• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a vibration damping device for a motor vehicle transmission chain comprising: - a first element and a second element (2) movable, in rotation about an axis of rotation X; - Elastic damping means comprising an elastic blade (13, 14) mounted to rotate with the first element (3); and a rolling body movable relative to the second element so as to be able to accomplish a curvilinear path on at least one predetermined angular sector (A), the curvilinear displacement of the rolling body with respect to the second element being accompanied by a displacement of the rolling body on the elastic blade by bending it.
    公开号:FR3032248A1
    申请号:FR1550672
    申请日:2015-01-29
    公开日:2016-08-05
    发明作者:Ivan Dutier；Jerome Boulet；Herve Maurel
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The invention relates to the field of vibration damping devices, particularly torsion devices, intended to equip automotive vehicle transmissions. BACKGROUND TECHNOLOGY Motor vehicle transmissions are generally equipped with a damping device for filtering vibrations upstream of the gearbox so as to avoid particularly undesirable impacts, noises or noise. Such damping devices are used in particular damping dual flywheels (DVA) and / or clutch friction, in the case of a manual or robotic transmission, or locking clutches, also called "lock-up" clutches, equipping the hydraulic coupling devices, in the case of an automatic transmission. The damping devices comprise resilient damping means rotatably coupling a torque input member and an output member so as to allow torque transmission and damping of rotational acyclisms. FR3000155 discloses a damping device in which the elastic damping means are formed of two resilient blades. The two resilient blades are mounted on one of the input and output elements of the damping device and each cooperate with an associated roller rotatably mounted on the other of the input and output elements. The blades and the rollers are arranged such that, for an angular displacement between the input element and the output element, on either side of a relative angular position of rest, the roller moves along the blade and, in doing so, exerts a bending force on the elastic blade. By reaction, the elastic blade exerts on the roller a return force which tends to bring the input and output elements to their angular position of rest. Bending of the resilient blade 30 thus damps vibrations and irregularities of rotation between the input member and the output member while ensuring the transmission of torque.
    [0002] The performance of such a vibration damping device depends on the angular stiffness of the resilient blades. Indeed, the lower the angular stiffness of the damping device and the better its performance is advantageous. However, the resilient blades must be sufficiently stiff to allow transmission of the maximum torque generated by the motor. Thus, in order to allow a decrease of the angular stiffness of a damping device while allowing the transmission of the maximum torque generated by the motor, it is necessary to increase the maximum relative angular displacement between the input and output elements. of couple. However, given the constraints related to the size of the blades, the angular displacement of a damping device as described in document FR3000155 remains limited. Moreover, the torque transmitted between the input element and the output element is taken up by the support axes of the rollers which are capable of deforming. Finally, the torque transmission curve as a function of the angular displacement rests solely on the profile of the cam surface carried by the blade and along which the roller rolls. However, the shape of the blade is subject to many other design constraints, such as the size and stiffness of the blade, so that certain torque transmission curves as a function of the angular displacement can not be realized. The filtration performance of a damping device as described in the aforementioned document FR3000155 are therefore not fully satisfactory. Summary An idea underlying the invention is to provide a vibration damping device 25 for effectively filtering vibrations, especially in torsion. According to one embodiment, the invention provides a vibration damping device for a motor vehicle transmission chain comprising: a first element and a second element movable, in rotation about an axis of rotation X; and resilient damping means coupling the first element and the second element so as to allow a torque transmission with damping of the vibrations, in particular of torsion, between the first and the second elements, this torque transmission with damping being accompanied by a relative rotation between the first element and the second element; said resilient damping means comprising at least one resilient blade mounted to rotate with the first member; the damping device further comprising a rolling body movable relative to the second element to be able to accomplish a curvilinear path on at least one predetermined angular sector (A), the curvilinear displacement of the rolling body relative to the second element being accompanied by a displacement of the rolling body on the elastic blade by bending it. Thus, the mobility of the rolling body relative to the second element makes it possible to increase the maximum angular deflection between the first and the