WO2008148512A1 - Drehmomentübertragungseinrichtung - Google Patents
Drehmomentübertragungseinrichtung Download PDFInfo
- Publication number
- WO2008148512A1 WO2008148512A1 PCT/EP2008/004383 EP2008004383W WO2008148512A1 WO 2008148512 A1 WO2008148512 A1 WO 2008148512A1 EP 2008004383 W EP2008004383 W EP 2008004383W WO 2008148512 A1 WO2008148512 A1 WO 2008148512A1
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- WO
- WIPO (PCT)
- Prior art keywords
- pump
- pump part
- torque transmission
- transmission device
- torque
- Prior art date
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D31/00—Fluid couplings or clutches with pumping sets of the volumetric type, i.e. in the case of liquid passing a predetermined volume per revolution
- F16D31/02—Fluid couplings or clutches with pumping sets of the volumetric type, i.e. in the case of liquid passing a predetermined volume per revolution using pumps with pistons or plungers working in cylinders
Definitions
- the invention relates to a torque transmission device for a drive train of a motor vehicle, in particular in the form of a hydrostatic clutch, which enables a speed compensation between two shafts.
- Drive trains of motor vehicles have a number of different torque transmission devices, by which the drive torque of an engine of the vehicle is transmitted to the driven wheels.
- the torque transmission devices can also be used to control the torque transmission during vehicle driving state changes.
- drive trains for starting the vehicle have special torque-transmitting devices between the engine and a main transmission of the vehicle.
- drive trains usually have special starting elements, by means of which the engine and the main transmission can be coupled in a controlled manner. NEN.
- a friction clutch is usually used as a starting element, while hydrodynamic torque converters are used in automatic transmissions.
- the known starting elements have a number of disadvantages. As described above, in a starting situation are particularly large speed differences between the engine and the main transmission before. These lead in the use of a friction clutch as a starting element to a considerable heat development in the interior of the clutch, so that the friction clutch must be applied for a correspondingly large heat absorption or for the cooling of the friction clutch in addition a powerful pump is needed.
- hydrodynamic torque converters have an unsatisfactory efficiency due to design, so that after completion of the starting operation, a torque converter lockup clutch is engaged in order to directly rotatably couple the output shaft of the engine and the main transmission input shaft bypassing the hydrodynamic torque converter.
- the hydrodynamic torque converter has fixed characteristic properties, so that an active control of the torque transmission characteristic - and thus the starting process - is not possible.
- the invention has for its object to provide a robust and compact torque transmission device whose torque transmission behavior is easy to control. It is a further object of the present invention to provide a powertrain of a vehicle that allows for improved torque transfer between the engine and the main transmission. The object is achieved by a torque transmission device having the features of claim 1.
- the torque transmission device comprises a pump which has a first pump part (eg a pump housing), a second pump part (eg a pump rotor), a suction chamber and a pressure chamber, wherein the first pump part and the second pump part are rotatable relative to each other, wherein by a rotational movement the first pump part relative to the second pump part, a hydraulic fluid from the suction chamber in the pressure chamber of the pump is conveyed.
- a torque can be transmitted between the first pump part and the second pump part via the hydraulic fluid, this torque being proportional to the pump pressure generated by the pump.
- At least one pressure control device is associated with the pump, by means of which a fluid flow conveyed by the pump can be variably throttled in order to vary the rotational speed of the first pump part and the second pump part relative to one another.
- the torque transmission device thus comprises a pump, wherein the torque transmission from the first pump part to the second pump part - or vice versa - is hydrostatic.
- the first pump part forms, for example, an outer rotor, which, however, does not have to enclose the second pump part on all sides. If there is a speed difference between the first pump part and the second pump part of the pump, a hydraulic fluid is conveyed from the suction space of the pump into the pressure space of the pump.
- the delivered volume depends on a geometry of the pump and the speed difference between the first pump part and the second pump part. Decisive is also the prevailing in the pressure chamber back pressure, as the pump can not promote fluid against an arbitrarily high back pressure.
- the counterpressure acting against the pumping capacity can be controlled, which in turn influences the hydrostatic coupling of the second pumping part with the first pumping part, and thus the speed difference and the torque transmission between the two named components ,
- Such an intervention can be realized in a simple manner by throttling.
- throttling the fluid flow delivered by the pump controls the degree of mechanical coupling between the first pump part and the second pump part of the pump.
