EP3371481A1 - Dispositif amortisseur de vibrations de torsion pour transmission d'un véhicule - Google Patents

Dispositif amortisseur de vibrations de torsion pour transmission d'un véhicule

Info

Publication number
EP3371481A1
EP3371481A1 EP16781325.2A EP16781325A EP3371481A1 EP 3371481 A1 EP3371481 A1 EP 3371481A1 EP 16781325 A EP16781325 A EP 16781325A EP 3371481 A1 EP3371481 A1 EP 3371481A1
Authority
EP
European Patent Office
Prior art keywords
arrangement
torsional vibration
torque transmission
transmission path
torque
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP16781325.2A
Other languages
German (de)
English (en)
Inventor
Tobias DIECKHOFF
Matthias Fischer
Reinhard Feldhaus
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP3371481A1 publication Critical patent/EP3371481A1/fr
Withdrawn legal-status Critical Current

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
    • F16F15/12—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
    • F16F15/131—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 the rotating system comprising two or more gyratory masses
    • F16F15/13157—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 the rotating system comprising two or more gyratory masses with a kinematic mechanism or gear system, e.g. planetary
    • 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
    • F16F15/1464—Masses connected to driveline by a kinematic mechanism or gear system
    • F16F15/1478—Masses connected to driveline by a kinematic mechanism or gear system with a planetary gear system

Definitions

  • the present invention relates to a torsional vibration damping arrangement for the drive train of a vehicle, comprising an input range to be driven for rotation about an axis of rotation and an output range, wherein between the input range and the output range a first torque transmission path and parallel thereto a second torque transmission path and a coupling arrangement for superposition of the torque transmission paths are provided, wherein in the first torque transmission path, a phase shifter arrangement for generating a phase shift of guided over the first torque transmission path rotational irregularities with respect to the second torque transmission path guided rotational irregularities is provided.
  • German Patent Application DE 10 2011 007 118 A1 discloses a torsional vibration damping arrangement which divides the torque introduced into an input region, for example, by a crankshaft of an internal combustion engine, into a torque component transmitted via a first torque transmission path and a torque component conducted via a second torque transmission path.
  • this torque distribution not only a static torque is divided, but also the vibrations contained in the torque to be transmitted or rotational irregularities, for example, generated by the periodically occurring ignitions in an internal combustion engine, are proportionally divided between the two torque transmission paths.
  • the coupling arrangement brings the two torque transmission paths together again and introduces the combined total torque into the output region, for example a friction clutch or the like.
  • a phase shifter arrangement is provided, which is constructed in the manner of a vibration damper, that is to say with a primary element and a compressibility of a spring arrangement with respect to this rotatable secondary element.
  • a vibration damper that is to say with a primary element and a compressibility of a spring arrangement with respect to this rotatable secondary element.
  • the vibration components routed via the other torque transmission path experience no or possibly a different phase shift, the vibration components contained in the merged torque components and then phase-shifted with respect to each other can be destructively superimposed on each other, so that in an ideal case the total torque introduced into the output region has essentially no vibration components contained static torque is.
  • a torsional vibration damping arrangement for a drive train of a vehicle, comprising an input region to be driven for rotation about a rotation axis and an output region, a first torque transmission path for transmission of a first torque component and a second torque transmission path parallel between the input region and the output region Torque transmission path for transmitting a second torque component of a total torque to be transmitted between the input portion and the output portion, a phase shifter assembly at least in the first torque transmission path, for generating a phase shift of rotational irregularities conducted via the first torque transmission path with respect to rotational irregularities conducted via the second torque transmission path, wherein the phase shifter assembly is a vibration system with a primary element and a ge gene comprises the restoring action of a damper element arrangement with respect to the primary element about the axis of rotation (A) rotatable secondary element, as well as a
  • the torsional vibration change arrangement in the first and / or in the second torque transmission path the effect of a torsional vibration decoupling with two torque transmission paths, also called torsional vibration damping arrangement called with a power split, be improved in operating conditions in which the torsional vibrations, or also called alternating moments, at the first and second input member of the Coupling arrangement have an inappropriate amplitude ratio and or a mismatch 180 ° phase shift to each other.
  • Amplitudes of the torsional vibrations in both torque transmission paths are changed by the torsional vibration change arrangement such that they advantageously reduce after the superposition in the coupling arrangement, ideally even cancel out altogether.
