WO2020228899A1 - Amortisseur de vibrations de torsion comprenant un amortisseur à brides multiples et un pré-amortisseur, et système et disque d'embrayage comprenant un amortisseur de vibrations de torsion - Google Patents

Amortisseur de vibrations de torsion comprenant un amortisseur à brides multiples et un pré-amortisseur, et système et disque d'embrayage comprenant un amortisseur de vibrations de torsion Download PDF

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Publication number
WO2020228899A1
WO2020228899A1 PCT/DE2020/100385 DE2020100385W WO2020228899A1 WO 2020228899 A1 WO2020228899 A1 WO 2020228899A1 DE 2020100385 W DE2020100385 W DE 2020100385W WO 2020228899 A1 WO2020228899 A1 WO 2020228899A1
Authority
WO
WIPO (PCT)
Prior art keywords
damper
flange
torsional vibration
torque
vibration damper
Prior art date
Application number
PCT/DE2020/100385
Other languages
German (de)
English (en)
Inventor
Sebastian HELMER
Alexander Voit
Martin Loth
Björn REUTER
Uwe Weller
Frank Wille
Stephen-Richard Ainley
Marc Schreiner
Alain Rusch
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
Publication of WO2020228899A1 publication Critical patent/WO2020228899A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • F16F15/123—Wound springs
    • F16F15/1238—Wound springs with pre-damper, i.e. additional set of springs between flange of main damper and hub

