Centrifugal Pendulum Axial Placement on Input Shaft
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Solution Overview
Problem
In drive trains with internal combustion engines, the integration of centrifugal pendulums for torsional vibration damping is limited by space constraints, particularly in areas with friction clutches and torsional vibration dampers, where maximizing torque transmission is crucial and there is little room for effective vibration isolation.
Innovation Solution
The centrifugal pendulum is arranged on the transmission input shaft at an axial distance from the clutch disc, allowing for independent mounting and placement between the internal combustion engine and the friction clutch, enabling efficient damping of torsional vibrations even when the friction clutch is disengaged, and can be integrated into dual-clutch transmissions for space optimization.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Area of stationary object
If the centrifugal pendulum is integrated into the friction clutch or torsional vibration damper, then the installation space is reduced, but the torque transmission capability and vibration damping effectiveness are compromised
Solution Approach 1:
The patent divides the drive train into separate functional modules: the friction clutch (with clutch disc and housing) and the torsional vibration damper (with centrifugal pendulum) are positioned as distinct components on the transmission input shaft. This segmentation allows each component to perform its specific function optimally without spatial interference, resolving the contradiction between compact integration and functional effectiveness.
2Area of stationary object
If the centrifugal pendulum is placed close to the clutch disc, then the installation space is optimized, but the pendulum cannot effectively dampen torsional vibrations when the clutch is disengaged
Solution Approach 1:
The centrifugal pendulum is designed to function independently of the friction clutch engagement state. By positioning the pendulum on the transmission input shaft rather than integrating it into the clutch assembly, the system achieves multi-functionality: the pendulum effectively dampens torsional vibrations both when the clutch is engaged and when it is disengaged, while the clutch retains its independent torque transmission function.
3Reliability
If more space is allocated for the centrifugal pendulum, then the vibration isolation effectiveness is improved, but the torque transmission capability is reduced
Solution Approach 1:
The patent utilizes the axial dimension of the transmission input shaft to position the centrifugal pendulum at a specific distance from the clutch disc. This dimensional arrangement allows both the clutch (for torque transmission) and the pendulum (for vibration isolation) to occupy appropriate spaces without compromising each other's performance, effectively resolving the power-vibration isolation contradiction through spatial optimization.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration effectively dampens torsional vibrations and prevents gear rattling, utilizing available space more efficiently while maintaining torque transmission, even when the friction clutch is disengaged, thereby enhancing the overall performance and reliability of the drive train.
Implementation Method 1
In the field of centrifugal acceleration, these masses oscillate on predetermined paths if they are excited by speed irregularities
Implementation Method 2
the natural frequency of the centrifugal pendulum oscillation and the excitation frequency are proportional to the speed
Implementation Method 3
a friction clutch coupling the crankshaft and transmission input shaft and a clutch disc integrated in a housing of the friction clutch
Data Source
Figure 1~2
Figure 3~4
Figure 5
AI summary
The invention relates to a drive train (1, 1a, 1b, 1c, 1d) having an internal combustion engine with a crankshaft (3, 3d), and having a spur gearing (6, 6a, 6b, 6c, 6d) with at least one gearing input shaft (5, 5a, 5b, 5c, 5d, 5e) which can be coupled to the crankshaft (3, 3d) by means of a friction clutch (8, 8a, 8c), wherein a clutch disc (10, 10d, 10e) which is integrated in a housing (9, 9d) of the friction clutch (8, 8a, 8c) is connected in a rotationally locked manner to the at least one gearing input shaft (5, 5a, 5b, 5c, 5d, 5e), and having a centrifugal pendulum (13, 13a, 13b, 13c, 13d, 13e). In order to accommodate the centrifugal pendulum (13, 13a, 13b, 13c, 13d, 13e) in a space-saving manner in the drive train (1, 1a, 1b, 1c, 1d), the centrifugal pendulum (13, 13a, 13b, 13c, 13d, 13e) is arranged on the at least one gearing input shaft (5, 5a, 5b, 5c, 5d, 5e) in a manner spaced apart axially from the clutch disc (10, 10d, 10e) and is accommodated directly on said gearing input shaft.