DE102014221639A1 - Absorber vibration damper and powertrain - Google Patents

Abstract

A damper vibration damper (100) according to an embodiment for damping a first rotational nonuniformity and a second rotational irregularity of different orders of rotational movement comprises a coupling pin (130) and an absorber mass (120) having a first track (250) and a second track (260) comprises the coupling pin (130). The first and second tracks (250, 260) are configured to guide the absorber mass (120) such that the absorber mass (120) is capable of vibrating to dampen the first and second rotational nonuniformities, the coupling pin (130 ) is configured to roll off a reference position on the first (250) and / or second track (260) in response to a deflection angle, and wherein the first track (250) is configured to damp the first rotational nonuniformity. The second raceway (260) is designed to damp the second rotational irregularity, wherein the first and the second raceway (250, 260) are formed so that the coupling pin (130) in a predetermined first angular range (320) relative to the reference position of the coupling pin (130) rolls only on the first track (250).

Description

Embodiments relate to a Tilgerschwingungsdämpfer and a drive train, as they can be used for example in the context of motor vehicles.

In many areas of mechanical, plant and vehicle engineering, rotary motion is used to transmit mechanical energy. An example here in vehicle and motor vehicle construction is the transmission of rotational movements generated by a drive motor via a drive train to the driven wheels of the motor vehicle. Reciprocating internal combustion engines are frequently used as the drive motor, which, due to their design and their operating principle, generate rotational movements as well Generate rotational irregularities. These rotational irregularities, also referred to as torsional vibrations, can be caused for example in individual cylinders of the reciprocating engine due to the explosive development of force during the power stroke. Typical used in the automotive field reciprocating internal combustion engines are so gasoline engines and diesel engines, which can work depending on the application after the two-stroke principle or even after the four-stroke principle.

It is precisely these rotational irregularities that can have an undesirable effect in terms of ride comfort as well as with regard to mechanical loads. Thus, for example, rotational irregularities can lead to vibrations and other noises that the passengers of a motor vehicle may find disturbing. Likewise, however, vibrations may also be introduced into the drive train or other components of the motor vehicle which, if appropriate, may adversely affect the service life of individual components. For this purpose, different measures are used to dampen corresponding rotational irregularities, which include, for example, Tilgerschwingungsdämpfer.

In addition, due to increasing environmental, but also economic constraints, there is a tendency to reduce the fuel consumption of a motor vehicle. For this purpose, different concepts are used, which includes, for example, a reduction in the speeds (downspeeding), the charging of the engines, for example with the help of turbochargers, but also a reduction in displacement (downsizing).

In order nevertheless to be able to offer vehicles with a larger displacement and a higher number of cylinders, therefore, for example, techniques are used in which individual or even several cylinders of a corresponding reciprocating internal combustion engine are deactivated or switched off during operation. As a result of this technique, which is also referred to as cylinder deactivation, the characteristic of the engine and thus also the rotational irregularities changes depending on the operating state of the reciprocating internal combustion engine.

However, this aggravates the task imposed on a system for reducing the rotational nonuniformity, since considerable changes in rotational nonuniformities can also occur due to the different operating states of the reciprocating internal combustion engine. These can change significantly, for example, with regard to the orders that occur.

Due to the working principle of Tilgerschwingungsdämpfern these may possibly suffer from corresponding changes in the operating condition and thus the change in rotational irregularities in terms of their performance and effectiveness. There is therefore an attempt to improve the performance of a Tilgerschwingungsdämpfers that can be used even with different operating conditions and corresponding rotational irregularities of different orders.

On the other hand, however, even for economic and ecological reasons, the endeavor to achieve this with structurally simple means that affect, for example, the required space, the weight of a corresponding Tilgerschwingungsdämpfers and other relevant parameters as little as possible, if any negative.

There is therefore a need to improve with a structurally simple means as possible a performance of a Tilgerschwingungsdämpfers even under different operating conditions, which may for example be accompanied by rotational irregularities of different orders.

This need is taken into account by a damper vibration damper or a drive train according to one of the independent claims.

A Tilgerschwingungsdämpfer for damping a first rotational nonuniformity and a second rotational irregularity of different orders of a rotary motion, such as can be used for a drive train of a motor vehicle, for example, has a coupling pin and a damping mass. The absorber mass comprises a first raceway and a second raceway for the coupling bolt, wherein the first and the second raceway are formed to guide the absorber mass so that the absorber mass a vibration to attenuate the first and second rotational nonuniformity. The coupling bolt is in this case designed to unwind in dependence on a deflection angle from a reference position on the first and / or the second track, wherein the first track for damping the first rotational nonuniformity is formed, wherein the second track for damping the second rotational nonuniformity formed, and wherein the first and the second track are formed so that the coupling pin rolls in a predetermined first angular range based on the reference position of the coupling pin only on the first track.

The fact that the coupling pin rolls in the first angular range based on the reference position of the coupling pin only on the first track and the first track is just designed to damp the first rotational nonuniformity, it may be possible depending on the angular position of the coupling pin rotational irregularities of different orders and thus possibly to dampen different operating conditions of a rotational irregularities einkoppelnden in the Tilgerschwingungsdämpfer component, and thus to improve the performance of the Tilgerschwingungsdämpfers. Thus, the same coupling bolt can roll both on the first track and / or on the second track of the same absorber mass.

The reference position of the coupling bolt may be, for example, the position of the relevant coupling bolt, which it occupies in a quasi-stationary state during a rotational movement of sufficiently high rotational speed, but the rotational movement is not superimposed on rotational nonuniformities. The reference position can thus be defined, for example, by the fact that the coupling pin in question takes it during the rotational movement, but with vanishing rotational irregularities. Depending on the alignment of the Tilgerschwingungsdämpfers to the gravitational field of the earth, it may be advisable here to provide the rotational movement at a sufficiently high speed, so that the force acting on the absorber mass and the coupling pin effective force is dominated by the centrifugal force acting on these components, so that the overlays of the gravitational field of the earth or other corresponding forces can be neglected.

Optionally, in a Tilgerschwingungsdämpfer according to an embodiment, the second raceway may be formed to be spaced in the first angular range of the coupling pin. In other words, it may be possible in this way that in the first angular range the second raceway can thus have no influence on the dynamics of the absorber mass. Thus, it may be possible, in the first angular range, to actually use the Tilgerschwingungsdämpfer substantially for damping the first rotational nonuniformity and their corresponding order. This may make it possible to improve the performance of the Tilgerschwingungsdämpfers

Additionally or alternatively, in a Tilgerschwingungsdämpfer the first and the second track further be formed so that the coupling pin rolls in a predetermined second angular range with respect to the reference position of the coupling pin only on the second track, wherein the first angular range and the second angular range are overlapping. As a result, it may be possible to use the absorber vibration damper in the second angular range essentially for damping the second rotational irregularity with its corresponding order. The first angle range and the second angle range can in this case essentially adjoin one another. Thus, for example, only a transition angle range can be arranged between the first and the second angle range, which comprises a substantially smaller angular range with respect to the first angle range and the second angle range. The transition angle range may thus comprise, for example, at most a quarter or one eighth of the first or the second angle range, depending on whether the first angular range is the smaller or the second angular range is the smaller one. The angle ranges may include, for example, a plurality of disjoint angle ranges. As a result, it may be possible for the first and the second angle range, apart from one or more transition angle ranges, to comprise essentially the complete swing angle range of the absorber mass or of the corresponding coupling bolt.

Optionally, in such a Tilgerschwingungsdämpfer the first raceway may be formed to be spaced in the second angle range of the coupling pin. As a result, it may thus be possible to reduce an influence on the damping properties of the absorber vibration damper even in the second angular range. Thus, the second angle range can essentially be used for damping the second rotational irregularity of the corresponding order without influencing the first career. Thus, it may be possible to improve the performance of the Tilgerschwingungsdämpfers as a whole.

Additionally or alternatively, in a Tilgerschwingungsdämpfer the first raceway having a first raceway portion and a second raceway portion, wherein the first angular range comprises the first raceway portion of the first raceway and the second angle range of the second raceway portion of the first raceway completely includes. The second raceway may include a first raceway portion and a second raceway portion, the second angle range comprising the second raceway portion of the second raceway, and the first angle range completely encompassing the first raceway portion of the second raceway. A distance of the first raceway section of the first raceway from a rotation axis of the coupling bolt about which the coupling bolt rolls, may be smaller than the distance of the second raceway section of the first raceway from the axis of rotation of the coupling bolt. The distance of the second raceway section of the second raceway from the axis of rotation of the coupling bolt may be smaller than the distance of the first raceway section of the second raceway from the axis of rotation of the coupling bolt. This makes it possible to implement a Tilgerschwingungsdämpfer with structurally simple means.