Definitions

  • the invention relates to a torsional vibration damper for a drive train of a motor vehicle, with a torque input component, with a main damper connected to the torque input component in a torque transferring manner, a first flange acting as an input component of the main damper, which is arranged on the engine side, for example, a second flange acting as an output component of the main damper, which is arranged, for example, on the transmission side, wherein the first flange and the second flange are rotatable relative to one another against the spring action of a Federeinrich device, and with at least one torque output component connected to the main damper in a torque transferring manner.
  • the invention further relates to a system comprising a flywheel and such a rotary vibration damper and a clutch disc with such a rotary vibration damper.
  • Torsional dampers / torsional vibration dampers in general are used to suppress vibrations that are generated by an internal combustion engine and lead to noise.
  • the torsional vibration dampers have main and pre-dampers matched to the respective load conditions.
  • the front dampers are designed to dampen engine speed irregularities with small engine torques and turn against a stop at higher torques. With a higher spring stiffness, the main dampers dampen the engine vibrations at the higher torques.
  • Such multi-flange dampers are already known from the prior art.
  • vibration dampers with multi-flange design and low-wear spring guides are increasingly being used as main dampers in flybridge applications in order to be able to guarantee a sufficiently long service life.
  • Single-flange dampers have a considerably short service life due to their spring guidance, so that single-flange dampers are not suitable for hybrid applications.
  • a torsional vibration damper a system consisting of a flywheel and a torsional vibration damper and a clutch disc with a torsional vibration damper are to be provided in which the high requirements with regard to NVH are met both at low torques and at high torques and at the same time the service life is sufficiently long, to enable use in a hybrid application.
  • the torsional vibration damper should be inexpensive to manufacture.
  • a pre-damper is arranged in particular in series in the torque flow between the torque input component, for example in the manner of a side plate or two firmly connected side plates, and the torque output component, for example in the manner of an inter-toothed hub. That is, the pre-damper is arranged in the torque flow between the torque input component and the main damper or between the main damper and the torque output component.
  • a torsional vibration damper is provided with a main damper designed as a multi-flange damper and with an integrated pre-damper.
  • the pre-damper sits at least one torsion stage be.
  • the pre-damper can be designed in one or more stages.
  • the pre-damper can thus be optimized with a spring stiffness and hysteresis adapted to the application.
  • the pre-damper can act in pulling mode or in pushing mode between the torque input component and the torque output component. This means that the pre-damper only works in one of the two companies, depending on its arrangement. This means that significantly different damper characteristics can be implemented on the thrust side and pull side and these can be adapted to the requirements. This is particularly advantageous if increased vibrations occur in one of the two operations.
  • the pre-damper is attached to the second flange. As a result, it works in train operations.
  • the pre-damper is attached to the first flange. This means that it works in overrun mode.
  • the pre-damper acts between the torque input component and the torque output component in pulling mode and in pushing mode.
  • the pre-damper is arranged in such a way that it is arranged in the drive train on both the pull side and the thrust side.
  • the pre-damper can, for example, be connected in parallel or in series with the main damper.
  • the pre-damper between the side plate (or one of the side plates connected to one another via spacer elements, for example) and the hub can be arranged in parallel with the main damper.
  • the pre-damper can be designed as an intermediate hub which acts between the main damper and the hub, ie the first flange and the hub and the second flange and the hub.
  • a first pre-damper which acts between the torque input component and the torque output component in pulling operation
  • a second pre-damper which acts between the torque input component and the torque output component in pushing operation, is present. This advantageously enables a particularly free design of the pre-damper characteristic curve in both operating directions.
  • the first pre-damper has a different size hysteresis to the second pre-damper. It is also advantageous if the first pre-damper has a different spring stiffness than the second pre-damper.
  • the spacer sleeve can be used to compensate for the disks offset between the two side panels.
  • the object of the invention is also achieved by a system consisting of a flywheel / a flywheel and a torsional vibration damper, the torque input component, in particular a side plate arranged on the transmission side, being attached to the flywheel via a spacer sleeve arranged in between in the axial direction.
  • a clutch disc for a drive train to a motor vehicle with a torsional vibration damper is achieved by a clutch disc for a drive train to a motor vehicle with a torsional vibration damper.
  • the invention relates to a multi-flange damper which has a front damper that acts in pulling mode and / or in pushing mode.
  • the invention also relates to a clutch disc with such a multi-flange damper, which has a pre-damper which acts in pulling mode and / or in pushing mode.
  • FIG. 6 shows a basic illustration of the torsional vibration damper in a fourth
  • FIG. 9 shows a half-sectional view of the torsional vibration damper from FIG. 8, shown without the side plates,
  • FIG. 10 shows a half-section view of the torsional vibration damper from FIG. 8, shown without the side plates
  • Fig. 11 is a plan view of the torsional vibration damper from Fig. 8, shown without the side plates.
  • the torque output component 7 is torque-transmitting with the
  • the first flange 4 of the main damper 3 acts as an input component of the
  • the second flange 5 of the main damper 3 acts as an output component of the main damper 3.
  • the first flange 4 is arranged on the engine side and the second flange 5 is arranged on the transmission side.
  • the first flange 4 can also be arranged on the transmission side and the second flange 5 can be arranged on the motor side.
  • a pre-damper 8 is arranged in the torque flow between the torque input component 2 and the torque output component 7.
  • the pre-damper 8 can be arranged in the torque flow between the torque input component 2 and the main damper 3 and / or in the torque flow between the main damper 3 and the torque output component 7.
  • two side plates 1 1 serve as the torque input component 2.
  • the two side plates 1 1 are firmly connected to one another via spacer elements 12.
  • the spacer elements 12 are evenly distributed over the circumference.
  • the spacer elements 12 reach through recesses in the first flange 4 and the second flange 5 with play in the circumferential direction, i.e. a clearance angle is provided so that a limited relative rotation of the two flanges 4, 5 to the side plates 1 1 is made possible.
  • a hub 13 serves as the torque output component 7.
  • the hub 13 is formed with an intermediate toothing 14.
  • the intermediate toothing 14 to the flanges 4, 5 limits the relative rotation.
  • One of the side plates 11 is fastened, in particular screwed, to a flywheel 16 (not shown in FIG. 1) via a spacer sleeve 15 (not shown on the crankshaft).
  • the spacer sleeve 15 can also serve as a flywheel.
  • a first friction element 17 is arranged in the axial direction between the first flange 4 and the second flange 5. Between the hub 13 and the side plates 11, second friction elements 18 are arranged, which generate a frictional torque at a relative rotation between the hub 13 and the side plates 11.
  • the pre-damper 8 has a pre-damper cage 19 which, in the embodiment shown, is firmly connected to the second flange 5 on the transmission side.
  • the pre-damper cage 19 is used as a third friction element for the pre-damper 8 and for the main damper 3.
  • a Tel lerfeder 20 is arranged in the axial direction between one of the side plates 1 1 and the front damper cage 19 and acts on this with their plate spring force. The disc spring force creates friction in the circumferential direction, which is required for damping.
  • the spring device 6 of the main damper 3 is formed by several helical spring units 21, in the illustrated embodiment four helical spring units 21, for example also six or eight helical spring units 21, which are evenly distributed over the circumference.
  • Each coil spring unit 21 has an outer coil spring 22 and an inner coil spring 23.
  • the spring device 21 of the main damper 3 has a higher spring rigidity than the pre-damper spring 9.
  • Fig. 2 shows a half-sectional view of the torsional vibration damper 1, in which the side plates 1 1 are not shown.
  • FIG. 2 it can be clearly seen that when the torsional vibration damper 1 is actuated in the overrun mode, only the second flange 5 on the transmission side with the spacer elements 12 is rotated relative to the hub 13.
  • the overrun operation corresponds to a rotation of the side plates 1 1 and thus the stand elements 12 from clockwise, with the hub 13 stationary.
  • the spacer elements When the torsional vibration damper 1 is actuated in pulling mode, the spacer elements first act on the engine-side flange 4.
  • the pulling mode corresponds to a rotation of the side plates 11 and thus the spacer elements 12 counterclockwise, with the hub 13 stationary the torque is passed on to the flange 5 on the transmission side.
  • the pre-damper 8 is now biased until the clearance angle in the intermediate toothing 14 between the Na be 13 and the flange 5 on the transmission side is used up. While the pre-damper 8 is acting, the two (main damper) flanges 4, 5 do not twist with respect to one another. If the clearance angle is used up, the gear-side flange 5 acts directly on the hub 13.
  • the main damper springs 21 are now actuated and the flanges 4, 5 rotate relative to one another.
  • the pre-damper 8 is arranged in such a way that, in pulling mode, the pre-damper 8 is initially tensioned with increasing torque. At higher torques, the pre-damper 8 is stretched so far that the transmission-side second flange 5 rests against the inter mediate toothing 14 of the hub 13.
  • the torsion stage of the pre-damper 8 is bridged and the torsion stage of the main damper 3 is used. Due to the arrangement of the pre-damper 8 in FIG. 2, the intermediate toothing 14 of the hub 13 rests directly on the first flange 4 on the engine side in overrun mode. The pre-damper 8 is thus arranged in such a way that it only acts in pulling mode.
  • Figs. 3 to 7 show basic representations of embodiments of the torsional vibration damper 1 with different arrangements of the pre-damper 8.
  • the torsional vibration damper 1 is arranged in the drive train between an internal combustion engine 24 and a transmission 25.
  • the side plates 1 1 are connected to the flywheel 16 which is fixed to the crankshaft.
  • the hub 13 with the intermediate toothing 14 is coupled to the transmission 25 to transmit torque.
  • An internal toothing of the first flange 4 on the motor side engages with the intermediate toothing 14 of the hub 13 with play.
  • An internal toothing of the second flange 5 on the transmission side engages with play, i.e. with a clearance angle, in the intermediate teeth 14 of the hub 13 a. This enables a relative rotation between the Na be 13 and the first flange 4 or the second flange 5 and be limited.
  • An internal toothing of the pre-damper flange 9 rests on the tension side of the inter mediate toothing 14 of the hub 13.
  • the pre-damper 8 acts depending on its arrangement in pulling mode and in pushing mode.
  • the pre-damper 8 is fastened to the side plates 11 (via its pre-damper cage 19).
  • the pre-damper 8 is therefore arranged in the torque flow between the side plate 11 and the hub 13.
  • the pre-damper 8 is arranged parallel to the main damper 3.
  • the pre-damper 8 thus acts in pulling mode and in pushing mode.
  • the pre-damper 8 has an intermediate hub 26 which is connected via the pre-damper spring 9 to the Na be 13 in a torque-transmitting manner.
  • the internal toothing of the motorseiti gene first flange 4 engages the toothing of the intermediate hub 26 of the pre-damper 8 with play.
  • the internal toothing of the second flange 5 on the transmission side engages the toothing of the intermediate hub 26 of the pre-damper 8 with play.
  • the pre-damper 8 is connected in series with the main damper 3, in particular between the main damper 3 and the hub 13. The pre-damper 8 thus operates in Switzerlandbe and in overrun.
  • Figs. 8 to 11 show different views of the torsional vibration damper 1 designed as a three-flange damper.
  • the structure of the torsional vibration damper 1 designed as a three-flange damper corresponds essentially to that of the torsional vibration damper 1 from FIGS. 1 and 2.
  • the pre-damper 8 On the tension side, the internal toothing of the pre-damper flange 10 rests against the intermediate toothing 14 of the hub 13.
  • the pre-damper 8 In the pulling operation of the torsional vibration damper 1, the pre-damper 8 is pulled up until the engine-side first flange 4 is taken along via the inter mediate toothing 14 of the hub 13.
  • the gear-side second flange 5 rests on the intermediate toothing 14 of the hub 13 without the pre-damper 8 connected upstream.
  • the pre-damper 8 acts in this arrangement only in pulling mode.
  • an intermediate flange 29 is arranged between the first flange 4 and the second flange 5. The intermediate flange 29 does not rest against the intermediate toothing 14 and is used to implement a series connection of two (helical) spring units 21.

