Speed-adaptive coupling element

Abstract

The invention relates to a speed-adaptive coupling element (10) which has a non-linear torsion spring characteristic with a negative torsional stiffness, the coupling element comprising: an axis of rotation (10a); an outer ring (1) as the input side of the coupling element (10); an inner ring (2), which is coaxial with the outer ring (1) and the axis of rotation (10a), as the output side of the coupling element (10); and at least one coupling unit (20) which has a profile contour (3) and at least one rolling body (4), wherein the coupling unit (20) couples the outer ring (1) and the inner ring (2). The at least one rolling body (4) of the at least one coupling unit (20) contacts the profile contour (3) and is radially freely movable in the coupling element (10), wherein the at least one rolling body (4) exerts a contact force (Fk), resulting from a centrifugal force (Fz) acting thereon, on the profile contour (3) during operation of the coupling element (10).

Description

[0001] Speed-adaptive clutch element

[0002] The present invention relates to a speed-adaptive clutch element according to the preamble of claim 1.

[0003] Such speed-adaptive coupling elements are used to realize a non-linear torsional spring characteristic with negative torsional stiffness for the reduction of unwanted torsional vibrations in a variety of different applications, such as in the drive trains of motor vehicles, ships, piston compressors, piston pumps or in stationary power generation plants.

[0004] The latter applications are characterized by a steady-state operating point with a constant rotational speed and a nearly constant torque. Elastic coupling elements with an approximately constant torsional stiffness are typically used to transmit the torque.

[0005] The torsional stiffness of these coupling elements must be dimensioned to be sufficiently stiff to transmit the static drive torque while simultaneously being as compliant as possible to decouple the drive train from dynamic torque fluctuations. To meet both requirements, several couplings are typically connected in series. This reduces the resulting overall torsional stiffness (vibration isolation) and also limits the relative rotation of each coupling element due to the static torque to an acceptable level. A disadvantage of this series connection of linear elements is that the minimum achievable torsional stiffness is limited to a lower value due to the finite number of coupling elements used.

[0006] By using nonlinear couplings, the number of components can be significantly reduced, and optimal torsional stiffness can be achieved. For transmitting the static torque at the steady-state operating point and isolating torque fluctuations, a degressive torsional stiffness curve is desired. Here, the torque T initially increases with increasing rotation angle cp of the coupling until a nearly constant torque level T* = T(cp*) (corresponding to the static drive torque to be transmitted) is reached at the steady-state operating point cp* (quasi-zero stiffness isolator), see Figures 1 and 2. Figure 1 shows exemplary torsional stiffness characteristic curves (torsional stiffness k versus a deflection angle cp).

[0007] The characteristic curves DS1 (k1 ), DS2 (kni(cp)) and DS3(kni, tot ( ) are plotted. <p)).

[0008] Figure 2 shows exemplary torque characteristic curves (torque T versus deflection angle cp).

[0009] The characteristic curves DM1 (k1 ), DM2 (kni(cp)) and DM3(kni, tot ( ) are plotted. <p)) und der stationäre Betriebspunkt OP.

[0010] The negligible torsional stiffness at the operating point results in optimal isolation of the drive train from unwanted torsional vibrations.

[0011] An example is illustrated by DE 10 2022 117 077 A1 “Torsionally vibration isolated coupling”.

[0012] To achieve such a degressive torsional spring characteristic, the linear torsional spring element (torsional stiffness ki) typically already present in the drivetrain is supplemented by a parallel nonlinear torsional spring element (torsional stiffness ki (cp)). The nonlinear torsional spring element has a torsional stiffness ki ( <p) auf, die von der Relativverdrehung <p des Kupplungselements abhängig ist, vgl. Figur 1 und 2. Die nichtlineare Drehfederkennlinie besitzt hierbei im Winkelbereich cp* des stationären Betriebspunkts (engl. operating point, OP) eine negative Drehsteifigkeit, deren Absolutbetrag im Optimalfall dem Wert der konstanten positiven Drehsteifigkeit des parallelgeschalteten linearen Drehfederelements entspricht (kni(cp*) = -ki).The parallel connection of both coupling elements thus results in a vanishing total torsional stiffness (kni , tot (cp*) = ki + kni(cp*) = 0) at the operating point cp* as a result of the compensation of the linear torsional stiffness by the negative torsional stiffness of the nonlinear coupling.

[0013] For the practical implementation of such torsional vibration isolation, a nonlinear coupling element with negative torsional spring stiffness (kni(cp*) < 0) at the operating point is required.

[0014] Various concepts exist for achieving negative torsional stiffness. For applications in rotating drive trains, it is important to note that the coupling elements are subjected to centrifugal forces. Depending on the design of the nonlinear coupling element, this can lead to a variation in the nonlinear torsional stiffness as a function of rotational speed, thus affecting vibration isolation at the operating point.

