WO2016198054A1 - Powertrain for a motor vehicle - Google Patents
Powertrain for a motor vehicle Download PDFInfo
- Publication number
- WO2016198054A1 WO2016198054A1 PCT/DE2016/200209 DE2016200209W WO2016198054A1 WO 2016198054 A1 WO2016198054 A1 WO 2016198054A1 DE 2016200209 W DE2016200209 W DE 2016200209W WO 2016198054 A1 WO2016198054 A1 WO 2016198054A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- torque
- combustion engine
- internal combustion
- stop
- spring
- 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
- 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
- F16F15/139—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 characterised by friction-damping means
- F16F15/1397—Overload protection, i.e. means for limiting torque
-
- 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
Definitions
- the invention relates to a drive train for a motor vehicle according to the preamble of claim 1 and a torsional vibration damper for use in a drive train of a motor vehicle according to the preamble of claim 10.
- DMF dual mass flywheel
- CVT Continuously Variable Transmission, continuously variable transmission
- DMB torque limiter
- An object of the invention is therefore to provide an impact-reducing
- a drive train for a motor vehicle at least comprising an internal combustion engine and a torsional vibration damper for damping torsional vibrations, which arise due to the firing order of the internal combustion engine, further comprising at least one driven wheel, by which generated by the internal combustion engine and on the Torsional vibration damper guided torque is transferable to a roadway, wherein the internal combustion engine is designed to generate a certain or maximum torque, and wherein the torsional vibration damper has at least one abutment torque having spring means, wherein the
- Stop torque of the spring device is set such that the 1, 3 times the value of the maximum torque of the engine is smaller than that
- Stop torque is, in turn, less than 3.0 times the value of the maximum torque of the engine is (1, 3 * maximum torque
- the abutment torque of the spring device is therefore greater than 1.3 times the value and less than 3.0 times the maximum torque of the internal combustion engine.
- the choice of this area for the impact moment causes the damping of the majority of the occurring impacts, only with a few high impacts of the resilient area is exceeded for energy absorption of the spring device.
- the impact torque is greater than 1.5 times the maximum torque of the engine and less than 2.8 times the maximum torque of the engine (1, 5 * maximum engine torque ⁇ stop torque ⁇ 2.8) * maximum torque combustion engine).
- the impact torque is greater than the 1.8 times the maximum value
- Torque of the internal combustion engine and less than 2.3 times the value of the maximum torque of the internal combustion engine is (1, 8 * maximum
- the two last-mentioned embodiments make it possible to design the damping effect on the most frequently occurring impacts.
- the spring device has at least one bow spring. In a further embodiment of the invention, the spring device has at least one helical compression spring, which is preferably designed as a bow spring.
- the spring device is formed in one embodiment of the invention as a high-capacity spring. This means that the spring device in a block load, thereby the spring is compressed so far that the turns abut each other, so go to block, is claimed in a time-stable (no longer fatigue) range. In the spring device, tensions occur due to deformation of the spring device up to the design moment, which fatigue strength
- the torsional vibration damper has, in one embodiment of the invention, a slip clutch, wherein the slip clutch is preferably arranged on a secondary side of the torsional vibration damper.
- the slip clutch limits the maximum transmissible torque and thereby causes damping by dissipation in impacts that exceed this moment.
- the slip clutch has, in one embodiment of the invention, a slip torque which is greater than the abutment torque of the spring device.
- Torsional vibration damper for use in a drive train of a
- Motor vehicle having a primary side and a secondary side, which are against the action of at least one bow spring rotated against each other, wherein the bow spring is supported on the one hand on the primary side and on the other hand on a secondary flange which is connected via a slip clutch to the secondary side, wherein the slip clutch has a slip torque , which is greater than a stop moment of the bow spring.
- FIG. 2 shows a dual-mass flywheel with slip clutch as an exemplary embodiment of a torsional vibration damper according to the invention
- FIG. 3 shows a diagram of the twist angle of the secondary side with respect to FIG
- FIG. 4 shows a two-mass flywheel as an exemplary embodiment of a torsional vibration damper according to the invention
- FIG. 5 shows a diagram of the twist angle of the secondary side with respect to FIG
- Fig. 1 shows a schematic diagram of an embodiment of a drive train according to the invention as a so-called hybrid drive comprising an internal combustion engine and an electric drive.
- the sketched in Fig. 1 drive train is only one of many ways of designing a hybrid drive.
