WO2010031740A1

WO2010031740A1 - Torsion vibration damper assembly

Info

Publication number: WO2010031740A1
Application number: PCT/EP2009/061851
Authority: WO
Inventors: Thomas Dögel; Cora Carlson; Andreas Orlamünder
Original assignee: Zf Friedrichshafen Ag
Priority date: 2008-09-16
Filing date: 2009-09-14
Publication date: 2010-03-25
Also published as: DE102008047302A1

Abstract

A torsion vibration damper assembly for the drive train of a vehicle comprises an input area (92) for rigid coupling to a drive shaft (14) for common rotation about a rotational axis (A) and an output area (94) for rigid coupling to a transmission input shaft (18) for common rotation about said rotational axis (A), wherein the torsion vibration damper assembly (28) comprises a first torsion vibration damper (30) comprising a primary side (34) and a secondary side (43) that can rotate about the rotational axis (A) relative to the primary side (34) against the effect of a damping fluid assembly (64, 64' 65) and wherein the primary side (34) of the first torsion vibration damper (30) substantially forms the input area (92) of the torsion vibration damper assembly (28) and/or the secondary side (43) of the first torsion vibration damper (30) substantially forms the output area (94) of the torsion vibration damper assembly (28).

Description

torsional vibration damper

description

The present invention relates to a Torsionsschwingungsdämpferanord- tion for the drive train of a vehicle, comprising a rotatably coupled to a drive shaft for common rotation about a rotational axis input area and to be rotatably coupled to a transmission input shaft for common rotation about the axis of rotation output range.

In order to dampen torque fluctuations in drivetrains of vehicles, it is known, for example, in the torque transmission path between a prime mover and a friction clutch, to use a torsional vibration damper, such as a torque damper. a dual mass flywheel. Even with hydrodynamic torque converters, which are generally connected upstream of an automatic transmission in a drive train, it is known to use torsional vibration dampers in the transmission path between a lockup clutch and an output hub. Here, too, torsional vibration dampers constructed in general with damper springs are used, which generally have helical compression springs as damper springs.

It is the object of the present invention to provide a torsional vibration damper assembly which can be used in the drivetrain of a vehicle between a power plant and an automatic transmission which has a transmission internal, e.g. having wet-running starting element.

According to the invention, this object is achieved by a torsional vibration damper arrangement for the drive train of a vehicle, comprising send an input to be rotatably coupled to a drive shaft for common rotation about a rotation axis input region and a non-rotatably to be coupled to a transmission input shaft for rotation about the rotation axis output region, the Torsionsschwingungsdämpferanordnung a first

Torsionsschwingungsdämpfer having a primary side and against the action of a damper fluid assembly about the axis of rotation relative to the primary side rotatable secondary side and wherein the primary side of the first torsional vibration damper substantially forms the input portion of the Torsionsschwingungsdämpferanordnung or / and the secondary side of the first torsional vibration damper substantially the output range of

Torsionsschwingungsdämpferanordnung forms.

The Torsionsschwingungsdämpferanordnung invention is thus constructed so that it is both input side and output side rotatably coupled, so without the ability to produce a torque interruption for a connection between a drive shaft and a transmission input shaft. Through the use of a damper fluid arrangement, it becomes possible to obtain adaptation to a broad damping spectrum or to influence the damping character of a driving situation.

In order to achieve a further improvement in the damping characteristic in the torsional vibration damper arrangement according to the invention, it is proposed that a second torsional vibration damper is provided with a primary side and against the action of a damper spring arrangement about the axis of rotation with respect to the primary side of the rotatable secondary side. While the first torsional vibration damper works with dampening fluid to be displaced or promoted when torque fluctuations occur, the second torsional vibration damper operates with a damper spring arrangement which, for example, has conventional design with a plurality of helical compression springs as damper elements. is forming.

In this case, it can be provided, for example, that the secondary side of the second torsional vibration damper essentially forms the output region of the torsional vibration damper arrangement and the secondary side of the first torsional vibration damper is non-rotatably connected to the primary side of the second torsional vibration damper. In this case, therefore, in the torque flow-based on a tensile state-the first torsional vibration damper lies in front of the second torsional vibration damper.

In an alternative embodiment, it is proposed that the primary side of the second torsional vibration damper essentially forms the input region of the torsional vibration damper arrangement and the secondary side of the second torsional vibration damper is non-rotatably connected to the primary side of the first torsional vibration damper.

In order to be able to achieve a rotationally fixed coupling to a transmission input shaft in a simple manner, it is proposed that the output region comprises an output hub.

In order to supply a damping fluid arrangement, in particular for varying its damping characteristic, with the required pressure fluid or / and to produce the required supply of pressure fluid for an automatic transmission, it is known to provide a fluid pump in such a transmission. In order to ensure their propulsion when operating a vehicle, it is further proposed that the input area comprises a drive formation for driving a fluid pump arranged in a transmission.

The torsional vibration damper arrangement according to the invention can be constructed such that the damper fluid arrangement of the first torsional vibration damper has at least one fluid pressure storage arrangement and one - A -

Conveyor arrangement comprises, by which during relative rotation of the primary side with respect to the secondary side of the fluid storage pressure in at least one fluid pressure accumulator arrangement can be increased.

