EP4278111A1 - Amortisseur de vibrations de torsion - Google Patents

Amortisseur de vibrations de torsion

Info

Publication number
EP4278111A1
EP4278111A1 EP22700488.4A EP22700488A EP4278111A1 EP 4278111 A1 EP4278111 A1 EP 4278111A1 EP 22700488 A EP22700488 A EP 22700488A EP 4278111 A1 EP4278111 A1 EP 4278111A1
Authority
EP
European Patent Office
Prior art keywords
torsional vibration
vibration damper
fluid
torsional
mass
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22700488.4A
Other languages
German (de)
English (en)
Inventor
Michael Steidl
Mandy STREIFLER
Stephan Bohmeyer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hasse and Wrede GmbH
Original Assignee
Hasse and Wrede GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hasse and Wrede GmbH filed Critical Hasse and Wrede GmbH
Publication of EP4278111A1 publication Critical patent/EP4278111A1/fr
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/16—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material
    • F16F15/161—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material characterised by the fluid damping devices, e.g. passages, orifices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F5/00—Liquid springs in which the liquid works as a spring by compression, e.g. combined with throttling action; Combinations of devices including liquid springs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/16—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material
    • F16F15/162—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material with forced fluid circulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/02—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum
    • F16F9/04—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum in a chamber with a flexible wall
    • F16F9/0436—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum in a chamber with a flexible wall characterised by being contained in a generally closed space