- the control of the torque device according to the invention is based on an easy to implement hydraulic control. Elaborate and wear-prone friction clutches and their actuators - such as in conventional manual or automatic manual gearbox clutches - are therefore eliminated.
- the need to provide a separate hydraulic pump for cooling the torque transmission device is also eliminated, since the heat output occurring during a starting process in the torque transmission device is dissipated by the hydraulic fluid itself. In effect, the effect of the degree of mechanical coupling causing fluid thus simultaneously acts as a coolant.
- the pump thus ultimately fulfills a threefold function, namely a delivery of a hydraulic fluid, a hydrostatic coupling for the purpose of torque transmission and a coolant transport.
- a structurally advantageous embodiment of the torque transmission device provides that both the first and the second pump part are rotatably mounted.
- the pump can be hydraulically blocked by means of the pressure control device, so that the second pump part is substantially non-rotatable with the first pump part, i. without significant slip to connect.
- the pump can not deliver fluid against an arbitrarily high back pressure. For example, by blocking the pressure chamber, the outflow of hydraulic fluid can be interrupted, as a result of which the fluid pressure in the pressure chamber increases until the second pump part is no longer movable relative to the first pump part. The pump is then hydraulically blocked by a kind of standing liquid column, and the second pump part is connected to the first pump part almost non-rotatably.
- Such complete blocking ensures a virtually loss-free torque transmission in this state, so that, in contrast to a hydrodynamic torque converter, an additional lockup clutch can be dispensed with.
- the pump can be hydraulically short-circuited by means of the pressure control device in order to decouple the second pump part from the first pump part of the pump.
- a hydraulic short circuit is the idling of the pump to understand, that is, the pump generates no or only a minimal pump pressure, which can set any speed difference between the first pump part and the second pump part.
- the hydraulic fluid circulates substantially unthrottled in the hydraulic circuit of the pump.
- a short circuit line of the pump connecting the pressure chamber and the suction space can run along the first pump part-that is, for example, within the first pump part and / or on an outside of the first pump part.
- a short-circuit line allows a substantially direct and almost loss of power loss-free recirculation of the hydraulic fluid from the pressure chamber into the suction chamber of the pump.
- the coupling between see the first pump part and the second pump part is accordingly sufficiently low.
- the pressure control device may have a control valve, by which the short-circuit line is selectively openable or lockable, or this function is taken over by the throttle valve, which will be explained below.
- the blocking and shorting of the pump thus form two extreme states of the torque transmitting device.
- a substantially complete transmission of a torque for example, from a drive unit of the vehicle to a manual or automated manual transmission or an automatic transmission
- the drive unit and the main transmission are substantially completely decoupled.
- Intermediate states between these two extremes can be realized by throttling the fluid flow delivered by the pump.
- the pressure control device can convert at least one controllable throttle valve. grasp, by means of which the pumped by the pump fluid flow can be throttled.
- the throttle valve may be, for example, a laterally movable pinhole or an axially movable slide, which forms a seat valve with a conical end.
- the pressure chamber of the pump via the throttle valve directly i. Without intermediate intermediate pressure pump and bypassing a pump sump, with a suction line of the pump can be coupled.
- a feed pump for providing a minimum pressure of the fluid and to compensate for leakage losses can thus be dimensioned much smaller.
- said direct coupling of the pressure chamber via the throttle valve with the suction line takes place within or along the same pump part.
- a high-pressure rotary union for the pump can be omitted.
- the throttle valve is arranged on the first purpeanpart (for example pump housing) or integrated into the first pump part.
- the throttle valve arranged thereon or in it can be oriented such that its actuation direction is perpendicular to the axis of rotation of the rotatable first pump part, wherein the throttle valve is configured in such a way that a centrifugal force acting upon rotation of the first pump part results in an opening of the pump Throttle valve supported.
- a cooling device for cooling the throttled by means of the throttle valve hydraulic fluid is arranged, wherein the cooling device is arranged on a stationary housing of the torque transmission device net.
- the throttle valve may have an inlet opening, a first outlet opening and a second outlet opening, wherein the inlet opening communicates with the pressure chamber of the pump.
- the first outlet opening is connected via a first connecting line, which runs along the first pump part, directly to the suction chamber of the pump, while the second outlet opening via a second connecting line, which - at least partially - runs along a cooling device, with the suction of the Pump communicates. Due to the substantially direct connection of the first outlet opening with the suction chamber of the pump flow resistances and associated power losses are reduced.
