WO2008046377A2 - Dispositif d'amortissement de vibrations, et organe de transmission de force équipé d'un dispositif d'amortissement de vibrations - Google Patents

Dispositif d'amortissement de vibrations, et organe de transmission de force équipé d'un dispositif d'amortissement de vibrations Download PDF

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Publication number
WO2008046377A2
WO2008046377A2 PCT/DE2007/001705 DE2007001705W WO2008046377A2 WO 2008046377 A2 WO2008046377 A2 WO 2008046377A2 DE 2007001705 W DE2007001705 W DE 2007001705W WO 2008046377 A2 WO2008046377 A2 WO 2008046377A2
Authority
WO
WIPO (PCT)
Prior art keywords
ramp
damping
torque
damping vibrations
axial force
Prior art date
Application number
PCT/DE2007/001705
Other languages
German (de)
English (en)
Other versions
WO2008046377A3 (fr
Inventor
Stephan Maienschein
Original Assignee
Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Luk Lamellen Und Kupplungsbau Beteiligungs Kg filed Critical Luk Lamellen Und Kupplungsbau Beteiligungs Kg
Priority to DE112007002122.5T priority Critical patent/DE112007002122B4/de
Publication of WO2008046377A2 publication Critical patent/WO2008046377A2/fr
Publication of WO2008046377A3 publication Critical patent/WO2008046377A3/fr

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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
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • 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
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • 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
    • F16F2230/00—Purpose; Design features
    • F16F2230/0052—Physically guiding or influencing
    • F16F2230/0064—Physically guiding or influencing using a cam
    • 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
    • F16F2232/04—Rotary-to-translation conversion
    • 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
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means
    • F16H2045/0236—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means with axial dampers, e.g. comprising a ramp system
    • 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
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F16H2045/0273—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type characterised by the type of the friction surface of the lock-up clutch
    • F16H2045/0294—Single disk type lock-up clutch, i.e. using a single disc engaged between friction members

