Torque transmission device

Abstract

Torque transmission device (10) comprising a rotational speed-adaptive damper (14) having a damper mass (38), which is arranged in a housing (18), wherein the housing (18) is at least partially filled with a working medium, the damper (14) being designed to compensate for damping effects of the working medium in the operating state which are independent of the angle of oscillation and dependent on the angle of oscillation.

Description

Technical Field

[0001] This invention relates to torque transmission devices, particularly for use in motor vehicles. Background Technology

[0002] Torque transmission devices with speed-adaptive dampers operating in a working medium are known in the prior art. Such torque transmission devices have a housing in which the speed-adaptive damper is arranged, and the device is at least partially filled with a working medium, particularly oil. In operation, the torque transmission device, along with the corresponding housing and damper, undergoes rotational motion. As a result, the working medium is ejected radially outward. Consequently, the damping mass, arranged radially externally, undergoes relative motion with respect to the working medium. The speed-adaptive damper is affected as the damping mass displaces the working medium. Due to the motion within the working medium, the damping mass is subjected to shear force and buoyancy. This results in a decrease in the damping order of the speed-adaptive damper when operating with a working medium, compared to operation in a dry state (i.e., without a working medium). This reduces the effectiveness in suppressing rotational unevenness of the internal combustion engine. Accordingly, for operation in a dry state (i.e., without a working medium), the speed-adaptive damper is adjusted to a damping order higher than set for the application. Thus, in wet operation, the damper has the correct damping order. Here, the known effects of shear force and buoyancy provide a constant displacement of the damping order.

[0003] Experiments show that, in addition to a constant damping effect, a damping effect related to the vibration angle also occurs under certain conditions. This is especially true in the case of a very confined space at the damping mass. In particular, the space available for displacing the working medium is very small. Furthermore, the damping effect related to the vibration angle also depends on the damping order of the damping mass, and therefore also on the circumferential oscillation velocity of the damping mass. Compared to speed-adaptive dampers with high damping orders, the damping effect related to the vibration angle is greater in speed-adaptive dampers with low damping orders. Summary of the Invention

[0004] Therefore, the object of the present invention is to provide a torque transmission device that also provides optimal vibration reduction when a damping effect related to the vibration angle occurs.

[0005] This objective is achieved by a torque transmission device according to claim 1. Advantageous variations of the torque transmission device are described below.

[0006] Torque transmission devices are suitable for motor vehicles. They are particularly designed to be arranged in the drivetrain of a motor vehicle. Advantageously, the torque transmission device is constructed between the drive unit, especially the internal combustion engine, and the transmission.

[0007] The torque transmission device includes a speed-adaptive damper having damping masses arranged within a housing. The housing preferably fluid-tightly surrounds the speed-adaptive damper. The housing undergoes rotational motion, particularly during operation of the torque transmission device. Advantageously, the speed-adaptive damper is directly or indirectly fixed to the housing. Advantageously, the speed-adaptive damper is fixed to the housing by a torsional damper and / or a torque converter. The speed-adaptive damper preferably comprises multiple damping masses. The damping masses are advantageously arranged on the damper carrier. The damping masses are advantageously constructed as a single piece or in multiple pieces. Advantageously, the damping masses are arranged axially on both sides of the damper carrier, or axially between multiple damper carrier plates of the damper carrier. The damping masses perform a speed-dependent oscillating motion in the circumferential direction and eliminate rotational unevenness of the actuator.

[0008] In addition, the housing is at least partially filled with a working medium. The working medium is advantageously oil, especially transmission oil.

[0009] Furthermore, the speed-adaptive damper is designed to compensate for the damping effects of the working medium, both independent and dependent on the vibration angle, during operation. As explained at the beginning of the specification, under certain conditions, in addition to the known damping effects independent of the vibration angle, damping effects dependent on the vibration angle also occur. Accordingly, the speed-adaptive damper is designed to compensate for the damping effects of the working medium, both dependent and independent of the vibration angle, thereby providing optimal elimination of rotational non-uniformity when operating with the working medium. Therefore, compared to wet working media, the damper's vibration angle-dependent damping order differs from that of dry operation without a working medium in that it exhibits both vibration angle-independent order shifts and vibration angle-dependent damping order shifts, which take the form of constant damping order shifts. The feasible selection of the optimal damping order is described below with reference to advantageous implementation variations. Typically, the optimal damping order in wet operation is as close as possible to the excitation order of the drive and remains almost constant over most of the entire vibration angle range. This achieves optimal excitation elimination.

