WO2017059853A1 - Schwingungsisolationseinrichtung - Google Patents
Schwingungsisolationseinrichtung Download PDFInfo
- Publication number
- WO2017059853A1 WO2017059853A1 PCT/DE2016/200417 DE2016200417W WO2017059853A1 WO 2017059853 A1 WO2017059853 A1 WO 2017059853A1 DE 2016200417 W DE2016200417 W DE 2016200417W WO 2017059853 A1 WO2017059853 A1 WO 2017059853A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- isolation device
- vibration isolation
- pendulum
- vibration damper
- torsional vibration
- Prior art date
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
-
- 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
- F16F15/1414—Masses driven by elastic elements
Definitions
- the invention relates to a vibration isolation device for isolating torsional vibrations of an internal combustion engine in a drive train of a motor vehicle with an input part arranged around a rotation axis.
- Torsional vibration absorbers are sufficiently known from drive trains as pulley dampers, for example from DE 41 03 213 A1 or as crankshaft dampers, for example from DE 198 40 664 A1.
- a damper mass arranged around an axis of rotation is arranged in a torsionally elastic manner by means of a spring device acting in the circumferential direction.
- Such torsional vibration damper are designed by appropriate design of the absorber mass and the spring means to a predetermined oscillation frequency.
- speed-adaptive torsional vibration dampers are known in the form of centrifugal pendulum pendulums, for example from DE 10 2012 221 956 A1. Such speed-adaptive torsional vibration damper develop their effect only at higher speeds with sufficient centrifugal force.
- the object of the invention is the development of a vibration isolation device in particular for torsional vibration isolation over a wide speed range.
- a vibration isolation device in particular for torsional vibration isolation over a wide speed range.
- INS In particular, such a vibration isolation device should achieve vibration isolation even at low rotational speeds without neglecting vibration isolation in the remaining rotational speed range of the internal combustion engine.
- the proposed vibration isolation device serves to isolate torsional vibrations of an internal combustion engine in a drive train of a motor vehicle.
- the vibration isolation device has an input part arranged around an axis of rotation.
- the input part is driven indirectly or directly by the internal combustion engine.
- the input part is used for the input of torque in two torsional vibration damper, which are assigned in one piece or separately to the input part or form this.
- the input part transmits torque to the absorber masses of the torsional vibration damper.
- the speed-adaptive torsional vibration damper can be designed as a centrifugal pendulum.
- a circumferentially effective spring device is provided between the input part and the absorber mass of the conventional torsional vibration damper.
- the spring device is formed distributed over the circumference arranged helical compression springs, wherein the input part and the absorber mass via have appropriate loading devices for the frontal loading of the helical compression springs.
- the Tilgernnasse is centered relative to the axis of rotation, for example, at the entrance part.
- the speed-adaptive torsional vibration damper is arranged parallel to this, whose absorber mass is arranged at least partially distributed over the circumference, around pendulum masses which are arranged in a pendulum-like manner and which are spaced radially from the axis of rotation.
- the pendulum masses are oscillating eccentrically to the rotational axis, for example by means of pendulum preferably suspended from a pendulum mass carrier and take under centrifugal force their working position, which is detuned by the torsional vibrations while absorbing energy, so that a redeeming effect occurs.
- the self-aligning bearings are in this case formed of complementary raceways formed in the first part of the absorber mass and in the pendulum masses, on each of which a rolling element, for example a pendulum roller, rolls.
- the pendulum bearings form a predetermined pendulum motion, the circular arc or formed in almost any arbitrary shape, for example against the circular arc shape so detuned, for example, end may be provided with reduced radius that attacks the pendulum masses at the maximum angles of oscillation are unlikely.
- the self-aligning bearings are represented, for example, by means of recesses in the pendulum mass carrier and in the pendulum masses, correspondingly designed raceways being provided on the recesses on which the raceways overlap rolling elements such as spherical rollers or the like.
- the raceways can depict a monofilar suspension of the pendulum masses in the sense of a pendulum of a thread, but it has proven to be advantageous. have shown a bifilar suspension of the pendulum masses by means of two circumferentially spaced pendulum bearings.
- a pendulum movement corresponding to a parallel arrangement of the pendulum threads can be provided.
- a pendulum guide corresponding to a trapezoidal arrangement of the pendulum threads is proposed, in which the pendulum masses additionally perform a self-rotation during the pendulum movement, so that an additional mass inertia and thus an improved insulation effect can be provided.
