EP4196695A1 - Pendular rocker damper with overload protection, and hybrid powertrain - Google Patents
Pendular rocker damper with overload protection, and hybrid powertrainInfo
- Publication number
- EP4196695A1 EP4196695A1 EP21742698.0A EP21742698A EP4196695A1 EP 4196695 A1 EP4196695 A1 EP 4196695A1 EP 21742698 A EP21742698 A EP 21742698A EP 4196695 A1 EP4196695 A1 EP 4196695A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- stop
- rocker
- damper
- primary component
- ring
- 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- Withdrawn
Links
Classifications
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- 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
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- 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
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- 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
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- 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
- F16F15/133—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 using springs as elastic members, e.g. metallic springs
- F16F15/134—Wound springs
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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, and at least one oscillatingly suspended on the primary component and the secondary component and used for torque transmission Rocker element, wherein the at least one rocker element is coupled to the primary component by means of a first roller body that is held/mounted in a rolling manner in guideways (in that the first roller body is mounted/held in a rolling manner in guideways of the primary component and of the at least one rocker element) and/or by means of a likewise in guideways is coupled with the secondary component (by rolling the second roller body in guideways of the secondary component and the at least one rocker element). end is stored / accommodated), and wherein the at least one rocker element is resiliently supported by at least one compression spring.
- the invention relates to a hybrid drive train for a (hybrid) motor vehicle
- a rocker damper is to be understood as meaning a vibration damping device which has a plurality of rocker elements which are accommodated 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.
- WO 2018/215018 A1 discloses a torsional vibration damper with a torque limiter, which is preferably used in a clutch disk of a clutch.
- different situations in the operation of the respective drive train mean that significantly more torque has to be transmitted via the swing rocker damper than in nominal operation. Examples of this are misfiring of an individual cylinder in the internal combustion engine or a jump in the coefficient of friction during braking of the motor vehicle. Depending on the speed and the torque transmitted, a misfire can result in an impact torque that is 20 times higher than the actual engine torque.
- an impact moment can also occur during overrun operation, for example when the friction partner to the motor vehicle tire changes during braking. This occurs, for example, at the transition from icy asphalt to non-iced asphalt.
- the entire impact torque can be routed through the seesaw damper.
- this is achieved in that a stop attached to the primary component interacts with a counter-stop attached to the secondary component in such a way that the primary component and the secondary component after conversion of a certain elastic spring travel (and preferably before reaching complete elastic compression) of the at least one compression spring in a circumferential direction / direction of rotation to each other (more preferably directly on each other) are supported.
- the rocker damper is equipped with the most robust impact protection/overload protection possible, which is integrated into the rocker damper to save space.
- the stop is formed by a tab that protrudes radially inwards.
- That tab is further preferably formed by stamping and/or bending on a mass ring (single or multi-part) formed from sheet metal (steel sheet). As a result, the stop can also be produced efficiently.
- the counter-stop is formed on a flange plate of the secondary component.
- the counter-stop can also be designed to save as much space as possible.
- That flange plate is more preferably riveted to an output flange of the secondary component.
- the flange plate is also easy to mount.
- the (essentially plate-shaped and/or radially running) flange plate is arranged in such a way that the counter-stop is positioned adjacent to the stop in the circumferential direction, but at the same height as the stop in the radial direction and in the axial direction, the shortest possible axial design is achieved .
- the stop is formed at least partially on a (single-piece or multi-piece) mass ring that forms the primary component. As a result, the stop can be cleverly integrated into existing elements of the primary component.
- the mass ring has a completely circumferential/continuous ring area (or alternatively consisting of several sub-segments adjoining one another in the circumferential direction), with the tab forming the stop being integrally formed with this ring area (/with a sub-segment). This further simplifies the structure.
- the rigidity is specifically compared to that Ring area reducing weakening point (preferably in the form of a recess / a through hole) is introduced. This further improves the resilience of the overload protection.
- stop is arranged on a continuous circumferential stop ring area (or alternatively consisting of several partial segments adjoining one another in the circumferential direction) and this stop ring area is coupled by means of a perforated transition area to a ring area which is further connected to at least one ring element of the primary component.
- the overload protection is designed to be as robust as possible. Accordingly, it is advantageous if a plurality of tabs having the stop are arranged alternately in the circumferential direction with a plurality of spring steel sheets having the counter-stop.
- 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.
- 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. It has also turned out to be expedient if 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) guideway, which is in contact with the at least one first roller body, and a further (third) guideway, which is in contact with the at least one second roller body. This keeps the structure as compact as possible.
- a first intermediate stop (of the rocker element) interacts with the stop of the primary component / can be brought into direct contact with it and a second intermediate stop (of the rocker element) with interacts with the counter-stop of the secondary component / can be brought into direct contact with it.
