WO2016062475A1

WO2016062475A1 - Vibration damper and drivetrain

Info

Publication number: WO2016062475A1
Application number: PCT/EP2015/071531
Authority: WO
Inventors: Kyrill Siemens; Matthias Kram
Original assignee: Zf Friedrichshafen Ag
Priority date: 2014-10-24
Filing date: 2015-09-21
Publication date: 2016-04-28
Also published as: DE102014221639A1

Abstract

A vibration damper (100) according to an exemplary embodiment for damping a first rotational irregularity and a second rotational irregularity of different orders of a rotational movement has a coupling bolt (130) and a damper mass (120), which comprises a first raceway (250) and a second raceway (260) for the coupling bolt (130). The first and the second raceways (250, 260) are designed to guide the damper mass (120) in such a way that the damper mass (120) is able to oscillate in order to damp the first and second rotational irregularities, wherein the coupling bolt (130) is designed to roll on the first raceway (250) and/or the second raceway (260) as a function of a deflection angle from a reference position, and wherein the first raceway (250) is designed to damp the first rotational irregularity. The second raceway (260) is designed to damp the second rotational irregularity, wherein the first and second raceways (250, 260) are embodied in such a way that the coupling bolt (130) rolls only on the first raceway (250) in a predetermined first angular range (320) with respect to the reference position of the coupling bolt (130).

Description

Tilqer vibration absorber and drive train

Embodiments relate to a Tilgerschwingungsdämpfer and a drive train, as they can be used for example in the context of motor vehicles.

In many areas of mechanical, plant and vehicle engineering, rotary motion is used to transmit mechanical energy. An example here in vehicle and motor vehicle construction is the transmission of the rotational movements generated by a drive motor via a drive train to the driven wheels of the motor vehicle. Reciprocating internal combustion engines are often used as the drive motor, which, due to their design and their operating principle, generate rotational movements as well Generate rotational irregularities. These rotational irregularities, also referred to as torsional vibrations, can be caused for example in individual cylinders of the reciprocating engine due to the explosive development of force during the power stroke. Typical used in the automotive field reciprocating internal combustion engines are so gasoline engines and diesel engines, which can work depending on the application after the two-stroke principle or even after the four-stroke principle.

It is precisely these rotational irregularities that can have an undesirable effect in terms of ride comfort as well as with regard to mechanical loads. Thus, for example, rotational irregularities can lead to vibrations and other noises that the passengers of a motor vehicle may find disturbing. Likewise, however, vibrations may also be introduced into the drive train or other components of the motor vehicle which, if appropriate, may adversely affect the service life of individual components. For this purpose, different measures are used to dampen corresponding rotational irregularities, which include, for example, Tilgerschwingungsdämpfer.

In addition, due to increasing environmental, but also economic constraints, there is a tendency to reduce the fuel consumption of a motor vehicle. For this purpose, different concepts are used, to which For example, a reduction in speeds (downspeeding), the charging of the engines, for example, with the help of turbochargers but also a reduction of the displacement (downsizing) counts.

In order nevertheless to be able to offer vehicles with a larger displacement and a higher number of cylinders, therefore, for example, techniques are used in which individual or even several cylinders of a corresponding reciprocating internal combustion engine are deactivated or switched off during operation. As a result of this technique, which is also referred to as cylinder deactivation, the characteristic of the engine and thus also the rotational irregularities changes depending on the operating state of the reciprocating internal combustion engine.

However, this aggravates the task imposed on a system for reducing the rotational nonuniformity, since considerable changes in rotational nonuniformities can also occur due to the different operating states of the reciprocating internal combustion engine. These can change significantly, for example, with regard to the orders that occur.

Due to the working principle of Tilgerschwingungsdämpfern these may possibly suffer from corresponding changes in the operating condition and thus the change in rotational irregularities in terms of their performance and effectiveness. There is therefore an attempt to improve the performance of a Tilgerschwingungsdämpfers, which is also used in different operating conditions and corresponding rotational irregularities of different orders.

On the other hand, however, even for economic and ecological reasons, the endeavor to achieve this with structurally simple means that affect, for example, the required space, the weight of a corresponding Tilgerschwingungsdämpfers and other relevant parameters as little as possible, if any negative. There is therefore a need to improve a performance of a Tilgerschwingungsdämpfers even with different operating conditions with the simplest possible constructive means, which may for example be accompanied by rotational irregularities of different orders.

