WO2015067424A1

WO2015067424A1 - Mass damper system

Info

Publication number: WO2015067424A1
Application number: PCT/EP2014/071417
Authority: WO
Inventors: Michael Wirachowski
Original assignee: Zf Friedrichshafen Ag
Priority date: 2013-11-07
Filing date: 2014-10-07
Publication date: 2015-05-14
Also published as: DE102013222647A1

Abstract

A mass damper system (1) is provided with a damping mass carrier (3) which is used to hold at least one damping mass (7) and which, like the at least one damping mass (7), has at least one guideway (13, 22), wherein the guideways (13, 22) of damping mass carrier (3) and damping mass (7) are operatively connected to one another by means of at least one coupling element (18), in that the coupling element (18) is capable of relative movement both in the guideway (13) of the damping mass carrier (3) and in the guideway (22) of the damping mass (7), between a central position, in which the coupling element (18) is free of a deflection in the circumferential direction of the guideways (13, 22), and a deflection position, in which a deflection out of the central position in the circumferential direction has taken place, wherein an assembly consisting of the guideways (13, 22) and the coupling element (18) assigned thereto is designed for an order dependent on the number of cylinders of the respective initiating drive (5a, 5b). The guideways (13, 22) of the damping mass carrier (3) and of the at least one damping mass (7) are configured, with regard to their geometric design, for initiations of a predetermined order, while the coupling element (18) which cooperates with these guideways (13, 22) is dimensioned to correlate with this predetermined order or to correlate with another order differing therefrom. The at least one guideway (22) of the at least one damping mass (7) is designed to receive coupling elements (18), the dimensioning of which is designed to correlate with another order differing from the predetermined order, at least along a portion of the relative movement range of the coupling element (18) relative to the guideway (22), omitting a radially outer boundary (64).

Description

Tilqersvstem

The present invention relates to an absorber system which is provided with a Tilgermassenträger serving to accommodate at least one absorber mass, which has at least one absorber mass at least one guideway, and wherein the guideways of Tilgermassenträger and absorber mass by means of at least one coupling element are in operative connection with each other, in that the coupling element is relatively movable both in the guide track of the absorber mass carrier and in the guide track of the absorber mass, between a central position in which the coupling element in the circumferential direction of the guide tracks is free of a deflection, and a deflection position in which a deflection of the Central position in the circumferential direction is carried out, wherein the interpretation of a composite of the guideways and the same associated coupling element takes place on an order that is dependent on the number of cylinders of the respective stimulating drive.

Such an absorber system is known from DE 100 66 436 B4. As can be seen in particular from FIG. 3, a plurality of absorber masses are accommodated on a absorber mass carrier, each of which has two guideways, in each of which a coupling element producing the operative connection to the assigned guideways of the absorber mass carrier is received in a relatively movable manner. As further explained, the absorber system can be tuned in different ways to a certain order of the excitation generated by a drive, such as an internal combustion engine, namely by geometric design of the guideways and by selecting the absorber masses, but also by determining the number of absorber masses. Since in a motor vehicle usually space and weight specifications exist, which represent a mass limit for the individual absorber mass and a limit on the number of absorber masses along the circumference of the absorber mass carrier, the geometric design of the guideways forms the essential component for the design of the absorber masses to a certain order ,

The order of the excitations generated by a drive, such as an internal combustion engine depend on the number of cylinders of this drive, so that, for example, at a six-cylinder drive, the third order is determining, in a four-cylinder drive the second order, and in a three-cylinder drive the 1, 5. Order. This is due to the number of ignitions per revolution of a crankshaft of the drive, assuming the formation of the drive as a four-stroke engine, three ignitions occur in a six-cylinder drive per revolution of the crankshaft, in a four-cylinder two ignitions and in a three-cylinder 1, 5 ignitions. This means that the guideways in absorber mass carrier and absorber mass for each of these drives must each have a different geometric design. Since in motor vehicles except the aforementioned drives other drives with deviating cylinder numbers are known, it can be determined that a manufacturer of absorber systems must have a variety of Tilgermassenträgern and absorber masses ready to provide for the different drive variants each matching absorber system can. This is complicated and expensive.

