DE2358516A1 - VIBRATION DAMPERS, IN PARTICULAR FOR COMBUSTION ENGINE - Google Patents

Description

Vibration dampers, in particular for internal combustion engines

The. Invention relates, to devices for balancing of fluctuations in the machine caused by burns generated torque and relates in particular to devices to reduce the vibrations occurring in a vehicle by absorbing or compensating for the fluctuations that. in which. generated / output torque generated by an internal combustion engine of the vehicle and transmitted an average torque on a power transmission device of the vehicle.

In vehicles that are equipped with internal combustion engines, in particular with piston engines or rotary piston engines of the Wankel type, there are difficulties in this respect.

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BERLIN: TELEPHONE (0311) 762907 CABLE: PROPlkDJJ-S -TELEX O1 84O57 ■ to.

MUNICH: TELEPHONE (OB 11) 22 50 88 CABLE: PROPINDUS TELEX 06 24 244

ten, as vibrations of various kinds and noises caused by these vibrations appearing on Fluctuations in the output torque of the motor.

These disorders include in particular the following:

1) The hum at low speed that occurs in an internal combustion engine occurs during acceleration in the lower speed range and leads to noisy vibrations the vehicle body leads;

2) Excessive hum in the middle part of the speed range;

3) shock noises or bumps that occur in connection with the backlash of the gearwheels of the manual transmission;

4) The so-called chatter of the gearbox when idling of the motor;

5) Noises of various kinds that occur in a vehicle under all operating conditions of the engine and due to the fluctuations in the torque generated by the engine;

6) Various difficulties, especially with diesel engines caused by the large fluctuations in torque and resulting in excessive vibrations and express a lot of noise.

Numerous studies have already been carried out with the aim of tracing these back to vibrations and noises Difficulties and various remedial measures have been proposed. Among the more important Remedial actions already suggested include the following:

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I) Reduce the speed fluctuations as far as possible by increasing the moment of inertia Flywheel;

II) Increasing the number of cylinders of the engine while at the same time Limitation of the displacement per cylinder as well as possible extensive balancing of the motor by choosing an optimal one Arrangement of the crankshaft throws; ... '

III) dampening torque fluctuations through use a fluid coupling connected downstream of the motor;

IV) reducing the risk of irregular combustion occurring in the engine;

V). Improvement of the balancing of the motor through the additional use of a counterweight;

VI) Achieving a damping effect with regard to the torque fluctuations by reducing the torsional stiffness of the Power transmission device;

VII) Damping the vibrations that occur through an improvement the torsion spring properties of the clutch disc of the associated clutch.

However, if the remedial measures mentioned above are applied, certain disadvantages arise: An increase in the moment of inertia of the flywheel in accordance with paragraph I) leads to an increase in the total weight of the engine including the motor and therefore to a deterioration in the acceleration capacity. An increase in the number of cylinders in accordance with paragraph II) leads to a more complicated construction of the engine and to an increase in manufacturing costs. If a fluid coupling or the like is used in accordance with paragraph III), the output torque of the engine is reduced, so that there is an increase in fuel consumption; In addition, there is a greater risk of operation occurring with a fluid coupling ---

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disturbances, and their use causes an increase in the output. Positioning costs of the vehicle. Regarding an improvement of the combustion according to paragraph IV) to reduce vibrations result in technical restrictions. An improvement in the balancing of the parts of the engine accordingly paragraph V) leads to a noticeable effect on engines with a large number of cylinders. With regard to paragraph VI), it should be noted that that there are certain restrictions with regard to a reduction in the torsional rigidity of the power transmission device result because a certain minimum strength of the relevant Wave must be preserved. With regard to paragraph VII) it should also be noted that a damping of the Vibrations only set certain limits by improving the torsion spring properties of the clutch disc are.

So far, the fact of generating a fluctuating torque has become a design characteristic of vehicle engines of the type mentioned, and no fundamental measures have yet been found to prevent it allow to eliminate the vibrations, which are due to the fact that internal combustion engines a fluctuating Generate torque.