Definitions

  • the invention relates to a torsional vibration damper or torsional vibration absorber according to the preamble of claim 1 .
  • the invention also relates to a method for damping torsional vibrations of a crankshaft of an internal combustion engine.
  • Passive torsional vibration dampers or torsional vibration dampers are made up of various parts/components. Two or three of the following principles/components are used.
  • passive torsional vibration dampers or torsional vibration dampers always have a store for kinetic energy, which is formed by a seismic mass.
  • This can advantageously be designed as a flywheel ring and is also referred to as a secondary mass.
  • a store of potential energy can be formed by a torsional spring stiffness between the secondary mass (in particular the flywheel ring) and a housing and/or hub part, which is also referred to as the primary mass.
  • a damping element or component can be provided as a dissipative component between a primary mass (housing and/or hub part) and the secondary mass - for example between the hub part/housing and the flywheel ring hydraulic damping works.
  • the seismic mass is always present in torsional vibration dampers or torsional vibration dampers.
  • a torsional vibration damper also has a dissipative component, and the absorber is the “storage of potential energy”. All three components are used in a damped torsional vibration absorber.
  • the damped torsional vibration damper is referred to below as the "torsional vibration damper”.
  • all components are located in an assembly that is connected to the shaft so that it rotates. This assembly thus forms a rotating system.
  • WO 2019/086 258 A1 describes a torsional vibration damper or torsional vibration absorber.
  • a structure is specified in which the oscillating movement between flywheel ring and housing of the torsional vibration damper or torsional vibration damper, which occurs in the rotating system, is converted into a translational movement in an external fixed system via a hydraulic bushing.
  • the present invention is based on the object of creating an improved torsional vibration damper or torsional vibration damper of the generic type which does not have the present disadvantages.
  • the object is also achieved by a method as the subject of claim 11.
  • a torsional vibration damper or torsional vibration damper according to the invention with a rotating system with a primary mass that is arranged on a rotatable shaft and can preferably be fastened in a rotationally fixed manner and with a secondary mass that is movable relative to the primary mass, and with an assembly for vibration damping and/or vibration damping of the relative movement between the primary mass and the secondary mass designed in such a way that the assembly for vibration damping and/or vibration damping of the relative movement between the primary mass and the secondary mass has at least one pressure accumulator within the rotating system of the torsional vibration damper or torsional vibration damper.
  • a method for damping torsional vibrations of a crankshaft of a piston engine with the torsional vibration damper or torsional vibration damper described above comprises the method steps VS1 providing the torsional vibration damper or torsional vibration damper mounted on the crankshaft; VS2 Adjusting at least one pressure accumulator installed in the torsional vibration damper or torsional vibration damper with a pressurized gas or air; and VS3 damping of the torsional vibrations of the crankshaft during operation of the piston machine by the torsional vibration damper or torsional vibration damper.
  • the assembly for vibration damping and/or vibration absorbing of the relative movement between the primary mass and the secondary mass has one or more fluid chambers filled with a fluid, which are formed in the secondary mass, as part of the rotating system, the volume of the fluid chambers in the case of torsional gene and resulting relative movements between the primary mass and secondary mass by means of at least one pressure accumulator can be changed, the fluid chambers are each divided by radially extending wings of a hub part connected to the primary mass.
  • the at least one pressure accumulator forms a gas spring and has at least one gas section and at least one fluid section, which are separated by a membrane, with the fluid section being connected to the fluid chambers via fluid lines.
  • the fluid lines can advantageously be designed for the flow velocities of the fluid that occur so that no critical flow velocities occur.
  • the at least one gas section of the at least one pressure accumulator is connected via a rotary union via one or more pressure lines to a control Zgas supply unit, which is arranged outside the rotating system of the torsional vibration damper or torsional vibration damper. Due to the rotary leadthrough, only the pressure of the springs (and thus the spring rate) is advantageously simply set by means of pressurized gas or air in comparison to the prior art.
  • the at least one pressure accumulator is arranged on a wing of the hub part and forms a gas spring with a chamber and a membrane, the membrane separating the chamber from the fluid chamber.
  • the rigidity of the system can advantageously be adjusted easily.
  • the fluid chambers are connected by lines in a hub part connected to the primary mass, with the lines each having at least one adjustable throttle. In this way, leakage loss due to overflow can advantageously be compensated for and the centrifugal mass can thus be held in its nominal position relative to the damper. Another advantage results from the fact that the centrifugal mass can be centered and does not have to be supported by additional springs.
  • the fluid chambers are connected by unidirectional overflow lines arranged in opposite directions in the hub part connected to the primary mass, since this allows overflow between the chambers if the damper is deflected too much in only one direction. In this way, the flywheel can be kept centered.
  • Advantageous damping can also be achieved if fluid chamber sections, which are formed by subdividing the fluid chambers by a respective wing, are connected by at least one line with or without a throttle in a respective wing.
  • the damping is realized by pumping the hydraulic oil back and forth through the wing between the fluid chambers or fluid chamber sections, with adjustable throttles being able to be used in order to adapt the damping to the respective requirements.
  • two diametrically opposite fluid chambers are provided for an advantageous compact structure.
  • An advantageous embodiment of the method provides that the pressure accumulator is adjusted in the second method step VS2 and in the third method step VS3 via a rotary feedthrough of the torsional vibration damper or torsional vibration damper via one or more pressure lines by means of a control Zgas supply unit that is outside of the rotating system of the Torsional vibration damper or torsional vibration damper is arranged.
  • a control Zgas supply unit that is outside of the rotating system of the Torsional vibration damper or torsional vibration damper is arranged.