  • a torsional vibration energy can be introduced into the one or both torque transmission paths by the torsional vibration change arrangement in order to obtain a desired amplitude.
  • the phase shift can advantageously be influenced by the torsional vibration change arrangement.
  • the torsional vibration changing arrangement acts as an additional phase shifter arrangement.
  • the torsional vibration changing arrangement acts as an active influencing device. This means that the existing parameters of amplitude and phase shift in the two torque transmission paths are determined by a sensor.
  • the amplitude and / or the phase shift is influenced to an optimum value by an active intervention of a control electronics by the torsional vibration changing arrangement in order to determine after the Merging the two torque transmission paths to obtain a torque with preferably no torsional vibrations.
  • the torsional vibration change arrangement comprises an energy store.
  • the energy storage is primarily advantageous to dissipate the excess energy in the vibrations and store in the energy storage. If energy is to be re-introduced into the oscillation, the energy required for this can be taken from the energy store.
  • the energy store may be embodied, for example, as an electrical, as a mechanical, as a pneumatic or as a hydraulic energy store. Since the charging of the energy storage and the removal of energy from the energy storage are not lossless, it may be advantageous if the energy storage of an external power source, such as an alternator, which is driven by the internal combustion engine, is additionally supplied with energy.
  • a further advantageous embodiment provides that the torsional vibration change arrangement is embodied as an amplitude change arrangement and / or as a phase shift change arrangement. This is particularly advantageous if, before a merger of the two torque transmission paths in the coupling arrangement, the oscillations to be superposed in the two torque transmission paths have a different amplitude and / or a non-advantageous phase shift for the superposition of the two torsional vibrations in the coupling arrangement.
  • the torsional vibrations energy added or energy, for example, in the energy storage be dissipated.
  • the torsional vibration at least a sensor, a control unit and an actuator comprises.
  • the ratio of the amplitudes of the torsional vibrations or also called alternating torques, as well as their phase relationship to each other in the two torque paths of the torsional vibration damping arrangement with power split For this purpose, it is advantageous if a direct measurement is carried out with appropriate sensors.
  • the acquired data is transmitted to a control unit and processed using setpoint data, and or also using other data, such as accelerator pedal position, speed, crankshaft angle and other data that are advantageous for the calculation of an output signal in the control unit.
  • the output signal is sent to an actuator, which performs the necessary measures for an advantageous vibration reduction.
  • the following measures can advantageously be taken.
  • the alternating torques in the two torque transmission paths of the power split coincide sufficiently advantageously in phase and according to a ratio of the coupling arrangement sufficiently advantageous in amplitude, so no active oscillation change is necessary.
  • a big advantage of the active vibration influence in combination with the Power split is that via the active element, the actuator, the vibrations can be influenced differently. This is particularly advantageous because of a passive decoupling system with power split, different orders of vibration excitation at different speeds are optimally decoupled. About the active influence of the
  • Amplitudes and phases of the various orders are adapted so that they are equally well decoupled for an existing translation of the coupling arrangement.
  • a further advantageous embodiment provides that the actuator is operated hydraulically and or pneumatically.
  • the actuator can actively change or influence the vibration in the respective torque transmission path.
  • the actuator is designed so that it can perform a change in amplitude and or a phase shift of the vibrations in the respective torque transmission path.
  • a hydraulic and / or a pneumatic energy in the actuator can be converted into a mechanical energy, which can actively change or influence the oscillation with regard to the amplitude and or the phase.
  • a further advantageous embodiment provides that the actuator is operated electromechanically and / or electromagnetically.
  • the actuator can actively activate the
  • the actuator is designed so that it can perform a change in amplitude and or a phase shift of the vibrations in the respective torque transmission path.
  • an electromechanically and / or electromagnetically energy in the actuator is converted into a mechanical energy, which can actively change or influence the oscillation with regard to the amplitude and or the phase.
  • the energy storage is filled via the actuator with energy from a torsional vibration in the first and or in the second torque transmission path.
  • the actuator is used as a generator, which converts the energy in the torsional vibrations as an energy storable in the energy store.
  • it is advantageous to inject the excess energy into the rotating system. To store vibrations in the energy store.
  • the coupling arrangement is designed as a planetary gear.
