WO2010012078A1 - Volant double masse avec rigidité de système continue non linéaire, capacité de roue libre, via une translation axiale à l’encontre d’un système de ressort - Google Patents

Volant double masse avec rigidité de système continue non linéaire, capacité de roue libre, via une translation axiale à l’encontre d’un système de ressort Download PDF

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Publication number
WO2010012078A1
WO2010012078A1 PCT/CA2009/001029 CA2009001029W WO2010012078A1 WO 2010012078 A1 WO2010012078 A1 WO 2010012078A1 CA 2009001029 W CA2009001029 W CA 2009001029W WO 2010012078 A1 WO2010012078 A1 WO 2010012078A1
Authority
WO
WIPO (PCT)
Prior art keywords
primary
hub
mass flywheel
dual mass
spring
Prior art date
Application number
PCT/CA2009/001029
Other languages
English (en)
Inventor
Richard D. Muizelaar
Jianwen Li
Original Assignee
Magna Powertrain Inc.
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 Magna Powertrain Inc. filed Critical Magna Powertrain Inc.
Publication of WO2010012078A1 publication Critical patent/WO2010012078A1/fr

Links

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
    • F16F15/123—Wound 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
    • 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

Definitions

  • the present disclosure generally relates to a damper for reducing torque fluctuations supplied to a vehicle transmission. More particularly, a dual mass flywheel having an axially translatable spring member is disclosed. [0002] A role of a dual mass flywheel is to filter out a significant part of the engine torque fluctuations before they reach the transmission.
  • a dual mass flywheel includes a primary rotary inertia connected to the engine crankshaft and a second rotary inertia joined to a transmission.
  • a rotary spring is sandwiched between the two rotary inertias.
  • the spring stiffness is varied by using several arc springs of differing lengths that become engaged at various degrees of mutual rotary displacement between the primary and second inertias. As a result, the dual mass flywheel stiffness varies in several discreet steps.
  • a dual mass flywheel includes a primary hub adapted to be driven by a r ⁇ tary output shaft of a power source.
  • the primary hub includes a primary disk portion having an arc shaped primary groove of varying depth.
  • An axially moveable secondary hub is adapted to drive a rotary input shaft of a transmission.
  • the secondary hub includes a secondary disk portion opposed to the primary disk portion and an arc shaped secondary groove of varying depth.
  • a rolling element or a set of rolling element is positioned within the primary and secondary grooves.
  • a compression spring engages a reaction member and biasedly urges the secondary hub into contact with the rolling element such that relative rotation between the primary and secondary hubs causes the secondary hub to translate and vary the load applied by the spring.
  • a dual mass flywheel includes a primary hub adapted to driven by a rotary output shaft of a power source.
  • the primary hub includes a primary disk portion having an arc shaped primary groove of varying depth.
  • a secondary hub is adapted to drive a rotary input shaft of a transmission.
  • the secondary hub includes a secondary disk portion opposed to the primary disk portion and an arc shaped secondary groove of varying depth.
  • One of the primary and secondary hubs is axially moveable in response to relative rotation between the primary and secondary hubs.
  • a set of rolling element are positioned within the primary and secondary grooves.
  • a compression spring biasedly urges the secondary hub into contact with a rolling element.
  • a load applied by the spring varies based on the relative rotational positions of the primary and secondary hubs. The rolling element applies torque to both hubs based on the spring load and shapes of the primary and secondary grooves.
  • Figure 1 is a schematic depicting a side view of an exemplary dual mass flywheel constructed in accordance with the teachings of the present disclosure
  • Figure 2 is a plan view of a secondary hub of the dual mass flywheel shown in Figure 1 ;
  • Figure 3 is a fragmentary enlarged side view of the primary and secondary hubs in communication with a rolling element;
  • Figure 4 is a fragmentary schematic of another dual mass flywheel;
  • FIG. 5 is a fragmentary schematic of another dual mass flywheel arrangement.
  • FIGS 1-3 depict a dual mass flywheel 10 drivingly interconnecting an output shaft 12 of an engine with an input shaft 14 of a transmission of a motor vehicle.
  • Dual mass flywheel 10 is rotatably driven by output shaft 12 of the vehicle engine.
  • Internal combustion engines typically output a non-uniform rotary torque due to the multiple combustion events occurring within the engine.
  • the torque pulses generate torsional vibrations.