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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)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un amortisseur de vibrations de torsion (1) pour une chaîne cinématique d'un véhicule à moteur, comprenant un composant d'entrée de couple de rotation (2), un amortisseur principal (3) relié avec transmission de couple de rotation au composant d'entrée de couple de rotation (2), lequel comporte une première bride (4) agissant en tant que composant d'entrée de l'amortisseur principal (3), une deuxième bride (5) agissant en tant que composant de sortie de l'amortisseur principal (3). La première bride (4) et la deuxième bride (5) peuvent tourner l'une par rapport à l'autre à l'encontre de l'action de ressort d'un système de ressort (6). L'amortisseur de vibrations de torsion comprend également un composant de sortie de couple de rotation (7) relié avec transmission de couple de rotation à l'amortisseur principal (3). Un pré-amortisseur (8) est disposé dans le flux de couple de rotation entre le composant d'entrée de couple de rotation (2) et le composant de sortie de couple de rotation (7). L'invention concerne en outre un système composé d'un volant d'inertie (16) et d'un amortisseur de vibrations de torsion (1), ainsi qu'un disque d'embrayage comprenant un amortisseur de vibrations de torsion (1).
PCT/DE2020/100385 2019-05-10 2020-05-08 Amortisseur de vibrations de torsion comprenant un amortisseur à brides multiples et un pré-amortisseur, et système et disque d'embrayage comprenant un amortisseur de vibrations de torsion WO2020228899A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019112319.4A DE102019112319A1 (de) 2019-05-10 2019-05-10 Drehschwingungsdämpfer mit Mehrflanschdämpfer und Vordämpfer sowie System und Kupplungsscheibe mit Drehschwingungsdämpfer
DE102019112319.4 2019-05-10