  • only the medium air or nitrogen is used, which results in a compact design of the rotary union.
  • another version of the method provides that the pressure accumulator and other throttles are adjusted when the torsional vibration tion damper takes place in the second step VS2, wherein in the third step VS3 the torsional vibrations are damped by pumping a fluid back and forth between fluid chambers.
  • the pressure accumulator and other throttles are adjusted when the torsional vibration tion damper takes place in the second step VS2, wherein in the third step VS3 the torsional vibrations are damped by pumping a fluid back and forth between fluid chambers.
  • a visco damper there is also the advantage here of being able to adjust damping and stiffness independently of one another.
  • an optimal ratio can be found, on the other hand, it is possible to adapt the same damper hardware for different engines and thus save costs.
  • overflow occurs when the torsional vibration damper or torsional vibration damper is deflected too much in one direction between the fluid chambers by means of unidirectional overflow lines. An advantageous centering of the centrifugal mass can thus be achieved.
  • the rotatable shaft is a crankshaft of a piston machine.
  • a piston machine can be, for example, an internal combustion engine, an air motor, a piston compressor or the like.
  • the piston engine of the method described above can also be, for example, an internal combustion engine, a compressed air engine, a piston compressor or the like.
  • FIG. 1 shows a schematic representation of a first exemplary embodiment of a torsional vibration damper or torsional vibration damper according to the invention
  • FIG. 2 shows a schematic radial sectional view of the first exemplary embodiment of the torsional vibration damper or torsional vibration damper according to the invention according to FIG. 1;
  • FIG. 3-5 show schematic radial sectional views of exemplary embodiments and variants of torsional vibration dampers or torsional vibration dampers according to the invention.
  • FIG. 6 shows a schematic flow chart of a method according to the invention.
  • Figure 1 is a schematic representation of a first embodiment of a torsional vibration damper or torsional vibration absorber according to the invention.
  • the torsional vibration damper 1 or torsional vibration damper is referred to below only as the torsional vibration damper 1 .
  • it is non-rotatably connected to a crankshaft 2, e.g. a crankshaft 2 of an internal combustion engine (not shown).
  • an internal combustion engine is, for example, a so-called large engine, for example for ships, agricultural and construction machinery, power generation.
  • the torsional vibration damper 1 also has a rotary feedthrough 3 by means of which it is connected to a supply assembly 5 .
  • the supply assembly 5 includes a control Zgas supply unit 6 with pressure lines 7, 8.
  • the rotary feedthrough 3 forms an interface between the torsional vibration damper 1 and the control Zgas supply unit 6 of the supply assembly 5, with the pressure lines 6, 7 forming a connection between the control Zgas supply unit 6 and the rotary feedthrough 3.
  • the control ZGas supply unit 6 controls by means of a pressure medium, preferably a gas, for example compressed air, via the pressure lines 6, 7 and via the rotary feedthrough 3 control elements in the torsional vibration damper 1. These control elements are, for example, throttles and adjustable springs, which are described further below.
  • the crankshaft 2 has an axis of rotation 4 to which the torsional vibration damper 1 and the rotary feedthrough 3 are arranged coaxially.
  • FIG. 2 shows the first exemplary embodiment of the torsional vibration damper 1 according to the invention according to FIG. 1 in a radial section.
  • the torsional vibration damper 1 comprises a housing 9, a centrifugal mass 10 as a so-called secondary mass, a hub part 11 with vanes 12, 12', fluid chambers 13, 14 and pressure accumulators 15, 15'. This forms a so-called rotating system.
  • the housing 9 forms a so-called primary mass and is firmly connected to the hub part 11 and its wings 12, 12'.
  • the torsional vibration damper 1 is non-rotatably connected to the crankshaft 2 by means of the hub part 11 .
  • the wings 12, 12' are referred to as the first wing 12 and the second wing 12'.
  • the fluid chambers 13 and 14 are a first fluid chamber 13 and a second fluid chamber 14.
  • the accumulators 15, 15' are named first accumulator 15 and second accumulator 15'.
  • these stipulations do not rule out the possibility that more than two vanes 12, 12', more than two fluid chambers 13, 14 and more than two pressure accumulators 15, 15' can be provided.
  • the housing 1 , the rotary feedthrough 3 and the centrifugal mass 10 are arranged coaxially to the axis of rotation 6 .
  • the flywheel 10 can twist in relation to the housing 1 .
  • the wings 12, 12' of the hub part 11 are firmly connected to the housing 1.
  • the wings 12, 12' of the hub part 11 extend radially from the hub part 11 oppositely through diametrically opposite fluid chambers 13, 14, which are formed in the flywheel 10.
  • Each fluid chamber 13, 14 is divided by the associated wing 12, 12' of the hub part 11 into two fluid chamber sections 13a, 13b and 14a, 14b.
  • the wings 12, 12' each have two wing surfaces 12a, 12b; 12'a, 12'b, which are differentiated here in Figures 2 to 5 for easier identification depending on the clockwise direction.
  • the wing surface 12a of the first wing 12 is in contact with the fluid in the fluid chamber portion 13a of the first fluid chamber 13 and the wing surface 12'a of the second wing 12' is in contact with the fluid in the fluid chamber portion 14a of the second fluid chamber 14 and presses them together.
  • the hub part 11 and the wings 12, 12' pivot clockwise.
  • the wing surface 12b of the first wing 12 is in contact with the fluid in the fluid chamber portion 13b of the first fluid chamber 13 and the wing surface 12'b of the second wing 12' is in contact with the fluid in the fluid chamber portion 14b of the second fluid chamber 14 and compresses them when the Hub part 11 pivoted with the wings 12, 12 'counterclockwise.
  • Each pressure accumulator 15, 15' forms a gas spring and has a gas section 16, 16' and a fluid section 17, 17'.
  • Each gas section 16, 16' is separated from the associated fluid section 17, 17' by a membrane 18, 18'.
  • the pressure accumulators 15, 15' are fixedly attached to the housing 1.
  • the gas sections 16, 16' of the pressure accumulators 15, 15' are each connected to a connection section 3a, 3b of the rotary feedthrough 3 by means of a gas line 19, 19'.
  • the gas lines 19, 19' are each in control connection via an associated pressure line 6, 7 with the control/gas supply unit 6 of the supply assembly 5.
  • the fluid chamber sections 13a, 13b; 14a, 14b of the fluid chambers 13, 14 are each connected via a fluid line 20, 20'; 21, 2T are connected to a fluid section 17, 17' of a respective pressure accumulator 15, 15' in such a way that communicating or connected chamber sections result as follows.