Definitions

  • the invention relates to a device for damping vibrations, in detail with the features of the preamble of claim 1; Furthermore, a power transmission device with a device for damping vibrations.
  • Devices for damping vibrations are known in a variety of embodiments of the prior art. These serve in addition to the torque transmission and the damping of vibrations, in particular the compensation of torque surges.
  • Main application area are motor vehicles.
  • Various systems are known which are based on the principle of friction damping or hydraulic damping. These usually include a so-called primary part and at least one secondary part, which are coupled to each other via means for spring or damping clutch, wherein the torque transfer function is also taken over by these means.
  • Primary part and secondary part are therefore limited in the circumferential direction rotatable relative to each other, being realized via the spring elements and possibly at hydraulic damping via corresponding damping chambers of the vibration reduction.
  • torsional vibration damper devices for damping vibrations are characterized by a ramp function over which an axial thrust is exerted by a disc of the torsional vibration damper on the second disc.
  • the vibration energy can be stored temporarily via an axially acting spring.
  • the axial thrust is generated by the fact that on at least one of the two parts - primary part or secondary part - on the other part - secondary part or primary part - directed end face a lenticular extending in the circumferential direction recess is mounted.
  • Such lenticular depressions are often referred to in the art as a double ramp.
  • at least one rolling element is arranged, which touches the front end of the neighboring disc even at the lowest point.
  • the rolling element is formed in the simplest case as a ball.
  • the ramp mechanism is formed by two cams, wherein a cam is rotatably connected to the primary part or forms this and the other cam is rotatably coupled to the secondary part or forms.
  • a disadvantage of the known systems with means for spring and / or damping coupling between the primary part and the secondary part is that on the one hand the rotation irregularity introduced by the drive machine has to be isolated towards the transmission, but at the same time the required average engine torque has to be transmitted.
  • spring units are used, which are limited by their available spring volume and thus their capacity by the available space. This leads in particular in engines with high deliverable moments to very stiff spring elements, but this contradicts the requirement of a soft vibration isolation.
  • the disadvantage is further that the spring element is quasi integrated and only a temporary intermediate storage of the vibration energy takes place. This must then be removed via the ramp mechanism again. Furthermore, the effect is determined by the geometry of the double ramp, the effective radius and the axial spring stiffness of the elements. Therefore, such Doppelrampentorsionsschwingungsdämpfer usually act only in a very narrow frequency range and dampening.
  • the invention is therefore an object of the invention to improve a device for damping vibrations, in particular with a ramp mechanism such that on the one hand the disadvantages mentioned above the prior art are avoided and further the execution is characterized by a low design effort.
  • a device for damping vibrations comprising at least one primary part, which is connectable to a drive-side component in a drive train and a secondary part, which is connectable or connected to a driven-side component in a drive train comprises means for torque transmission and for damping coupling between the primary part and the secondary part.
  • the torque transmission means comprise a ramp mechanism.
  • the means for damping coupling which comprise at least one spring unit, are arranged and designed parallel to the means for torque transmission. This means that each of the means, in particular the means for transmitting torque and the means for damping coupling, are coupled to the primary part and also to the secondary part or to a non-rotatably coupled to the secondary element element.
  • the torque is preferably transmitted completely via the means for transmitting torque, while the means for damping coupling are provided only for vibration isolation or the reduction of vibrations.
  • the individual systems for torque transmission and damping coupling can be designed independently of each other in terms of their tasks in an optimal manner. It is also possible to control the size of the transmittable torque.
  • means for generating an axial force acting on the ramp mechanism are provided, which are translated into the torque to be transmitted at the ramp mechanism.
  • the axial force can be provided in different ways, are conceivable, for example, purely mechanical solutions or hydraulic, with combinations are possible.
  • the axial force, which is proportional to the torque to be transmitted generated hydraulically.
  • the ramp mechanism is associated with a pressure chamber, further a piston element, which is acted upon via the pressure chamber with the corresponding pressure which is proportional to the axial force and which is effective on the ramp mechanism.
  • the ramp mechanism comprises in the simplest case two ramp elements in the form of correspondingly shaped cams.
  • two ramp elements in the form of correspondingly shaped cams.
  • in the form of disc-shaped elements which have at least one, preferably a plurality of lenticular recesses in the circumferential direction at the mutually facing end sides, wherein the lenticular recesses each form a kind of wedge surface on the individual ramp elements, in particular the mutually facing end faces of the ramp elements, which are mutually displaceable.
  • the shift takes place here in the circumferential direction.
  • the formation of the lenticular depressions is preferably carried out on surfaces which are aligned in the axial direction.
  • the training also takes place in the circumferential direction, preferably symmetrically for reasons of independence from the direction of rotation.