- the cooling device does not have to be arranged on the first pump part, but can for example be arranged on a stationary housing of the torque transmission device, i. in this case, said second connection line extends - at least partially - along a stationary housing. As a result, an improved cooling performance can be achieved.
- the throttle valve is configured such that the respective portions of the hydraulic fluid flowing into the throttle valve through the outlet openings can be controlled by the throttle valve.
- the torque transmission device can be controlled by the controllable splitting of the throttle valve. flowing hydraulic fluid to the outlet ports are operated more efficiently. For example, it may be provided that in certain states of the first output port much hydraulic fluid is supplied to minimize power losses in the torque transmitting device, while conversely in other states of the second output port much hydraulic fluid is supplied, such as when the hydraulic fluid is to be cooled more.
- the pressure control device may be controllable in such a way that a variably determinable portion of a torque can be transmitted between the first pump part and the second pump part.
- At least one of the pump parts is circumferentially surrounded by an annular space (in particular the suction space of the pump) which is substantially completely filled with the hydraulic fluid.
- an oil jacket surrounding the respective pump part is formed circumferentially, which causes an advantageous acoustic damping.
- both the first pump part and the second pump part are circumferentially surrounded by the hydraulic fluid.
- the suction chamber of the pump has an annular space which is bounded, for example laterally and / or radially on the outside, at least partially by an elastic annular wall which allows a volume change of the suction space as a function of the fluid pressure in the interior of the suction space.
- An advantageous variant of the annular wall is designed as a ring cap, which is at least partially formed by a metal shell or a metal bellows. The elastic Saugraumbegrenzung a pressure accumulator is created, which among other things contributes to the occurrence of cavitation is prevented in the hydraulic fluid, for example, when there are sudden pressure changes in the suction chamber.
- the first pump part of the pump is provided as an input of the torque transmitting device and the second pump part as an output of the torque transmitting device. Furthermore, it is preferred if the pump is a radial piston pump.
- a control unit is provided, by means of which the pressure control device can be controlled in such a way that the throttle valve for hydraulically blocking the pump is completely closed for substantially complete transmission of torque between the first pump part and the second pump part, and in that, for mutual decoupling of the first pump part and the second pump part, the throttle valve for hydraulically shorting the pump is completely opened.
- the control unit may also be controllable such that, in order to increase the torque transmitted between the first pump part and the second pump part, a flow rate of the hydraulic fluid through the throttle valve is reduced, and that for reducing the torque transmitted between the first pump part and the second pump part Flow rate of the hydraulic fluid is increased by the throttle valve.
- the first pump part is connected via a torsional vibration damper with a flywheel.
- the first pump part functionally also forms a flywheel.
- the torque transmitting device may thus comprise, in addition to the said pump, the torsional vibration damper and the flywheel.
- the first pump part are connected to an output element of a drive unit of the motor vehicle and the second pump part is connected to an input shaft of a main transmission.
- the invention further relates to a drive train of a motor vehicle having a drive unit, a main transmission and a torque transmission device according to one of the embodiments described above, wherein the torque transmission device between the drive unit and the main transmission is arranged.
- FIG. 7 shows an embodiment of a throttle valve
- 8 shows a section through part of an embodiment of the torque transmission device according to the invention
- FIG. 9 is a section through the embodiment shown in FIG. 8 perpendicular to the image plane of FIG. 8, FIG.
- FIG. 10 is a schematic representation of a further embodiment of the drive train according to the invention.
- FIG. 1 shows an embodiment of a drive train 10 according to the invention of a vehicle which has an engine 12 (eg internal combustion engine or electric motor), a main transmission 14, a torque transmission device 16 serving as a main clutch and a flywheel 18.
- the torque transmitting device 16 forms in the illustrated embodiment, a structural unit of a torsion damper 20 and a hydrostatic pump 22, wherein the torsion damper 20 with a pump housing 24 of the pump 22 is directly connected.
- a torque transmission device 16 without integrated torsion damper 20 may also be provided so that the torque transmission device 16 consists essentially of a pump 22 and a pressure control device (not shown in FIG. 1) associated therewith.
- the torsion damper 20 is in turn coupled via a flywheel 18 to the engine 12.
- a rotor 26 of the pump 22 is rotatably coupled to an input shaft 28 of the main gear 14.