In Fig. 3 guideways for absorber systems are exemplified, for four- to six-cylinder engines, the guideways differ from each other with respect to their geometric configuration. In this case, the diameters D of the coupling elements, the centers of gravity of the absorber masses and the order to be canceled are specified for the design of the absorber system, and from these the radii R1 to R3 of the guideways in absorber mass carriers and absorber masses are calculated. An increase in the radius R1, R2, R3 of the respective guideway 13 with decreasing number of cylinders results, so that compared to a shown in Fig. 3c Tilgersystem for six-cylinder engines, in a shown in Fig. 3b Tilgersystem for five-cylinder engines radius R2 opposite has already increased the radius R3 for six-cylinder engines to be formed once again larger than the radius R2 for five-cylinder engines in a Tilgersystem shown in Figure 3a for four-cylinder engines as radius R1. The radii R1 to R3 in this case start from piercing points S1 to S3. Since by specifying the geometrical configurations of the guideways the requirements for the design of the absorber system corresponding to the number of cylinders of the respective drive are sufficiently met, the coupling element 18 is dimensioned for all three designs with identical diameter D. The invention has for its object to form a Tilgersystem so that this is suitable for the smallest possible number of components for a maximum number of drives.

According to the essential aspect of the present invention, this object is achieved by a absorber system.

The absorber system is provided with a Tilgermassenträger serving to accommodate at least one absorber mass, which has at least one absorber mass at least one guideway, wherein the guideways of absorber mass and absorber mass by means of at least one coupling element operatively connected to each other by the coupling element both in the guide track of the absorber mass carrier as well as in the guide track of the absorber mass is relatively movable, between a central position in which the coupling element in the circumferential direction of the guideways is free of a deflection, and a deflection position in which a deflection from the central position in the circumferential direction takes place, wherein the interpretation of a composite of the guideways and the same associated coupling element takes place on an order that is dependent on the number of cylinders of the respective stimulating drive.

Of particular importance in this case is that the guideways of the absorber mass carrier and / or the at least one absorber mass are designed with respect to their geometrical configuration to suggestions of a predetermined order, while the cooperating with these guideways coupling element dimensioning in association with this predetermined order or in Assigning to a deviating other order undergoes, and that the at least one guideway of the at least one absorber mass for receiving coupling elements whose dimensioning is assigned in assignment to a different order from the other order, at least along a portion of the relative movement of the coupling element is formed with respect to the guideway waiving a radially outer boundary. As already explained with reference to FIG. 3, it is usually provided to design the geometric configurations of the guideways in the absorber mass carrier as well as in the absorber masses as a function of the number of cylinders of the drive generating the excitations, by calculating the radii of the guideways in absorber mass carriers and absorber masses. For the calculation of radii emanating from puncture points, the diameters of the coupling elements, the center of gravity of the absorber masses and the order to be canceled are specified.

The aim now is to make a damper system for drives with different numbers of cylinders, such as for four-and six-cylinder engines, usable, without having to adjust the geometrical configurations of the guideways at least one of the relevant components - Tilgermassenträger or absorber mass. For this purpose, it is provided according to the claim to interpret the geometrical design of the guideways on Tilgermassenträger and / or the at least one absorber mass to suggestions of a predetermined order when using both a four-cylinder drive and a six-cylinder drive, for example, either suggestions for a four-cylinder drive, or suggestions for a six-cylinder drive. In order to be able to take into account the requirements of the respective other drive, for which the geometric design of the guideways is not coordinated, it is provided that the coupling elements, which interact with the guideways designed for the predetermined order, are dimensioned such that these coupling elements engage in Assignment are designed to deviate from the predetermined order of the guideways other order.

If, for example, the guideways of a absorber system are designed for the order assigned to a four-cylinder drive, then if this absorber system is intended for use with six-cylinder drives, the absorber system can be designed at least approximately to the order assigned to a six-cylinder drive by dimensioning the coupling elements such that these coupling elements are designed to the order assigned to a six-cylinder drive. The coupling elements then have a larger diameter than coupling elements, which are designed for a four-cylinder drive assigned order. Conversely, the guideways of an absorber system may be designed for the order assigned to a six-cylinder drive while the absorber system is intended for use with four-cylinder engines. The coupling elements then have a smaller diameter than coupling elements on the one

Six-cylinder drive assigned order are designed. Since the maximum deflection angle of the coupling element within the guideway of the respective diameter of the coupling element should always be independent and thus consistent, take coupling elements of smaller diameter, so here coupling elements, which are designed for a four-cylinder drive assigned order until reaching the maximum deflection significantly more revolutions about its longitudinal axis, as is the case with coupling elements, which are designed for the order assigned to a six-cylinder drive.