The invention is based on the object of creating a device which makes it possible in a radical way prevent the occurrence of vibrations in internal combustion engines used to drive vehicles, and when using them it is possible to control the engine, the power transmission device and the like. In the vehicle concerned in an optimal manner to the physical or mechanical To match the characteristics of the vehicle.

At certain angular velocities, e.g. in the range of angular velocities below the angular velocity when idling, an internal combustion engine does not produce sufficient power, and therefore will these low angular velocities do not in practice

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exploited. According to the invention, it is therefore assumed that a compensation of the torque fluctuations and the transmission of an average torque to the power transmission device below a certain low angular velocity would not be required, i.e. below of a value, hereinafter referred to as the "lower limit value" of the angular velocity in question for practical operation "at" - is designated an internal combustion engine.

In order to achieve the stated object, the invention a device has been created according to one of its characteristics, which can be arranged between an internal combustion engine and a power transmission device, which makes it possible to absorb torque fluctuations which -in .einem Output torque generated by the motor occur, and to the several of a rotational movement an inertia opposes Bodies that are on a common axis of rotation facing each other are arranged so that between them a narrow gap is present, one of the outermost of these bodies with the crankshaft of the engine and another of the the outermost body is connected to 'the power transmission device', furthermore spring elements which are arranged between the bodies facing one another and which rotate around the axis of rotation in the circumferential direction can be shifted, with one end of each spring element with one of the two bodies and the other End with the other. Of the two bodies is connected, as well Damping elements between the facing bodies are arranged to cooperate with the two adjacent bodies. .. ..-.

A vehicle is also created by the invention been that with an internal combustion engine and a According to the invention, device of the type mentioned for compensating for fluctuations in the output torque of the internal combustion engine is equipped. .

Finally, the invention provides a device for Damping of vibrations has been created in a vehicle,

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at which from the oscillating output torque of an internal combustion engine with which the vehicle is equipped is, an average torque is obtained, and to which a damped oscillation system belongs, the several rotationally sluggish Has bodies that oppose a rotational movement with a predetermined moment of inertia, as well as spring elements and damping elements, both of which are arranged between the rotatable bodies, the damped oscillating system being a Has resonant angular frequency which is chosen so that it is lower than the ignition angular frequency by a certain amount the internal combustion engine at the lower limit value of the angular speed of the crankshaft practically in question, and wherein the damped vibration system cooperates with the power transmission device of the vehicle, to propel the vehicle using the averaged output torque.

The invention and advantageous details of the invention are shown below with reference to schematic drawings Äus Ausführungsbeispielen explained in more detail. It shows:

Fig. 1 is a schematic representation of a power transmission device known type for a vehicle with a multi-cylinder internal combustion engine;

Fig. 2 is an axial section through an embodiment a device for recording torque fluctuations, occurring at the output torque generated by an internal combustion engine;

3 shows a section along the line III-III in FIG. 2; FIG. 4 shows a partial section along the line IV-IV in FIG. 3; Fig. 5 is a partial section along the line V-V in Fig. 3;

6 shows an axial section through another embodiment of a device for recording the torque fluctuations, occurring at an output torque generated by an internal combustion engine;

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-7-Fig. .7 a section along the line TII-VII in Figure 6;

Pig. 8 shows a partial section along the line VIII-VIII in Fig. 7;

Pig. 9 is a schematic representation of one of the known ones Pig construction. 1 equivalent vibrating system;

Pig. 10 is a schematic representation of one of a device according to the invention equivalent oscillating system; and

11 is a graphical representation that makes it possible to the dependence of the frequency on the compliance To compare torsional vibrations in vibrating systems that of the known construction or embodiments of the invention are equivalent.

According to Pig. 1 belong to the main moving components of the power transmission device with a multi-cylinder internal combustion engine of known type equipped vehicle, the piston 11 of the engine, the crankshaft 13> the flywheel 15 non-rotatably connected to the crankshaft, a clutch 17 assigned to the flywheel and a drive shaft arrangement -19 »in the one coupled to the clutch Manual transmission and universal joints are switched on. The flywheel 15 has a toothed ring 5a for starting of the engine.

