DE102016209417A1 - Torsional vibration damping arrangement - Google Patents

Abstract

A torsional vibration damping arrangement (1) for the drive train of a motor vehicle, comprising a drive disk (12) rotatable about an axis of rotation (A) and a deflection mass (15) rotatable relative to the drive disk (12) in the circumferential direction about the axis of rotation (A), wherein the drive disk ( 12) via at least one elastic restoring element 42) is connected to the deflection mass (15), wherein a connecting region (47) of the restoring element (42) with the drive disc (12) and a connecting region (48) of the restoring element (42) with the deflection mass ( 15) are designed to be radially displaceable, wherein an additional absorber mass (20) is arranged relative to the drive disc (12) about the axis of rotation (A) and relatively rotationally to the Auslenkungsmasse (15) and wherein the Auslenkungsmasse (15) at a relative Rotation to the drive disc (12) relative to the absorber mass (20) displaced radially inward.

Description

The present invention relates to torsional vibration damping arrangements for torsional vibrations which are superimposed on a rotational movement about a rotation axis.

The invention thus relates to a vibration damper or a vibration damper with a damping mass, which is itself excited by the vibrations to be suppressed by it to vibrations, but which run in opposite phase to the vibrations to be suppressed and cause corresponding antiphase counter forces to the vibrations to be suppressed. More particularly, the present invention relates to the suppression of torsional vibrations superimposed on a rotational movement about an axis of rotation. Therefore, the subject of the present invention is referred to as torsional vibration damper.

In order to dampen vibrations, in particular torsional vibrations caused, for example, by rotating components (such as a crankshaft) in a motor vehicle, numerous concepts are known. In addition to balance shafts so-called torsional vibration dampers can be used additionally or alternatively. Such torsional vibration dampers generally include damping or deflection masses, by the inertia of which undesirable torsional vibrations can be damped. A well-known torque-transmitting torsional vibration damping concept, for example, to decouple the flywheel mass system of the engine from the transmission and drive train is z. B. the dual mass flywheel with a primary flywheel, a secondary flywheel and a mounted therebetween torsional vibration damping arrangement.

From the WO 11026872 A2 a torsional vibration damper is known in which a damping mass can be supported on a leaf spring Trägerabstützbereichen or force application points. The support elements are biased by this associated and on the Auslenkungsmasse supporting biasing springs radially inward into a base position. If the centrifugal force load is low or nonexistent, the centrifugal weights or supporting elements are held under the prestressing action in the base layer. With increasing speed, the support elements displace due to centrifugal force under increasing compression of the biasing springs radially outward, whereby the Trägerabstützbereiche, at which the radially inwardly from the Auslenkungsmasse extending restoring elements can be displaced radially outward. This changes the available for deflection free length of the return elements between their connection to the deflection mass and the respective Trägerabstützbereichen in which they are supported on the support elements with respect to the carrier in the circumferential direction. This variation of the free length thus also influences the effective pendulum length, the shortening of which leads to an increase in the natural frequency of the deflection mass pendulum units. This has the consequence that the stiffness and thus the natural frequency of the Auslenkungsmassenpendeleinheiten is variable depending on the speed, in a sense that increases with increasing speed, the stiffness and thus the natural frequency of the torsional vibration damping arrangement. This is to try to achieve a speed adaptation of Auslenkungsmassenpendeleinheiten to a vibration excitation order.

Known torsional vibration damping arrangements thus have an adjustment system which, as a function of the rotational speed, detunes the natural frequency of the torsional vibration damping arrangement or of the absorber, in order thus to selectively purge a vibration excitation order over a wide rotational speed range. The adjustment system consists preferably of a plurality of centrifugal weights or support elements, which are distributed symmetrically on the circumference of the carrier to minimize imbalance, and acts on the centrifugal force under speed. Furthermore, the adjusting system comprises at least one restoring element or an adjusting spring, which exerts a restoring force radially inward on the flyweight. The centrifugal force of the flyweights and the restoring forces of the springs are coordinated so that a desired position of the flyweight depending on the applied speed is adjusted (order tracking). The position of a flyweight determines the force application point on a return element (e.g., torsion spring) and thus directly affects the stiffness and thus the natural frequency of the damper. By circumferential play (i.e., play in the circumferential direction) between the return element and the force application point (s), the stiffness characteristic of the damper can be influenced.

