WO2022033623A1 - Amortisseur à bascule pendulaire avec dispositif de friction réglable, et groupe motopropulseur hybride - Google Patents

Amortisseur à bascule pendulaire avec dispositif de friction réglable, et groupe motopropulseur hybride Download PDF

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Publication number
WO2022033623A1
WO2022033623A1 PCT/DE2021/100576 DE2021100576W WO2022033623A1 WO 2022033623 A1 WO2022033623 A1 WO 2022033623A1 DE 2021100576 W DE2021100576 W DE 2021100576W WO 2022033623 A1 WO2022033623 A1 WO 2022033623A1
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WO
WIPO (PCT)
Prior art keywords
friction
rocker
primary component
damper
component
Prior art date
Application number
PCT/DE2021/100576
Other languages
German (de)
English (en)
Inventor
Martin Loth
Eduard Wagner
Alain Rusch
Martin HÄSSLER
Ralf Edl
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 CN202190000582.7U priority Critical patent/CN219734095U/zh
Publication of WO2022033623A1 publication Critical patent/WO2022033623A1/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
    • F16F15/1204—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 with a kinematic mechanism or gear system
    • F16F15/1205—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 with a kinematic mechanism or gear system with a kinematic mechanism, i.e. linkages, levers
    • 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
    • F16F15/129—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 characterised by friction-damping means
    • F16F15/1292—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 characterised by friction-damping means characterised by arrangements for axially clamping or positioning or otherwise influencing the frictional plates
    • 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
    • F16F2230/00—Purpose; Design features
    • F16F2230/0052—Physically guiding or influencing
    • F16F2230/0064—Physically guiding or influencing using a cam