  • the wedge surfaces run in the circumferential direction.
  • the position of the individual wedge surface characterizing angular deviation takes place in relation to a plane in which the rotation takes place, ie in a plane which is characterized by the axis of rotation and a vertical thereto in the vertical direction.
  • a force exerted on a ramp element axial force causes an axial thrust on the - A - other ramp element, which also rotates in the circumferential direction relative to the respective other ramp element, being maintained on the rolling elements on the ramp surfaces of the frictional contact and thus power is transmitted.
  • the other ramp element is supported on an element that is free of displacement in the axial direction.
  • the generation of the required axial force takes place in the simplest case, as already stated, via a pressure which can be applied to a piston surface, wherein the piston surface in turn acts on one of the two ramp elements or even is formed by it and thus causes an axial thrust of the respective other ramp element. Due to the free adjustability of the axial force, the transmittable torque can be freely controlled in terms of its size.
  • a separate means for generating a proportional to the desired torque to be transmitted axial force can be assigned or systems are used in the vicinity of the device for damping vibrations in the installed position.
  • a ramp element can be assigned either a specially designated pressure chamber, which is acted upon by a pressure medium source with a pressure which is proportional to the desired axial force to be generated, arbitrarily or relieved. Furthermore, according to a particularly advantageous embodiment, integration in so-called power transmission devices already existing pressure chambers can be used for this function anyway.
  • the torque in the ramp mechanism can be adjusted so that it essentially corresponds to the average transmittable input torque at the primary part. This keeps the entire mechanism quasi balanced.
  • a relative rotation between the input and output parts, that is the primary part and secondary part as in a conventional system due to a changed average torque is not or only partially required for example by tolerances.
  • the spring unit can be designed for vibration isolation with respect to spring units of conventional systems of substantially lower capacity, since the average input torque is transmitted by the ramp mechanism. Due to the design decoupling of the functions, transmitting the average input torque through a ramp mechanism and vibration isolation by a parallel-connected spring element, it is possible to make the device for damping vibrations controllable.
  • the size of the transmittable torque over the Ramp mechanism can be controlled by the size of the force applied to a ramp element axial force as a counter force to the formed on the torque introduced axial force.
  • the control of the axial force for setting or controlling the size of the transmittable torque can be done in various ways.
  • the control can be carried out as a function of a target value specification for the desired torque to be transmitted and / or as a function of a current actual value of the desired torque to be transmitted at least indirectly characterizing size, such as an input torque to a power transmission device descriptive size or the torque delivered to a prime mover ,
  • the latter possibilities require the acquisition of the actual values.
  • the control of the transmittable torque by the control of the axial force can be part of a regulation of the average transmittable torque according to a further development.
  • the introduced into the device for damping vibrations is monitored torque or an actual value of this at least indirectly descriptive size and compared with a desired value, wherein in deviation, a change in the axial force is performed as a manipulated variable via the means for controlling the Axial force is realized.
  • the device according to the invention for damping vibrations in a power transmission device comprising a hydrodynamic component and a device for bridging the power transmission via the hydrodynamic component is arranged.
  • an element of the device for damping vibrations is used as the piston and also as a pressure chamber in the power transmission device anyway existing pressure chamber, so that there is a high concentration of function.
  • another element of the device for damping vibrations, preferably the primary part, both used as an actuator for the lock-up clutch by this acts as a piston element, as well as executed as part of the clutch itself by this is designed as Reib perennial insects piston element.
  • Figure 1 illustrates in a schematic simplified representation based on a schematic diagram of a drive train, the basic structure and the basic function of a erfindungsge MAESSEN device for damping vibrations;
  • Figure 2 illustrates a particularly advantageous embodiment of a device for damping vibrations
  • FIG. 3 illustrates a sectional illustration A-A according to FIG. 2.
  • FIG. 1 shows, in a schematically simplified representation, the basic principle and basic structure of a device 1 designed according to the invention for damping vibrations by means of an arrangement in a drive train 2.
  • the arrangement option in the drive train 2 is exemplary and only serves to clarify the mode of operation.
  • the drive train 2 comprises a drive machine 3, which can be coupled at least indirectly to a transmission assembly 4 whose output or outputs are in turn connected to the wheels 6 to be driven.
  • the coupling takes place here by way of example via a coupling 5 and a device 1 arranged between the output of the coupling 5 and the input of the gear unit 4 for damping vibrations, which is arranged in the connection between the drive machine 3 and the gear unit 4.
  • the coupling 5 can be designed in various ways, here by way of example as a friction clutch.
  • the device 1 for damping vibrations serves in addition to the torque transmission and the vibration damping. Therefore, this acts as a kind of elastic coupling.