Additionally or alternatively, in a damper vibration damper, the first raceway and the second raceway may be spaced from each other along an axial direction. This makes it possible to implement the first and second career space-saving and therefore again with structurally simple means in the context of a corresponding Tilgerschwingungsdämpfers.

Additionally or alternatively, in a Tilgerschwingungsdämpfer the coupling pin having a first rotationally symmetric portion having a first radius and a second rotationally symmetric portion having a different radius from the first second radius, wherein the first raceway is formed and arranged to unroll at the first rotationally symmetric portion. The second raceway may be formed and arranged to unroll at the second rotationally symmetric portion. This also makes it possible to implement space-efficient and with the help of structurally simple means a Tilgerschwingungsdämpfer.

For example, a component may have n-fold rotational symmetry, where n is a natural number greater than or equal to 2. An n-fold rotational symmetry is present when the component in question, for example, about a rotational or symmetry axis by (360 ° / n) is rotatable and thereby merges substantially in terms of form in itself, ie with a corresponding rotation substantially to itself in the mathematical sense is mapped. By contrast, in the case of a complete rotation-symmetrical design of a component in any rotation about any angle about the axis of rotation or symmetry, the component essentially transits itself in terms of its shape, so it is essentially mapped onto itself in the mathematical sense. Both an n-fold rotational symmetry as well as a complete rotational symmetry are referred to here as rotational symmetry.

In the present specification, because of the at least partially rotating configuration of the objects, components and systems described herein, a cylindrical coordinate system is typically used whose cylinder axis is typically the axial direction of rotation and hence the axial direction of the subject objects, components and systems coincides and possibly even coincides with these. Within the cylinder coordinate system, each location or each direction or line may be described by an axial component, a radial component, and a circumferential component. Even if, for example, in a Cartesian coordinate system, the radial direction and the circumferential direction can depend on one another, the same radial direction is always assumed independently of the relevant angle along the circumferential direction. Correspondingly, this also applies to the circumferential direction. Thus, even if the unit vectors for the circumferential direction and the radial direction in the Cartesian coordinate system are not constant in a corresponding cylindrical coordinate system, in the context of the present description, the radial direction always means that which follows the corresponding radial unit vector. The same applies accordingly for the circumferential direction.

Additionally or alternatively, in a Tilgerschwingungsdämpfer the absorber mass have a recess at the contour of the first and the second career are formed, wherein the coupling pin always engages along an axial direction in the recess and / or always engages through the recess along the axial direction. This also makes it possible to implement space-efficient and structurally simple means a corresponding design of a Tilgerschwingungsdämpfers with a first and a second career for the coupling pin in the context of the absorber mass.

Additionally or alternatively, in a damper vibration damper, the first and second raceways may be formed so that the order of the first rotational nonuniformity and the order of the second rotational nonuniformity differ by at least a factor of 1.25. Especially in such a situation, the use of a Tilgerschwingungsdämpfers can be fruitful, since Tilgerschwingungsdämpfer who are capable of different rotational irregularities with different orders, which are spaced from each other, highly complex Represent constructions. Especially with the occurrence of very different orders of rotational irregularities in different operating conditions can be used profitably as a Tilgerschwingungsdämpfer, as described here. Optionally, the orders of the first and the second rotational nonuniformity may, for example, also differ from one another by at least a factor 1.5 or at least by a factor of 2.

Additionally or alternatively, in a Tilgerschwingungsdämpfer the absorber mass have a first Teiltilgermasse and a second Teiltilgermasse, wherein the first and the second Teiltilgermasse are firmly connected to each other. The first Teiltilgermasse may in this case include the first career and the second Teiltilgermasse the second career. This makes it possible with technically simple means to implement a Tilgerschwingungsdämpfer the type described.

Optionally, in such a damper vibration damper, the first partial absorber mass and the second partial absorber mass may be arranged adjacent to each other indirectly or directly along an axial direction. This makes it possible to create a space-saving and thus space-efficient implementation of a Tilgerschwingungsdämpfers. Additionally or alternatively, a Tilgerschwingungsdämpfer further comprise a Tilgermassenträger which is adapted to store the coupling pin so as to guide the absorber mass to move. The absorber mass carrier may thus be able to receive the coupling pin and to guide and facilitate the movement of the absorber mass.

Optionally, in such a Tilgerschwingungsdämpfer the Tilgermassenträger have a mating track, which is arranged and designed to allow by rolling the coupling bolt on the mating track a guide the absorber mass. This may possibly make it possible to reduce a load on the first and / or the second career by a part of the desired movement of a center of gravity of the absorber mass is transmitted to the absorber mass carrier and its mating track. This makes it possible to improve the performance of a Tilgerschwingungsdämpfers with structurally simple means.

Additionally or alternatively, in such a Tilgerschwingungsdämpfer the Tilgermassenträger have a first Tilgermassenträgerbauteil and a rigidly connected to the first Tilgermassenträgerbauteil and replaced along the axial direction arranged second Tilgermassenträgerbauteil. The absorber mass can in this case be arranged along the axial direction between the first and the second absorber mass carrier component. This makes it possible to use structurally simple means even with the use of the first and the second career with low tilting moments to allow the operation of Tilgerschwingungsdämpfers and so reduce a burden of Tilgerschwingungsdämpfers and extend the same lifetime if necessary.

Even if previously Tilgerschwingungsdämpfer have always been described only with a first and a second career, with Tilgerschwingungsdämpfern of course, a corresponding third career be implemented over which the coupling pin also rolls and, for example, in a third angular range, the leadership possibly alone takes over, for example a to dampen third rotational nonuniformity with an order deviating from the other rotational nonuniformities. Accordingly, for example, a third Teiltilgermasse be implemented. Of course, this also applies to other careers.

Additionally or alternatively, a Tilgerschwingungsdämpfer having a plurality of coupling pin, each damping mass is guided by at least two coupling pin. In this way, it may be possible to achieve a more stable and, if necessary, more robust guidance of the absorber mass which is less subject to tilting moments. Depending on the specific design, it may additionally or alternatively also be possible to save installation space by using at least two coupling bolts per absorber mass, since these can optionally be arranged differently from a single coupling bolt.

In such a case it may possibly be possible to tilt the first and / or second raceway and optionally the mating track of the absorber mass carrier with respect to a respective line of symmetry of the respective raceway with respect to a radial direction. This may make it possible to reduce loads on the Tilgerschwingungsdämpfers and / or to increase its performance. Additionally or alternatively, it may also be possible to save space compared to other arrangements.

A mechanical coupling of two components comprises both a direct and an indirect coupling, that is, for example, a coupling via another structure, another object or another component. A frictional or frictional connection comes through static friction, a material connection by molecular or atomic interactions and forces and a positive connection by a geometric connection of the respective connection partners. The static friction thus generally requires a normal force component between the two connection partners.

Additionally or alternatively, in the case of a damper vibration damper, the first angular range may be smaller than the second angular range. This may make it possible to design the absorber vibration damper for an operating state in which less severe or intensive rotational irregularities are to be expected than in a second operating state in which the second angular range then becomes active. This may make it possible to improve the performance of the Tilgerschwingungsdämpfers overall by better adaptation to the expected rotational irregularities.

A powertrain includes a damper damper, as described above and described further below, and a reciprocating internal combustion engine, wherein the reciprocating internal combustion engine is couplable and configured with the damper damper to operate in a first operating condition and in a second operating condition other than the first operating condition to become. Here, a number of active cylinders is different in the first and second operating states, wherein in a first operating state, a magnitude of the first rotational nonuniformity is greater than the second rotational nonuniformity and wherein in the second operating state, a magnitude of the second rotational nonuniformity is greater than the first rotational nonuniformity. Especially in such a case, such a Tilgerschwingungsdämpfer, as described above and will be described below, may optionally be used profitably.

Optionally, in such a drive train of the reciprocating internal combustion engine may be formed, so that in the first operating state, the number of active cylinder is greater than in the second operating state. In this way, it may be possible, in the first angular range, which may be arranged, for example, about the reference position of the coupling bolt, to reduce rotational irregularities arising from the operating state of the reciprocating internal combustion engine with the larger number of cylinders. Thus, in the second operating state, in which consequently the number of active cylinders is smaller, the absorber vibration damper may optionally have a greater dynamic range, since typically in an operating state with fewer active cylinders, the rotational irregularities increase in strength or intensity.

Adjacent may be two objects or structures, if there is no further object or structure of the same type between them. Immediately adjacent corresponding objects or structures may be, if they are directly adjacent to each other, so for example, in contact with each other.