This need is taken into account by a damper vibration damper or a drive train according to one of the independent claims.

A Tilgerschwingungsdämpfer for damping a first rotational nonuniformity and a second rotational irregularity of different orders of a rotary motion, such as can be used for a drive train of a motor vehicle, for example, has a coupling pin and a damping mass. The absorber mass includes a first raceway and a second raceway for the coupling bolt, the first and second raceways being configured to guide the absorber mass such that the absorber mass is capable of vibrating to dampen the first and second rotational nonuniformity , The coupling bolt is in this case designed to unwind in dependence on a deflection angle from a reference position on the first and / or the second track, wherein the first track for damping the first rotational nonuniformity is formed, wherein the second track for damping the second rotational nonuniformity formed, and wherein the first and the second track are formed so that the coupling pin rolls in a predetermined first angular range based on the reference position of the coupling pin only on the first track.

The fact that the coupling pin rolls in the first angular range based on the reference position of the coupling pin only on the first track and the first track is just designed to damp the first rotational nonuniformity, it may be possible depending on the angular position of the coupling pin rotational irregularities of different orders and thus possibly to dampen different operating states of a component which injects the rotational irregularities into the damper vibration damper and thus to improve the performance of the damper vibration damper. Thus, the same coupling bolt can roll both on the first track and / or on the second track of the same absorber mass. The reference position of the coupling bolt may be, for example, the position of the relevant coupling bolt, which it occupies in a quasi-stationary state during a rotational movement of sufficiently high rotational speed, but the rotational movement is not superimposed on rotational nonuniformities. The reference position can thus be defined, for example, by the fact that the coupling pin in question takes it during the rotational movement, but with vanishing rotational irregularities. Depending on the alignment of the Tilgerschwingungsdämpfers to the gravitational field of the earth, it may be advisable here to provide the rotational movement at a sufficiently high speed, so that the force acting on the absorber mass and the coupling pin effective force is dominated by the centrifugal force acting on these components, so that the overlays of the gravitational field of the earth or other corresponding forces can be neglected.

Optionally, in a Tilgerschwingungsdämpfer according to an embodiment, the second raceway may be formed to be spaced in the first angular range of the coupling pin. In other words, it may be possible in this way that in the first angular range the second raceway can thus have no influence on the dynamics of the absorber mass. Thus, it may be possible, in the first angular range, to actually use the Tilgerschwingungsdämpfer substantially for damping the first rotational nonuniformity and their corresponding order. This may make it possible to improve the performance of the Tilgerschwingungsdämpfers

Additionally or alternatively, in a Tilgerschwingungsdämpfer the first and the second track further be formed so that the coupling pin rolls in a predetermined second angular range with respect to the reference position of the coupling pin only on the second track, wherein the first angular range and the second angular range are overlapping. As a result, it may be possible to use the absorber vibration damper in the second angular range essentially for damping the second rotational irregularity with its corresponding order. The first angle range and the second angle range can in this case essentially adjoin one another. Thus, between the first and the second angle range can be added. For example, be arranged only a transition angle range, which comprises a substantially smaller angular range with respect to the first angular range and the second angular range. The transition angle range may thus comprise, for example, at most a quarter or one eighth of the first or the second angle range, depending on whether the first angular range is the smaller or the second angular range is the smaller one. The angle ranges may include, for example, a plurality of disjoint angle ranges. As a result, it may be possible for the first and the second angle range, apart from one or more transition angle ranges, to comprise essentially the complete swing angle range of the absorber mass or of the corresponding coupling bolt.

Optionally, in such a Tilgerschwingungsdämpfer the first raceway may be formed to be spaced in the second angle range of the coupling pin. As a result, it may thus be possible to reduce an influence on the damping properties of the absorber vibration damper even in the second angular range. Thus, the second angle range can essentially be used for damping the second rotational irregularity of the corresponding order without influencing the first career. Thus, it may be possible to improve the performance of the Tilgerschwingungsdämpfers as a whole.