In conventional torsional vibration damping arrangements, the restoring elements, for example in the form of leaf springs, are arranged within biasing springs or sensor springs (which exert radial restoring forces). In such an arrangement of the restoring elements, however, their oscillation angle for torsional vibration damping is limited by the internal dimensions of the sensor springs.

It is the object of the present invention to develop a generic vibration damping arrangement so that it has an improved vibration damping behavior.

According to the invention this object is achieved by a vibration damping arrangement for a drive train of a vehicle, comprising a about an axis of rotation (A) rotatable drive pulley and to the drive pulley in the circumferential direction about the axis of rotation (A) relatively rotatable deflection mass, wherein the drive pulley via at least one elastic return element with the deflection mass is connected, wherein a connection region of the restoring element with the drive disc and a connecting portion of the return element with the Auslenkungsmasse are designed to be radially displaceable, with an additional absorber mass is relatively rotatable to the drive disc about the axis of rotation (A) and relatively rotationally fixed to the Auslenkungsmasse and wherein the deflection mass displaces radially inwardly relative to the absorber mass upon relative rotation relative to the damper mass. In this case, this vibration damping arrangement is disposed primarily between an output element of a drive unit, such as an internal combustion engine, and an input element of a transmission unit, wherein the drive pulley rotatably connected either with the output element of the drive unit and / or rotatably connected to the input element of the gear unit and thus in a torque transmission path located between the drive unit and the gear unit. The deflection mass and the absorber mass can rotate relative to the Ansteuerscheibe, however, these two components do not transmit torque from the drive unit to the transmission unit, but swing, depending on vibration excitation, coupled by the elastic return elements relative to the Ansteuerscheibe about the axis of rotation (A). In this case, there is a radial bearing of the absorber mass on the components which are rotatably connected either to the output element of the drive unit or to the input element of the gear unit, primarily on the drive disk itself or on a rotatably connected thereto component, such as a hub. An axial bearing of the absorber mass takes place primarily also with respect to the components, which can also be used for a radial bearing. At the Ansteuerscheibe is or are the return elements, which consist primarily of a spring steel, mainly made of a leaf spring firmly connected. This connection can be made by any suitable and known form, such as by gluing, riveting, welding, screwing, clamping, plugging, soldering. In this case, the fixed connection of the deflection mass with the return element similar to just described done. Further, the absorber mass comprises radially extending and circumferentially uniformly distributed recesses, in which the Auslenkungsmassen radially slidably but rotationally fixed to the absorber mass can be accommodated. If a vibration excitation, for example, excited by a rotational irregularities of the drive unit, so takes place because of the inertia of the absorber mass in conjunction with the torsionally elastic coupling via the return elements by means of the Auslenkungsmasse a relative rotation of the absorber mass against the drive disk. Since the restoring element is connected radially displaced with respect to both the drive disk and the deflection mass, a radial change in position of the deflection mass takes place radially inward relative to the axis of rotation A during the relative rotation of the absorber mass to the drive disk. The contact surfaces are to ensure an advantageous function the Auslenkungsmasse formed to the absorber mass as sliding surfaces. At low speeds and high excitation frequencies of the torsional vibration damping arrangement, only a small centrifugal force is applied to the deflection masses. This means that the coupling of the absorber mass to the drive disk via the restoring element has a low rigidity and a large angle of rotation of the absorber mass to the Ansteuerscheibe is possible. Increases the speed and thus the centrifugal force acting on the deflection mass, so increases the rigidity of the coupling of the absorber mass to the drive disc by means of the return element. This has the consequence that at higher speeds, where usually the vibration excitation is lower, a relative rotation of the absorber mass is reduced to the drive disc. There is thus a speed-dependent coupling of the absorber mass to the drive disk. Also can be taken by a design of the sliding surfaces influence on the vibration behavior of the absorber mass to the drive disk.