An integrally formed component may for example be one that is made exactly from a contiguous piece of material. A component or structure manufactured in one piece, provided or manufactured, or even a component or structure manufactured, prepared or manufactured integrally with at least one further component or structure may for example be one which does not deviate from the one without the destruction or damage of one of the at least two components involved at least one further component can be separated. A one-piece component or a one-piece component thus also constitutes at least one component or one-piece component manufactured or integrally manufactured with another structure of the relevant component or the relevant component.

The motor vehicles include, for example, passenger cars such as trucks, buses, agricultural machines, work machines, rail vehicles and other land vehicles. In addition, the motor vehicles but also water-bound motor vehicles and mixed forms of the aforementioned types of motor vehicles can count, which can operate both on land as well as on or in the water.

Hereinafter, embodiments will be described and explained in more detail with reference to the accompanying drawings.

1 shows a partial elevational view in the form of a plan view of a Tilgerschwingungsdämpfer;

2 shows a first cross-sectional view through the in 1 shown Tilgerschwingungsdämpfer;

3 shows a view of the in the 1 and 2 shown Tilgerschwingungsdämpfer;

4 shows a further cross-sectional view through the in the 1 to 3 shown Tilgerschwingungsdämpfer;

5 shows an exploded view of the in the 1 to 4 shown Tilgerschwingungsdämpfers;

6 shows a plan view of a damping mass of the in the 1 to 5 shown Tilgerschwingungsdämpfers;

7 shows a side view of in 6 shown absorber mass; 8th shows a view of the in the 6 and 7 shown absorber mass from an opposite side;

9 shows a cross-sectional view through the in the 6 to 8th shown absorber mass;

10 illustrates an embodiment of the first and second races of a Tilgerschwingungsdämpfers;

11 illustrated by a further embodiment of a Tilgerschwingungsdämpfers a technical implementation of in 10 sketched principle;

12 shows an enlargement 11 ;

13 shows a schematic cross-sectional view through another Tilgerschwingungsdämpfer;

14 shows a schematic cross-sectional view through another Tilgerschwingungsdämpfer;

15 shows a schematic cross-sectional view through another Tilgerschwingungsdämpfer;

16 shows a schematic cross-sectional view through another Tilgerschwingungsdämpfer;

17 shows a plan view of a Tilgermassenträgerbauteil a Tilgerschwingungsdämpfers;

18 shows a cross-sectional view through the Tilgermassenträgerbauteil 17 ;

19 shows an enlargement 17 ;

20 shows a partial elevational view in the form of a plan view of the Tilgerschwingungsdämpfer with the Tilgermassenträgerbauteil from the 17 to 19 ;

21 shows a cross-sectional view through the Tilgerschwingungsdämpfer 20 ;

22 shows an enlargement of a detail 20 ;

23 shows a further cross-sectional view of the Tilgerschwingungsdämpfers 20 ;

24 shows a plan view of a damping mass of Tilgerschwingungsdämpfers from the 20 to 23 ;

25 shows a cross-sectional view through the absorber mass 24 ;

26 shows an exploded view of the absorber mass from the 24 and 25 ; and

27 shows a schematic representation of a drive train of a motor vehicle.

In the following description of the accompanying drawings, like reference characters designate like or similar components. Further, summary reference numbers are used for components and objects that occur multiple times in one embodiment or in one representation, but are described together in terms of one or more features. Components or objects which are described by the same or by the same reference numerals may be the same, but possibly also different, in terms of individual, several or all features, for example their dimensions, unless otherwise explicitly or implicitly stated in the description.

In many areas of plant, machine and vehicle construction rotational movements are used for the transmission of mechanical energy. This can lead to rotational irregularities, which can be due for example to a result of the generation of the rotational movement, but also to a jerky or otherwise kind of removal of the energy.

Even though the following essentially describes examples from the field of vehicle construction and in particular from the field of motor vehicle construction, absorber vibration dampers are far from being restricted to this technical field.

In the field of motor vehicle construction, the problem of rotational nonuniformity arises not least because rotary piston internal combustion engines are used here to generate the rotational movement, which are implemented as Otto engines or diesel engines according to the two-stroke or four-stroke principle. Due to the principle of operation, in each case during the working cycle there is an essentially impact-like or shock-shaped development of force, which leads to a corresponding superimposition of the rotational movement with rotational irregularities. These may depend, for example, on the number of cylinders of the reciprocating internal combustion engine and the principle used (two-stroke principle / four-stroke principle).

In order to reduce the fuel consumption of corresponding reciprocating internal combustion engines, here are pursued different strategies, which include, for example, a reduction in speeds (downspeeding), a reduction of the displacement or volume (downsizing) and the use of supercharged engines using turbochargers or compressors. A strategy for reducing the effective displacement even with larger-volume engines with a corresponding number of cylinders is to change the number of active cylinders in different operating states. For example, in a first operating state, the number of active cylinders may be greater than in a second operating state. For example, in the first operating state, all cylinders of the reciprocating internal combustion engine may be active, while in the second operating state, for example, only two thirds or only half of the total implemented cylinders are active. The first operating state can for example be referred to as a full engine operation, the second operating state as a half engine operation.

In the case of such engines, in which one or more cylinders can therefore be switched off as a function of the respective operating state, a change in the composition of the rotational nonuniformities can be brought about as a result of the above-described dependence of the rotational irregularities on the number of active cylinders. In engines with such a cylinder deactivation, the design of a Tilgerschwingungsdämpfers, which is also referred to as a speed-adaptive absorber (DAT), may prove to be insufficient on only one of these possibly occurring two orders. Depending on the vote so the absorber vibration damper, for example, in one of the two operating conditions, so for example, the full engine operation or the half-engine operation, possibly even be ineffective. For this deficit out there is the requirement to create a Tilgerschwingungsdämpfer whose performance is achievable in different operating conditions with possibly different rotational irregularities of different orders with structurally simple means possible. It can thus pose the challenge to implement a Tilgerschwingungsdämpfer, which can provide sufficient repayment effect in both orders, ie with and without cylinder deactivation mode.

Tilgerschwingungsdämpfer, as described below, take advantage of this knowledge resulting from simulations and other studies on cylinder deactivation in connection with DAT systems. Thus, corresponding studies have shown that in the design of a Tilgerschwingungsdämpfers with respect to the order to be damped in comparison with active cylinder deactivation and in full engine operation, the intensity or strength of the corresponding rotational irregularities can vary widely. If the Tilgerschwingungsdämpfer example designed alone on the order in the operating state of the cylinder deactivation, the vibrations in full-engine operation can greatly increase, since here the Tilgerschwingungsdämpfer in a sole design on the operating state of the cylinder deactivation often can not develop sufficient repayment performance or repayment effect. On the other hand, as the number of active cylinders decreases, rotational nonuniformities increase in intensity.

A Tilgerschwingungsdämpfer, as will be described below, can be designed so that it is able to dampen the order of rotational nonuniformity, which corresponds to that of a full motor for low swing angles, while for large swing angles, a vote on the order of rotational irregularities in the operating state of Cylinder shutdown can be made. As a result, both damping of rotational irregularities in the first operating state and in the second operating state can be possible with the same absorber vibration damper and in particular with the same absorber mass.

Tilgerschwingungsdämpfer can come together with other torsional vibration dampers, for example in the context of starting elements, so for example in the context of dry-running clutches, wet-running clutches or in the field of hydrodynamic torque converter. These can optionally be equipped with a damper vibration damper. Here, the Tilgerschwingungsdämpfer can be tuned according to the orders caused by the engine in terms of rotational irregularities and thus in a defined frequency band range with the same engine order, ie the same number of working cylinders, work optimally. By using a Tilgerschwingungsdämpfers, as described below, so can be done by a corresponding integration into a corresponding starting element a corresponding adjustment not only to an operating condition of the engine, but to several operating states of the engine.

Even if a Tilgerschwingungsdämpfer can be implemented, for example, in the context of the aforementioned starting elements, this can However, also be provided in other places in a drive train of a motor vehicle. This may for example be integrated in a transmission, a differential or another corresponding component of the drive train. The transmission may include, for example, a multi-step transmission, but also a continuously variable transmission. In the case of a stepped transmission this can work on the basis of planetary gear sets and / or based on spur gear sets.

1 shows a partial elevational view of a Tilgerschwingungsdämpfers 100 who in different representations as well in the 2 . 3 . 4 and 5 is shown. So shows 2 a first cross-sectional view through the in 1 shown absorber vibration damper 100 along a cutting plane that is in 1 centered along the vertical direction the absorber vibration damper 100 cuts. 3 shows one 1 comparable representation in the form of a plan, but not a partial elevation view was chosen here. 4 shows a further cross-sectional view through the Tilgerschwingungsdämpfer 100 along the in 3 also marked cutting plane GG. 5 finally shows an exploded view of the Tilgerschwingungsdämpfers 100 in which the individual components are along an axial direction 110 are shown spaced apart.

