damping and

Fig. 10 shows another damping device to ensure speed-dependent (friction) damping.

The invention is used in drive trains of motor vehicles, in particular with a powerful drive unit and / or high speed or torque nonuniformity of the drive unit, for example with a diesel engine.

A dual-mass flywheel 10 is interposed in the power flow between the drive unit 11 and vehicle wheels, not shown. 1, the dual-mass flywheel 10 is interposed between the drive unit 11 and a starting element 12, in particular a clutch. The dual mass flywheel 10 can be designed as a separate component or as an integral part of the starting element 12. The power flow takes place from the drive unit 11 via the dual-mass flywheel 10 and the starting element 12 in the aforementioned order to a transmission 13, from which the drive torque is transferred to vehicle wheels in a known manner, not shown. 1, the dual-mass flywheel 10 has a primary mass 14 on the drive side and a secondary mass 15 on the output side, between which a torsion damper 16 is interposed.

A torsion damper is understood here to mean a device which has a potential energy store, in particular a compression, tension or torsion spring or a segment or a coil spring or the like. One of the aforementioned energy stores, different or several identical energy stores can be used for a torsion damper. In addition, a torsion damper can have at least one damping device which acts between the input and output sides of the torsion damper or parts of a torsion damper and parts of an adjacent torsion damper or component. The damping device is preferably a viscous damper and / or a friction damper. As an alternative or in addition to the damping device, a slip clutch or an overload clutch can be provided in the torsion damper. The energy storage device, the slip clutch and / or the damping device can contain non-linearities, for example work with play and / or have a hysteresis.

2, the torsion damper 16 is designed as a two-stage torsion damper with a torsion damper 17 and a torsion damper 18, between which an intermediate body 19 is interposed. The torsion damper 17 is supported on the primary mass 14 at one spring base point and on the intermediate body 19 at the other spring base point. The torsion damper 18 is supported on the intermediate body 19 at one spring base point and on the secondary mass 15 at the other spring base point. The intermediate body 19 has a negligible mass, so that the dynamic behavior of the dual-mass flywheel 10 is only insignificantly influenced by it, or an effective mass which adds a further degree of freedom to the dual-mass flywheel 10 and thus specifically influences the dynamic behavior of the dual-mass flywheel 10.

3, the primary mass -14a has a hub 21 and a radially oriented disk 22 connected to it. The hub 21 and the disk 22 rotate about a rotational or central axis 23-23.

In the following, an "radial" orientation is radial to the axis of rotation 23-23 and an "axial" orientation in the direction of the axis of rotation 23-23. "Upstream" refers to an arrangement of a component in the flow of force in the direction of the drive assembly 11, while "downstream" is understood to mean an arrangement of a component in the flow of force in the direction of the transmission 13.

The disc 22 carries an input part 24 of the torsion damper 17a. The half-cross section of the input part 24 has a U-shaped spring receptacle 25, the U being open radially inwards. A spring 26 acting in the circumferential direction is supported on the spring receptacle 25 with the spring base point on the input side. The torsion damper 17a is formed with the spring 26. The spring base point of the spring 26 on the output side is supported on a radially oriented web 27 (with a changed circumferential angle, ie outside the plane of the drawing). The web 27 is connected radially on the inside via a bushing 28, which is rotatably mounted on the outer circumferential surface of the hub 21, to a web 29 pointing radially outward from the hub 21. The intermediate body 19a is formed with the webs 27, 29 and the bushing 28. The web base 29 supports the spring base point of a spring 30 with which the torsion damper 18a is formed. The spring base point of the spring 30 on the output side is supported on a spring holder 31 which is designed and oriented in accordance with the spring holder 25. The spring holder 31 is connected to the secondary mass 15a in a rotationally fixed manner. The secondary mass 15a has an axially oriented central recess 32, inside which of the torsion damper 18a is at least partially arranged. The secondary mass 15a can be a friction disk of a friction clutch / the starting element 12. The secondary mass 15a is supported radially on the inside on the hub 21 and is rotatably supported relative to the latter. The torsion dampers 17a, 18a are arranged axially offset in the half section shown in such a way that there is no overlap, a slight overlap or an overlap in the axial direction, which is smaller than half the axial length of the or of a torsion damper 17a, 18a. According to FIG. 3, a torsion damper, here the torsion damper 17a, is arranged radially further outwards by about half the radial dimension of a torsion damper than the other torsion damper, here torsion damper 18a. Alternatively, it is also possible for the torsion dampers 17, 18 to be arranged at approximately the same radial distance from the axis of rotation 23-23.