In an advantageous embodiment, the deflection mass to the absorber mass on a radial guide. As already mentioned, a rotationally fixed but radially displaceable connection of the deflection mass to the absorber mass can thereby be achieved.

For a further improvement, the radial guidance can be embodied by means of sliding surfaces on the deflection mass and on the absorber mass, the sliding surfaces of the deflection mass resting against the corresponding sliding surfaces of the absorber mass. This can be advantageous in order to ensure continuous adjustment of the deflection mass to the absorber mass via a speed change. In this case, the sliding surface can be designed with a different coefficient of friction. A low coefficient of friction would allow a slight continuous radial displacement of the deflection mass to the absorber mass, whereas a high coefficient of friction would make a radial displacement of the deflection mass to the absorber mass difficult.

In a further advantageous embodiment, the radial guide is designed by means of a radial slide gate. Here, the radial guidance of the Auslenkungsmasse to the absorber mass is predominantly via a line contact. It is advantageous if the slide gate comprises a guide track and a guide pin, wherein the guide pin moves in a radial position change within the radially extending guide track. In this case, the radially extending guideway can be embodied both rectilinear or stepped or sinusoidal or as a combination of the mentioned guideway shapes. The shapes of the guideway should not be conclusive here. In this case, the guide track and the guide pin can be mounted either on the deflection mass or on the absorber mass. In embodiments in which a plurality of deflection masses are provided over the circumference, the guideway or the guide pin can also be alternately provided on the absorber mass and the deflection mass.

It may further be provided that the deflection mass has a radial travel limit on the Til-gerscheibe. In this case, the travel limit can be provided both in a radial direction to the outside, as well as in a radial direction inwards, or in both directions. The radial path limitation radially outward can serve as a kind of centrifugal force, which acts especially at high centrifugal forces, ie at high speeds. The radial path limitation radially inward can be used to restrict a relative angle of rotation of the absorber mass to the drive disk. In a rest position, which is given primarily when no rotational speed is applied to the torsional vibration damping arrangement, the restoring element, which is predominantly formed by a leaf spring, on a plane which passes through the axis of rotation A. If there is a relative rotation of the absorber mass to the drive disk, the leaf spring is elastically deformed. Since the leaf spring is radially displaceable fixed to the drive disc and radially fixed against displacement on the Auslenkungsmasse causes the elastic deformation that the Auslenkungsmasse is drawn radially inward. As a result of the travel limitation radially inward, the angle of rotation of the absorber mass relative to the drive disk can be limited.

In a further embodiment it can be provided that a biasing spring biases the deflection mass radially outward. Due to the radial bias of the deflection mass can be effected that a relative rotation of the absorber mass is reduced to the Ansteuerscheibe even at lower speeds and thus at low centrifugal forces, but at high vibration excitation. The radial bias therefore has a stiffening effect on the restoring element, which in turn results in a lower elastic deformation of the restoring element and thus has a direct effect on the angle of rotation of the absorber mass to the drive disc. The radial biasing of the deflection mass thus provides an additional adjustment parameter to tune the torsional vibration damping arrangement.

For an advantageous embodiment, it may further be provided that the biasing spring is supported on the one hand on the Auslenkungsmasse and on the other hand on a component which is arranged relatively rotationally fixed to the Auslenkungsmasse. This may be, for example, the absorber mass or another component that is connected in a rotationally fixed manner to the absorber mass.

It may also be advantageous to carry out the biasing spring as a helical spring. The coil spring is inexpensive to manufacture. Also, this advantageously the desired bias can be adjusted by the corresponding coil springs with the corresponding spring characteristic.

Further, it may be provided that the control disc on the one hand in a rotationally fixed manner with an output element of a drive unit and on the other hand is non-rotatably operatively connected to the input element of a gear unit. In this case, the drive disc forms a base support of the torsional vibration damping arrangement, on which the other components of the torsional vibration damping arrangement such as the absorber mass, the deflection mass, one or the cover plates are connected or mounted.