Definitions

  • the invention relates to an oscillating rocker damper for a hybrid drive train of a motor vehicle, such as a car, truck, bus or other commercial vehicle, with a primary component, a secondary component that can be rotated to a limited extent relative to the primary component, at least one oscillatingly suspended on the primary component and the secondary component and used for torque transmission and a rocker element resiliently supported by at least one compression spring, and a friction device used to act between the primary component and the secondary component.
  • a motor vehicle such as a car, truck, bus or other commercial vehicle
  • a rocker damper is to be understood as meaning a vibration damping device which has a plurality of rocker elements which are held in a pendulum manner and whose movements during operation have a damping effect on the torsional vibrations occurring in the drive train. At least the rocker elements of this oscillating rocker damper are used in the torque flow between the primary component and the secondary component (torque-transmitting).
  • WO 2018/215018 A1 discloses a torsional vibration damper with a torque limiter, which is preferably used in a clutch disk of a clutch. Further prior art in this context is also known from DE 10 2018 108 441 A1 and DE 10 2015 211 899 A1.
  • the friction device has an adjustment unit, which adjustment unit is designed in such a way that a contact pressure force applying/pressing a first friction partner against a second friction partner is changed with a change in a relative angle of rotation between the primary component and the secondary component.
  • the hysteresis to be set variably is achieved directly by means that are already available. It is also possible to use the same number or only a slightly larger number of components than in friction devices that have already been implemented.
  • the friction device according to the invention can thus also be integrated into existing spaces, as a result of which the space requirement does not increase or hardly increases at all.
  • the adjusting unit has a ramp mechanism that controls/predetermines the pressing force. This means that the adjustment unit can be integrated into existing installation spaces in a compact manner.
  • the first friction partner has a pressure piece, which pressure piece is pressurized axially by a disk spring.
  • the contact pressure is directly influenced by the interaction of the pressure piece with the disk spring, which further simplifies the design.
  • the second friction partner has a friction ring. As a result, the second friction partner is also designed as compactly as possible.
  • the pressure piece and/or the friction ring have/have a ramp contour that also forms the ramp mechanism. This further simplifies the structure. Furthermore, it is particularly advantageous if the pressure piece directly has a (first) ramp contour and the friction ring directly has a (second) ramp contour of the ramp mechanism.
  • first friction partner is non-rotatably connected to the primary component and the second friction partner is non-rotatably connected to the secondary component.
  • first friction partner is non-rotatably connected to the secondary component and the second friction partner is non-rotatably connected to the primary component.
  • first friction partner and/or the second friction partner has/has a plurality of contact regions which adjoin one another in the circumferential direction and have different coefficients of friction. As a result, the friction torque generated / the hysteresis is increased in a targeted manner.
  • the first friction partner and/or the second friction partner is preferably designed as a multi-component part. It has turned out to be a variant that is easy to produce if the respective friction partner has an annular base body with a support disk accommodated thereon, the support disk having a different, preferably higher coefficient of friction than the base body.
  • the base body is made of a plastic with a first composition and the supporting disk is made of a plastic with a second composition that differs from the first composition, particularly preferably a plastic with filler material, such as glass beads/glass grains, or made of a metal, such as steel.
  • a first contact area which is arranged offset in the circumferential direction with respect to a second contact area of the same friction partner directly forming a ramp contour, has a lower coefficient of friction than the second contact area. This allows the respective friction partner to be shaped as simply as possible. In relation to the second friction partner, it has also turned out to be particularly expedient if the first contact area is formed directly by the base body and the second contact area is formed as the support disk.
  • the at least one rocker element is coupled to the primary component by means of a first roller body that is received/mounted in a rolling manner in guideways (by the first roller body being mounted/received in a rolling manner in guideways of the primary component and of the at least one rocker element) and/or by means of a a second roller body that is also held/mounted in a rolling manner in guideways is coupled to the secondary component (in that the second roller body is mounted/held in a rolling manner in guideways of the secondary component and of the at least one rocker element), and wherein the at least one rocker element is resiliently supported by at least one compression spring.
  • the primary component has a ring element (continuous/in one piece in the circumferential direction or consisting of several partial segments adjoining one another in the circumferential direction), which ring element with its radial inner side directly forms several (first) guideways that are in (rolling) contact with the first roller bodies.
  • This further simplifies the structure of the pendulum rocker damper.
  • it has also turned out to be expedient if at least one of the first roller bodies is in (rolling) contact with a (second) guideway of the rocker element of the rocker rocker damper that is held in a swinging manner.
  • the ring element is fastened to an input flange of the primary component which is screwed to the crankshaft. This further simplifies the assembly of the swing rocker damper.