  • various embodiments may be used. It may be advantageous if the first input element of the planetary gear as a ring gear, the second input element of the planetary gear as a sun gear and the output element are designed as a ring gear. But there are also other circuit variants possible, which are already known from the prior art.
  • a further advantageous embodiment provides that the coupling arrangement is designed as a lever coupling mechanism.
  • circuit variants are known from the prior art to connect the first and the second input element, and the output element by means of a lever member together.
  • the coupling arrangement is designed as a magnetic coupling gear.
  • the operation of the magnetic coupling gear which can also be referred to as a magnetic gear, the function of a known planetary gear is comparable.
  • the magnetic coupling gear consists of an outer rotor, which is covered on its inside with permanent magnets, which alternately have a magnetic north and south polarity. Radially inside the outer rotor, an inner rotor is arranged, which is also occupied by permanent magnets with an alternating polarity.
  • a modulator ring Radially between the two rotors or magnet assemblies is a modulator ring, which alternately has a ferromagnetic segments and a non-magnetic segments.
  • the ferromagnetic elements of the modulator ring are embedded in a closed support structure.
  • the attachment of the permanent magnets to the rotors is known and will not be discussed here.
  • Magnetic fields are generated by the magnet arrangements on the outer rotor and on the inner rotor.
  • the number of magnets in the two arrangements is to be tuned so that the magnetic fields without the modulator ring do not influence each other. Due to the number and arrangement of ferromag However, the magnetic fields are modulated in such a way that a magnetic coupling between the inner rotor and the outer rotor takes place.
  • the gear can be operated lubricant-free, the gear members do not touch and thus wear-free, and noise-free, except for the bearing noise, work and the magnetic gear is overload safe, since it is exceeded a maximum moment only slips without taking damage.
  • the gear ratio is independent of the radii of the gear members. Also, the direction of rotation of the modulator ring can be freely adjusted with respect to the rotors, so that a larger number of circuit variants in the drive train with two torque transmission paths is possible.
  • the coupling arrangement is designed as an electromagnetic coupling mechanism.
  • the magnetic fields, which, as just described, are generated by permanent magnets in the magnetic transmission can also be generated by electrical coils.
  • the torsional vibration change arrangement is integrated in the coupling arrangement.
  • the components of the coupling arrangement for the torsional vibration change arrangement can be used, which is advantageous for the space and is advantageous because fewer components are necessary.
  • an outer rotor of an electromagnetic coupling gear can also be used as an actuator for torsional vibration changes. This can likewise apply, for example, to the inner rotor of an electromagnetic coupling mechanism.
  • FIG. 1 is a schematic representation of a torsional vibration damping arrangement with a distribution of the torque transmission path in two torque transmission paths and a torsional vibration change arrangement.
  • Fig. 2 shows a vibration behavior on the primary and secondary sides
  • Fig. 3 shows a vibration behavior with a change in amplitude
  • Fig. 5 is a torsional vibration damping arrangement with two torque transmission paths as a linear model
  • FIG. 6 shows a torsional vibration damping arrangement with two torque transmission paths as a linear model and a hydraulic pneumatic torsional vibration change arrangement in the first torque transmission path.
  • FIG. 7 shows a torsional vibration damping arrangement with two torque transmission paths as a linear model and an electromechanical rotational vibration change arrangement in the first torque transmission path.
  • Fig. 8 shows a torsional vibration damping arrangement with two torque transmission paths as a linear model and a linear electromotive torsional vibration change arrangement in the first torque transmission path.
  • 9 shows a torsional vibration damping arrangement with two torque transmission paths as a linear model and a linear electromotive torsional vibration change arrangement in the second torque transmission path.
  • FIG. 10 shows a torsional vibration damping arrangement with two torque transmission paths as a linear model and a linear electromotive torsional vibration change arrangement in the first torque transmission path and in the second torque transmission path
  • Fig. 11 integrates a torsional vibration changing arrangement in an electromagnetic coupling gear.
  • Fig. 13 integrates a torsional vibration changing arrangement in an electromagnetic coupling gear.
  • FIG. 14 is a cross section of FIG. 13
  • Fig. 15 integrated two torsional vibration changing arrangements in an electromagnetic coupling mechanism.
  • FIG. 16 is a cross-sectional view of FIG. 15.
