Torque Transmission Slip Arrangement for Vibration Damping
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Solution Overview
Problem
Existing torque transmission methods for motor vehicle drive trains fail to effectively dampen torsional vibrations caused by internal combustion engines, especially under permanent driving conditions, beyond the starting process.
Innovation Solution
A method that involves a torque transmission arrangement with a slip arrangement between the input and output areas, utilizing a slip clutch with external activation to modulate slip based on the frequency of periodic oscillations, pre-filtering alternating torques from the internal combustion engine, and incorporating torsional vibration damping units like springs and absorbers to reduce remaining alternating torques to zero.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If a friction clutch is controlled to reduce speed difference during starting, then starting judder is reduced, but torsional vibrations under permanent driving conditions are not dampened
Solution Approach 1:
The friction clutch control is transformed from a static speed-difference-based control to a dynamic control that actively modulates slip in response to detected torsional vibrations. The control unit continuously adjusts the clutch actuator based on vibration signals to optimize damping effectiveness across varying operating conditions.
Solution Approach 2:
A feedback mechanism is implemented where torsional vibrations are detected by sensors and fed back to the control unit, which then adjusts the clutch slip accordingly. This closed-loop control enables the system to adapt to changing vibration conditions and maintain effective damping during permanent driving conditions.
2Reliability
If slip arrangement is activated to dampen torsional vibrations, then vibration reduction is achieved, but friction losses increase
Solution Approach 1:
The clutch slip is activated periodically in synchronization with the detected torsional vibration frequency rather than continuously. This periodic activation allows the slip arrangement to counteract vibrations at their peak moments while minimizing friction losses during non-vibration periods.
Solution Approach 2:
The control system dynamically adjusts the slip magnitude and duration based on the amplitude and frequency of detected vibrations. By varying these parameters according to actual vibration conditions, the system achieves effective damping while minimizing unnecessary friction losses.
3Measurement precision
If external activation is used to modulate slip arrangement, then slip control precision is improved, but device complexity increases
Solution Approach 1:
The control unit is designed to perform multiple functions: detecting torsional vibrations, determining their frequency and amplitude, calculating optimal slip parameters, and actuating the clutch. This multi-functional approach consolidates complexity into a single control unit rather than requiring separate systems for each function.
Solution Approach 2:
The control system uses the vehicle's existing sensors and actuators for vibration detection and clutch actuation, rather than requiring entirely new dedicated components. This self-service approach leverages available resources to minimize additional complexity while achieving precise slip control.
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
Significantly reduces torsional vibrations, achieving better decoupling with the same mean slip speed and friction losses as conventional systems, while being cost-effective and efficient in reducing rotational non-uniformity, especially at low and medium speeds.
Implementation Method 1
a slip arrangement in the torque path between the input area and the output area for transmitting the average torque with the superimposed alternating torque and for generating a speed slip between the speed ne and the speed na is provided
Data Source
Figure 1~2
Figure 3~4
Figure 5~7
AI summary
The invention relates to a method for transmitting and for damping an average torque (Mm) having a superimposed alternating torque (Mw), in a torque transmission arrangement (1) for a drive train of a motor vehicle, comprising an input region (25), which is rotatable about an axis of rotation (A), and an output region (35), which is rotatable about an axis of rotation (B), wherein the average torque (Mm) having the superimposed alternating torque (Mw) is transmitted along a torque path (M) from the input region (25) to the output region (35), wherein the input region (25) of the torque transmission arrangement (1) rotates at an input speed (ne) about the axis of rotation (A) and the output region (35) of the torque transmission arrangement rotates at an output speed (na) about the axis of rotation (B), wherein at least the input speed (ne) is made up of an average speed (nem) and of a superimposed alternating component (newp), wherein the alternating component (new) may be described approximately by a superimposition of periodic speed oscillations (newp_i), the frequencies (f) of which are substantially in an integer ratio (i) with respect to the ignition frequency (Zf), wherein each of these periodic oscillations (newp_i) has a minimum (newp_i_Min) and a maximum (newp_i_Max), wherein a slip arrangement (30) is provided in the torque path (M) between the input region (25) and the output region (35) for transmitting the average torque (Mm) having the superimposed alternating torque (Mw) and for generating a speed slip (ns) between the speed (ne) and the speed (na) in the torque path (M), wherein in the region of the maxima (newpi_i_Max) of at least one periodic vibration component (newp_i) of the alternating component (newp) the slip arrangement (30) provides a maximum of an external activation (40) of the speed slip (ns), and in the region of the minima (newpi_i_Min) of at least one periodic vibration component (newp_i) of the alternating component (new) the slip arrangement provides a minimum of an external activation (45) of the speed slip (ns).