WO2016165702A1

WO2016165702A1 - Centrifugal pendulum

Info

Publication number: WO2016165702A1
Application number: PCT/DE2016/200159
Authority: WO
Inventors: Pascal Strasser
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2015-04-14
Filing date: 2016-03-24
Publication date: 2016-10-20
Also published as: EP3283787A1; DE102015206618A1; CN107371375B; CN107371375A; DE112016001746A5

Abstract

The invention relates to a centrifugal pendulum (10) for damping rotational irregularities introduced via a drive shaft of a motor vehicle engine, provided with a carrier flange (14) that can be directly or indirectly connected to the drive shaft, a first pendulum mass (34) that can swing relative to the carrier flange (14), in particular via pendulum paths (22), in order to generate a restoring torque directed against the rotational irregularity, a second pendulum mass (36) that can swing relative to the carrier flange (14), in particular via pendulum paths (22), in order to generate a restoring torque directed against the rotational irregularity, and a stop damper (38) that can engage in the tangential direction on the first pendulum mass (34) and on the second pendulum mass (36), wherein the first pendulum mass (34) has at least one limiting element (42) protruding in the tangential direction and/or in the peripheral direction, for limiting a bending of the stop damper (38) in a radially outward direction. By means of the limiting element (42) that limits the radial bending out of the stop damper (38), a defined case of loading can be provided for the stop damper (38) even under a strong centrifugal influence, such that low noise generations are permitted over a long period of time in a drive train of a motor vehicle.

Description

centrifugal pendulum

The invention relates to a centrifugal pendulum for damping rotational irregularities introduced via a drive shaft of a motor vehicle engine, with the aid of which a restoring torque directed counter to rotational nonuniformity can be generated. A centrifugal pendulum has a guided in corresponding raceways rollers relative to a support flange displaceable pendulum mass, which can generate an oppositely directed restoring moment in speed fluctuation. The pendulum mass may have two mutually spaced apart in the axial direction of mass elements, which are riveted together via stepped bolts and between which a connected to a crankshaft of a motor vehicle carrier flange is arranged, on which the pendulum mass is guided via the rollers guided in the raceways pendulum. If the pendulum mass is maximally swung out to its central position, the pendulum mass can strike against a pendulum mass following in the circumferential direction or a stop of the support flange which limits the maximum oscillation angle of the pendulum mass. To reduce noise when hitting the pendulum mass of the stepped bolt can be covered with a rubber-elastic material.

There is a constant need to reduce noise developments in a drive train of a motor vehicle over as long a period as possible.

It is the object of the invention to show measures that allow low noise levels over a long period of time in a drive train of a motor vehicle.

The object is achieved by a centrifugal pendulum with the features of claim 1. Preferred embodiments of the invention are in the Subclaims and the following description given, each of which individually or in combination may constitute an aspect of the invention.

According to the invention, a centrifugal pendulum for damping rotational irregularities introduced via a drive shaft of a motor vehicle engine is provided with a carrier flange which can be directly or indirectly connected to the drive shaft, a pendulum mass pendulumable relative to the carrier flange, in particular via pendulum tracks, for producing a restoring torque directed counter to rotational irregularity to the carrier flange, in particular via pendle delbahnen, pendulable second pendulum mass to produce a rotational irregularity opposing return torque and tangible in the tangential direction of the first pendulum mass and the second pendulum impact damper, wherein the first pendulum mass at least one in the tangential direction and / or in the circumferential direction projecting limiting element for limiting a Ausbiegens of the stop damper radially outward.

By means of the stop damper provided, in particular, at the end faces of the pendulum masses pointing in the tangential direction, hard abutment of the pendulum mass can take place at a stop of a carrier flange limiting the oscillating angle of the pendulum mass, on which the pendulum mass can be supported in a pendulum manner, or a pendulum mass following in the circumferential direction Centrifugal pendulum be avoided. The amount of noise emissions of the centrifugal pendulum can thereby be reduced. At the same time an elastic deflection of the stop damper can be avoided radially outward by the limiting element. Here, the knowledge is exploited that under centrifugal force, in particular at higher speeds of the motor vehicle engine, the stop damper can be pulled radially outward in a partial area between the pendulum masses. This could result without limiting element to the fact that the stop damper buckles and is not claimed along its designated longitudinal direction, but transversely thereto, whereby an unfavorable for the shock absorber load case occurs. The impact damper would be heavily loaded and could wear out faster or even damaged. This in turn could quickly reduce the damping property of the stop damper in a short time, thereby reducing noise emissions by striking circumferentially following pendulum masses not more of the stop damper can be damped. By limiting the radial bending of the stop damper delimiting a defined load case can be provided for the stop damper even under strong influence of centrifugal force, so that small noise developments over a large time Spaces are made possible in a drive train of a motor vehicle.