According to FIG. 4, a hollow cylindrical drum 41 is connected to the disk 22 on the radially outer side, which extends from the disk 22 in the direction of the secondary mass 15. A web 42 extends radially inward from the drum 41. A spring 43 acting in the circumferential direction with the spring base point on the input side is supported on the web 42. The torsion damper 17b is formed with the spring 43. The spring base point of the spring 43 on the output side is supported on a spring receptacle 44 which is U-shaped in half cross-section (with a changed circumferential angle, ie outside the plane of the drawing). The spring receptacle 44 is in turn connected in a rotationally fixed manner via the intermediate body 19b to a U-shaped spring receptacle 45 of the torsion damper 18b. The intermediate body is rotatably supported and supported in relation to the drum 41 and / or a bush 48. A spring 46 acting in the circumferential direction is supported on the spring receptacle 45 with the spring base point on the input side. The torsion damper 18b is formed with the spring 46. The spring base point of the spring 46 on the output side is supported on a radially oriented web 47 (at one changed circumferential angle, i.e. outside the drawing plane). The web 47 is connected radially on the inside via a bushing 48, which is rotatably mounted on the outer circumferential surface of the hub 21, to a web 49 pointing radially outward from the hub 21. A second intermediate body 50 is formed with the webs 47, 49 and the bushing 48. On the web 49, the spring base point of a spring 51, with which a further torsion damper 52 is formed, is supported. The spring base point of the spring 51 on the output side is supported on a spring holder 53 designed and oriented in accordance with the spring holder 25. The spring holder 53 is connected to the secondary mass 15b in a rotationally fixed manner. The secondary mass 15b has an axially oriented central recess 54, within which the torsion damper 52b is at least partially arranged.

The primary mass 14b, the torsion damper 17b, the intermediate body 19b, the torsion damper 18b, the intermediate body 50, the torsion damper 52 and the secondary mass 15b are connected in series in the aforementioned order. The torsion dampers 18b and 52 are arranged axially immediately adjacent to one another and radially approximately equally spaced from the axis of rotation 23-23. The torsion damper 17b is arranged axially approximately centrally between the torsion dampers 18b, 52 and radially on the outside thereof and adjoins them radially as closely as possible. The geometric center points of the torsion damper 17b, 18b and 52 in the half section according to FIG. 4 form approximately an equilateral or isosceles triangle.

According to FIG. 5, the drum 41 is connected to the torsion damper 17c via two spring receptacles 55 which surround the torsion damper 17c and which are positively received in the drum 41 (with the design corresponding to that of FIG. 4). In this case, the intermediate body 19c is designed with a radially oriented web 56 which is connected to the output side of the torsion damper 17c is connected. Radially on the inside, the intermediate body has a hollow cylindrical hub 57, which is supported and supported on the lateral surface of the intermediate body 50c.

According to FIG. 6, a web 60 extends radially inward from the drum 41. A spring 61 acting in the circumferential direction is supported on the web 60 with the spring base point on the input side. The torsion damper 17d is formed with the spring 61. The spring base point of the spring 61 on the output side is supported on a spring receptacle 62 which is U-shaped in half cross-section (with a changed circumferential angle, ie outside the plane of the drawing).

The spring receptacle 62 is rotatably connected to at least one web 63. The web 63 extends between the disk 22 and the spring seat 62 and is oriented parallel to the axis of rotation 23-23. A planet 64 is rotatably mounted opposite the web 63. The planet 64 meshes radially on the outside with a ring gear 65, which is fixedly connected to the drive or integrally with the drum 41. Planet 64 meshes radially on the inside with a sun gear 66. A planetary gear set 67 is formed with sun gear 66, at least one web 63 with planet 64 and ring gear 65.

