DE19826351C2 - Drive arrangement with hydrodynamic torque converter and two dampers - Google Patents

Description

The invention relates to a drive arrangement according to the Oberbe handle of claim 1.

From DE 43 33 562 A1 two drive arrangements are known. In a first embodiment, the generic State of the art, is a drive assembly ge shows, in the coaxial between a drive motor and a Gearbox a torque converter is arranged on a wall lerpump and a converter turbine comprises. There is a housing of the hydrodynamic torque converter with the interposition a starter ring gear with a crankshaft of the drive motor torsionally connected. The torque converter is with one Lockup clutch equipped.

A first torsion damper is designed as a two-way damper detects and transmits the torque both during converter operation and even when the torque converter is bypassed from the drive motor a transmission input shaft of the transmission. A second between the converter housing and the lock-up clutch The torsion damper is only when the torque is bridged torque converter to the transmission input wave involved.

A disadvantage of the generic drive arrangement is in that vibrations emanate from it, for vehicle occupants are heard and felt.  

The general rule is that one starts at approx. 33 Hz Frequency range primarily the noticeable vibrations as unpleasant be felt. Depending on the other vehicle compo elements, in particular the body, can be combined in one about 50 Hz beginning frequency range the audible vibrations come to the fore before the noticeable vibrations. Late At least from 100 Hz, the audible vibrations are given priority felt uncomfortable. Corresponds to a four-cylinder engine the frequency range of 33 Hz of the vibration excitation in rotation number range of 1000 rpm. The frequency range of 100 Hz ent speaks to the vibration excitation of this engine at speeds from approx. 3000 rpm. Different influencing factors determine there whether and how vibrations are perceived. The excited one Frequency is particularly dependent on the number of cylinders in the Drive motor. The vibration strength or the volume is in depends primarily on the torsion angle deflection of the An drive arrangement.

Another disadvantage in the generic state of the art is that it is only possible at relatively high speeds is to close the lock-up clutch and therefore the ge mentioned vibration and noise problems only in relation igly high speeds can be avoided.

In particular the converter turbine, which with bridged torque ver converter via the two dampers with the drive train tied, can range from 1300 rpm to 2500 rpm Perform vibrations that lead to vibration and / or Ge cause noise pollution for vehicle occupants.

Others perceived as unpleasant by the vehicle occupants Resonance vibrations result in a higher speed rich. In the four-cylinder engine, this is up to 3500 rpm 4500 rpm. The rotating ones swing in this speed range Masses of the automatic transmission resonate against the rotating ones Masses of the rear axle, the connecting element ment-forming hollow shaft is rotated. The rotating masses of the  Automatic transmissions are primarily based on its planetary gear sets and multi-plate clutches formed. The spinning masses of the Hin Terachsgetriebes are primarily from the pinion shaft and Differential formed. The moment of inertia of the rear axle gear add up the mass moment of inertia Flange connection between the hollow shaft and the rear axle drives. Because this hollow shaft is long in relation to the diameter is, the torsion angle of the hollow shaft is relatively large.

From the second embodiment of DE 43 33 562 A1 is egg ne further drive arrangement known in which there is only one Two-way damper in the power flow from the converter turbine and the Lockup clutch is located on the transmission input shaft. There is no second torsional damper and the converters turbine is non-rotatable when the lock-up clutch is engaged the converter pump or connected to the converter housing the. This can be relevant for driving Speed range no resonance vibration of the converter turbine right build up relative to the converter pump. The vibration decoupling is otherwise worse in the remaining speed range than in the generic solution. Especially in the speed range from 3500 rpm to 4500 rpm resonant vibrations on the hollow shaft lead through in comparison to the first off overall example of poorer level of vibration Decoupling at high speeds to relatively large Schwin amplitudes.

Due to the poorer level of vibration decoupling over the bridging the entire speed range Torque converter in this embodiment only at very high speed.