  • the device 1 for damping vibrations for this purpose comprises a primary part 7 and a secondary part 8, which are coupled to each other via means 9 for transmitting torque and means 10 for damping coupling.
  • the primary part 7 is viewed during power transmission between the drive machine 3 and the gear unit 4 connected to the drive-side part 11 of the drive train 2, while the secondary part 8 is connected to the output-side part 12 of the drive train 2.
  • the connection between the primary part 7 and the drive-side part 11 of the drive train 2 can be made detachable or switchable.
  • the means 9 for transmitting torque comprise a mechanical ramp mechanism 13 which has at least one ramp 14, generally in the form of a double ramp. This is used for torque transmission by mechanical means between the primary part 7 and the secondary part 8.
  • the means for damping coupling 10 are arranged. These comprise at least one elastic spring unit 15.
  • the device 1 according to the invention for damping vibrations is thus characterized by a separation of functions between the actual chen torque transmission via the ramp mechanism 13 and the actual damping function characterized by the elastic spring unit 15. Furthermore, some of the vibrations are damped by the internal friction in the system. Due to the decoupling of the means 10 for damping coupling of the means 9 for torque transmission and thereby taking place function separation, it is possible to control the torque transmission 9.
  • the ramp mechanism 13 comprises in the simplest case, two ramp elements 16 and 17, wherein one of the ramp elements 16 is connected to the primary part 7 or forms this and the respective other ramp element 17 with the secondary part 8 by rotationally fixed connection forms a structural unit or formed by the secondary part 8 becomes.
  • the ramp elements 16 and 17 and thus primary part 7 and secondary part 8 are arranged coaxially to each other and rotatably supported in the circumferential direction.
  • an axial force F axia i is translated into a torque M.
  • the means for torque transmission 9 further include means 21 for generating the required axial force F aX i a i in the form of a force acting on a piston element 23 pressing force. To this end, the piston element 23 is guided in a chamber 52 which can be acted upon with pressure medium.
  • the means 21 comprise in the simplest case, a pressure medium source 22, which provides a loading pressure for a piston 23, which is effective on one of the two ramp elements 16 or 17 or is formed by the latter itself, and further means 24 for controlling the admission pressure at the Single ramp element 16 or 17 or coupled to this piston element 23.
  • the term pressure medium source is to be understood in general terms.
  • the pressure medium source 22 can only serve to form a pressure ramp or, in addition to an increase, also permit a change in the direction of reduction. In this case, no separate relief device is required.
  • the operation of the device 1 is designed as follows:
  • the primary part 7 is connected to the drive-side part 11 of the drive train 2 and the secondary part 8 with the output-side part 12.
  • a torque on the primary part 7 this is depending on the size of the contact pressure of the ramp elements 16 and 17 against each other from the ramp element 16 via the rolling element 20 on the ramp element 17 and thus transferred from the primary part 7 to the secondary part 8.
  • the ramp element 16 rotatably with a
  • a rotation of the ramp element 16 in the circumferential direction relative to the ramp element 17 is effected during rotation due to the torque introduced at the ramp element 16, wherein between these, in particular between the two wedge surfaces 18,
  • the introduced axial force F a ⁇ ⁇ i i em is converted via the rolling elements 20 in a torque.
  • the power transmission takes place via the contact surfaces of the individual rolling element or rolling element
  • the system is configured such that at least always the average input torque M e m-mi tte i is transmitted via the device 1.
  • the individual spring element or the spring units 15 are arranged between the primary part 7, in particular the first ramp element 16, the secondary part 8 or an element coupled to the secondary part 8.
  • Figure 1 illustrates only a schematic simplified representation of the basic structure and the basic principle of a device 1 according to the invention for damping vibrations
  • Figure 2 illustrates a particularly advantageous embodiment in a power transmission device 25 in the form of a combined torque converter lock-up clutch unit, which usually in combination with automatic transmissions used in vehicles.
  • This can also be referred to as a starting unit and comprises a hydrodynamic component 26, which in the case shown is designed as a hydrodynamic speed / torque converter 27.
  • This comprises a primary impeller functioning as impeller P and a secondary impeller acting as turbine wheel T, wherein at least one stator L is further provided as a hydrodynamic speed / torque converter.
  • the power transmission device 25 comprises an input E and an output A, wherein the impeller P is connected at least indirectly non-rotatably connected to the input E. Preferably, the connection is always rotationally fixed, for example via a corresponding impeller shell 28.
  • the turbine T is at least indirectly rotatably coupled to the output A. The coupling takes place here, for example via an output hub 29.
  • the hydrodynamic component 26, in particular the hydrodynamic speed / torque converter 27, is associated with a device 30 for bridging the hydrodynamic power transmission. This is embodied in the form of a lockup clutch, preferably as a friction clutch 31, and comprises a first friction surface arrangement 32 and a second friction surface arrangement 33, which can be brought into operative connection with one another via an actuating device 35.
  • the first friction surface 32 is rotatably connected to the impeller P and the connection between the input E and the impeller P or with the input E of the power transmission device 25.
