WO2016165702A1 - Pendule centrifuge - Google Patents

Pendule centrifuge Download PDF

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Publication number
WO2016165702A1
WO2016165702A1 PCT/DE2016/200159 DE2016200159W WO2016165702A1 WO 2016165702 A1 WO2016165702 A1 WO 2016165702A1 DE 2016200159 W DE2016200159 W DE 2016200159W WO 2016165702 A1 WO2016165702 A1 WO 2016165702A1
Authority
WO
WIPO (PCT)
Prior art keywords
pendulum
mass
pendulum mass
limiting element
centrifugal
Prior art date
Application number
PCT/DE2016/200159
Other languages
German (de)
English (en)
Inventor
Pascal Strasser
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to DE112016001746.4T priority Critical patent/DE112016001746A5/de
Priority to EP16721353.7A priority patent/EP3283787A1/fr
Priority to CN201680019139.8A priority patent/CN107371375B/zh
Publication of WO2016165702A1 publication Critical patent/WO2016165702A1/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
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range

Definitions

  • 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.
  • 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.
  • a rubber-elastic material can be covered with a rubber-elastic material.
  • 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.
  • stop damper 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.
  • the stop damper 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.
  • 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.
  • 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.
  • the limiting element is positioned in the axial direction centered to the stop damper.
  • two limiting elements may be provided which are spaced from a centerline of the stopper damper by a substantially equal distance.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • the pendulum mass can thus be maximally swung and assume the radially innermost position.
  • the paths provided in the carrier flange and / or in the pendulum mass have suitable curvatures.
  • more than one pendulum mass is provided.
  • 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.
  • more than one pendulum mass and / or more than one support flange is provided.
  • the support flange is arranged between two pendulum masses and / or between two mass elements of a pendulum mass.
  • 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.
  • the limiting element in a radially inner position of the first pendulum mass and the second pendulum mass, 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the receiving pocket can already be given a first orientation of the stop damper in the tangential direction and / or in the circumferential direction.
  • the receiving pocket facilitates the captive attachment of the stop damper.
  • 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.
  • 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.
  • the stop damper as a spring element, in particular a helical compression spring, designed.
  • a rubber-elastic material can be avoided.
  • 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.
  • 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.
  • the mandrel in particular in cooperation with a receiving pocket to prevent buckling of the stopper damper radially outward or at least complicate.
  • 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.
  • 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.
  • FIG. 1 is a schematic sectional view of a built-in powertrain of a motor vehicle centrifugal pendulum
  • FIG. 2 shows a schematic perspective view of a part of a first embodiment of the centrifugal pendulum of FIG. 1,
  • FIG. 3 is a schematic detail view of the centrifugal pendulum of Fig. 2,
  • FIG. 4 is a schematic perspective view of a part of a second embodiment of the centrifugal pendulum of Fig. 1 and
  • FIG. 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the middle mass element 30 of the second pendulum mass 36 may 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.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

L'invention concerne un pendule centrifuge (10) servant à atténuer des irrégularités de rotation induites par l'intermédiaire d'un arbre d'entraînement d'un moteur de véhicule automobile. Ledit pendule centrifuge comprend une bride de support (14) pouvant être reliée indirectement ou directement à l'arbre d'entraînement, une première masse pendulaire (34) pouvant osciller par rapport à la bride de support (14), en particulier par l'intermédiaire de va-et-vient (22), servant à produire un couple de rappel orienté à l'encontre de l'irrégularité de rotation, une deuxième masse pendulaire (36) pouvant osciller par rapport à la bride de support (14), en particulier par l'intermédiaire de va-et-vient (22), servant à produire un couple de rappel orienté à l'encontre de l'irrégularité de rotation, et un système amortisseur à butée (38) pouvant s'engager, dans une direction tangentielle, sur la première masse pendulaire (34) et sur la deuxième masse pendulaire (36). La première masse pendulaire (34) comporte au moins un élément de limitation (42) faisant saillie dans une direction tangentielle et/ou dans une direction périphérique, servant à limiter un cintrage du système amortisseur à butée (38) vers l'extérieur radialement. Du fait que l'élément de limitation (42) limite le cintrage radial du système amortisseur à butée (38), il est possible de prévoir, également sous l'action d'une force centrifuge très importante, un cas de charge défini pour le système amortisseur à butée (38) de manière à permettre des formations de bruits modérés dans un groupe motopropulseur d'un véhicule automobile sur une longue durée.
PCT/DE2016/200159 2015-04-14 2016-03-24 Pendule centrifuge WO2016165702A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE112016001746.4T DE112016001746A5 (de) 2015-04-14 2016-03-24 Fliehkraftpendel
EP16721353.7A EP3283787A1 (fr) 2015-04-14 2016-03-24 Pendule centrifuge
CN201680019139.8A CN107371375B (zh) 2015-04-14 2016-03-24 离心力摆