- the main transmission 14 will not be described in more detail below, since its configuration is known in principle and for the function of the invention Torque transmission device 16 is no longer relevant.
- the main transmission 14 may be, for example, a manual or automated manual transmission or an automatic transmission.
- the pump housing 24 forms the first pump part, and the rotor 26 forms the second pump part, which are rotatable relative to each other.
- the ensemble of motor-side flywheel 18 and the torque transmission device 16 performs several functions. On the one hand, this can reduce the rotational irregularities introduced by the engine 12 into the drive train 10 since the above-mentioned ensemble acts like a dual-mass flywheel.
- the transmission-side flywheel is formed by the pump housing 24, which is connected via the torsion damper 20 to the flywheel 18 on the engine side.
- the hydrostatic pump can be used as a starting and shifting clutch - in a manual or automated manual transmission - or as a torque converter - in an automatic transmission.
- the illustrated radial piston pump 22 can - in addition to its pump function - in principle operate as a motor, that is, they can generate a controlled movement of pressure by controlled pressurization.
- the pump function - that is, the promotion of a hydraulic fluid at speed difference between the pump housing 24 and the rotor 26 - is important, only the necessary for understanding the torque transfer device 16 aspects of the radial piston pump 22 are considered.
- a simplified version of the exemplified radial piston pump 22 may be used, and because of its simple construction, it is also preferable.
- the illustrated radial piston pump 22 comprises the rotor 26, which has a circular outline in the region of the pump 22, wherein the center point 30 of the circular shape with respect to the common axis of rotation 32 of the pump housing 24 and the rotor 26 and the associated input shaft 28 of the main transmission 14 offset is.
- the rotor 26 is an eccentric.
- the rotor 26 is in driving connection with five pistons 34, each having a piston chamber 36.
- the volumes of the piston chambers 36 are alternately increased or decreased.
- a hydraulic fluid which first flows through a valve 38, then expelled again by a further valve 38 'of the respective piston 34.
- valves 38, 38 ' can be simple non-return valves in the form of passive seat valves in the case of a pure pump 22-that is to say without a hydraulic motor function.
- the radial piston pump 22 In the application of the radial piston pump 22 described here, however, it is not the delivery of a hydraulic fluid that is of central importance, but rather a controlled hydrostatic coupling of the housing 24 with the rotor 26 to transmit torque from the engine 12 to the main transmission 14 can. This can be achieved by reversing the above-described functional principle of the radial piston pump 22 in that the delivery of the hydraulic fluid is intentionally prevented. If the pump 22 can not deliver hydraulic fluid through the valve 38 ', the rotor 26 can no longer rotate relative to the housing 24. The coupling is canceled by the hydraulic fluid delivery is allowed again.
- the torque transmission by the torque transmission device 16 is thus based essentially on a pressure control of the pumped by the pump 22 hydraulic fluid or on the control of the pressure chamber side present pump pressure.
- a schematic view of one embodiment of a pressure controller 42 is shown in FIG.
- the pump 22 is connected to a pressure line 44 and a suction line 46.
- the pressure line 44 is connected via a hydraulic fluid filter 48, a rotary feedthrough 50 and a check valve 52 with the suction line 46 in connection.
- the rotary leadthrough 50 is necessary because the pump 22, the suction line 46 and parts of the pressure line 44 rotate (rotating area Ro above the broken line) while the remaining components of the controller 42, some of which will be described later, are stationary (stationary area S below the dashed line).
- the pressure controller 42 further includes a hydraulic control unit (HCU) 54 communicating with the pressure line 44.
- the hydraulic control unit 54 communicates pressurized hydraulic fluid with a motor M in communication. supplied to the pump 56, wherein the motor M is electrically controlled by a transmission control unit (TCU) 58.
- TCU transmission control unit
- the pump 56 removes the hydraulic fluid from a sump 60.
- the pressure line 44 of the pump 22 has a throttle valve D which is electrically actuatable by the transmission control unit 58.
- a hydraulic control of the throttle valve D by the hydraulic control unit 54 is possible, or for example an elec- romechanical control.
- a heat exchanger 62 is arranged, which serves to reduce the temperature of the hydraulic fluid.
- the throttle valve D is arranged in the stationary region S, which is why a rotary leadthrough 50 is also provided in the course of the pressure line 44 upstream relative to the throttle valve D.
- the illustrated embodiment of the pressure control 42 is characterized by its simple conception.