second element with respect to a damping device according to the equivalent prior art in which the roller cooperating with the elastic blade is attached to one of the input or output elements. Such a damping device thus makes it possible, for a maximum torque to be transmitted determined, to reduce the angular stiffness which leads to a significant increase in filtration performance. In addition, the torque is transmitted between the first element and the second element through the rolling body without passing through a support shaft 20 may be deformed. Such an arrangement therefore makes it possible to provide a particularly robust vibration damping device. According to other advantageous embodiments, such a damping device may have one or more of the following characteristics: the predetermined angular sector is greater than 20 °, in particular greater than 40 °, or greater than 60 ° or 90 °; . - The curvilinear path of the rolling body relative to the second element comprises a circumferential geometric component. a first and a second raceway are respectively carried by the elastic blade and by the second element; and the rolling body is arranged to move on the first and second raceways to allow angular movement between the first member and the second member; the first and second race tracks being arranged such that, in a relative angular position between the first element and the second element different from a relative position of rest, the rolling body exerts a bending force on the elastic blade producing a counteracting force of the elastic blade on the rolling body, this reaction force having a circumferential component adapted to return said first and second elements to said relative position of rest. Thus, the distances traveled by the rolling body on the first raceway and on the second raceway are equal so that the maximum angular displacement between the first and the second element is substantially doubled compared to a damping device. according to the equivalent prior art in which the roller cooperating with the elastic blade is attached to one of the input or output elements. Such a damping device thus makes it possible, for a maximum torque to be transmitted determined, to reduce the angular stiffness which leads to a significant increase in filtration performance. In addition, in such a damping device, the characteristic curve, that is to say the curve representing the variations of the torque transmitted as a function of the angular displacement, depends both on the geometry of the first raceway and that of the second raceway while it depends only on the geometry of the cam carried by the blade in a blade damping device according to the prior art. Therefore, such an arrangement is likely to offer a wider variety of torque transmission curves as a function of the travel. According to other advantageous embodiments, such a damping device may have one or more of the following characteristics: the first and second raceways are respectively carried by the elastic blade and by the second element. - The first and second raceways are arranged vis-à-vis. the rolling body is arranged to move simultaneously on the first and second raceways during a relative rotation between the first element and the second element. The rolling body is arranged to roll on the first and second raceways during a relative rotation between the first element and the second element. the first raceway is located radially inside the second raceway. the first and second race tracks are arranged such that, for a relative angular position between the first element and the second element different from a relative rest position, the rolling body exerts a bending force on the elastic blade comprising a radial component producing an opposite reaction force of the elastic blade having an outwardly directed radial component adapted to keep the rolling body in contact with the first and second raceways. the first and second raceways have profiles arranged in such a way that, when the transmitted torque increases, the rolling bodies each exert a bending force on their respective resilient blade causing the free distal end of the elastic blades to move toward the X axis and a relative rotation between the first and second elements such that the primary and secondary flywheels deviate from their relative position of rest. The profiles of the rolling tracks are such that the rolling bodies exert on their associated elastic blade a bending force having a radial component and a circumferential component.
    [0003] The profiles of the raceways are formed according to the desired damping characteristic curve for the damper. in the relative position of rest, the elastic blade is pre-stressed radially towards the axis X so as to exert a reaction force directed radially outwards to keep the rolling body in contact with the first and second tracks of rolling. the second element comprises lateral walls bordering the second raceway and the rolling body in order to keep said rolling body axially. The rolling body is a cylindrical roller, each end of which is equipped with a protuberance projecting axially along the axis of revolution of the cylindrical roller.
    [0004] The damper comprises at least one anti-slip means preventing slippage of the rolling body on the running tracks. the anti-slip means is a polymer or elastomer coating disposed on the rolling surface of the rolling body.