  • Dual mass flywheel 10 functions to limit the torque fluctuations transferred from output shaft 12 to input shaft 14. Accordingly, undesirable component vibrations are reduced.
  • the longevity of various vehicle driveline components is increased while noise, vibration and/or harshness experienced by the vehicle occupants is decreased.
  • Dual mass flywheel 10 includes a primary hub 16, a secondary hub 18 and a reaction hub 20.
  • Primary hub 16 is associated with the primary side or engine side of dual mass flywheel 10.
  • Primary hub 16 includes a cylindrical portion 22 rotatably supported by a bearing 24 within an engine housing 26. Cylindrical portion 22 is fixed for rotation with output shaft 12.
  • a primary disk portion 28 is integrally formed with cylindrical portion 22 and rotates therewith.
  • a plurality of primary grooves 30 are formed on a face 32 of primary disk portion 28. Each of the primary grooves 30 has a varying depth along its arc as will be described in greater detail hereinafter.
  • Secondary hub 18 includes a substantially cylindrically shaped portion 36 coupled for rotation with transmission input shaft 14.
  • Secondary hub 18 is associated with the secondary or transmission side of dual mass flywheel 10.
  • a secondary disk portion 38 is integrally formed with cylindrical portion 36 and rotates therewith.
  • a plurality of arc shaped secondary grooves 40 are formed on a first face 42 of secondary disk portion 38. As shown in Figure 3, secondary grooves 40 extend further into secondary disk portion 38 than primary grooves 30 extend into primary disk portion 28.
  • a plurality of pockets 48 are formed in a second face 50 of secondary disk portion 38. Second face 50 is opposite and extends substantially parallel to first face 42. Each pocket 48 is in receipt of one end of a compression spring 52.
  • Reaction hub 20 includes a substantially cylindrical portion 54 rotatably supported by a bearing assembly 56 within a transmission housing 58.
  • a reaction disk portion 60 is integrally formed with cylindrical portion 54.
  • Reaction disk portion 60 includes a plurality of pockets 62 formed on a face 64. The opposite end of each spring 52 is received within one of pockets 62. The spacing between pockets 62 and 48 is set at a predetermined maximum distance less than an un-deformed free length of each spring 52. As such, a compressive load exists between reaction hub 20 and secondary hub 18 at all times.
  • Each primary groove 30 extends a predetermined arc length along face 32 at a predetermined radius.
  • Each secondary groove 40 extends substantially the same arc length at substantially the same radius as each primary groove 30 such that corresponding pairs of grooves 30, 40 are aligned with one another.
  • a ball 70 is positioned within each pair of grooves 30, 40 as depicted in Figures 1 and 3. As previously mentioned, the depth of each groove 30, 40 varies along its arc. The deepest portion of each groove is positioned at or near the mid-point of each arc.
  • the force provided by each spring 52 is transferred through secondary hub 18, balls 70, primary hub 16 and the bearing 24 to engine housing 26. On the opposite side of each spring 52, load is transferred through reaction hub 20 and bearing assembly 56 to transmission housing 58.
  • primary hub 16 and secondary hub 18 tend to align with one another such that balls 70 are positioned at the deepest portions of grooves 30, 40.
  • relative rotation between primary hub 16 and secondary hub 18 may occur depending on the nature of the loading between output shaft 12 and input shaft 14, relative rotation between primary hub 16 and secondary hub 18 may occur.
  • the spacing between primary disk portion 28 and secondary disk portion 38 changes based on the position of balls 70 within the variable depth grooves 30, 40.
  • secondary hub 18 is axially displaced away from primary hub 16 and toward reaction hub 20 when balls 70 are moved from the deepest portions of grooves 30, 40 to more shallow portions.
  • the spacing between pockets 48 and 62 is reduced. A corresponding increase in the axial force provided by each spring 52 results.
  • the forces acting on balls 70 have axial and tangential components.
  • the engine torque goes through the primary disk portion 28 and generates the tangential force on the roller 70.
  • the tangential force apply to secondary disk portion 38 and generates torque on it.
  • the magnitude of tangential force generated is related to the engine torque, which will rotate the roller 70 on the groove 30 and 40. So the second hub 18 will have an axial movement to apply force to the spring 52 and change the space between pockets 48 and 62, also will generate a relative rotation between primary disk portion 28 and secondary disk portion 38.
  • the groove depth profiles of grooves 30, 40 may be configured to provide a continuously changing, predetermined dual mass flywheel stiffness/deflection characteristic.