Additionally or alternatively, in a Tilgerschwingungsdämpfer the first raceway having a first raceway portion and a second raceway portion, wherein the first angle portion includes the first raceway portion of the first raceway and the second angle range completely covers the second raceway portion of the first raceway. The second raceway may include a first raceway portion and a second raceway portion, the second angle range comprising the second raceway portion of the second raceway, and the first angle range completely encompassing the first raceway portion of the second raceway. A distance of the first raceway section of the first raceway from a rotation axis of the coupling bolt about which the coupling bolt rolls, may be smaller than the distance of the second raceway section of the first raceway from the axis of rotation of the coupling bolt. The distance of the second raceway section of the second raceway from the axis of rotation of the coupling bolt may be smaller than the distance of the first raceway path. Section of the second raceway of the axis of rotation of the coupling bolt. This makes it possible to implement a Tilgerschwingungsdämpfer with structurally simple means.

Additionally or alternatively, in a damper vibration damper, the first raceway and the second raceway may be spaced from each other along an axial direction. This makes it possible to implement the first and second career space-saving and therefore again with structurally simple means in the context of a corresponding Tilgerschwingungsdämpfers.

Additionally or alternatively, in a Tilgerschwingungsdämpfer the coupling pin having a first rotationally symmetric portion having a first radius and a second rotationally symmetric portion having a different radius from the first second radius, wherein the first raceway is formed and arranged to unroll at the first rotationally symmetric portion. The second raceway may be formed and arranged to unroll at the second rotationally symmetric portion. This also makes it possible to implement space-efficient and with the help of structurally simple means a Tilgerschwingungsdämpfer.

For example, a component may have n-fold rotational symmetry, where n is a natural number greater than or equal to 2. An n-fold rotational symmetry is present when the component in question, for example, about a rotational or symmetry axis by (360 ° / n) is rotatable and thereby substantially in terms of form passes into itself, ie with a corresponding rotation substantially to itself in the mathematical sense is shown. By contrast, in the case of a complete rotation-symmetrical design of a component in any rotation about any angle about the axis of rotation or symmetry, the component essentially transits itself in terms of its shape, so it is essentially mapped onto itself in the mathematical sense. Both an n-fold rotational symmetry as well as a complete rotational symmetry are referred to here as rotational symmetry. In the present specification, because of the at least partially rotating configuration of the objects, components and systems described herein, a cylindrical coordinate system is typically used whose cylinder axis is typically the axial direction of rotation and hence the axial direction of the subject objects, components and systems coincides and possibly even coincides with these. Within the cylinder coordinate system, each location or each direction or line may be described by an axial component, a radial component, and a circumferential component. Even if, for example, in a Cartesian coordinate system, the radial direction and the circumferential direction can depend on one another, the same radial direction is always assumed independently of the relevant angle along the circumferential direction. Correspondingly, this also applies to the circumferential direction. Thus, even if the unit vectors for the circumferential direction and the radial direction in the Cartesian coordinate system are not constant in a corresponding cylindrical coordinate system, in the context of the present description, the radial direction always means that which follows the corresponding radial unit vector. The same applies accordingly for the circumferential direction.

Additionally or alternatively, in a Tilgerschwingungsdämpfer the absorber mass have a recess at the contour of the first and the second career are formed, wherein the coupling pin always engages along an axial direction in the recess and / or always engages through the recess along the axial direction. This also makes it possible to implement space-efficient and structurally simple means a corresponding design of a Tilgerschwingungsdämpfers with a first and a second career for the coupling pin in the context of the absorber mass.

Additionally or alternatively, in a Tilgerschwingungsdämpfer the first and the second track may be formed so that the order of the first Drehuniformität and the order of the second rotational nonuniformity by at least a factor of 1 .25 differ from each other. Especially in such a situation, the use of a Tilgerschwingungsdämpfers can be fruitful, since Tilgerschwingungsdämpfer who are able to different rotational irregularities with different different orders, which are spaced from each other, represent highly complex constructions. Especially with the occurrence of very different orders of rotational irregularities in different operating conditions can be used profitably as a Tilgerschwingungsdämpfer, as described here. Optionally, the orders of the first and the second rotational uniformity can also differ, for example, by at least a factor of 1 .5 or also by at least a factor of 2.

