Dual-Clutch Assembly With Centrifugal Pendulum for Torsional Vibration
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Solution Overview
Problem
The reduction in the number of cylinders in internal combustion engines leads to increased rough running of drive units, necessitating the resizing of torsional vibration dampers, which in turn increases the axial space requirement of dual clutches, posing challenges in energy efficiency and installation space.
Innovation Solution
Incorporating a centrifugal pendulum in operative connection with the clutches, arranged between the dual-mass flywheel and the dual clutch, along with a one-piece design of the output flange and draw pot, to enhance coupling, vibration isolation, and reduce installation space, while allowing for easy assembly and compensation of axial and radial offsets.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If the number of cylinders in internal combustion engines is reduced to improve energy efficiency, then energy efficiency is improved, but rough running of drive units increases
Solution Approach 1:
A centrifugal pendulum absorber is introduced as an intermediary component between the engine and the dual clutch transmission. This pendulum absorber specifically targets and absorbs torsional vibrations in the crankshaft, acting as a mediator that eliminates the rough running caused by reduced cylinder counts without requiring changes to the engine's fundamental configuration.
Solution Approach 2:
The invention changes the physical parameters of the vibration damping system by replacing traditional torsional vibration dampers with a centrifugal pendulum mechanism. This parameter change allows for more effective vibration absorption at specific frequencies, addressing the rough running issue while maintaining the reduced cylinder configuration for energy efficiency.
2Object-generated harmful factors
If torsional vibration dampers are resized to address rough running, then vibration damping is improved, but axial space requirement of dual clutch increases
Solution Approach 1:
The invention transitions from axial vibration damping (traditional torsional dampers) to radial vibration damping (centrifugal pendulum). By changing the dimension of vibration absorption from axial to radial, the pendulum absorber effectively damps vibrations without increasing the axial space requirement of the dual clutch assembly.
Solution Approach 2:
The vibration damping function is segmented from the dual clutch assembly itself and placed in the centrifugal pendulum absorber mounted on the crankshaft. This segmentation allows the dual clutch to maintain its compact axial dimensions while the separate pendulum mechanism handles vibration damping independently.
3Strength
If traditional clutch components are dimensioned to support actuating forces, then structural strength is ensured, but device complexity and assembly difficulty increase
Solution Approach 1:
The outlet flange and draw pot are merged into a single integrated component. This merging eliminates the need for separate assembly steps and fastening operations between these two parts, reducing assembly complexity while maintaining the structural strength required to support actuating forces in the clutch mechanism.
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 improves vibration isolation, reduces installation space, and simplifies the assembly of the torque transmission unit, enabling efficient energy transfer and smoother engine operation while maintaining compactness.
Implementation Method 1
The invention provides a dual clutch with a centrifugal pendulum-type pendulum absorber (40) arranged in the clutch bell housing (4)
Data Source
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AI summary
The present invention relates to a multiple clutch device for a drive train having a drive unit and a gearbox arranged downstream. The multiple clutch device is connected to a drive shaft of the drive unit and is accommodated in a clutch bell housing that does not rotate with the drive shaft of the drive unit. The multiple clutch device has two multi-disk clutches, which each have an input-side and an output-side disk carrier and disks that alternate in the axial direction, and an actuating assembly. The invention further relates to a component of a clutch, two assemblies of a clutch, and a method for assembling the two assemblies. An input-side disk carrier is supported on the drive shaft by means of a connecting plate, and a centrifugal pendulum is connected to the input-side disk carrier.