    [0005] The anti-slip means is a polymer or elastomer coating disposed on at least one of the first and second raceways. The anti-slip means is an O-ring or a rectangular section seal housed in a groove on the rolling surface of the rolling body. The anti-slip means is a paste or a viscous body, for example grease, capable of being deposited on the rolling body and / or on at least one of the first and second raceways, this paste or viscous body being integrated inside the shock absorber. The anti-slip means is a set of teeth on at least one of the rolling tracks and on the rolling body. the first and second race tracks each comprise a toothing and the rolling body is a pinion having a toothing meshing with the teeth of the first and second raceways. the toothings of the pinion and the first and second raceways have an involute profile and have a pressure angle of between 20 and 40 °. the teeth of the pinion and the first and second raceways are straight teeth. - The teeth of the pinion and the first and second raceways are chevron teeth. the elastic blade comprises a fixing portion on the first element and an elastic portion comprising an inner strand, an outer strand and a bent portion connecting the inner strand and the outer strand. the elastic blade comprises an elastic portion of which at least a portion extends circumferentially around the axis of rotation X, over an angular opening of at least 20 degrees, in particular at least 45 degrees, preferably from minus 60 degrees, for example at least 90 degrees. in one embodiment, the first rolling track is provided on an insert on the elastic blade. In another embodiment, the first raceway is formed in the body of the resilient blade. in one embodiment, the second raceway is provided on an insert on the second element. In another embodiment, the second raceway is formed in the body of the second element. the damping device comprises end stops capable of limiting the relative angular displacement between the first element and the second element. the first and the second raceway are radially facing each other. the elastic blade has a free distal end capable of moving so that the distance between this end and the X axis of rotation varies. the damping device comprises: a plurality of resilient blades mounted integral in rotation with the first element; a plurality of pairs of raceways each comprising a first raceway carried by a respective elastic blade and a second raceway carried by the second element; and a plurality of rolling bodies each cooperating with a respective pair of raceways. the elastic blades are regularly distributed around the axis of rotation X. the elastic blades are symmetrical with respect to the axis of rotation X.
    [0006] According to one embodiment, the invention relates to a torque transmission system comprising a damping device mentioned above. According to one embodiment, the invention relates to a double damping flywheel comprising a primary mass of inertia, a secondary mass of inertia and a damping device mentioned above, the primary mass of inertia forming one of the first and second elements of said damping device and the secondary mass of inertia forming the other of said first and second elements. According to one embodiment, the invention also provides a motor vehicle comprising such a damping device.
    [0007] BRIEF DESCRIPTION OF THE DRAWINGS The invention will be better understood, and other objects, details, features and advantages thereof will become more clearly apparent from the following description of several particular embodiments of the invention, given solely for the purposes of the invention. illustrative and not limiting, with reference to the accompanying drawings. - Figure 1 is a half-sectional view of a double damping flywheel equipped with a vibration damping device according to a first embodiment. - Figure 2 is a partial perspective view of the double damping flywheel of Figure 1 in which the secondary flywheel has not been shown 15 to allow visualization of the elastic damping means. - Figure 3 is a partial perspective view of the double damping flywheel of Figure 1 in which neither the secondary flywheel nor the cover of the primary flywheel have been shown. FIG. 4 is a partial perspective view partially showing the double damping flywheel of FIG. 1 in which the primary flywheel has not been shown. FIG. 5 is a perspective view of a double damping flywheel equipped with a vibration damping device according to a second embodiment, in which neither the secondary flywheel nor the cover of the primary flywheel have been shown. . DETAILED DESCRIPTION OF EMBODIMENTS In the description and the claims, the terms "external" and "internal" as well as the "axial" and "radial" orientations will be used to designate, according to the definitions given in the description, elements of the vibration damping device. By convention, the "radial" orientation is directed orthogonally to the X axis of rotation of the damping device determining the "axial" orientation and, from the inside towards the outside away from said axis, the "circumferential" orientation is directed orthogonally to the axis of the damping device and orthogonal to the radial direction. The terms "external" and "internal" are used to define the relative position of one element relative to another, with reference to the X axis of rotation of the damping device, an element close to the axis is thus described as internal