  • 17-19 is a schematic representation of a torsional vibration damping arrangement with a magnetic coupling mechanism and a torsional vibration changing arrangement
  • 20 is a schematic representation of a torsional vibration damping arrangement with a planetary coupling gear and a torsional vibration change arrangement
  • 21 is a schematic representation of a torsional vibration damping arrangement with a lever coupling gear and a torsional vibration change arrangement
  • FIG. 22 is a schematic representation of a torsional vibration damping arrangement with a magnetic coupling mechanism and a torsional vibration change arrangement and an active control unit.
  • the torsional vibration damping assembly 10 may be disposed in a driveline, such as a vehicle, between a prime mover and the subsequent portion of the powertrain, such as a transmission, a friction clutch, a hydrodynamic torque converter, or the like.
  • the torsional vibration damping arrangement 10 shown diagrammatically in FIG. 1 comprises an entrance area, generally designated 50.
  • This input area 50 can be connected, for example, by screwing to a crankshaft, not shown, of a drive unit 60.
  • the torque absorbed by the drive unit 60 branches into a first torque transmission path 47 and a second torque transmission path 48.
  • the torque components Mal and Ma2 routed via the two torque transmission paths 47, 48 are again combined to form an output torque mouse and then forwarded to an output region 55, which may be preferably implemented by a transmission 65.
  • a vibration system In the first torque transmission path 47, a vibration system, generally designated 56, is integrated.
  • the oscillation system 56 is effective as a phase shifter assembly 44 and comprises a primary element 1 to be connected, for example, to the drive unit, and a secondary element 2 forwarding the torque.
  • the primary element 1 is relatively rotatable against a damper element arrangement 4 relative to the secondary element 2.
  • the vibration system 56 is formed in the manner of a torsional vibration damper with one or more spring sets 4, as shown here.
  • the masses of the primary element 1 and the secondary element 2 as well as the stiffnesses of the spring sets 4 or 4
  • the coupling arrangement 51 of the torsional vibration damping arrangement 10 merges the two torque components Mal and Ma 2 again.
  • FIG. 2 illustrates clearly where it is advantageous to make an active torsional vibration influencing.
  • the torsional vibration components in the area of the primary element 1, ie in front of the phase shifter arrangement 44, ie on the primary side, are higher than in the region of the secondary element 2, ie after the phase shifter arrangement 44, that is to say on the secondary side.
  • FIG. 2 shows in an idealized manner how on the primary side and on the secondary side the torque oscillates sinusoidally about an average value.
  • the active vibration reduction means that the deviations from the mean are compensated in both directions by a corresponding counter-torque.
  • FIG. 3 shows an amount of energy necessary for effecting an amplitude change, for example in the first torque transmission path 47. It corresponds to the area between an actual course 1 1 and a desired course 12. Although theoretically the areas are equalized above and below the mean value, so that with a loss-free storage and a conversion of the energy surplus of a half-oscillation, the energy shortage of the following half-oscillation could be compensated without additional energy expenditure. In practice, however, it makes sense, due to the existing efficiency of less than one, to keep the amount of energy to be transferred between the system and the memory as small as possible.
  • FIGS. 5 to 10 show translational models of a torsional vibration damping arrangement 10 with power or torque branching.
  • the figures 6 to 10 contain different reactions for an active oscillation change.
  • FIG. 5 shows a basic model of the power split torsional vibration damping arrangement 10 as a linear model without an active vibration variation.
  • a vibrating primary element 1 is in a first torque over tragungsweg 47 with a damper element assembly 4 and a secondary element 2, which together constitute a phase shifter assembly 44 connected.
  • the output of the phase shifter assembly 44 forms a first input element 20 of a coupling arrangement 51.
  • a second torque transmission path 48 connects the primary element 1 directly to a second input element 30 of the coupling arrangement 51.
  • FIG. 6 shows a torsional vibration damping arrangement 10, as shown in FIG. 5, but with an active torsional vibration changing arrangement 70 in the first torque transmission path 47, the active torsional vibration changing arrangement 70 being arranged here between the phase shifter arrangement 44 and the coupling arrangement 51.
  • the torsional vibration change arrangement 70 is designed with an actuator 99, which can be operated hydraulically or pneumatically.
  • FIG. 7 shows a torsional vibration damping arrangement 10, as shown in FIG. 6, but with an actuator 99 of the torsional vibration altering arrangement 70, which can be operated electromechanically, for example with an electric motor and a transmission element.