Further, it may be advantageous that the drive disc is on the one hand non-rotatably operatively connected to an output element of a torque converter and on the other hand non-rotatably connected to the input element of a gear unit. In this case, the output element of the torque converter may be, for example, a turbine wheel.

A further advantageous embodiment can provide that the absorber mass is mounted radially and / or axially on the drive disk or on a component which is non-rotatably connected to the drive disk. The storage can be advantageously carried out as a sliding bearing.

Furthermore, it can be provided that the absorber mass is disc-shaped. In this case, the absorber mass consist primarily of a support plate and a cover plate axially spaced therefrom, wherein the support plate and the cover plate are rotatably connected to each other. Further, an additional embodiment may provide for a Additional mass is received rotatably between the support plate and the cover plate. Also, the deflection mass can be guided radially on the additional mass.

Embodiments of the present invention will be explained below with reference to the accompanying figures. Show it:

1 a torsional vibration damping arrangement with a cutout in the region of the deflection masses;

2 a cross section of 1 ;

3 a section of a torsional vibration damping arrangement as under 1 already described, but with a radial travel limit radially outward;

4 a torsional vibration damping arrangement, as under 1 described, but with two return elements for a deflection mass;

5 a cross section of 4 ;

6 a torsional vibration damping arrangement as in 1 described, however, with a biasing spring for the deflection mass

7 another view of the 6

8th a sectional view of 7

9 a torsional vibration damping arrangement as under 6 described, but with two return elements for a deflection mass;

10 a cross section of 9 ;

11 a torsional vibration damping arrangement as in 1 described, but with a radial slide for the radial guidance of the deflection mass to the absorber mass;

12 a cross section of 11 ;

13 - 15 more views of the 11 ,

In the following description, like reference numerals designate functionally identical or similar components or parts.

The 1 shows in conjunction with the 2 a torsional vibration damping order 1 with a cutout in the region of a deflection mass 15 , Here is the structure of the torsional vibration damping arrangement 1 as follows: Radially inside is a hub rotatable about a rotation axis A. 11 , The hub 11 For example, can be rotatably connected to an output element of a drive unit and / or an input element of a gear unit, both not shown, connected. At the hub 11 is rotatably a drive disk 12 attached. Radially outside on the drive disc 12 is here by means of a connection area 47 radially displaced a reset element 42 connected. Here are several reset elements 42 in the 1 circumferentially equally distributed, provided and extend radially outward, wherein the return elements 42 doing so in a rest position, so if no torsional vibrations on the drive disc 12 are present, each lying on a plane that passes through the axis of rotation A or each having only a slight curvature. Here are the reset elements 42 designed as leaf springs. At the radially outer end of the return elements 42 are each deflection masses 15 fixed radially displaceable. In the area of the radial position of the deflection masses 15 are a damper mass 20 , which is annular here. Here is the absorber mass 20 through a carrier sheet 18 and by an axially spaced cover plate 19 formed, wherein further between the support plate 18 and the cover plate 19 an additional mass 23 is included. Here is the additional mass 23 optional to understand. Continue to the absorber mass 20 also the mass of the deflection masses 15 with, because the Auslenkungsmassen 15 rotationally fixed with the carrier sheet 18 , the cover plate 19 and the additional mass 23 are connected. Next are the Auslenkungsmassen 15 to the absorber mass 20 mounted radially displaceable. A radial guidance of the deflection masses 15 done in the 1 at the additional masses 23 which are arranged in a segment-like manner in the circumferential direction between the deflection masses. In the contact area, between the deflection mass 15 and the additional mass 23 , are sliding surfaces 22 and 21 intended. In the event that no additional masses 23 are provided, a radial guidance of the deflection masses 15 at the absorber mass 20 also on the carrier sheet 18 and / or on the cover plate 19 respectively. In the actual absorber mass 20 goes the mass of the deflection mass 15 with a. A radial bearing of the absorber mass 20 takes place here, better to see in the 2 , over the carrier sheet 18 , which is pulled radially inward by means of a radial bearing 38 , here as a sliding bearing on the hub 11 is executed. An axial bearing of the absorber mass 20 takes place in the area of the radial bearing 38 between the hub 11 and the drive disk 12 by means of a plain bearing disc 35 better to see in 2 , Advantageously, the torsional vibration damping arrangement 1 with the hub 11 rotationally fixed between the output element 5 a drive unit 4 and the input element 13 a gear unit 14 blocked, better to see in the 2 , It transfers the hub disc 11 the full torque of the drive unit 4 to the gear unit 14 , In this case, the torsional vibration damping arrangement 1 be installed in a drive train of an automatic transmission with a torque converter. This will be beneficial in the 2 with a part of a torque converter, here with a turbine wheel 7 shown rotatably with the drive disk 12 connected is. It should also be mentioned that in the event that the torque is to pass through the torque converter, the torque path from the drive unit 4 via a converter clutch, not shown here, via the converter and thus to the turbine wheel 7 runs. The operation of the torsional vibration damping arrangement 1 is as follows: If there are no torsional vibrations of the drive unit at the hub 11 or the drive disk 12 before, so are the reset elements 42 in a rest position or also called zero position. This means that the reset elements 42 extending radially straight on a plane passing through the axis of rotation A, or have only a slight curvature. If there are torsional vibrations, so will the hub 11 with the drive disc rotatably connected thereto 12 excited with the torsional vibrations. During acceleration, the reset elements become 42 bent, as the absorber mass 20 counteracts with its inertia, the rotation or the acceleration. By bending the return elements 42 become the excursion masses 15 pulled radially inward. At a high vibration excitation and at low speeds about the axis of rotation A act on the Auslenkungsmassen 15 only low centrifugal forces and thus only a small stiffening of the return elements 42 , due to the centrifugal force on the Auslenkungsmassen 15 works, before. The absorber mass 20 can be relative to the drive disk 12 twist. If the rotational speed increases about the axis of rotation A, the centrifugal force on the deflection masses likewise increases 15 acts and it comes to a stiffening of the return elements 42 , The relative rotation of the absorber mass to the Ansteuerscheibe 12 is reduced by this. This behavior keeps the order constant over the speed. In this case, the relationship between the rigidity of the system and the speed takes place according to the following equation.