At least in the case of at least one absorber mass is provided to dispense with the radially outer boundary of the at least one guideway at least along a portion of the relative movement range of the coupling elements with respect to the guideways. Thus, when coupling elements of significantly larger diameter are used than in those coupling elements which are adapted with respect to their order to the intended guideway, it is achieved that the coupling elements with a significantly larger diameter fit into the guideways. Conversely, when coupling elements of significantly smaller diameter are used than in those coupling elements which are adapted with respect to their order to the intended guideway, achieved that can be dispensed with an elongated guideway at least in the at least one absorber mass. A significantly larger dimensioning of the coupling elements will be particularly necessary if the corresponding drive has a significantly higher number of cylinders than that drive for which the at least one guideway is designed, while a much smaller dimensioning of the coupling elements will be necessary in particular when the corresponding drive has a significantly smaller number of cylinders than that drive for which the at least one guideway is designed. Since it is therefore at least substantially sufficient to use coupling elements of different diameters for adapting the respective absorber system to drives of different numbers of cylinders, a substantial reduction in expenditure in the design of an absorber system can be achieved without having to accept functional disadvantages. With preference, in this case the coupling elements are designed as cylindrical rolling bodies.

The waiver of the radially outer boundary of the at least one guide track at least along a portion of the relative movement range of the coupling elements with respect to the guideways is for the formation of the guideways in the at least one absorber mass of essential importance, since the residual wall thicknesses of this absorber mass between the individual guideways on the one hand and between the guideways and the outer contour of the absorber mass on the other hand could be so small that the necessary stability at this point seems questionable. Here, the absence of a radially outer boundary at least along a portion of the relative movement range of the coupling element with respect to the guideway creates a much-needed relief.

As long as the absorber system is subject to a driving operation, ie an operating state in which the centrifugal force acting on the at least one absorber mass exceeds the weight force by rotation of the absorber mass carrier about a central axis, the at least one absorber mass is forced radially outwards, so that the formation of the guideways of the at least one absorber mass waiving the said radial outer boundary does not affect. At the end of the driving operation, however, the at least one absorber mass falls downwards under the effect of the weight force now exceeding the centrifugal force, so that it can not be ruled out that the damper mass will not be supported there due to the lack of radially outer boundary. In this operating state, a stop provided radially within the at least one absorber mass has a positive effect by being usable as a travel limit for the at least one absorber mass, thus preventing the absorber mass from falling through in this direction and thus separating the guideway from the coupling element. This stop can also be used to dampen any impact noises, which in a collision of the at least one absorber mass to a other component, for example on a component of the absorber mass carrier, could arise in the case down. With preference, the travel boundary is therefore designed as a component which is designed to be elastically deformable at least in abutment areas for the at least one absorber mass. With particular preference, the travel limit is designed at least substantially annular, and positioned on transducers on Tilgermassen- carrier.

The invention will be described in detail below with reference to the accompanying figures. It shows:

1 is a plan view of a Tilgersystem with absorber masses, according to the

State of the art are formed, and associated with the absorber masses, formed by spring elements of a spring device attacks, the absorber masses are shown in an initial position, they take in the weight of excess centrifugal force and free of torsional vibrations introduced;

Fig. 2 as shown in Figure 1, but showing the absorber masses in a position they take in the centrifugal force of excess weight.

Fig. 3 is a prior art depicting schematic representation of

Guideways of Tilgersystems, wherein by different dimensioning of these guideways designed on different orders of suggestions, which are due to drives of different numbers of cylinders;

Fig. 4 is a schematic representation of guideways of the absorber system, wherein by different dimensioning of engaging in these guideways coupling elements is designed to different orders of suggestions, which are due to drives of different number of cylinders.

5 shows a drive train in a schematic representation; 6 shows an illustration of the absorber masses according to the invention;

7 is a sectional view of the absorber system according to the section line VI.

VI in Fig. 6;

In Fig. 1, a Tilgersystem 1 is shown with a Tilgermassenträger 3, on which a plurality of absorber masses 7 are received, as they correspond to the prior art. The absorber masses 7 each have guide tracks 22 designed in pairs for receiving coupling elements 18 designed as essentially cylindrical rolling bodies 20, wherein the guide tracks 22 are designed such that they permit radial relative movement of the absorber masses 7 relative to the coupling elements 18. The absorber masses 7 have, radially inward on their peripheral sides 42 adjacent abutment sides 43.