  • the secondary component has an outlet flange, which outlet flange forms a plurality of (fourth) guideways in (rolling) contact with second roller bodies. This also further simplifies the design of the pendulum rocker damper, but at the same time it is designed to be as robust as possible.
  • the rocker elements thus preferably have at least one (second) guide track, which is in contact with the at least one first roller body, and a further (third) guide track, which is in contact with the at least one second roller body. This keeps the structure as compact as possible.
  • the invention relates to a hybrid drive train for a motor vehicle, with an internal combustion engine, a rocker-type damper according to the invention according to one of the previous embodiments, the primary component of the rocker-type damper being attached to a crankshaft of the internal combustion engine, with an electric drive machine and with one between the internal combustion engine and the electric one Drive machine acting used separating clutch.
  • a rocker-type rocker damper with a hysteresis device in particular as a replacement for a dual-mass flywheel, is implemented.
  • the rocker damper is in particular arranged in a hybrid drive train between the internal combustion engine and the KO clutch (disconnect clutch).
  • the hysteresis device is ramp-based and acts as a function of the torsion angle of the seesaw damper.
  • the friction ring of the hysteresis device is connected to the secondary mass (secondary component) in a twisted manner, while the plate spring and the pressure piece of the hysteresis device are connected to the primary mass (primary component).
  • the rocker plates / pendulum rockers / rocker elements are in the flow of moments, whereas energy stores (having several compression springs) that prestress the rockers against each other are outside of the flow of moments.
  • the respective energy store to be in the torque flow.
  • FIG. 1 shows a front view of a rocker-type damper according to a first exemplary embodiment of the invention, as can be used in a hybrid drive train according to the invention, the rocker-type damper being illustrated in the left-hand half of the illustration with flange plates acting as counter-stops and in the right-hand half of the illustration without these flange plates, whereby existing rocker elements on their support on a spring unit are clearly visible
  • 2 shows a front view of the rocker-type damper according to FIG.
  • FIG. 3 shows a perspective representation of a counter disk assigned to the primary component of the rocker-type damper
  • Fig. 4 is a front view of the counter disk according to Fig. 3,
  • Fig. 5 is a longitudinal sectional view of the counter disk according to Figs. 3 and 4,
  • FIG. 6 shows a longitudinal section of the rocker damper according to FIG. 1,
  • FIG. 7 shows an exploded view of the oscillating rocker damper of FIG. 1 .
  • FIG. 8 shows a longitudinal sectional view of the rocker-type damper according to FIG.
  • FIG. 9 shows a sectional view of a rocker element used in the rocker arm damper, whereby a rivet element connecting two spaced rocker plates can be seen in more detail
  • Fig. 10 is a perspective view of the rivet element used in Fig. 9,
  • FIG. 11 shows a perspective representation of the rocker element cut according to FIG. 9,
  • FIG. 12 shows a perspective view of a friction ring associated with the friction device and having a plurality of support disks
  • FIG. 13 shows a front view of a rocker damper according to the invention according to a second exemplary embodiment, which differs from the first exemplary embodiment essentially in the design of the counter disk
  • Fig. 14 is a perspective view of the counter washer used in Fig. 13,
  • FIG. 15 is a front view of the counter disk according to FIG. 14,
  • FIG. 16 shows an exploded view of the rocker damper according to FIG. 13,
  • FIG. 17 shows a longitudinal sectional view of the rocker-type rocker damper of the first exemplary embodiment, similar to FIG.
  • Fig. 18 is a front view of the pendulum rocker damper according to one of Figs. 1 to 16 having hybrid drive train according to the invention.
  • FIG. 18 shows a basic structure of a hybrid drive train 20 according to the invention.
  • This hybrid drive train 20 includes a rocker damper 1 according to one of the two in FIGS. 1 to 16 illustrated embodiments.
  • the hybrid powertrain 20 is deployed in a partially illustrated motor vehicle 21 in FIG. 18 .
  • the hybrid drive train 20 is used to drive a plurality of wheels 37 of the motor vehicle 21 that can be identified.
  • the hybrid drive train 20 also has an internal combustion engine 22, preferably in the form of an Otto engine or diesel engine, which can be coupled to a transmission 38 via clutches 25, 28a and 28b.
  • Transmission 38 is preferably implemented as an automatic transmission.
  • the transmission 38 On the two transmission input shafts 39a, 39b, the transmission 38 has two clutches 28a, 28b forming a double clutch device.
  • Either the first transmission input shaft 39a (via the first clutch 28a) or the second transmission input shaft 39b (via the second clutch 28b) can be coupled to a central carrier 27 by means of these two clutches 28a, 28b (forming partial clutches of the double clutch device).
  • the carrier 27 is permanently connected in rotation to a rotor 26 of an electric drive machine 24 .
  • the electric drive machine 24 is arranged axially parallel to the carrier 27 , the carrier 27 in turn being arranged coaxially to a crankshaft 23 of the internal combustion engine 22 .
  • the crankshaft 23 is shown in simplified form as the axis of rotation 69 .
  • the rotor 26 is mounted on a rotor shaft 40 and the rotor shaft 40 is permanently rotationally coupled to the carrier 27 via a toothing step 41 (front toothing step).
  • the carrier 27 is further connected to an output-side (second) clutch component 42b of the cut-off clutch 25 .
  • An input-side (first) clutch component 42a of the separating clutch 25 is in turn coupled to the swing rocker damper 1 .
  • the swing rocker damper 1 is thus used to act between the crankshaft 23 and the separating clutch 25 / the first clutch component 42a of the separating clutch 25 .
  • the separating clutch 25 is preferably designed as a friction clutch.
  • the first and the second clutch 28a, 28b are preferably friction clutches, more preferably designed as friction plate clutches.