  • the second friction surface 33 is connected to the output A at least indirectly non-rotatably.
  • the device 1 for damping vibrations is integrated in the housing 34 of the power transmission device 25, this housing being formed by the housing of the hydrodynamic component 26, in particular the friction clutch 31 or the device 1 for damping Vibrations in the axial and radial directions and in the circumferential direction enclosing Pumpenradschale 28.
  • the actuating device 35 is provided for actuating the friction clutch 31 and thus the creation of an operative connection between the first and second friction surface arrangement 32 and 33.
  • the device 1 for damping vibrations As a piston element 36 is executed, which simultaneously forms the second friction surface 33 and carries the corresponding friction surfaces.
  • the primary part 7 and the secondary part 8, in particular the two ramp elements 16 and 17, are here designed as cams 37 and 38, which each form a frontally arranged and circumferentially arcuate executed segment-like ramp 39 and 40.
  • the ramps 39, 40 are viewed in axial section in cross section in each case formed at the mutually facing end sides by incorporation of depressions. Viewed in axial section, the two ramp elements 16, 17 thus form an enlarged interior space for receiving the rolling element 20 in the region of the ramps 39 and 40.
  • the second ramp element 17 is here sealingly guided relative to the first ramp element 16 and the output hub 29 to avoid the influence of pressure medium between the two ramp elements.
  • the secondary part 8 and thus the second ramp member 17 rotatably connected to the output hub 29.
  • the guide of the second ramp element 17 takes place on the first ramp element 16, in particular a surface 41 directed in the radial direction to the axis of rotation R of the hydrodynamic component 26 on the first ramp element 16.
  • a pressure is exerted on the ramp element 17.
  • the second ramp element 17 acts as a piston of the actuating device 35, the first ramp element 16 in cooperation with the second ramp element 17.
  • the required pressure is the pressure in the chamber 52 between the device 1 for damping vibrations and the hydrodynamic component 26, in particular the outer circumference 42 of the hydrodynamic component 26 is formed.
  • This pressure chamber is here designated 43 and present anyway, so that it can also be used.
  • This pressure on the hydrodynamic component 26 facing end face 44 of the second ramp element 17 is converted into an axial thrust on the rolling elements 20 on the first ramp element 16, which then moves relative to the second ramp member 17 in the axial direction toward the inner periphery 45 of the housing 34 and thus away in the direction of the hydrodynamic component 26.
  • the spring system 15 is displaced in the axial direction, which is connected to a non-rotatably coupled to the output hub 29 element and is supported between this and the primary part 7 and thus the first ramp element 16. Since the secondary part 8, in particular the second ramp element 17 is also non-rotatably connected to the output hub 29, the spring unit 15 is thus supported between the primary part 7 and the secondary part 8.
  • the second friction surface arrangement 33 which is supported on the first ramp element 16 by the end face 46 facing away from the hydrodynamic component 26, is moved relative to the first friction surface arrangement 32 and is brought into operative connection with one another.
  • the lock-up clutch is designed as a single disc clutch, wherein the coupling takes place via a Reibfesttragendes element, here the first friction surface 32 is formed by the housing and the second friction surface 33 of a coating on the end face 46 of the first ramp element 16th
  • the illustrated system in particular the power transmission device 25, is designed as a two-channel system. This is essentially characterized by two connections for the hydrodynamic component 26, which can be coupled with chambers and pressure chambers.
  • a first pressure chamber 47 is between the actuator 35, which here from the Device 1 is formed for damping vibrations, in particular the first ramp element 16 with its housing inner wall facing end face 46 and the inner periphery 45 of the housing 34, which is directed to the hydrodynamic component 26 is formed.
  • the second pressure chamber 48 is bounded by the outer periphery 42 of the hydrodynamic component and the device 1 for damping vibrations and formed by the pressure chamber 43. This is coupled to the working space 49 of the hydrodynamic component 26. In this case, the pressure in the working chamber 49 generally also corresponds to that in the pressure chamber 48.
  • the first pressure chamber 47 and the working chamber 49 are assigned connections. These are designated here by 50 and 51.
  • the pressures in the pressure chambers 47 and 48 or in the Working space 49 are controlled.
  • the operating medium is left in the hydrodynamic component and the flow direction is changed from centripetal to centrifugal, so that operating medium is supplied to the working space 49 via the connection 51 and Operating means from the working space in the pressure chamber 48 is guided.
  • the external cooling circuit of the hydrodynamic speed / torque converter 27 is usually via the lock-up clutch 30 through corresponding cooling grooves in the pressure chamber 47, from which this can be removed via the port 50 and depending on the design of the cooling system either to the outside or but the working space 49 is supplied again.
  • a pressure force proportional axial force is generated on the second ramp member 17, which is a Ü transmissible torque via the device 1 proportional.
  • the pressure of the generation of the pressing force for the actuator 35 serves to operate the device 30 for bridging.
  • the already existing space 48 is used as a pressure chamber for acting on the device 1 for damping vibrations or for generating the axial force.
  • Designs with a separate pressure chamber, which can be controlled separately, independently of the control via the hydrodynamic component 26, are also conceivable, but characterized by additional axial space requirement.