The problem described above is particularly aggravated when using a charged, direct-injection drive engines because they work with high pressures in the combustion chambers ten, which causes the torque fluctuations and accordingly  Amplitudes of the vibrations are relatively large the.

Operation of the torque converter over a wide speed range is reduced due to its hydrodynamic force principle of transmission the transmitted vibrations, however leads the conversion from mechanical to hydraulic and concluding again in mechanical energy to loss of performance. Since the drive motor must therefore apply more energy than on the transmission input shaft is used, the fuel consumption need higher with hydrodynamic power transmission than with me mechanical power transmission due to a bridged torque ment converter.

Furthermore, EP 0 350 298 A2 and JP 5-71 613 (A) two similar drive trains known, which mitein otherwise have two torsional dampers. The wall lerturbine, which due to its radial expansion is a relative has a large moment of inertia, is in the power flow between the Transducer pump and the transmission arranged. This converter turbine is when the lock-up clutch is engaged on the one hand over the first torsion damper elastic with the converter pump and others on the other hand via the relatively torsionally soft transmission input shaft elastically connected to the gearbox. The resonance frequency of the Converter turbine is u. a. depending on the torsional stiffness speed of the transmission input shaft. Since this torsional rigidity in Ratio to a torsion damper is relatively high, the Resonance frequency of the converter turbine even in a high rotation number range. As a result of this resonance frequency, high frequencies occur Speeds disadvantageously to disturbing vibrations.

The object of the invention is in a motor vehicle with a hydrodynamic torque converter in the drive train to improve the vibration decoupling and at the same time the Reduce fuel consumption.  

This object is achieved by the characterizing Features of claim 1 solved.

An advantage of the invention is that the bridging clutch already turned on at relatively low speeds can be moved without the vehicle occupants with vibratio or drive train noise.

Another benefit is the reduction in fuel consumption. This advantage arises because of the already lockup clutch closed in a low speed range power in a very wide speed range drive motor to the gearbox only mechanically will. As a result, there is no loss of energy as a result the conversion of the mechanical to hydraulic and then eating again in mechanical energy.  

Another advantage of the invention results from the fact that the Vibration excitation of the body due to the lower on drivetrain vibration is reduced.

The use of the Er proves to be particularly advantageous in connection with supercharged, direct injection Engines and / or engines with a low number of cylinders, the one have relatively strong vibration excitation. The fiction moderate drive arrangement shows in such drive motors much lower vibration level.

In the embodiment of the drive arrangement according to Patentan saying 2 is advantageously from the drive motor outgoing vibration excitation reduced.

The inventive design according to claim 3 provides an inexpensive and space-saving embodiment of the Er invention.

By carrying out the invention according to claim 4 allows flexible control of the lock-up clutch.

In claim 5 is a preferred design of the actuator indicated equipment.

In claim 6 is a control of the contact pressure Lock-up clutch depending on the pressure inside the converter or the speed is shown. It is therefore also possible to use the Contact pressure of the lock-up clutch continuously with and without Regulate slip.  

Claim 8 represents a further possible embodiment form of the drive arrangement. By using a La clutch is possible under certain operating conditions conditions without thermal problems with slipping bridging drive clutch, which eliminates the vibration isolation tion through the hydraulic transmission of torque converter can be compensated.

An encoder on the carrier plate according to claim 10 enables light the determination of the engine speed.

The execution of the invention according to claim 12 enables determining the position of the crankshaft.

Further advantages of the invention emerge from the remaining subordinate sayings and the description.

The invention is based on one in the drawing illustrated embodiment and a diagram be closer wrote.

