Patent Application
20210277976
The disclosure relates to a drive system having an internal combustion engine, a transmission device, and an absorber arrangement which is arranged in a system portion of the drive system that is kinematically located between the internal combustion engine and the transmission device.
In particular, the disclosure relates to a drive system with an integrated absorber arrangement, the absorber frequency of which changes adaptively to the rotational frequency of the absorber arrangement, wherein the absorber arrangement is implemented in a so-called ring pendulum or centrifugal pendulum design and comprises a plurality of absorber mass elements which can be moved in a radial plane with respect to the axis of rotation of the absorber arrangement by being conducted and/or articulated accordingly by means of a track or articulated structure.
A hybrid drive system for a motor vehicle is known from DE 10 2016 217 220 A1, comprising an internal combustion engine, an electric motor, a transmission device, and an absorber arrangement, wherein the absorber arrangement and the electric motor are arranged in an intermediate region between the internal combustion engine and the transmission device. The internal combustion engine and the electric motor are coupled to the input of the transmission device.
The object of the disclosure is to provide solutions which make it possible, in a drive system of the type mentioned above, to increase the regularity of the drive torque applied to the power input of the transmission device and to reduce the amplitude of angular velocity fluctuations at the transmission input.
This object is achieved according to embodiments disclosed herein by an absorber arrangement having:
an internal combustion engine,
a transmission device with a power input and a power output,
a converter or an electric motor, comprising a rotor, for the output of a drive torque to the power input of the transmission device, and
an absorber arrangement provided to rotate around a central axis to reduce the degree of irregularity of the rotational drive movement of the internal combustion engine introduced therein at the power input of the transmission device,
wherein the absorber arrangement comprises a first carrier part, a second carrier part, a plurality of absorber masses which follow one another in the circumferential direction, and a coupling mechanism, for movement of the absorber masses in a radial plane with respect to the central axis in accordance with a relative rotation of the carrier parts to one another, and
the drive torque of the rotor is conducted to the transmission input via the coupling mechanism of the absorber arrangement.
This advantageously makes it possible, in a drive system for a motor vehicle, to significantly improve, in a manner that is essentially neutral in terms of weight and space, the absorbance characteristics of the absorber arrangement in relation to the moment of inertia of the rotor. In addition, the rotor can advantageously be integrated into the overall system via the carrier part of the absorber arrangement that carries the rotor, and the connection interface of the absorber arrangement also serves to couple the rotor torque into the transmission input in a synergetic manner.
According to an embodiment, the rotor is attached to the second carrier part. The first carrier part is then attached to the power input of the transmission device. The coupling mechanism then couples the first carrier part, including the absorber masses, to the second carrier part, the inertia of which is increased by the moment of inertia of the rotor. The coupling is achieved by joint and/or guide structures. The maximum rotatability of the carrier parts is preferably limited by the coupling mechanism, wherein there is preferably no hard end position limitation in the coupling mechanism, but rather the restoring forces increase, for example, asymptotically when approaching an end position.
According to embodiments, a ring pendulum system is created by integrating a component of a converter or an electric motor into the absorber arrangement, in which said component of the converter or the electric machine acts as an additional annular mass.
With a ring pendulum system, the centrifugal mass is basically determined by the available installation space and by strength limits, e.g., by the max. surface pressure in guide and joint portions or, in particular in the case of a roller guide, is limited by the pressure in the roller contact. The annular mass of the free carrier part of the absorber arrangement, in relation to a converter or the rotor of an electric motor, is increased in a manner that is neutral in terms of space and total weight.
With embodiments according to the disclosure, it is achieved that, by increasing the annular mass, a likewise increased restoring torque can be generated, with the same or even reduced oscillation angle. Furthermore, due to the increased annular mass with respect to the rotor, the roller conveyors can advantageously be designed to be steeper with the same order.
In an associated, again advantageous, manner, with steeper roller conveyors, the looping or osculation in the roller contact is also increased and the pressures in the roller contact area are thus reduced. This increase in strength now also allows more centrifugal mass to be incorporated into the absorber arrangement, in turn improving the function.
The absorber arrangement according to the disclosure, in particular, when the rotor of an electric motor is used as an additional annular mass, can be constructed such that the rotor surrounds the absorber arrangement and the absorber arrangement is thus located in the interior of the rotor. This rotor can then be coupled to the free end of the absorber arrangement, i.e., the second carrier part, by means of a bell-like or drum-like component. This component carries the rotor on the outside and is axially attached to the second carrier part via a flange portion protruding radially inwardly and attached to the second carrier part. This connection can be achieved in particular by riveting, caulking and/or welding.