[0015] Document DE 10 2022 117 077 A1 relates to a torsionally isolated coupling with a single axis of rotation, comprising a first coupling part as the input side of the coupling, a second coupling part as the output side of the coupling, and a damping unit. The damping unit has at least one spring arrangement, which is designed as a non-linear spring arrangement with a degressive spring characteristic.

[0016] Document DE 10 2022 128 006 A1 describes a torsionally isolated coupling element with one axis of rotation. It comprises an outer ring as the input side of the coupling element, an inner ring as the output side of the coupling element, and at least one energy storage unit with at least one energy storage element. The torsionally isolated coupling element exhibits a non-linear torsional stiffness.

[0017] The invention is therefore based on the objective of creating an improved nonlinear speed-adaptive clutch element with negative torsional spring stiffness.

[0018] This problem is solved by a nonlinear speed-adaptive coupling element with negative torsional spring stiffness having the features of independent claim 1.

[0019] The present invention presents a speed-adaptive clutch concept for realizing a non-linear torsional spring characteristic with negative torsional stiffness.

[0020] Against this background, speed-adaptive design variants for nonlinear coupling elements with negative torsional stiffness are described below, which either specifically utilize the speed-dependent influence of centrifugal forces to generate the negative torsional stiffness or deliberately compensate for it.

[0021] Accordingly, a speed-adaptive coupling element with a non-linear torsional spring characteristic and negative torsional stiffness comprises an axis of rotation, an outer ring as the input side of the coupling element, and an inner ring coaxial to the outer ring and the axis of rotation as the output side of the coupling element. It also includes at least one coupling unit with a profile contour and at least one rolling element, wherein the coupling unit couples the outer ring and the inner ring. The at least one rolling element of the at least one coupling unit contacts the profile contour and is arranged to be radially free to move within the coupling element. During operation of the coupling element, the at least one rolling element exerts a contact force (Fk) on the profile contour resulting from a centrifugal force (Fz) acting upon it.

[0022] This concept advantageously fulfills the requirement of negative torsional stiffness in a limited angular range (especially in the region of the steady-state operating point). The nonlinearity of the torsional stiffness (i.e., the variation of the torsional stiffness with the twist angle of the coupling) is essentially generated by the rolling element(s) that roll / roll or glide / roll on the profile contour.

[0023] The potential energy required for this is provided particularly advantageously by the speed-dependent centrifugal potential. Depending on the design variant, the magnitude of the negative torsional stiffness increases, decreases, or remains constant with increasing speed of the coupling element.

[0024] One advantage over existing concepts is that the coupling element according to the invention explicitly targets rotating applications and provides for the targeted utilization or compensation of the associated centrifugal potential with regard to the negative torsional stiffness.

[0025] Due to the radial arrangement of the rolling elements, the mechanism deliberately utilizes the centrifugal potential from the rotational movement of the coupling element and converts this into a non-linear torsional spring stiffness by means of the profile contour, which meets the requirements for a negative torsional stiffness.

[0026] Further advantageous embodiments of the invention can be found in the dependent claims.

[0027] In one embodiment, the at least one radially movable rolling element of the at least one coupling unit is arranged in a receptacle of the inner ring, with the profile contour of the at least one coupling unit being arranged radially opposite the receptacle of the inner ring on the outer ring. Advantageously, the resulting negative torsional stiffness is generated exclusively by the centrifugal potential of the radially movable rolling element. The profile contour can be formed integrally with the outer ring. However, it is also possible for it to be attached to the outer ring as a separate part. The magnitude of the resulting torsional stiffness increases with increasing rotational speed of the coupling element. In a further embodiment, the profile contour of the at least one coupling unit is designed as a bolt that is received in support rings, with a support ring being attached to the end face of the outer ring on both sides.In this way, the profile contour is firmly attached to the outer ring. This results in a conveniently simple assembly using cost-effective standard parts, such as cylindrical bolts. Of course, other bolt cross-sections are also possible, such as oval cross-sections or similar.

[0028] Another embodiment provides that the at least one radially movable rolling element of the at least one coupling unit is arranged in a receptacle of the outer ring, with the profile contour of the at least one coupling unit being arranged radially opposite the receptacle of the outer ring on the inner ring. An advantage is that the resulting negative torsional stiffness is generated exclusively by the centrifugal potential of the radially movable rolling element. The profile contour can be formed integrally with the inner ring. However, it is also possible for it to be attached to the inner ring as a separate part.

[0029] As the rotational speed n increases, the magnitude of the resulting negative torsional stiffness decreases, thus advantageously preventing instability of the overall system. at high speeds.

