The present invention relates generally to a noise and vibration damper, and more specifically to a damper for use in a vehicle driveline.
Vehicle drivelines transmit power from a vehicle engine through a transmission and then to the front wheels, rear wheels or all four wheels as desired. Commonly, a driveshaft, or propshaft, is used to transmit torque from an output shaft of the transmission to the rear of the vehicle. The driveshaft would then be connected to an axle, to propagate the torque to the vehicle wheels.
Driveshafts are known to transmit noise and vibration from operation of the engine, transmission, and the driveshaft itself to the axle and from there into the passenger compartment of the vehicle. The noise and vibration are known to peak or amplify at particular rotational frequencies of the driveshafts. The frequencies at which noise and vibration amplify are particular to individual vehicle arrangements.
A vehicle driveline having a hybrid transmission, where a mass damper provides noise and vibration damping over a broad range of frequencies is desired.
A vehicle driveline having a hybrid transmission is provided. Due to the hybrid design of the transmission the transmission includes at least one motor/generator. A driveshaft is mounted to an output shaft extending from the transmission. A mass damper is mounted on the driveshaft proximate to the transmission. The damper has a specific mass and inertia to reduce the noise and vibration from further propagation. The mass and inertia of the damper may be based upon a vibration frequency that occurs when the at least one motor/generator has a low torque output.
The above features and advantages, and other features and advantages of the present invention will be readily apparent from the following detailed description of the preferred embodiments and best modes for carrying out the present invention when taken in connection with the accompanying drawings.
Referring to the Figures, wherein like reference numbers refer to the same or similar components throughout the several views,
The vehicle driveline 12 includes a transmission 14. The transmission 14 is preferably a hybrid transmission having at least one motor/generator 16 located therein to assist the vehicle engine (not shown) and store power as is known for hybrid transmissions. The transmission 14 includes a transmission output shaft 18 extending from a transmission case 20. A driveshaft 22 is mounted to the output shaft 18 at a first end 24 and to an axle 26 at a second end 28. The driveshaft 22 includes joints 23 to allow for axle 26 travel in the vertical direction relative to the transmission 14. The transmission output shaft 18 is preferably a male shaft as illustrated. The driveshaft 22 includes a female yoke 30 located at the first end 24 for mounting on the male transmission output shaft 18. A damper 32 is mounted to the yoke 30 prior to assembly of the driveshaft 22 with the transmission output shaft 18.
Noise and vibration generated by the vehicle engine (not shown) and the transmission 14 is transferred from the transmission 14 through the output shaft 18. The damper 32 prevents the noise and vibration from further propagating through the driveshaft 22.
Periodically during operation of the transmission 14 the at least one motor/generator 16 operates at or near zero torque. One situation where this occurs is vehicle launch, or the period of vehicle acceleration immediately subsequent to the vehicle having zero speed. The near zero torque of the at least one motor/generator 16 often results in gear vibration within the transmission 14 and propagation of vibrations from the engine (not shown). Typically, motor/generator 16 torque of up to 10 Nm, in either direction, is low enough to allow noticeable noise and vibration.
As shown in
The damper is “tuned” with a mass and inertia. That is, rather than selecting a damper size and spring rate to obtain damping at a specific frequency, a mass and desired inertia are selected. Because the mass does not contain a rubber component there is no need to select a spring rate. In the example shown, the desired inertia ranges from 15,000 to 25,000 kg*mm̂2. The damper 32 is shaped to provide inertia when rotating in the desired range. As mass and inertia of the damper 32 are increased, the effectiveness of the damper 32 is also increased, i.e. the damping capability of the damper is increased. However, adding weight to vehicle components is not desirable. Therefore, for each vehicle application, the desired effectiveness of the damper 32 versus the mass and inertia of the damper 32 must be determined.
The damper 32 may also be mounted to the transmission output shaft 18, rather than the driveshaft 22. The dimensions of the damper 32 would be adjusted to obtain the desired mass and inertia required for dampening while providing for proper fit with the transmission output shaft 18. One skilled in the art would be able to select the size and dimensions required.
Due to the hybrid design of the transmission 14, the energy that is used to rotate the damper 32 and provide the desired inertia can be recovered by controlling (via a controller not shown) the at least one motor/generator 16 to act as a generator during deceleration of the vehicle 10. The inertia is converted to electrical power and stored in an energy storage device, such as a battery.
The above example describes use of the damper 32 for use with a rear wheel-drive hybrid transmission configuration. Other hybrid transmission configurations, such as front wheel-drive or all wheel-drive may benefit as well.
While the best modes for carrying out the invention have been described in detail, those familiar with the art to which this invention relates will recognize various alternative designs and embodiments for practicing the invention within the scope of the appended claims.
This application claims the benefit of U.S. Provisional Patent Application No. 60/985,772 filed Nov. 6, 2007, and which is hereby incorporated by reference in its entirety.
Number | Date | Country | |
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60985772 | Nov 2007 | US |