The sun gear 66 has a central recess or inner bore 68. In the region of the inner bore 68, the torsion damper 18d is arranged radially on the inside of the sun gear 66. A U-shaped, inwardly extending spring seat 69 of the torsion damper 18d is supported opposite the sun gear 66. A spring 70 acting in the circumferential direction is supported on the spring receptacle 69 with the spring base point on the input side. The torsion damper 18d is formed with the spring 70. The spring base point of the spring 70 on the output side is supported on a radially oriented web 71 (with a changed circumferential angle, ie outside the plane of the drawing). The web 71 is located radially on the inside via a bush 72, which is rotatably mounted on the outer circumferential surface of the hub 21, connected to a web 73 pointing radially outward from the hub 21. A second intermediate body 74 is formed with the webs 71, 73 and the bushing 72. The spring base point of a spring 75, with which a further torsion damper 52d is formed, is supported on the web 73. The spring base point of the spring 75 on the output side is supported on a spring holder 76 which is designed and oriented in accordance with the spring holder 25. The spring receptacle 76 is connected in a rotationally fixed manner to the secondary mass 15d. The secondary mass 15d has an axially oriented central recess 77, within which the torsion damper 52d is at least partially arranged. The primary mass 14d has an axially oriented recess 78, within which the torsion damper 18d, the spring mount 69 and / or the sun gear 66 are at least partially arranged.

In the present case, the planetary gear set 67 is coupled on the input side in the area of the ring gear 65 to the primary mass 14d and in the area of the web 63 is coupled to the output side of the torsion damper 17d, while the output of the planetary gear set 67 is formed by the sun gear 66, which is connected to the input side of the Torsional damper 18d is coupled. Deviatingly, a (partial) coupling of the planetary gear set 67 to the other torsional dampers (on the input and / or output side) and / or the secondary mass is possible when using the same or different gear elements as input and output gear elements. For example, only one gear member of the planetary gear set 67 can be used as the input gear member, while two gear members are used as the output gear members, in particular are connected to the input side and the output side of a torsion damper downstream of the planetary gear set.

The geometric centers of torsion damper 17d, planetary gear set 67, planetary gear set 18d and planetary gear set 52d are distributed approximately trapezoidal or rectangular. Planetary gear set 67 and torsion damper 18d lie approximately in a radial plane. The torsion dampers 17d and 52d are also approximately in a radial plane.

Primary mass 14d and secondary mass 15d form an approximately circular interior 78 arranged concentrically to the axis of rotation 23-23 with a bearing 79 and a contact gap 80. The contact gap 80 can be used as a (further) bearing between primary mass 14d and secondary mass 15d and / or with one suitable sealing element be sealed. The bearing point 80 can also be designed to be sealing.

6, the dual-mass flywheel forms at least one annular segment-shaped chamber 83 in the region of the planetary gear set 67. The chamber 83 is delimited radially on the outside by the ring gear 65 and radially on the inside by the sun gear 66 and in the circumferential direction by a planet 64 and in the opposite direction by a chamber wall 84. The chamber wall is not moved with the movement of the planet and is preferably opposite the sun wheel 66, the ring gear 65 or a third component. The volume in the chamber 83 changes in accordance with a movement of the planet 64. To increase the damping effect, a viscous medium is preferably arranged in the chamber 83. With the change in volume of the chamber 83 in accordance with the movement of the planet 64, the viscous medium must be displaced. This takes place, for example, through a passage 85 between chamber wall 84 and / or at least one axial sealing gap 86 between planet 64 and an adjacent component. Alternatively or additionally, a (variable) bypass can be provided, which enables the viscous medium to be displaced.

FIG. 8 shows an alternative embodiment of a spring 90, as can be used in a torsion damper. The The input side [output side] of the spring 90 is formed with an elastic body with a circular outer contour. In the present case, the elastic body is formed with a slotted circular profile 90. A rolling element 91 with a circular or elliptical or any contour, in particular a ball, rolls on the circumferential surface of the circular profile in accordance with the displacement of the spring 90. On the radially outer side, the roller body 91 rolls on a curved counter surface 92, which generates a variable contact pressure of the roller body on the counter surfaces 92 in accordance with the displacement. The counter surface 92 is preferably curved differently in the pushing direction of the motor vehicle than in the pulling direction. Deviating or in addition to the exemplary embodiment shown, the elasticity in the rolling element 91 and / or the counter surface or its support can be predetermined. In contrast to the rolling contact shown, transmission can also take place via a suitable toothing.

