WO2014079442A1 - Hydrodynamischer drehmomentwandler - Google Patents
Hydrodynamischer drehmomentwandler Download PDFInfo
- Publication number
- WO2014079442A1 WO2014079442A1 PCT/DE2013/200311 DE2013200311W WO2014079442A1 WO 2014079442 A1 WO2014079442 A1 WO 2014079442A1 DE 2013200311 W DE2013200311 W DE 2013200311W WO 2014079442 A1 WO2014079442 A1 WO 2014079442A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- torque converter
- damper
- turbine wheel
- transmission unit
- housing
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
-
- 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
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
- F16H2045/0205—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type two chamber system, i.e. without a separated, closed chamber specially adapted for actuating a lock-up clutch
-
- 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
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
- F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means
- F16H2045/0226—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means comprising two or more vibration dampers
- F16H2045/0231—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means comprising two or more vibration dampers arranged in series
-
- 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
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
- F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means
- F16H2045/0263—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means the damper comprising a pendulum
-
- 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
- F16H—GEARING
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
- F16H2045/0273—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type characterised by the type of the friction surface of the lock-up clutch
- F16H2045/0278—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type characterised by the type of the friction surface of the lock-up clutch comprising only two co-acting friction surfaces
Definitions
- the present invention relates to a hydrodynamic torque converter, which can be used in particular for connecting an output shaft of a drive unit of a motor vehicle with an input shaft of a drive train of a motor vehicle, in particular a transmission.
- Hydrodynamic torque converters are regularly used in motor vehicles for the transmission and conversion of torque, especially in starting situations of the motor vehicle.
- vibration isolation that is to prevent the transmission of vibrations from a drive unit of the motor vehicle, which occur especially in internal combustion engines in the starting phase of the drive unit, to the transmission or generally the remaining motor vehicle
- various approaches are known.
- a single or double torsion damper with or without centrifugal pendulum can be used.
- the insulation behavior is unsatisfactory, there is still a game in the transmission of torque, which is undesirable.
- the present invention has the object, at least partially overcome the known from the prior art disadvantages.
- the hydrodynamic torque converter according to the invention with a driving impeller and a driven turbine wheel, which is rotatably mounted in a housing, wherein the housing is attachable to the output shaft of a drive unit, wherein a torque converter lockup clutch is formed with which the turbine wheel is preferably rotatably connected to the housing, wherein the torque converter lock-up clutch has at least one piston and at least one friction disk for releasably frictionally connecting the turbine wheel to the housing, at least one damper connected to the turbine wheel, in particular a torsion damper, being formed in that at least one transmission unit is formed, through which at least one friction disc is connected to at least one of the dampers for at least temporary transmission of torque.
- a transmission unit is understood to be an element by means of which a mechanical coupling between the friction disk and the damper can be achieved if the converter lockup clutch is closed, ie the hydrodynamic torque converter consisting of impeller, turbine wheel and, if appropriate, guide vane is bridged.
- the damper in particular a torsion damper is understood to comprise at least one compression spring.
- the damper serves to isolate vibration from vibrations that can be transmitted by the hydrodynamic torque transmission from the impeller to the turbine wheel, possibly via a stator. The damper then prevents or reduces the transmission of these vibrations to an output shaft connected to the turbine via the damper.
- the transmission unit at least temporarily, namely when the lockup clutch is closed, introduces the torque into the damper and thus via the damper into the output shaft, which is usually an input shaft of a transmission or drive train, a vibration isolation is also provided in the case of a closed lockup clutch.
- the turbine wheel When the converter lock-up clutch is closed, the turbine wheel is connected in a rotationally fixed manner to the housing, wherein in particular a damper is interposed between the turbine wheel and the lockup clutch.
- rotationally fixed is understood here to mean that turbine wheel and housing are moved together, with a direct connection between turbine wheel and housing or a connection in which at least one element, for example a damper, is formed between turbine wheel and converter lockup clutch.
- two dampers are formed, which are arranged in particular serially to each other. This means that the output of the first damper is connected to the input of the second damper. Further preferred is the additional design of a centrifugal pendulum for further vibration damping and insulation.
- this has an axial
- impeller and turbine optionally form a unit with the stator and in the axial direction next piston, friction disc and damper are formed This allows a space-saving design of the hydrodynamic torque converter.
- At least one centrifugal pendulum unit rotatably connected to the turbine wheel is formed.
- the vibration damping and isolation of unwanted or defective vibrations can be further improved.
- the vibration damping and isolation of unwanted or defective vibrations can be further improved.
- the transmission unit encompasses the centrifugal pendulum unit.
- the transmission unit is at least partially formed radially outside the centrifugal pendulum unit.