- a second intermediate stop (of the rocker element) with interacts with the counter-stop of the secondary component / can be brought into direct contact with it.
- 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.
- the oscillating rocker damper is used particularly effectively when the separating clutch is arranged between the secondary component of the oscillating rocker damper and the electric drive motor.
- the invention relates to a motor vehicle with a hybrid drive train according to at least one of the embodiments described above, wherein the crankshaft is aligned transversely, preferably perpendicularly, or parallel to a vehicle longitudinal axis.
- a rocker damper damper is therefore equipped with an impact protection.
- the pendulum rocker damper especially as a replacement for a dual-mass flywheel, is therefore equipped with protection against extraordinary torque peaks / impacts to protect the compression springs from this high torque.
- the rocker damper has a mass ring with stops and stop flanges (flange plates) as counterparts.
- the mass ring is part of the primary mass (primary component) and offers the stop flanges a stop in the event of an impact before the compression springs go to block.
- the stop flanges are mounted on the secondary mass (secondary component) and are thus movable relative to the primary mass in the circumferential direction.
- the rocker plates / pendulum rockers / rocker elements are in the flow of moments, whereas energy stores (having several compression springs) that bias the rockers against each other are outside of the flow of moments.
- energy stores having several compression springs
- the respective energy store it is also possible, according to further explanations, for the respective energy store to be in the torque flow.
- Show it: 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,
- FIG. 2 shows a front view of the rocker-type damper according to FIG.
- FIG. 3 shows a perspective view of a mass ring assigned to the primary component of the rocker-type damper
- Fig. 4 is a front view of the mass ring of Fig. 3,
- Fig. 5 is a longitudinal sectional view of the mass ring 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, 12 shows a perspective view of a support disk associated with the friction device,
- FIG. 13 is a front view of a second embodiment of a rocker damper according to the invention, which differs from the first embodiment essentially in the design of the mass ring.
- Fig. 14 is a perspective view of the mass ring used in Fig. 13,
- Fig. 15 is a front view of the mass ring of 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. 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.
- 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 respective screws for fixing the primary component 2 to the crankshaft 23 are not shown for the sake of clarity.
- 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 59 of the rocker-type damper 1 , which is coaxial to the crankshaft 23 during operation.
- axial/axial direction means a direction along/parallel to the axis of rotation 59
- radial/radial direction means a direction perpendicular to the axis of rotation 59
- the circumferential direction means a direction along an imaginary circular line running concentrically around the axis of rotation 59.
- 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 sensor ring 19 can therefore also be omitted or designed as part of the mass ring 33 or as another separate part, for example made from a thinner material than the ring element 4 and/or the mass ring 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 mass ring 33 according to the invention, described in more detail below, which forms a stop 51 for the secondary component 3 in terms of overload protection for the spring units 15 .
- the components - input flange 10, ring element 4, encoder ring 19 and mass ring 33 - of the primary component 2 are connected to one another via a plurality of rivet bolts 46 (FIG. 6).
- these components of the primary component 2 instead of a Riveting (by the rivet bolts 46) alternatively all or at least partially welded or glued together.
- 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 lugs 47 of these rivet elements 35 penetrate the respective rocker plate 34a, 34b axially and are formed from a rear side for the positive and non-positive fixing of the two rocker plates 34a, 34b to one another.
- the rivet elements 35 are alternatively designed as round bolts or even as a conventional rivet/rivet bolt. This is particularly advantageous if the rocker plates 34a, 34b are shaped in such a way that the rocker plates 34a and 34b are spaced apart from one another in the area of the third guide tracks 13 such that the areas of the output flange 11 carrying the fourth guide tracks 14 can still be twisted to a limited extent between them.
- 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 .
- the ring element 4 is segmented in a further embodiment, for example for better material utilization, and is therefore not completely circumferential/in one piece as here, but is made up of several partial segments arranged next to one another in the circumferential direction is. It has proven to be advantageous if the sub-segments are fastened to the primary component 2 / the ring element 4 in the form of inserts carrying the roller track (ie carrying the first guide track 7 in each case).
- 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. While 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 .
- 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 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 their pendulum movement) in the circumferential direction.
- 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.
- more than one spring unit 15 is used as an energy store between two rocker elements 9, which are then optionally radially or axially offset, depending on the nature of the available installation space.
- a friction device 32 can be seen, which is also implemented in the pendulum rocker damper 1.
- This friction device 32 has, among other things, a support disk 36 and acts between the primary component 2 and the secondary component 3 in such a way that it dampens a relative movement between the primary component 2 and the secondary component 3 .