  • FIG. 8 shows a torsional vibration damping arrangement 10, as shown in FIGS. 6 to 7, but with an actuator 99 of the torsional vibration changing arrangement 70, which is designed as an electromagnetic linear motor.
  • FIG. 9 shows a torsional vibration damping arrangement 10, in which a torsional vibration change arrangement 80, likewise embodied here as an actuator 100 with an electromagnetic linear motor, is arranged in the second torque transmission path 48.
  • a torsional vibration damping arrangement 10 is shown, in which in both torque transmission paths 47; 48, a torsional vibration changing arrangement 70; 80 is arranged.
  • the embodiments of Figures 6 to 9 can be combined with each other to an advantageous
  • the following figures show an implementation of the linear model of a torsional vibration damping arrangement 10 with an active torsional vibration changing arrangement 70; 80, as described in Figures 6 to 10, in a rotary system.
  • Figures 1 1 and 12 show an electromagnetic coupling mechanism 62, in which a torsional vibration changing arrangement 70, here an electric actuator 99 in the form of an electric motor 105, is integrated.
  • a torsional vibration changing arrangement 70 here an electric actuator 99 in the form of an electric motor 105
  • the electromagnetic coupling gear 62 can be used comparable to a known planetary gear.
  • the outer rotor 21 is radially inward with permanent magnets 22; 23 designed. Further radially inside there is an inner rotor 31, which at its radially outer region with permanent magnets 32; 33 is configured. Between the outer rotor 21 and the inner rotor 31, a modulator ring 41 is arranged, which via ferromagnetic and non-magnetic segments 42; 43 in the circumferential direction.
  • the embodiment is to be understood as an example, in particular as far as the dimensions and the number of different magnet pairs and the segments in the modulator ring 41 are concerned.
  • the ferromagnetic elements 42 of the modulator ring 41 would also be preferred. be embedded in a closed support structure, instead of as shown here to add the various segments only in the circumferential direction to each other.
  • this is known from the prior art. The same applies to the attachment of the permanent magnets 22, 23, 32; 33 on the rotors.
  • each magnetic fields are generated.
  • the number of magnets in the two arrangements is adjusted so that the magnetic fields without the modulator ring 41 do not influence each other.
  • the magnetic fields are modulated such that a magnetic coupling between the inner rotor 31 and the outer rotor 21 takes place.
  • the mathematical-physical relationships for determining the necessary number of magnet pairs on the inner and outer rotor 31; 21, and the ferromagnetic elements 42 of the modulator ring 41 have long been state of the art and will not be explained in detail here.
  • the magnetic coupling 61 acts in its basic function similar to that of a known planetary gear, which is known from the prior art for the torsional vibration damping arrangements with two torque transmission paths. Thus, it is also possible to use it as a coupling arrangement 51 for the torsional vibration damping arrangement 10 with two torque transmission paths.
  • the magnetic coupling gear 61 can be operated lubricant-free, since the gear members 21; 31; 41 do not touch.
  • the magnetic coupling 61 works wear-free and virtually noiseless, apart from the noise from a storage of the gear members 21; 31; 41 caused.
  • the magnetic coupling 61 is also overload-proof, since it only slips when a maximum torque is exceeded, comparable to a Stepper motor without damage.
  • the gear ratios can be adjusted very flexibly and independently of the radii of the gear members 21; 31; 41, as well as by the independently adjustable from the translation direction of rotation of the modulator ring 41, a larger number of Verschaltungstinen the torsional vibration damping arrangement 10 is made possible with two torque transmission paths.
  • the electric motor 105 is formed from a stator 24, which has a certain number of stator windings 25 which generate electric fields.
  • a rotor 26 of the electric motor 105 is here by an arrangement of permanent magnets 27; 28 is formed, which are arranged radially outward on the outer rotor 21.
  • Figures 13 and 14 show a simplified structure in contrast to the structure described in Figures 11 and 12. Therein, in FIGS. 13 and 14, the outer rotor 21 with its permanent magnets 22; 23, as shown in Figures 11 and 12, omitted. The required magnetic field is replaced by an electromagnetic field of the stator winding 25 of the stator 24. If a constant current is applied to the stator winding 25, the function is equivalent as described in Figures 11 and 12.