[0030] Here too, the profile contour of the at least one coupling unit can be designed as a bolt that is received in support rings, with a support ring attached to the end face of the inner ring on both sides. In this way, the profile contour is firmly attached to the inner ring. This results in a conveniently simple assembly using cost-effective standard parts, such as cylindrical bolts. Of course, other bolt cross-sections are also possible, such as oval cross-sections or similar shapes.

[0031] In a further embodiment, at least one radially movable rolling element of the at least one coupling unit is arranged in a receptacle of the outer ring, and at least one further radially movable rolling element of the at least one coupling unit is arranged in a radially opposite receptacle of the inner ring, wherein the two radially movable rolling elements are in contact with each other and each forms a profile contour of the at least one coupling unit for the respective opposing rolling element. This is advantageous because the resulting negative torsional stiffness is generated exclusively by the centrifugal potential of the radially movable rolling element. With an additional elastic mounting (e.g., compression springs) of the two rolling elements in the radial direction, compensation of the centrifugal potential is possible if the radially movable masses and spring stiffnesses are appropriately matched.Thus, the magnitude of the resulting negative torsional stiffness is independent of the rotational speed of the coupling element.

[0032] Another embodiment provides that the at least one coupling unit has at least one energy storage element which is in contact with the at least one rolling element and exerts a force on it. In this way, the radially movable rolling element can be elastically mounted, whereby the force or potential of the additional energy storage element increases (rolling element and energy storage element are arranged in a receptacle of the inner ring), decreases (rolling element and energy storage element are arranged in a receptacle of the outer ring), or compensates for the centrifugal force (one rolling element and one energy storage element are each arranged in a receptacle of the outer ring and the other of the inner ring).

[0033] Another embodiment provides that the at least one coupling unit has an adjustment mechanism that is operatively connected to the at least one energy storage element. Adjusting the force of the energy storage element is advantageous because it allows the resulting negative torsional stiffness to be varied by the energy storage potential.

[0034] The term "energy storage element" includes not only springs such as compression springs, disc springs, but also alternatives such as air springs with variable pressure as preload, gas springs, hydraulic springs, and the like.

[0035] In a further embodiment, the at least one coupling unit has at least one radially movable mass element which is connected to the at least one rolling element. The radially movable mass element moves radially together with the rolling element. Advantageously, the resulting negative overall torsional stiffness can be varied by the number and mass of the radially movable components to allow adaptation to different applications.

[0036] The resulting negative overall torsional stiffness can be varied by the number and mass of the radially moving components, their installation radius, the design of the rolling element contour, and the design of the energy storage system. Due to the elastic mounting of the two rolling elements in the radial direction, compensation of the centrifugal potential is possible with a suitable match of the radially moving masses and spring stiffnesses. Thus, the magnitude of the resulting negative torsional stiffness is independent of the rotational speed.

[0037] In one design, the rolling element is a ball, a roller, or the like. This is advantageous because these shapes are either available as inexpensive separate components or can be easily manufactured or formed.

[0038] Another embodiment provides that the speed-adaptive clutch element is a clutch element of a drive train in a stationary application, in particular a drive train of a stationary internal combustion engine, piston compressor, or piston pump. This results in an advantageously large range of applications.

[0039] Considering the influence of rotational speed opens up additional possibilities for adjusting the negative torsional stiffness in rotating applications (e.g., in drive trains). The resulting optimal torsional vibration isolation reduces, for example, dynamic torsional stress. Furthermore, the requirements for additional components typically needed to dampen torsional vibrations are reduced. The costs for these additional components and the required installation space can thus be reduced accordingly.

[0040] The present invention presents a speed-adaptive coupling concept for realizing a nonlinear torsional spring characteristic with negative torsional stiffness. One possible application of the coupling element according to the invention is the described torsional vibration isolation (quasi-zero stiffness isolation) of drive trains in combination with an existing coupling element with positive torsional stiffness. The concept particularly fulfills the requirement of negative torsional stiffness in a limited angular range (especially in the region of the steady-state operating point).

[0041] The nonlinearity of the torsional stiffness (i.e., the variation of the torsional stiffness with the angle of rotation of the coupling element) is essentially generated by rolling elements that roll on a profile contour. The potential energy required for this is provided by mechanical energy storage elements (e.g., compression springs) and / or the speed-dependent centrifugal potential. Depending on the design variant, the magnitude of the negative torsional stiffness increases, decreases, or remains constant with increasing rotational speed. Thus, these design variants differ advantageously from existing concepts, as the latter explicitly target rotating applications and provide for the targeted utilization or compensation of the associated centrifugal potential with regard to the negative torsional stiffness.

[0042] Due to the radial arrangement of the rolling elements, the mechanism deliberately utilizes the centrifugal potential advantageously from the rotational movement of the coupling element and converts this centrifugal potential into a non-linear torsional spring stiffness by means of the profile contour, which meets the requirements for a negative torsional stiffness.