The absorber vibration damper 100 has such an absorber mass 120 on, which, as the following description will show, a first and a second career for a coupling pin 130 includes. The first and second career are in this case just designed so that this the absorber mass 120 so that they can perform a vibration to dampen a first and a first rotational nonuniformity, the rotational movement about the axial direction 110 are superimposed and have different orders. The exact design of the first and second career will be related to 6 to 9 at the Tilgerschwingungsdämpfer shown here 100 described in more detail before referring to the 10 to 12 the embodiment thereof will be described in more detail.

More specifically, here the damper vibration damper comprises a plurality of along a circumferential direction 140 arranged absorber masses 120 that in the 1 to 5 are numbered accordingly. So has the Tilgerschwingungsdämpfer shown here 100 a total of five along the circumferential direction 140 equidistantly spaced absorber masses 120-1 , ..., 120-5 on. For other Tilgerschwingungsdämpfern the number of implemented absorber masses 120 be greater or lower. For example, a damper vibration damper can be a single damper mass 120 , but also more than one, for example, two absorber masses 120 , three absorber masses 120 , four absorber masses 120 , six absorber masses 120 or more.

Each of the absorber masses, also referred to as flyweights 120 This is achieved by at least one coupling pin 130 led, whereby here each of the absorber masses 120 of two coupling bolts 130 which is related to a symmetry line 150 the absorber masses 120 are arranged symmetrically to both sides. In principle, more than two coupling pins in the context of each of the absorber masses 120 be implemented. In the Tilgerschwingungsdämpfer shown here are so for each of the five absorber masses 120 two coupling bolts each 130 , so a total of ten coupling bolts in use. These are not provided with individual reference numerals in the figures for the sake of simplicity.

The coupling bolts 130 are hereby able to roll off in dependence on a deflection angle from a reference position on the first and / or the second career. The reference position refers here to the respective coupling pin 130 , under which these are encountered when the rotational movement are just superimposed no rotational irregularities and the rotational movement may have a sufficiently high speed, so that the dominant on the absorber masses 120 and the coupling bolts 130 acting force is the centrifugal force. In such a condition, for example, in the 1 . 3 and 5 are shown, are so related to a Tilgermassenträger 160 the absorber masses 120 and the coupling bolts 130 in a quasi-stationary state. Here, the question as to which speed can be considered sufficient depends on a large number of parameters. The centrifugal force acts along the radial direction, starting from the rotational axis of the rotational movement, in the 1 to 5 with the axial direction 110 coincides, radially outward. Its strength depends not least on a distance or radius of a center of gravity of the respective absorber mass 120 and the respective coupling pin 130 from the axis of rotation and from the speed. As the speed increases so does the centrifugal force or its corresponding acceleration.

In contrast, the acceleration of gravity has a constant direction and strength, which is superimposed on the centrifugal force. For example, if the axis of rotation is perpendicular to the direction of gravity and the speed is comparatively small, gravity may be the dominant component of the resultant force acting on the absorber masses 120 and the coupling bolts 130 acts. Other parameters include, for example, the respective prevailing operating conditions of the Tilgerschwingungsdämpfers, whether this example Impacts or other external accelerations is exposed.

The Tilgermassenträger 160 here has a mating career 170 on, which is just arranged and designed so that the coupling pin 130 at the mating track 170 can roll and so a guide of the respective absorber mass 120 enable. The Tilgermassenträger 160 is so able to over the coupling pin 130 the absorber mass in question 120 movable.

The Tilgermassenträger 160 here has a first Tilgermassenträgerbauteil 180-1 and a second absorber mass support member 180-2 on, which are executed in the here shown Tilgerschwingungsdämpfer as plates. Because of the counter-orbits implemented in them 170 These are therefore also referred to as web plates. By in the 2 and 4 Orientations shown here is the Tilgermassenträgerbauteil 180-1 also as the right track, the Tilgermassenträgerbauteil 180-2 Also referred to as the left track. In 1 Here is the right rail, so the Tilgermassenträgerbauteil 180-1 , shown cut for clarity.

The two absorber mass support components 180 are here along the axial direction 110 staggered and spaced rivets 190 rigidly together, so in particular rotatably connected. The spacer rivets 190 are also referred to as spacers or rivets. Through the use of spacer rivets 190 show the relevant absorber mass support components 180 also along the axial direction 110 a corresponding distance. The absorber masses 120 are in the here shown Tilgerschwingungsdämpfer 100 between the two absorber mass support components 180 arranged.

Both the first and the second absorber mass support component 180-1 . 180-2 here in each case for the coupling bolts 130 correspondingly arranged mating tracks on. The coupling bolts 130 stand here with the mating tracks 170 Both Tilgermassenenträgerbauteile 180 in contact.

The absorber mass support component 180-2 here has a radially inner flange region 200 on which a plurality of holes 210 includes, over which the Tilgermassenträgerbauteil concerned 180-2 and thus the absorber vibration damper 100 to another component, such as another component of a starting element, can be attached. The holes 210 For example, for riveting the Tilgerschwingungsdämpfers 100 be used. However, other connection techniques, for example a screw connection, can also be used. The holes 210 are equidistant in the circumferential direction 140 over the flange area 200 distributed. In addition, further drilling can be done 220 provided, for example, for mounting other components or simply for alignment and thus for easier integration of Tilgerschwingungsdämpfers 100 in another component, so for example, the aforementioned starting element, can serve. These are in the Tilgerschwingungsdämpfer shown here 100 not equidistant or symmetrical along the circumferential direction 140 over the flange area 200 arranged distributed.

As more fully explained below in connection with the 6 to 9 will be explained, the absorber masses 120 Here is a first Teiltilgermasse 230-1 and a second partial absorber mass 230-2 on, which are firmly connected. This is in the Tilgerschwingungsdämpfer shown here on the use of connecting pins 240 realized with the Teiltilgermassen 230 are pressed. The connecting pins 240 are parallel to the axial direction 110 arranged and lie in the Tilgerschwingungsdämpfer shown here on the line of symmetry 150 the absorber masses 120 , The first Teiltilgermasse 230 here is the first career 250 , the second Teiltilgermasse 230 the second career 260 on. These are on a contour of a recess 270 in the absorber mass 120 or their constituents 230 arranged, which are arranged just so that the coupling bolts 130 always along the axial direction 110 into the recess 270 engages or the recess 270 even penetrates along the axial direction.

The first career 250 and the second career 260 are in this case along the axial direction 110 spaced. Due to the configuration of each other via the connecting pins 240 mutilated Teiltilgermassen 230 So are the two Teiltilgermassen 230 also along the axial direction 110 arranged directly adjacent to each other in the present case. The absorber masses 120 So include in the Tilgerschwingungsdämpfer shown here 100 exactly two Teiltilgermassen 230-1 . 230-2 why the absorber masses 120 Also referred to as Fliehgewichtspakete with two flyweights. For other Tilgerschwingungsdämpfern the relevant Teiltilgermassen 230 However, also spaced, so for example indirectly, be adjacent to each other.

The coupling bolts 130 pierce the recess 270 , on whose contour the two raceways 250 . 260 are formed and also stand during operation with the mating tracks 170 the two Tilgermassenenträgerbauteile 180 in contact.

For this purpose, as will be explained below, the coupling bolts 130 a first rotationally symmetric section 280-1 and a second rotationally symmetric section 280-2 on, with the first rotationally symmetric section 280-1 has a first radius, while the second rotationally symmetric portion 280-2 has a second radius different from the first radius. The two rotationally symmetric sections 280 are now in terms of their arrangement and design just on the careers 250 . 260 designed to roll during operation. This is how the first rotationally symmetric section rolls 280-1 at the first career 250 and the second rotationally symmetric section 280-2 at the second career 260 during operation. In the here shown Tilgerschwingungsdämpfer 100 the second radius is smaller than the first radius.

The coupling bolts 130 moreover, have two to the two aforementioned rotationally symmetric sections 280-1 . 280-2 adjacent third rotationally symmetric sections 280-3 on, which are in terms of their radii and arrangement just designed so that these on the mating tracks 170 of the absorber mass carrier 160 or the Tilgermassenenträgerbauteile 180 can roll and so the leadership of the absorber masses 120 can effect. The one or more rotationally symmetric sections 280-3 the coupling pin 130 Here, for example, the same radius as the second rotationally symmetric section 280-2 exhibit. A third radius of the third rotationally symmetric sections 280-3 can therefore also be the second radius. This may make it possible, if possible, a production and / or assembly of a Tilgerschwingungsdämpfers 100 to simplify. Of course, however, other third radii in other Tilgerschwingungsdämpfern 100 be used.