  • FIGs 15 and 16 show a magnetic coupling 61, as already described in Figures 1 1 and 12, but with an additional electric machine 106 which acts on the inner rotor 31. It is also the electric machine is coaxial and integrated in the same axial space, such as the electric machine 105, which acts on the outer rotor. This is particularly compact construction.
  • the electric machine 106 for the inner rotor 31 is structurally similar to the structure of the electric motor 105 for the outer rotor. Radially inside the inner rotor 31 there is another stator 107 with stator windings 108. Together with the inner rotor 31, on its inner side additionally an arrangement of permanent magnets 34; 35 carries, the second electric machine 106 is formed. As a result, a torsional vibration change in the form of energy supply or energy output can also take place in the second torque transmission path 48.
  • FIG. 17 shows a circuit variant of a torsional vibration damping arrangement 10 with an active vibration change arrangement 70 on the outer rotor 21, which is integrated in a magnetic coupling gear 61.
  • the active oscillation change adds or removes energy to or from the drive train, or better, the torque to be transmitted.
  • the supply or removal of energy can be carried out for example in the form of an electrical energy, which in turn is then converted into a mechanical work.
  • Various arrangements of an active oscillation change can in principle be distinguished as to whether the system which converts the energy conversion is arranged within the power flow of the drive, or the forces associated with the conversion relative to a reference system, here the vehicle is supported.
  • FIG. 17 shows a schematic structure of a motor vehicle drive train with a Torsional vibration damping arrangement 10 with power split.
  • the coupling arrangement 51 of the torsional vibration damping arrangement 10 is designed as a magnetic coupling gear 61, and has an integrated electric motor 105 which acts on the outer rotor 21.
  • the stator 24 is connected to the output of the phase shifter assembly 44, so that the magnetic coupling gear 61 with the electric motor 105 is located directly in the first torque transmission path 47.
  • This circuit arrangement is particularly advantageous since the mass of the stator 24 has a favorable effect on a supercritical operation of the phase shifter and consequently on a favorable phase shift of ideal 180 ° of vibration components in the first Drehmomentübertragunsg- 47 in relation to the torsional vibrations in the second torque transmission path 48.
  • a total torque Mges which, for example, comes from a drive unit 60, as in this case, is conducted to a transmission 65
  • the torque transmission path at the input region 50 branches into two torque transmission paths 47; 48 on.
  • the phase shifter assembly 44 is arranged, which causes the phase shift of the torsional vibration components in the first torque transmission path 47 to the torsional vibration components in the second torque transmission path 48.
  • the two torque transmission paths 47; 48 and thus also the two torsional vibration components, which in the torque components times; Ma2 are included, again merged to a mouse output torque.
  • the outer rotor 21 is connected to the first torque transmission path 47, the second torque transmission path 48 to the inner rotor 31 and the output portion 55 to the modulator ring 41.
  • the two torsional vibration components must have an equal amplitude and a phase shift of 180 °. If this is not the case, it can be carried out on the torsional vibration changing arrangement, here by an electric motor 105, in the first torque transmission path 47, a change in amplitude and or a change in the phase shift, in the form that an optimal superposition of the two torques times and Ma2 with the torsional vibrations contained therein takes place and at the output region 55 a torque mouse rests without torsional vibrations.
  • the electric motor 105 can be replaced by a short-term rotation energy supply and / or by a short-term rotation giework change the amplitude and or the phase shift of the torsional vibration components in the first Drehmomentübertragunsgweg 47.
  • FIG. 18 likewise shows a torsional vibration damping arrangement 10 with power split, as well as a magnetic coupling 61 as a coupling arrangement 51, as already described in FIG. 17.
  • a magnetic coupling 61 as a coupling arrangement 51
  • FIG. 17 here is the simplified embodiment of the magnetic coupling 61 of Figures 13 and 14 installed.
  • the advantages here are a higher dynamics of the entire torsional vibration damping arrangement 10 due to a lower mass inertia, than to the embodiment in FIG. 17.
  • this embodiment is advantageous since a smaller number of parts is present due to the omission of the outer rotor.
  • FIG. 19 shows a torsional vibration damping arrangement 10 based on the principle of FIG. 17.
  • the stator in FIG. 19 is firmly connected to the environment, that is to say to the vehicle 5.