[0043] Other advantages include:

[0044] Compared to alternative concepts for realizing negative torsional stiffnesses, the coupling element according to the invention is characterized by a very simple mechanism with purely mechanical components.

[0045] Thus, in addition to low manufacturing costs, the concept also benefits from simplified design, assembly and manufacturability.

[0046] Furthermore, the number and design of the profile contour, the rolling elements and other radially movable components (mass, contour, installation radius) as well as the energy storage elements (spring stiffness) allow for adaptation to different applications and operating conditions with correspondingly different torsional spring characteristics.

[0047] Furthermore, the radial arrangement of the rolling elements (and other radially movable components) allows the centrifugal potential to be used to generate negative torsional stiffness. This speed-adaptive design of the element enables a variation of the negative torsional stiffness depending on the operating point, or even a complete compensation of the speed influence.

[0048] Some embodiments of the invention are described below with reference to the accompanying drawings. The invention is not limited to these embodiments. In particular, individual features of the following embodiments can be used not only in these but also in other embodiments. Figure 1 shows schematic representations of torsional stiffness curves.

[0049] Figure 2 schematic representations of torque characteristics;

[0050] Figures 3a to 3d: schematic sectional views of exemplary embodiments of a speed-adaptive clutch element according to the invention;

[0051] Figures 3a-1 to 3d-1 are schematic representations of torque characteristics of the embodiments according to Figures 3a to 3d;

[0052] Figure 4a shows a schematic perspective view of one possible implementation of the first embodiment of the speed-adaptive clutch element according to the invention;

[0053] Figures 4b to 4c are schematic sectional views of the first embodiment according to Figure 4a;

[0054] Figure 5a shows a schematic perspective view of a possible implementation of the second embodiment of the speed-adaptive clutch element according to the invention;

[0055] Figures 5b to 5c are schematic sectional views of the second embodiment according to Figure 5a;

[0056] Figure 6a shows a schematic perspective view of a possible realization of the third embodiment of the speed-adaptive clutch element according to the invention;

[0057] Figures 6b to 6c are schematic sectional views of the third embodiment according to Figure 6a;

[0058] Figure 7a shows a schematic perspective view of one possible implementation of the fourth embodiment of the speed-adaptive clutch element according to the invention; and

[0059] Figures 7b to 7c are schematic sectional views of the fourth embodiment according to Figure 7a. In the following, terms such as "outside" or "inside", "below" or "above" refer to the respective drawing plane, and "axial" and "radial" refer to a rotation axis 1a of a torsionally vibration-isolated coupling element 1.

[0060] Figures 1 and 2 are described above.

[0061] Figures 3a to 3d show schematic sectional views of exemplary embodiments of a speed-adaptive clutch element 10 according to the invention.

[0062] Figures 3a-1, 3b-1, 3c-1 and 3d-1 show schematic representations of torque characteristics, each of which is assigned to the embodiments according to Figures 3a to 3d.

[0063] In the torque characteristic curves of figures 3a-1 , 3b-1 , 3c-1 and 3d-1, a torque T is plotted over a relative angle cp about a rotation axis 10a of the coupling element 10 at different rotational speeds n of the coupling element 10.

[0064] The embodiments are shown in the position of an isolated operating point OP (see Figure 1, 2).

[0065] The coupling element 10 has the axis of rotation 10a and comprises an outer ring 1 as the input side, an inner ring 2 as the output side, e.g. in the form of a hub, and a coupling unit 20.

[0066] The outer ring 1 has an outer surface 11 and an inner surface 11a, while the inner ring 2 has an outer surface 12 and an inner surface 12a. The inner surface 11a of the outer ring 1 surrounds the outer surface 12 of the inner ring 2 at a specific radial distance. The inner surface 12a of the inner ring 2 points towards the axis of rotation 10a of the coupling element 10.

[0067] The outer ring 1 and the inner ring 2 are arranged concentrically to the axis of rotation 10a of the coupling element 10 and can be pivoted relative to each other by a relative angle > about the axis of rotation 10a of the coupling element 10.

[0068] The outer ring 1 is rigidly connected to a drive side (not shown), while the inner ring 2 is rigidly connected to an output side (also not shown). Various embodiments of the coupling element 10 are shown in Figures 3a to 3d below, together with their respective associated torque characteristics (Figures 3a-1, 3b-1, 3c-1, 3d-).

[0069] Depending on the variant, a profile contour 3 is either rigidly connected to the inner ring 2 or the outer ring 1. A rolling element 4, e.g., a ball or a roller, is mounted in either the inner ring 2 or the outer ring 1, depending on the variant, so that it can move and rotate radially. An additional energy storage element 5 (e.g., a compression spring) is also arranged radially and, depending on the variant, provides elastic support for the rolling element 4 in the radial direction.