In Figs. 2 and 3 there is an embodiment of one according to the invention Device 20 shown, which is assigned to a crankshaft 21 of an internal combustion engine, not shown, which is provided with an extension forming a shaft 21a of the device. The shaft 21a protrudes through a rotating inertia Body 23 in the form of a washer, which is secured by screws 22 fixed to a flange-shaped end portion of the crankshaft 21 is connected. The rotatable body 23 is with a Ring gear 24 is provided for starting the engine. Furthermore, according to FIGS. 2 and 3, another disk-shaped, rotary carrier is shown

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Body 25 present, which is supported by means of 30 and 31 the outer end of the shaft 21a is rotatably supported. The two rotatable bodies 23 and 25 are coaxial with each other opposite and separated by a small gap. In the embodiment described here, the works Body 25 frictionally engages with a clutch disc 38 on the drive shaft 35 of the transmission, so that the drive force of the engine can be transmitted directly to the power transmission device. The two facing each other Surfaces of the rotationally inert body 23 and 25 have radial grooves 36a and 36b, each of which has a number of Contains bearing balls 29 of the same diameter, which in the associated grooves are rotatable. Since all of the bearing balls 29 »have the same diameter, as mentioned, there is a gap between the two rotating inert bodies 23 and 25 a gap of constant width is available. Also, those facing each other are inner End faces of the two rotatable bodies 23 and 25 with circular arc-shaped curved grooves 37a and 37b of semicircular Provided cross-sectional shape, each near the outer edge of the surface in question over part of the disc circumference extend. In the Pig. 2 and 3-are the grooves 37a and 37b each separated by equal angular distances and on the inner surfaces of the two bodies 23 and 25 each arranged in four places.

Coil springs 26a and 26b are built into the grooves 37a and 37b. One end of each of the springs 26a and 26b in a certain groove cooperates with a spring seat 27 which is formed on the rotationally inert body 23 and lies between the associated springs 26a and 26b. Further pedestal seats 28 are formed on the rotatable body 25, on which the relevant other ends of the associated helical springs 26a and 26b are supported. Instead of forming the spring seats 27 and 28 on the associated rotationally inert bodies 23 and 25, according to FIGS. 4 and 5 it is also possible to attach separately produced spring seats 27 and 28 to the two bodies in order to facilitate manufacture. According to Pig. 2, a guide bearing 32 is installed in a bore at the free end of the shaft 21a,

40 9 8 86/0342

"■ · ■■■■■" -, ■■ = ■■ ■: ■ - "'. ■■ - ⁹ ~ -"■' ■ - ^v :::. '

which serves to support the front end of the / drive shaft 35 of the Gear to support. The inertial body 25 is in the aforementioned V / eise rotatably mounted with the help of bearings 30 and 31, and the outer ring of the bearing 31 is with a Press fit built into the body 25, in which he is through a by means of screws 33 attached ring 34 is held in place. ::. .

6 and 7 show a further embodiment of a vibration damper, in which components that correspond to components described with reference to FIGS. 2 and 3 are each designated with the same reference numbers. In this embodiment, the crankshaft 21 is attached to a projecting central mounting surface of a rotationally inert body 43, and a second rotationally inert body 45 is supported by means of bearings 30 and 31 on a shaft 43a adjoining the body 43. From Fig. 7 is. seen that are also present in this case coil springs 26a and 26b which are mounted ^a and 37b as in upper or lower grooves 37, that in each case one end of each of these springs ah a spring seat 27a and a spring seat 28 is supported. The coil springs 26c and 26d, which are arranged according to FIG. 7 in the grooves on the left or right side, each work at one end with an associated spring seat 27a, while the other end of each of these Federn.in the grooves 37a and 37b is separated from the adjacent end wall of the associated groove by a gap 51. If the gaps 51 are closed on one side, when a relative rotational movement of the bodies 43 and 45 occurs, the springs 26c and 26d begin to bring about a spring force between the spring seats 27a and the respective end walls of the grooves 37a and 37b. Thus, the springs 26c and 26d in the left and right grooves 37a and 37b cooperate with the springs 26a and 26b in the upper and lower grooves 37a and 37b as shown in FIG. 7 in such a way that an increasing spring force takes effect in a manner which will be explained below comes. As shown in Fig. 8, the spring seats 27a can consist of an elastic material.