Additionally or alternatively, in a Tilgerschwingungsdämpfer the absorber mass have a first Teiltilgermasse and a second Teiltilgermasse, wherein the first and the second Teiltilgermasse are firmly connected to each other. The first Teiltilgermasse may in this case include the first career and the second Teiltilgermasse the second career. This makes it possible with technically simple means to implement a Tilgerschwingungsdämpfer the type described.

Optionally, in such a damper vibration damper, the first partial absorber mass and the second partial absorber mass may be arranged adjacent to each other indirectly or directly along an axial direction. This makes it possible to create a space-saving and thus space-efficient implementation of a Tilgerschwingungsdämpfers. Additionally or alternatively, a Tilgerschwingungsdämpfer further comprise a Tilgermassenträger which is adapted to store the coupling pin so as to guide the absorber mass to move. The absorber mass carrier may thus be able to receive the coupling pin and to guide and facilitate the movement of the absorber mass.

Optionally, in such a Tilgerschwingungsdämpfer the Tilgermassenträger have a mating track, which is arranged and designed to allow by rolling the coupling bolt on the mating track a guide the absorber mass. This may possibly make it possible to reduce a load on the first and / or the second career by a part of the desired movement of a center of gravity of the absorber mass is transmitted to the absorber mass carrier and its mating track. This makes it possible to improve the performance of a Tilgerschwingungsdämpfers with structurally simple means. Additionally or alternatively, in such a Tilgerschwingungsdämpfer of the Tilgergassenträger a first Tilgermassenträgerbauteil and with the first Tilger- mass carrier component rigidly connected and replaced along the axial direction arranged second Tilgermassenträgerbauteil have. The absorber mass can in this case be arranged along the axial direction between the first and the second absorber mass carrier component. This makes it possible to use structurally simple means even with the use of the first and the second career with low tilting moments to allow the operation of Tilgerschwingungsdämpfers and so to reduce a burden of Tilgerschwingungsdämpfers and extend the same lifetime if necessary.

Even if previously Tilgerschwingungsdämpfer have always been described only with a first and a second career, with Tilgerschwingungsdämpfern of course, a corresponding third career be implemented over which the coupling pin also rolls and, for example, in a third angular range, the leadership possibly alone takes over, for example a third rotational uniformity with a different order from the other rotational nonuniformities. Accordingly, for example, a third Teiltilgermase se be implemented. Of course, this also applies to other careers.

Additionally or alternatively, a Tilgerschwingungsdämpfer having a plurality of coupling pin, each damping mass is guided by at least two coupling pin. In this way, it may be possible to achieve a more stable and, if necessary, more robust guidance of the absorber mass which is less subject to tilting moments. Depending on the specific design, it may additionally or alternatively also be possible to save installation space by using at least two coupling bolts per absorber mass, since these can optionally be arranged differently from a single coupling bolt.

In such a case, it may possibly be possible, the first and / or second career and optionally the mating track of the absorber mass carrier relative to a respective line of symmetry of the respective raceway relative to a radial Direction to tilt. This may make it possible to reduce loads on the absorber vibration damper and / or to increase its performance. Additionally or alternatively, it may also be possible to save space compared to other arrangements.

A mechanical coupling of two components comprises both a direct and an indirect coupling, that is, for example, a coupling via another structure, another object or another component. A frictional or frictional connection comes about through static friction, a cohesive connection by molecular or atomic interactions and forces and a positive connection by a geometric connection of the respective connection partners. The static friction thus generally requires a normal force component between the two connection partners.

Additionally or alternatively, in the case of a damper vibration damper, the first angular range may be smaller than the second angular range. This may make it possible to design the absorber vibration damper for an operating state in which less severe or intensive rotational irregularities are to be expected than in a second operating state in which the second angular range then becomes active. This may make it possible to improve the performance of the Tilgerschwingungsdämpfers overall by better adaptation to the expected rotational irregularities.