[0010] This damping effect, which is related to the vibration angle, occurs particularly well in confined spaces where very little space is available to displace the working medium. Under comparable space conditions, the damping effect is stronger for speed-adaptive dampers with a lower damping order than for speed-adaptive dampers with a higher damping order.

[0011] Torque transmission devices particularly advantageously include torque converters. These torque converters advantageously include turbines, guide wheels, and pump wheels. They are configured to provide force transmission between the drive and the transmission via a working medium.

[0012] Particularly advantageously, the pump impeller of the torque converter forms part of the housing. Particularly advantageously, the torque transmission device also has a lock-up clutch. The lock-up clutch locks up the torque converter, typically after the vehicle has completed the starting process. Preferably, the torque transmission device does not include a torsional damper, or includes one, two, or more torsional dampers. Particularly advantageously, the turbine is connected relative to the force flow before, after, or between two torsional dampers. Additionally, advantageously, the damper is connected relative to the force flow before, after, or between two torsional dampers.

[0013] Advantageous implementation variations of the torque transmission device are described below.

[0014] It is proposed that the vibration damper, when operating without a working medium, has a damping order q that is related to the vibration angle of the damping mass. t ( When operating in the presence of a working medium, it has a vibration reduction order q. b ( ), where q t ( ) and q b ( The difference lies in the vibration reduction order shift that is independent of the vibration angle and dependent on the vibration angle.

[0015] In operation with a working medium, the vibration reduction order q b ( The vibration angle is constant for most of the time and is preferably detuned toward the maximum vibration angle.

[0016] It was also proposed that q b ( )=q t ( )-q su -q sa ( ), where q su It is a constant, q sa ( ) is a function related to the vibration angle of the damping mass.

[0017] Here, for the damping effect that is independent of the vibration angle, q su Provides a vibration damping order shift from dry to wet operation. q suIt is essentially a constant. For the damping effect related to the vibration angle, q sa ( It provides a change in vibration reduction order from dry operation to wet operation. sa ( The value q is related to the vibration angle of the damping mass. sa ( q is a function that increases substantially linearly with the angle of vibration. In this case, it essentially means that the function extends along a straight line and can deflect upwards or downwards relative to the line to a limited extent. In other words, q sa ( It is formed by an average linear function. q sa ( In particular, monotonic functions, functions with average monotonicity, and / or functions that increase uniformly with respect to the vibration angle. In other words, during operation with a working medium, q su and q sa ( The damping order q of the dry vibration damper was reduced. t ( ).

[0018] Particularly advantageously, under operating conditions with a working medium, the damper provides damping over at least a portion, especially the majority, of the entire vibration angle of the damping mass, providing a substantially constant damping order.

[0019] The elimination of uniformity order is related to the vibration damper under operating conditions and in the working medium. This provides optimal elimination of rotational non-uniformity over a wide range of vibration angles. In other words, under wet operating conditions, the damping order of the damper is essentially constant or average constant over a portion, especially over most of the range. Therefore, the damping order can shift around a linear average value within certain limits.

[0020] Particularly advantageously, the damping order is shifted relative to the excitation order, especially by a value between 0.01 and 0.5.

[0021] Depending on the design of the drivetrain, torque transmission device, and speed-adaptive damper, the damping order of the damper can be selected to be higher or lower than the excitation order of the driver. The excitation order is related to the number of cylinders in operation. For example, a four-cylinder damper provides an excitation order of 2, and a six-cylinder damper provides an excitation order of 3. By slightly shifting the damping order relative to the excitation order, operation within resonance is prevented, but optimal elimination of rotational unevenness is still provided. Operating the damper under resonance will damage it due to extremely strong excitation in a short period of time. The lower limits for the design shift relative to the excitation order are 0.01, 0.02, 0.03, or 0.04. The upper limits for the shift of the damping order relative to the excitation order are 0.4, 0.3, 0.25, 0.2, 0.15, 0.13, 0.12, 0.11, or 0.1. Combining one of the above upper and lower limits provides a particularly advantageous range within which feasible shifts of the damping order relative to the excitation order can be selected. Design shifts of 0.01 to 0.5, 0.02 to 0.4, 0.03 to 0.3, 0.04 to 0.25, 0.04 to 0.20, and 0.04 to 0.15 are particularly advantageous.