In this case, the conveying effect generated in the case of relative rotation can be stored in the form of energy in that the at least one fluid pressure accumulator arrangement comprises at least one fluid pressure accumulator unit with preferably first substantially incompressible fluid conveyable by the conveyor arrangement and one energy accumulator loadable by the first fluid.

A very easily realizable construction can thereby be obtained by the fact that the at least one energy store comprises compressible second fluid, for example gas.

A particularly simple design can also be obtained by providing the at least one fluid pressure storage unit on the primary side or the secondary side of the first torsional vibration damper.

In order to vary the effect characteristic of such a damper fluid arrangement, it is possible to influence the pressure of the first fluid which can be conveyed by the conveyor arrangement. For this purpose, it may be provided that the first fluid can be fed to the at least one fluid pressure accumulator arrangement via a transmission input shaft.

In order to be able to provide a fluid damping effect for traction operation and overrun operation, it is further proposed that two fluid pressure accumulator arrangements be provided and that upon relative rotation of the primary side relative to the secondary side in a first relative direction of rotation, the delivery arrangement control the fluid storage pressure in a first one of the fluid pressure accumulator arrangements increased and relative rotation of the primary side relative to the secondary side in one of the first relative directions of rotation opposite second relative direction of rotation increases the fluid storage pressure in a second of the fluid pressure accumulator assemblies. In this case, the structure may be such that the conveying arrangement comprises at least one pressure chamber formed between the primary side and the secondary side, the volume of which is variable with relative rotation of the primary side with respect to the secondary side, and at least one connecting volume, via which first fluid displaced from the at least one pressure chamber loaded at least one energy storage.

In an alternative embodiment, the conveying arrangement may comprise a pump arrangement that can be driven by relative rotation of the primary side relative to the secondary side, which conveys first fluid from one of the fluid pressure accumulator arrangements to the other fluid pressure accumulator arrangement as a function of the relative direction of rotation. By using such a pumping arrangement, it becomes possible to operate substantially without rotation angle limitation between the primary side and the secondary side and thus to provide a correspondingly flat damping characteristic even over a large range of relative rotation angles.

The invention further relates to a drive train for a vehicle comprising a drive unit with a drive shaft, a torsional vibration damper arrangement according to the invention and a transmission, preferably automatic transmission, with a transmission input shaft, wherein an input portion of the Torsionsschwingungsdämpferanordnung is rotatably coupled to the drive shaft and the output range of Torsionsschwingungs- damper assembly with the transmission input shaft is rotatably coupled.

The present invention will be described below with reference to the accompanying drawings. It shows:

Fig. 1 is a schematic view of a drive train in a vehicle;

2 a of FIG. 1 corresponding representation of an alternative Ausge- staltungsform;

FIG. 3 is a partial longitudinal sectional view of a torsional vibration damper assembly formed for the powertrain of FIG. 1; FIG.

FIG. 4 is a cross-sectional view of a gas spring torsional vibration damper used in the torsional vibration damper arrangement of FIG. 3; FIG.

FIG. 5 is a view corresponding to FIG. 4 of an alternative embodiment; FIG.

Fig. 6 is a schematic illustration of an alternative embodiment of a torsional vibration damper arrangement;

7 is a schematic representation of an alternative embodiment of a torsional vibration damper arrangement;

8 is a schematic representation of an alternative embodiment of a torsional vibration damper arrangement;

9 is a schematic representation of an alternative embodiment of a torsional vibration damper assembly.

Fig. 10 is a schematic illustration of an alternative embodiment of a torsional vibration damper assembly;

1 is a partial longitudinal sectional view of an alternative embodiment of a torsional vibration damper assembly;

Fig. 12 is a partial longitudinal sectional view of an alternative embodiment of a torsional vibration damper assembly. Before describing various embodiments of torsional vibration damper arrangements with reference to FIGS. 3 to 12, the basic structure of a drive train 10 for a vehicle is explained with reference to FIGS. 1 and 2. It can be seen in Fig. 1, for example, designed as an internal combustion engine drive unit 12 with a drive shaft 14, so for example crankshaft. It further recognizes a trained as an automatic transmission 16 with a transmission input shaft 18 and a transmission output shaft 20 which drives the two driven wheels 24, 26 via a differential 22. In connection with the present invention, such a transmission has at least one coupling arrangement which acts as a starting element and can establish or interrupt the torque flow in the transmission by engagement or disengagement. Such a clutch assembly may be formed, for example, as a wet-running multi-disc clutch and also serve, if necessary in conjunction with other clutch or brake assemblies to activate or deactivate a gear in the transmission 16.

Between the drive shaft 14 and the transmission input shaft 18, a generally designated 28 torsional vibration damper assembly is arranged. This comprises a first torsional vibration damper 30 and connected in series thereto a second torsional vibration damper 32. Each of the torsional vibration damper 30, 32 is characterized by a spring stiffness Ci or C ₂ to be designated size and a damping term di or d ₂ to be designated size. While the spring stiffness characterizes that force against which a respective primary side and a secondary side are to be rotated with respect to each other, and which also supplies a restoring force in the direction of a neutral relative rotational position between the primary side and the secondary side, the damping term characterizes, for example Friction or flow effects generated energy losses.