[0070] Profile contour 3 can, for example, be a harmonic profile contour, such as one with a cosine profile. Profile contour 3 can also be a spherical surface or the surface or part of the surface of a cylinder, where the cylinder can have a circular, oval, or similar cross-section.

[0071] The potential energy initially stored in the energy storage element 5 can be varied via an additional mechanism (e.g., an adjustment mechanism 6). Furthermore, the depicted rolling elements 4 can be supplemented by additional radially movable, mass-bearing mass elements 7 to increase the centrifugal forces acting on the rolling elements.

[0072] Figure 3a schematically shows a first embodiment of the coupling element 10 according to the invention.

[0073] The coupling unit 20 comprises a radially movable rolling element 4 and an external profile contour 3. The term "external" means that the profile contour 3 is arranged on the outer ring 1.

[0074] The profile contour 3 is located on the inner side 11a of the outer ring 1 and projects from this inner side 11a to the outer side 12 of the inner ring 2. In this example, the profile contour 3 is approximately semicircular and is firmly connected to the outer ring 2.

[0075] Radially opposite the profile contour 3, the rolling element 4 is radially movably mounted in a receptacle 2a formed into the outer surface 12 of the inner ring 2. The rolling element 4 with the receptacle 2a and the profile contour 3 form a coupling unit 20 between the outer ring 1 and the inner ring 2.

[0076] When the coupling element 10 rotates about the axis of rotation 10a, the rolling element 4 experiences a centrifugal force Fz, which presses the rolling element 4 against the profile contour 3. A contact force Fk is generated between the rolling element 4 and the profile contour 3.

[0077] In this way, the resulting negative torsional stiffness is generated exclusively by the centrifugal potential of the rolling element 4 and the radially movable additional component(s) 3 in contact with it. The resulting total negative torsional stiffness can be varied by the number and mass of the radially movable components, their installation radius, the design of the profile contour 3 and the contour of the rolling element 4, and the rotational speed n. The magnitude of the resulting negative torsional stiffness increases with increasing rotational speed n.

[0078] In the first embodiment shown in Fig. 3a, if the outer ring 1 and the inner ring 2 are rotated relative to each other by a torque T through the relative angle cp, a circumferential force or torque T is generated by the resolution of the contact force Fk between the rolling element 4 and the profile contour 3. Depending on the angular position of the rings 1 and 2, this torque T points in the direction of the relative angle between the rings 1 and 2 or opposite to it, thus resulting in a non-linear torsional stiffness characteristic with both positive and negative stiffness values. The contact force Fk results from the centrifugal force Fz acting on the rolling element 4. In the first embodiment shown in Fig. 3a, only the centrifugal force Fz acts on the rolling element 4, so that the contact force Fk, and thus also the magnitude of the negative torsional stiffness, increases with increasing rotational speed n.

[0079] Figure 3b schematically represents a second embodiment of the coupling element 10 according to the invention.

[0080] In the second embodiment, the coupling unit 20 comprises the radially movable rolling element 4, which is additionally elastically mounted, an additional energy storage element 5 (e.g., a compression spring), and the outer profile contour 3 on the outer ring 1. The additional energy storage element 5 is also arranged radially and is located between the rolling element 4 and the base of the receptacle 2a. Depending on the variant, it provides an elastic mounting for the rolling element 4 in the radial direction. The potential energy initially stored in the energy storage element 5 can be varied via an additional adjustment mechanism 6, in this case, a screw mechanism. The adjustment mechanism 6 is screwed into a threaded through-hole 2b in the base of the receptacle 2a.

[0081] The resulting negative torsional stiffness is generated both by the centrifugal potential of the rolling element 4 and by the additional energy storage element 5.

[0082] The resulting negative overall torsional stiffness can be varied by the number and mass of the radially moving components (rolling elements 4), their installation radius, the design of the profile contour 3 and the profile of the rolling element 4, the design of the energy storage element 5, and the rotational speed n of the coupling element 10. The magnitude of the resulting negative torsional stiffness increases with increasing rotational speed n.

[0083] Figure 3c schematically shows a third embodiment of the coupling element 10 according to the invention.

[0084] The coupling unit 20 of the third embodiment comprises the radially movable and elastically mounted rolling element 4, the energy storage element 5 (e.g. a compression spring), and an internal profile contour 3. The term "internal" here means that the profile contour 3 is arranged on the inner ring 2.

[0085] In contrast to the second embodiment, here the rolling element 4, the energy storage element 5 and the adjustment mechanism (here: screw mechanism) 6, including the associated threaded through-hole 1b, are arranged in a receptacle 1a in the outer ring 1. The profile contour 3 is located opposite the receptacle 1a on the outer surface 12 of the inner ring 3 and projects from it to the inner surface 11a of the outer ring 1.