[0022] It is particularly advantageous to form a substantially constant damping order within the first vibration angle range and a damping order that is detuned relative to the excitation order within the second vibration angle range.

[0023] The second vibration angle range advantageously has a larger vibration angle than the first vibration angle range. The second vibration angle range preferably relates to the maximum vibration angle at or before the end stop. Particularly advantageously, the second vibration angle range ends at the maximum vibration angle. Particularly advantageously, the second vibration angle range begins between 70% and 90% of the maximum vibration angle and advantageously extends to the end stop, i.e., 100% of the maximum vibration angle. Starting from a small vibration angle and progressing to a larger vibration angle, the detuned damping order provides an increasing degree of detuning relative to the excitation order or resonance. Therefore, the detuned damping order can increase or decrease with increasing vibration angle, i.e., formed as a function of rising, rising average, falling, or falling average. Here, the direction of the detuned damping order can be designed in different ways. Particularly advantageously, the detuned damping order provides a damping order that increases or decreases substantially linearly. In other words, the detuned order is far from the excitation order or resonance, thereby providing detuning relative to the excitation order at large vibration angles. If the damping mass moves at a large vibration angle, the excitation is significantly reduced, thereby preventing or at least greatly attenuating the impact of the damping mass at the end stops. The detuned damping order is advantageously formed by a function related to the vibration angle, which is monotonic, strictly monotonic, or averagely monotonic or average strictly monotonic. Attached Figure Description

[0024] The torque transmission device is further illustrated below with reference to several accompanying figures. Wherein:

[0025] Figure 1 A torque transmission device with a speed-adaptive damper is shown in wet operation;

[0026] Figure 2 The damping order of the speed-adaptive damper measured in wet operation is shown for a conventional design.

[0027] Figure 3 The improved vibration damper with a new design demonstrates the damping order in both dry and wet operation. Detailed Implementation

[0028] exist Figure 1 A torque transmission device 10 is shown. The torque transmission device 10 is configured to be arranged in the transmission system of a motor vehicle. The torque transmission device 10 can be connected to a drive unit in the form of an internal combustion engine via its input side E. Furthermore, the torque transmission device 10 can be connected to a transmission unit (not shown) via its output side A. The torque transmission device 10 is used for force transmission and starting units. For this purpose, the torque transmission device 10 transmits the rotational motion provided by the drive unit to the transmission unit and provides a means to eliminate rotational unevenness of the drive unit.

[0029] The torque transmission device 10 includes a torque converter 12, a speed adaptive damper 14, and a lock-up clutch 16. The torque converter 12, damper 14, and lock-up clutch 16 are arranged within a housing 18. The housing is hydraulically sealed and at least partially filled with a working medium, particularly transmission oil. Here, the housing 18 includes a housing cup-shaped portion 20 and a pump impeller 22. The pump impeller 22 has a plate portion forming part of the housing and pump blades implemented on the plate portion. The housing cup-shaped portion 20 and the pump impeller 22 are arranged axially relative to each other and are fixedly connected to each other, particularly by welding. The housing cup-shaped portion 20 and the pump impeller 22 are hydraulically connected to each other.

[0030] The rotational motion of the drive is transmitted to the housing 18 via one or more input elements. The introduced rotational motion is then transmitted via a torque converter 12 or a lock-up clutch 16 to a hub 24 that is non-rotatably connected to the input shaft of the transmission. The hub 24 is the output element.

[0031] The torque converter 12 includes a pump impeller 22, a turbine 26, and a guide wheel 28. During operation, the torque converter 12 is filled with a working medium, particularly transmission oil, and transmits the rotational motion of the pump impeller 22 to the turbine 26. The operation of the torque converter is known in the prior art and will not be described further.