- a conventional centrifugal pendulum unit can be formed, which remains unaffected by the shape and design of the transmission unit.
- the transmission unit is connected by at least one claw with at least one friction disc.
- a claw Under a claw is understood in particular a hook-shaped machine element.
- the transmission unit has such a claw and the friction disc has a corresponding engagement with the connection between the transmission unit and the friction disc.
- a claw connection allows a virtually backlash-free transmission of the torque in the circumferential direction with at the same time virtually frictionless axial displacement possibility in the case of actuation of the Wandlerüberbrückugnskupplung. Furthermore, so transmission unit and friction disc can be made flexible.
- the transmission unit is formed integrally with at least one friction disc.
- a one-piece design of friction and transmission unit allows easy installation with good durability of the elements. At the same time, the transmission of the torque is possible without play in the circumferential direction.
- torque converter transmission unit and damper are connected to each other by a flange.
- a flange connection is understood here to mean that the transmission unit is fixed in particular in the axial direction between two components of the damper, for example the countermeasures of the damper, for example by means of corresponding rivets or the like.
- a flange connection allows a virtually backlash-free transmission of torque, it is simple and inexpensive to produce.
- the transmission unit is connected as a side window with the damper.
- the transmission unit is connected laterally in the axial direction with the damper.
- a part of the damper for example, a counterweight or the like is thus formed in the axial direction next to the transmission unit and connected thereto, for example riveted or the like.
- the transmission unit extends radially outward beyond the friction disk and from there to radially inward toward the damper.
- a motor vehicle comprising a drive unit with an output shaft, a drive train and a hydrodynamic torque converter according to the present invention.
- the drive unit in the motor vehicle is arranged in front of a driver's cab and transversely to a longitudinal axis of the motor vehicle.
- the drive unit for example an internal combustion engine or an electric motor
- the space is particularly low especially with such an arrangement and it is therefore particularly advantageous to use a small size coupling.
- the installation space situation for passenger cars of the small car class according to European classification is exacerbated.
- the units used in a passenger car of the small car class are not significantly reduced compared to passenger cars larger car classes. Nevertheless, the available space for small cars is much smaller.
- the adjusting device or friction clutch described above is particularly advantageous for small cars, because the overall size is small and at the same time an outermost reliable adjustment is achieved.
- Passenger cars are classified according to vehicle class according to, for example, size, price, weight, power, but this definition is subject to constant change according to the needs of the market.
- vehicles of the class small cars and microcars are classified according to European classification of the class of subcompact car and in the British market they correspond to the class Supermini, for example, the class City Car.
- micro car class are a Volkswagen Fox or a Renault Twingo.
- Examples of the small car class are an Alfa Romeo Mito, Volkswagen Polo, Ford Fiesta or Renault Clio.
- FIGS. show particularly preferred embodiments, to which the invention is not limited.
- the figures and in particular the illustrated proportions are only schematic. Show it:
- FIG. 3 shows a detail of a third example of a hydrodynamic torque converter in cross section
- FIG. 4 shows a further detail of a hydrodynamic torque converter in cross section
- 5 shows a detail of a fourth example of a hydrodynamic torque converter in cross section
- Fig. 6 is a motor vehicle.
- the hydrodynamic torque converter 1 schematically shows a first example of a hydrodynamic torque converter 1 with a driving impeller 2 and a driven turbine wheel 3. Furthermore, the hydrodynamic torque converter 1 comprises a converter lock-up clutch 4 with a piston 5 and at least one friction disk 6, for example a disk, with corresponding friction linings. Via the piston 5, the friction disc 6 can be pressed against a housing 7 of the hydrodynamic torque converter 1, so that a frictional connection between the housing 7 and piston 5 and friction disc 6 is present.
- the housing 7 is rotatably connected to an input shaft hub 8, which in turn is rotatably connected to an input shaft, not shown here.
- the input shaft is, for example, an output shaft of a drive unit, for example an internal combustion engine of a motor vehicle.
- the housing 7 rotates with the input shaft hub 8, which in turn rotates with the input shaft about a rotation axis 9.
- the lockup clutch 4 is open, so there is no frictional connection between the friction plate 6 and piston 5 or housing 7, the impeller 2 is driven by the rotation of the housing 7.
- a torque is transmitted hydrodynamically from the impeller 2 to the turbine wheel 3 by deflecting a flow of a fluid, such as an oil, between impeller 2 and turbine wheel 3.
- a fluid such as an oil
- the design of impeller 2, turbine wheel 3 and stator may be a so-called Trilok converter.
- the turbine wheel 3 is rotatably connected to an output shaft hub 10, which in turn is non-rotatably connected to an output shaft, for example, an input shaft of a drive train of a motor vehicle, for example a transmission of a motor vehicle, not shown here.