- the control of the torque transfer device 16 via the control of the throttle valve D.
- the throttle valve D is opened, so that due to the speed difference between the driven by the motor 12 pump housing 24 and the input shaft 28 of the main gear 14 rotatably connected rotor 26th Hydraulic fluid is conveyed substantially unthrottled through the opened throttle valve D. Any losses of hydraulic fluid - for example due to leakage at the rotary unions 50 - are compensated by the supply of hydraulic fluid by the hydraulic control unit 54.
- the engine 12 and the main transmission 14 are substantially decoupled, with only small drag torques and power losses due to the circulation of the hydraulic fluid in the hydraulic circuit occur.
- the heat generated by the pump power can be efficiently discharged through the heat exchanger 62.
- the throttle valve D In order to initiate a torque transmission from the rotating pump housing 24 to the still stationary rotor 26, the throttle valve D is gradually closed. By throttling by means of the throttle valve D, the pressure in the pressure line 44 of the pump 22 increases, whereby increasingly more torque is transmitted from the pump housing 24 to the rotor 26. Due to the increasing transmission of torque, the rotational speed of the rotor 26 gradually adjusts to the rotational speed of the pump housing 24 driven by the motor 12. This process continues until the throttle valve D is fully closed. By blocking the throttle valve D, the rotor 26 is mechanically blocked relative to the pump housing 24, so that - apart from fluid losses due to unavoidable leaks - both rotate substantially at the same speed. In this state, a substantially lossless transfer of torque from the pump housing 24 to the rotor 26 takes place.
- a decoupling of the engine 12 from the main gear 14 is analogous to reversing the process described above.
- the torque transfer device 16 based on a hydrostatic pump 22 can replace a friction clutch as a starting element in a manual or automated manual transmission, which can be dispensed with a separate device for cooling, since the cooling of the starting element - ie the pump 22 - takes place by the Aktu réellesfluid itself and therefore is very efficient, which is why a separate coolant pump is not required.
- the converter results in the advantage that the present torque transmission device 16 does not have a fixed torque transmission characteristic but can be controlled individually according to the requirements.
- FIG. 4 shows a further embodiment of the pressure control 42.
- This embodiment additionally has a short circuit line 64 which directly connects the pressure chamber of the pump 22 with the suction chamber, by means of which the idling circulation of the hydraulic fluid in the decoupled state of the torque transmission device 16 can be made even less lossy.
- the short-circuit line 64 can be opened and closed by a control valve V as needed.
- the control valve V is actuated by a hydraulic control line 66 from the hydraulic control unit 54.
- An electrical or electromechanical control of the valve V is also possible.
- the control valve V may be a simple ON / OFF valve.
- FIG. 5 shows a further variant of the pressure control 42.
- the throttle valve D is arranged in the rotating region Ro of the control unit 42 and is actuated hydraulically by the hydraulic control unit 54. Due to the arrangement of the throttle valve D in the rotating area Ro, the leakage losses at the rotary leadthrough 50 are minimized due to the lower hydraulic pressure in the flow direction behind the throttle valve D. In addition, this allows a particularly compact and robust design.
- FIG. 6 shows a further variant of the pressure control 42 which, in contrast to the variants of FIGS. 4 and 5, has no short-circuit line 64 with a control valve V. An input HP of the throttle valve D 'is connected to the pressure line 44 of the pump 22.
- a first output R of the throttle valve D ' is connected via the check valve 52 within the rotating area Ro directly to the suction line 46 and thus the suction chamber of the pump 22 in connection.
- the corresponding connecting line extends along or within the rotating first pump part 24.
- a second output LPO of the throttle valve D ' is indirectly connected via the heat exchanger 62 with the suction line 46 of the pump 22 in connection.
- the corresponding connection line runs in particular within the stationary area S, ie along or within a stationary housing of the torque transmission device.
- the throttle valve D 1 is supplied with hydraulic control signals.
- the throttle valve D 'thus assumes in addition to its throttle function in addition the tasks of the control valve V, which brings a simplified design and control of the pressure control 42 in this embodiment.
- Fig. 7 shows a cross section through a throttle valve D '. Those associated with the input HP and the outputs R and LPO of the throttle valve D ' Triangles symbolize the flow direction of the hydraulic fluid through the respective openings.
- the throttle valve D ' has a valve housing 68 and a valve slide 70 arranged therein.