  • the secondary component 3 is preferably connected to this first clutch component 42a via an intermediate shaft 43 .
  • the transmission 38 of the hybrid drive train 20 is connected on the output side via a differential stage 44 to the wheels 37 of the motor vehicle 21 in order to drive the wheels 37 in the respective drive state/operating state of the hybrid drive train 20.
  • FIGS. 1 to 16 show the two preferred exemplary embodiments of the oscillating rocker damper 1 used in FIG.
  • a first exemplary embodiment of the pendulum rocker damper 1 is shown in FIGS. 1 to 12; a second embodiment of the pendulum rocker damper 1 is shown in FIGS. 13 to 16 illustrated.
  • the two exemplary embodiments are essentially identical in terms of their construction, which is why, for the sake of brevity, only the differences between these two exemplary embodiments are described below.
  • axial, radial and circumferential relate to a central axis of rotation 69 of the rocker-type damper 1 , which is coaxial to the crankshaft 23 during operation.
  • the term axial/axial direction is therefore a direction along/parallel to the axis of rotation 69
  • the term radial/radial direction is a direction perpendicular to the axis of rotation 69
  • the circumferential direction is a direction along an imaginary circular line running concentrically around the axis of rotation 69.
  • the primary component 2 of the swing rocker damper 1 is designed in several parts.
  • the primary component 2 has a disk-shaped input flange 10 which is bolted directly to the crankshaft 23 in use.
  • the inlet flange 10 is provided with a plurality of (here three) arc-shaped recesses 17 distributed in a circumferential direction.
  • a spring unit 15 which is described in more detail below, protrudes (axially) into these recesses 17 .
  • a ring element 4 is non-rotatably connected to the input flange 10 .
  • This ring element 4 in turn interacts with a plurality of rocker elements 9 distributed in the circumferential direction, as explained in more detail below.
  • the primary component 2 also has a transmitter ring 19 which has teeth 45 . That toothing 45 is designed in such a way that it is used by a corresponding sensor to detect the rotational speed, more preferably even to detect the angular position of the primary component 2 .
  • the teeth 45 do not necessarily have to be present and also do not necessarily have to be designed as part of the encoder ring 19 .
  • the encoder ring 19 can therefore also be omitted or designed as part of the counter disk 33 or as another separate part, for example made from a thinner material than the ring element 4 and/or the counter disk 33.
  • a starter Sprocket available instead of encoder ring 19 / instead of toothing 45, either with or without encoder teeth or encoder contour.
  • the primary component 2 has a counter disk 33 which forms a stop 51 for the secondary component 3 in the sense of overload protection for the spring units 15 .
  • the components—input flange 10, ring element 4, transmitter ring 19 and counter disk 33—of the primary component 2 are connected to one another via a number of rivet bolts 46 (FIG. 6).
  • these components of the primary component 2 are alternatively all or at least partially welded or glued to one another instead of being riveted (by the rivet bolts 46).
  • the primary component 2 is coupled to the secondary component 3 via a plurality of rocker elements 9 distributed in the circumferential direction and can be rotated relative to the secondary component in a limited rotational angle range.
  • the rocker elements 9 are each of the same design. As shown in FIGS. 7 and 9 to 11, has two axially spaced rocker plates 34a, 34b. These two rocker plates 34a, 34b are preferably designed as identical parts.
  • the two rocker plates 34a, 34b are connected to one another via two rivet elements 35.
  • the rivet elements 35 are designed as deformable sheet metal segments. Rivet noses 47 of these rivet elements 35 penetrate the respective rocker plate 34a, 34b axially and are formed from a rear side for positive and non-positive fixing of the two rocker plates 34a, 34b to one another.
  • the 8 also shows that the ring element 4 is coupled to the rocker elements 9 via a plurality of first roller bodies 6 distributed in the circumferential direction.
  • the ring element 4 has a plurality of first guideways 7 distributed in the circumferential direction, each of which receives a first roller body 6 in a rolling manner.
  • the first guide tracks 7 are introduced on a radial inner side 5 of the ring element 4 .
  • Each first roller body 6 is also in rolling contact with a second guide track 8 mounted directly on a radial outside of the rocker plates 34a, 34b.
  • Two second guideways 8 are provided for each rocker plate 34a, 34b, with two second guideways 8 each arranged axially congruently receiving the same first roller body 6.
  • Each rocker element 9 is also in rolling contact with another second roller body 12 .
  • the second roller body 12 is arranged radially inside the first roller body 6 .
  • the second roller body 12 is in rolling contact with a third guide track 13 of the respective rocker plate 34a, 34b.
  • the second roller body 12 is in rolling contact with a fourth guide track 14 which in turn is formed on an output flange 11 of the secondary component 3 .
  • the two components - primary component 2 and secondary component 3 - are rotationally coupled to one another via the rocker elements 9 and the corresponding roller bodies 6, 12, with these two components 2, 3 being arranged in different relative rotational positions depending on the position of the rocker elements 9.
  • the first roller bodies 6 rotationally couple the primary component 2 to the rocker elements 9
  • the second roller bodies 12 are used to couple the rocker elements 9 to the secondary component 3 .
  • energy stores in the form of (mechanical) spring units 15 are used in the circumferential direction between the rocker elements 9 spaced apart from one another.
  • Each spring unit 15 has at least one compression spring 52, here even two compression springs 52 in the form of helical compression springs.
  • the two compression springs 52 are used to act in parallel and nested/arranged coaxially with one another.