At Tilgermassenträger 3, also in pairs, guideways 13 are provided which have a curved course. As shown in Fig. 1 or 2, the guideways 13 each have an output region 14 in which the respective guide track 13 has the greatest radial distance from a central axis 15, and via connection portions 17, extending circumferentially opposite each other, on both sides of the Connect output range 14. Also provided at the absorber masses 7 guideways 22 have a curved course, each having an output area 24 in which the respective guide track 22 has the smallest radial distance from the central axis 15, and with connection areas 25, extending circumferentially opposite each other, to connect both sides of output area 24. The guideways 22 are each provided on both sides of a Tilgermassenzentrums 35 of the respective absorber mass 7. Fig. 1 shows the state of the absorber masses 7 when driving, which is present when the absorber system 1 is operated at a speed at which the centrifugal force exceeds the weight.

The recorded in the guideways 13 and 22 coupling elements 18 each engage axially adjacent to one of the guideways 22 in the respectively associated Guideway 13 a. In the illustration according to FIG. 1, the absorber masses 7, due to the centrifugal force, strive radially outwards, so that the coupling elements 18 each position in the output region 24 of the respective guide track 22, that is to say in that region of the guide tracks 22 which has the smallest radial distance to the central axis 15 has. The coupling elements 18 are supported in each case in the exit region 14 of the guideways 13 of the absorber mass carrier 3, ie in that region of the guideways 13 which has the greatest radial distance from the central axis 15.

The absorber masses 7 each have at their radially inner ends in each case a geometric Anformung 28, which has a first contact portions 26 in the peripheral middle part, in the peripheral outer parts on the other hand via second contact regions 27. The respective first contact region 26 has a region center 37th , which divides the first contact region 26 into Anformhälften 23. This geometric Anformung 28 cooperates in the manner to be described later with radially provided within the absorber masses 7 stops 31 which are taken together on an annular member 32.

The annular member 32 has in the circumferential direction between two absorber masses 7 via a respective holder 34, each enclosing a sensor 1 1, so that the holder 34 each serves as Anschlagaufnehmer 38. The annular member 32 is thus rotatably received on the Tilgermassenträger 3. A circumferentially extending annular body 33 acts between each two Anschlagaufnehmern 38 each as a stop profile 40. Anschlagaufnehmer 38 and stop profiles 40 together form stops 31 on the annular member 32nd

When the absorber system 1 is operated at a speed at which the centrifugal force exceeds the weight force, the absorber masses 7 strive radially outward under the effect of the centrifugal force so that the coupling elements 18 can each position themselves in the exit region 24 of the respective guideway 22 of the absorber masses 7 , Although torsional vibrations can force deflections of the absorber masses 7 in the circumferential direction, as a result of which the coupling elements 18 are deflected out of the output regions 14, 24 of the guide tracks 13, 22 into their connection regions 17, 25. but takes place with decaying torsional vibration always a provision of the coupling elements 18 in the starting position under the action of centrifugal force.

On the other hand, if the centrifugal force falls below the weight force, for example during a crawl operation of a motor vehicle or when stopping a drive, such as an internal combustion engine, then the absorber masses 7 fall radially inwards in order to assume the relative position to one another and to the absorber mass carrier 3 shown in FIG. In such an operating state, the two absorber masses 7 located radially above the central axis 15 fall radially inwardly until their abutment faces 43 with the shaping half 23 of the first contact region 26 relevant to the direction of movement abut on the associated abutment profile 40 of the abutment 31 on the annular body 33 of FIG annular component 32 have come. If the guideways 13, 22 permit a further movement of the absorber masses 7 radially downwards, this movement will end only when the relevant for the direction of movement second circumferential region 27 of the respective absorber mass 7 on the holder 34 and thus the Anschlagaufnehmer 38 of the annular Component 32 has come into contact. The two absorber masses 7 located radially below the central axis 15 also fall radially inwards until their stop sides 43 with the first contact regions 26 formed thereon, which are relevant for the direction of movement, bear against the associated stop profile 40 of the stop 31 on the annular body 33 of the annular component 32 have come, and until also the relevant for the direction of movement second contact portions 27 of the respective absorber masses 7 at the corresponding brackets 34 and thus at the Anschlagaufnehmer 38 of the annular member 32 come into abutment. In this way it is prevented that the two radially located below the central axis 15 absorber masses 7 reach with their peripheral sides 42 in abutment against each other.