[0086] In this third embodiment, the centrifugal force Fz and the pressure force of the energy storage element 5 as well as the contact force Fk act in opposite directions, so that the contact force Fk is reduced with increasing rotational speed n of the coupling element 10 and thus also the amount of the negative torsional stiffness.

[0087] The resulting negative torsional stiffness is generated by subtracting the centrifugal potential from the potential of the energy storage element 5. The resulting total negative torsional stiffness can be varied by the number and mass of the radially moving components, their installation radius, the design of the profile contour 3 and the contour of the rolling element 4, the design of the energy storage element 5, and the rotational speed n of the coupling element 10. As the rotational speed n increases, the magnitude of the resulting negative torsional stiffness decreases, thus preventing instability of the overall system. < ü) at high speeds. Figure 3c-1 illustrates this by reducing the torque T as the speed n increases.

[0088] Figure 3d schematically shows a fourth embodiment of the coupling element 10 according to the invention.

[0089] The coupling unit 20 of the fourth embodiment comprises two radially movable and elastically mounted rolling elements 4, each with an energy storage element 5 (e.g. a compression spring).

[0090] The fourth embodiment is designed similarly to a combination of the second and third embodiments. In this example, the energy storage elements 5 are each provided with an associated adjustment mechanism 6. The first rolling element 4 and the first energy storage element 5 with adjustment mechanism (here: screw mechanism) 6 are received in a first receptacle 2 in the outer surface 12 of the inner ring 2. Radially opposite, in the inner surface 11a of the outer ring 1, a second receptacle 1a is formed, in which the second rolling element 4 and the second energy storage element 5 with adjustment mechanism 6 are arranged.

[0091] Profile contours 3 are not provided in the fourth embodiment; they are formed by the two rolling elements 4, which are in contact with each other.

[0092] The resulting negative torsional stiffness is generated by the potential of the energy storage elements 5. The resulting total negative torsional stiffness can be varied by the number and mass of the radially movable components, their installation radius, the contour design of the rolling elements 4, and the design of the energy storage elements 5. Due to the elastic mounting of the two rolling elements 4 in the radial direction, compensation of the centrifugal potential is possible with a suitable adjustment of the radially movable masses and spring stiffnesses. Thus, the magnitude of the resulting negative torsional stiffness is independent of the rotational speed or rotational speed n of the coupling element 10.

[0093] In the fourth embodiment, the compressive forces of the energy storage elements 5, and thus the contact forces Fk, act in opposite directions, so that the contact force Fk, and therefore also the magnitude of the negative torsional stiffness, remains constant regardless of the rotational speed n of the coupling element 10. Due to the spring-loaded mounting of the rolling elements 4, a rotational speed-dependent displacement of the static equilibrium position is possible depending on the centrifugal force Fz or the rotational speed n. This results in a rotational speed-independent, non-linear torsional spring characteristic. This is shown in Figure 3d-1.

[0094] Figure 4a shows a schematic perspective view of a possible realization of the first embodiment of the speed-adaptive clutch element 10 according to the invention.

[0095] Figure 4b shows a schematic radial partial sectional view of the first embodiment according to Figure 4a in the area of ​​the coupling units 20.

[0096] Figure 4c shows a coupling unit 20 of the first embodiment in an axial partial section.

[0097] On each end face of the outer ring 1, a support ring 8 with fastening elements 8a, e.g., screws, is attached to the outer ring 1. The support rings 8 are each received in a circumferential recess 1c on a respective end face of the outer ring 1.

[0098] The support rings 8 serve as carriers for the profile contours 3, which here are designed as bolts with a circular cross-section and are arranged with their imaginary central axes parallel to the axis of rotation 10a of the coupling element 10. Of course, other cross-sections of the bolts are also conceivable, such as oval.

[0099] In this way, the profile contours 3 are firmly connected to the outer ring 1 via the support rings 8. The coupling units 20 each have a rolling element 4, at least one mass element 7, and a disk 7a. The rolling element 4 is a ball in this case. However, the rolling element 4 can also have a different shape, such as a roller, a cylindrical roller, a roller with an oval cross-section, or a shape that allows rolling.

[0100] The at least one mass element 7 is designed as a ring with a spherical receptacle 7b for the rolling element 4. The mass element 7, together with the rolling element 4, is radially movably mounted in the receptacle 2a within the inner ring 2. The disk 7a is arranged at the bottom of the recess 2a and serves as a support or axial limit for the mass element 7. The receptacle 2a has a circular cross-section. The bottom of the receptacle 2a is provided with a through-opening 2b.