[0032] The lock-up clutch 16 is constructed as a wet multi-plate clutch. The lock-up clutch includes an input element 30 in the form of an input disc carrier and input discs, which are non-rotatably connected to the housing 18. The lock-up clutch 16 also includes an output element 32 in the form of an output disc carrier and output discs, which are non-rotatably connected to the hub 24. The input discs are arranged non-rotatably at the input disc carrier formed by the housing cup-shaped portion 20, and the output discs are arranged non-rotatably at the output disc carrier fixedly connected to the hub 24. The input and output discs of the lock-up clutch 16 are arranged sequentially along the axial direction and are rotatable relative to each other. The discs can be pre-tightened axially by an actuating piston 34 to provide a frictional engagement. The lock-up clutch 16 is opened or closed by means of the actuating piston 34, thereby locking the torque converter 12 by closing the lock-up clutch 16.

[0033] The vibration damper 14 includes a vibration damper carrier 36 and a plurality of damping masses 38 uniformly distributed circumferentially. The vibration damper carrier 36 is formed by two vibration damper carrier plates 36a and 36b, which are constructed axially adjacent to the damping masses 38 and house the damping masses between the plates. Furthermore, the vibration damper carrier 36 is fixed to the housing 18 radially outwardly by the vibration damper carrier plates 36a. For this purpose, the housing 18 has a receiving portion for the first vibration damper carrier plate 36a in a radially recessed region between the housing cup-shaped portion 20 and the pump wheel 22, for fixing. The damping masses 38 are formed by a plurality of individual plate portions arranged axially adjacent to each other. The damping masses 38 are guided by pendelrollers. Figure 1 Not visible in the cross-sectional view. The damping mass 38 and the damper carrier plates 36a, 36b have guide rails associated with each other, into which oscillating rollers engage. The oscillating rollers roll along the guide rails and provide the wobbling or oscillating motion of the damping mass 38. In an alternative embodiment variant, the damper carrier may also be centrally constructed, wherein the damping mass is constructed in multiple parts, and the components of the damping mass are arranged axially on both sides of the damper carrier.

[0034] exist Figure 2 The diagram illustrates the point. Figure 1The damping order of the speed-adaptive damper 14 in the torque transmission device 10 is shown. The speed-adaptive damper 14 is designed according to conventional design rules, compensating for the known damping effects of the working medium that are independent of the vibration angle. The vibration angle is plotted relative to the X-axis 40, and the damping order is plotted relative to the Y-axis 42. Line 44 shows the damping order expected under operating conditions with the working medium, according to the known design rules. Under the known design rules, a constant value of the damping order shift relative to the working medium is considered due to damping effects including shear and buoyancy. However, in experiments, the damping order was measured according to line 46. As can be seen, the damping order provided by the speed-adaptive damper unexpectedly decreases with increasing vibration angle.

[0035] The decrease in damping order is due to the spatial conditions in the region of the speed-adaptive damper 14, especially the damping mass 38, such as... Figure 1 As shown. Here, in the region along the radial exterior, there exists a relatively small space 48 in both the radial and axial directions, into which the working medium can be transferred. In the case of circumferential oscillating motion of the damping mass 38, a corresponding reaction force occurs due to the displacement effect. This reaction force or damping effect depends on the vibration angle, spatial conditions, damping order, and circumferential velocity of the damping mass. The damping order of the speed-adaptive damper based on line 46 is ineffective for operation in motor vehicles and is therefore unsuitable.

[0036] exist Figure 3 The diagram illustrates the damping order of the newly designed speed-adaptive damper 14, which considers both damping effects independent of the vibration angle and damping effects related to the vibration angle. Here, the vibration angle is also shown on the X-axis 40, and the damping order is shown on the Y-axis 42. Here, the Y-axis 42 is normalized to the excitation order of the driver.

[0037] Line 50 shows the trend of the damping order of the speed-adaptive vibration damper with respect to the vibration angle under dry operation. Line 52 shows the trend of the damping order of the same speed-adaptive vibration damper with respect to the vibration angle under wet operation. Line 50 corresponds to the damping order q. t ( Line 52 corresponds to the damping order q. b ( ).

[0038] It can be seen that line 50 is shifted by a constant value or offset Δy relative to line 52 at a swing angle of 0°, that is, a constant damping order shift q. suThis corresponds to a damping effect independent of rotational speed. Furthermore, line 50 rises substantially uniformly or linearly with respect to the oscillation angle, at least within the first oscillation angle range of 0 to A. This is further illustrated by dashed line 54. Dashed line 54 corresponds, on average, to a damping effect related to the vibration angle, which is due to a damping order shift q. sa ( And thus become obvious.