- the centrifugal pendulum advantageously has a speed-adaptive antiresonance point at the torsional vibration maxima of the internal combustion engine. This means that the insulation effect with respect to the rest of the drive train adapts to the speed of the internal combustion engine.
- the conventional torsional vibration damper is provided for the speed range in which the centrifugal pendulum as a result of not yet sufficient centrifugal force at low speeds of the internal combustion engine has a reduced efficiency.
- the Antiresonanzstelle a conventional torsional vibration damper is independent of the speed of the internal combustion engine, this is preferably tuned to a speed below the speed range in which the centrifugal pendulum is effective, and thus the insulating effect of the vibration isolation device to a range at low speeds, for example at speeds less than 1000 rpm, in which modern internal combustion engines already develop sufficient torques, extended.
- the pendulum mass carrier may be formed as a pendulum, at the both sides and distributed over the circumference pendulum masses are arranged.
- axially opposite pendulum masses can be connected to pendulum mass units by means of connecting means, which pass through the pendulum flange at corresponding recesses.
- the self-aligning bearings are in This embodiment formed between the pendulum mass units and the pendulum by a rolling element in each case passes through the axially arranged in line recesses and rolls on the associated raceways.
- the centrifugal pendulum can comprise a pendulum mass carrier formed from two side parts, which side parts are axially spaced from one another at least at one receiving area. In this receiving area are distributed over the circumference and pendulum pendulum masses added.
- the self-aligning bearings are formed in this embodiment by recesses and raceways in the side parts and in the pendulum masses, wherein in each case a rolling element axially engages through recesses arranged in line and rolls on their careers.
- the absorber mass of the conventional torsional vibration absorber can be at least partially punched and formed from sheet metal.
- the absorber mass may have radially outward an axial projection which engages radially over the speed-adaptive torsional vibration damper.
- the conventional torsional vibration damper can form a burst protection, which retains highly accelerated parts in optionally bursting speed-adaptive torsional vibration damper.
- the conventional torsional vibration damper in particular its axial extension, can have at least one additional mass. Additional masses can be formed from solid, simple or folded ring parts made of sheet metal.
- a ring member may be provided as encoder ring with markings for the control of the internal combustion engine.
- a starter ring gear for starting the internal combustion engine may be arranged on the absorber mass.
- the speed-adaptive torsional vibration damper can be assigned at least one torsionally rigid additional mass.
- This additional mass may vary depending on the use of supply isolation device fulfill an additional function.
- the additional mass may be provided as a friction surface of a friction clutch.
- the vibration isolation device can be received directly on the crankshaft.
- the input part of the vibration isolation device can be received directly on the crankshaft.
- the vibration isolation device may form a single flywheel.
- the input part form a counter-pressure plate and fastening devices for a friction clutch.
- the pendulum mass carrier may be connected to the input part by means of rivets or formed in one piece from this.
- the conventional torsional vibration damper may be integrally formed with its input part at the input part of the vibration isolation device.
- the conventional torsional vibration damper and the speed-adaptive torsional vibration damper may have separate input portions which are commonly received on the crankshaft as an input portion of the vibration isolation device.
- the input part of the conventional torsional vibration damper may be formed from one or more disc parts, which form the input-side loading and receiving the spring device.
- the absorber mass forms the output side of the spring device.
- the figure shows the upper part of the arranged around the axis of rotation d vibration isolation device 1 in section.
- the vibration isolation device 1 is designed as a one-way flywheel 2, which by means of the screws 3 on the crankshaft 4 is arranged.
- the input part 5 of the vibration isolation device 1 is accommodated on the crankshaft 4 and contains the two mutually parallel torsional vibration damper 6, 7.
- the input part 5 forms the counter-pressure plate 8 of the friction clutch 9 shown in a simplified manner.
- the input part 5 is divided into the input part 10 of the conventional torsional vibration damper 6 and the counter-pressure plate 8, to which by means of the rivet 1 1 of the torsional vibration damper 7 is added.
- the conventional torsional vibration damper 6 has between the input part 10, which is formed from the two disc parts 12, 13, and the absorber mass 14, the spring means 15 which is formed in the embodiment shown distributed over the circumference arranged helical compression springs 16.