as opposed to an external element located radially at the periphery. On the other hand, the terms "back" AR and "forward" AV are used to define the relative position of one element relative to another in the axial direction, an element intended to be placed close to the engine being designated by the rear. and an element intended to be placed close to the gearbox being designated by before. The vibration damping device is intended to be arranged in the transmission chain of a motor vehicle, between the combustion engine and the gearbox. It may in particular be integrated with a double damping flywheel, a clutch mechanism, a coupling clutch of a hydraulic coupling device or a clutch disc. In the figures and the description below, the vibration damping device is integrated in a double damping flywheel 1. The first element on which the blades are mounted is here the secondary flywheel and the second element is here the primary flywheel. In relation with FIG. 1, it can be seen that the double damping flywheel 1 comprises a primary flywheel 2 intended to be fixed at the end of a crankshaft of an internal combustion engine, not shown, and a steering wheel. secondary inertia 3 which is centered and guided on the primary flywheel 2 by means of a bearing 4, such as a rolling bearing ball. The secondary flywheel 3 is intended to form the reaction plate of a clutch, not shown, connected to the input shaft of a gearbox. The flywheels of primary 2 and secondary 3 inertia are intended to be mounted movable about an axis of rotation X and are, moreover, rotatable relative to each other about said axis X. The steering wheel primary 2 comprises a radially inner hub 5 supporting the bearing 4, an annular portion 6 extending radially from the hub 5 and a cylindrical portion 7 extending axially, on the opposite side to the motor, from the outer periphery of the annular portion 6 Furthermore, the primary flywheel 2 comprises an annular cover 8 attached to the front end of the cylindrical portion 7 and defining with the annular portion 6 and the cylindrical portion 7, an annular chamber. The primary flywheel 2 is provided with orifices 9 for passing fastening screws, intended for fastening the primary flywheel 2 to the crankshaft of the engine. The primary flywheel 2 carries, on its outer periphery, a ring gear 10 for driving in rotation of the primary flywheel 2, using a starter. The hub 5 of the primary flywheel 2 comprises a shoulder serving to support an inner ring of the bearing 4 and retaining said inner ring towards the engine. Similarly, the secondary flywheel 3 has on its inner periphery a shoulder serving to support an outer ring of the bearing 4 and retaining said outer ring in the opposite direction to the motor. An elastic ring 12 of the circlip type is mounted in a groove of the hub 5 of the primary flywheel 2 so as to retain the inner ring of the bearing 4 forward.
    [0008] The secondary flywheel 3 comprises a flat annular surface 11, turned on the opposite side to the primary flywheel 2, forming a bearing surface for a friction lining of a clutch disc, not shown. The secondary flywheel 3 has, near its outer edge, studs and orifices, not shown, for mounting a clutch cover.
    [0009] In Figure 3, the resilient damping means for coupling in rotation the primary flywheel 2 and secondary 3 are shown. The elastic damping means comprise elastic blades 13, 14 fixed to the secondary flywheel 3 and rolling bodies 15, 16. The rolling bodies 15, 16 are each interposed radially between a first rolling track 17 carried by an elastic blade 13 , 14 and a second runway 18 carried by the primary flywheel 2. Here, the rolling body is movable on an angular sector A of about 60 ° relative to the second element. In an alternative embodiment not shown, the structure is reversed and the resilient blades 13, 14 are fixed on the primary flywheel 2 while the rolling bodies 15, 16 are interposed radially between a first race 17 carried by an elastic blade 13, 14 and a second runway carried by the secondary flywheel 3.
    [0010] Between the elastic blade 13, 14 and the rolling body, the torque transmitted between the flywheels 2, 3 is decomposed into radial forces and circumferential forces. Reaction forces make it possible to transmit the torque from one steering wheel to the other. The radial forces make it possible to bend the blade and the circumferential forces allow the rolling body to move on the rolling tracks 17, 18 and to transmit the torque. When the torque transmitted between the primary flywheel 2 and the secondary flywheel 3 varies, the radial forces exerted between the elastic blade 17, 18 and the rolling body 15, 16 vary and the flexion of the elastic blade 13, 14 is changed. The modification of the bending of the blade is accompanied by a displacement of the rolling body 15, 16 on the two rolling tracks 17, 18 under the action of the circumferential forces. Thus, each rolling body 15, 16 rolls against one and the other of the two associated rolling tracks 17, 18 and moves relative to the primary flywheel 2 15 and the secondary flywheel 3 in two opposite directions. The rolling bodies 15, 16 thus allow relative movement between the primary flywheels 2 and secondary 3. Furthermore, the running tracks 17, 18 have profiles arranged in such a way that, when the transmitted torque increases, the rolling bodies 15, 16 each exert a bending force on their respective elastic blade 13, 14 causing