Each of the two torsional vibration dampers 30, 32 is furthermore characterized by terized by a primary side inertia θ _P i and Θ _P2 and a secondary-side inertia θ _S i and Θ _S2 - Accordingly, the drive unit 12 or the drive shaft thereof can 14 as well as the transmission 16 and the transmission input shaft 18 thereof a mass moment of inertia θ _of or θ _{ab are} assigned.

From the visible in FIG. 1 structure is therefore clear that the first torsional vibration damper 30, a total moment of inertia is effective on the input side, the θ from the two moments of inertia _and composed Θ _PI. On the discharge side on the second torsional vibration damper 32, a total mass moment of inertia is effective, which is composed of the mass moment of inertia Θ _S2 and θ _ab . Between the two torsional vibration dampers 30 and 32 an intermediate mass moment of inertia is effective, which is composed of the two mass moment of inertia θ _S i and Θ _P2 .

The drive train 10 or its torsional vibration damper arrangement 28 shown in FIG. 1 can be constructed, for example, such that the total mass moment of inertia acting on the input side before the first torsional vibration damper 30 has a value of more than 0.01 kgm ² . The total mass moment of inertia acting on the output side after the second torsional vibration damper 32 can have a very small value of at least 0.000001 kgm ² . The moment of inertia between the two torsional vibration dampers 30 and 32, which, as already explained, from the secondary inertia θ _S i of the first torsional vibration damper 30 and the primary-side moment of inertia Θ _{P2 of} the second torsional vibration damper 32 may have a value which is at least 0th 0001 kgm ² . In this way, an excellent vibration damping characteristic can be achieved, in which it is possible to set the natural frequency of the overall vibration system to be below the operating speed range, in particular the idling speed of the prime mover, by a factor> 1.4 resulting rende excitation frequency range.

In the system shown in FIG. 2, the torsional vibration damper arrangement 28 comprises only one, ie the first torsional vibration damper 30 with a spring stiffness c and a damping term d. Here, too, the primary side has a primary-side mass moment of inertia Θ _P , while the secondary side of the torsional vibration damper 30 has a secondary mass moment of inertia θ _s .

For such a structure, two fundamentally different principles can be used. On the one hand, the secondary-side mass moment of inertia θ _{s can} be selected such that it is smaller by a factor of at least 10 than the primary-side mass moment of inertia Θ _P on the one hand and the mass moment of inertia θ _ab on the transmission input shaft 18 on the other hand. In a second principle, the distribution of the moments of inertia should be selected such that the moment of inertia θ _on the drive shaft 14 and the components coupled therewith by a factor of at least 10, as the total on the output side effective mass moment of inertia, ie the sum of two mass inertia moments of inertia θ _s and θ _AB and this factor is also larger than the primary-side inertia θ _P.

Thus, while in the first principle on the secondary side, so abthebsseitig, a comparatively large moment of inertia is effective, in the second principle on the secondary side, ie the output side, a total of comparatively small mass moment of inertia is effective. Even with these two principles, it is preferably ensured that the natural frequency of the respective vibration system, for example, at least by a factor of 1, 4 is below the rotational frequencies occurring in the driving state, in particular the rotation frequency represented by the idling speed.

Hereinafter, various embodiments of torsional vibration damper assemblies 28 are described, which serve as well this is illustrated in FIGS. 1 and 2, to transmit a torque between a drive shaft 14 and a transmission input shaft 18, without providing in this torque transmission the functionality of a realized for example by a coupling traction interruption. This is actually done within the automatic transmission 16. In which at least one clutch is provided, which can also realize the function of a starting element.

A first embodiment is shown in Figs. 3 and 4. The torsional vibration damper arrangement 28 comprises as a first torsional vibration damper 30 a so-called gas spring torsional vibration damper and, as second torsional vibration damper 32 in the torque flow, based on the tensile state, following the first torsional vibration damper 30, a torsional vibration damper effective with damper springs.

The first torsional vibration damper 30 has, as the primary side 34, a first housing part 42 formed with side parts 36, 38 and a peripheral part 40. As a secondary side 43, the first torsional vibration damper 30 has a second housing part 44 formed substantially radially inside the first housing part 40. As FIG. 4 shows, the second housing part 44 has two radially outwardly extending projections 46, 46 'at an angular distance of 180 °. Correspondingly, the peripheral part 40 of the first housing part 42 has two radially inwardly extending projections 48, 48 '. In the circumferential direction, a total of four pressure chambers 50 or 50 'and 52 or 52' are formed between these four projections 46, 48, 46 ', 48'. These pressure chambers 50, 50 ', 52, 52' are combined opposite one another in pairs and bounded in the axial direction by the two side parts 36, 38. The pressure chambers 50, 52, 50 ', 52' are filled with a substantially incompressible first fluid, that is, for example, oil, in the damper lift.

Each pressure chamber 50, 50 ', 52, 52' is further a connection chamber 54, 54 'and 56, 56' assigned. In relative rotation between the primary side 34 and the secondary side 43, for example, the volume of the two pressure chambers 50, 50 'is reduced, while the volume of the two pressure chambers 52, 52' increases. The reduced in their volume pressure chambers 50, 50 'displace the first fluid contained therein via openings not shown in the respectively associated connection chambers 54, 54', so that there correspondingly increases the fluid pressure. In this case, the two connecting chambers 54, 54 'associated fluid pressure accumulator units 58 and the contained therein in the form of a compressible second fluid energy storage 60 are charged. The fluid pressure storage units 58 thus form gas springs, in which the gas acting as an energy store 60 is separated from the first fluid by a respective piston element 62 or possibly a membrane or the like.