  • the fluid lines 20, 20'; 21 , 2T can be installed, attached and/or molded into the centrifugal mass 10 .
  • the fluid chamber section 13a of the first fluid chamber 13 is connected via the fluid line 20 to the fluid section 17 of the first pressure accumulator 15 , which in turn is connected via the fluid line 21 to the vane chamber section 14a of the second fluid chamber 14 .
  • the fluid chamber portion 13b of the first fluid chamber 13 is connected via the fluid line 20' to the fluid portion 17' of the second accumulator 15', which in turn is connected to the vane chamber portion 14b of the second fluid chamber 14 via the fluid line 2T.
  • the pressure accumulators 15, 15' are implemented on the rotating side, i.e. in the torsional vibration damper 1, and can be set/adjusted by the control/gas supply unit 6 during operation of the torsional vibration damper 1 and via the membranes 18, 18 'affect the flow between the chambers described above.
  • the rotary feedthrough 3 is only used to set the pressure in the pressure accumulators 15, 15' and thus the spring rate. The spring rates of the gas springs formed by the pressure accumulators 15, 15' can thus be adjusted from the outside.
  • centrifugal mass i.e. the centrifugal mass 10
  • the centrifugal mass remains in its nominal position in relation to the housing 9. This is done by compensating for leakage losses due to overflow of fluid between the chambers via the communication paths described above.
  • FIG. 3 to 5 show schematic radial sectional views of further exemplary embodiments of torsional vibration dampers 1 or torsional vibration dampers according to the invention.
  • FIG. 3 shows a second embodiment of the torsional vibration damper 1.
  • the structure of the second exemplary embodiment of the torsional vibration damper 1 differs from the first exemplary embodiment in that there is no rotary feedthrough 3 . This is because energy stores 22 , 22 ′ as air springs or gas springs are integrated directly into torsional vibration damper 1 .
  • the energy stores 22, 22' are attached to/in the wings 12, 12' in such a way that inflatable chambers 22a, 22'a are formed on both sides of the wings 12, 12' with membranes 22b, 22'b, e.g. made of elastomer.
  • the chambers 22a, 22'a are similar to the gas sections 16, 16' of the energy stores 15, 15'.
  • the membrane 22b, 22'b separates the chambers 22a, 22'a directly from the fluid chamber sections 13a, 13b; 14a, 14b, which in a similar way correspond to the fluid sections 17, 17' of the energy stores 15, 15'.
  • the chambers 22a, 22'a are connected via valves (not shown) to one or more filling connections (not shown), through which the chambers 22a, 22'a are then filled with a gas, for example air and/or nitrogen.
  • a gas for example air and/or nitrogen.
  • the rigidity of the system is adjusted by means of the pressure in the chambers 22a, 22'a.
  • Damping is realized by pumping the fluid back and forth between the fluid chambers 13, 14.
  • lines 23, 23' are provided in the hub part 11 between the fluid chambers 13, 14. The fluid is pumped back and forth by relative movements of the vanes 12, 12' in relation to the centrifugal mass 10.
  • the line 23 is connected to the fluid chamber portion 13a of the fluid chamber 13 via an orifice 23a and to the line 23 ′ via a throttle 24 at another end.
  • the line 23' is in turn connected via an orifice 23'a to the fluid chamber section 14b of the fluid chamber 14 located on the same side of the wing.
  • further lines 23, 23' with orifices 23a, 23'a and throttle 24 connect the fluid chamber section 13b of the fluid chamber 13 to the fluid chamber section 14a of the fluid chamber 14.
  • the throttles 24 are adjustable in order to be able to adapt the damping to the respective requirements.
  • the energy stores 22, 22' and throttles 24 cannot be adjusted while the torsional vibration damper 1 is in operation. This takes place at a standstill using suitable valves, which are not shown here but are easy to imagine.
  • FIG. 4 shows a variant of the second exemplary embodiment according to FIG.
  • a deflected position of the torsional vibration damper 1 is shown here.
  • the overflow line 25 forms a unidirectional overflow from the fluid chamber section 13a of the fluid chamber 13 to the fluid chamber section 14b of the fluid chamber 14 located on the same side of the wing.
  • a unidirectional overflow from the fluid chamber section 14a of the fluid chamber 14 to the fluid chamber section 13b of the fluid chamber 13 is through the other overflow line 26 allows.
  • the overflow lines 25, 26 are arranged in opposite directions, i.e. the direction of the flow flowing through the overflow line 25 is opposite to the direction of the flow flowing through the overflow line 26.
  • the overflow lines 25, 26 can also have adjustable throttles, which are not shown.
  • Figure 5 shows a further variant of the variant according to Figure 4.
  • a deflected position of the torsional vibration damper 1 is shown here.
  • lines 23, 23' in the hub part 11 are provided as throttles 27, 27' in a respective vane 12, 12' in this variant.
  • the throttle 27 in the vane 12 communicates with the fluid chamber portion 13a of the fluid chamber 13 at an orifice 27a, with an opposite orifice 27b communicating with the other fluid chamber portion 13b of the fluid chamber 13.
  • the choke 27' in the other vane 12' communicates with an orifice 27'a with the fluid chamber portion 14b of the fluid chamber 14, an opposite orifice 27'b of the choke 27' communicating this choke 27' with the other fluid chamber portion 14a of the fluid chamber 14 connects.
  • damping occurs by pumping the fluid back and forth between the fluid sections 13a, 13b of the fluid chamber 13 and between the fluid sections 14a, 14b of the other fluid chamber 14.
  • FIG. 6 shows a schematic flow diagram of a method according to the invention for damping torsional vibrations of a crankshaft 2 of an internal combustion engine.
  • a first method step VS1 the torsional vibration damper 1 or torsional vibration damper is provided on the crankshaft 2.
  • a second method step VS2 the pressure accumulators 15, 15' are adjusted with a pressurized gas or air.
  • the torsional vibrations of the crankshaft 2 are damped in a third method step VS3 during operation of the internal combustion engine by the torsional vibration damper 1 or torsional vibration damper.
  • the pressure accumulators 15, 15' are adjusted in the second method step VS2 and in the third method step VS3 by an external supply assembly via the rotary leadthrough 3 of the torsional vibration damper 1.
  • the torsional vibration damper 1 has no rotary feedthrough 3 . Then the pressure accumulators 15, 15' and further throttles 24, 27, 27' are set in the stationary state of the torsional vibration damper 1 in the second method step VS2. This takes place in the third method step VS3 damping of the torsional vibrations by pumping the fluid back and forth between the fluid chambers 13, 14.
  • an overflow is made possible in the event of excessive deflections of the torsional vibration damper 1 in one direction between the fluid chambers 13, 14 by means of unidirectional overflow lines 25, 26.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