  • Each of the three spring units 15/the compression springs 52 consequently supports the two rocker elements 9 arranged next to one another in the circumferential direction in a resilient manner relative to one another in the circumferential direction (in their oscillating movement in the circumferential and radial directions).
  • the spring units 15 used are therefore not arranged along a torque transmission path from the primary component 2 to the secondary component 3 .
  • this spring unit 15 it is also possible to arrange this spring unit 15 in the torque flow and consequently to support the primary component 2 and/or the secondary component 3 via the spring units 15 on the respective rocker element 9 for torque transmission.
  • a friction device 32 according to the invention is illustrated.
  • this friction device 32 is used to act between the primary component 2 and the secondary component 3 . Consequently, the friction device 32 serves to inhibit a relative rotational movement between the primary component 2 and the secondary component 3.
  • the friction device 32 has an adjustment unit 54, which is designed in such a way that a first friction partner 55 is applied/pressed against a second friction partner 56 is changed with a change in a relative torsion angle between the primary component 2 and the secondary component 3 .
  • the oscillating rocker damper 1 according to the invention has a variable hysteresis.
  • the first friction partner 55 which is described in detail below, is held in the illustrated embodiment in a rotationally fixed manner on the primary component 2, while the subsequent The second friction partner 56 , which is described in detail, is rotationally mounted on the secondary component 3 .
  • the two friction partners 55, 56 are also fixed in reverse, so that the first friction partner 55 is then rotationally attached to the secondary component 3, while the second friction partner 56 is attached to the primary component 2.
  • the first friction partner 55 as can be seen clearly in FIG. A plate spring 59 is held on the primary component 2 in a rotationally test manner with the aid of this holding disk 65 .
  • the disk spring 59 which is also referred to as a diaphragm spring and is made of sheet metal springs, is accommodated on the receiving disk 65, forming a pivot point/pivot bearing. It can also be seen here that a radially inner end of the cup spring 59 is held/supported by this receiving disk 65 . The radially inner end of the disk spring 59 is axially secured between the input flange 10 and the receiving disk 65 (axially).
  • the disc spring 59 applies an axial contact pressure force to a pressure piece 58 at a radially outer end.
  • This pressure piece 58 is also part of the first friction partner 55.
  • the pressure piece 58 is also non-rotatably connected to the plate spring 59 and consequently also to the primary component 2.
  • the receiving disk 65 can also be in several parts for easier manufacture, preferably composed of several thin metal sheets.
  • the receiving disk/adjacent to the input flange 10 ing receiving disks then preferably have the recesses radially on the outside to support the disk spring 59 in the direction of rotation and the closing disk/the closing sheet metal is instead closed and possibly embossed/rounded in order to support the disk spring 59 axially.
  • the second friction partner 56 has a friction ring 36 which is non-rotatably connected to the secondary component 3, namely the output flange 11 here.
  • the friction ring 36 is implemented as a multi-component part.
  • the friction ring 36 has an annular base body 63 .
  • the friction ring 36 has a plurality of support disks 62 , in this case three, which are distributed uniformly in the circumferential direction and are accommodated on the base body 63 .
  • these support disks 62 are deliberately made of a different material with a higher coefficient of friction than the base body 63 .
  • the adjustment unit 54 designed according to the invention has a ramp mechanism 57 which acts directly between the pressure piece 58 and the friction ring 36 .
  • the ramp mechanism 57 On the pressure piece 58 side, the ramp mechanism 57 has a plurality of first ramp contours 60a (here three) distributed in the circumferential direction.
  • the ramp mechanism 57 On the friction ring 36 side, the ramp mechanism 57 has a plurality (here three) second ramp contours 60b distributed uniformly in the circumferential direction.
  • Each first ramp contour 60a is designed to be essentially complementary to a second ramp contour 60b and is assigned to it.
  • Each ramp contour 60a, 60b has, in the usual way, an area that rises continuously in the circumferential direction (also referred to as a ramp) and an area without an incline (also referred to as a plateau).
  • the ramp mechanism 57 with its ramp contours 60a, 60b is designed such that when the primary component 2 is rotated relative to the secondary component 3 within a first rotation angle range, the first ramp contours 60a move along a first contact area 61a of the friction ring 36 is coming.
  • This first contact area 61a is formed directly by the base body 63 and is offset relative to the second ramp contours 60b.
  • the base body 63 has a lower axial height in the first contact region 61a than in the second ramp contours 60b. Consequently, in this first angle of rotation range, the ramp contours 60a, 60b are offset from one another in the circumferential direction.
  • the ramp mechanism 57 is also designed with its ramp contours 60a, 60b in such a way that when primary component 2 is rotated relative to secondary component 3 within a second rotation angle range, which adjoins the first rotation angle range in the circumferential direction/direction of rotation, a movement along the first ramp contours 60a follows a second contact area 61 b of the friction ring 36 comes.
  • This second contact area 61b directly has the second ramp contours 60b.
  • the first ramp contours 60a moving along the second ramp contours 60b result in an axial displacement of the pressure piece 58 against the disc spring 59 Ramp contours 60a, 60b increases.
  • the friction torque generated is higher in the second angle of rotation range than in the first angle of rotation range.
  • the support disks 62 directly form the plateau 68 .
  • the support discs 62 which in a preferred embodiment are made of sheet steel, have a higher coefficient of friction than the base body 63. Consequently, the respective first contact area 61a is designed with a lower coefficient of friction than the second contact area 61b.