The stop damper can be designed as an elastic element, by which the speed with which the circumferentially adjacent pendulum masses can move towards each other, can be braked. A direct contact of the pendulum masses is done by, if any, with a reduced relative speed, so that impact noises are avoided or at least reduced. The stop damper may be made of an elastomeric material, such as rubber. Preferably, the stop damper is made of a metal, in particular spring steel, so that embrittlement or other aging of the stop damper can be avoided. The stop damper is designed in particular as a compression spring in the form of a helical spring. The stop damper is in particular attached to the first pendulum mass or with the second pendulum mass or both with the first pendulum mass and with the second pendulum mass and / or taken captive. The limiting element is configured in particular in one piece with the first pendulum mass, so that no separate component is required to form the limiting element. The stop damper can come into contact with the limiting element under a sufficiently large influence of centrifugal force from radially inside, so that a further bending out can be blocked radially outward. The boundary element can at least partially cover the stop damper when viewed radially from the outside. Preferably, the limiting element is positioned in the axial direction centered to the stop damper. Alternatively, two limiting elements may be provided which are spaced from a centerline of the stopper damper by a substantially equal distance. As a result, it is possible to prevent the stop damper, under the influence of centrifugal force, from moving axially past the limiting element as a result of elastic bending. Preferably, the second pendulum mass is configured at the pointing away from the first pendulum mass tangential end analogous to the pointing to the second pendulum mass tangential end of the first pendulum mass, so that the second pendulum mass for the subsequent mating pendulum masses in the circumferential direction as the first Pendulum mass acts. Accordingly, the first pendulum mass may be configured on the tangential end facing away from the second pendulum mass analogous to the tangential end of the second pendulum mass facing the first pendulum mass. As a result, in particular all the pendulum masses provided can be designed identically, so that a high number of identical parts results, whereby the centrifugal pendulum can be inexpensively manufactured and easily assembled. Alternatively, the first pendulum mass can be designed to be analog at its tangential ends, while the second pendulum mass is designed to be analog at its tangential ends, so that imbalances can be avoided.

The at least one pendulum mass of the centrifugal pendulum, under the influence of centrifugal force, endeavors to assume a position as far away as possible from the center of rotation. The "zero position" is thus the position furthest radially from the center of rotation, which the pendulum mass can assume in the radially outward position.With a constant input speed and constant drive torque, the pendulum mass will assume this radially outward position The centrifugal force acting on the pendulum mass is thereby divided into one component tangential and another component normal to the pendulum trajectory The tangential force component provides the restoring force, which is the force acting on the pendulum mass Pendulum mass will bring back to its "zero position", while the normal force component on a speed fluctuations inducing force introduction element, in particular a connected to the drive shaft of the motor vehicle flywheel, acting and there generates a counter-moment, there s counteracts the speed fluctuation and dampens the introduced speed fluctuations. For particularly high speed fluctuations, the pendulum mass can thus be maximally swung and assume the radially innermost position. For this purpose, the paths provided in the carrier flange and / or in the pendulum mass have suitable curvatures. In particular, more than one pendulum mass is provided. In particular, several pendulum masses can be distributed uniformly in the circumferential direction. The inert mass of the pendulum mass and / or the relative movement of the pendulum mass to the carrier flange is in particular for damping a specific frequency range of Drehun- uniformities, in particular an engine order of the motor vehicle engine, except placed. In particular, more than one pendulum mass and / or more than one support flange is provided. For example, the support flange is arranged between two pendulum masses and / or between two mass elements of a pendulum mass. Alternatively, the pendulum mass can be accommodated between two flange parts of the carrier flange, wherein the flange parts are connected to each other in a Y-shape, for example.