- Drive train 1 includes all components in a motor vehicle, which generate the power for the drive and transmit it to the road.
- Drive train 1 comprises an internal combustion engine 2 with a crankshaft 3.
- the cylinders with pistons and connecting rods, not shown in FIG. 1 cooperate with cheek and crankpins of the crankshaft, likewise not illustrated, and generate combustion chambers in combustion chambers associated with the pistons. a drive torque on the crankshaft 3.
- each cylinder is generated only over a short crankshaft angle ° KW within two revolutions of the crankshaft (720 ° crankshaft angle), a positive torque on the crankshaft 3, over the remaining
- Crankshaft angle is a negative torque based on the individual cylinder on the crankshaft. This systemic operation of the
- Drivetrain 1 are transmitted or can occur by resonance phenomena within the drive train 1 itself.
- the crankshaft 3 is connected to a primary side of a torsional vibration damper 4.
- the secondary side is with a clutch housing one
- Vehicle coupling 5 connected.
- the vehicle clutch 5 is used to selectively switch on or off the torque transmission between its input and its output or to transmit, for example, when starting a portion of the torque by grinding and thus to effect an optional torque transmission between the engine 2 and downstream drive elements.
- the torque at the clutch disc is transmitted via an electric motor / Genarator element 6, a manual transmission 7 and a differential gear 8 to driven wheels 9.
- the wheels 9 roll on a roadway and convert the torque of the engine into a driving force for the motor vehicle.
- the motor / generator element 6 serves for the purely electrical drive of the downstream drive train with the internal combustion engine 2 disengaged, the Rajantneb with engaged combustion engine 2 and the charging of unillustrated electric accumulators when engaged
- the manual transmission 7 is used to selectively change the reduction between a connected to the clutch disc
- the Differenzialgetnebe 8 is used in a conventional manner the division of the drive torque, for example when cornering on the wheels 9.
- the vehicle clutch 5 and the transmission 7 are about
- Electromechanical actuators controlled by a controller so are part of an automated transmission (ASG). Alternatively, both can be manually operated.
- Motor / Genarator element 6 and a manual transmission 7 also a
- Gearboxes or a continuously variable transmission include. These may also include an electric drive and a generator as part of a hybrid drive.
- Fig. 2 shows a dual mass flywheel (ZMS) as an embodiment of a
- Torsional vibration damper 4 The axis of rotation of the torsional vibration damper 4 is designated in Fig. 1 with R. In the following, the direction is understood to be parallel to the axis of rotation R under the axial direction, and according to the radial direction, a direction perpendicular to the axis of rotation R is understood.
- the circumferential direction is a rotation about the rotation axis R.
- the torsional vibration damper 4 comprises a primary mass or primary side 11 and a secondary mass or secondary side 12, against the force of a Spring device 10 can be rotated relative to each other about the rotation axis R.
- the spring device 10 comprises two bow springs 13. Each bow spring 13 may comprise coaxially arranged inner and outer springs. The bow springs 13 are pressed in operation by acting on these centrifugal force to the outside against the primary mass 11. Therefore, on the radially outward side
- the primary mass 11 comprises a motor-side primary mass plate 15 and a clutch-side primary mass cover 16.
- the primary mass plate 15 and the primary mass cover 16 close one
- Bow springs 13 are based on a spring end of each of the primary mass 11 from, for example, not shown here noses in the of the
- Flange wings 18 extend radially outward and engage the spring ends of the bow springs 13.
- the axis of the bow of the bow springs 13, that is a circular line, which arises along the circle centers of the bow spring in sections parallel to the axis of rotation, such a cut is z. As shown in FIG. 1, passes through the flange 18.
- the secondary flange 19 is connected via a slip clutch 20 to the secondary mass 12.
- the slip clutch 20 includes a first friction disc 21 and a second friction disc 22, between which a circumferential clearance for receiving a flange 23 of the secondary flange 19 remains.
- the secondary flange 19 thus essentially comprises the flange ring 23, from which the radially outward Projecting flange wings 18.
- the flange wings 18 have a shoulder 24 in the manner of a crank, whereby the axial position of the bow springs 13 and the axial position of the slip clutch 20 can be varied relative to each other.
- Friction disc 21 and the second friction disc 22 are by means of rivets 25 with a
- Output flange 26 firmly connected.
- the output flange 26 is connected to a
- the primary mass plate 15 is with
- a friction ring 30 is arranged on the outer circumference of the second friction disc 22. This is pressed against the flange ring 23 of the secondary flange 19 via a plate spring 31, which is supported on the primary wet cover 16.