The 1 to 5 show such an assembly of a Tilgerschwingungsdämpfers, the two referred to as sheet metal Tilgermassenträgerbauteile 180 having, by means of several rivets in the form of Distanzniete 190 connected to each other. In the kidney-shaped recesses of the Tilgermassenträgerbauteile 180 are referred to as rollers coupling pin 130 for the support of the absorber masses 120 admitted. An absorber mass comprises in the Tilgerschwingungsdämpfer shown here 100 a plurality, for example two or three interconnected Teiltilgermassen 230 , which are also referred to as Fliehgewichtsbleche due to their design as plates. As will be described below, have the also kidney-shaped configured recesses in the Teiltilgermassen 230 a parcel or an absorber mass 120 at least partially different kidney-shaped recesses, which are used for the representation of different webs. Accordingly, the coupling bolts have 130 in the absorber masses 120 over one or more stages containing the rotationally symmetric sections 280 form. The rotationally symmetric sections 280 have correspondingly at least partially different diameters along the axes of the coupling pin 130 on. A more detailed description of the absorber masses 120 will be related to the 6 to 9 explained.

In the 3 and 4 So is the assembly of the Tilgerschwingungsdämpfers again 100 shown. As well as from the sectional view of 4 shows, here are the coupling pin 130 in the absorber vibration damper 100 two-tiered. This means that the coupling bolts 130 with their smaller diameter or radius at the same time on Tilgermassenträgerbauteil 180 and in one of the parts exterminators 230 can roll. With the larger diameter of the coupling pin 130 in the other absorber mass support component 230 unroll and thus dampen a different order in terms of rotational irregularities. This is related to 10 explained in more detail.

The 6 . 7 . 8th and 9 each show an absorber mass 120 as a supervisor in the 6 and 8th as well as in a side view in 7 and as a sectional view in 9 , The position of the cutting plane GG of the cutting plane 9 is here 8th together with the corresponding line of sight.

As already related to the 1 to 5 has been explained, the absorber masses 120 each with the Tilgerschwingungsdämpfer shown here 100 a first Teiltilgermasse 230-1 and a second partial absorber mass 230-2 on top of that in the 6 to 9 not shown connecting pins 240 connected to each other. In the 6 to 9 but are the associated holes 290 illustrated about the compression with the connecting pins 240 for mounting the absorber mass 120 from the Teiltilgermassen 230 , The absorber masses 120 each have two holes 290 and accordingly also two connecting pins 240 on that on the line of symmetry 150 the absorber mass 120 are arranged. For other absorber masses 120 can the holes 290 differ in terms of their positioning as well as in terms of their number of the examples shown here. In addition, it is far from necessary that the absorber masses 120 are symmetrical at all. More precisely, it is the symmetry of the absorber mass 120 here around a mirror symmetry, so the symmetry line 150 in reality corresponds to a correspondingly extending mirror plane.

As below in connection with the 10 to 12 are explained, are the first career 250 and the second career 260 designed to serve for damping a first rotational nonuniformity and a second rotational irregularity, which are different in their orders. The design of the raceways 250 . 260 is now such that in a predetermined first angular range with respect to a reference position of the coupling bolt of these only on the first career 250 rolls. From the second career 260 he is spaced in this angular range. Accordingly, the absorber mass shown here 120 designed so that the two raceways 250 . 260 based on a second angular range and in turn on the aforementioned reference position of the coupling pin 130 are just designed so that in the second angular range of the coupling pin 130 only at the second career 260 rolls. In the second angular range, the coupling pin is in this case again of the first raceway 250 spaced. Between the two angular ranges, a transition region can be arranged in which the coupling bolts 130 with both careers 250 . 260 can be in contact.

In this case, the first and the second angle range can be free of overlapping, as will be explained below with reference to the already mentioned 10 to 12 is explained.

With regard to the construction, this is the absorber mass shown here 120 achieved by having the first career 250 a first career section 300-1 and a second raceway section 310-1 having. The aforementioned first angular range in which the coupling pin 130 only at the first career 250 unrolls, corresponds here to the first career section 300-1 ,

Accordingly, the second career also points 260 a first career section 300-2 and a second raceway section 310-2 on, wherein the aforementioned second angular range in which the coupling pin 130 only over the second career 260 the absorber mass 120 leads, just the second career section 310-2 the second career 260 , The raceways 250 . 260 are with respect to the other raceway sections, ie with respect to the second raceway section 310-1 the first career 250 and regarding the first raceway section 310-2 the second career 260 just designed so that these from the coupling pin 130 are spaced. In other words, in the latter raceway sections, the distances of a rotation axis of the coupling bolt 130 larger from the corresponding raceways than in the respective raceway section, over which only the guide takes place. The distance of the first raceway section 300-1 the first career 250 from the axis of rotation of the coupling bolt 130 to the coupling pin 130 rolls, is so smaller than the distance of the second raceway section 310-1 the first track of the respective axis of rotation. Likewise, the distance of the second raceway section 310-2 the second career 260 from the axis of rotation of the coupling bolt 130 smaller than the distance of the first raceway section 300-2 the second raceway of the axis of rotation of the coupling bolt 130 ,

To achieve this, show the first and the second career 250 . 260 each in a transition section between the first and second raceway sections 300 . 310 in each case a corresponding deviation from a Grundnierenform, by which the distance of the axis of rotation of the coupling pin 130 is influenced accordingly. Thus, the first career section 300-2 the second career 260 opposite the kidney form one in 6 and 8th indicated by a dotted line additional bulge, during the first career section 300-1 the first career 250 in this area just the normal kidney shape, that in the second career section 310-1 larger than the corresponding kidney shape. In the 6 and 8th This is also due to a corresponding continuation of the enlarged and thus not actually active kidney form of the first career 250 shown.

Of course, the absorber masses 120 as they are in the 6 to 9 are also replaced by a massive Tilgermassenkonstruktion. The required geometry of the raceways 250 . 260 can be implemented in such a case, for example, by milling or other material-removing technique. The absorber masses 120 can be produced not only on the basis of sheet metal, but also, for example, on the basis of a solid material.

Occur in a Tilgerschwingungsdämpfer rotational irregularities, so they represent relative to the actual rotational motion vibration components that the absorber masses 120 related to the Tilgermassenträger 160 to stimulate vibrations. These vibrations are described not least by the pendulum equation. Depending on the accuracy of the Tilgerschwingungsdämpfer 100 For example, the underlying model can be used to model the corresponding absorber mass, taking into account its manufacturing tolerances and the forces actually acting on them. The movement of the absorber mass 120 This is due to their storage or guidance by the Tilgermassenträger 160 , so in particular by the design of the mating track 170 as well as the raceways 250 . 260 certainly. Likewise, the design of the coupling bolt 130 Influence on the trajectory of the respective absorber mass 120 ,

In a simplified model, in which a substantially constant "pendulum length" is based, which can be derived from the aforementioned motion-relevant components, so is the natural frequency of the absorber mass 120 in terms of excitable vibrations substantially proportional to a root from the absorber mass 120 acting acceleration. Depending on the speed in this case, the corresponding acceleration of the centrifugal force can be dominated, with other influences can affect the acceleration in terms of their amount and their direction. For example, due to these influences, it may happen that the acceleration is no longer directed radially outward, as would be the case in the case of a pure centrifugal force-based acceleration, and that this also has a size deviating from the centrifugal force. As a result, a deviation of the vibration behavior of the absorber mass 120 , So for example, a change in the natural frequency of the absorber mass 120 result.

The influences include, for example, the acceleration due to gravity, which is precisely at a corresponding installation position of the Tilgerschwingungsdämpfers with an arranged perpendicular to their line of action axial direction 110 and sufficiently low speeds of rotation to massive deviations from the actual vibration behavior of the absorber mass 120 can lead. But other accelerations or shock loads can lead to a different dynamic behavior of the absorber mass 120 to lead.

In a very simplified model, this is the natural frequency of the absorber mass 120 of the absorber vibration damper 100 proportional to the square root of the effective acceleration applied to the absorber mass 120 acts. If this is dominated by the centrifugal force, then this is essentially square with the speed of rotation, so that the natural frequency of the absorber mass 120 is proportional to the speed of rotation. So is the absorber vibration damper with its Tilgermassenenträger 160 indirectly or directly coupled to a crankshaft of a Hubkolbenverbrennungsmotors, so that the speed of rotation of the Tilgerschwingungsdämpfers 100 coincides with the speed of the crankshaft, or optionally has a corresponding fixed coefficient taking into account a lower or translation, so is the natural frequency of the absorber mass 120 proportional to the speed of the crankshaft.