- the throttle valve D 'shown in Fig. 7 is in a fully closed state.
- an open state that is, when the valve spool 70 is shifted to the right relative to the illustrated position, the throttle valve D 'receives hydraulic fluid delivered by the pump 22 through the inlet HP, which leaves the throttle valve D' again through the outlet LPO. If the valve spool 70 is displaced to the right by more than an offset X, a large part of the hydraulic fluid is sucked out via the outlet R and fed to the suction chamber of the pump 22.
- the throttle valve D 'short-circuits the pump 22 and performs the function of the short-circuiting line 64 of the embodiments discussed above.
- the majority of the hydraulic fluid therefore remains in the rotating range Ro, thereby minimizing the power losses caused by the pressure control 42.
- the throttle valve D 1 in the illustration of FIG. 7 is completely closed.
- the flow of fluid from the input HP to the outputs LPO and / or R is blocked by the valve spool 70. This leads to a blockage of the pump 22, which thus transmits torque from the housing 24 to the rotor 26.
- the position of the valve spool 70 can be changed. Starting from an opened state of the throttle valve D ', the closure HC of the throttle valve D 'and the effects of this process described.
- valve spool 70 Upon actuation of the throttle valve D ', the valve spool 70 moves from the open state to the left. As a result, the output R is initially closed. The pumped by the pump 22 fluid thus escapes through the output LPO and leaves the rotating area Ro. Due to the extended flow path of the hydraulic fluid now drag torques are generated, which are initially barely noticeable. Finally, the valve spool 70 approaches a control edge 74. This means that an increasing pressure is built up on the pump 22 and accordingly an increasing part of the torque of the motor 12 is transmitted via the pump 22. The heat generated by the increased power of the pump 22 is dissipated by the pumped hydraulic fluid via the outlet LPO and removed from the fluid in the stationary area S by the heat exchanger 62 again.
- FIG 8 shows a cross-section through a part of a constructive implementation of an embodiment of the torque transmission device 16.
- the pump 22 can be seen, which comprises the rotating pump housing 24 and the rotor 26.
- the rotor 26 is connected to the input shaft 28 of the main transmission 14.
- the rotor 26 is distinguished by a compact construction, in particular in the radial direction. As a result, its moment of inertia with respect to the axis of rotation 32 is very low. The low moment of inertia of the rotor 26 reduces the inertia of the input-side part of the main transmission 14, which makes speed changes in the main transmission 14 faster and easier to carry out. In addition, in the main transmission 14, possibly existing syn- chronization facilities are designed less expensive, which represents an additional savings potential.
- a protruding to the left extension 76 of the pump housing 24 receives the throttle valve D 'and portions of the pump 22 associated pressure line 44 and suction line 46.
- the throttle valve D ' is integrated into the rotary pump housing 24.
- Rotary feedthroughs 50 in a stationary housing 78 connect the outlet LPO of the throttle valve D 'to the pressure line 44 and the outlet R to the suction line 46 in the stationary area S.
- a rotary feedthrough 50 is also provided for the control line 66.
- the suction line 46 of the pump 22 connected to the outlet R communicates with a suction chamber 80.
- the integrated and compact arrangement of the pump 22 and the throttle valve D 1 controlling this allows short flow channels for circulating the fluid during idling of the pump 22, thus minimizing drag torques.
- the design is also robust and simple.
- Hydraulic fluid can be fed back into the rotating area Ro through the conduit 46 and a rotary union 50.
- the all cylinder 40a - 4Oe of the pump 22 common suction chamber 80 is formed as an annular space which surrounds the pump 22 in the circumferential direction and is filled along its circumference with the hydraulic fluid.
- the suction chamber 80 is bounded on the one hand by the pump housing 24 and on the other hand by a ring cap 82.
- the annular cap 82 is an at least partially elastic casing, in particular made of metal, for example a metal bellows.
- Two correspondingly shaped steel sheets are, for example, flanged along a central, circumferentially extending junction and welded together.
- a one-piece annular hood can be provided which has at least one elastic side wall (ie an elastic annular wall extending in the radial direction) and a substantially inelastic cover surface (ie a substantially inelastic annular wall extending in the axial direction).
- the absorption capacity of the suction space 80 is independent of the rotational speed, since there is no or only a slight increase in the suction space due to centrifugal forces.
- the use of the ring cap 82 offers a number of advantages.