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In the Pig. 6 to 8 are bearing balls 29 available, which are rotatable in circular arc-shaped grooves 46a and 46b, which on the mutually facing Surfaces of the two rotationally inert bodies 43 and 45 are formed near their outer edge. There is also a third rotating support Body 49 is present, which encloses the rotating inert body 45 and according to FIGS. 7 and 8 with the body 45 by interposed therebetween elastic elements 48 is connected.

The operation of the devices 20 according to FIGS. 2 to 5 and 20 · according to FIGS. 6 to 8 with the mode of operation the known construction of FIG. 1 with a simple flywheel 15 compared.

If the internal combustion engine is in operation, an output torque is applied to the crankshaft 21 according to FIGS. 2 and 3 applied, which is composed of a constant output torque and a fluctuating torque component. This The fluctuating torque component in turn leads to fluctuations in the angular speed of the crankshaft, its basic angular frequency component corresponds to the angular frequency of the ignition of the engine per unit of time. The expression "angular frequency of the ignitions" denotes the ignition frequency multiplied by 2/7. These angular velocity fluctuations appear on the rotationally inert body 23 and are on the other rotationally inert body 25 by deformation of the coil springs 26a and 26b transferred in the circumferential direction. As is known from vibration theory, the damped vibrating system that consists of the inertial bodies 23 »25, the helical springs 26a, 26b and the bearing balls moving along circular paths 29 composed, a resonant angular frequency Wn, which by the moment of inertia of the inertial body 25, the spring constants of the coil springs 26a, 26b and the value of the fluid damping coefficient it is determined which latter results from the frictional resistance, which in the present case is the first Line attributed to the fluid friction of the bearing balls 29 is. In other words, even though the eigen-circle

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frequency wJo is determined by the moment of inertia of the inertial body 25 and the spring constants of the coil springs 26a and 26b, the actual resonance circuit frequency of the damped oscillating system differs somewhat from vo o, which is due to the fluid damping caused by the fluid friction resistance of the bearing balls . If, in the damped oscillating system with the resonance angular frequency, an applied oscillation torque of magnitude 1 acts on the crankshaft 21 within the operating range of the internal combustion engine, with the ignition angular frequency of the engine being lower than \ [2tün, the amplitude of the torsional vibrations to which the rotationally inert Body 25 is excited, ie the torsional vibration compliance, a value which is greater than the torsional vibration compliance of a known construction with only a simple flywheel 15 in the event that a forced vibration torque acts on the known construction. However, in the operating range of the internal combustion engine in which the ignition angular frequency of the engine is above \ [2Cun, the torsional vibration compliance or the reciprocal stiffness of the damped vibrating system is lower than in the known construction according to FIG. 1, and the difference between these two values for the flexibility increases with increasing angular frequency. If, therefore, a value is chosen for the quantity> / "2 ~ Cun that it is below the ignition angular frequency of the internal combustion engine while the engine is operating at an angular speed which corresponds to the lower limit value of the angular speed practically in question, it is therefore by a Appropriate choice of the moment of inertia of the inertial body 23 and 25, the spring constants of the helical springs 26a and 26b as well as the fluid friction-damping coefficient of the bearing balls 29, the device 20 or 20 'can be designed so that the fluctuating part of the torque over the whole of the In practice, the range of angular velocity or speed · of the internal combustion engine takes up or compensates for. Of course, the mean torque of the internal combustion engine

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in the inertial bodies 23 and 25 in the form of rotational motion energy saved.

When choosing the friction damping coefficient of the bearing balls 29 it is possible to vary different factors, e.g. the number of bearing balls, the ball diameter, the arrangement of the balls and the pressure exerted on the balls in the axial direction by the rotatable bodies 23 and 25 will.

Figures 9 and 10 show equivalent vibratory systems for the known construction according to FIG. 1 or the device 20 according to FIGS. 2 and 3. The basic mode of operation of the device 20 is analyzed below with reference to the two equivalent systems.