Locally complementary joining structures that support the centering of the components and/or support the torsion-proof coupling of these components can be formed on the connecting part provided for connecting the rotor to the second carrier part, or on the rotor or its carrier. The connecting means provided for coupling the two components can in particular be brought into their holding state by way of plastic deformation.
If the rotor is the rotor of an electric motor, it is preferably constructed and arranged such that said rotor surrounds the first carrier part, and preferably also the entire absorber arrangement, on the outside. The rotor and the absorber arrangement can be combined to form an assembly which is attached to the transmission or the internal combustion engine as a corresponding assembly within the course of the assembly of the drive system.
If the rotor is the rotor of a hydrodynamic converter, it is preferably arranged axially closely adjacent to the second carrier part. Here, too, it is possible to combine the absorber arrangement and the converter to form an assembly which as such can be pushed onto the input shaft of the transmission device in one piece.
The coupling mechanism is preferably constructed such that it comprises a spring mechanism, wherein the spring mechanism is then preferably designed such that it generates restoring forces which force the absorber masses into a starting position. The spring mechanism can be designed such that it is effective between the first and the second carrier part and comprises cylindrically wound absorber springs that are aligned in the circumferential direction and therefore also effective in terms of force in the circumferential direction. On the one hand, the spring mechanism has the function of a reset mechanism; it also has the function that its bias increases with increasing angular speed, and the absorber frequency is thereby also increased. An elastic end stop is preferably also implemented via the spring mechanism, limiting the maximum deflection of the ring pendulum segments or the maximum rotation of the first and second carrier parts with respect to one another.
The spring mechanism can also contain spring systems in which compression or arc springs or series or parallel connections of spring systems are provided. Elastomer dampers and friction devices can also be provided in order to limit the relative rotation of the two carrier parts by applying restoring torques and, if necessary, withdrawing energy from the system.
The coupling mechanism is preferably designed such that it causes the centers of gravity of the ring pendulum segments to be shifted along a path with a path component that is radial to the central axis. For this purpose, the coupling mechanism can comprise a curve structure and/or a joint structure. The coupling mechanism is furthermore preferably designed such that a temporary increase in angular speed results in a radially outward movement of the absorber masses and a temporary decrease in angular speed results in a radially inward movement of the absorber masses.
Those ring pendulum segments forming the absorber masses are preferably coupled to the first carrier part or the second carrier part pivotably or moveably along curved paths; corresponding kinematics can also be implemented by means of guide structures.
At least the carrier parts are preferably manufactured as a formed sheet metal part from sheet steel. The ring pendulum segments are preferably manufactured as relatively thick-walled cut, cast, press-formed, or drop forged parts.
It is possible to incorporate structures or subsystems into the ring absorber arrangement according to embodiments, by means of which energy is drawn from the system during the movement of the two carrier parts relative to one another. For this purpose, friction systems or hydrodynamically damping structures can be implemented, effective in particular between the carrier parts and/or the absorber mass segments. In particular, it is possible to combine the absorber arrangement within the rotor to form a sealed unit that is encapsulated and optionally filled with a viscous medium, in particular grease or oil. The sealing can be achieved by elastomeric structures, which are materially attached to the structures that can be moved relative to one another and which compensate for the maximum twisting of the carrier parts by means of their inherent elasticity. A complete seal without running gaps can thus be achieved.
Further details and features of embodiments of the disclosure are described in the following description in conjunction with the drawings. In the figures:
The representation according to
The transmission device G also comprises a power output GA. The transmission device G is preferably designed as a manual transmission, as a transmission with a continuously variable transmission ratio, or as a combination transmission with switchable stages and a system portion with continuously variable transmission ratio that is provided, for example, for the lower speed range. The power that can be tapped from the power output GA is branched to wheel drive shafts DL, DR via an axle differential gear AD.
The electric motor E comprises a stator ES and a rotor ER for the output of a drive torque to the power input GE of the transmission device G in accordance with the electrical activation of the electric motor E. The electric motor E functions primarily as a drive motor for the electric motor operation of the vehicle, but it can also be used as a starter for a start/stop operation and can also be operated temporarily as a generator when the vehicle is coasting or also generally to provide or maintain the on-board voltage.