- the suction chamber 80 acts by the elastic properties of the annular cover 82 as a pressure accumulator, which for example cavitation is prevented in the fluid, which can otherwise arise at large pressure changes in the suction chamber 80, such as a sudden operation of the pump 22, if a large speed difference between the Rotor 26 and the housing 24 is present, such as when starting. Cavitation, among other things, can lead to damage to the components and the hydraulic fluid and is therefore to be avoided as far as possible.
- the annular cover 82 improves the cooling of the fluid and reduces the development of noise as well as aerodynamic losses, these advantages also without the described elastic construction of the annular cover 82 are achieved.
- the gas bubbles present in the fluid inside the suction chamber 80 are urged radially inwards by the centrifugal force and collect at the inlet of a venting duct 86 due to two roof-like bevels 84, so that the gas can escape via a venting valve 88.
- Fig. 9 shows a section through the housing extension 76 along the section line AA ', wherein details of the throttle valve D' are not shown.
- Fig. 9 schematically illustrates an exemplary arrangement of the pressure lines 44 and suction lines 46 in the extension 76. From Fig. 9 it can be seen that the pump 22 in the illustrated example has five pistons, since there are five pressure lines 44 and five suction lines 46. The pump 22 may also have other numbers of pistons.
- FIG. 10 shows a further torque transmission device 16 ', which comprises a pump 22 and a torsion damper 20, wherein these are not directly connected to one another in deviation from the torque transmission device 16.
- the torque transmitting device 16 ' is connected to an automatic transmission 90 and thus replaces a hydrodynamic torque converter.
- the torque transfer device according to the invention can not only be used as a replacement of a main clutch in the drive train of a vehicle, but is suitable for a variety of applications in which a reliable and robust torque transmission is important, especially at a different position in one powertrain.
- a torque transmission device can be used in a transfer case of a motor vehicle with shiftable four-wheel drive, or in the case of a lock or a superposition drive for a differential gear.
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US12/602,916 US20100219035A1 (en) | 2007-06-05 | 2008-06-02 | Torque transmission device |
JP2010510682A JP2010529374A (ja) | 2007-06-05 | 2008-06-02 | トルク伝達デバイス |
DE112008001489T DE112008001489A5 (de) | 2007-06-05 | 2008-06-02 | Drehmomentübertragungseinrichtung |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102007026141A DE102007026141A1 (de) | 2007-06-05 | 2007-06-05 | Drehmomentübertragungseinrichtung |
DE102007026141.3 | 2007-06-05 |
Publications (1)
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WO2008148512A1 true WO2008148512A1 (de) | 2008-12-11 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/EP2008/004383 WO2008148512A1 (de) | 2007-06-05 | 2008-06-02 | Drehmomentübertragungseinrichtung |
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US (1) | US20100219035A1 (de) |
JP (1) | JP2010529374A (de) |
DE (2) | DE102007026141A1 (de) |
WO (1) | WO2008148512A1 (de) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
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DE102009013750A1 (de) | 2009-03-17 | 2010-09-23 | Magna Powertrain Ag & Co Kg | Zweimassenschwungrad |
DE102009030969B4 (de) | 2009-06-29 | 2020-08-06 | Magna Pt B.V. & Co. Kg | Drehmomentübertragungseinrichtung |
DE102010049059B4 (de) | 2010-10-20 | 2015-03-05 | Magna Powertrain Ag & Co. Kg | Drehmomentübertragungseinrichtung |
US8649947B2 (en) * | 2011-11-30 | 2014-02-11 | GM Global Technology Operations LLC | Torque transfer mechanism and method for controlling in a vehicle launch operation |
JP6420653B2 (ja) | 2014-12-11 | 2018-11-07 | 株式会社エフ・シー・シー | ハイブリッド車両の動力伝達装置 |