If in the equivalent oscillating system according to FIG. 9 with the flywheel 15, the moment of inertia of the power transmission device is denoted by J, the fluctuating torque acting on the flywheel with T (UJ) and the amplitude of the torsional vibrations of the flywheel with G ₁ (Cu), the following applies following equation:

k ^ ² CO-

In equation (1), of course, tu does not denote that The angular velocity mentioned above, which corresponds to the speed of the internal combustion engine, but the angular frequency of the fluctuating torque acting on the flywheel 15.

If now in the equivalent oscillating system according to FIG. 10, which applies to the device 20 according to the invention, the fluctuating torque acting on the crankshaft 21 is denoted by T (CO), if furthermore J ₁ and J _{2 are} the moments of inertia of the inertia bodies 23 and 25, K the combined spring constant of the coil springs 26a and 26b, c the damping coefficient of all bearing balls 29 and

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2358518

^; "■ - 13— ■ -" - ■ · - ■ '■■

θ ₂ («->) denote the amplitude of the torsional vibrations of the body 25, the following equation applies!

«O = (K + jew) /

| ₂

(K - J _T u; ² + -.jcwi). - (K + each «/) ² }

The moments of inertia of the inertial bodies 23 and 25 can be chosen so that they are compared to the equivalent oscillating system according to Mg. 9 satisfy the following equation ". ■ ■. ' : .. ". .

^J 1. + ^J 2 = ^J o; -.- "- VV." ..-. ■; / ( ⁵ >

The two equations (1) and (2) above represent the frequency response functions of the torsional vibration compliance . ... "-. ■ ;;, -" ■ ■■■■ '.., -;' ■ "... ' ...-.- - V

Pig.11 shows in a graphic representation the values of the torsional vibration resistance as a function of the angular frequency for the product of 4 »and 2 If , ie the frequency ω / 2 ^ of the fluctuating torque for both equations (1) and (2) ;. ■ "..- ■" · ■ :. Λ

In Pig. 11 represents the straight line A the torsional vibration compliance according to equation (1) for the oscillating system equivalent to the known construction, while the three families of curves B, C and D the torsional vibration compliance values according to equation (2) for three values of the natural circle frequency W η represent "Within each Kurvensehar represent the --Änderungen the three curves ^ die_ be ■ regarding the compliance resulting © a _s when the damping ratio: is changed Ο5Ο5Ο and _O9 100th

In this pail there is J | + J ₂ = J _0. ». From Hg. 11 it can be seen that in the "known construction between the internal combustion engine and the power transmission device, when the fluctuating torque generated by the engine during operation is absorbed by the flywheel 15,

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the absorption characteristic to be derived from the straight line A. has the value -12 db / oct, i.e. that when the frequency is doubled, the torsional vibration compliance increases a quarter of its original value is reduced.

However, in the event that the device 20 is arranged, it can be seen that the value for the absorption characteristic is practically -24 db / oct, i.e. that the torsional vibration 3 compliance is reduced to 1/16 when the frequency doubles. According to FIG. 11, the cross Curves B the straight line A at the point P, the curves 0 cross the straight line A at the point Q, and the curves D cross the straight line A at the point R. In the frequency range which lies above the relevant intersection points P, Q. and R are hence the torsional compliance values. in comparison, to the known construction reduced to about a quarter when the device 20 is present and the Frequency of the torque fluctuations η doubled. Thus become the fluctuations of the duafch generated by the internal combustion engine Torque added in a very effective way. The device 20 need not have a greater moment of inertia than the familiar construction, but when equation (3) is satisfactory is, the absorption of the torque fluctuations compared to the known construction of Fig. 1 is considerable improved.

In the embodiment of FIGS. 6 and 7 are additional the coil springs 26c and 26d are present in order to convert the spring characteristic of the device 20 in the device 20 »into a to transform progressive, i.e. non-linear, spring characteristic. In other words, the total spring constant is with vibrations low within a certain amplitude range, but if the oscillation amplitude exceeds this range, close the relevant column 51 »and the whole The spring constant increases because the additional springs 26c and 26d now also come into effect. Hence one can a sufficiently small value for the resonant angular frequency wJn

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predetermine, however, the device 20 'for such Cases are given sufficient rigidity in which the Power transmission device an exceptionally large torque acts as it is possible, for example, if the clutch is suddenly and accidentally engaged.