  • the outer rotor 21 is here connected to the first Wheelmomentübertragunsgweg 47, more specifically to the secondary element 2, here the output of the phase shifter assembly 44.
  • This embodiment is particularly advantageous because the torque transmission path from the input region 50 to the output region 55 in a de-energized state of the stator winding 25 is possible.
  • the current-carrying components, such as here the stator 24 with its stator winding 25 are fixed to the vehicle and thus eliminates a power supply by, for example, slip rings.
  • FIG. 20 shows a torsional vibration damping arrangement 10 having a torsional vibration changing arrangement 70 and a planetary gear 45 as a coupling arrangement 51.
  • FIG. 20 shows a torsional vibration damping arrangement 10 with power split.
  • the coupling assembly 51 or referred to as a superposition gear, is designed here as a planetary gear 45, which here consists of a ring gear 53, which is connected to the outer rotor 21st is connected, and the first torque transmission path 47 connects to the coupling assembly 51, a sun gear 54 which connects the second torque transmission path 48 with the coupling assembly 51, and a planet wheel 62 rotatably mounted on a planetary gear carrier 59.
  • the planet carrier 59 forms the output of the linkage 51 and feeds the output torque mouse to the output region 55 and further to, for example, a gearbox 65.
  • This structure of a planetary gearbox in conjunction with a power split torsional vibration damping arrangement 10 is known from earlier applications. Also possible is the use of another known circuit variant for the planetary gear 45, such as a variant with an input ring gear and an output ring gear, which are connected to each other via a Jardinnplaneten-.
  • the decisive feature is that in one of the two torque transmission paths 47; 48, in particular on the secondary element 2 of the phase shifter assembly 44 and before the coupling arrangement 51, an active oscillation change takes place.
  • the vibration change is generated by an electric motor 105 which acts on the outer rotor 21 and supplies or absorbs torsional vibration energy as needed.
  • FIG. 21 shows a torsional vibration damping arrangement 10 with power split, as already described in FIG. 20, but here the coupling arrangement 51 is designed as a lever coupling gear 85.
  • This variant is also to be understood only as an example.
  • the outer rotor 21 in the first torque transmission path 47, is designed as a first input element 20 of the lever coupling transmission 85 via a rotary push joint 86.
  • the second input member 30 is formed by a pivot 87. A connection of the two joints takes place with a coupling lever 87.
  • the output element 40 of the lever coupling mechanism 85 is formed via a rotary push joint 89, which is connected to the output region 55 and the output torque mouse for example, a transmission 65 passes.
  • the torsional vibration change takes place here in the first torque transmission path 47 by means of the electric motor 105, as already described above. It is also possible, not shown here, that in the second torque transmission path 48, a torsional vibration change takes place with another electric motor.
  • FIG. 22 shows a torsional vibration damping arrangement 10 having a magnetic coupling 61 and a torsional vibration changing arrangement 70 in the form of an electric motor 105, of the basic principle already described in FIG. 17, as well as further components, such as a sensor 90, an energy storage 92, a further sensor 93 further sensor 94, a control unit 95, and power electronics 17 for active control of the torsional vibration change.
  • a sensor 90 an energy storage 92
  • a further sensor 93 further sensor 94
  • control unit 95 for active control of the torsional vibration change.
  • FIG. 22 shows by way of example the necessary components 90; 92, 93; 94; 95; 92, 17 based on the torsional vibration change with the electric motor 105.
  • active principles for active vibration reduction or the combination with other superposition gears or circuit combinations is analogous.
  • the stator winding 25 of the electric machine 105 is connected to the power electronics 17 in FIG. This converts a direct current from an energy store 92 into a required shape, for example a specific current, a specific frequency, a specific phase per winding, in electric motor operation. This can also be done vice versa in the generator mode of the electric machine 105 for a buffering of the electrical energy.
  • the control unit 95 is present for the control of the control of the electric machine 105.
  • additional vibration sensors can provide information.
  • FIG. 23 shows a torsional vibration damping arrangement 10 as already described in FIG. 22, but with a further torsional vibration change arrangement 80 with a second electric motor 106 in the second torque transmission path 48.
  • a further power electronics 18 is necessary in order to advantageously control the electric motor.
  • the stator 107 is supported here on a transmission input shaft 66, via which a necessary power supply for the electric motor 106 takes place. But it is also possible, not shown here, that a support to the vehicle takes place.