In the 2 is still good to see that at the drive wheel 12 a turbine wheel 7 as the output element of a torque converter 9 rotatably connected. In the closed lockup clutch, the in 2 not shown, the torque transmission path can also directly from the drive unit 4 over the starting element 5 to the hub 11 respectively. Also good in 2 to recognize is the radial and axial bearing of the absorber mass 20 at the hub 11 or at the hub with the 11 non-rotatably connected drive disk 12 , The between the carrier sheet 18 and the drive disk 12 inserted plain bearing disc 35 serves for axial storage. Next is the hub 11 rotatably with an input element 13 a gear unit 14 connected.

The 3 shows a part of a torsional vibration damping arrangement 1 , as already under 1 described, but with a radial travel limit 60 for the deflection masses 15 radially outward. Is due to the deflection masses 15 a high centrifugal force F, so limits the radial travel limit 60 that are in the absorber mass 20 located, the radial path of the deflection mass 15 outward. Here, the radial travel limit is to be understood only as an example. As a radial travel limit 60 Any design that allows the relatively radial movement of the deflection mass is possible 15 to the absorber mass 20 bounded radially outward. Here in 3 not shown, but can also be a radial travel limit of the deflection masses 15 take place radially inward. Next shows the 3 good, like the deflection masses 15 at an acceleration of the drive disk 12 about the axis of rotation A due to a deflection of the return elements 42 , shown here in dashed lines, relative to the absorber mass 20 be pulled radially inward. The to the Auslenkungsmassen 15 attacking centrifugal force F acts as a stiffening of the elastic return elements. With the same acceleration of the drive disk 12 about the axis of rotation A but at a larger centrifugal force due to an increasing speed of the torsional vibration damping arrangement about the axis of rotation A is also the bending of the return elements 42 lower, as the increasing centrifugal force F, which on the deflection masses 15 acts, stiffening on the return elements 42 acts.