Show it

Regulatory Fig. 1 is a longitudinal section of a Antriebsan invention, which comprises a torque converter, a carrier wheel and a support ring,

Fig. 2 is a view of one is shown in FIG. 1 schematically dargestell th carrier disc with bow springs and long holes through which determines the travel of the carrier plate and limited,

Fig. 3 is a view of a schematically dargestell th in FIG. 1, the support ring with bow springs and elongated holes with an analogous function as in Fig. 2,

Fig. 4 is a diagram showing the torsion angle on the flange of a rear axle gear for the vibrations of the second order for three different drive arrangements in the case of a permanently closed lock-up clutch over the speed. The three graphs show

• - A drive arrangement according to the generic state of the Technology,
• - a drive arrangement with only a two-way Damper (also state of the art) and
• - A drive arrangement according to the invention.

Fig. 1 shows a drive arrangement with a hydrodynamic torque converter 1 , the input side coaxially and non-rotatably with the interposition of an axially rigid support plate 2 with egg ner crankshaft 3 of a drive motor and the output side is connected coaxially with a transmission input shaft 4 of a transmission. The drive motor and the transmission are not shown in detail. A torque transmission of the carrier plate 2 to a housing 5 of the torque converter 1 takes place via a damper 6 . A further damper 7 and a lock-up clutch 8 are arranged in the housing 5 .

The hydrodynamic torque converter 1 comprises the housing 5 , a pump wheel 35 , a turbine wheel 37 and a stator 38 .

The following detailed description of the exemplary embodiment follows the power flow from the crankshaft 3 to the input shaft 4 . The power flow runs from the crank shaft 3 , via the support plate 2 to the damper 6th This transmits the power flow to the housing 5 of the torque wall lers 1 and the pump wheel 35 connected to the housing 5 . In the case of hydrodynamic power transmission, the power flow is transmitted from the pump wheel 35 to the turbine wheel 37 and via the damper 7 to the transmission input shaft 4 . On the other hand, the power flow when the lockup clutch 8 is engaged is transmitted from the housing 5 via the lockup clutch 8 to the damper 7 and then to the transmission input shaft 4 .

The carrier plate 2 has coaxially arranged to the longitudinal axis 9 holes 10 through which 1 screw 11 are inserted from the side of the torque wall lers. These screws 11 comprise a thread undercut 13 adjacent to the screw head 12 and are screwed into threaded holes 14 in the crankshaft 3 .

A Hall sensor, not shown, records the speed of the drive motor by means of a toothing 15 on the circumference of the carrier plate 2 . The carrier plate 2 is, as described below, against the spring force of arc springs 16 of the damper 6 rotatably connected to the housing 5 of the hydrodynamic torque converter 1 . A weld 17 connects the carrier plate 2 in a rotationally fixed manner to an annular plate 18 . The connection between the ring plate 18 and a starter ring gear 19 arranged on its circumference takes place via a weld 20 . The centering of the starter ring gear 19 he follows with loosened screws 11 by means of the game between the holes 10 in the support plate 2 and the diameter on the thread undercut 13 of the screws 11 . The carrier plate 2 is provided with further concentric bores 21 which are aligned with Boh stanchions 22 , 23 in the annular plate 18 and a coaxially arranged th carrier plate 24 . In the holes 21 , 22 , 23 screws 25 are inserted from the side of the drive motor, which are screwed to a steel ring 26 designed as an additional flywheel.

Two sealing rings 30 , 31 with seals 27 , 28 , which are pressed sealingly against a carrier disk 29 , together with the carrier plate 24 and the steel ring 26 enclose a space 32 which is filled with a damper grease.

The steel ring 26 is welded to the carrier plate 24 on its circumference and provided with projections 33 on the side facing the drive motor. Furthermore, approaches 34 are deep-drawn in the carrier plate 24 . The approaches 33 , 34 support the Bogenfe countries 16 of the damper 6 in the circumferential direction.

The support of the arc springs 16 on the housing 5 of the torque converter 1 takes place, as explained in more detail in the description of FIG. 2, on the coaxial and non-rotatably connected to the housing 5 ver connected carrier plate 29th

The connected to the pump wheel 35 housing 5 of the hydrodynamic torque converter's 1 is coaxially and rotatably mounted in a barrel bearing 36 of the crankshaft 3 .