The absorber arrangement T is arranged coaxially to the axis of rotation X of the transmission input shaft GE and serves to reduce the degree of irregularity of the rotational drive movement of the internal combustion engine BK introduced therein at the power input GE of the transmission device T.
The absorber arrangement T comprises a first carrier part T1, a second carrier part T2, a plurality of absorber masses TM which follow one another in the circumferential direction and a coupling mechanism KM for the movement of the absorber masses TM, in particular in a radial plane with respect to the central axis X in accordance with the force systems that result in connection with the relative rotation of the carrier parts T1, T2 relative to each other and the movement of the absorber masses TM.
The drive arrangement according to embodiments disclosed herein is characterized in that the rotor ER of the electric motor E is attached to one of the carrier parts T1, T2, in the present case to the second carrier part T2, the so-called free carrier part of the absorber device, and thus increases its moment of inertia. From a kinematic point of view, the second carrier part T2 is located on the side of the coupling mechanism KM facing away from the transmission input GE and is pivotable with respect to the transmission input GE by moving the absorber masses. The drive torque of the rotor ER is thus coupled into the second carrier part T2 and conducted into the first carrier part T1 via the coupling mechanism KM. It is only by means of this first carrier part T1 that the drive torque of the rotor ER reaches the carrier hub T1A and the transmission input GE. The rotor ER is thus slightly pivotable, via the absorber arrangement, with respect to the transmission input GE in accordance with the coupling mechanism KM. That rotor ER has a portion or a support structure which is in contact with the second carrier part T2 axially, i.e., from the side, and which is attached, in particular riveted, clawed, caulked, and/or welded, to the second carrier part T2.
The rotor ER is integrated into the drive arrangement in such a way that it surrounds the second carrier part T2 and the coupling mechanism KM attached thereto on the outside in the manner of a pot wall and thus accommodates them in its interior.
The first carrier part T1 is attached to the transmission input shaft GE in cooperation with a carrier hub T1A. While the carrier hub T1A engages in a torsion-proof manner into an external tooth system GEZ of the transmission input shaft GE via an internal tooth system T1Z, the first carrier part T1 is still pivotable to a limited extent and is supported, via springs, on the carrier hub T1A in the circumferential direction. The rotatability of the first carrier part T1 with respect to the carrier hub T1A is, however, preferably strictly limited to, for example, +/−8°. The carrier hub T1A comprises a socket portion 2 and a radial flange 3. The inside of the socket portion 2 is provided with the internal tooth system T1Z, the radial flange 3 serves for the connection, pivotable about the axis X of the first carrier part T1 to the carrier hub T1Z.
The first carrier part T1 also carries a coupling plate carrier KL1. It is manufactured as a formed sheet metal part, in particular as a deep-drawn part, and is attached to the first carrier part T1, in particular riveted via rivet 1. The coupling plate carrier KL1 forms a hub portion 4 which, in cooperation with an inner portion 5 of the first carrier part T1, delimits an annular disc space 6 in which the radial flange 3 of the carrier hub T1A sits. On the socket portion 2 of the carrier hub T1A, a seat portion 7 is formed by a circumferential step, on which the second carrier part T2 sits and is conducted in a limited pivotable manner. The second carrier part T2 is secured axially on this seat portion 7, which is achieved here by a spring ring 8 which sits in a circumferential groove of the seat portion 7. The second carrier part T2 is therefore pivotable, at least to a limited extent, about the axis X with respect to the carrier hub
T1A. The transmission of the drive torque, introduced by the rotor ES into the second carrier part T2, into the first carrier part T1 is achieved via the coupling mechanism KM, which in itself serves to create a functional relationship between the rotation of the carrier parts Ti, T2 with respect to one another and the movement of the absorber masses TM so that, each relative position of the carrier parts Ti, T2 with respect to one another results in a defined position of the absorber masses TM with respect to the carrier parts T1, T2.