- a support ring 32 serves for the axial guidance of the secondary flange 19 relative to the primary mass plate 15 and at the same time serves as a friction element against it.
- the slip clutch 20 slips when a slip torque is exceeded, wherein the secondary flange 19 with respect to the first friction disc 21 and the second
- Friction disc 22 slides, the secondary side 12 thus against the sliding friction of
- Friction device 20 is rotated relative to the primary side.
- FIG. 3 shows a diagram of the angle of rotation ⁇ of the secondary side 12 with respect to the primary side 11 plotted against the engine torque M.
- the secondary side 12 is further rotated relative to the primary side 11. Up to a relative angle of rotation (p_theoretically, at a design torque M_the bow springs become 13 only as far as their fatigue strength permits. The spring can therefore be subjected to any number of load changes.
- the springs 13 In a further rotation of the secondary side 12 relative to the primary side 11, the springs 13 to the
- Slip torque M_slip of the slip clutch 20 reaches, so that it slips on further increase of the engine torque M.
- the stop torque M_stop is greater than 1.3 times the maximum torque M_motor and less than 3.0 times the maximum value
- the stop torque M_stop can alternatively be greater than 1.5 times the value of the maximum torque M_motor and less than 2.8 times the value of the maximum torque M_motor.
- the abutment torque M_stop can alternatively also be greater than 1.8 times the value of the maximum torque M_motor and less than 2.3 times the value of the maximum
- the slip torque M_slip of the slip clutch 20 is greater than the respective upper value of the stop torque of the spring device. Only when rarely occurring impacts greater than the stop moment M_Anzzi the spring device 10, therefore, the slip clutch 20 is activated.
- Fig. 4 shows an embodiment of a dual mass flywheel as
- Torsional vibration damper 4 without slip clutch 20 The secondary flange 19 is connected directly to the output flange 26.
- FIG. 5 shows a diagram of the angle of rotation ⁇ of the secondary side 12 relative to the primary side 11 of the torsional vibration damper 4 of FIG. 4 over the engine torque M, comparable to the illustration of FIG. 4.
- the design corresponds to that of the previous embodiment, wherein by eliminating the slip clutch 20th when the stop moment M_stop of the spring device 10 is exceeded, no further relative rotation between the secondary side 12 and the primary side 11 is possible, the curve M thus runs parallel to the M axis via ⁇ .
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Hybrid Electric Vehicles (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE112016002586.6T DE112016002586A5 (en) | 2015-06-11 | 2016-05-04 | DRIVE TRAIN FOR A MOTOR VEHICLE |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102015210727 | 2015-06-11 | ||
DE102015210727.2 | 2015-06-11 | ||
DE102015219457 | 2015-10-08 | ||
DE102015219457.4 | 2015-10-08 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2016198054A1 true WO2016198054A1 (en) | 2016-12-15 |
Family
ID=56097958
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2016/200209 WO2016198054A1 (en) | 2015-06-11 | 2016-05-04 | Powertrain for a motor vehicle |
Country Status (2)
Country | Link |
---|---|
DE (2) | DE112016002586A5 (en) |
WO (1) | WO2016198054A1 (en) |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19739517A1 (en) * | 1997-09-09 | 1999-03-11 | Mannesmann Sachs Ag | Damping appliance for torque peaks in vehicle drive system |
DE102013226235A1 (en) * | 2013-01-23 | 2014-07-24 | Schaeffler Technologies Gmbh & Co. Kg | Helical compression spring and torsional vibration damper |
-
2016
- 2016-05-04 DE DE112016002586.6T patent/DE112016002586A5/en not_active Ceased
- 2016-05-04 DE DE102016207750.3A patent/DE102016207750A1/en not_active Withdrawn
- 2016-05-04 WO PCT/DE2016/200209 patent/WO2016198054A1/en active Application Filing
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19739517A1 (en) * | 1997-09-09 | 1999-03-11 | Mannesmann Sachs Ag | Damping appliance for torque peaks in vehicle drive system |
DE102013226235A1 (en) * | 2013-01-23 | 2014-07-24 | Schaeffler Technologies Gmbh & Co. Kg | Helical compression spring and torsional vibration damper |
Also Published As
Publication number | Publication date |
---|---|
DE112016002586A5 (en) | 2018-05-24 |
DE102016207750A1 (en) | 2016-12-15 |
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