In particular, in a radially inner position of the first pendulum mass and the second pendulum mass, the limiting element is at least partially covered by the second pendulum mass when viewed in the axial direction. The limiting element can, for example, dip into a corresponding recess of the second pendulum mass. A tangential striking the second pendulum mass on the limiting element can be avoided. This makes it possible that the limiting element can protrude particularly far in the circumferential direction and can cover the stop damper over a particularly large angular range in the circumferential direction.

Preferably, the first pendulum mass has two end-side, in particular disc-shaped, mass elements for providing a portion of the inertial mass of the first pendulum mass, wherein in the axial direction between the frontal mass elements at least one middle mass element is provided to provide a portion of the inertial mass of the first pendulum mass, either the at least one middle mass element or the two end mass elements form the projecting boundary element. Due to the multi-part design of the pendulum mass, it is easily possible to form the limiting element as an integral part of the mass element by the shape design of at least one of the mass elements. In particular, the mass elements have an in particular substantially arc-shaped longitudinal extent, which in the installed state runs in the tangential direction and / or in the circumferential direction of the centrifugal force pendulum. The mass elements have an upper side and a lower side, which in the installed state can point in different axial directions. Between the top and the bottom of a thickness is formed, which is lower compared to the longitudinal extent of the respective mass element, in particular by a multiple. In particular, the mass elements have at least one raceway, preferably two raceways, in each of which a roller can be performed. The roller can in turn be guided in at least one pendulum track of a support flange.

Particularly preferably, the second pendulum mass has at least one in the tangential direction and / or circumferentially projecting limiting element for limiting a Ausbiegens the Anschlagdämpfers radially outward, wherein the limiting element of the first pendulum mass is axially offset from the limiting element of the second pendulum mass and the limiting element of the first Pendulum mass and that the boundary element of the second pendulum mass in a radially inner position of the first pendulum mass and the second pendulum mass in the axial direction overlap each other. As a result, both the first pendulum mass and the second pendulum mass can each have at least one delimiting element, so that the stop damper can be radially covered by at least one delimiting element from both circumferential directions. However, the boundary elements of the different pendulum masses can not strike each other in the circumferential direction, but can pass next to each other. The boundary elements of the different pendulum masses can be designed to correspond to a plug / socket system corresponding to each other.

In particular, the delimiting element and / or a part of the second pendulum mass overlapping the delimiting element in a radially inner position of the first pendulum mass and the second pendulum mass have a chamfer for reducing the friction of the pendulum masses against one another. A tolerance-related frontal striking can be avoided by the at least one chamfer. At the same time a distance in the axial direction between the parts moving past each other of the different pendulum masses is formed by the chamfer, so that a frictional contact can be avoided. The chamfer can be formed in particular by a stamping. Preferably, the chamfer extends at least over a large part of the region of the pendulum masses which overlaps in a radially inner position of the first pendulum mass and of the second pendulum mass.

Preferably, the first pendulum mass and / or the second pendulum mass has a receiving pocket for at least partially receiving the stop damper in tan- gentialer direction and / or in the circumferential direction. By the receiving pocket can already be given a first orientation of the stop damper in the tangential direction and / or in the circumferential direction. Furthermore, the receiving pocket facilitates the captive attachment of the stop damper.

Particularly preferably, a radially outer boundary of the receiving pocket is at least partially, in particular to a large part or completely, formed by the limiting element. In particular, the limiting element can protrude in the tangential direction and / or in the circumferential direction over the radially inner boundary of the receiving pocket or terminate with the radially inner boundary of the receiving pocket. The overlap in the axial direction may be greater than the radially outer boundary of the receiving pocket formed by the limiting element of the radially inner boundary of the receiving pocket. This makes it possible to keep the extent of the stop damper in the circumferential direction low and to let the pendulum mass come very close to each other in the radially inner position of the pendulum masses.

In particular, the stop damper as a spring element, in particular a helical compression spring, designed. By the stop damper, in particular made of a wire spring, a rubber-elastic material can be avoided. Here, the knowledge is exploited that the rubber-elastic material at very low temperatures, for example in winter, can become brittle. The spring element can also exert its spring function without significant wear effects over a particularly wide temperature range and thereby at least reduce wind noise due to impact noises of the centrifugal pendulum.