a bringing together of the free distal end of the elastic blades towards the X axis and a relative rotation between the first and second elements such as the primary flywheels 2 and Secondary 3 deviate from their relative position of rest. The profiles of the rolling tracks 17, 18 are such that the rolling bodies 15, 16 exert on their elastic blade 13, 14 associated with a bending force 25 having a radial component and a circumferential component. The elastic blades exert on the rolling bodies 15, 16 a restoring force having a circumferential component which tends to rotate the rolling bodies 15, 16 in an opposite direction of rotation and therefore to recall the primary flywheels 2 and 2 to their secondary direction. relative rest position and an outwardly directed radial component so as to keep the rolling bodies 15, 16 in contact with their respective raceways 17, 18. According to one embodiment, when the primary flywheels 2 and secondary 3 are in their relative position of rest, illustrated in particular in FIG. 3, the elastic blades 13, 14 are prestressed radially towards the axis X so as to exert a force of reaction, directed radially outwardly, so as to maintain the rolling bodies 15, 16 in contact with the elastic blade 13, 14, on the one hand, and with the second race 18 carried by the primary flywheel 2, d 'somewhere else. Such prestressing of the resilient blades 13, 14 in the relative position of rest makes it possible to ensure accurate relative positioning of the rolling bodies 13, 14. The profiles of the rolling tracks 17, 18 can be arranged in such a way that the characteristic curve torque transmission depending on the angular movement is symmetrical or not relative to the rest position. According to an advantageous embodiment, the angular deflection may be greater in the forward direction than in the retro direction. In the embodiment of Figures 1 to 4, the rolling bodies 15, 16 are cylindrical rollers. The cylindrical rollers may be solid or hollow. It is also possible to use rolling bodies 15, 16 having other shapes, including balls, conical rollers or other. The rolling bodies 15, 16 may in particular be made of rolling steel. As shown in Figures 1 and 2, the rolling bodies 15, 16 are arranged in the annular chamber defined between the cover 8 and the annular portion 6 of the primary flywheel 2. Thus, the rolling bodies 15, 16 are held axially by two walls side of the primary flywheel 2 which are respectively formed by the annular portion 6 of the primary flywheel 2 and the cover 8 of the primary flywheel 2. Furthermore, as shown for example in Figures 1 and 3, each end of the cylindrical rollers is equipped a protrusion 19 projecting axially and to limit the friction surfaces between the ends of the cylindrical rollers and the primary flywheel 2. The second raceways 18 are formed in the inner surface of the cylindrical portion 7 of the primary flywheel 2. The second rolling tracks 18 can be made by molding or by machining the primary flywheel 2 or be carried out on one foot. The second bearing tracks 18 have, when they are observed along the axis of rotation (X), an arcuate shape whose concavity is on the side of the axis of rotation X. Thus, when the rolling bodies 15, 16 move away, in one direction or the other, with respect to their rest position, illustrated in FIG. 3, the rolling bodies 15, 16 come closer to the axis X. The elastic blades 13, 14 are regularly distributed around the axis X 5 and are symmetrical with respect to the axis X so as to ensure the balance of the double damping flywheel 1. Moreover, the resilient blades 13, 14 are for example made in a spring steel. FIG. 4 shows that each elastic blade 15, 16 is independently fastened to the secondary flywheel 3. Each elastic blade 15, 16 comprises a fastening portion 20 fastened to the secondary flywheel 3 via a plurality of rivets 21, three in the embodiment shown. The fixing portion 21 is extended by an elastically deformable portion. The elastically deformable portion here comprises an internal strand 22, an outer strand 24 and a bent portion 23 connecting the inner strand 22 and the outer strand 24. The bent portion 23 has an angle of about 180 ° so that a portion internal strand 22 is located radially between a portion of outer strand 24 and the X axis. In other words, the elastically deformable portion has two regions radially offset from one another and separated by a radial gap. The inner strand 22 develops circumferentially around the bearing 4. The outer strand 24 develops circumferentially from the bent portion 23 to a free end of the elastic blade 13, 14. The outer strand 24 develops circumferentially at an angle between 120 and 180 °. Furthermore, the first raceways 17 are formed on the outer surface of the resilient blades 13, 14. The raceways 17 can be made directly in the body of the resilient blades 13, 14 or be made on a part which is reported on the resilient blade 13, 14. Although the invention is described above in connection with resilient blades 13, 14 having an inner strand 22 and an outer strand 24 connected by a bent portion 23, it is evident that it is in no way limited and it will be possible in particular to use elastic blades 13, 14 which have different shapes or whose attachment is provided in a different manner. Similarly, it will also be possible to provide elastic damping means having only one elastic blade or on the contrary more than two elastic blades.