- the disk parts 12, 13 are radially inwardly received by means of screws 3 on the crankshaft 4 and form by means of recessed windows the receiving and loading devices for the helical compression springs 16. From radially outside engages axially between the disc parts 12, 13, the absorber mass 14 made of sheet metal and forms the output-side loading means for the helical compression springs 16. Radially outward, the axial projection 17 is integrally formed on the absorber mass 14.
- the axial projection 17 engages over the torsional vibration damper 7 radially outside and forms a burst protection for this.
- additional mass 18 is attached, for example, welded radially inwardly over the torsional vibration damper 7 partially overlap and can lead to an improvement of the burst protection.
- the ring member 20 may be used as additional mass and encoder ring for the detection of Rotational kenn values of the vibration isolation device 1 and thus the crankshaft 4 are used to control the internal combustion engine.
- the speed-adaptive torsional vibration damper 7 is designed as a centrifugal pendulum 21.
- the pendulum mass carrier 22 is received by means of the rivet 1 1 on the counter-pressure plate.
- the pendulum mass carrier 22 is formed in two parts from the two side parts 23, 24, which are radially spaced axially outside and thus form the receiving area 25, in which the distributed over the circumference arranged pendulum masses 26 are arranged.
- the pendulum masses 26 are suspended bifilar pendulum by means of two circumferentially spaced pendulum bearing 34 on the pendulum mass carrier 22 in the centrifugal force field of about the rotation axis d rotating vibration isolation device 1.
- the side parts 23, 24 and the pendulum masses 26 each have to form a predetermined pendulum track recesses 27, 28 with raceways 29, 30, on which this overlaps the here formed as a spherical roller rolling elements 31.
- the pendulum masses 26 are layered formed from a plurality of sheet metal layers and connected to each other, for example by means of rivets.
- the middle sheet metal layer has an enlarged recess 32, in which the rolling element 31 is axially guided by means of the annular flange 33. The axial guidance of the pendulum masses 26 between the side parts 23, 24 takes place by means of the end faces of the rolling element 31.
- the centrifugal pendulum 21 is tuned as a speed-adaptive torsional vibration damper 7 between the lower, on the rotational speed d dependent on the rotational speed of the Schwingungsisolati- ons founded 1 operating speed up to maximum speed of the internal combustion engine to the resonant frequency by a corresponding antiresonance is formed.
- Below the lower operating frequency of the centrifugal pendulum 21 is the conventional torsional vibration damper 6 tuned to a resonant frequency of the internal combustion engine at a fixed speed with a corresponding Antiresonanzstelle, so that at not yet formed effectiveness of the torsional vibration damper 7 at low speeds, for example below 1000 rpm, a vibration isolation can be achieved.
Landscapes
- 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)
- Mechanical Operated Clutches (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112016004583.2T DE112016004583A5 (de) | 2015-10-09 | 2016-09-06 | Schwingungsisolationseinrichtung |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102015219598.8 | 2015-10-09 | ||
DE102015219598 | 2015-10-09 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2017059853A1 true WO2017059853A1 (de) | 2017-04-13 |
Family
ID=57067899
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2016/200417 WO2017059853A1 (de) | 2015-10-09 | 2016-09-06 | Schwingungsisolationseinrichtung |
Country Status (2)
Country | Link |
---|---|
DE (2) | DE112016004583A5 (de) |
WO (1) | WO2017059853A1 (de) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3124836A1 (fr) * | 2021-07-05 | 2023-01-06 | Valeo Embrayages | Bouclier multicouche pour dispositif d’amortissement pendulaire |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4103213A1 (de) | 1990-02-06 | 1991-08-08 | Luk Lamellen & Kupplungsbau | Riemenscheibe |