  • the profile of each groove 30, 40 need not be symmetrical but may progress at a first rate from the deepest portion of the groove toward one end of the groove while the same groove may be formed with a different shape from the deepest portion of the groove to the opposite end.
  • the dual mass flywheel stiffness/deflection characteristic may be different for relative rotation between the primary and secondary disk portions in a first direction when compared to relative rotation between the primary and secondary disk portions in a second, opposite direction.
  • secondary grooves 40 may be deeper than primary grooves 30, as previously described.
  • the depths of grooves 30, 40 and the spacing between primary disk portion 28 and secondary disk portion 38 may be defined to limit the maximum compression of springs 52.
  • the useful life of compression springs 52 may be greatly enhanced if coil-to- coil complete compression events are avoided.
  • Figure 4 depicts another dual mass flywheel 100 adapted to drivingly interconnect an engine output shaft 102 with a transmission input shaft 104.
  • a bearing 106 rotatably supports engine output shaft 102 within an engine housing 108.
  • a bearing 110 rotatably supports transmission input shaft 104 within a transmission housing 1 12.
  • a primary hub 1 14 includes a cylindrical portion 1 16 in splined engagement with engine output shaft 102.
  • a primary disk portion 1 18 is integrally formed with cylindrical portion 1 16 and includes a plurality of primary grooves 120 substantially similar to primary grooves 30 previously described.
  • a secondary hub 122 includes a substantially cylindrical portion 124 drivingly coupled to transmission input shaft 104 in a manner that allows secondary hub 122 to axially move relative to and be fixed for rotation with transmission input shaft 104.
  • a plurality of bearings 126 positioned in spaced apart and axially extending recesses 128 accomplish this function.
  • a secondary disk portion 130 is integrally formed with cylindrical portion 124.
  • a plurality of secondary grooves 132 are formed on a face 134 substantially similar to secondary grooves 40 previously described.
  • a reaction ring 140 includes a plurality of circumferentially spaced apart pockets 142 in receipt of a plurality of balls 144.
  • Secondary disk portion 130 includes a circumferential groove 145 formed on a face 146. Balls
  • each spring 148 has a first end captured in a pocket 150 formed on reaction ring 140. An opposite end of each spring 148 is captured within a pocket 152 formed within transmission housing 112.
  • Dual mass flywheel 100 functions substantially similarly to dual mass flywheel 10. As such, only the major differences between the arrangements will be described.
  • reaction ring 140 and springs 148 are grounded by being coupled to transmission housing 1 12. These components do not rotate during dual mass flywheel operation.
  • Balls 144 allow relative rotation between secondary hub 122 and reaction ring 140.
  • FIG. 5 depicts another dual mass flywheel 200 including a primary hub 202, a secondary hub 204, a primary reaction plate 206 and a secondary reaction plate 208.
  • Dual mass flywheel 200 is substantially similar to dual mass flywheel 10 with the exception that secondary hub 204 includes not only a substantially cylindrical portion 210 and a secondary disk portion 212, but also includes an outer drum portion 214 integrally formed with a flange portion 216. Disk portion 212, drum portion 214 and flange portion 216 at least partially envelop a primary disk portion 218 of primary hub 202.
  • a first set of springs 220 biasedly urge secondary disk portion 212 into engagement with a plurality of balls 222.
  • a second set of springs 223 biasedly urge secondary hub 204 in an opposite direction from springs 220.
  • Each spring 223 has one end positioned in a pocket 224 formed on flange portion 216.
  • An opposite end of each spring 223 is positioned within a pocket 226 formed in primary reaction plate 206. It should be appreciated that there is a journal bearing between primary reaction plate 206 and primary hub 202 and rotates therewith.
  • Secondary reaction plate 208 is fixed for rotation with secondary hub 204. Both primary reaction plate 206 and secondary reaction plate 208 are restricted from axially moving away from each other while secondary hub 204 is axially translatable relative to each reaction plate.
  • Dual mass flywheel 200 operates substantially similarly to the dual mass flywheels previously discussed. However, additional design flexibility exists in that the spring rates and initial preloads of springs of 220 and 223 may differ from one another. As shown in Figure 5, the sets of springs 220 and 223 are arranged in parallel with one another and at least partially counteract one another.
  • a load path through dual mass flywheel 200 includes an engine housing 230 reacting load supplied through a bearing 232, primary reaction plate 206, springs 223, secondary hub 204, springs 220, secondary reaction plate 208, another bearing 234 and a transmission housing 236.