- the secondary component 3 has, in addition to the output flange 11 , a hub element 16 which is firmly connected to it.
- 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.
- Each flange plate 31 forms a counter-stop 53 which interacts with the stop 51 .
- the overload protection according to the invention for the spring units 15/compression springs 52 is made available through the interaction of the mass ring 33 with the flange plates 31, as described in more detail below.
- the mass ring 33 has a radially outer, completely circumferential ring area 54 .
- This ring area 54 typically forms a mass body in order to give the primary component 2 a corresponding centrifugal mass.
- the mass ring 33 is alternatively constructed from a plurality of sub-segments adjoining one another in the circumferential direction.
- the mass ring 33 On its radial inner side, the mass ring 33 forms a stop ring area 58 that is also completely circumferential and continuous.
- a plurality of tabs 50 (here three) distributed in the circumferential direction protrude radially inwards.
- these tabs 50 are provided with indentations 48, which in principle can be regarded as optional.
- the tabs 50 are distributed evenly in the circumferential direction.
- Each tab 50 forms at least one stop 51 towards one peripheral side.
- the peripheral sides of each tab 50 that face away from one another even form a stop 51 , so that each tab 50 has a total of two stops 51 .
- a transition area 55 is implemented, which essentially runs in a U-shape/curved shape. This transition area 55 is thus flared axially relative to the ring area 54 or the stop ring area 58 . Furthermore, it can be seen that the transition area 55 is specifically designed to be weaker than the ring area 54 with regard to its rigidity, namely its torsional rigidity (in the circumferential direction). For this purpose, weakened points 56 are introduced in the transition area 55 in a plurality of circumferential areas distributed in the circumferential direction.
- Each weakened point 56 is specifically implemented as a recess 57, specifically equipped with this recess 57. It can also be seen that the respective recess 57 is arranged on a radial inner side, ie a side radially facing the stops 51 , of the transition area 55 extending in a U-shape. The respective recess 57 forms a through-hole penetrating the transition area 55 . As a result, the respective stop 51 is selectively coupled relative to the ring area 54 via a specific elasticity.
- FIG. 6 again shows particularly well that the mass ring 33 is connected to the other components of the primary component 2 on the radial side of the transition region 55 directly adjoining the ring region 54 by the rivet bolts 46, forming a rivet connection.
- the rivet bolts 46 there are a plurality of rivet holes 60 distributed in the circumferential direction.
- the mass ring 33 is advantageously made of one piece of material.
- the mass ring 33 is preferably made of sheet metal/steel sheet.
- Each flange plate 31 forms a counter-stop 53 on its two peripheral sides facing away in the circumferential direction, so that each flange plate 31 has a total of two counter-stops 53 .
- the flange plates 31 extend in such a way that their sections forming the counter-stops 53 are at the same height both in the radial direction and in the axial direction as the stops 51 formed by the tabs 50 and are therefore in contact in the circumferential direction/direction of rotation bringable are. 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 positioned in such a way that they come into contact with one another when the primary component 2 is rotated relative to the secondary component 3 before the compression springs 52 make contact/are completely elastically compressed.
- two intermediate stops are provided on the respective rocker element 9, of which a first intermediate stop of the rocker element 9 interacts with the stop 51/can be brought into direct contact with it, and a second intermediate stop of the rocker element 9 interacts with the counter-stop 53/directly with it can be brought into the system.
- the second intermediate stop of the rocker element 9 is then located radially inside the first intermediate stop.
- stop 51 can theoretically also be fastened to the sheet metal hub/the hub element 16 instead of to the stop ring area 58 running all the way round.
- each flange plate 31 forms an axial/axially flared indentation 30 (in relation to the section forming the counter-stops 53) and is riveted to the output flange 11 in the region of this indentation 30.
- the depression 30 is preferably also formed only locally around the rivet openings, instead of in the middle of the flange plate 31, as implemented here, in order to bring about a further increase in impact tolerance.
- the flange plates 31 are then preferably made from a steel material DD12.
- 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 mass ring 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 .
- a damping unit (oscillating rocker damper 1) is implemented with a separate impact protection in order to protect the compression springs 52, such as in a rocking rocker damper or a clutch disk, from this high moment.
- a mass ring 33 with stops 51 and stop flanges (flange plates 31) as counterparts.
- the mass ring 33 is used, which is specifically provided with an additional function in that stops 51 are provided on this mass ring 33 in a targeted manner are.
- the mass ring 33 is thus part of the primary mass (primary component 2) and offers the stop flanges a stop 51 in the event of an impact before the compression springs 52 would block.