L'invention concerne un amortisseur de vibrations de torsion (1) ou un absorbeur de vibrations de torsion ayant un système rotatif comprenant : une masse primaire, qui est disposée sur un arbre rotatif, par exemple sur un vilebrequin (2) d'un moteur, en particulier d'un moteur à combustion interne, et peut, de préférence, être fixée de manière solidaire en rotation ; une masse secondaire, qui est mobile par rapport à la masse primaire ; et un ensemble pour l'amortissement des vibrations et/ou l'absorption des vibrations du mouvement relatif entre la masse primaire et la masse secondaire. L'ensemble pour l'amortissement des vibrations et/ou l'absorption des vibrations du mouvement relatif entre la masse primaire et la masse secondaire comporte au moins un accumulateur (15, 15' ; 22, 22') à l'intérieur du système de rotation de l'amortisseur de vibrations de torsion (1) ou de l'absorbeur de vibrations de torsion. L'invention concerne également un procédé d'amortissement des vibrations de torsion d'un vilebrequin (2) d'un moteur à combustion interne comportant un amortisseur de vibrations de torsion (1) ou un absorbeur de vibrations de torsion.
EP22700488.4A 2021-01-12 2022-01-12 Amortisseur de vibrations de torsion Pending EP4278111A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021100431.4A DE102021100431A1 (de) 2021-01-12 2021-01-12 Drehschwingungsdämpfer oder Drehschwingungstilger
PCT/EP2022/050536 WO2022152747A1 (fr) 2021-01-12 2022-01-12 Amortisseur de vibrations de torsion