[0101] The rolling element 4, the at least one mass element 7 with disk 7a, and the receptacle 2a in the inner ring 2 are arranged centrally between the support rings 8 in the coupling element 10. A radial central axis 20a of the coupling unit 20 runs in the radial centerline of the receptacle 2a and forms an axis of symmetry in this sectional view.

[0102] The coupling element 10 according to the invention thus has a speed-dependent negative torsional stiffness (increase in the amount of the negative torsional stiffness with increasing speed n) as described above.

[0103] Figure 5a shows a schematic perspective view of a possible realization of the second embodiment of the speed-adaptive clutch element 10 according to the invention.

[0104] Figure 5b shows a schematic radial partial sectional view of the second embodiment according to Figure 5a in the area of ​​the coupling units 20.

[0105] Figure 5c shows a coupling unit 20 of the second embodiment in an axial partial section.

[0106] The coupling element 10 in the second embodiment is constructed similarly to the first embodiment according to Figures 5a, 5b, 5c, but with slightly modified coupling units 20.

[0107] The coupling units 20 each have an energy storage element 5 instead of the disk 7a, which is arranged at the bottom of the receptacle 2a in the inner ring 2. The energy storage element 5 is designed here as a disc spring or with disc springs and is operatively connected to an adjusting screw 9.

[0108] The adjusting screw 9 is screwed into the threaded through-opening 2b of the receptacle 2a and forms the adjusting mechanism (here: screw mechanism) 6. The adjusting screw 9 protrudes with its adjusting head from the inside 12a of the inner ring 2 towards the axis of rotation 10a of the coupling element 10 and can be reached from there with a suitable tool for adjustment.

[0109] The coupling element 10 according to the invention has a speed-dependent negative torsional stiffness (increase in the amount of the negative torsional stiffness with increasing speed n) as described above.

[0110] Figure 6a shows a schematic perspective view of a possible realization of the third embodiment of the speed-adaptive clutch element 10 according to the invention.

[0111] Figure 6b shows a schematic radial partial sectional view of the third embodiment according to Figure 6a in the area of ​​the coupling units 20.

[0112] Figure 6c shows a coupling unit 20 of the third embodiment in an axial partial section.

[0113] In contrast to the second embodiment according to Figures 5a, 5b, 5c, in the third embodiment the components rolling element 4, energy storage element 5, mass element 7 and adjusting mechanism (here: screw mechanism) 6 with adjusting screw 9 of the respective coupling units 20 are arranged in receptacles 1a in the outer ring 1.

[0114] The adjusting screw 9 of each coupling unit 20 protrudes with its adjusting head from the outside 11 of the outer ring 1 and can be reached from there with a suitable tool for adjustment.

[0115] The profile contours 3 in bolt form are held in support rings 8, which, in contrast to the first and second embodiments, are here each received in circumferential recesses 2c on both end faces of the inner ring 2 and are attached to the inner ring 2 with fastening elements 8a, e.g. screws.

[0116] In this way, the profile contours 3 are firmly connected to the inner ring 2 via the support rings 8. In the third embodiment of the coupling element 10 according to the invention, it also exhibits a speed-dependent negative torsional stiffness (decrease in the magnitude of the negative torsional stiffness with increasing speed n) as described above.

[0117] Figure 7a shows a schematic perspective view of a possible realization of the fourth embodiment of the speed-adaptive clutch element 10 according to the invention.

[0118] Figure 7b shows a schematic radial partial sectional view of the fourth embodiment according to Figure 7a in the area of ​​the coupling units 20.

[0119] Figure 7c shows coupling units 20 of the fourth embodiment in an axial partial section.

[0120] The fourth embodiment of the coupling element 10 according to the invention is a combination of the second embodiment according to Figures 5a, 5b, 5c and 6a, 6b, 6c.

[0121] The components rolling element 4, energy storage element 5, mass element 7 and adjusting mechanism (here: screw mechanism) 6 with adjusting screw 9 of the respective coupling units 20 are arranged radially opposite each other in receptacles 1a in the outer ring 1 and in receptacles 2a in the inner ring 2.

[0122] The adjusting screws 9 of the coupling units 20 of the outer ring 1 each protrude with their adjusting head from the outside 11 of the outer ring 1 outwards, while the adjusting screws 9 of the coupling units 20 of the inner ring 2 each protrude with their adjusting head from the inside 12a of the inner ring 2 inwards towards the axis of rotation 10a of the coupling element 10.

[0123] Profile contours 3 with the support rings 8 are not provided in this fourth embodiment; they are each formed by the two rolling elements 4, which are in contact with each other.

[0124] The fourth embodiment of the coupling element 10 according to the invention has a speed-independent negative torsional stiffness, whereby the influence of the rotational speed is compensated. This is described above in connection with Figure 3d. Instead of one rolling element 4, two or more rolling elements 4 can also be used.