The 4 shows a torsional vibration damping arrangement 1 as under the 1 described in more detail, but with two return elements 42 , for each one deflection mass 15 , The radial guidance takes place 25 the deflection mass 15 at the additional mass 23 , The advantage here is that compared to an attachment of the deflection mass 15 with only one return element 42 at the drive disk 12 significantly more mass than flyweight can be implemented, as the tensile stress in the return element 42 reduced with increasing number. In doing so, the in 4 shown variant with two reset elements only an example. It can also be more restoring elements 42 per deflection mass 15 be installed.

The 5 shows a cross section of the in the 4 described torsional vibration damping arrangement 1 ,

The 6 . 7 and 8th show a torsional vibration damping arrangement 1 as already in the 1 described, but here are the Auslenkungsmassen 15 biased radially outward by means of a biasing spring. In this case, the biasing spring is supported 30 on the one hand on the deflection mass 15 and on the other hand on a component that rotationally fixed to the deflection mass 15 is stored off. This can be as shown here opposite the absorber mass 20 in particular with respect to the carrier sheet 18 respectively. The biasing spring is designed here as a helical compression spring. As already described, the return elements are at an initiation of torsional vibrations 42 or designed here as leaf springs, deflected in the circumferential direction of their clamping, causing the deflection masses 15 be pulled radially inward. By the bias springs 30 become the excursion masses 15 biased. Here are the Vorspannfedern 30 in windows 31 that are in the carrier sheet 18 and in the cover plate 19 located, both radially and axially guided. Due to the radial bias of the deflection masses 15 becomes the unit of reset element 42 and deflection mass 15 additionally stiffened and an increase in the order is achieved with the same mass or inertia of the entire system.

The 9 shows a torsional vibration damping arrangement 1 , where the deflection mass 15 with two reset elements 42 at the drive disk 12 connected is. Again, the deflection mass 15 by means of a biasing spring 30 opposite the carrier sheet 18 and the cover plate biased radially outward. The advantages of the radial bias of the deflection mass 15 arise as described above.

The 10 shows a cross section of the torsional vibration damping arrangement, as shown in the 9 described.

The 11 to 15 show a possibility of radial guidance of the deflection mass 15 at the absorber mass 20 by means of a radial slide gate 28 that is here from a guideway 50 and a guide pin 55 is formed. Here is the radially extending track 50 here both on the carrier sheet 18 as well as on the cover plate 19 appropriate. The guide pin 55 the at the deflection mass 15 is attached, engages the guideway 50 one. As a result, the deflection mass 15 in the radial direction relative to the support plate 18 and the cover plate 19 guided. Likewise, by this radial slide gate 28 a non-rotatable connection of the deflection mass 15 to the absorber mass 20 in this case, from the carrier sheet 18 , the cover plate 19 as well as the deflection mass 15 itself is formed. It should be mentioned here that the radial slide gate does not necessarily have to run radially rectilinearly, as is shown here, it is possible for the radial slide guide to be curved, curved, sinusoidal and / or as a combination of a straight-line shape or a curved shape. To tilt the deflection mass 15 to be prevented per deflection mass 15 provided at least two radial sliding scenes.

LIST OF REFERENCE NUMBERS

1

Torsional vibration damping arrangement

4

power unit

5

output element

7

turbine

9

torque converter

11

hub

12

Ansteuerscheibe

13

input element

14

transmission unit

15

deflection mass

16

sliding surface

17

sliding surface

18

support plate

19

Cover plate

20

absorber mass

21

sliding surface

22

sliding surface

23

additional mass

24

radial recess

25

radial guidance

28

radial slide

30

biasing spring

31

window

32

coil spring

35

slide bearing disk

38

radial bearings

42

Return element

47

connecting area

48

connecting area

50

guideway

55

guide pins

60

radial path limitation

A

axis of rotation

F

centrifugal

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 11026872 A2 [0004]

Claims (15)