The coupling mechanism KM couples the first carrier part T1, the absorber masses TM, and the second carrier part T2 such that a relative rotation of the two carrier parts T1, T2 results in a movement of the absorber masses TM relative to one another. The coupling mechanism KM herein is formed with the inclusion of the carrier parts T1, T2 and the absorber masses TM, as well as roller guide pins KM1. The coupling mechanism KM is designed such that the absorber masses TM are articulated on the first carrier part T1 and the respective roller guide pin KM1 either sits on the second carrier part T2 and engages in a curved path that is formed in the absorber mass TM or sits in the respective absorber mass TM and engages in a curved path that is formed in the second carrier part T2. The coupling mechanism KM is designed in particular such that all absorber masses TM, in their respective angular segment, perform the same movements in the radial and, if applicable, in the circumferential direction with respect to the axis of rotation X. The absorber masses TM are thus forcibly synchronized via the coupling mechanism KM. This makes it possible to eliminate excitations caused by gravity at low speeds. The movement characteristic of the absorber masses TM during the relative rotation of the carrier parts T1, T2 with respect to one another is preferably coordinated by the internal combustion engine BK taking into account the absorber arrangement T excitations that are anticipated and to be at least largely compensated. The coupling mechanism KM can be designed such that it provides asymmetrical compensation characteristics for positive overshoots of the angular speed of the transmission input shaft GE and for negative overshoots. For this purpose, the coupling mechanism KM comprise, for example, a curve structure and/or an articulated structure which is designed such that temporary acceleration results in a radially outward movement of the absorber masses TM and a temporary deceleration of the angular velocity results in a radial inward movement of the absorber masses TM, wherein the absorber masses TM are movably, in particular pivotably, coupled to the first carrier part T1 and/or the second carrier part T2.
The coupling mechanism KM further comprises an energy storage device or spring mechanism S, wherein this spring mechanism S is designed such that it generates restoring forces which force the absorber masses TM into a starting position, in particular a central position. The spring mechanism S can be designed such that it takes on a plurality of functions; for example, it can cause a suspension of the first carrier part T1 with respect to the carrier hub TN1, a central positioning of the absorber masses TM, and also an end position limitation, which resiliently causes the rotation of the two carrier parts T1, T2 to be limited with respect to each other. The spring mechanism S can be designed such that it comprises absorber springs S1, S2, which are aligned in the circumferential direction and which are slightly curved around the axis of rotation X, but which are otherwise cylindrically wound.
The absorber arrangement T is preferably matched to a main exciter frequency of the internal combustion engine. The absorber arrangement according to the invention preferably forms a ring pendulum absorber which functions as a speed-adaptive torsional vibration absorber. The increased moment of inertia of this component T2 due to the connection of the rotor ER to the second carrier part T2 according to the invention results in an improved torsional vibration isolation capacity, regardless of installation space and weight.
The absorber masses TM are carried along in the circumferential direction via their mounting on the second carrier part T2 and can be moved in the radial direction to a limited extent. The movement in the radial direction is achieved by a guide mechanism KM1.
The power flow from the rotor ER to the transmission input shaft takes place into the second carrier part T2, from there into the coupling mechanism KM, from the coupling mechanism KM into the first carrier part T1, and from there, with the inclusion of the spring mechanism S and the carrier hub T1A, into the transmission input shaft GE. The rotor ER is thus pivotably coupled to the first carrier part T1, subjected to the disturbance event via the coupling mechanism KM; it is therefore attached to the free end of the absorber arrangement T which is kinematically remote from the transmission input.
The illustration of
When the carrier parts T1, T2 are pivoted relative to one another, the absorber mass element TM′ shown here is carried along in the circumferential direction via its articulated connection 9 to the second carrier part T2. The coupling structure kM1 achieves that a movement of the absorber mass element TM′ relative to the first carrier part T1 in the circumferential direction results in the center of gravity CP of the absorber mass element TM′ to also be moved in the radial direction. The characteristics of this mechanical coupling are coordinated, among other things, via the path of the guide track KM2 in the first carrier part T1 or in the absorber mass element TM' . In the absorber arrangement T according to embodiments, a plurality of such units are arranged around the transmission axis X in succession in the circumferential direction. In the practical implementation, the actual structure of the carrier parts Ti, T2 and the absorber mass elements TM' differs from the structure shown here schematically.