Publications (1)

Publication Number Publication Date
EP4278111A1 true EP4278111A1 (fr) 2023-11-22

Family

ID=79927395

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22700488.4A Pending EP4278111A1 (fr) 2021-01-12 2022-01-12 Amortisseur de vibrations de torsion

Country Status (6)

Country Link
EP (1) EP4278111A1 (fr)
JP (1) JP2024502859A (fr)
KR (1) KR20230125846A (fr)
CN (1) CN116710677A (fr)
DE (1) DE102021100431A1 (fr)
WO (1) WO2022152747A1 (fr)

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2551519B1 (fr) * 1983-09-01 1989-03-31 Fichtel & Sachs Ag Dispositif de compensation de volume et de precontrainte pour amortisseurs hydrauliques a palettes tournantes
DE19626729C2 (de) 1996-07-03 2003-08-07 Mtu Friedrichshafen Gmbh Rotierende drehschwingungsdämpfende Kraftübertragungseinrichtung
AUPP163698A0 (en) * 1998-02-05 1998-02-26 Unidrive Pty. Ltd. Torsional vibration damping coupling
DE102005018954A1 (de) * 2005-04-23 2006-11-02 Zf Friedrichshafen Ag Torsionsschwingungsdämpfer
DE102005058531A1 (de) * 2005-12-08 2007-06-14 Zf Friedrichshafen Ag Torsionsschwingungsdämpfer
DE102007054567A1 (de) * 2007-11-15 2009-05-20 Zf Friedrichshafen Ag Torsionsschwingungsdämpferanordnung
DE102007054570A1 (de) 2007-11-15 2009-05-20 Zf Friedrichshafen Ag Torsionsschwingungsdämpferanordnung
DE102008001493A1 (de) 2008-04-30 2009-11-05 Zf Friedrichshafen Ag Torsionsschwingungsdämpferanordnung für den Antriebsstrang eines Fahrzeugs
DE102009027219B4 (de) * 2009-06-26 2015-03-26 Zf Friedrichshafen Ag Torsionsschwingungsdämpferanordnung
DE102009028445A1 (de) * 2009-08-11 2011-02-17 Zf Friedrichshafen Ag Torsionsschwingungsdämpferanordnung
DE202010010585U1 (de) 2010-02-26 2011-03-17 Ruf Automobile Gmbh Hydraulischer Drehschwingungsdämpfer der mit Motorenöl permanent versorgt wird
DE102013204588A1 (de) * 2013-03-15 2014-09-18 Siemens Aktiengesellschaft Drehmomentübertragungsvorrichtung, Aktor, Roboter
DE102017125690A1 (de) 2017-11-03 2019-05-09 Hasse & Wrede Gmbh Drehschwingungsdämpfer oder Drehschwingungstilger
DE102018124381A1 (de) 2018-10-02 2020-04-02 Hasse & Wrede Gmbh Elastische Kupplung

Also Published As

Publication number Publication date
JP2024502859A (ja) 2024-01-23
DE102021100431A1 (de) 2022-07-14
KR20230125846A (ko) 2023-08-29
CN116710677A (zh) 2023-09-05
WO2022152747A1 (fr) 2022-07-21

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