- the stop flanges are mounted on the secondary mass (secondary component 3) and thus have a relative movement in the circumferential direction to the primary mass. je depending on the torque to be transmitted, there is a certain twisting angle between the secondary and primary masses.
- the stops 51 do not come into contact, so the moment is not transmitted via the stop flanges.
- the twisting angle is so large that the stop flanges move against the mass ring 33 with the stops 51, so the torque is transmitted via the stop flanges and the compression springs 52 are no longer loaded.
- the mass ring 33 which lies on the largest possible diameter, has to withstand the smaller the peripheral force, the larger the diameter and thus also the lever arm of the moment.
- the mass ring 33 is also designed to be stress-optimized.
- the mass ring 33 itself is closed and has rivet holes 60 in order to be able to be connected to the rest of the primary mass.
- the rivet holes 60 and the closed ring (ring area 54) thus form a unit that is as stiff as possible, so that no major deformations occur at these points.
- the stops 51 themselves are exposed on the ground ring 33 and are not continuously connected to the closed ground ring 33 . This means that there are recesses 57 between the stops 51 and the closed ring. As a result, the stops 51 are connected much softer in comparison to the closed ring and the area of the rivets. A higher deformation can therefore take place here so that an impact moment can be withstood.
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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)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102020121387 | 2020-08-14 | ||
DE102020127456.4A DE102020127456B4 (en) | 2020-08-14 | 2020-10-19 | Oscillating rocker damper with overload protection and hybrid drive train |
PCT/DE2021/100575 WO2022033622A1 (en) | 2020-08-14 | 2021-07-05 | Pendular rocker damper with overload protection, and hybrid powertrain |
Publications (1)
Publication Number | Publication Date |
---|---|
EP4196695A1 true EP4196695A1 (en) | 2023-06-21 |
Family
ID=80000618
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP21742698.0A Withdrawn EP4196695A1 (en) | 2020-08-14 | 2021-07-05 | Pendular rocker damper with overload protection, and hybrid powertrain |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP4196695A1 (en) |
JP (1) | JP2023530017A (en) |
KR (1) | KR20230012038A (en) |
CN (1) | CN115698542A (en) |
DE (1) | DE102020127456B4 (en) |
WO (1) | WO2022033622A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102022133106A1 (en) | 2022-12-13 | 2024-06-13 | Schaeffler Technologies AG & Co. KG | Rocker damper with a rotation axis for a drive train |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2371609A1 (en) * | 1976-11-17 | 1978-06-16 | Ferodo Sa | Vehicle clutch with torsion damping spring - has divided taper bush for spring to damp spring with friction increasing with spring compression |
JP2001074102A (en) | 1999-06-29 | 2001-03-23 | Aisin Seiki Co Ltd | Torque variation absorbing device |
DE102011105020B4 (en) * | 2010-06-29 | 2023-02-23 | Schaeffler Technologies AG & Co. KG | torsional vibration damper |
CN105324589B (en) * | 2013-06-21 | 2017-06-09 | 舍弗勒技术股份两合公司 | Torque transmission device |
DE102015211899A1 (en) | 2015-06-26 | 2016-12-29 | Schaeffler Technologies AG & Co. KG | torsional vibration damper |
KR102541840B1 (en) | 2017-05-23 | 2023-06-12 | 섀플러 테크놀로지스 아게 운트 코. 카게 | Torsional Vibration Damper with Torque Limiter |
DE102018108142A1 (en) * | 2018-04-06 | 2019-10-10 | Schaeffler Technologies AG & Co. KG | Clutch disc with pendulum rocker damper with only one direction of movement between its flange areas; as well as friction clutch |
DE102018108441A1 (en) | 2018-04-10 | 2019-10-10 | Schaeffler Technologies AG & Co. KG | Torsional vibration damper, clutch disc and clutch |
-
2020
- 2020-10-19 DE DE102020127456.4A patent/DE102020127456B4/en active Active
-
2021
- 2021-07-05 JP JP2022578597A patent/JP2023530017A/en active Pending
- 2021-07-05 EP EP21742698.0A patent/EP4196695A1/en not_active Withdrawn
- 2021-07-05 WO PCT/DE2021/100575 patent/WO2022033622A1/en unknown
- 2021-07-05 CN CN202180041293.6A patent/CN115698542A/en active Pending
- 2021-07-05 KR KR1020227044222A patent/KR20230012038A/en unknown
Also Published As
Publication number | Publication date |
---|---|
JP2023530017A (en) | 2023-07-12 |
KR20230012038A (en) | 2023-01-25 |
DE102020127456B4 (en) | 2022-05-25 |
WO2022033622A1 (en) | 2022-02-17 |
DE102020127456A1 (en) | 2022-02-17 |
CN115698542A (en) | 2023-02-03 |
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