As previously explained, the rotational nonuniformities can occur at frequencies which are also proportional to the rotational speed of the crankshaft of the reciprocating internal combustion engine, that is to say in proportion to the rotational speed of the rotational movement. Therefore, the rotational irregularities in terms of their frequency may have a fixed ratio to the rotational speed of the rotary engine and the crankshaft of the reciprocating internal combustion engine. The ratio of the frequency of the corresponding rotational irregularity with respect to the rotational speed of the crankshaft or the rotational movement is referred to herein as the order of the corresponding rotational irregularity. Depending on the system, this can be an integer, a rational number or even an irrational number. In many implementations, particularly those in which the Tilgerschwingungsdämpfer has the same frequency as the crankshaft of the Hubkolbenverbrennungsmotors occur dominantly often integer orders or comparatively simple rational orders, such as 1.5 in a 3-cylinder four-stroke engine). Other typical orders are 1.25 and 2.

For the design of a damper vibration damper 100 For a certain order, several parameters are available. The focus of an absorber mass 120 can thus result from their geometry. Depending on the position of the center of gravity so a certain track shape for the movement of the absorber center is required to achieve a damping of rotational nonuniformity of a desired order. The orbit diameter can thus be at a circular path over the diameter of the coupling pin 130 and the diameters of the two kidneys, that is the kidney in the absorber mass 120 (first or second career 250 . 260 ) and the corresponding kidney in the Tilgermassenträger, so the mating track 170 influence. So it is possible the mating track 170 in the absorber mass carrier 160 For example, with a fixed diameter by adjusting the diameter or the radius of the coupling pin 130 and the diameter of the raceways 250 . 260 in the absorber mass 120 to use for different orders. 10 thus illustrates the function of a Tilgerschwingungsdämpfers 100 for a cylinder deactivation.

So shows 10 a schematic representation of the first career 250 , the second career 260 as well as the mating track 170 , In contrast to the previously described example of a Tilgerschwingungsdämpfers 100 Here is the coupling pin 130 However, several stages designed. So this also has three rotationally symmetric sections 280-1 . 280-2 . 280-3 on that with the first career 250 , the second career 260 and the mating track 170 accordingly in contact and roll on this. In contrast to the example described above, however, here the third rotationally symmetric section 280-3 one of the two aforementioned rotationally symmetric sections 280-1 . 280-2 deviating radius.

Thus, in interaction with the radius r3 of the third rotationally symmetric section 280-3 who is at the mating track 170 of the absorber mass carrier 160 rolls over the first track 250 and the first rotationally symmetric section 280-1 With its radius r1, for example, a damping of a rotational irregularity of the fourth order can be realized. Accordingly, over the second career 260 and the corresponding second rotationally symmetric section 280-2 with its radius r2 in interaction with the mating track 170 and the third rotationally symmetric section 280-3 of the coupling bolt 130 For example, a rotational nonuniformity of the second order can be damped.

This is in the first angular range 320 to a reference position 330 around the leadership of the absorber mass 120 only through the first career 250 accepted. In a second angular range 340 which is disjoint in the embodiment shown here, whose partial angle ranges, for example, by the first angular range 320 separated, however, is the leadership of the absorber mass 120 through the second career 260 accepted. The first angle range 320 and the second angle range 340 are here overlap-free, wherein the transition angle range between the first angle range 320 and the parts of the second angle range 340 in 10 not shown to simplify the illustration.

As 10 now shows, runs so the coupling pin 130 with its small diameter or radius r3 in the mating tracks 170 the two Tilgermassenenträgerbauteile 180 of the absorber mass carrier 160 from. The Teiltilgermassen 230 are interconnected, for example pinned, screwed, welded, riveted or otherwise fastened together, and have different, for example, kidney-shaped or quasi-kidney shaped first and second raceways 250 . 260 , These are aligned with each other exactly, so depending on the operating condition or depending on the angular position of the coupling pin 130 this at the first or the second career 250 . 260 rolls. A combination of the diameter of the second raceway 260 the second Teiltilgermasse 230-2 with the corresponding diameter of the coupling bolt of the second rotationally symmetric section 280-2 and the radius r2 may thus provide, for example, a path for damping the second order rotational nonuniformity. Accordingly, the combination of the diameter of the first career 250 the first Teiltilgermasse 230-1 with the other diameter of the coupling bolt 130 , ie the radius r1 of the first rotationally symmetric section 280-1 For example, give a path for the attenuation of a rotational irregularity of the fourth order. Because both careers 250 . 260 can not be used at the same time, the raceways 250 . 260 the Teiltilgermassen 230 only partially used for different orders. Thus, the level of the coupling pin is 130 with its radius r1, that is the corresponding axial section of the coupling bolt 130 with the radius r1, only in a small angle range 2 α (first angle range 320 ) in the first career. In the same angular range, the stage has r2 of the coupling pin 130 no contact with the second career 260 the second Teiltilgermasse 230-2 , After exceeding the said angle, ie the passage of the first angle range 320 in the second angular range 340 then enters the stage r2 of the coupling pin 130 in contact with the second career 260 and the contact between the step and the radius r1 of the coupling bolt 130 and the first career 250 is determined by the corresponding geometry of the first career 250 canceled. This can be at the Tilgerschwingungsdämpfer 100 For example, for small angles of oscillation, a rotational irregularity of the fourth order and for large angles of oscillation, for example, a rotational irregularity of the second order are damped.

It may be interesting in such a design of the components that the stage of the coupling bolt 130 with the largest diameter at small angles of oscillation in the absorber mass 120 rests in order to keep the surface pressure in this area as low as possible. At very low oscillation angle, so can the centrifugal force, which on the absorber mass 120 acts to match a normal force with which the absorber mass 120 on the coupling pin 130 is pressed. By increasing the contact surface between the two contact partners, a reduction of the surface pressure can thus be implemented to a considerable extent, if appropriate.

While 10 as an illustration of the functional scheme of a Tilgerschwingungsdämpfers with a triple stepped coupling pin 130 illustrated, the show 11 and 12 a view of a corresponding implementation of a Tilgerschwingungsdämpfers 100 as in 12 an enlargement of a corresponding area. 11 is similar to this example 3 However, it differs in terms of the design of the coupling pin 130 and possibly also the absorber masses 120 , 12 This shows an enlargement of the area A from 11 in which again the in 10 already shown tracks are shown. Likewise is in 12 increases the coupling pin 130 given again. Again, this is shown again in the reference position. The 11 and 12 show a technical implementation of the concept 10 ,

In the 13 . 14 . 15 and 16 are schematically several variants of an assembly group of a Tilgerschwingungsdämpfers 100 shown for use in connection with a reciprocating internal combustion engine with cylinder deactivation. In 13 is such an embodiment of the Tilgerschwingungsdämpfers 100 shown as previously related to the 1 to 5 has been described. So here is a two-fold coupling pin 130 shown only in terms of the exact geometric configuration of the in connection with the 1 to 5 described coupling pin 130 different. So has the Tilgerschwingungsdämpfer 100 out 13 in contrast to the previously described Tilgerschwingungsdämpfern a triple-packaged Tilgermasse 120 on, when as the absorber mass 120 three Teiltilgermassen 230 includes. So includes the absorber mass 120 more precisely, a centrally located first Teiltilgermasse 230-1 , which is the first career 250 provides and with the first rotationally symmetric section 280-1 of the coupling bolt 130 can contact, and two along the axial direction respectively on both sides of the Teiltilgermasse 230-1 arranged second Teiltilgermassen 230-2 on, each a second career 260 provide with the corresponding second rotationally symmetric sections 280-2 of the coupling bolt 130 can get in touch. So in the example shown here is the coupling pin 130 based on the first rotationally symmetric section 280-1 constructed mirror-symmetrically.

14 shows one 13 very similar representation, in which, however, a triple stepped coupling pin 130 is used. Again, here are three Teiltilgermassen 230 in use, which are arranged analogously to the variant described above. The variants in the 13 and 14 Thus, for example, differ in terms of the radius of the second rotationally symmetric sections or the second 280-2 from the example shown previously. These no longer agree with the radii of the third rotationally symmetric sections 280-3 match.

Of course, the sequence of Tilgermassenträgerbauteile 180 and the corresponding Teiltilgermassen 230 be exchanged, as for example in 15 is shown schematically. Here are the Teiltilgermassen 230 and the corresponding absorber mass support components 180 reversed in terms of their axial position. Here are the Tilgermassenenträgerbauteile 180 between the Teiltilgermassen 230 , This arrangement is made possible for example by the fact that the individual Teiltilgermassen 230 connected to each other. Thus, an axial fuse via this mechanical connection. 15 shows an example in which the Teiltilgermassen 230 are not immediately adjacent to each other or immediately adjacent.