Preferably, the first pendulum mass and / or the second pendulum mass in a tangential direction and / or in the circumferential direction in the stop damper plug-in mandrel. The mandrel can support the stop damper from radially inside and predetermine a first alignment of the stop damper in the tangential direction and / or in the circumferential direction. In addition, the mandrel, in particular in cooperation with a receiving pocket to prevent buckling of the stopper damper radially outward or at least complicate. Particularly preferably, the first pendulum mass covers a distance s in the circumferential direction by means of the limiting element in a radially maximum far outward position of the first pendulum mass and the second pendulum mass from a total length L of the stop damper, where 0.25 <s / L <0.60, in particular 0.30 <s / L <0.50 and preferably 0.35 <s / L <0.45. With this covering of the limiting element in the circumferential direction, a sufficient angle amount can be covered, that the limiting element of the first pendulum mass alone or the delimiting element of the first pendulum mass together with a comparable limiting element of the second pendulum mass can prevent buckling of the stop damper.

The invention will now be described by way of example with reference to the accompanying drawings with reference to preferred embodiments, wherein the features shown below, both individually and in combination may represent an aspect of the invention. Show it:

1 is a schematic sectional view of a built-in powertrain of a motor vehicle centrifugal pendulum,

2 shows a schematic perspective view of a part of a first embodiment of the centrifugal pendulum of FIG. 1,

3 is a schematic detail view of the centrifugal pendulum of Fig. 2,

4 is a schematic perspective view of a part of a second embodiment of the centrifugal pendulum of Fig. 1 and

3 shows a schematic detail view of the centrifugal pendulum pendulum from FIG. 4.

The centrifugal pendulum 10 shown in Fig. 1 is coupled via an intermediate two-mass flywheel 12 with a drive shaft of a motor vehicle engine. The centrifugal pendulum 10 may also be connected to another component of a drive train of a motor vehicle, for example a flywheel. The centrifugal pendulum 10 has in the illustrated embodiment, a multi-part support flange 14. Between a first flange 16 and a second flange 18, a pendulum mass 20 is mounted in pendulum tracks 22 of the support flange 14 and raceways 24 of the pendulum mass 20 guided rollers 26 pendulum. The pendulum mass 20 is in the illustrated embodiment by two frontal TIG mass elements 28 and arranged between these end-side mass elements 28 middle mass element 30 composed. The support flange 14 additionally forms a pendulum mass 20 radially outwardly overlapping burst protection 32 from.

As shown in FIGS. 2 and 3, a plurality of pendulum masses 20 may be provided in the circumferential direction, wherein a first pendulum mass 34 and a subsequent second pendulum mass 36 are spring-loaded via a stop damper 38 in the form of a helical spring designed as a compression spring in order to stop the pendulum masses 34, 36 to dampen. The stop damper 38 is in this case in receiving pockets 40 of the pendulum masses 34, 36 partially inserted. So that the stop damper 38 does not buckle radially outward, for example under the influence of centrifugal force, the first pendulum mass 20 has a delimiting element 42 projecting in the tangential direction, against which the stop damper 38 can rest radially inward and is prevented from moving further radially outward. The limiting element 42 is formed by the middle mass element 30. Thus, the limiting element 42 does not abut the end face of the second pendulum mass 36, the middle mass element 30 of the second pendulum mass 36 is set back, so that the limiting element 42 of the first pendulum mass 34 between the frontal mass elements 28 of the second pendulum mass 36 dive into the second pendulum mass 36 can. The limiting element 42 has a bevel 44 formed by a stamping, so that the limiting element 42 can be easily threaded without substantial friction. The non-recessed parts of the frontal mass elements 28 compared to the middle mass element 30 may also have a thread 44 to facilitate immersion. In principle, it is also possible for the front-side mass elements 28 of the second pendulum mass 36 to protrude beyond the end of the receiving pocket 40 pointing in the tangential direction and for their part to form a delimiting element which can dip into a recessed area of the frontal mass elements 28 of the first pendulum mass 34.

As shown in FIGS. 4 and 5, the first pendulum mass 34 can have two limiting elements 42, which are formed by the part of the respective front-side mass elements 28 of the first pendulum mass 34 projecting beyond the tangential end of the receiving pocket 40. In this case, it is not the middle mass element 30, but the end-side mass elements 28 of the second pendulum mass 36, which are carried out reset, so that the limiting elements 42 of the first pendulum mass 34 can dip into the second pendulum mass 36. The part of the central mass element 30 which is not set back in comparison with the end-side mass elements 28 may likewise have a chamfer 44 in order to facilitate immersion. In principle, it is also possible for the middle mass element 30 of the second pendulum mass 36 to project beyond the end of the receiving pocket 40 pointing in the tangential direction and for its part to form a delimiting element which can dip into a recessed area of the middle mass element 30 of the first pendulum mass 34.