The turbine wheel 37 is arranged on the side of the pump wheel 35 facing the drive motor. Axially between the pump wheel 35 and the turbine wheel 37 , the stator 38 is arranged, which is supported in the usual way on a freewheel 39 .

An inner hub 40 of the freewheel 39 is connected by means of a toothing 41 in a rotationally fixed manner to a stator shaft 42 arranged concentrically to the transmission input shaft 4 .

The turbine wheel 37 is non-rotatably connected to an annular plate 43 which is connected to rivets 44 in a rotationally fixed manner with a coupling carrier plate 45 . Both the ring plate 43 and the clutch carrier plate 45 are limited rotatable against the torsional rigidity of the damper 7 to a support ring 46 described in FIG. 3 be arranged. For this purpose, arc springs 47 of the damper 7 are accommodated in recesses 48 of the clutch carrier plate 45 arranged concentrically to the longitudinal axis 9 .

The recesses 48 are provided radially above the arc springs 47 in the circumferential direction with curved lugs 49 which guide the Bo gene springs 47 . The recesses 48 correspond to recesses 50 of the support ring 46 , which is rotatably connected to a bushing 51 . The bushing 51 is non-rotatably connected to the transmission input shaft 4 by means of toothing 52 .

The clutch carrier plate 45 is connected via rivets 53 with an inner disk carrier 54 in a rotationally fixed and axially immovable manner. The inner plate carrier 54 holds inner clutch plates 55 of the lock-up clutch 8 in a rotationally fixed and axially slidable manner. Likewise, outer clutch plates 56 are held in a rotationally fixed and axially displaceable manner on an outer plate carrier 57 which is firmly connected to the housing 5 . The outer and inner clutch plates 55 , 56 engage radially with one another.

An axial piston 58 is axially guided on its periphery 59 in the outer La plate carrier 57 and at its central bore 60 on an annular shoulder 61 of the housing 5 . The bridging clutch 8 can be engaged by the axial piston 58 which can be acted upon drastically with pressure on its outside 62 hy. When the lock-up clutch 8 is engaged, the frictionally connected clutch plates 55 , 56 are supported on a locking ring 64 via an abutment plate 63 . This locking ring 64 is engaged in an inner circumferential groove 65 of the outer disk carrier 57 .

The housing 5 , the outside 62 of the axial piston 58 and the outer disk carrier 57 delimit a space 66 . A control, not shown, of the lock-up clutch 8 ent holds a valve, also not shown, that hy draulically connected to the space 66 .

Via said valve, the hydraulic oil in the space 66 is pressurized via a central longitudinal bore 67 in the transmission input shaft 4 . The hydraulic oil is via a transverse bore 68 of the transmission input shaft 4 in connection with radial bores 69 in the annular shoulder 61 , which open into the space 66 . Furthermore, a bushing 70 supporting the transmission input shaft 4 is inserted in a bearing eye 71 of the annular shoulder 61 and guides the hydraulic oil from the transverse bore 68 into the bores 69 via recesses 72 .

As can be seen from Fig. 2, the carrier disk 29 is arranged concentrically to the longitudinal axis 9 of the torque converter 1 and provided with recesses 73 and arcuate elongated holes 74 which are arranged alternately circumferentially on the carrier disk 29 . In the rest position of the damper, the Bo gene springs 16 are supported in the support surfaces 73 a, 73 b of the recesses 73 . The arcuate elongated holes 74 each receive one of the screws 25 . The rotation of the support plate 29 against the support plate 2 connected with the screws 25 is limited by stops 74 a, 74 b in the ends of the arcuate elongated holes 74 .