4a and 4b show a schematic representation of a guide track 13 of the absorber mass carrier 3, in each of which a coupling element 18 is accommodated. As can be seen from the position of the coupling element 18 in the respective output region 14 of the guideways 13, the driving mode explained with reference to FIG. 1 is without initiation of a torsional oscillation, ie the coupling element 18 assumes its central position. In the circumferential direction laterally of the coupling element 18 shown with solid line are, in each case, shown in broken line, possible deflection positions of the coupling element 18 in the guide track 13, wherein the coupling element 18, each starting from its central position, in the deflection on the guide track 13 to reach a maximum deflection angle α of about 55 ° roll. Of course, the coupling element 18 will reach its maximum deflection angle α only if there is a sufficiently strong energy input due to very strong torsional vibrations. Usually, however, the coupling element 18 is deflected, starting from its central position, into smaller angular ranges.

As FIGS. 4a and 4b further show, the guideways 13 have a geometric configuration in the circumferential direction with at least substantially identical radii R, which originate from at least substantially identical puncture points S, while the coupling element 18 of FIG Diameter D3 is greater than the coupling element 18 of Fig. 4a with the diameter D1. As a result, the coupling element 18 according to FIG. 4a, starting at its central position, ie in the exit region 14 of the guideway 13, execute rolling movements in the circumferential direction, the number of which is a multiple compared to the number of rolling movements of a larger diameter coupling element 18, as exemplified in FIG Fig. 4b shown. Although by specifying different diameters D1, D3 for the coupling element 18 significant differences in the respective Abrollhäufigkeit from the output range 14 can be achieved, the case crossed over maximum deflection ex remains constant, however, and is preferably about 55 °.

Fig. 5 shows an example of a drive train, as it is suitable for receiving the absorber system 1. Accordingly, a drive 5 in the form of an internal combustion engine has a crankshaft 54, which is connected to a coupling arrangement 56, for example by means of a drive plate 60. This coupling arrangement 56 may be formed, for example, as a flywheel, as a dual-mass flywheel or as a hydrodynamic coupling device, and serves in a manner not shown for receiving the absorber system. 1 The coupling assembly 56 is finally connected to a transmission 62. FIG. 5 shows that the crankshaft 54 of the drive 5, like the absorber system 1, is capable of rotation about the central axis 15. Fig. 6 shows absorber masses 7 in a different from the illustration in Fig. 1 or 2 embodiment. It can clearly be seen that the radially outer boundary 64 of the guideways 22 are merely formed as stubs on the region of the absorber masses 7 on both sides of the absorber mass center 35, and thus the portion of the relative movement range of the coupling elements 18 with respect to the guideways 22 substantially radially outward is open. This opens up the possibility of an absorber system 1 already tuned for an order, for example the 2nd order, of excitations supplied by an original drive 5, such as a four-cylinder drive, to another order, for example the 3rd order, one with a different number of cylinders how to tune with other six-cylinder number, waiting for other 5 drive. As already explained in detail, if the other order is assigned to a drive 5 with a higher number of cylinders than in the original drive 5, the previously used coupling elements 18 are replaced by new coupling elements 18 of larger diameter, and are here due to the at least partial removal of the boundaries 64th Nevertheless, be easily inserted into the guideways 22 of the absorber masses 7. The possibility of a deflection of the absorber masses 7 and thus their guideways 22 relative to the associated coupling elements 18 is easily possible even in this embodiment of the guideways 22, wherein a displacement from the central position shown in Fig. 6 takes place in a deflection position, in which the coupling elements 18th after leaving the exit area 24, each shift in the direction of a circumferential end of the respective guide track 22, and thus reach one of the terminal areas 25.