Centrifugal pendulum

Dual Mass Flywheel

beam flange

first flange part

second flange part

pendulum mass

aerial tramway

career

caster

frontal mass element

middle mass element

Burst protection

first pendulum mass

second pendulum mass

stop damper

receiving pocket

limiting element

chamfer

Claims

claims

Centrifugal pendulum for damping rotational irregularities introduced via a drive shaft of a motor vehicle engine with a carrier flange (14) which can be directly or indirectly connected to the drive shaft, a first pendulum mass (34) which can be oscillated relative to the carrier flange (14), in particular via pendulum tracks (22), for generating a the rotational irregularity opposing return torque, a relative to the support flange (14), in particular pendulum tracks (22), pendulum second pendulum mass (36) for generating a rotational irregularity opposing return torque and a tangential to the first pendulum mass ( 34) and at the second pendulum mass (36) vulnerable stop damper (38), wherein the first pendulum mass (34) at least one tangentially and / or circumferentially projecting limiting element (42) for limiting a Ausbiegens of the stop damper (38) radially outward having.

Centrifugal pendulum according to claim 1, characterized in that in a radially inner position of the first pendulum mass (34) and the second pendulum mass (36) the limiting element (42) viewed in the axial direction is at least partially covered by the second pendulum mass (36).

Centrifugal pendulum according to claim 1 or 2, characterized in that the first pendulum mass (34) has two end-side, in particular disk-shaped, mass elements (28) for providing a portion of the inertial mass of the first pendulum mass (34), wherein in the axial direction between the frontal mass elements ( 28) is provided at least one middle mass element (30) for providing a portion of the inertial mass of the first pendulum mass (34), wherein either the at least one middle mass element (30) or the two frontal mass elements (28) form the projecting Begrenzungselennent (42).

4. centrifugal pendulum according to one of claims 1 to 3, characterized in that the second pendulum mass (36) at least one tangentially and / or circumferentially projecting boundary element for limiting a Ausbiegens of the stop damper (38) radially outward, wherein the limiting element ( 42) of the first pendulum mass (34) to the limiting element of the second pendulum mass (36) arranged axially offset and the limiting element (42) of the first pendulum mass (34) and the limiting element of the second pendulum mass (36) in a radially inner position the first pendulum mass (34) and the second pendulum mass (36) overlap each other when viewed in the axial direction.

5. centrifugal pendulum according to one of claims 1 to 4, characterized in that the limiting element (42) and / or the limiting element (42) in a radially inner position of the first pendulum mass (34) and the second pendulum mass (36) overlapping part of the second Pendulum mass (36) has a chamfer for (44) friction reduction of the pendulum masses (34, 36) to each other.

6. centrifugal pendulum according to one of claims 1 to 5, characterized in that the first pendulum mass (34) and / or the second pendulum mass (36) has a receiving pocket (40) for at least partially receiving the Anschlagdämpfers (38) in the tangential direction and / or in Having circumferential direction.

7. centrifugal pendulum according to claim 6, characterized in that a radially outer boundary of the receiving pocket (40) at least partially, in particular to a large part or completely, of the limiting element (42) is formed.

8. centrifugal pendulum according to one of claims 1 to 7, characterized in that the stop damper (38) as a spring element, in particular a helical compression spring, is configured.

Centrifugal pendulum according to one of claims 1 to 8, characterized in that the first pendulum mass (34) and / or the second pendulum mass (36) in a tangential direction and / or in Umfangsnchtung in the stop damper (38) insertable mandrel has.

10. centrifugal pendulum according to one of claims 1 to 9, characterized in that the first pendulum mass (34) by means of the limiting element (42) in a radially maximum far outward position of the first pendulum mass (34) and the second pendulum mass (36) of a total length L of the stop damper (38) covers a distance s in the circumferential direction, where 0.25 <s / L <0.60, in particular 0.30 <s / L <0.50 and preferably 0.35 <s / L <0, 45 applies.