DE102020127070A1 (de) | 2020-10-14 | 2022-04-14 | Fte Automotive Gmbh | Pumpenaggregat zur Kuppplungsbetätigung |
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US1466622A (en) * | 1920-01-17 | 1923-08-28 | Hele-Shaw Henry Selby | Radial-cylinder hydraulic clutch |
GB228911A (en) * | 1924-02-04 | 1926-01-14 | Schiffswerft Linz Ag | Hydraulic couplings |
GB270145A (en) * | 1926-09-03 | 1927-05-05 | Pietro Mattia | Improvements in and relating to hydraulic speed controlling couplings |
US4193484A (en) * | 1978-04-06 | 1980-03-18 | Collier Samuel A | Rotary hydrostatic coupling |
EP1564427A2 (de) * | 2004-02-17 | 2005-08-17 | Dana Corporation | Hydraulisch gesteuerte Drehmomentkupplungsvorrichtung |
WO2005088170A1 (en) * | 2004-03-11 | 2005-09-22 | Toyota Jidosha Kabushiki Kaisha | Power transmission system |
JP2006214514A (ja) * | 2005-02-03 | 2006-08-17 | Toyota Motor Corp | 変速機 |
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US1990067A (en) * | 1931-03-20 | 1935-02-05 | Walter S Finken | Fluid clutch and transmission |
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DE1625115B1 (de) * | 1967-04-29 | 1970-10-15 | Motoren Turbinen Union | Planetengetriebe mit hydrostatischer Kupplung |
DE1808029A1 (de) * | 1968-11-09 | 1970-05-27 | Kloeckner Humboldt Deutz Ag | Bremsvorrichtung fuer Fahrzeuge,insbesondere Lastkraftwagen,Anhaenger und Omnibusse |
US3577803A (en) * | 1969-05-12 | 1971-05-04 | Otto Mueller | Variable torque transmission |
US4646520A (en) * | 1984-03-29 | 1987-03-03 | Honda Giken Kogyo Kabushiki Kaisha | Torque fluctuation absorber between a flywheel and a stepless hydraulic transmission |
JPH078620B2 (ja) * | 1986-06-04 | 1995-02-01 | 日産自動車株式会社 | トルク伝達装置 |
JPH0629628B2 (ja) * | 1987-12-08 | 1994-04-20 | 三菱自動車工業株式会社 | 駆動連結装置 |
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JPH09264340A (ja) * | 1996-03-27 | 1997-10-07 | Toyota Motor Corp | クラッチ装置 |
US6065817A (en) * | 1998-06-11 | 2000-05-23 | Caterpillar Inc. | Method and system for controlling a fluid actuated retarder |
AT501992B1 (de) * | 2000-02-21 | 2007-03-15 | Oberaigner Wilhelm | Vorrichtung zur veränderung der drehzahl der angetriebenen räder eines kraftfahrzeuges |
GB0026818D0 (en) * | 2000-11-02 | 2000-12-20 | Rotech Holdings Ltd | Fluid machine |
DE10321167B4 (de) * | 2003-05-12 | 2005-08-04 | Gkn Driveline International Gmbh | Hydrostatische Kupplungsvorrichtung mit Drosselung |
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2007
- 2007-06-05 DE DE102007026141A patent/DE102007026141A1/de not_active Withdrawn
-
2008
- 2008-06-02 DE DE112008001489T patent/DE112008001489A5/de not_active Withdrawn
- 2008-06-02 JP JP2010510682A patent/JP2010529374A/ja not_active Withdrawn
- 2008-06-02 US US12/602,916 patent/US20100219035A1/en not_active Abandoned
- 2008-06-02 WO PCT/EP2008/004383 patent/WO2008148512A1/de active Application Filing
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US1466622A (en) * | 1920-01-17 | 1923-08-28 | Hele-Shaw Henry Selby | Radial-cylinder hydraulic clutch |
GB228911A (en) * | 1924-02-04 | 1926-01-14 | Schiffswerft Linz Ag | Hydraulic couplings |
GB270145A (en) * | 1926-09-03 | 1927-05-05 | Pietro Mattia | Improvements in and relating to hydraulic speed controlling couplings |
US4193484A (en) * | 1978-04-06 | 1980-03-18 | Collier Samuel A | Rotary hydrostatic coupling |
EP1564427A2 (de) * | 2004-02-17 | 2005-08-17 | Dana Corporation | Hydraulisch gesteuerte Drehmomentkupplungsvorrichtung |
WO2005088170A1 (en) * | 2004-03-11 | 2005-09-22 | Toyota Jidosha Kabushiki Kaisha | Power transmission system |
JP2006214514A (ja) * | 2005-02-03 | 2006-08-17 | Toyota Motor Corp | 変速機 |
Also Published As
Publication number | Publication date |
---|---|
US20100219035A1 (en) | 2010-09-02 |
DE102007026141A1 (de) | 2008-12-11 |
DE112008001489A5 (de) | 2010-04-29 |
JP2010529374A (ja) | 2010-08-26 |
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