While the guideways 22 of the absorber masses 7 are adapted to coupling elements 18 of different dimensions by at least partially dispensing with the boundaries 64, the guideways 13 in the absorber mass carrier 3 are sufficient for all possible dimensions of the coupling elements 18, since the guideways 13 are larger because of the larger dimensions of the absorber mass carrier 3 can be trained without having to fear problems with wall thicknesses. In the absorber masses 7, however, there is the risk that with a correspondingly large formation of the guideways 22, the remaining wall thicknesses, in particular between the respective guideway 22 and the outer contour of the absorber mass 7 too low and thus could miss the necessary stability. Fig. 6 shows the absorber masses 7 in ferry mode in its central position. As long as the driving operation, the absorber masses 7 are pressed radially outward under the action of the centrifugal force due to rotational speed, and thereby the guideways 22 held in abutment with the respective associated coupling elements 18. At the end of the driving operation, however, the absorber masses reach the position shown in Fig. 2, when the centrifugal force has fallen below the weight. Due to the at least partial omission of the radially outer boundaries 64, it can not be ruled out that the absorber masses 7 perform a movement during the transition to the position shown in FIG. 2, in which the guideways 22 leave the respective coupling element 18. Subsequently, for the absorber masses 7 there would be the risk of falling out of the absorber mass carrier 3, or at least no longer assuming its desired position, in which the coupling elements 18 are received in the extension regions of the guideways 22. To avoid this, the already treated, as a stop 31 effective annular member 32 acts as a travel limit 66 for the absorber masses 7 by these on the annular member 32 into abutment before they can assume a position in which the guideways 22 of separate the coupling elements 18. If the annular component is in this case designed to be elastically deformable at least in abutment regions 68 for the absorber masses 7, the absorber masses 7 dampen the annular component 32.

In Fig. 7 it can be seen that the Tilgermassenträger 3 preferably has two absorber mass carrier elements 70 which extend at least substantially parallel to each other at least in the extension region of the absorber masses 7, and take in the axial direction between them the absorber masses 7, which with a Plural mass absorber mass elements 71 may be formed. The two Tilgermassen- carrier elements 70 are held by means of the aforementioned transducer 1 1 at a predetermined distance from each other. The pickups 1 1 continue to provide for the fixation of the annular member 32 on Tilgermassenträger. 3 REFERENCE CHARACTERS

I absorber system

3 absorber mass carriers

5 drive

7 absorber masses

I I transducers

13 guideways

14 output range

15 central axis

17 connection areas

18 coupling element

20 rolling bodies

22 guideway

23 half-mold

24 output range

25 connection area

26 contact area

27 contact area

28 geometric shape

31 stop

32 annular component

33 ring body

34 bracket

35 Titer center

37 area center

38 stop sensor

40 stop profile

42 peripheral side

43 stop side

54 crankshaft

56 coupling arrangement drive plate

transmission

radially outer boundary

travel limitation

plant areas

Absorber masses support elements

absorber mass

Claims

claims

1 . Tilgersystem (1) with a for receiving at least one absorber mass (7) serving Tilgermassenträger (3), as well as the at least one absorber mass (7) via at least one guide track (13, 22), wherein the guide tracks (13, 22) of Tilgermassenträger (3) and the absorber mass (7) by means of at least one coupling element (18) are in operative connection with each other by the coupling element (18) both in the guideway (13) of the absorber mass carrier (3) and in the guide track (22) of the absorber mass (7) is relatively movable, between a central position in which the coupling element (18) in the circumferential direction of the guide tracks (13, 22) is free of a deflection, and a deflection position in which a deflection from the central position is carried out in the circumferential direction , wherein the interpretation of a composite of the guideways (13, 22) and the same associated coupling element (18) is carried out to an order that depends on the number of cylinders of each anr egen drive (5), characterized in that the guideways (13, 22) of the absorber mass carrier (3) and the at least one absorber mass (7) are designed with respect to their geometric configuration to suggestions of a predetermined order, while with these guideways ( 13, 22) cooperating coupling element (18) undergoes a dimensioning in association with this predetermined order or in association with a deviating other order, and that the at least one guide track (22) of the at least one absorber mass (7) for receiving coupling elements ( 18) whose dimensioning is determined in association with a deviating from the predetermined order other order, at least along a portion of the relative movement range of the coupling element (18) relative to the guide track (22) waiving a radially outer boundary (64) is formed.

2. absorber system according to claim 1, characterized in that the coupling elements (18) are each formed as at least substantially cylindrical roller body (20).

3. absorber system according to claim 1 with a radially within the at least one absorber mass (7) provided stop (31), characterized in that the stop (31) a travel limit (66) for the at least one absorber mass (7) during a movement of the same represents radially inward.

4. absorber system according to claim 3, characterized in that the travel limit (66) at least in contact areas (68) for the at least one absorber mass (7) is formed elastically deformable.

5. absorber system according to claim 3 or 4, characterized in that the Wegbegrenzung (66) as an annular member (32) is formed, which is positioned on transducer (1 1) on Tilgermassenträger (3).