16 Finally, shows a further embodiment of a Tilgerschwingungsdämpfers 100 in which the steps of the coupling bolt 130 not in descending or ascending order starting from a center of the coupling bolt 130 are arranged. This arrangement of the stages may be in a design of Tilgerschwingungsdämpfers 100 make sense. By interchanging the absorber mass support components 180 and the Teiltilgermassen 230 as this is the comparison of 13 and 14 has already been shown, so possibly such a geometry can be circumvented.

The 13 to 16 show so further possible geometries of the coupling bolt 130 and the arrangement of the corresponding Teiltilgermassen 230 on the coupling pin 130 ,

17 shows a plan view of a Tilgermassenträgerbauteil 180-1 So, on a railway track, as it is part of the absorber mass carrier 160 can be used. As in 17 by alignment lines 350-1 , ..., 350-5 is indicated, is the corresponding Tilgermassenträgerbauteil 180-1 for a damper vibration damper 100 with five absorber masses 120 (not shown in 17 ) certainly. Accordingly, the Tilgermassenträgerbauteil 180-1 ten recesses on whose contour the mating tracks 170 for the corresponding coupling bolts 130 are formed. The corresponding mating tracks 170 in this case have a folding symmetry with respect to a symmetry line 360 on, with the symmetry lines 360 leading to a later pair of coupling bolts 130 for an absorber mass 120 essentially parallel to the rest position of the corresponding absorber mass 120 lie like these by the alignment lines 350 are indicated. The symmetry line 360 the corresponding recesses of the mating tracks 170 are slightly inclined relative to the radial direction.

Around the absorber mass support component 180-1 with an absorber mass support component 180-2 (not shown in 17 ), for example, by the use of multiple spacer rivets 190 to connect, has the Tilgermassenträgerbauteil 180 on a circle 370 a plurality of holes 380 on, about the riveting in the context of the assembly of Tilgerschwingungsdämpfers 100 can be done. Here the number of holes corresponds 380 and thus the later spacer rivets 190 the number of absorber masses 120 or the corresponding alignment lines 350 , Of course, other numbers can be implemented hereof.

18 shows a cross-sectional view of the absorber mass carrier component 180-1 along the in 17 shown section plane AA.

19 shows a corresponding enlargement of the area X. 17 that the recess for one of the mating tracks 170 shows. In 19 First, a radius RA is drawn, which is the radius of the mating track 170 equivalent. In addition, a radius RB is further drawn, for example, a maximum diameter of the respective rotationally symmetric portion 280-3 a coupling bolt 130 can match, who is still in mating 170 can roll. The radius RA is greater than the radius RB. Depending on the specific embodiment, for example, the radius RB can thus be in the range of a few millimeters, that is to say, for example, in the range between 2 mm and 15 mm. Accordingly, the radius RA can move in the range, for example, between 5 mm and 25 mm. A ratio of the two may for example be in the range between 1.2 and 2.2, for example in the range between 1.5 and 1.8.

20 shows in the form of a partial elevation view a plan view of a Tilgerschwingungsdämpfer 100 like this already in 1 was shown. 21 shows a corresponding sectional view along in 20 also drawn sectional plane AA of the absorber vibration damper. 22 shows an enlargement of the in 20 designated area X, while 23 a sectional view through a damping mass 120 with a coupling pin 130 along the cutting plane HH 20 shows.

The absorber vibration damper 100 from the 20 to 23 is similar to the one in the 1 to 5 shown absorber vibration damper 100 quite far, even if constructive designs differ here. For example, the connection pins 260 for the connection of the parts of the parts 230 to the absorber mass 120 to form, no longer along a line of symmetry 150 the absorber masses 120 but rather along the circumferential direction 140 further spaced points. In addition, the absorber masses show 120 now three Teiltilgermassen 230 on, where, such as the sectional view of 21 shows, a first Teiltilgermasse 230-1 between two second Teiltilgermassen 230-2 are arranged. The first Teiltilgermasse 230-1 represents here for the coupling pin 130 the first career 250 ready while the two Teiltilgermassen 230-2 , which directly to the first Teiltilgermasse 230-1 on both sides along the axial direction 110 adjoin, the second career 260 provide. The mating track 170 in turn will pass through the absorber mass carrier 160 or his two Tilgermassenenträgerbauteile 180-1 . 180-2 provided.

Also differ the Tilgermassenträgerbauteile 180 in terms of their external geometric shape, from those of the absorber vibration damper 100 from the 1 to 5 , For example, the absorber masses tower over 120 this at the in the 20 to 23 shown absorber vibration damper 100 clear.

Also, it is the coupling pin 130 also about a three-stage coupling pin, wherein the first rotationally symmetric section 280-1 who is in the first career 250 is in contact and rolls on this, the largest radius or diameter. This is along the axial direction 110 in the middle of the coupling bolt 130 arranged. On both sides of this rotationally symmetric section 280-1 is in each case a second rotationally symmetric section 280-2 arranged, which has a smaller radius or diameter, which is just selected and formed that this at the second raceways 260 the second Teiltilgermassen 230-2 can roll. The third stages are through the third rotationally symmetric sections 280-3 of the coupling bolt 130 formed, which adhere to the second rotationally symmetric sections 280-2 on both sides along the axial direction 110 connect and that are just designed so that this with the mating tracks 170 the absorber mass support components 180 be in contact and can roll on this.

In the 22 and 23 is here due to the enlarged view in 22 and the sectional view in 23 the design of the raceways 250 . 260 . 170 and the coupling bolt 130 shown in detail. The first and second careers 250 . 260 are similarly shaped, as already related to 10 was explained. Incidentally, the same also applies to the mating career 170 ,

The 24 . 25 and 26 show an absorber mass 120 together with two coupling bolts 130 , due to the design of the second career 260 in relation to the first career 250 and the associated rotationally symmetric sections 280-1 . 280-2 is secured against falling out along the axial direction. The Teiltilgermassen 230-2 secure here in connection with the largest diameter or radius of the first rotationally symmetric section 280-1 and the step to the second rotationally symmetric sections 280-2 the coupling pin 130 against falling out of the absorber mass 120 , As a result, it may be possible, the assembly and thus the production of Tilgerschwingungsdämpfers 100 continue to reduce.

So shows 24 a view of the absorber mass 120 , while 25 a Cross-sectional representation along the cross-sectional plane JJ reproduces that in 24 is marked accordingly. 26 finally shows an exploded view of the in the 24 and 25 shown arrangement of the absorber mass 120 with the two coupling bolts 130 wherein the individual components of this arrangement are pulled apart along the axial direction. The absorber mass 120 includes here in addition to the Teiltilgermassen 230 as well as the two to the connection of the Teiltilgermassen 230 used connecting pins 240 ,

27 finally shows a schematic representation of a drive train 400 , as it can be used for example for a motor vehicle. The powertrain 400 includes a reciprocating internal combustion engine 410 who in 27 when 8th - Cylinder engine with eight schematically indicated cylinders 420-1 , ..., 420-8 is shown. A powertrain 400 however, is by no means limited to an 8-cylinder engine. Rather, it can be any number of cylinders 420 in the context of a corresponding reciprocating internal combustion engine 410 be used. About a crankshaft 430 is at the powertrain 400 a starting element 440 connected, which is adapted to a torque flow between the reciprocating internal combustion engine 410 and a start-up element 440 via a transmission input shaft 450 downstream transmission 460 to interrupt. The starting element 440 For example, it may include a wet-running clutch, a dry-running clutch, or a hydrodynamic torque converter. For example, it may be a hydrodynamic torque converter with a wet-running lock-up coupling, in the context of which, for example, a Tilgerschwingungsdämpfer 100 is implemented. The absorber vibration damper 100 However, also in other places than in the context of such a starting element or other starting element in the drive train 400 to get integrated. This can, for example, as part of the transmission 460 be provided, which in turn may be, for example, a stepped transmission, a continuously variable transmission or a combination of both. The powertrain 460 may also be a transmission output shaft 470 include, for example, a in 27 not shown differential and also in 27 not shown drive wheels with the transmission 460 output can be coupled.

The reciprocating internal combustion engine, with the absorber vibration damper 100 can be coupled or coupled, in this case, for example, be designed so that it can be operated in a first and in a second operating state, wherein the second operating state is different from the first operating state. For example, a number of active cylinders may be different in the first and second operating states, wherein in the first operating state, a magnitude of the first rotational nonuniformity is greater than the second rotational nonuniformity. Accordingly, in the second operating state, a magnitude of the second rotational nonuniformity may be greater than the first rotational nonuniformity. The reciprocating internal combustion engine 410 In addition, for example, it may be configured in such a way that in the first operating state the number of active cylinders is greater than in the second operating state. The first operating state may thus be, for example, also referred to as the full engine operating state, in which all the cylinders 420 are active. In contrast, the second operating state may be a state with active cylinder deactivation, in which one or more cylinders 420 are switched inactive. Depending on the configuration of the engine, this can be any fraction of the cylinder 420 be switched off. For example, the number of cylinders can be reduced to half, which is why this operating state is also referred to as a half-motor control.