FIG. 9 shows a speed-dependent damping device which can also be used for the above-mentioned embodiments. A first component 100 of the dual-mass flywheel 10 has a friction surface 101, against which a friction body 102 of a second component 103 can be pressed in order to generate a frictional torque. To generate a variable normal force, a rocker arm 104 is provided, which generates a normal force in a basic position, for example spring-loaded. The rocker arm 104 is pivotally mounted and / or elastically deformable in such a way that the normal force is reduced by pivoting or deforming in the direction 105. The pivoting or deformation takes place depending on the speed in accordance with a centrifugal force acting on a mass 106 of the rocker arm 104. A plate spring 106 is preferably interposed between rocker arm 104, friction surface 101 and friction body 102. For large swivels, the pivot lever comes to rest against a counter surface 107. The components 100, 103 are any relative Components of the dual-mass flywheel 10 moving relative to one another, in particular the primary mass 14, the secondary mass 15 and / or an input or output side of a torsion damper 17, 18, 52. The proposed design makes it possible, in particular, that the damping of the damping device shown is only up to one Limit speed, in particular above a first resonance frequency, is effective.

10 shows an alternative damping device. According to this embodiment, the first component 100a has a circular outer contour on which a suitable friction lining 110 is arranged. The second component 103a has one or two elastic support arms 111, 112, at the end of which is opposite a bearing point 113, a mass 114, 115 is arranged. For low speeds of the second component 103a, the masses 114 and 115 bear against the first component 100a under prestress in the area of the friction linings 110. With increasing speed of the second component 103a, the normal force in the friction contact decreases, so that the damping effect diminishes. Above a critical speed, the masses 114, 115 separate from the first component 100a. If a further external friction lining 116 is provided, the damping effect can resume above a second limit speed. If an arbitrary contour is selected instead of the circular contour shown, damping can be brought about, which depends on the relative angle of rotation between the first component 100a and the second component 103a.

Claims

claims

1. Dual-mass flywheel for a drive train of a motor vehicle with a primary mass (14) arranged on the drive side and a secondary mass (15) arranged on the output side, the primary mass (14) and the secondary mass (15) being rotatably arranged relative to one another and in the flow of force between the primary mass (14) and secondary mass (15) at least two torsion dampers (17, 18) are connected in series, since you rchgek characterized in that in the power flow between the primary mass (14) and the secondary mass (15) a planetary gear set (67) with a ring gear (65), with at least one planet (64) rotatably mounted with respect to a web (63) and with a sun gear (66), by means of which a translation of the relative displacement between an input side of a torsion damper is carried out for a relative displacement of the primary mass (14) with respect to the secondary mass (15) (17d) opposite the output side of the torsion damper s (17d) or another torsion damper.

2. Dual mass flywheel according to claim 1, characterized in that the planetary gear set (67) increases relative rotations in the direction of the driven side of the dual mass flywheel and a torsion damper (17b) arranged in the power flow upstream of the planetary gear set (67) is stiffer than one in the power flow after the planetary gear set ( 67) arranged torsion damper (18b, 52).

3. Dual mass flywheel according to claim 1, characterized in that the planetary gear set (67) reduces relative rotations in the direction of the output side of the dual mass flywheel and a torsion damper (17) arranged in the power flow upstream of the planetary gear set (67) is softer than one in the power flow after the planetary gear set ( 67) arranged torsion damper (18, 52).

4. Dual mass flywheel according to one of claims 1 to 3, characterized in that the ring gear (65) with the primary mass (14d), the web (63) with the output side of the first torsion damper (17d) and the sun gear (66) with the input side of the second torsion damper (18d) is in the drive connection.

5. Dual-mass flywheel according to one of claims 1 to 4, characterized in that the at least one planet (64) is arranged in a chamber filled with a viscous medium (83) and with a relative movement of the planet (64) relative to the web (63 ) the viscous medium is displaced.

6. dual mass flywheel according to claim 5, d a d u r c h g e k e n n z e i c h n e t, that a displacement of the viscous medium through a sealing gap (86) between the planet (64) and the planet (64) axially adjacent surfaces.

