DE3411221A1 - TILGER FOR DAMPING VIBRATION - Google Patents

Description

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FICHTEL 6 SACHS AG, Schweinfurt

ANR 1 001 485 Reg.No. 12th

Patent and utility model auxiliary application Damper for damping torsional vibrations

The invention relates to a valley for damping Torsional vibrations, especially in the drive train of force testify with internal combustion engines, including a. from a tiger mass, via an elastic connection on the drive train Is coupled.

From the German Offenlegungsschrift 29 03 715 it is already known, on the flywheel of an internal combustion engine crankshaft to couple a damper, which is connected to the flywheel via an elastomer layer. The disadvantage of such Damper It can be seen in the fact that the natural frequency is determined by the moment of inertia and the torsion spring constant, on its range their stimulating effect is limited. In There is no greater distance to this self-absorber frequency Damping, new natural frequencies also occur.

It is the object of the present invention to provide a base for To create damping of torsional vibrations, the effect of which extends to the largest possible speed range and the Does not have disadvantages of the prior art.

According to the invention, this object is achieved by the characteristic of Main claim solved. The change depends on the speed the natural frequency of the absorber makes it possible within a

the entire vibration level can be reduced without new natural frequencies occurring.

According to claim 2, it is particularly advantageous, the coupling the damper mass to the drive train preferably via at least to make a lever arm that can be changed depending on the level of refraction. This change in the lever arm changes the product of the lever arm and the spring constant and thus also the Torsion spring constant that determines the natural frequency of the valley. In order to can despite constant spring rate and constant Mass changes the natural frequency of the damper as a function of the speed will.

According to the invention, the change in the lever arm by the Coupling of the damper mass via at least one flyweight carried out, the speed-dependent the distance to the axis of rotation changes. The absorber mass can according to the invention on the Hub rotatably mounted, but axially fixed.

Further advantageous embodiments are in the subclaims set.

The invention will then be explained in more detail on the basis of several exemplary embodiments. They show in detail:

Figures 1 and 2 view and longitudinal section through a damper with radially displaceable flyweights;

FIg. 3 View of a damper in which the rubber elastic see spring elements both the restoring force of the flyweights as also the coupling between flyweights and absorber mass represent;

Figures * t and 5 view and longitudinal section through a damper with two different damper masses that have a Flyweight systems are coupled to the hub;

Fig. 6 view of a damper with tension springs, which both the return of the flyweights and the coupling take over the absorber mass;

Figures 7 to 9 exemplary embodiment of a damper with a view and two cuts, in each of which interconnected compression springs both the Resetting the fleeing weight as well as the coupling take over the whole body mass;

Figures 10 to 12 with a variant of an exemplary embodiment changed power transmission between hub and TI1germassen;

Fig. 13 basic curve of the angular acceleration X over the speed, comparison of two different dampers with a version without damper.

FIg. 1 shows the view and Flg. 2 shows the section II-II according to FIG FIg. 1 of a Tllgers, which, depending on the speed, the lever arm changed between a rotating shaft and a trough mass. The hub 1 is non-rotatable on a shaft, not shown arranged. This shaft, which is preferably the transmission input shaft is, rotates about the axis of rotation 16. The hub 1 carries two diametrically opposite and radially outward welsende Guide arms 6, each of which is used to guide a Fllehgewlcht 11 to serve. In both figures, the one Fllehgewlcht is 11 inches its radially inner position and the other Fllehgewlcht 11 shown in its radially outer position. As a path limitation for the two extreme positions, the hub 11 and to serve once others each have a stop 12 on the guide arm 6. The two Fllehgewlchte 11 are interconnected by two return springs interconnected in such a way that these return springs 8 below a fixed speed the two FlIehgewlchte 11 in Hold your position close to the hub, with the flyweights 8 above this speed against the force of the return springs 8 after slide outside. The spherical mass 2, which is arranged concentrically to the axis of rotation 16, is rotatably mounted on the hub 1 and it is each of the two helical springs 7 with each of the two Fllehgewlchte 11 connected. Thus, these helical springs 7 establish the coupling between the hub 1 and the general mass 2. In the upper half of the two figures results from the geo-

Metrle of the flies and the arrangement of the helical springs 7 a uniform lever arm of r., while in the extended position of the flies according to the lower half of the figures, the effective lever arm with r "is considerably larger. Since the natural frequency of such a hollow shaft depends on the support mass on the one hand and on the torsion spring constant on the other, and in the present case the torsion spring constant is to be regarded as the product of the lever arm and the spring constant, changing the lever arm as a function of the speed while maintaining a constant spring constant as well a constant trough mass, the natural frequency changes depending on the speed.