It can be seen in FIG. 4 that each of these connecting chambers 54 and 54 'are each assigned four such fluid pressure storage units 58, while each connecting chamber 56, 56' is assigned such a fluid pressure storage unit 58. For this purpose, separating elements 63 are provided between the connection chambers 54, 56, 54 ', 56' which follow one another in circumferential direction. Depending on the positioning of these dividing elements 63, it is thus possible to associate with each other the respectively interacting pressure chambers 50, 50 ', 52, 52' a number or required number of fluid pressure storage units 58 for the pulling operation on the one hand and the pushing operation on the other hand.

In this embodiment variant shown in FIG. 4, each pair of pressure chambers 50, 50 'and 52, 52' in combination with the respective associated connection chambers 54, 54 'and 56, 56' and the respective fluid pressure storage units 58 which can be activated thereby form a respective fluid pressure feed - cheranordnung 64 or 64 '. Upon relative rotation between the primary side 34 and the secondary side 43, the fluid storage pressure in each one of the fluid pressure accumulator assemblies 64 and 64 'is increased while decreasing in the other. The two pairs of pressure chambers 50, 50 'and 52, 52' form, in conjunction with the respectively associated connection chambers 54, 54 'and 56, 56', a fluid conveying arrangement 65. This ensures that, depending on the relative rotation between the primary side 34 and the secondary side 43 of the first torsional vibration damper 30, the fluid pressure in the two accumulator assemblies 64, 64 'is varied and thus each one of the primary side 34 and the secondary side 43 in the direction of neutral relative rotational position restoring force is generated.

An alternative embodiment of this is shown in FIG. 5. Here, only one fluid pressure accumulator arrangement 64 is provided, for example in association with the two pressure chambers 50, 50 'which are effective in traction mode. There is a single connection chamber 54 which combines these two pressure chambers 50, 50 'with all fluid pressure storage units 58. The two other pressure chambers 52, 52 'are held substantially without pressure, so for example in conjunction with the environment, so that here a damping effect is achieved only in a torque transmission direction, so for example in traction, while reducing the volumes of the two pressure chambers 52, 52 'is opposed to substantially no force due to lack of cooperation with any of the fluid pressure storage units 58.

In order to couple the torsional vibration damper arrangement 28 of FIG. 3 to the abutment shaft 14, a connection arrangement 66 is fixedly connected, for example, to the first housing part 42, which can be coupled non-rotatably to the drive shaft 14 via a flexible plate assembly or the like, so that the First housing part 42 and the primary side 34 of the first torsional vibration damper 30 is rotatably coupled to the drive shaft 14 for common rotation about the axis of rotation A. Furthermore, a housing 68 surrounding the second torsional vibration damper 30 is fixedly connected to the first housing part 42, for example by welding connection to the side part 38. The housing 68 engages with a housing Housing hub 70 in the gear 16 and thus can drive a arranged in the transmission oil pump or fluid pump upon rotation of the drive shaft 14.

A primary side 72 of the second torsional vibration damper 30, which is formed, for example, with two cover disk elements 74, 76 is coupled in its radially inner region by a Hirthverzahnungsformation 78 using bolts 80 to the secondary side 43, so the housing part 44, the first torsional vibration damper 30. A secondary side 82 of the second torsional vibration damper 32 comprises a central disk element 84, which is coupled in a rotationally fixed manner to the transmission input shaft 18 radially inward via a spline formation 86 or the like. The damper spring arrangement 88 of the second torsional vibration damper 30 comprises a plurality of damper springs 90, which are sequentially or nested in the circumferential direction and designed as helical compression springs and which extend in the circumferential direction at respective support regions of the two cover disk elements 74, 76 or the central disk element 84 support.

In the construction shown in FIG. 3, the primary side 34 of the first torsional vibration damper 30 thus essentially forms an input region 92 of the torsional vibration damper arrangement 28, while the secondary side 82 of the second torsional vibration damper 32 essentially forms an output region 94 of the torsional vibration damper arrangement. The primary-side moment of inertia θ _P i of the first torsional vibration damper 30 is essentially defined by the first housing part 42, the fluid-pressure storage units 58, which are non-rotatable, and also the housing 68. The secondary-side mass moment of inertia θ _S i of the first torsional vibration damper 30 is essentially defined by the second housing part 44. The primary-side mass moment of inertia Θ _{P2 of} the second torsional vibration damper 32 is essentially realized by its primary side 72, that is to say the two cover disk elements 74, 76 or mass parts 96, 98, of which the mass part 96 is also connected for connection. tion to the secondary side 34 of the first torsional vibration damper 30 is used. The secondary-side mass moment of inertia Θ _{S2 of} the second torsional vibration damper 32 is essentially defined by the central disk element 84.