  • the further mode of operation results from the mode of operation already described in FIGS. 19 and 22.

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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)
  • Retarders (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

Ensemble amortisseur de vibrations de torsion pour la transmission d'un véhicule, comprenant une zone d'entrée (50) destinée à être entraînée en rotation autour d'un axe de rotation (A), et une zone de sortie (55). Un premier trajet de transmission de couple (47), un second trajet de transmission de couple (48) parallèle au premier, et un dispositif de couplage (51) sont présents entre la zone d'entrée (50) et la zone de sortie (55), un dispositif déphaseur (44) est installé sur le premier trajet de transmission de couple (47), un dispositif de modification de vibrations de torsion (70) est installé sur le premier trajet de transmission de couple (47), entre le dispositif déphaseur (44) et le dispositif de couplage (51), et/ou un dispositif de modification de vibrations de torsion (80) est installé sur le second trajet de transmission de couple (48), avant le dispositif de couplage (51).
EP16781325.2A 2015-11-06 2016-10-05 Dispositif amortisseur de vibrations de torsion pour transmission d'un véhicule Withdrawn EP3371481A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015221894.5A DE102015221894A1 (de) 2015-11-06 2015-11-06 Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs
PCT/EP2016/073717 WO2017076564A1 (fr) 2015-11-06 2016-10-05 Dispositif amortisseur de vibrations de torsion pour transmission d'un véhicule

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EP3371481A1 true EP3371481A1 (fr) 2018-09-12

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EP16781325.2A Withdrawn EP3371481A1 (fr) 2015-11-06 2016-10-05 Dispositif amortisseur de vibrations de torsion pour transmission d'un véhicule

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US (1) US20180313426A1 (fr)
EP (1) EP3371481A1 (fr)
CN (1) CN108350982A (fr)
DE (1) DE102015221894A1 (fr)
WO (1) WO2017076564A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2715691T3 (es) * 2015-01-30 2019-06-05 Siemens Mobility GmbH Procedimiento para la determinación de un momento de torsión
DE102015221893A1 (de) * 2015-11-06 2017-05-11 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs
DE102017100665A1 (de) * 2017-01-16 2018-07-19 Schaeffler Technologies AG & Co. KG Drehmomentübertragungseinrichtung
DE102018105404A1 (de) 2018-03-08 2019-09-12 Wobben Properties Gmbh Windenergieanlage mit mehrstufigem Magnetgetriebe
DE102018222306A1 (de) * 2018-12-19 2020-06-25 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs

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Publication number Priority date Publication date Assignee Title
ATE520897T1 (de) * 2006-02-11 2011-09-15 Schaeffler Technologies Gmbh Drehschwingungsdämpfungseinrichtung
DE102009054239A1 (de) * 2009-11-21 2011-05-26 Volkswagen Ag Drehschwingungsdämpfungsvorrichtung und Verfahren zur Regelung und/oder Steuerung einer Drehschwingungsdämpfungsvorrichtung
EP2577105B1 (fr) 2010-05-25 2017-10-25 ZF Friedrichshafen AG Appareil hydrodynamique de couplage en particulier un convertisseur de couple
CN103201538B (zh) * 2010-11-11 2016-05-11 株式会社艾科赛迪 液力偶合器用锁定装置
DE102012214363A1 (de) * 2012-08-13 2014-02-13 Zf Friedrichshafen Ag Torsionsschwingungsdämpferanordnung mit Leistungsverzweigung
DE102013220483A1 (de) * 2012-12-17 2014-06-18 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung und Verfahren zur Drehschwingungsdämpfung
DE102015202319A1 (de) * 2014-02-19 2015-08-20 Schaeffler Technologies AG & Co. KG Drehmomentübertragungseinrichtung und Antriebssystem mit solch einer Drehmomentübertragungseinrichtung
FR3020427B1 (fr) * 2014-04-25 2016-04-29 Valeo Embrayages Dispositif de transmission de couple, notamment pour vehicule automobile
DE102014221107A1 (de) * 2014-10-17 2016-04-21 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs

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DE102015221894A1 (de) 2017-05-11
US20180313426A1 (en) 2018-11-01
WO2017076564A1 (fr) 2017-05-11
CN108350982A (zh) 2018-07-31

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