The effect of this speed-dependent natural frequency change on the vibration behavior in the drive train of an internal combustion engine Is in principle in FIg. 13 shown. It should be pointed out at this point that the curves according to FIg. 13 in principle for all embodiments of the figures 1 to 12 are valid. In Fig. 13, the angular acceleration is X Depending on the speed of the transmission input shaft, for example shown. The curve B with the greatest peak value of the angular acceleration and with the most pronounced curve shape represents the vibration behavior of a transmission input shaft without damper. It can be seen that very high angular accelerations occur over a large speed range. If a valley with a fixed natural frequency is used, curve A results, for example compared to curve B, a significantly lower peak value of the angular acceleration, with the maximum in this curve occurs at a lower speed. It can also be seen that curve A shows a further increase at a higher speed Has an increase, which, however, has lower values of the angular acceleration shows. What is unfavorable about this curve A is that it has its maximum approximately in the range of the idling speed of the internal combustion engine having. Finally, curve C shows a course the angular acceleration as a function of the speed in the case of a damper whose natural frequency changes depending on the

is derisible. It can be clearly seen that over the entire In the speed range, the angular acceleration values are significantly lower than turn out to be the case with curves A and B, and that the course of the curve Is formed much flatter in the area of its maximum.

FIg. 3 shows the view of a valley with retracted Fllehgewlchten 11, in which the connection between the flute forces 11 and the TMgermasse 2 takes place via spring elements 9, which are made for example from rubber molded Il en. These Spring elements 9 are on the one hand attached to the TMgermasse, z. B. vulcanized, and on the other hand on the FlIehgewlchten 11. Due to its approximately C-shaped shape and the provision of a Pre-tensioning force Is it possible with this version to use this Spring elements 9 both the restoring force for the Fllehgewlchte 11 as well as the coupling of the TMgermasse 2 to the Hub 1 and the guide arms 6. This is a very special one simple design achieved.

Figures k and 5 show the section IV-IV and the section VV through a valley, in which two TMgermasses 2 and 3 are arranged next to one another on a common hub 1. Both part masses 2 and 3 are coupled to the hub 1 via a system of fluted shafts 13 and a system of helical springs 7, the fluted shafts 13 being pivotably mounted on hub arms 5 via pivot points Ik. It is in FIg. 4 the Fllehgewlcht shown above in its retracted position and the Fllehgewlcht shown below in its extended position. The two reflow shafts are connected to one another via return springs 8, the return springs controlling the swiveling out in coordination with the mass of the reflow shafts 13. The coil springs 7 each ensure the connection of the TMgermasses 2 and 3 to the FMehgewIchte 13. In the retracted state of the Fllehgewlchte 13, the lever arm r ^ is implemented, while in the extended state the two different lever arms r 'and r _''are achieved .

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In principle, there are no differences in terms of function compared to the embodiments of Figures 1 to 3. However, it is possible through the arrangement of two different masses, to repay two different frequencies at the same time. The vote can, for example, on the ignition frequency and the twice the ignition frequency must be switched off. The design according to Figures * f and 5 differs from the designs according to Figures 1 to 3 essentially in that the Fllehgewlchte are arranged pivotably about a pivot point, the arranged on a hub arm, the hub arm being non-rotatably connected to the hub. About the swivel angle of the flyweights To keep it small, it is advantageous to use the pivot point 1Λ as possible to be relocated far outwards.

In FIg. 6 is a rare view of a damper shown, which is principally one half of Flg. 4 corresponds. By arranging the helical springs 7 accordingly, it has been possible to use these helical springs 7 both as return springs for the flyweights 13 and at the same time to connect the general mass 2 to the hub 1. This is made possible by the fact that the helical springs 7 exert a force component on the flyweights in every position of the flyweights 13 as a result of their bias, which is directed against the centrifugal force. In this case, a lever arm on the size arises in the retracted state and r .. In the extended state two different lever arms of the size r_ 'or r_ ^f'.

In the figures 1 to 6 described so far, it is natural also possible instead of the coil springs that are subjected to tensile stress Provide spiral springs, which at least the connection of the Tllgermasse take over to the hub. Furthermore, it can be advantageous to use damping elements to avoid vibrations in the flyweights to be provided as a purely mechanical friction damping or can also be designed as hydraulic damping.