  • the base body 63 is preferably made of a plastic. In other alternative embodiments, it is also possible to produce the support disks 62 from a plastic which, however, then has a different composition than the plastic of the base body 63 . A plastic reinforced with glass bodies/glass balls/glass grains is then preferably used for the support disks 62/the second contact region 61b.
  • the support discs 62 are then sprayed directly onto the base body 63 .
  • the friction ring 36 has a plurality of axially protruding projections 64 which engage in receiving holes 70 of complementary design in the output flange 11 . It can be seen that both the supporting discs 62 and the base body 63 form these projections 64 together. Thus, in principle, the projections 64 are implemented as areas reinforced by the support disks 62 .
  • the pressure piece 58 is also provided with the contact areas 61a, 61b.
  • the secondary component 3 has a hub element 16 which is firmly connected to the output flange 11 .
  • the hub element 16 is that part of the secondary component 3 which is directly connected to the intermediate shaft 43 which leads to the separating clutch 25 in the hybrid drive train 20 according to FIG.
  • the secondary component 3 also has a plurality of flange plates 31 distributed in the circumferential direction, which extend in the radial direction in the form of plates.
  • the flange plates 31 are attached to the output flange 11, namely riveted. 7 also shows that the flange plates 31 form axial/axially flared indentations 30 and are riveted to the output flange 11 in the area of this indentation 30 .
  • the flange plates 31 extend so far in the radial direction that they can be brought into contact with tabs 50 of the counter disk 33 .
  • Flange plates 31 and tabs 50 are also arranged so that they overlap in the axial direction. Accordingly, the tab 50 forms a targeted stop 51 against which a counter-stop 53 of the flange plate 31 can be brought into contact. Stop 51 and counter-stop 53 are selected in their position such that they come into contact with each other before the compression springs 52 run to the block/are fully elastically compressed.
  • the respective flange plate 31 forms a window 49 . It can also be seen in connection with FIG. 8 that it is also expedient with regard to the hub element 16 if this has a plurality of (axial) through holes 18 distributed in the circumferential direction and dimensioned in such a way that they are larger than a screw head of the input flange 10 on the crankshaft 23 attaching screw are dimensioned.
  • the hybrid drive train 20 is preferably used in such a way that the crankshaft 23 and consequently also the carrier 27 with the clutches 28a, 28b and the separating clutch 25 are coaxial and transverse, namely perpendicular, to a vehicle longitudinal axis 29 of the motor vehicle 21 are arranged. In further versions, however, these components are also aligned longitudinally/parallel to the longitudinal axis 29 of the vehicle.
  • FIGS. 13 to 16 illustrate the second exemplary embodiment.
  • the flange plates 31 can also be formed without a window 49 .
  • the counter disk 33 is designed with a constant inner diameter on the part of its tabs 50 projecting radially inwards, instead of with a radial recess/indentation 48 as in the first exemplary embodiment.
  • Four rivet elements 35 are also provided for each rocker element 9 .
  • the disk spring 59 or membrane spring used has to carry out an axial movement so that the spring force is increased.
  • the friction device 32 has a ramp system (ramp mechanism 57).
  • the pressure piece 58 moves over the ramp (second ramp contour 60b) and thus tensions the plate spring 59 more, with an increased contact pressure acting on the friction device 32.
  • the friction torque and the hysteresis thus increase.
  • the friction ring 36 is connected in a twisted manner to the secondary mass (secondary component 3), while the plate spring 59 and the pressure piece 58 are connected to the primary mass (primary component 2).
  • the different masses have circumferential movement relative to each other.
  • a different material is provided in the ramp and after the ramp on the high plateau 68, so that the coefficient of friction is increased in this area and thus the friction torque and the hysteresis in this application, i.e. when coasting and starting, compared to traction are significantly increased.
  • a base material of the friction ring 36 can be common plastics with a low coefficient of friction.
  • a support disc 62 made of steel can be used for the ramp and the plateau, which can be hung in the basic friction ring (basic body 63).
  • a separate plastic that has a significantly higher coefficient of friction.
  • classic plastics with a higher coefficient of friction have a lower compressive strength, which is why this plastic is additionally reinforced with glass beads, for example.
  • Such a friction ring 36 is therefore a two-component component which, depending on the angle of rotation and application, has an adapted coefficient of friction and is subjected to an adapted contact pressure, with the axial space requirement being increased only by the axial height of the ramp.
  • the existing friction device 32 has a basic friction ring, which is connected to one of the masses (primary or secondary mass) in a twisted manner, and the pressure piece 58 with the suspension of the plate spring 59, which is connected in a twisted manner to the other mass (primary or secondary mass). .
  • the basic friction ring has at least one ramp system, with rotation between the secondary mass and the primary mass causing an axial movement when the pressure piece 58 moves over the ramp system. This causes an axial movement towards the disk spring 59 and thereby increases the force of the disk spring 59 .
  • a base friction ring in the ramp system has a different material than on the base friction ring.
  • the other material is either a steel body that is suspended in the basic friction ring or a plastic that is on the basic friction ring sprayed on.
  • the other material more preferably has a significantly increased coefficient of friction compared to the basic friction ring.
  • Adjustment unit first friction partner second friction partner