Abstract

L’invention concerne un volant double masse comprenant un moyeu primaire conçu pour être entraîné par un arbre rotatif de sortie d’une source de puissance. Le moyeu primaire comprend une partie disque primaire présentant une rainure primaire, en forme d’arc et d’une profondeur variable. Un moyeu secondaire axialement mobile est conçu pour entraîner un arbre rotatif d’entrée d’une transmission. Le moyeu secondaire comprend une partie disque secondaire opposée à la partie disque primaire et présentant une rainure secondaire, en forme d’arc et d’une profondeur variable. Un élément de roulement est positionné à l’intérieur des rainures primaire et secondaire. Un ressort de compression vient en prise avec un élément de réaction et pousse par sollicitation le moyeu secondaire pour qu’il vienne en contact avec l’élément de roulement, de telle façon que la rotation relative entre les moyeux primaire et secondaire provoque la translation du moyeu secondaire et fait varier la charge appliquée par le ressort.
PCT/CA2009/001029 2008-07-28 2009-07-22 Volant double masse avec rigidité de système continue non linéaire, capacité de roue libre, via une translation axiale à l’encontre d’un système de ressort WO2010012078A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US8401108P 2008-07-28 2008-07-28
US61/084,011 2008-07-28

Publications (1)

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WO2010012078A1 true WO2010012078A1 (fr) 2010-02-04

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PCT/CA2009/001029 WO2010012078A1 (fr) 2008-07-28 2009-07-22 Volant double masse avec rigidité de système continue non linéaire, capacité de roue libre, via une translation axiale à l’encontre d’un système de ressort

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104500652A (zh) * 2014-12-26 2015-04-08 长城汽车股份有限公司 用于车辆的飞轮组件及具有其的发动机和车辆
CN106194417A (zh) * 2015-05-26 2016-12-07 现代自动车株式会社 具有减振阻尼器的交流发电机单元及发动机和车辆
CN107085633A (zh) * 2017-04-12 2017-08-22 华侨大学 基于支持向量机的多点振动响应频域预测的装置及方法
CN107092738A (zh) * 2017-04-12 2017-08-25 华侨大学 基于多元线性回归的振动响应频域预测的实验装置及方法
WO2021008649A1 (fr) * 2019-07-12 2021-01-21 Schaeffler Technologies AG & Co. KG Amortisseur de vibrations de torsion

Citations (13)

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GB493564A (en) * 1936-09-14 1938-10-11 Borg Warner Improvements in or relating to clutches
US4624650A (en) * 1980-12-08 1986-11-25 Honda Giken Kogyo Kabushiki Kaisha Torsional vibration absorber device
US4734080A (en) * 1983-07-13 1988-03-29 Machinenfabrik Stromag G.M.B.H. Rotary-elastic, oscillation-damping shaft coupling
US5180334A (en) * 1990-08-31 1993-01-19 Aisin Seiki Kabushiki Kaisha Torque variation absorbing device provided with elastic elements and grooved plates for receiving rotational elements
US5573460A (en) * 1993-10-13 1996-11-12 Kabushiki Kaisha Daikin Seisakusho Torsional vibration dampening device having multiple dampening force levels with transitional dampening means between multiple dampening force levels
US5855518A (en) * 1995-07-17 1999-01-05 Nsk Ltd. Damper device for rotary motion
FR2779192A1 (fr) * 1998-05-30 1999-12-03 Gkn Viscodrive Gmbh Accouplement d'arbres
US6408717B1 (en) * 1997-05-09 2002-06-25 Ap Tmf Limited Twin mass flywheels
US20030209400A1 (en) * 2002-05-09 2003-11-13 Eaton Corporation Ball ramp clutch with indexing plates
US6739607B2 (en) * 2000-06-06 2004-05-25 Alvis Hagglunds Ab Device for damping pivotal movements of a wheel-supporting pendular arm of a motor vehicle
US6964326B2 (en) * 2002-11-29 2005-11-15 Timken Gmbh Apparatus for damping rotational vibrations
US20080087516A1 (en) * 2006-10-16 2008-04-17 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Device for damping vibrations, in particular, torsion vibration damper
WO2009033638A1 (fr) * 2007-09-10 2009-03-19 Magna Powertrain Ag & Co Kg Volant moteur bi-masse