In the figures 7 to 9 an execution example of a damper is shown, in which, as a major difference compared to the above-described Ausführungsbelspiel en the connection of the trough mass to the hub and the return force for the FlIegewlchte consists of a spring system in which two compression springs are arranged one behind the other . The FIg. 7 shows the section VII-VII according to FIG. 8. The FIg. 8 shows a section VIII-VIII according to FIG. 7 and FIg. 9 shows a section IX-IX also according to FIG. 7. In the present case, the total mass 2 is divided into two parts and the two parts are rotatably mounted on the hub 1 at an axial distance from one another. The usual components of the absorber are arranged within the two parts of the Tllgermasse 2. The hub 1 is rotatably mounted, for example, on a transmission input shaft, not shown, which rotates about the axis of rotation 16. The two parts of the Tllgermasse 2 are in turn rotatably mounted on the hub 1 and firmly connected to one another. Two symmetrically arranged hub arms 5, which are firmly connected to the hub 1, run between the two parts of the tiller mass 2. In the radially outer area of the hub arms 5, a joint 30 is arranged, on each of which a bracket 28 is pivotably mounted. It should be pointed out at this point that in FIg. 7 only one of the weighted and spring sets is shown, the other being omitted for the sake of simplicity. The bracket 28 is approximately U-shaped and on both sides of the hub arm 5 runs close to the inner sides of the two parts of the tiller mass 2. At its end opposite the joint, it engages in the eye 29 of a guide pin 18. This guide pin 18 is provided with a collar 19 approximately in the middle of its longitudinal extension, on which two helical compression springs 15 are supported, each surrounding the guide pin 18. Both springs 15 and the guide pin 18 are surrounded by a housing 17 which lh at its diametrical ends of the guide pin 18 in corresponding openings and is penetrated 25th One of the two springs 15 subjected to compression is supported in the interior of the housing 17 and the

others via a spring plate 21, which is penetrated on the one hand by the guide pin 18 and on the other hand by laterally protruding Lobe window 26 In the two parts of the TI 1germasse penetrates and through the spring preload of the helical compression springs 15 rests on a rolling curve 20 in the window 26. Furthermore, the housing 17 is 20 μm in the area of the rolling curve a pivot point 22 pivotally mounted. This pivot point is seen from the rolling curve 20 approximately in the direction of the hub 1. By arranging this pivot point 22 in conjunction with the Rolling curve 20 practice the helical compression springs 15 on the housing

17 a moment that tries to counter the centrifugal force Housing 17 together with the bracket 28 in the direction of the hub 1 to pivot. The housing 17 is, for example, made of a Sheet metal strips made and laterally opposite the two parts the Tllgermasse 2 running open and in the area of his The pivot point 22 is formed into a bearing point through which a pin 23 extends, which is in the two parts of the damper mass 2 Is held. The generally designated 13 Fllehgewlcht exists thus from the housing 17, the guide pin 18, the two Helical compression springs 15 and a portion of the bracket 28. Zur Limitation of the outward movement of the Fllehgewlchte 13 is at the Tllgermasse 2 a stop 27 is provided.

The function is as follows: The damper is driven by the hub 1 and the hub arms 5. These transfer the torque the bracket 28 on the guide pin 18 further. The guide pin

18 Is about its collar 19 of the two helical compression springs 15 Held in a central position. One spring is supported The damper mass is released via the spring plate 21 on the rolling curve 20 and the other spring via the housing 17 and the pivot point 22 on the Sttft 23 and thus also on the damper mass 2. The spring preload of the helical compression springs 15 in connection with the rolling curve 20 causes a moment on the housing 17, which is directed around the pivot point 22 in the direction of the hub 1 Is. The centrifugal force counteracts this moment Parts of the flyweight 13 and according to the vote of

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Mass of the FI I ehgewlchtes 13 and the spring preload of the helical compression springs 15 the flyweights start at a certain point Speed to lift off the hub 1 and at a certain speed to lay against the stops 27. During the outward movement the FlIehgewtchte 13 changes the lever arm between the axis of rotation 16 and the WIrkungs1 1 η I e of the helical compression springs 15. This also changes the natural frequency of the TMger. The helical compression springs are in advantageous catfish 15 both to generate the restoring force for the FlIehgewlchte used as well as to connect the Tllgermasse 2 to the lever arms 5.

In the figures 10 to 12 a variant of a valley is shown, The only difference between this and the embodiment according to FIGS. 7 to 9 is that the guide pin 18 is articulated to the hub arms 5 directly in an elongated hole 31. The guide pin 18 engages with a pin 32 In the elongated hole 31 of the hub arm 5 to during the pivoting movement of the FlIehgewlchtes 13 its position relative to the axis of rotation 16 to be able to change without the torque connection to the hub 1 being interrupted. The rest of the structure corresponds to both In the design as well as in the action of the damper according to FIGS. 7 to 9. A more detailed explanation is therefore unnecessary the mode of action.