The supply of the first torsional vibration damper 30 with the essentially incompressible first fluid to be provided in the pressure chambers 50, 50 ', 52, 52' takes place via the transmission input shaft 18. This is fundamentally in the form of a hollow shaft and has a clamping member 100 in its cavity on. In the interior of the insert part, a first flow channel 102 is formed, which is open via openings 104 radially outwardly to corresponding openings 106 in the second housing part 44. About this first flow channel 102 and the associated openings 104, 106, for example, the two pressure chambers 50, 50 ' fed with pressurized fluid.

Between the insert part 100 and the transmission input shaft 18, a ring-like second flow channel 108 is formed which is open via openings 110 and corresponding openings not visible in FIG. 3 in the second housing part 44 to the other two pressure chambers 52, 52 ' that in principle a construction is realized here, as shown in FIG. 4. Via the two flow channels 102, 108, pressurized first fluid can be supplied from a source of pressurized fluid. This can be arranged in the transmission 16 or also outside of the transmission 16 and can initiate the pressurized first fluid into the flow channels 100 and 108 via a rotary union arranged for example in the transmission 16. By a correspondingly switchable valve arrangement can be selected which of the two mutually associated pressure chambers 50, 50 'or 52, 52' are each supplied with very high pressure up to 70 bar standing first fluid, for example, an increased reverse rotation in the direction of a neutral -Relativdrehlage to enforce. In order to avoid fluid leaks as far as possible during fluid supply to the pressure chambers 50, 50 ', 52, 52', a hardened barrel sleeve 112 is arranged in the first housing part 44. With respect to this barrel sleeve, the openings 104 and 1 10 with fluidly sealed on both sides of sealing elements 1 14, 1 16, 1 18 completed. However, fluid leaks that will inevitably occur are collected within the cavity formed by the first housing portion 42 and the housing 68 and, for example, fed back to the transmission as a leakage current. As sealing elements 1 14, 1 16, 1 18, for example, rectangular sealing rings or any suitable as dynamic seals sealing elements can be used, which allow a relative rotation between the transmission input shaft 18 and the barrel sleeve 1 12 with minimal fluid loss.

Between the two housing parts 44, 42, in particular so the second housing part 44 and the two side parts 36, 38, further seal assemblies 121, 123 are effective, which provide in this area for a fluid-tight completion of the pressure chambers 50, 50 ', 52, 52' ,

The primary side 34 and the secondary side 43 of the first torsional vibration damper 30 are supported relative to one another by two bearings, for example needle bearings 120, 122. In this case, these two bearings 120, 122 act between the two side parts 36, 38 on the one hand and the second housing part 44, possibly providing an annular, hardened running element. Also, the transmission input shaft 18 is mounted relative to the second housing part 44 formed by, for example, needle bearings bearing 124, 126 and thus radially centered, in particular to maintain the sealing gap for the sealing elements 1 14, 1 16, 1 18 defined. A further radial bearing is realized between the output hub 128 provided on the secondary side 82 of the second damper 32 and integrally formed with the central disk element 84 and the housing hub 70 in the form of a further rolling element bearing 130. A Axialllagerung is provided in the form of two rolling element bearings 132, 134 between the central disk member 84 and the housing 68 on the one hand and the mass portion 96 on the other. Thus, a defined axial positioning of the first torsional vibration damper 30 with respect to the second torsional vibration damper 32 is provided. For these two bearings 132, 134, for example, spring-loaded and axially effective thrust washers can be effective.

In the construction shown in FIG. 3, the design of the two torsional vibration dampeners 30, 32 may be such that the first torsional vibration damper 30 is essentially operative in the driving range, ie by a bias pressure of the gas acting as energy storage 60 in the fluid pressure storage units 58 becomes effective only when the torque to be transmitted via the torsional vibration damper arrangement 28 exceeds a limit value corresponding to the pre-charge pressure, wherein a variation of this pre-charge pressure can take place via corresponding fluid supply or fluid discharge via the transmission input shaft 18. The second torsional vibration damper 32 can then be designed for lower torques, so that a vibration damping functionality is realized even in the idling range or in the starting state. It should be pointed out once again that, depending on whether the embodiment of the first torsional vibration damper 30 shown in FIG. 4 or in FIG. 5 is realized, a corresponding differentiation can be made for the pushing or pulling state.

An alternative embodiment is shown in principle of representation of FIG. 6. Here, components that correspond to components described above in terms of structure or function, designated by the same reference numerals.

In the embodiment shown in FIG. 6, the functionality of the first torsional vibration damper 30 with respect to the assignment of assemblies to the primary side 34 and to the secondary side 43 is reversed. Here forms Thus, essentially the second housing part 44, the primary side 34 and is coupled for example by a Hirthverzahnungsformation 140 to the housing 68 rotationally fixed. This housing 68, which here completely encapsulates both torsional vibration dampers 30, 32 and can be filled, for example, with fluid, is connected via the connection arrangement 66 to the drive shaft 12 for common rotation about the axis of rotation A.

The second housing part 42, together with the fluid pressure storage units 58 on the outer peripheral area thereof, now forms the secondary side 43, which is rotatable in a limited relative rotation angle range by means of a circumferential play catch arrangement 142 with respect to the housing 68 and thus also the primary side 34. The primary side 72 of the second torsional vibration damper 32 is, for example, fixed by welding to the second housing part 42. The secondary side 82 of the second torsional vibration damper 32 is coupled with its output hub 128 to the transmission input shaft 18 and thus forms the output region 94 of the Torsionsschwingungsdämpferanordnung 28. The primary side 34 of the first torsional vibration damper 30, essentially thus provided by the second housing part 44, forms substantially the input region 92 of the Torsionsschwingungsdämpferanord- 28 tion.