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB493564A (en) * 1936-09-14 1938-10-11 Borg Warner Improvements in or relating to clutches
US4624650A (en) * 1980-12-08 1986-11-25 Honda Giken Kogyo Kabushiki Kaisha Torsional vibration absorber device
US4734080A (en) * 1983-07-13 1988-03-29 Machinenfabrik Stromag G.M.B.H. Rotary-elastic, oscillation-damping shaft coupling
US5180334A (en) * 1990-08-31 1993-01-19 Aisin Seiki Kabushiki Kaisha Torque variation absorbing device provided with elastic elements and grooved plates for receiving rotational elements
US5573460A (en) * 1993-10-13 1996-11-12 Kabushiki Kaisha Daikin Seisakusho Torsional vibration dampening device having multiple dampening force levels with transitional dampening means between multiple dampening force levels
US5855518A (en) * 1995-07-17 1999-01-05 Nsk Ltd. Damper device for rotary motion
US6408717B1 (en) * 1997-05-09 2002-06-25 Ap Tmf Limited Twin mass flywheels
FR2779192A1 (fr) * 1998-05-30 1999-12-03 Gkn Viscodrive Gmbh Accouplement d'arbres
US6739607B2 (en) * 2000-06-06 2004-05-25 Alvis Hagglunds Ab Device for damping pivotal movements of a wheel-supporting pendular arm of a motor vehicle
US20030209400A1 (en) * 2002-05-09 2003-11-13 Eaton Corporation Ball ramp clutch with indexing plates
US6964326B2 (en) * 2002-11-29 2005-11-15 Timken Gmbh Apparatus for damping rotational vibrations
US20080087516A1 (en) * 2006-10-16 2008-04-17 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Device for damping vibrations, in particular, torsion vibration damper
WO2009033638A1 (fr) * 2007-09-10 2009-03-19 Magna Powertrain Ag & Co Kg Volant moteur bi-masse

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104500652A (zh) * 2014-12-26 2015-04-08 长城汽车股份有限公司 用于车辆的飞轮组件及具有其的发动机和车辆
CN104500652B (zh) * 2014-12-26 2018-01-16 长城汽车股份有限公司 用于车辆的飞轮组件及具有其的发动机和车辆
CN106194417A (zh) * 2015-05-26 2016-12-07 现代自动车株式会社 具有减振阻尼器的交流发电机单元及发动机和车辆
CN107085633A (zh) * 2017-04-12 2017-08-22 华侨大学 基于支持向量机的多点振动响应频域预测的装置及方法
CN107092738A (zh) * 2017-04-12 2017-08-25 华侨大学 基于多元线性回归的振动响应频域预测的实验装置及方法
WO2021008649A1 (fr) * 2019-07-12 2021-01-21 Schaeffler Technologies AG & Co. KG Amortisseur de vibrations de torsion
CN113825926A (zh) * 2019-07-12 2021-12-21 舍弗勒技术股份两合公司 扭振阻尼器
JP2022538322A (ja) * 2019-07-12 2022-09-01 シェフラー テクノロジーズ アー・ゲー ウント コー． カー・ゲー ねじり振動ダンパ
JP7318025B2 (ja) 2019-07-12 2023-07-31 シェフラー テクノロジーズ アー・ゲー ウント コー． カー・ゲー ねじり振動ダンパ

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