DE19840664A1 (de) | 1997-09-09 | 1999-03-18 | Luk Lamellen & Kupplungsbau | Kolbenmotor mit Drehschwingungstilger sowie Drehschwingungstilger für einen Kolbenmotor |
DE102012205764A1 (de) * | 2011-04-26 | 2012-10-31 | Schaeffler Technologies AG & Co. KG | Torsionsschwingungsdämpfer |
DE102011017660A1 (de) * | 2011-04-28 | 2012-10-31 | Zf Friedrichshafen Ag | Drehmomentübertragungsanordnung |
DE102012221956A1 (de) | 2012-11-30 | 2014-06-05 | Schaeffler Technologies Gmbh & Co. Kg | Drehmomentübertragungseinrichtung und Antriebsstrang mit Drehmomentübertragungseinrichtung |
WO2015149803A1 (de) * | 2014-04-02 | 2015-10-08 | Schaeffler Technologies AG & Co. KG | Drehmomentübertragungseinrichtung |
-
2016
- 2016-09-06 DE DE112016004583.2T patent/DE112016004583A5/de not_active Withdrawn
- 2016-09-06 DE DE102016216809.6A patent/DE102016216809A1/de not_active Withdrawn
- 2016-09-06 WO PCT/DE2016/200417 patent/WO2017059853A1/de active Application Filing
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4103213A1 (de) | 1990-02-06 | 1991-08-08 | Luk Lamellen & Kupplungsbau | Riemenscheibe |
DE19840664A1 (de) | 1997-09-09 | 1999-03-18 | Luk Lamellen & Kupplungsbau | Kolbenmotor mit Drehschwingungstilger sowie Drehschwingungstilger für einen Kolbenmotor |
DE102012205764A1 (de) * | 2011-04-26 | 2012-10-31 | Schaeffler Technologies AG & Co. KG | Torsionsschwingungsdämpfer |
DE102011017660A1 (de) * | 2011-04-28 | 2012-10-31 | Zf Friedrichshafen Ag | Drehmomentübertragungsanordnung |
DE102012221956A1 (de) | 2012-11-30 | 2014-06-05 | Schaeffler Technologies Gmbh & Co. Kg | Drehmomentübertragungseinrichtung und Antriebsstrang mit Drehmomentübertragungseinrichtung |
WO2015149803A1 (de) * | 2014-04-02 | 2015-10-08 | Schaeffler Technologies AG & Co. KG | Drehmomentübertragungseinrichtung |
Also Published As
Publication number | Publication date |
---|---|
DE112016004583A5 (de) | 2018-07-19 |
DE102016216809A1 (de) | 2017-04-13 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP2702296B1 (de) | Drehmomentübertragungsanordnung | |
DE102015203105B4 (de) | Drehschwingungsdämpfer | |
DE102011076790A1 (de) | Antriebssystem für ein Fahrzeug | |
WO2011150911A2 (de) | Drehschwingungsdämpfer | |
WO2015058757A1 (de) | Drehschwingungsisolationseinrichtung | |
DE102016218386A1 (de) | Schwingungsisolationseinrichtung | |
WO2016058604A1 (de) | Drehschwingungsdämpfer mit fliehkraftpendel | |
WO2016091260A1 (de) | Zweimassenschwungrad mit zusatzmasse | |
WO2017190725A1 (de) | Drehschwingungsdämpfer | |
WO2018010722A1 (de) | Fliehkraftpendel | |
WO2015090308A1 (de) | Drehschwingungsdämpfer mit fliehkraftpendel | |
EP2748485B1 (de) | Drehmomentübertragungseinrichtung | |
WO2017101925A1 (de) | Fliehkraftpendel mit tellerfederdichtmembran und verfahren zum auswuchten solches fliehkraftpendels | |
DE102016223192A1 (de) | Fliehkraftpendeleinrichtung | |
WO2017059853A1 (de) | Schwingungsisolationseinrichtung | |
DE102015203106A1 (de) | Drehschwingungsdämpfer | |
WO2017152906A1 (de) | Fliehkraftpendel | |
WO2017054819A1 (de) | Fliehkraftpendeleinrichtung und drehmomentübertragungseinrichtung | |
DE102016218387A1 (de) | Drehschwingungstilger | |
DE102015224242A1 (de) | Fliehkraftpendeleinrichtung | |
WO2016116087A1 (de) | Drehschwingungsdämpfer | |
DE102014224702A1 (de) | Zweimassenschwungrad mit Kippspielbegrenzung | |
EP3867548A1 (de) | Drehschwingungsdämpfer | |
WO2019001625A1 (de) | Drehzahladaptive drehschwingungsisolationseinrichtung | |
DE102018128978A1 (de) | Schwungradeinrichtung mit einem Fliehkraftpendel |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 16775458 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 112016004583 Country of ref document: DE |
|
REG | Reference to national code |
Ref country code: DE Ref legal event code: R225 Ref document number: 112016004583 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 16775458 Country of ref document: EP Kind code of ref document: A1 |