The primary-side mass moment of inertia θ _P i is therefore essentially determined by the second housing part 44 in conjunction with the housing 68. The secondary-side mass moment of inertia θ _S i of the first torsional vibration damper 30 is essentially defined by the second housing part 42 and the fluid pressure storage units 58 connected thereto. The primary-side mass moment of inertia Θ _{P2 of} the second torsional vibration damper 32 is essentially defined by the two cover disk elements 74, 76, while the secondary-side mass moment of inertia Θ _{S2 of} the second torsional vibration damper 32 is substantially defined by the central disk element 84. Since the secondary-side mass moment of inertia θ _S i of the first torsional vibration damper 30 is significantly greater than the primary-side mass moment of inertia θ _P i due to the structural design, a comparatively large intermediate mass between the two torsional vibration dampers 30, 32 is effective in this embodiment. Similar to the embodiment of FIG. 1, the output inertia moment of the torsional vibration damper assembly 28, which is substantially provided by the secondary inertia torque Θ _{S2 of} the second torsional vibration damper 32, is comparatively small.

A further embodiment variant is shown in FIG. 7. Again, the housing 68 is fixedly coupled to the drive shaft 12 for common rotation therewith about the axis of rotation A. The primary side 34 of the first torsional vibration damper 30 is provided here again by the first housing part 42 or all components firmly connected thereto, in particular also the fluid pressure storage units 58. The primary side 34 is non-rotatably coupled to the housing 68, for example by gearing or the like. The primary-side moment of inertia θ _P i is therefore essentially provided again by the first housing part 42, the fluid pressure storage units 58 connected thereto and the housing 68, which again engages with its housing hub 70 for driving a fluid pump into the transmission 16.

The secondary side 43 of the first torsional vibration damper 30 is essentially provided again by the second housing part 44, which is now rotatably mounted on a hollow support shaft 150 with intermediate storage of the bearings 124, 126. In the hollow support shaft 150, a flow channel 152 is formed, via which pressurized first fluid can be passed to, for example, the two pressure chambers 50, 50 '. Here, therefore, the structure shown in FIG. 5 can be realized, in which only the two pressure chambers 50, 50 'are fed with the first fluid, while the other two pressure chambers are substantially depressurized. The primary side 72 of the second torsional vibration damper 32 in this embodiment comprises the central disk element 84. The secondary side 82 comprises the two cover disk elements 74, 76, which are fixedly connected to the output hub 128. Via the flow channel 102 in the transmission input shaft 18, fluid can be introduced into the interior space of the housing 68 or withdrawn therefrom.

The axial bearing takes place via the two thrust bearings 132, 134. These support the essentially the intermediate mass-forming assembly, namely the secondary side of the first torsional vibration damper 30 and the primary side of the second torsional vibration damper 32 with respect to the housing 68 from.

It goes without saying that the construction principle of FIG. 4 for the first torsional vibration damper 30 can also be selected in this design variant, wherein corresponding flow channels are provided with radially outwardly leading openings in the hollow support shaft 150 in each case in association with two pairs of pressure chambers.

FIG. 8 shows a variant which substantially corresponds in structure to that shown in FIG. The hollow support shaft 150 can again be seen with the flow channel 152 formed therein, via which, for example, the two mutually associated pressure chambers 50, 50 'can be supplied with the first fluid. Between the support hollow shaft 150 and the transmission input shaft 18, a further flow channel 154 is formed, which is axially closed by a sealing element 156 and radially outward to the other two pressure chambers 52, 52 'can lead. Thus, with a comparatively simple construction of the hollow support shaft 150, by providing this further flow channel 154, the first torsional vibration damper 30, the primary side 34 of which again forms the input region 92 of the torsional vibration damper arrangement 28, can be supplied with the first fluid. 8 that the two cover disk elements 74, 76 essentially form the primary side 72 of the second torsional vibration damper 32, while the central disk element 84 now on the secondary side is combined with the output hub 128 and the torque is applied to the transmission input shaft 18 transfers.

FIG. 9 shows a variant embodiment in which the arrangement of the two torsional vibration dampeners 30, 32 is interchanged with respect to one another. In terms of the torque flow, the second torsional vibration damper 32 first follows, the primary side 72 of which, again essentially provided with the two cover disk elements 74, 76, forms the input region 92 of the torsional vibration damper arrangement 28 and, for example, by toothing or the like is firmly connected to the housing 68. The input-side mass moment of inertia Θ _PI is thus essentially determined by the primary side 72 of the second torsional vibration damper 32 and the housing 68. The second housing part 42 is non-rotatably coupled to the transmission input shaft 18 via the output hub 128 fixedly connected thereto.

The secondary side 82 of the second torsional vibration damper 32, which essentially comprises the central disk element 34 here, is connected to the second housing part 44 of the first torsional vibration damper 30, for example by toothing or the like, which essentially provides the primary side 34 of the first torsional vibration damper 30 here. This means that the secondary-side mass moment of inertia θ _S i is essentially determined by the mass moment of inertia of the central disk element 84 of the second torsional vibration damper 32. The primary-side mass moment of inertia Θ _P2 of the first torsional vibration damper 30 following in the torque flow is essentially determined by the second housing part 44. The secondary-side and thus also the output-side mass moment of inertia Θ _{S2 of} the first torsional vibration damper 30 is essentially determined by the first torsional vibration damper 30. housing part 42 and the fluid pressure storage units 58 provided thereon.