FIG. 13 has already been used in conjunction with FIGS. 1 and 2 explained in more detail. The principle of the present invention will therefore be briefly discussed again at this point. The natural frequency of a Tllger is dependent on its mass and the torsion spring constant with which this mass is applied to the rotating Component is coupled. Since the mass can hardly be changed during operation, it is suggested to reduce the torsion spring constant to change that the lever arm is speed dependent by centrifugal force will be changed. This results in the change in the natural frequency the damper, with the result that the angular accelerations occurring on the shaft over a large rotational

Numerous areas can be significantly reduced and the curve progression considerably has smaller differences between maximum and minimum.

FRP-2 Ho / Bb2
03/15/8if

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Claims (19)

PATENT CLAIMS Tllger for damping torsional vibrations, especially Im Drive train of motor vehicles with internal combustion engine, consisting among others from a damper mass, which is coupled to the drive train via an elastic connection, thereby characterized in that the natural frequency of the damper is speed-dependent is changeable. 2. Damper according to claim 1, characterized in that the coupling of the Tllgermasse (2, 3) to the drive train C ¹ O preferably takes place via at least one lever arm Cr .., r ", r"', r "") which can be changed as a function of centrifugal force. 3. Damper according to claims 1 and 2, characterized in that the change in the lever arm Cr ₁ , r ", r"',r' ¹ ) takes place by coupling the damper mass C2, 3) via at least one flyweight ClI, 13) , which changes the distance to the axis of rotation C16) depending on the speed. 4. damper according to claims 1 to 3, characterized in that that between the lever arm and Tllgermasse C2, 3) spring elements C7, 9, 15) are arranged. 5. Tllger according to claims 1 to 4, characterized in that that the damper mass C2, 3) is rotatably mounted on the hub Cl) but is axially fixed. 6. damper according to claims 1 to 5, characterized in that that the spring elements C7, 15) preferably as helical springs are trained. 7. damper according to claims 1 to 6, characterized in that that the flyweights C13) can be rotated at a distance from the axis of rotation C16) of the TMger are mounted on hub arms C5). 8. TIlger according to claims 1 to 6, characterized in that that the flyweights ClO slidable to essentially radially extending guide arms C6) are arranged. 9. damper according to claims 1 to 8, characterized in that that preferably two equal flyweights ClI, 13) are arranged with opposite movement. 10. damper according to claims 1 to 9, characterized in that that each flyweight CH / 13) about preferably two about oppositely arranged springs C7, 15) is connected to the damper mass C2, 3). 11. Damper according to claims 1 to 10, characterized in that that the springs C7, 15) for coupling the damper mass C2, 3) to the drive train CD at the same time as return springs are designed for the flyweights. 12. Damper according to claims 1 to 11, characterized in that that the flyweights C13) from the springs C15) and the Spring guide elements C17, 18) are formed. 13. Damper according to claims 1 to 12, characterized in that that the springs are designed as helical compression springs Cl5) and in pairs in a housing C17) one behind the other are installed with preload and the forces are transferred from the Hub Cl) is carried out via a guide pin C18), which runs concentrically within the springs Cl5), with a collar C19), on which - from each side - one springs C15). lh. Damper according to claims 1 to 13, characterized in that the force is introduced from damper mass C2) via a rolling curve C20) on which one of the two springs C15) is supported via its free end and a spring plate C21). 15. Damper according to claims 1 to 1Λ, characterized in that that the support of the free end of the other spring (15) takes place via the housing (17), which both springs (15) surrounds and which is pivotably mounted in the area of its one end via a pivot point (22) on the damper mass (2). 16. A damper according to claims 1 to 15, characterized in that that der'FührungsstIft (18) axially displaceable in the housing (17) Is stored and penetrates corresponding openings (2 ^, 25) of the housing (17) with both ends. 17. Damper according to claims 1 to 16, characterized in that that the application of force from the hub (1) to the guide pin (18) takes place via a bracket (28) which is pivotable on the one hand (joint 30) on the hub arm (5) and on the other hand pivotable (eye 29) at the end of the guide pin opposite the pivot point (22) of the housing (17) (18) is rotatably mounted. 18. Damper according to claims 1 to 16, characterized in that that the application of force from the hub (1) to the guide pin (18) takes place via an elongated hole (31) which is arranged in the hub arm (5) and in which the pivot point (22) of the housing (17) engages the opposite end of the guide pin (18) via a pin (32). 19. A damper according to claims 1 to 18, characterized in that a balance weight system (13) at the same time zv / ei different damper masses (2, 3) can be coupled to Repayment of various frequencies. FRP-2 Ho / Bb3
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