    [0011] According to another embodiment, not shown, it is possible to provide phasing means for maintaining a constant relative position between the rolling bodies 15, 16. Such phasing means may in particular consist of a cage to maintain a constant space between the rolling bodies 15, 16.
    [0012] According to an embodiment not shown, the damping device may also include several rolling bodies 15, 16 disposed between each pair of raceway 17, 18. The rolling bodies are in this case kept spaced from each other by a cage. Referring again to FIG. 1, it can be seen that the double damping flywheel 1 also comprises a friction assembly 25 arranged to exert a resistant torque between the primary flywheel 2 and the secondary flywheel 3 during their relative deflection so as to dissipate the energy accumulated in the resilient blades 13, 14. Such a friction assembly typically comprises a first friction washer adapted to be rotated by one of the primary flywheels 2 and secondary 3, a second friction washer fit to be rotated by the other of the primary flywheels 2 and secondary 3, and a spring washer type "Belleville" arranged to exert a thrust force of the first friction ring against the second. Moreover, the double damping flywheel 1 is also equipped with limit stops capable of limiting the relative angular displacement between the primary and secondary 2 flywheels. Such stops make it possible to transmit a torque between the primary flywheel 2 and the secondary flywheel. 3, in case of destruction of the damping means, and / or protect the damping means in case of transmission of an over-torque resulting from limited use conditions or a malfunction of the powertrain. The end stops comprise, on the one hand, bosses 26, shown in FIG. 2, formed in the cover 8 of the primary flywheel 2 and, on the other hand, protuberances 27, represented in FIG. in the rear surface of the secondary flywheel 3. In the embodiment, the primary flywheel 2 has two pairs of two bosses 26 disposed diametrically opposite. The secondary flywheel 3 comprises two diametrically opposed protuberances 27 which are each disposed circumferentially between the two pairs of two bosses 26. In the case of relative rotation of the secondary flywheel 3 with respect to the primary flywheel 2 reaching a limit angle with respect to the relative position of rest, the protuberances 27 respectively bear against a boss 26 of one and the other of the two pairs of bosses 26.
    [0013] Figure 5 shows another embodiment of the vibration damping device. The elements similar or identical to those of the embodiment of Figures 1 to 4 carry an increased reference numeral of 100. In this embodiment, the rolling bodies are pinions 115, 116 or toothed wheels meshing in teeth in This embodiment is advantageous in that it makes it possible to prevent the sliding movements of the pinions 115, 116 relative to the bearing tracks 117, 118 carried by the primary flywheel 2 and the elastic blade 113, 114. Thus, a precise, symmetrical and repeatable positioning of the rolling bodies 115, 116 is guaranteed. Thus, in this embodiment, the two rollers can be held diametrically opposed effectively. Furthermore, the presence of teeth makes it possible to steer the raceways more freely with respect to the roller because the contacts between the roller and the raceways do not necessarily have to be antagonistic. There are thus more than 25 possible geometries to orient the rolling tracks. The teeth have a involute profile. According to one embodiment, the pressure angle has teeth is between 20 and 40 °. Such pressure angles make it possible to obtain particularly strong toothings. In the embodiment shown, the toothings of the pinions 115, 116 and rolling tracks 117, 118 are straight teeth, that is to say composed of teeth whose generator is a straight line parallel to the axis of rotation. rotation of the pinion.
    [0014] According to another embodiment, the teeth of the pinions 115, 116 and rolling tracks 117, 118 are chevron teeth, that is to say composed of two helical teeth each having a tooth generator formed by a line helical and rotating in opposite directions. Herringbone teeth are particularly advantageous in that they make it possible to ensure axial retention of the gears 115, 116 with respect to the raceways 117, 118. Although the invention has been described in connection with several particular embodiments it is quite obvious that it is in no way limited thereto and that it includes all the technical equivalents of the means described and their combinations if they fall within the scope of the invention. The use of the verb "to include", "to understand" or "to include" and its conjugated forms does not exclude the presence of other elements or steps other than those set out in a claim. The use of the undefined article "un" or "un" for an element or a step does not exclude, unless otherwise stated, the presence of a plurality of such elements or steps. In the claims, any reference sign in parentheses can not be interpreted as a limitation of the claim.