- the rotation of the turbine wheel 3 thus causes a rotation of the output shaft hub 10 and thus the output shaft.
- the transmission of torque via impeller 2 and turbine 3 is often used to start a motor vehicle.
- the converter lock-up clutch 4 is closed at higher speeds.
- the piston 5 is moved in the direction of the axis of rotation 9 on the housing 7 and thereby presses the friction disc 6 between the piston 5 and the housing 7. Torque is then mechanically transmitted to the friction disc 6.
- the friction disc 6 is mechanically connected to a transmission unit 1 1, in the present example of Figure 1 via at least one claw 12.
- This claw 12 is formed on the transmission unit 1 1, the friction disc 6 engages from radially inside the at least one claw 12 of Transmission unit 1 1 a.
- a connection via one and preferably several such claw (s) 12 causes a transmission of the torque in the transmission unit 1 1, which is substantially free of play in the circumferential direction.
- the torque is transmitted via the transmission unit 1 1 in a first damper 13, which is transmitted as a torsion damper with at least one first torsion damper spring 14 and first counterweight 15.
- the transmission unit 1 1 extends radially outward beyond the friction disk 6 and from there to radially inward toward the damper 13.
- the first counter-jaws 15 are non-positively connected.
- the first counter-masses 15 form a flange connection with the transmission unit 11.
- the transmission unit 1 1 is applied to two first torsion damper springs 14 for transmitting the torque, as shown in more detail in Fig. 4.
- the torque is transmitted via the transmission unit 1 1 on the first Torsiondämpferfedern 14 and from there to the first counterweight 15.
- first countermasses 15 we transmit the torque to a second damper 17, which is also designed as a conventional torsion damper with second torsion spring damper 18.
- the torque is transmitted to the second torsional damper springs 18 via the first counterweights 15, and from there to second counterweights 19 of the second damper 17.
- the second counterwebs 19 are in turn connected to the output shaft hub 10 so that the torque is applied to the output shaft hub not shown here 10 connected output shaft, for example, an input shaft of a transmission of a motor vehicle, can be transmitted.
- First damper 13 and second damper 17 act as a torsion damper, which can dampen certain vibration frequencies, which usually arise as resonances in the overall system, and thus prevent transmission of vibrations from the drive unit to the drive beach or more generally to the rest of the motor vehicle. By first damper 13 and second damper 17 so there is a vibration isolation.
- a centrifugal pendulum unit 20 which in a conventional manner has a plurality of pendulum masses 21 which are deflectable relative to a base member 22 of the centrifugal pendulum unit 20. In operation, the centrifugal force is used to accelerate the pendulum masses 21 to produce a counter-vibration to an input vibration.
- a centrifugal pendulum unit 20 has proven to be particularly effective with pendulum masses 21, which counteract the vibrations of a drive unit in a resonance range.
- Centrifugal pendulum unit 20 and the turbine wheel 3 are connected via the second damper 17 with the Ausganswellennabe 10 and rotatably mounted parallel thereto.
- piston 5, friction disk 6, first damper 13, second damper 17 and centrifugal pendulum unit 20 are formed on one side of the turbine wheel 3 and the impeller 2 on the other side of the turbine wheel 3.
- the first damper 13 and the pendulum masses 21 of the centrifugal pendulum unit 20 are arranged radially as far as possible outside within the housing 7.
- the second damper 17 is space-saving radially inwardly formed relative to the first damper 13.
- the transmission unit 1 1 is designed in one piece with the at least one friction disk 6 (not shown here) embodied as one or more disks.
- the transmission unit 1 1 is attached via a flange-like connection between the first counter-masses 15.
- the transmission unit 1 1 is S-shaped.
- the support of the second counterweight 19 on the output shaft hub 10 is analogous to the first example, similar to the connection between turbine 3, centrifugal pendulum unit 20 and output shaft hub 10 via the second damper 17 and the bearing on the output shaft hub 10.
- the transmission of torque from the first damper 13 to second damper 17 takes place here via an intermediate mass 23rd FIG.
- FIG. 3 shows a detail of another example of a hydrodynamic torque converter 1.
- the transmission unit 1 1 is integral with the friction disc 6 (not shown here).
- the torque is introduced into the second Torsionsdämpferfedern 18 and this and the second Counterweight 19 in the output shaft hub 10.
- the radial bearing is essentially as in the examples discussed above.
- the transmission unit 11 is formed between two first torsion damper springs 14, so that torque can be transmitted to the torsion damper springs 14.
- FIG. 5 shows a detail of another example of a hydrodynamic torque converter 1.
- the transmission unit 1 1 is integrally formed with a friction disk 6, the connection between the transmission unit 1 1 and the first counterweight 15 flange. Otherwise, reference is made to the description of FIG. 1.