The support ring 46 shown in FIG. 3 is arranged concentrically to the longitudinal axis 9 and is connected in a rotationally fixed manner to the corresponding toothing of the bushing 51 by means of a toothing 75 . The with the clutch carrier plate 45 and the ring plate 43 connected rivets 44 are guided in elongated holes 76 of the support ring 46 . This concentric to the longitudinal axis 9 arranged elongated holes 76 limit the rotatability of the rivets 44 relative to the support ring 46 by means of the stops 76 a, 76 b. The support ring 46 is circumferentially provided with the recesses 50 which, like the recesses in the coupling carrier plate 45 , accommodate the bow springs 47 . One of the recesses 48 receives one of the arc springs 47 together with one of the recesses 50 .

Since the carrier plate 2 is axially rigid in the embodiment shown, the damper 6 must also reduce vibrations in addition to the torsional vibrations. As a further embodiment, the damper can also only damp axial vibrations.

In further embodiments of the invention additional flywheel masses rotatably to the crankshaft 3 , to the starter ring gear 19 , to the support plate 2 or to the drive side of the second damper 6 can be arranged.

In a further embodiment of the invention, the be said control in addition to the converter internal pressure or the speed also depending on other parameters, the contact pressure of the Control the lock-up clutch.  

To illustrate the invention, three different drive arrangements are shown in FIG. 4 with the aid of a diagram

• 1. 1.) according to the generic state of the art (graph a),
• 2. 2.) with only a two-way damper according to the status technology (graph b) and
• 3. 3.) according to the invention (graph c),

compared.

It was assumed that

• - the vibration excitation comes from a four-cylinder engine,
• - All torsion dampers have a torsional stiffness of 35 Nm / degree to have,
• - The inertia of the torque converter to ¾ on the Converter pump and the housing connected to it and to ¼ on divides the converter turbine and
• - The gearbox the relatively large inertia of an automatic planetary gearbox.

The torsion angle is in degrees on the ordinate of the diagram on the flange of the rear axle gear for the vibrations of the second Order plotted logarithmically. The vibrations of the second Order is for the vibration excitation of the four-cylinder engine characteristic. The speed of rotation is on the abscissa drive motor applied, which is also representative of the Fre vibration excitation.

Since the three graphs show the behavior in the unreal case of one represent permanently closed lock-up clutch occurs the respective behavior in driving practice only in the Speed ranges with the lock-up clutch closed.

The drive arrangement according to the generic state of the Technique-representing graph a shows next to a two-way Damper another damper in the power flow between the wall housing and the lock-up clutch. This shows in the speed range a1 from idling up to approx. 1200 rpm one better vibration isolation than that according to the drive arrangement  graph representing the invention c. However, in this low speed range a1 anyway the hydrodynamic Power transmission used for the starting process. This is in the driving experience the decoupling of vibrations by the torque given converter. In the speed range a2 from approx. 1300 rpm to approx. 2500 rpm swings the in the bridged state over the two dampers connected to the drive train converter turbine against the converter pump and the automatic transmission. The bridging Kungskupplung with such a drive arrangement can only after exceeding this speed range a2 who is closed because the resonance vibrations in this speed range otherwise impaired driving comfort in the form of noticeable vibrations and an audible noise the.

The drive arrangement with only one two-way Damper (graph b) shows in the range above 2500 rpm worst vibration decoupling. In the speed range a2 from The vibration decoupling is approx. 1300 rpm to approx. 2500 rpm better than the decoupling of vibrations in the in graph a posed embodiment, as shown in the graph b ten drive arrangement the converter turbine rigid with the converter pump is connected and therefore no torsional vibrations can execute relative to the converter pump.

The vibrations shown in graph c according to the he drive arrangement according to the invention are already from speeds 1200 rpm better insulated than the state of the art nik representing graphs a and b.

When bridging the converter pump and the converter turbine in the Drive arrangement according to the invention would in the speed range a1 the entire torque converter together with the automatic gearbox drives against the drive motor or the flywheel on one side and against the rear axle gear on the swing on the other side. Because in this speed range, however is driven with hydrodynamic power transmission anyway, this resonance vibration does not occur while driving.  