    权利要求:
    Claims (16)
    [0001]
    REVENDICATIONS1. A device for damping vibrations, in particular torsion, for a motor vehicle transmission chain comprising: a first element (3) and a second element (2, 102) movable, rotating about an axis of rotation X ; and - elastic damping means coupling the first element (3) and the second element (2, 102) so as to allow vibration damping torque transmission between the first element (3) and the second element (2, 102), this damping torque transmission being accompanied by a relative rotation between the first member (3) and the second member (2, 102); said resilient damping means comprising at least one resilient blade (13, 14, 113, 114) integral in rotation with the first member (3); the damping device being characterized in that it further comprises: - a rolling body movable relative to the second element to be able to accomplish a curvilinear path on at least one predetermined angular sector (A), the curvilinear displacement of the rolling body relative to the second element being accompanied by a displacement of the rolling body on the elastic blade by bending it.
    [0002]
    2. A damping device according to claim 1, wherein the curvilinear path of the rolling body with respect to the second element comprises a circumferential geometrical component.
    [0003]
    3. A damping device according to any one of claims 1 to 2, wherein a first and a second raceways (17, 18, 117, 118) are respectively carried by the elastic blade (13, 14, 113). , 114) and by the second element (2); and the rolling body (15,16,115,116) is arranged to move on the first and second raceways (17,18,117,118) to allow angular movement between the first member (3) and the second element (2, 102); the first and second raceways (17, 18, 117, 118) being arranged such that in a relative angular position between the first element (3) and the second element (2, 102) different from a position relative rest, the rolling body (15, 16, 115, 116) exerts a bending force on the elastic blade (13, 14, 113, 114) producing a counteracting force of the resilient blade (13, 14, 113, 114) on the rolling body (15, 16, 115, 116), this reaction force having a circumferential component adapted to return said first and second elements (2, 102, 3) to said relative position of rest.
    [0004]
    4. damping device according to any one of claims 1 to 3, wherein the predetermined angular sector is greater than 20 °, especially greater than 40 °, or greater than 60 ° or 90 °.
    [0005]
    5. damping device according to claim 3, wherein the first and second raceways (17, 18, 117, 118) are arranged vis-à-vis.
    [0006]
    The damping device according to any one of claims 3 to 5, wherein the first raceway (17,117) is located radially inside the second raceway (18,118).
    [0007]
    The damping device according to any one of claims 3 to 6, wherein the first and second raceways (17, 18, 117, 118) are arranged such that, in a relative angular position between the first and second element (3, 103) and the second element (2) different from the relative position of rest, the rolling body (15, 16) exerts a bending force on the elastic blade (13, 14, 113, 114) comprising a radial component producing an opposite reaction force of the elastic blade having an outwardly directed radial component adapted to keep the rolling body (15, 16) in contact with the first and second raceways (17, 18, 117, 118). 25
    [0008]
    8. damping device according to any one of claims 3 to 7, wherein the second element (2) has side walls (6, 8) bordering the second raceway (18, 118) and the rolling body ( 15, 16, 115, 116) to maintain said rolling body axially.
    [0009]
    9. A damping device according to any one of claims 1 to 8, wherein the rolling body (15, 16) is a cylindrical roller each end of which is provided with a protuberance (19) projecting axially according to the axis of revolution of the cylindrical roller.
    [0010]
    The damping device according to any one of claims 3 to 8, wherein the first and second raceways (117, 118) each comprise a toothing and wherein the rolling body (115, 116) is a pinion. having a toothing meshing with the teeth of the first and second raceways (117, 118).
    [0011]
    The damping device of claim 10, wherein the sprocket teeth and the first and second raceways (117, 118) are straight teeth.
    [0012]
    The damping device of claim 10, wherein the sprocket teeth and the first and second raceways (117, 118) are chevron gears.
    [0013]
    13. Damping device according to any one of claims 1 to 12, wherein the elastic blade (13, 14, 113, 114) comprises a fixing portion (20, 120) on the first element (3) and a elastic portion 15 having an inner strand (22, 122), an outer strand (24, 124) and a bent portion (23, 123) connecting the inner strand (22, 122) and the outer strand (24, 124).
