Torque Transmission Arrangement with Radially Staggered Pendulum Units
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Solution Overview
Problem
Existing torque transmission arrangements for vehicle drive trains face challenges in achieving a compact design while maintaining effective damping characteristics, as the functionality of spring-mass and centrifugal-mass pendulum units is limited in either engaged or disengaged states of the lock-up clutch, leading to inefficient energy absorption and damping.
Innovation Solution
A torque transmission arrangement featuring radially staggered spring-mass and centrifugal-mass pendulum units, where the deflection mass carrier includes a carrier disk element, and the mass arrangement is partially overlapping with the spring arrangement, allowing for efficient energy absorption and damping across various engine speeds, with the turbine wheel forming part of the mass arrangement and being coupled to the intermediate or output mass, enabling a compact and functional design.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Volume of moving object
If spring-mass and centrifugal-mass pendulum units are arranged separately in conventional torque transmission arrangements, then each unit can function independently, but the overall design becomes less compact and space-efficient
Solution Approach 1:
The patent combines spring-mass pendulum units and centrifugal-mass pendulum units into a single integrated assembly where both types of units share common structural elements such as the carrier disk element and cover disk elements. This merging reduces the overall volume while maintaining the independent functionality of each pendulum unit type.
Solution Approach 2:
The patent implements a nested arrangement where centrifugal-mass pendulum units are positioned radially outward from spring-mass pendulum units, with both units sharing the same axial space. The deflection masses of centrifugal units are radially staggered relative to the mass arrangements of spring units, creating a compact nested structure that reduces overall volume without compromising individual unit functionality.
2Productivity
If the lock-up clutch is engaged, then direct torque transmission occurs, but the spring-mass pendulum unit cannot effectively absorb energy
Solution Approach 1:
The patent creates a dynamic system where the lock-up clutch can switch between engaged and disengaged states. When disengaged, spring-mass pendulum units become effective for energy absorption during torque fluctuations. The radial staggering arrangement ensures that at least one type of pendulum unit remains effective across different operational states, optimizing both productivity and energy absorption capability.
3Adaptability or versatility
If only centrifugal-mass pendulum units are used, then speed-adaptive damping is achieved, but damping effectiveness at low engine speeds is reduced
Solution Approach 1:
The patent segments the damping function into two distinct mechanisms: spring-mass pendulum units that provide fixed-frequency damping effective at all speeds, and centrifugal-mass pendulum units that provide speed-adaptive damping. This segmentation allows the system to maintain reliable damping effectiveness across the entire engine speed range while preserving speed adaptability through the centrifugal units.
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 allows for a compact design that maintains effective damping characteristics across different engine speeds, optimizing energy absorption and damping performance by utilizing the centrifugal potential and combining the functions of spring-mass and centrifugal-mass pendulum units, ensuring efficient torque transmission and reduced component count.
Implementation Method 1
at least one spring-mass-pendulum unit with a spring arrangement and a mass arrangement that can be deflected against the restoring effect of the spring arrangement
Implementation Method 2
at least one centrifugal-mass-pendulum unit with a deflection mass carrier that can rotate about the axis of rotation and at least one on the deflection mass carrier that is displaceably carried with respect to this Deflection mass, wherein when the at least one deflection mass is deflected from a basic relative position with respect to the deflection mass carrier, a wheel The position of the at least one deflection mass changes with respect to the axis of rotation
Data Source
Figure 1
Figure 2~3
Figure 4
AI summary
The invention relates to a torque transmission arrangement for the drivetrain of a vehicle, comprising a drive region (12) to be coupled to a drive organ, in particular a drive shaft, for rotating about an axis of rotation (A), an output region (16) that is coupled to or that can be coupled to the drive region (12) by means of a damping element arrangement (26, 28) and that is rotatable about the axis of rotation (A) with respect to the drive region (12) against the return action of the damping element arrangement (26, 28), and at least one spring-mass oscillating unit (100) having a spring arrangement (114) and a mass arrangement (116) that can be deflected against the return action of the spring arrangement (114), and at least one centrifugal force mass oscillating arrangement (102) having a deflecting mass carrier (122) that can be rotated about the axis of rotation (A) and at least one deflecting mass (124) that is displaceably supported on the deflecting mass carrier (122) with respect to same. When the at least one deflecting mass (124) is deflected from a base relative position with respect to the deflecting mass carrier (122) a radial position of the at least one deflecting mass (124) changes with respect to the axis of rotation (A). The at least one deflecting mass (124) of a centrifugal force mass oscillating unit (102) and at least one mass arrangement (116) or/and at least one spring arrangement (114) of a spring mass oscillating unit (100) are stacked radially relative to each other and are disposed at least partially axially overlapping each other, or/and the at least one spring mass oscillating unit (100) cannot be switched into the torque transmission path between the drive region (12) and the output region (16).