All graphs show resonance vibrations in the speed range a3 from approx. 3500 rpm to 4500 rpm. As before Darge the planetary gears vibrate in this speed range and multi-plate clutches of the automatic transmission in resonance against the pinion shaft arranged in the rear axle gear and the audible differential, the one forming the connecting element Hollow shaft is rotated. The vibration amplitudes in this Speed range are, however, in the solution according to the invention in Contrary to the prior art so low that it no longer are noticeable.

Claims (15)

1. Drive arrangement of a motor vehicle in which a hydrodynamic torque converter ( 1 ) with a lock-up clutch ( 8 ) between a converter pump ( 35 ) and a converter turbine ( 37 ) and two between a drive motor, which comprises a crankshaft ( 3 ), and egg transmission Damper ( 6 , 7 ) are arranged, the first damper ( 7 ) damping both the power transmission between the converter turbine ( 37 ) and an input shaft ( 4 ) of the transmission and between the lock-up clutch ( 8 ) and the input shaft ( 4 ), characterized in that the second damper ( 6 ) is arranged in the power flow between the crankshaft ( 3 ) and the converter pump ( 22 ). 2. Drive arrangement according to claim 1, characterized in that one with the crankshaft ( 3 ) verbun directly or indirectly flywheel mass ( 19 , 26 ) in the power flow between the crank shaft ( 3 ) and the second damper ( 6 ) is arranged. 3. Drive arrangement according to claim 2, characterized in that the flywheel is a starter ring gear ( 19 ). 4. Drive arrangement according to claim 1, characterized in that the lock-up clutch ( 8 ) can be engaged by an actuating device independently of the converter internal pressure. 5. Drive arrangement according to claim 4, characterized in that the actuating device comprises a hydraulically actuated piston ( 58 ) which, for engaging the bridging clutch ( 8 ) on its coupling members ( 55 , 56 ) in the direction of the drive motor on the converter turbine ( 37 ) is. 6. Drive arrangement according to claim 1, characterized in that the lock-up clutch ( 8 ) coupling members ( 55 , 56 ) and a piston ( 58 ) which, as a result of an external force acting on the piston ( 58 ) against the direction of a second from Transformer internal pressure formed force is slidable, the first force depending on the second force or a size dependent on the second force is continuously adjustable. 7. Drive arrangement according to claim 6, characterized, that the first force by hydraulic actuation direction is applied. 8. Drive arrangement according to claim 5 or 6, characterized in that the coupling members ( 55 , 56 ) of the lock-up clutch ( 8 ) plates ( 55 , 56 ) of a multi-plate clutch ( 8 ). 9. Drive arrangement according to claim 1, characterized in that between the crankshaft ( 3 ) and the second damper ( 6 ) a carrier plate ( 2 ) is arranged, which leads axially stiff. 10. Drive arrangement according to claim 1, characterized in that between the crankshaft ( 3 ) and the second damper ( 6 ) a carrier plate ( 2 ) is arranged, which carries on its circumference egg NEN encoder ( 15 ) which gives signals to a sensor . 11. Drive arrangement according to claim 10, characterized in that the encoder ( 15 ) is a toothing and the sensor is a Hall sensor. 12. Drive arrangement according to claim 10, characterized in that the encoder ( 15 ) is arranged at a defined position to the crank shaft ( 3 ). 13. Drive arrangement according to claim 1, characterized in that between the crankshaft ( 3 ) and the second damper ( 6 ) a carrier plate ( 2 ) is arranged, which is rigidly connected to a starter ring gear ( 19 ) bearing ring ( 18 ). 14. Drive arrangement according to claim 1, characterized in that the drive-side part of the second damper ( 6 ) is detachably connected to the carrier plate ( 2 ). 15. Drive arrangement according to claim 14, characterized in that the releasable connection ( 25 ) takes place on the drive side.