[0039] Therefore, the damping order shift q has been retained in the design for dry damping order. su and q sa ( This allows for optimal vibration reduction order close to the excitation order under wet operation conditions. In particular, q b ( )=q t ( )-q su -q sa ( ).

[0040] Compared to the excitation order of the driver, the constant damping order within the first vibration angle range of 0 to A is shifted to a minimum. The corresponding value for this shift in damping order can be obtained from the overall description section. Figure 3 It can also be seen that the damping order according to line 52 experiences small deviations or fluctuations in the range from 0 to A, thus the damping order is generally constant. The deviation shown is very small, but it may be larger for other speed-adaptive dampers.

[0041] To further optimize the damping order, a constant damping order is formed only within the first vibration angle range from 0 to A. A detuned damping order is formed within the second vibration angle range from A to B. In the end region, at higher vibration angles from A to B, where B represents the maximum vibration angle for damping mass, the damping order of the speed-adaptive damper increases, or becomes detuned, deviating from the excitation order. The detuned damping order increases linearly and monotonically, in particular. Optimal damping mass is provided within the end range of the vibration angle by shifting or detuning the damping order away from the excitation damping order.

[0042] This suppresses or avoids the impact of the damping mass at the end stop.

[0043] In alternative implementation variations, the damping order can be selected to be lower than the excitation order. Here, within the second vibration angle range from A to B, the detuned damping order is correspondingly reduced.

[0044] List of reference numerals

[0045] 10 Torque transmission device

[0046] 12 Torque Converter

[0047] 14. Vibration dampers

[0048] 16 Lock-up clutch

[0049] 18. Shell

[0050] 20. Shell cup-shaped part

[0051] 22 Pump impeller

[0052] 24 Hub

[0053] 26 Turbo

[0054] 28 guide wheels

[0055] 30 Input Elements

[0056] 32 Output Components

[0057] 34. Manipulating the piston

[0058] 36 Vibration damper carrier

[0059] 36a Vibration Damper Carrier Plate

[0060] 36b Vibration damper carrier plate

[0061] 38 Vibration damping mass

[0062] 40 x-axis (vibration angle)

[0063] 42 y-axis (Vibration reduction order)

[0064] 44 lines

[0065] 46 lines

[0066] 48 Space

[0067] 50 / q t ( Linear / damping order (dry type)

[0068] 52 / q b ( Linear / Vibration Damping Order (Wet)

[0069] 54 / q sa ( Linear / Vibration angle-related damping order shift

[0070] Δy / q su Offset / Vibration damping order shift independent of vibration angle

[0071] A Output side

[0072] E Input side.

Claims

1. A torque transmission device (10), comprising: • A speed-adaptive damper (14), which has a damping mass (38) arranged within a housing (18), • The housing (18) is at least partially filled with a working medium. The vibration damper (14) is designed to compensate for the damping effects of the working medium during operation, which are independent of and dependent on the vibration angle. Where, q b ( )=q t ( )-q su -q sa ( ), in, q t ( The vibration damping order (14) is the vibration damping order of the damping mass (38) in operation without a working medium, which is related to the vibration angle of the damping mass (38). q b ( () is the vibration reduction order during operation with a working medium. q su It is basically a constant, and q sa ( ) is a function related to the vibration angle of the damping mass (38).

2. The torque transmission device (10) according to claim 1, characterized in that, The damper (14) provides a substantially constant damping order over at least a portion of the entire vibration angle of the damping mass (38) when the damping mass is in operation with a working medium.

3. The torque transmission device (10) according to claim 2, characterized in that, The damper (14) provides a substantially constant damping order over most of the vibration angle of the damping mass (38) when operating with a working medium.

4. The torque transmission device (10) according to claim 1, characterized in that, The vibration reduction order is shifted relative to the excitation order.

5. The torque transmission device (10) according to claim 4, characterized in that, The damping order is shifted relative to the excitation order by a value between 0.01 and 0.

5.

6. The torque transmission device (10) according to any one of claims 1 to 5, characterized in that, A substantially constant damping order is formed in the first vibration angle range (0 to A), and a damping order that is detuned relative to the excitation order is formed in the second vibration angle range (A to B).

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