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015206618.5A DE102015206618A1 (de) 2015-04-14 2015-04-14 Fliehkraftpendel
DE102015206618.5 2015-04-14

Publications (1)

Publication Number Publication Date
WO2016165702A1 true WO2016165702A1 (fr) 2016-10-20

Family

ID=55952917

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2016/200159 WO2016165702A1 (fr) 2015-04-14 2016-03-24 Pendule centrifuge

Country Status (4)

Country Link
EP (1) EP3283787A1 (fr)
CN (1) CN107371375B (fr)
DE (2) DE102015206618A1 (fr)
WO (1) WO2016165702A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016125088A1 (de) 2016-12-21 2018-06-21 Schaeffler Technologies AG & Co. KG Fliehkraftpendeleinrichtung
WO2018153404A1 (fr) 2017-02-21 2018-08-30 Schaeffler Technologies AG & Co. KG Dispositif pendule centrifuge
CN111164330A (zh) * 2017-10-27 2020-05-15 舍弗勒技术股份两合公司 离心摆装置
CN114341523A (zh) * 2019-09-02 2022-04-12 舍弗勒技术股份两合公司 具有离心摆和预减振器的扭振减振器
CN114340933A (zh) * 2019-10-10 2022-04-12 舍弗勒技术股份两合公司 扭矩传输装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017223450B4 (de) 2017-12-20 2019-12-12 Audi Ag Fliehkraftpendel
DE102020100313A1 (de) 2020-01-09 2021-07-15 Schaeffler Technologies AG & Co. KG Fliehkraftpendel mit Berstschutz und einer Reibeinrichtung

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014005907A1 (fr) * 2012-07-06 2014-01-09 Schaeffler Technologies AG & Co. KG Pendule centrifuge
DE102014216540A1 (de) * 2013-09-16 2015-03-19 Schaeffler Technologies AG & Co. KG Fliehkraftpendeleinrichtung mit Druckfedern

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4364668B2 (ja) * 2004-02-17 2009-11-18 本田技研工業株式会社 遠心クラッチ
EP1780434A3 (fr) * 2005-10-29 2009-01-14 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif d'embrayage
DE112011104566A5 (de) * 2010-12-23 2013-09-19 Schaeffler Technologies AG & Co. KG Fliehkraftpendeleinrichtung

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014005907A1 (fr) * 2012-07-06 2014-01-09 Schaeffler Technologies AG & Co. KG Pendule centrifuge
DE102014216540A1 (de) * 2013-09-16 2015-03-19 Schaeffler Technologies AG & Co. KG Fliehkraftpendeleinrichtung mit Druckfedern

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016125088A1 (de) 2016-12-21 2018-06-21 Schaeffler Technologies AG & Co. KG Fliehkraftpendeleinrichtung
WO2018153404A1 (fr) 2017-02-21 2018-08-30 Schaeffler Technologies AG & Co. KG Dispositif pendule centrifuge
CN111164330A (zh) * 2017-10-27 2020-05-15 舍弗勒技术股份两合公司 离心摆装置
CN111164330B (zh) * 2017-10-27 2022-03-01 舍弗勒技术股份两合公司 离心摆装置
CN114341523A (zh) * 2019-09-02 2022-04-12 舍弗勒技术股份两合公司 具有离心摆和预减振器的扭振减振器
CN114341523B (zh) * 2019-09-02 2024-03-05 舍弗勒技术股份两合公司 具有离心摆和预减振器的扭振减振器
CN114340933A (zh) * 2019-10-10 2022-04-12 舍弗勒技术股份两合公司 扭矩传输装置

Also Published As

Publication number Publication date
CN107371375A (zh) 2017-11-21
DE102015206618A1 (de) 2016-10-20
EP3283787A1 (fr) 2018-02-21
CN107371375B (zh) 2019-08-13
DE112016001746A5 (de) 2018-01-11

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