The illustration according to
P181025 WO-US and thus on the output. The radial movement of the absorber mass element TM' is achieved by the coupling structure KM1 , which is effective between the second carrier part T2 and the absorber mass element TM'. The moment of inertia of the second carrier part T2 is increased by the connection of the rotor ER of the electric motor E or the converter TC (see
The illustration according to
Although shown differently in
The mode of operation of the drive arrangement according to embodiments is described in detail below in connection with
When the internal combustion engine of a corresponding motor vehicle is operated in a mode of low power demand and at medium speed, a control device C of the internal combustion engine BK causes a cylinder shutdown. Due to the now changed ignition interval and the changed ignition sequence, the regularity of the angular velocity of the crankshaft of the internal combustion engine decreases and a periodic oscillation is superimposed on the rotation of the output of the dual-mass flywheel ZMS. The dual mass flywheel ZMS is couplable to the transmission input shaft GE in a frictionally engaged manner via the coupling device K. If the coupling device K is brought into a coupling state, the drive torque applied to the dual-mass flywheel ZMS is introduced into the hub area 5 of the first carrier part T1 of the absorber arrangement T via the coupling device K and transferred into the hub part T1A via the peripheral springs S, and from there into the transmission input shaft GE. The drive torque applied to the transmission input GE is transmitted to its output GA, and from there to the axle differential AD, in accordance with the switching state of the transmission G. The axle differential AD divides the drive torque symmetrically between the wheel drive shafts DL, DR.
The absorber arrangement T becomes active as a result of the torque fluctuations in the drive torque which are conducted via the coupling device K. The absorber arrangement T is designed for the expected irregularity spectrum of the torque output by the internal combustion engine BK on the dual-mass flywheel ZMS. A corresponding excitation results in the movement of the carrier parts Ti, T2 and the absorber masses TM with respect to one another, with the development of corresponding dynamic force systems. These ultimately provide a reaction torque on the first carrier part T1 which is matched to the excitation by the internal combustion engine and which largely compensates for the excitation. If the motor vehicle is now to be operated by an electric motor, the coupling device K is opened and the electric motor E is controlled accordingly. The uniform drive torque applied to the rotor ER is coupled into the second carrier part T2 and transmitted to the first carrier part Ti via the coupling mechanism KM. As in the aforementioned drive mode, the first carrier part T1 now drives the transmission input GE via the internal combustion engine BK. If the vehicle is operated in coasting mode, power can be recuperated via the electric motor E if necessary; the corresponding torque for driving the rotor ER is then introduced by the first carrier part Ti into the coupling mechanism KM, and from there into the second carrier part T2. The second carrier part T2 then drives the rotor ER in coasting mode.
In the drive arrangement according to embodiments, the absorber device T acts as a link for the kinematic coupling of the rotor ER to the transmission input shaft TI. In addition, the rotor ER of the rotor acts as a annular mass of the second (“free”) carrier part T2 and thus increases its moment of inertia. The rotor ER also forms a structure which serves to connect the absorber arrangement D, and preferably also the coupling device C, to form a preassembled assembly that herein appears largely encapsulated on the outside. This assembly is installed in the drive system by pushing this assembly over the internal tooth system T1Z
P181025 WO-US onto the external tooth system GEZ of the transmission input shaft GE. This assembly process can be carried out reliably and without special attentiveness. It also results in advantages for the maintenance of the drive system since the rotor, the coupling, and the absorber can be removed from the transmission G as an easily manageable assembly as soon as it is disconnected from the internal combustion engine BK. This assembly can be designed as a so-called dry assembly in which, if at all, only greases are provided to lubricate the movement portions. However, it can also be designed in a particularly advantageous manner as an encapsulated, wet assembly in which the absorber arrangement and preferably also the coupling plates are covered by a viscous lubricant filling.
The illustration according to
The transmission device T is coupled to the internal combustion engine BK while including an absorber arrangement T. The absorber arrangement T here sits in an intermediate area between the internal combustion engine BK and the transmission device G and is coupled to a power input GE of the transmission device G. In addition, the coupling device K, the absorber arrangement T, and the converter TC are combined to form an assembly. The drive system comprises a control device C by means of which the internal combustion engine BK is controlled herein in accordance with performance requirements. In the arrangement shown here, the control device C also controls the transmission G and the coupling K, optionally with incorporation of further electrical and optional electromechanical components, not shown.
The transmission device G also comprises a power output GA. The transmission device G is preferably designed as a manual transmission, as a transmission with a continuously variable transmission ratio, or as a combination transmission with switchable stages and a system portion with continuously variable transmission ratio that is provided, for example, for the lower speed range. The power that can be tapped from the power output GA is branched to wheel drive shafts DL, DR via an axle differential gear AD.
The converter TC comprises a pump wheel TS and a rotor ER, which forms the turbine wheel of the converter TC, for the output of a drive torque to the power input GE of the
P181025 WO-US transmission device G according to the relative speed between the pump wheel TS and the rotor ES. The converter TC serves to transmit a starting torque; it is arranged kinematically parallel to the coupling K and is bridged by engaging coupling K when a certain operating state is reached.