Torsional vibration damping arrangement ( 1 ) for the drive train of a motor vehicle, comprising a drive disk rotatable about an axis of rotation (A) ( 12 ) and one to the drive disk ( 12 ) in the circumferential direction about the axis of rotation (A) relatively rotatable deflection mass ( 15 ), wherein the drive disc ( 12 ) via at least one elastic return element 42 ) with the deflection mass ( 15 ), wherein a connection area ( 47 ) of the return element ( 42 ) with the drive disk ( 12 ) and a connection area ( 48 ) of the return element ( 42 ) with the deflection mass ( 15 ) are carried out radially displaceable, characterized in that an additional absorber mass ( 20 ) relatively rotatable to the drive disk ( 12 ) about the axis of rotation (A) and relatively rotationally fixed to the deflection mass ( 15 ) and wherein the deflection mass ( 15 ) at a relative rotation to the drive disk ( 12 ) relative to the absorber mass ( 20 ) moved radially inward. Torsional vibration damping arrangement ( 1 ) according to claim 1, characterized in that the deflection mass ( 15 ) to the absorber mass ( 20 ) a radial guide ( 25 ) having. Torsional vibration damping arrangement ( 1 ) according to claim 2, characterized in that the radial guide ( 25 ) by means of sliding surfaces ( 16 . 17 . 21 . 22 ) at the deflection mass ( 15 ) and at the absorber mass ( 20 ) is executed, wherein the sliding surfaces ( 16 . 17 ) of the deflection mass ( 15 ) at the corresponding sliding surfaces ( 21 . 22 ) of the absorber mass ( 20 ) issue. Torsional vibration damping arrangement ( 1 ) according to claim 2, characterized in that the radial guide ( 25 ) by means of a radial slide ( 28 ) is executed. Torsional vibration damping arrangement ( 1 ) according to claim 4, characterized in that the radial slide gate ( 28 ) a guideway ( 50 ) and a guide pin ( 55 ). Torsional vibration damping arrangement ( 1 ) according to claim 5, characterized in that the guideway ( 50 ) at the deflection mass ( 15 ) and the guide pin ( 55 ) at the absorber mass ( 20 ) is arranged. Torsional vibration damping arrangement ( 1 ) according to claim 5, characterized in that the guideway ( 50 ) at the absorber mass ( 20 ) and the guide pin ( 55 ) at the deflection mass ( 15 ) is arranged. Torsional vibration damping arrangement ( 1 ) according to one of the preceding claims, characterized in that the deflection mass ( 15 ) at the absorber mass ( 20 ) a radial travel limit ( 60 ) having. Torsional vibration damping arrangement ( 1 ) according to one of the preceding claims, characterized in that a biasing spring ( 30 ) the deflection mass ( 15 ) biased radially outward. Torsional vibration damping arrangement ( 1 ) according to claim 9, characterized in that the biasing spring ( 30 ) on the one hand at the deflection mass ( 15 ) and on the other hand supported on a component which is arranged relatively rotationally fixed to the deflection mass. Torsional vibration damping arrangement ( 1 ) according to one of claims 9 or 10, characterized in that the biasing spring ( 30 ) a coil spring ( 32 ). Torsional vibration damping arrangement ( 1 ) according to one of the preceding claims, characterized in that the drive disk ( 12 ) on the one hand rotationally fixed with an output element ( 5 ) of a drive unit ( 4 ) and on the other hand rotationally fixed with the input element ( 13 ) of a transmission unit ( 14 ) is operatively connected. Torsional vibration damping arrangement ( 1 ) according to one of claims 1 to 12, characterized in that the drive disc ( 12 ) on the one hand rotationally fixed with an output element ( 7 ) of a torque converter ( 9 ) and on the other hand rotationally fixed with the input element ( 13 ) of a transmission unit ( 14 ) is operatively connected. Torsional vibration damping arrangement ( 1 ) according to one of the preceding claims, characterized in that the absorber mass ( 20 ) on the drive disk ( 12 ) or on a component which is non-rotatably connected to the control disk ( 12 ), is mounted radially and / or axially. Torsional vibration damping arrangement ( 1 ) according to one of the preceding claims, characterized in that the absorber mass ( 20 ) is disc-shaped.

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