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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 à bascule pendulaire (1) pour un groupe motopropulseur hybride (20) d'un véhicule automobile (21), comprenant un composant primaire (2), un composant secondaire (3) qui peut tourner par rapport au composant primaire (2) à un degré limité, au moins un élément oscillant (9) qui est suspendu sur le composant primaire (2) et le composant secondaire (3) de manière pendulaire et qui est utilisé pour transmettre un couple et qui est supporté élastiquement par au moins un ressort de pression (52), et un dispositif de friction (32) qui est utilisé de manière à agir entre le composant primaire (2) et le composant secondaire (3), le dispositif de friction (32) comprenant une unité de réglage (54), qui est conçue de telle sorte qu'une force de pression qui presse un premier partenaire de friction (55) contre un second partenaire de friction (56) est modifiée par changement de l'angle de rotation relatif entre le composant primaire (2) et le composant secondaire (3). L'invention concerne en outre un groupe motopropulseur hybride (20) comprenant ledit amortisseur à bascule pendulaire (1).
PCT/DE2021/100576 2020-08-14 2021-07-05 Amortisseur à bascule pendulaire avec dispositif de friction réglable, et groupe motopropulseur hybride WO2022033623A1 (fr)

Priority Applications (1)

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CN202190000582.7U CN219734095U (zh) 2020-08-14 2021-07-05 具有可调节的摩擦装置的摆式摇杆减振器及混动动力总成