The absorber arrangement T is arranged coaxially to the axis of rotation X of the transmission input shaft GE and serves to reduce the degree of irregularity of the rotational drive movement of the internal combustion engine BK introduced therein at the power input GE of the transmission device T.
The absorber arrangement T comprises a first carrier part T1, a second carrier part T2, a plurality of absorber masses TM which follow one another in the circumferential direction and a coupling mechanism KM for the movement of the absorber masses TM, in particular in a radial plane with respect to the central axis X in accordance with the force systems that result in connection with the relative rotation of the carrier parts Ti, T2 relative to each other and the movement of the absorber masses TM.
The drive arrangement according to embodiments is characterized in that the rotor ER of the converter TC is attached to the second carrier part T2, the so-called free carrier part of the absorber device T, and thus increases its moment of inertia. From a kinematic point of view, the second carrier part T2 is located on the side of the coupling mechanism KM facing away from the transmission input GE and is pivotable with respect to the transmission input GE by displacing the absorber masses TM. The drive torque of the rotor ER is thus coupled into the second carrier part T2 and conducted into the first carrier part Ti via the coupling mechanism KM. It is only by means of this first carrier part T1 that the drive torque of the rotor ER reaches the carrier hub T1A and the transmission input GE. The rotor ER of the converter TC is thus slightly pivotable, via the absorber arrangement T, with respect to the transmission input GE in accordance with the coupling mechanism KM. That rotor ER has a portion or a support structure which is in contact with the second carrier part T2 axially, i.e., from the side, and which is attached, in particular riveted, clawed, caulked, and/or welded, to the second carrier part T2 by rivet 9.
The rotor ER is attached to the side of the second carrier part T2 and the impeller TS and a pot structure TC1 supporting it encompass the coupling K and the absorber arrangement T on the outside and hold the enclosed components together to form an assembly.
The first carrier part T1 is attached to the transmission input shaft GE in cooperation with a carrier hub T1A. While the carrier hub T1A engages in a torsion-proof manner into an external tooth system GEZ via an internal tooth system T1Z, the first carrier part T1 is still pivotable to a limited extent and is supported, via springs, on the carrier hub T1A in the circumferential direction. The rotatability of the first carrier part T1 with respect to the carrier hub T1A is again preferably strictly limited to, for example, +/−8°. The carrier hub T1A comprises a socket portion 2 and a radial flange 3. The socket portion 2 is provided with internal teeth T1Z on the inside.
The first carrier part T1 also carries a coupling plate carrier KL1. It is manufactured as a formed sheet metal part, in particular as a deep-drawn part, and is attached to the first carrier part Ti, in particular riveted via rivet 1. The coupling plate carrier KL1 forms a hub portion 4 which, in cooperation with an inner portion 5 of the first carrier part Ti, delimits an annular disc space 6 in which the radial flange 3 of the carrier hub T1A sits. On the socket portion 2 of the carrier hub T1A, a seat portion 7 is formed by a circumferential step, on which the second carrier part T2 sits and is conducted in a limited pivotable manner. The second carrier part T2 is secured axially on this seat portion 7, which is achieved here by a spring ring 8 which sits in a circumferential groove of the seat portion 7.
The coupling mechanism KM couples the first carrier part T1, the absorber masses TM, and the second carrier part T2 such that a relative rotation of the two carrier parts T1, T2 results in a movement of the absorber masses TM relative to one another. The coupling mechanism TM herein is formed with the inclusion of the carrier parts T1, T2 and the absorber masses TM, as well as roller guide pins KM1. The coupling mechanism KM is designed such that the absorber masses TM are articulated on the first carrier part T1 and the respective roller guide pin KM1 either sits on the second carrier part T2 and engages in a curved path that is formed in the absorber mass TM or sits in the respective absorber mass TM and engages in a curved path that is formed in the second carrier part T2. The coupling mechanism TM is designed in particular such that all absorber masses TM, in their respective angular segment, perform the same movements in the radial and, if applicable, in the circumferential direction with respect to the axis of rotation X. The absorber masses TM are thus forcibly synchronized via the coupling mechanism KM. This makes it possible to eliminate excitations caused by gravity at low speeds. The movement characteristic of the absorber masses TM during the relative rotation of the carrier parts Ti, T2 with respect to one another is preferably coordinated by the internal combustion engine BK taking into account the absorber arrangement T excitations that are anticipated and to be at least largely compensated. The coupling mechanism KM can be designed such that it provides asymmetrical compensation characteristics for positive overshoots of the angular speed of the transmission input shaft GE and for negative overshoots. For this purpose, the coupling mechanism KM comprise, for example, a curve structure and/or an articulated structure which is designed such that temporary acceleration results in a radially outward movement of the absorber masses TM and a temporary deceleration of the angular velocity results in a radial inward movement of the absorber masses TM, wherein the absorber masses TM are movably, in particular pivotably, coupled to the first carrier part T1 and/or the second carrier part T2.