Publications (1)

Publication Number Publication Date
WO2020228899A1 true WO2020228899A1 (fr) 2020-11-19

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PCT/DE2020/100385 WO2020228899A1 (fr) 2019-05-10 2020-05-08 Amortisseur de vibrations de torsion comprenant un amortisseur à brides multiples et un pré-amortisseur, et système et disque d'embrayage comprenant un amortisseur de vibrations de torsion

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DE (1) DE102019112319A1 (fr)
WO (1) WO2020228899A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021103169A1 (de) 2021-02-11 2022-08-11 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008019641A1 (fr) 2006-08-12 2008-02-21 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Amortisseur de vibrations torsionnelles
EP1972828A2 (fr) * 2007-03-22 2008-09-24 LuK Lamellen und Kupplungsbau Beteiligungs KG Amortisseur en rotation
DE102008017561A1 (de) * 2007-04-30 2008-11-06 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kupplungsscheibe
DE102012206131A1 (de) * 2011-05-09 2012-11-15 Schaeffler Technologies AG & Co. KG Schwungrad mit Reibungskupplung
DE102014219271A1 (de) * 2014-09-24 2016-03-24 Schaeffler Technologies AG & Co. KG Kupplungsscheibe mit einem Drehschwingungsdämpfer
DE102015216356A1 (de) 2015-08-27 2017-03-02 Schaeffler Technologies AG & Co. KG Kupplungsscheibe mit Fliehkraftpendel

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008019641A1 (fr) 2006-08-12 2008-02-21 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Amortisseur de vibrations torsionnelles
EP1972828A2 (fr) * 2007-03-22 2008-09-24 LuK Lamellen und Kupplungsbau Beteiligungs KG Amortisseur en rotation
DE102008017561A1 (de) * 2007-04-30 2008-11-06 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kupplungsscheibe
DE102012206131A1 (de) * 2011-05-09 2012-11-15 Schaeffler Technologies AG & Co. KG Schwungrad mit Reibungskupplung
DE102014219271A1 (de) * 2014-09-24 2016-03-24 Schaeffler Technologies AG & Co. KG Kupplungsscheibe mit einem Drehschwingungsdämpfer
DE102015216356A1 (de) 2015-08-27 2017-03-02 Schaeffler Technologies AG & Co. KG Kupplungsscheibe mit Fliehkraftpendel

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