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DE102020121390.5 2020-08-14
DE102020121390 2020-08-14
DE102020127458.0A DE102020127458A1 (de) 2020-08-14 2020-10-19 Pendelwippendämpfer mit einstellbarer Reibeinrichtung; sowie Hybridantriebsstrang
DE102020127458.0 2020-10-19

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WO2023104231A1 (fr) * 2021-12-09 2023-06-15 Schaeffler Technologies AG & Co. KG Amortisseur à balancier pendulaire doté d'axe de rotation
DE102022114887A1 (de) 2022-06-14 2023-12-14 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer und ein Verfahren zu dessen Montage

Families Citing this family (2)

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Publication number Priority date Publication date Assignee Title
DE102021122868A1 (de) 2021-09-03 2023-03-09 Schaeffler Technologies AG & Co. KG Torsionsschwingungsdämpfer
DE102021122870B3 (de) 2021-09-03 2022-12-22 Schaeffler Technologies AG & Co. KG Torsionsschwingungsdämpfer

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GB2329690A (en) * 1995-03-21 1999-03-31 Automotive Products Plc Twin mass flywheel friction damping device
DE102015211899A1 (de) 2015-06-26 2016-12-29 Schaeffler Technologies AG & Co. KG Torsionsschwingungsdämpfer
WO2018215018A1 (fr) 2017-05-23 2018-11-29 Schaeffler Technologies AG & Co. KG Amortisseur d'oscillations de torsion comportant un limiteur de couple de rotation
DE102018108441A1 (de) 2018-04-10 2019-10-10 Schaeffler Technologies AG & Co. KG Torsionsschwingungsdämpfer, Kupplungsscheibe und Kupplung
DE102018108049A1 (de) * 2018-04-05 2019-10-10 Schaeffler Technologies AG & Co. KG Kupplungsscheibe mit Reibeinrichtung aufweisendem Pendelwippendämpfer; sowie Reibkupplung

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DE3425686A1 (de) 1984-07-12 1986-01-23 Adam Opel AG, 6090 Rüsselsheim Kupplungsscheibe, insbesondere fuer eine einscheiben-reibungskupplung von kraftfahrzeugen
DE102013217510A1 (de) 2012-09-06 2014-03-06 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
DE102018108414A1 (de) 2018-04-10 2019-10-10 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
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GB2329690A (en) * 1995-03-21 1999-03-31 Automotive Products Plc Twin mass flywheel friction damping device
DE102015211899A1 (de) 2015-06-26 2016-12-29 Schaeffler Technologies AG & Co. KG Torsionsschwingungsdämpfer
WO2018215018A1 (fr) 2017-05-23 2018-11-29 Schaeffler Technologies AG & Co. KG Amortisseur d'oscillations de torsion comportant un limiteur de couple de rotation
DE102018108049A1 (de) * 2018-04-05 2019-10-10 Schaeffler Technologies AG & Co. KG Kupplungsscheibe mit Reibeinrichtung aufweisendem Pendelwippendämpfer; sowie Reibkupplung
DE102018108441A1 (de) 2018-04-10 2019-10-10 Schaeffler Technologies AG & Co. KG Torsionsschwingungsdämpfer, Kupplungsscheibe und Kupplung

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2023104231A1 (fr) * 2021-12-09 2023-06-15 Schaeffler Technologies AG & Co. KG Amortisseur à balancier pendulaire doté d'axe de rotation
DE102022114887A1 (de) 2022-06-14 2023-12-14 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer und ein Verfahren zu dessen Montage

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