7. Dual-mass flywheel according to claim 5 or 6, d a d u r c h g e k e n n z e i c h n e t, that a displacement of the viscous medium is carried out by a bypass.

8. Dual mass flywheel according to claim 7, characterized in that the bypass is variable.

9. Dual-mass flywheel according to one of claims 1 to 8, d a d u r c h g e k e n n z e i c h n e t, that a s s at least two torsion dampers (17, 18) connected in series are arranged axially next to one another.

10. Dual-mass flywheel according to claim 9, d a d u r c h g e k e n n z e i c h n e t, that at least one further torsion damper (52) is arranged radially on the inside or / and radially on the outside and in series connection with the axially adjacent torsion dampers (17, 18).

11. Dual-mass flywheel according to claim 10, d a d u r c h g e k e n n z e i c h n e t, that the three torsion dampers (17, 18, 52) are arranged in a triangular shape in half section.

12. Dual-mass flywheel according to a 9 to 11, d a d u r c h g e k e n n z e i c hn e t, that at least one torsion damper (18d; 52d) is arranged radially on the inside of the primary mass (14d), secondary mass (15d) and / or clutch disc.

13. Dual mass flywheel according to one of the preceding claims, since you rchgek characterized in that at least two torsion damper (17, 18) are arranged radially closely adjacent to a shaft or hub of the primary mass or the secondary mass.

14. Dual-mass flywheel according to one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t, that a s s at least part of the torsion damper (17, 18, 52) is arranged radially inside of an electrical machine.

15. Dual-mass flywheel according to one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t, that a radially outer torsion damper (17b; 17c, • 17d) is stiffer than a radially inner torsion damper (18b, 52d; 18c, 52c, 18d, 52d).

16. Dual-mass flywheel according to one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t, that a s s at least one torsion damper (17, 18, 52) is formed with at least one coil spring.

17. A dual-mass flywheel according to claim 16, which is a radially external torsion damper (17b; 17c, ■ 17d) is designed as a spiral spring.

18. Dual mass flywheel according to one of the preceding 'claims, characterized in that at least one torsion damper is formed with a rolling element (91) with variable preload which rolls between the input side of the torsion damper and the output side of the torsion damper.

19. Dual-mass flywheel according to one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t, that at least one torsion damper (17, 18, 52) is formed with a segment spring.

20. Dual mass flywheel according to one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t, that a s s at least one torsion damper (17, 18, 52) is formed with a circumferential spring.

21. Dual-mass flywheel according to claim 20, d a d u r c h g e k e n n e e c h n e t, that the circumferential spring has a radially outer contact surface for generating a centrifugal force-dependent friction damping.

22. Dual mass flywheel according to claim 21, d a d u r c h g e k e nn z e i c h n e t, that as the contact surface is formed with a sliding block.

23. Dual-mass flywheel according to one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t, that a friction contact is provided between relatively moving parts of a torsion damper.

24. Dual mass flywheel according to one of the preceding claims, characterized in that a frictional contact is provided between relatively moving parts of a plurality of torsion dampers.

25. Dual-mass flywheel according to one of the preceding claims, d a d u r c h g e k e n n z e i c h n e t, that a s s is provided between the primary mass (14) and secondary mass (15).

26. Dual mass flywheel according to one of the preceding claims, that a friction contact is provided between the primary mass (14) or secondary mass (15) and a part of a torsion damper that is moved relative thereto.

27. Dual-mass flywheel according to one of the preceding claims, that has at least one torsion damper, one friction damper and / or one viscous damper with a circumferential play.

28. Dual mass flywheel according to one of the preceding claims, that a vibrating system acts in parallel with the primary mass, the secondary mass and / or an output side of a torsion damper.

29. A dual-mass flywheel according to claim 28, where the system capable of oscillation is designed as a rotary oscillator.

30. Dual mass flywheel according to claim 29 or 30, characterized in that the oscillatory system is designed as a speed-adaptive damper.

31. Group of drive trains for a motor vehicle with an internal combustion engine with a first sub-group of drive trains, which have a dual-mass flywheel (10) according to one of claims 1 to 30, and a second sub-group of drive trains, which have an electrical machine, which at least absorbs a partial output of the internal combustion engine and / or supports and / or replaces the output of the internal combustion engine in partial operating areas.