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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)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un dispositif d'amortissement de vibrations, en particulier un amortisseur de vibrations de torsion pour des véhicules automobiles, comprenant : une partie primaire qui peut être reliée au moins directement en solidarité de rotation à un élément côté menant; une partie secondaire qui peut être reliée au moins directement en solidarité de rotation à un élément côté mené; et des moyens de transmission de couple et de couplage d'amortissement entre la partie primaire et la partie secondaire, les moyens de transmission de couple comprenant un mécanisme de rampe. Selon l'invention, les moyens de couplage d'amortissement sont montés en parallèle avec le mécanisme de rampe.
PCT/DE2007/001705 2006-10-16 2007-09-20 Dispositif d'amortissement de vibrations, et organe de transmission de force équipé d'un dispositif d'amortissement de vibrations WO2008046377A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112007002122.5T DE112007002122B4 (de) 2006-10-16 2007-09-20 Vorrichtung zur Dämpfung von Schwingungen und Kraftübertragungseinrichtung mit einer Vorrichtung zur Dämpfung von Schwingungen

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006048806 2006-10-16
DE102006048806.7 2006-10-16

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Publication Number Publication Date
WO2008046377A2 true WO2008046377A2 (fr) 2008-04-24
WO2008046377A3 WO2008046377A3 (fr) 2008-06-19

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DE102011084141A1 (de) * 2011-10-07 2013-04-11 Bayerische Motoren Werke Aktiengesellschaft Antriebssystem mit einem Differentialdämpfer zur Drehungleichförmigkeitsreduktion
DE102012221269A1 (de) 2011-12-14 2013-06-20 Schaeffler Technologies AG & Co. KG Drehmomentübertragungseinrichtung
DE102014217044A1 (de) * 2014-08-27 2016-03-03 Zf Friedrichshafen Ag Antriebstrang mit einem hydrodynamischen Drehmomentwandler
US9964193B2 (en) 2014-11-26 2018-05-08 Schaeffler Technologies AG & Co. KG Clutch engagement ramps for torque converter

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DE10017688A1 (de) 2000-04-08 2001-10-11 Rohs Voigt Patentverwertungsge Federelement, insbesondere für Torsionsschwingungsdämpfer

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DE102011084141A1 (de) * 2011-10-07 2013-04-11 Bayerische Motoren Werke Aktiengesellschaft Antriebssystem mit einem Differentialdämpfer zur Drehungleichförmigkeitsreduktion
DE102011084141B4 (de) * 2011-10-07 2021-01-21 Bayerische Motoren Werke Aktiengesellschaft Antriebssystem mit einem Differentialdämpfer zur Drehungleichförmigkeitsreduktion
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