The fluid supply of the first torsional vibration damper 30 can take place via the transmission input shaft 18 formed with the insert 100, wherein, for example, in a structure as shown in Fig. 5, via the annular flow passage 108 fluid to the pressure chambers 50, 50 'can be passed. Fluid can be introduced into or discharged from the interior of the housing 68 via the central flow channel 102, so that a leakage return can also take place.

The variant of the torsional vibration damper arrangement 28 shown in FIG. 10 is constructed in such a way that initially the second torsional vibration damper 32 lies in the torque flow. Essentially, the central disk element 84 forms its primary side 72 and is coupled to the housing 68 in a rotationally fixed manner. The mass moment of inertia θ _P i, which essentially also forms the input-side mass moment of inertia of the torsional vibration damper arrangement 28, is essentially determined by the central disk element 84 and the housing 68. The secondary side 82 of the second torsional vibration damper 32 comprises the two cover disk elements 74, 76 , which are coupled to the first housing part 42 of the first torsional vibration damper 30, for example via the Druckfluidspei- chereinheiten 58 ,.

The mass moment of inertia θ _S i is essentially determined by the two cover disk elements 74, 76, while the mass moment of inertia Θ _P2 is essentially determined by the first housing part 42 and the associated fluid pressure accumulator units 58. The output region 94 of the torsional vibration damper arrangement 28 essentially forms the second housing part 44, which at the same time also essentially provides the secondary side 43 and thus defines the mass moment of inertia Θ _S2 . The transmission input shaft 18 is constructed as described above, and may conduct pressurized first fluid to the pressure chambers 50, 50 'via the annular flow passage 108, for example.

It can be seen that, in this embodiment, the assemblies forming essentially the intermediate mass are supported via the two thrust bearings 132, 134 with respect to the housing 68, so that essentially both torsional vibration dampers 30, 32 are axially supported.

FIG. 11 shows an embodiment variant in which the torsional vibration damper arrangement 28 comprises only the first torsional vibration damper 30 designed as a gas spring torsional vibration damper. Its primary side 34 includes the first housing part 42 with its various components. With this first housing part 42 and the engaging in the gearbox housing hub 70 is firmly connected, so as to ensure that upon rotation of the input portion 92 of the Torsionsschwingungsdämpferanordnung 28 with providing primary side 43 of the torsional vibration damper 30 and the fluid pump is driven.

The output region 94 of the torsional vibration damper assembly 28 essentially forms the secondary side 43 of the torsional vibration damper 30 with the second housing part 44 and all components firmly connected therewith. This second housing part 44 is rotatably connected, for example, by a Hirthverzahnungsformation 78 with the output hub 128. The structure, in particular with regard to the bearing, the fluid supply and the seal in the area of the torsional vibration damper 30, corresponds essentially to that described above with reference to FIG.

FIG. 12 shows a modification of the structure described above with reference to FIG. 11 with only the first torsional vibration damper 30. It can be seen here again that with the primary side 34 of the first torsional vibration damper 30. Onsschwingungsdämpfers 30 connected housing 68, which also provides the housing hub 70. In this housing 68, however, not the second torsional vibration damper is now provided, but rather a mass formation 160 provided for increasing the secondary-side and thus also lift-off mass. This comprises a ring-disk-like mass part 162, coupled to the second housing part 44 via the serration formation 78 to which another output part 128 providing mass part 164, for example, by splining 166 is rotatably coupled. Of course, the mass part 162 may also be formed in its radially inner region so that it forms the output hub 128 there, so that it is possible to dispense with the further mass part 164.

Here, therefore, a concept is realized in which a comparatively large secondary-side mass moment of inertia θ _{s of} the torsional vibration damper 30 is realized, ie in principle a construction of the torsional vibration damper arrangement 28 that is effective on the principle of a dual mass flywheel is realized.

In conclusion, it should be pointed out that, of course, the most varied modifications can be made in the previously described embodiments, which, however, use the principle of connecting a torsion vibration damper arrangement, in particular with a gas spring torsional vibration damper, between a drive shaft and a transmission input shaft, without the possibility of a traction interruption. not deviate. Thus, for example, each of the fluid pressure accumulator units shown coupled to the first housing part could be provided in a non-rotating system area and be in fluid communication with the respective pressure chambers or connecting chambers via the rotary feedthrough provided, for example, inside or outside the transmission. Further, instead of the fluid conveyor arrangement shown with the pressure chambers, which is basically effective only in a limited range of rotation angle, be provided in the manner of a gear pump or the like effective fluid delivery arrangement, the depending on the relative rotation between the Primräseite and the secondary side of the first torsional vibration damper once increases the fluid pressure in one of the accumulator assemblies, and once increases the fluid pressure in the other pressure accumulator assembly.