- FIG. 6 shows an example of a motor vehicle 24.
- This has a drive unit 25 such as an internal combustion engine with an output shaft 26.
- the output shaft 26 is connected via a hydrodynamic torque converter 1 to an input shaft of a transmission of a drive train 27 of the motor vehicle 24.
- the drive unit 25 is installed transversely in front of a driver's cab 28, that is, the axis of rotation 9 of the output shaft 26 is aligned perpendicular to a longitudinal axis 29 of the motor vehicle 24.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Arrangement Of Transmissions (AREA)
- Hybrid Electric Vehicles (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201380059294.9A CN105051425A (zh) | 2012-11-22 | 2013-11-21 | 液力变矩器 |
DE112013005615.1T DE112013005615A5 (de) | 2012-11-22 | 2013-11-21 | Hydrodynamischer Drehmomentwandler |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102012221371.6 | 2012-11-22 | ||
DE102012221371 | 2012-11-22 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2014079442A1 true WO2014079442A1 (de) | 2014-05-30 |
Family
ID=49918347
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2013/200311 WO2014079442A1 (de) | 2012-11-22 | 2013-11-21 | Hydrodynamischer drehmomentwandler |
Country Status (3)
Country | Link |
---|---|
CN (1) | CN105051425A (de) |
DE (2) | DE112013005615A5 (de) |
WO (1) | WO2014079442A1 (de) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3034483B1 (fr) * | 2015-03-30 | 2019-11-22 | Valeo Embrayages | Dispositif de transmission de couple pour un vehicule automobile |
DE102015216837A1 (de) | 2015-09-03 | 2017-03-09 | Schaeffler Technologies AG & Co. KG | Fliehkraftpendel |
CN106704522A (zh) * | 2015-11-17 | 2017-05-24 | 熵零股份有限公司 | 一种动力单元 |
DE102017102730A1 (de) * | 2017-02-13 | 2018-08-16 | Schaeffler Technologies AG & Co. KG | Hydrodynamischer Drehmomentwandler mit drehzahladaptivem Drehschwingungstilger |
CN110039987A (zh) * | 2018-01-16 | 2019-07-23 | 舍弗勒技术股份两合公司 | 连接组件和混合动力*** |
CN111734807B (zh) * | 2020-08-01 | 2020-12-22 | 盛瑞传动股份有限公司 | 一种缓解液力自动变速器整车共振的控制方法 |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10358901A1 (de) * | 2003-04-05 | 2005-02-03 | Zf Sachs Ag | Torsionsschwingungsdämpfer |
DE102009002481A1 (de) * | 2008-12-10 | 2010-06-17 | Zf Friedrichshafen Ag | Hydrodynamische Kopplunganordnung, insbesondere Drehmomentwandler |
US20110287844A1 (en) * | 2010-05-18 | 2011-11-24 | Schaeffler Technologies Gmbh & Co. Kg | Single row series damper with input flange |
DE102012205764A1 (de) * | 2011-04-26 | 2012-10-31 | Schaeffler Technologies AG & Co. KG | Torsionsschwingungsdämpfer |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2004308904A (ja) * | 2003-04-05 | 2004-11-04 | Zf Sachs Ag | 捩り振動ダンパ |
DE102011012606B4 (de) * | 2010-03-11 | 2019-12-05 | Schaeffler Technologies AG & Co. KG | Fliehkraftpendeleinrichtung |
-
2013
- 2013-11-21 CN CN201380059294.9A patent/CN105051425A/zh active Pending
- 2013-11-21 WO PCT/DE2013/200311 patent/WO2014079442A1/de active Application Filing
- 2013-11-21 DE DE112013005615.1T patent/DE112013005615A5/de not_active Ceased
- 2013-11-21 DE DE102013223753.7A patent/DE102013223753A1/de not_active Withdrawn
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10358901A1 (de) * | 2003-04-05 | 2005-02-03 | Zf Sachs Ag | Torsionsschwingungsdämpfer |
DE102009002481A1 (de) * | 2008-12-10 | 2010-06-17 | Zf Friedrichshafen Ag | Hydrodynamische Kopplunganordnung, insbesondere Drehmomentwandler |
US20110287844A1 (en) * | 2010-05-18 | 2011-11-24 | Schaeffler Technologies Gmbh & Co. Kg | Single row series damper with input flange |
DE102012205764A1 (de) * | 2011-04-26 | 2012-10-31 | Schaeffler Technologies AG & Co. KG | Torsionsschwingungsdämpfer |
Also Published As
Publication number | Publication date |
---|---|
CN105051425A (zh) | 2015-11-11 |
DE102013223753A1 (de) | 2014-05-22 |
DE112013005615A5 (de) | 2015-08-20 |
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