A damper vibration damper 100 as described herein may be such as to be operable in conjunction with an engine having cylinder deactivation. This is based on the Tilgerschwingungsdämpfer 100 on a partial use of the tracks for the absorber masses 120 , Depending on the specific implementation of such a Tilgerschwingungsdämpfers this may optionally not be immediately recognized from the outside. So it may be necessary or at least advisable, the relevant, the Tilgerschwingungsdämpfer 100 open comprehensive component and, if necessary, further disassemble. Is it, for example, the starting element 440 The damper vibration damper 100 may include opening and optionally disassembling the starting element 440 be advisable.

The absorber vibration damper 100 can thus be implemented as Mehrordnungstilger with common coupling pin and angle-dependent path change in the absorber mass. It can thus be a centrifugal pendulum according to the Sarazin principle, in which a coupling pin 130 in a train 170 of the Tilgerträgers 160 rolls, while this deflection angle depends in a first path 250 and a second track 260 in a common absorber mass 120 rolls. The first and the second track 250 . 260 the one absorber mass 120 are designed for different orders of rotational irregularities to be damped.

The features disclosed in the foregoing description, the appended claims and the appended figures may be taken to be and effect both individually and in any combination for the realization of an embodiment in its various forms.

LIST OF REFERENCE NUMBERS

100

Tilgerschwingungsdämpfer

110

axial direction

120

absorber mass

130

coupling bolts

140

circumferentially

150

line of symmetry

160

Tilgermassenträger

170

Mating track

180

Tilgermassenträgerbauteil

190

Distanzniet

200

flange

210

drilling

220

further drilling

230

Teiltilgermasse

240

connecting pin

250

first career

260

second career

270

recess

280

rotationally symmetric section

290

drilling

300

first career section

310

second career section

320

first angular range

330

reference position

340

second angular range

350

snapline

360

line of symmetry

370

pitch circle

380

drilling

400

powertrain

410

reciprocating engine

420

cylinder

430

crankshaft

440

starting element

450

Transmission input shaft

460

transmission

470

Transmission output shaft

Claims (15)

Tailstock vibration damper ( 100 ), for example for a drive train ( 400 ) of a motor vehicle, for damping a first rotational irregularity and a second rotational irregularity of different orders of a rotary movement, comprising: a coupling pin ( 130 ); and an absorber mass ( 120 ), which is a first career ( 250 ) and a second career ( 260 ) for the coupling pin ( 130 ), wherein the first and the second career ( 250 . 260 ) are formed to the absorber mass ( 120 ) so that the absorber mass ( 120 ) is able to perform a vibration to dampen the first and the second rotational nonuniformity, wherein the coupling bolt ( 130 ) is adapted to move in response to a deflection angle from a reference position at the first ( 250 ) and / or the second career ( 260 ) to roll off; whereby the first career ( 250 ) is formed for damping the first rotational nonuniformity; the second career ( 260 ) is formed for damping the second rotational nonuniformity; and wherein the first and the second career ( 250 . 260 ) are formed so that the coupling pin ( 130 ) in a predetermined first angular range ( 320 ) based on the reference position of the coupling bolt ( 130 ) only at the first career ( 250 ) rolls off. Tailstock vibration damper ( 100 ) according to claim 1, wherein the second career ( 260 ) is formed in the first angular range ( 320 ) of the coupling pin ( 130 ) to be spaced. Tailstock vibration damper ( 100 ) according to one of the preceding claims, in which the first ( 250 ) and the second career ( 260 ) are further designed so that the coupling pin ( 130 ) in a predetermined second angular range ( 340 ) based on the reference position of the coupling bolt ( 130 ) only on the second career ( 260 ), wherein the first angular range ( 320 ) and the second angular range ( 340 ) are overlapping free. Tailstock vibration damper ( 100 ) according to claim 3, wherein the first career ( 320 ) is formed in the second angular range ( 340 ) of the coupling pin ( 130 ) to be spaced. Tailstock vibration damper ( 100 ) according to one of claims 3 or 4, in which the first career ( 250 ) a first career section ( 300-1 ) and a second career section ( 310-1 ), wherein the first angular range ( 320 ) the first career segment ( 300-1 ) of the first career ( 250 ) and the second angular range ( 340 ) the second career segment ( 310-1 ) of the first career ( 250 ), the second career ( 260 ) a first career section ( 300-2 ) and a second career section ( 310-2 ), wherein the second angular range ( 340 ) the second career segment ( 310-2 ) of the second career ( 260 ) and the first angular range ( 320 ) the first career segment ( 300-2 ) of the second career ( 260 ), wherein a distance of the first raceway section ( 300-1 ) of the first career ( 250 ) from an axis of rotation of the coupling bolt ( 130 ) to the coupling pin ( 130 ) rolls, smaller than the distance of the second track section ( 310-1 ) of the first career ( 250 ) from the axis of rotation of the coupling bolt ( 130 ), and wherein the distance of the second raceway section ( 310-2 ) of the second career ( 260 ) from the axis of rotation of the coupling bolt ( 130 ) smaller than the distance of the first track section ( 300-2 ) of the second career ( 250 ) from the axis of rotation of the coupling bolt ( 130 ). Tailstock vibration damper ( 100 ) according to one of the preceding claims, in which the first career ( 250 ) and the second career ( 260 ) from each other along an axial direction ( 110 ) are arranged at a distance. Tailstock vibration damper ( 100 ) according to one of the preceding claims, in which the coupling bolt ( 130 ) a first rotationally symmetric section ( 280-1 ) having a first radius and a second rotationally symmetric section ( 280-2 ) has a second radius different from the first radius, wherein the first track ( 250 ) is arranged and arranged to (at the first rotationally symmetrical portion ( 280-1 ) and the second career ( 260 ) is arranged and arranged to be connected to the second rotationally symmetrical section ( 280-2 ) unroll. Tailstock vibration damper ( 100 ) according to one of the preceding claims, in which the absorber mass ( 120 ) a recess ( 270 ), at the contour of the first and the second career ( 250 . 260 ) are formed, wherein the coupling pin ( 130 ) always along an axial direction ( 110 ) in the recess ( 270 ) engages and / or always the recess ( 270 ) along the axial direction ( 110 ). Tailstock vibration damper ( 100 ) according to one of the preceding claims, in which the first and the second career ( 250 . 260 ), such that the order of the first rotational nonuniformity and the order of the second rotational nonuniformity differ by at least a factor of 1.25. Tailstock vibration damper ( 100 ) according to one of the preceding claims, in which the absorber mass ( 120 ) a first Teiltilgermasse ( 230-1 ) and a second Teiltilgermasse ( 230-2 ), wherein the first and second Teiltilgermasse ( 230 ) are firmly connected to each other, wherein the first Teiltilgermasse ( 230-1 ) the first career ( 250 ), and wherein the second Teiltilgermasse ( 230-2 ) the second career ( 260 ). Tailstock vibration damper ( 100 ) according to any one of the preceding claims, further comprising an absorber mass carrier ( 160 ), which is adapted to support the coupling pin, to guide the absorber mass to move. Tailstock vibration damper ( 100 ) according to claim 11, wherein the absorber mass carrier ( 160 ) a mating track ( 170 ), which is arranged and formed in such a way by a rolling of the coupling bolt ( 130 ) at the mating track ( 170 ) a tour of the absorber mass ( 120 ). Tailstock vibration damper ( 100 ) according to one of the preceding claims, comprising a plurality of coupling bolts ( 130 ), and wherein each absorber mass ( 120 ) of at least two coupling bolts ( 130 ) to be led. Powertrain ( 400 ) comprising: a damper vibration damper ( 100 ) according to any one of the preceding claims; and a reciprocating internal combustion engine ( 410 ), which with the Tilgerschwingungsdämpfer ( 100 ) is operable to be operated in a first operating state and in a second operating state different from the first operating state, wherein a number of active cylinders ( 420 ) in the first and second operating states, wherein in the first operating state, a magnitude of the first rotational nonuniformity is greater than the second rotational nonuniformity, and wherein in the second operating state, a magnitude of the second rotational nonuniformity is greater than the first rotational nonuniformity. Powertrain ( 400 ) according to claim 14, wherein the reciprocating internal combustion engine ( 410 ) is formed, so that in the first operating state, the number of active cylinder ( 420 ) is greater than in the second operating state.

Images