    [0014]
    14. A damping device according to any one of claims 3 to 13, wherein the second raceway (18, 118) is provided on an insert on the second element (2). 20
    [0015]
    15. damping device according to any one of claims 1 to 14, comprising limit stops (26, 27) able to limit the relative angular movement between the first element (3) and the second element (2, 102).
    [0016]
    16. Damping device according to any one of claims 3 to 15, comprising: - a plurality of resilient blades (13, 14, 113, 114) mounted integral in rotation with the first element (3); a plurality of pairs of raceways each having a first raceway (17,117) carried by a respective resilient blade (13,14,113,114) and a second raceway (18,118) carried by the second element (2, 102); and a plurality of rolling bodies (15, 16, 115, 116) each cooperating with a respective pair of raceways.
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    同族专利:
    公开号 | 公开日
    EP3250841B1|2019-06-12|
    JP2018504565A|2018-02-15|
    KR20170109559A|2017-09-29|
    FR3032248B1|2017-01-13|
    WO2016120162A1|2016-08-04|
    US20170363174A1|2017-12-21|
    CN107208738B|2019-10-08|
    EP3250841A1|2017-12-06|
    US10533627B2|2020-01-14|
    CN107208738A|2017-09-26|
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    DE102017131030A1|2016-12-23|2018-06-28|Valeo Embrayages|Torsion damper with strip spring|
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    WO2019002393A1|2017-06-29|2019-01-03|Valeo Embrayages|Rotary device equipped with a target|
    FR3068419A1|2017-06-29|2019-01-04|Valeo Embrayages|TORSION DAMPER WITH BALANCED BLADES|
    FR3074865A1|2017-12-13|2019-06-14|Valeo Embrayages|TORSION DAMPER WITH PHASE MEANS|
    FR3075295A1|2017-12-15|2019-06-21|Valeo Embrayages|TORSION DAMPER WITH FLEXIBLE BLADES|JP2920667B2|1990-08-31|1999-07-19|アイシン精機株式会社|Torque fluctuation absorber|
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    FR3002605B1|2013-02-22|2015-04-24|Valeo Embrayages|TORSION DAMPER FOR CLUTCH FRICTION DISC|DE102017114514A1|2017-06-29|2019-01-03|Schaeffler Technologies AG & Co. KG|A torsional vibration damper|
    DE102017114454A1|2017-06-29|2019-01-03|Schaeffler Technologies AG & Co. KG|Speed-adaptive torsional vibration isolation device|
    DE102017114612A1|2017-06-30|2019-01-03|Schaeffler Technologies AG & Co. KG|torsional vibration dampers|
    法律状态:
    2016-02-01| PLFP| Fee payment|Year of fee payment: 2 |
    2016-08-05| PLSC| Publication of the preliminary search report|Effective date: 20160805 |
    2017-01-31| PLFP| Fee payment|Year of fee payment: 3 |
    2018-01-31| PLFP| Fee payment|Year of fee payment: 4 |
    2020-01-31| PLFP| Fee payment|Year of fee payment: 6 |
    2021-10-08| ST| Notification of lapse|Effective date: 20210905 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1550672A|FR3032248B1|2015-01-29|2015-01-29|DEVICE FOR DAMPING VIBRATIONS FOR A TRANSMISSION CHAIN OF A MOTOR VEHICLE|FR1550672A| FR3032248B1|2015-01-29|2015-01-29|DEVICE FOR DAMPING VIBRATIONS FOR A TRANSMISSION CHAIN OF A MOTOR VEHICLE|
    KR1020177021200A| KR20170109559A|2015-01-29|2016-01-22|Vibration damping device for automobile transmission chain|
    CN201680008038.0A| CN107208738B|2015-01-29|2016-01-22|The vibration damping device of transmission chain for motor vehicles|
    EP16701331.7A| EP3250841B1|2015-01-29|2016-01-22|Device for dampening vibrations for a drive train of an automotive vehicle|
    JP2017540197A| JP2018504565A|2015-01-29|2016-01-22|Vibration damping device for automobile power transmission chain|
    US15/546,213| US10533627B2|2015-01-29|2016-01-22|Vibration damping device for motor vehicle transmission drivetrain|
    PCT/EP2016/051321| WO2016120162A1|2015-01-29|2016-01-22|Vibration damping device for a motor vehicle transmission chain|
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