Claims

claims

A torsional vibration damper assembly for the drivetrain of a vehicle, comprising an input portion (92) to be rotatably coupled to a drive shaft (14) for rotation in common about an axis of rotation (A) and one having a transmission input shaft (18) for common rotation about the axis of rotation (A). The torsional vibration damper arrangement (28) has a first torsional vibration damper (30) with a primary side (34) and against the action of a damper fluid arrangement (64, 64 ', 65) about the axis of rotation (A ), wherein the primary side (34) of the first torsional vibration damper (30) substantially forms the input region (92) of the torsional vibration damper assembly (28) and / or the secondary side (43) of the first torsional vibration damper (30) substantially forms the output region (94) of the torsional vibration damper assembly (28).

2. Torsionsschwingungsdämpferanordnung according to claim 1, characterized in that a second torsional vibration damper (32) is provided with a primary side (72) and against the action of a damper spring assembly (88) about the axis of rotation (A) with respect to the primary side (72) rotatable secondary side ( 82).

3. Torsional vibration damper assembly according to claim 2, characterized in that the secondary side (82) of the second torsional vibration damper (32) substantially the output portion (94) of the Torsionsschwingungsdämpferanordnung (28) and the secondary side (43) of the first torsional vibration damper (30) with the primary side (72) of the second torsional vibration damper (32) is rotatably connected.

4. Torsionsschwingungsdämpferanordnung according to claim 2, characterized in that the primary side (72) of the second Torsi- onsschwingungsdämpfers (32) substantially the input portion (92) of the Torsionsschwingungsdämpferanordnung (28) and the secondary side (82) of the second torsional vibration damper (32) the primary side (34) of the first torsional vibration damper (30) is rotatably connected.

5. Torsionsschwingungsdämpferanordnung according to one of claims 1 to 4, characterized in that the output region (94) with a transmission input shaft (18) rotatably to be coupled to the output hub (128).

6. Torsionsschwingungsdämpferanordnung according to one of claims 1 to 5, characterized in that the input region (92) comprises a drive formation (70) for driving a in a transmission (16) arranged fluid pump.

7. Torsionsschwingungsdämpferanordnung according to one of claims 1 to 6, characterized in that the damper fluid arrangement (64, 64 ', 65) at least one fluid pressure accumulator assembly (64, 64') and a För- deranordnung (65) comprises, by which during relative rotation of the primary side (34) with respect to the secondary side (43) of the fluid storage pressure in at least one fluid pressure accumulator assembly (64, 64 ') can be increased.

8. Torsionsschwingungsdämpferanordnung according to claim 7, characterized in that the at least one fluid pressure accumulator assembly (64, 64 ') at least one fluid pressure accumulator unit (58) by the conveyor assembly (65) conveyable, preferably in the comprises substantial incompressible first fluid and an energy store (60) loadable by the first fluid.

9. Torsionsschwingungsdämpferanordnung according to claim 8, characterized in that the at least one energy storage

(60) comprises a compressible second fluid.

10. Torsionsschwingungsdämpferanordnung according to claim 8 or 9, characterized in that the at least one fluid pressure storage unit (58) on the primary side (34) or the secondary side

(43) of the first torsional vibration damper (30) is provided.

1 1. Torsionsschwingungsdämpferanordnung according to any one of claims 8 to 10, characterized in that the at least one fluid pressure accumulator assembly (64, 64 '), a first fluid via a transmission input shaft (18) can be fed.

12. Torsionsschwingungsdämpferanordnung according to one of claims 7 to 1 1, characterized in that two fluid pressure accumulator assemblies (64, 64 ') are provided and that upon relative rotation of the primary side (34) relative to the secondary side (43) in a first relative direction of rotation, the conveyor assembly (65) increases the fluid storage pressure in a first of the fluid pressure accumulator assemblies (64, 64 ') and increases the fluid accumulator pressure in a second of the fluid pressure accumulator assemblies (64, 64') relative to the secondary side (43) relative to the secondary side (43) in a second relative direction of rotation opposite the first relative rotational directions ,

13. Torsionsschwingungsdämpferanordnung according to any one of claims 7 to 12, characterized in that the conveying arrangement (65) comprises at least one pressure chamber (50, 50 ', 52, 52') formed between the primary side (34) and the secondary side (43) whose volume during relative rotation of the primary side (34) with respect to the secondary side (43) is changeable, and at least one connecting volume (54, 54 ', 56,

56 '), via which at least one pressure chamber (50, 50', 52, 52 ') displaced first fluid at least one energy store (60) loaded.

14. Torsionsschwingungsdämpferanordnung according to claim 12, characterized in that the conveying arrangement (65) comprises a by relative rotation of the primary side (34) with respect to the secondary side (43) drivable pumping arrangement, which depends on the relative rotational direction of the first fluid from one of Fluiddruckspeicheran- orders (64 , 64 ') to the other fluid pressure accumulator assembly (64, 64') promotes.

15. A drive train for a vehicle, comprising a drive unit with a drive shaft (14), a Torsionsschwingungsdämpferanordnung (28) according to one of the preceding claims and a transmission

(16), preferably automatic transmission, with a transmission input shaft (18), wherein the input portion (92) of the Torsionsschwingungsdämp- feranordnung (28) rotatably coupled to the drive shaft (14) and the output portion (94) of the Torsionsschwingungsdämpferanordnung (28) with the transmission input shaft (18) is coupled rotationally fixed.