[0125] The invention is modifiable within the scope of the attached claims.

[0126] Reference symbol list

[0127] Outer ring 1

[0128] Recording 1a

[0129] Passage opening 1 b

[0130] Recess 1c Inner ring 2 Receptacle 2a

[0131] Passage opening 2b

[0132] Recess 2c Profile contour 3

[0133] Rolling elements 4

[0134] Energy storage element 5

[0135] Adjustment mechanism 6

[0136] Mass element 7

[0137] Disc 7a

[0138] Recording 7b

[0139] Support ring 8 Fastening element 8a Adjusting screw 9

[0140] Coupling element 10

[0141] axis of rotation 10a

[0142] Outer side outer ring 11

[0143] Inner side of outer ring 11a

[0144] Outer side Inner ring 12

[0145] inner side of inner ring 12a

[0146] Coupling unit 20 Center axis 20a

[0147] Characteristic curves DS1, DS2, DS3; DM1, DM2, DM3

[0148] Force Fk, Fz

[0149] rotational speed n

[0150] Operating point OP

[0151] Torque T

[0152] Relative angle >

Claims

Claims 1. A speed-adaptive coupling element (10) with a non-linear torsional spring characteristic with negative torsional stiffness, comprising an axis of rotation (10a), an outer ring (1) as the input side of the coupling element (10), and an inner ring (2) coaxial to the outer ring (1) and the axis of rotation (10a) as the output side of the coupling element (10), at least one coupling unit (20) with a profile contour (3) and at least one rolling element (4), wherein the coupling unit (20) couples the outer ring (1) and the inner ring (2), characterized in that the at least one rolling element (4) of the at least one coupling unit (20) contacts the profile contour (3) and is arranged to be radially freely movable in the coupling element (10), wherein the at least one rolling element (4) exerts a contact force (Fk) resulting from a centrifugal force (Fz) acting on it against the profile contour (3). exerts during operation of the coupling element (10).

2. Speed-adaptive coupling element (10) according to claim 1, characterized in that the at least one radially movable rolling element (4) of the at least one coupling unit (20) is arranged in a receptacle (2a) of the inner ring (2), wherein the profile contour (3) of the at least one coupling unit (20) is arranged on the outer ring (1) radially opposite the receptacle (2a) of the inner ring (2).

3. Speed-adaptive coupling element (10) according to claim 2, characterized in that the profile contour (3) of the at least one coupling unit (20) is designed as a bolt which is received in support rings (8), wherein a support ring (8) is attached to the end face of the outer ring (1) on both sides of the outer ring (1).

4. Speed-adaptive coupling element (10) according to claim 1, characterized in that the at least one radially movable rolling element (4) of the at least one coupling unit (20) is arranged in a receptacle (1a) of the outer ring (1 ), wherein the profile contour (3) of the at least one coupling unit (20) is arranged on the inner ring (2) radially opposite the receptacle (1a) of the outer ring (1 ).

5. Speed-adaptive coupling element (10) according to claim 4, characterized in that the profile contour (3) of the at least one coupling unit (20) is designed as a bolt which is inserted into support rings (8) is included, wherein a support ring (8) is attached to the end face of the inner ring (2) on both sides of the inner ring (2).

6. Speed-adaptive coupling element (10) according to claim 1, characterized in that at least one radially movable rolling element (4) of the at least one coupling unit (20) is arranged in a receptacle (1 a) of the outer ring (1 ), and that at least one further radially movable rolling element (4) of the at least one coupling unit (20) is arranged in a radially opposite receptacle (2a) of the inner ring (2), wherein the two radially movable rolling elements (4) are in contact with each other and each form a profile contour (3) of the at least one coupling unit (20) for the respective opposite rolling element (4).

7. Speed-adaptive coupling element (10) according to one of the preceding claims, characterized in that the at least one coupling unit (20) has at least one energy storage element (5) which is in contact with the at least one rolling element (4) and exerts a force on it.

8. Speed-adaptive coupling element (10) according to claim 7, characterized in that the at least one coupling unit (20) has an adjustment mechanism (6) which is operatively connected to the at least one energy storage element (5).

9. Speed-adaptive coupling element (10) according to one of the preceding claims, characterized in that the at least one coupling unit (20) has at least one radially movable mass element (7) which is in connection with the at least one rolling element (4).

10. Speed-adaptive clutch element (10) according to one of the preceding claims, characterized in that the rolling element (4) is a ball, a roller, or the like.

11. Speed-adaptive coupling element (10) according to one of the preceding claims, characterized in that the coupling element (10) is a coupling element (10) of a drive train of a stationary application, in particular a drive train of a stationary internal combustion engine, piston compressor or piston pump.

Images