The coupling mechanism KM further comprises a spring mechanism S, wherein this spring mechanism S is designed such that it generates restoring forces which force the absorber masses TM into a starting position, in particular a central position. The spring mechanism S can be designed such that it takes on a plurality of functions; for example, it can cause a suspension of the first carrier part T1 with respect to the carrier hub T1A, a central positioning of the absorber masses TM, and also an end position limitation, which resiliently causes the rotation of the two carrier parts T1, T2 to be limited with respect to each other. The spring mechanism S can be designed such that it comprises absorber springs S1, S2 , which are aligned in the circumferential direction and which are slightly curved around the axis of rotation X, but which are otherwise cylindrically wound.
The absorber arrangement T is preferably matched to a main exciter frequency of the internal combustion engine BK. The absorber arrangement according to the invention preferably forms a ring pendulum absorber which functions as a speed-adaptive torsional vibration absorber. The increased moment of inertia of this component T2 due to the connection of the rotor ER of the converter TC to the second carrier part T2 according to the invention results in an improved torsional vibration isolation capacity, regardless of installation space and weight. The absorber masses TM are carried along in the circumferential direction via their mounting on the second carrier part T2 and can be moved in the radial direction to a limited extent. The movement in the radial direction is achieved by a guide mechanism KM1.
The drive torque applied to the rotor ER of the converter TC is coupled into the absorber arrangement T via the “free” carrier part, which is pivotable to a limited extent relative to the transmission input shaft TI, and only reaches the first carrier part T1 via the coupling mechanism KM. The second carrier part T2 thus forms the input interface of the drive arrangement for the torque present on the rotor ES, i.e., on the turbine wheel of the converter TC.
The spring device S provided here both in the upper illustration of the internal structure of the absorber arrangement and in the lower abstracted illustration has a multiple function here, as already mentioned; it forms part of the reset mechanism of the absorber arrangement T and also part of a further spring mechanism for the torque-flexible coupling of the hub part T1A with the first carrier part T1. For this reason, it is shown at two different system locations in the abstracted illustration.
The illustration according to
The illustration according to
As can be seen from the illustration according to
The absorber arrangement according to the invention is preferably implemented my manufacturing the two carrier parts T1, T2 as axially profiled sheet metal parts. In particular, the pockets and holding geometries provided for receiving the energy storage devices, for example the springs, can be formed on these shaped sheet metal parts. Furthermore, structures of the coupling mechanism KM are preferably also implemented by the two carrier parts T1, T2 in interaction with the absorber masses TM.
1 Rivet
2 Socket portion
3 Radial flange
4 Hub portion
5 Interior portion
6 Annular disc space
7 Seat portion
8 Spring ring
AD Axle differential gear
BK Internal combustion engine
C Control device
DL Wheel drive shaft
DR Wheel drive shaft
E Electric motor
ES Stator
ER Rotor
G Transmission device
GA Power output
GE Power input
GEZ External tooth system
K Coupling device
KM Coupling mechanism
KM1 Coupling structure
KM1 Roller guide pin
T Absorber arrangement
TC Converter
TC1 Pot structure
TM Absorber masses
TM′ Absorber mass element
T1 Carrier part
T1A Carrier hub
T1Z Internal tooth system
T2 Carrier part
S Energy storage device or spring mechanism
S1 Absorber spring
S2 Absorber or end position spring
X Axis
ZMS Dual-mass flywheel
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2018 119 285.1 | Aug 2018 | DE | national |
This application is the U.S. National Phase of PCT Appln. No. PCT/DE2019/100672 filed Jul. 22, 2019, which claims priority to DE 102018119285.1 filed Aug. 8, 2018, the entire disclosures of which are incorporated by reference herein.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/DE2019/100672 | 7/22/2019 | WO | 00 |