The device 20 'also includes those described elastic elements 48 and a further rotating support body present, which enclose the body 45 and in the manner of a dynamic torsional vibration damper take effect, which absorbs torsional vibrations in the vicinity of the resonance angular frequency -Ω- d of the dynamic vibration absorption system, This resonant angular frequency results from the following equation:

Ό- d = ^ Kd / Jd (4)

Here, Kd denotes the torsion spring constant of the elastic Elements 48 and Jd is the moment of inertia of the inertial body 49 *

By appropriately selecting the spring constant Kd der elastic elements 48 and the moment of inertia Jd of the inertial body 49, it is possible to use the following equation to be satisfied in order to obtain a natural frequency at which a vibration absorption effect is achieved.

Uin / -Od = 1/1 + (Jd / J ₂ ) (5)

If the value of Kd is determined so as to satisfy the equation (5) ", the vibrations which the inertial body 45 performs at the angular frequency-oü-n can be effectively damped." Thus, it is possible to prevent the torsional vibration compliance of the device 20 becomes too great within a certain range of the angular frequency, ie in the region of the peaks of curves B, C and D in FIG. 11. In addition, in the case of a further specific range of the angular frequency, that is to say in the range of a specific angular frequency of the rotation of the internal combustion engine, it is possible to ensure that the value of the torsional vibration compliance

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of the device 20 becomes particularly small. In this way the torsional vibration compliance and therefore also the vibrations transmitted to the vehicle can be combined in one Reduce the range of the angular frequency of the torque fluctuations to a minimum, e.g. that of a high speed of the internal combustion engine corresponds to which the engine is operated when driving at high speed. This creates a high operational safety guaranteed even at high speeds.

The invention is not limited to the two exemplary embodiments described above. Rather, it is E.g. it is possible to replace the inertia bodies shown in both cases with several inertia bodies, which are coaxially arranged and connected in series.

Claims t

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Claims (15)

IHS PR Ü G -H E 1. Device for placement between an internal combustion engine and a power transmission device and to Use to absorb or compensate for fluctuations an output torque generated by the internal combustion engine, characterized by several rotatable bodies (25 »25)» which are on a common axis of rotation are arranged opposite one another so that there is a narrow gap between them, an outermost χ rotary support body (23) with the crankshaft (21) of the internal combustion engine and another outermost rotary support body (25) connectable to the power transmission device (35) i3t, spring elements (26a, 26b), which are arranged between the opposing rotatable bodies and around the common axis of rotation are displaceable or deformable in the circumferential direction, with one end of each leather element with one of the opposing rotating sluggish bodies and the other end of each Jspring member with the other rotating support Body is connected as well as through between each other opposite rotary inert bodies arranged damping elements (29), each of which with the two each other adjacent rotationally inert bodies cooperates. 2. Apparatus according to claim 1, characterized in that for each of the rotating inert body one round disk (23, 25), whose surface facing an adjacent disk is several in the circumferential direction having extending grooves (37a, 37b), and that the spring elements (26a, 26b) are arranged in the grooves. 3. Apparatus according to claim 1, characterized in that g e k e η η ζ-ei c h net that for each of the sluggish bodies one round disc (23, 25) belongs, and that it is in the damping elements is a number of bearing balls (29) of the same diameter, which are rotatably mounted in general grooves (36a, 36b) are with which those facing each other laugh the opposing disks are provided. 409886/0342 4. Device according to claim 3, characterized in that helical springs are attached to the spring elements (26a, 26b) belong to those of extending in the circumferential direction Grooves (37a, 37b) are received, which in the mutually facing surfaces of the opposite Disks (23, 25) are formed. 5. Apparatus according to claim 1, characterized in that in addition to in the circumferential direction displaceable or deformable first spring elements (26a, 26b) second spring elements (26c, 26d) are present, that these second spring elements are supported between the mutually facing rotationally inert bodies (4-3t 45) and opposite the common axis of rotation are displaceable or deformable in the circumferential direction that one end of each of the second spring elements is connected to one of the facing rotatable bodies, and that the other end of every second spring element is arranged at a distance from the relevant other rotationally inert body so that .ein cooperation between these ends and the other rotationally inert body is possible, so that the first and the second spring elements of the Give the device (20) a combined spring characteristic which corresponds to a relatively low spring constant, until the said other ends of the second spring elements come to rest on the other rotationally inert body, but that a higher spring constant comes into effect as soon as the other ends of the second spring elements come into contact with the other sluggish bodies have come. 6. Apparatus according to claim 5 »characterized in that one of the opposite Body and the other of the opposing bodies (43 »4-5) on their facing surfaces at least a pair of opposing grooves (37a, 37b), which have the same length, and that a seat part (27a) is attached in the middle part of one of these grooves, that it protrudes into the other of the two grooves, two of the opposing grooves of the second tongue ^ 40988S / Ö342 elements (26c, 26d) are added that each one end each of the second spring elements connected to the seat part is, and that the other end of each second spring element by a predetermined distance from the adjacent end wall of the associated. Groove is separated, 7. The device according to claim 1, characterized .g e k e η η ζ eich net that at least one of the sluggish bodies (4-5) with a dynamic torsional vibration absorption unit is provided. '- 8. Apparatus according to claim 7, characterized in that g e k e η η ζ e I η e t that for the dynamic Torsionsschwingungsauf receiving device an outer rotating support body (49) belongs by a radial distance from the outer edge of the. rotationally inert body (45) is separated, as well as elastic elements (.4.8) j. which the rotating sluggish outer body with the rotating sluggish Connect bodies. 9. Vehicle, g e k e η η ζ e i c h η e t by a device (20) according to claim 1 for receiving or compensating of torque fluctuations. 10. Vehicle according to claim 9 »dadxirch g e k e η η - ζ eich η et that the device (20) for receiving or compensation of torque fluctuations a predetermined Has resonant angular frequency which is a certain amount below the ignition angular frequency of the internal combustion engine when this is the lowest practically possible Speed per unit of time is operated. 11. Apparatus for damping vibrations in a vehicle by obtaining the average value of a fluctuating output torque an internal combustion engine, the one Forms part of the Tvehicle, thus g e k e η η ζ e ic h η e t that a damped oscillating system (20; 20 ') is present, which has a predetermined rotational moment of inertia and directly with the crankshaft (21) of the 409886/0342 Brennkraftmasdiine is connected that the attenuated oscillating system has a resonant angular frequency which is predetermined so that it falls below a certain amount is the ignition angular frequency of the internal combustion engine, if this is operated with the lowest practically possible speed per unit of time, and that the damped oscillating System is suitable to cooperate with a power transmission device (35) of the vehicle to the vehicle to be driven with the aid of the averaged output torque. 12. The device according to claim 11, characterized in that the resonance angular frequency is preselected so that it is equal to the ignition angular frequency of the internal combustion engine multiplied by 1 / {2 or lower than this product. 13. The apparatus according to claim 11, characterized in that the damped oscillating system is several Has disks (23 »25) which are rotatably arranged on the same axis so that one of these disks of the crankshaft (21) is adjacent to the internal combustion engine and has a device for connecting this disk to the crankshaft, that another disk of the power transmission device (35) is adjacent and means for producing a drive connection between this disc and the power transmission device that has elastic elements (26a, 26b) are present, which connect the adjacent discs to one another so that relative angular movements of the disks are possible about their common axis of rotation, and that damping elements (29) are arranged between the adjacent disks to prevent the relative angular movements to attenuate the adjacent panes. 14. Apparatus according to claim 13 »characterized in that to the device for connecting the a washer (23) with the crankshaft (21) include screws (22), which make it possible to 409886/0342 formed flange to connect with one disc, and that the other disk (25) has an outer surface (25a) pointing in the direction of the axis of rotation, which in FIG Can bring connection with a clutch disc (38) of the power transmission device. 15. The device according to claim 13, characterized. g "e.-k e. η η ζ e i eh net. That to the elastic elements very cube springs (26a, 26b), which are arranged so that they are around the common axis of rotation of the disks (23, 25) in the circumferential direction are displaceable or deformable, and that a number of steel balls (29) of of the same diameter, which can be rotated in grooves (36a, 36b) are stored, which are formed on the opposite surfaces of the discs. 9886703A2