A powertrain includes a damper vibration damper as described above and described below and a reciprocating internal combustion engine, wherein the reciprocating internal combustion engine is couplable and configured with the damper damper to operate in a first operating condition and in a second operating condition other than the first operating condition to become. Here, a number of active cylinders is different in the first and second operating states, wherein in a first operating state, a magnitude of the first rotational nonuniformity is greater than the second rotational nonuniformity and wherein in the second operating state, a magnitude of the second rotational nonuniformity is greater than the first rotational nonuniformity. Especially in such a case can be so a Tilgerschwingungsdämpfer, as has been described above and will be described below, optionally be used profitably.

Optionally, in such a drive train of the reciprocating internal combustion engine may be formed, so that in the first operating state, the number of active cylinder is greater than in the second operating state. In this way, it may be possible, in the first angular range, which may be arranged, for example, about the reference position of the coupling bolt, to reduce rotational irregularities arising from the operating state of the reciprocating internal combustion engine with the larger number of cylinders. Thus, in the second operating state, in which consequently the number of active cylinders is smaller, the absorber vibration damper may optionally have a greater dynamic range, since typically in an operating state with fewer active cylinders, the rotational irregularities increase in strength or intensity.

Adjacent may be two objects or structures, if there is no further object or structure of the same type between them. Immediately adjacent corresponding objects or structures may be, if they are directly adjacent to each other, so for example, in contact with each other.

An integrally formed component may for example be one that is made exactly from a contiguous piece of material. A component or structure manufactured in one piece, provided or manufactured, or even a component or structure manufactured, prepared or manufactured integrally with at least one further component or structure may for example be one which does not deviate from the one without the destruction or damage of one of the at least two components involved at least one further component can be separated. A one-piece component or a one-piece component thus also constitutes at least one component or one-piece component manufactured or integrally manufactured with another structure of the relevant component or the relevant component.

Motor vehicles also include, for example, passenger cars such as trucks, buses, agricultural machines, working machines, rail vehicles and other land vehicles. In addition, the motor vehicles but also water-bound motor vehicles and mixed forms of the aforementioned types of motor vehicles can count, which can operate both on land as well as on or in the water.

Hereinafter, embodiments will be described and explained in more detail with reference to the accompanying drawings.

Fig. 1 shows a partial elevational view in the form of a plan view of a Tilgerschwingungsdämpfer;

Fig. 2 shows a first cross-sectional view through the Tilgerschwingungsdämpfer shown in Figure 1;

Fig. 3 shows a plan view of the Tilgerschwingungsdämpfer shown in Figures 1 and 2.

Fig. 4 shows a further cross-sectional view through the Tilgerschwingungsdämpfer shown in Figures 1 to 3.

Fig. 5 shows an exploded view of the Tilgerschwingungsdämpfers shown in Figures 1 to 4.

Fig. 6 shows a plan view of a damping mass of the Tilgerschwingungsdämpfers shown in Figures 1 to 5.

Fig. 7 is a side view of the absorber mass shown in Fig. 6;

Fig. 8 is a plan view of the absorber mass shown in Figs. 6 and 7 from an opposite side;

Fig. 9 shows a cross-sectional view through the absorber mass shown in Figs. 6 to 8; 10 illustrates an embodiment of the first and second races of a damper vibration damper;

FIG. 11 illustrates, on the basis of a further exemplary embodiment of a damper vibration damper, a technical implementation of the principle sketched in FIG. 10;

Fig. 12 shows an enlargement of Fig. 1 1;

Fig. 13 shows a schematic cross-sectional view through another Tilgerschwingungsdämpfer;

Fig. 14 shows a schematic cross-sectional view through another Tilgerschwingungsdämpfer;

Fig. 15 shows a schematic cross-sectional view through another Tilgerschwingungsdämpfer;

Fig. 1 6 shows a schematic cross-sectional view through another Tilgerschwingungsdämpfer;

17 shows a plan view of an absorber mass support component of a damper vibration damper;

FIG. 18 is a cross-sectional view of the absorber mass support member of FIG. 17; FIG.

Fig. 19 is an enlargement of Fig. 17;

FIG. 20 shows a partial elevational view in the form of a plan view of the absorber vibration damper with the absorber mass support component from FIGS. 17 to 19; FIG. Fig. 21 shows a cross-sectional view through the Tilgerschwin- vibration damper of Fig. 20;

Fig. 22 is an enlargement of a portion of Fig. 20;

FIG. 23 shows a further cross-sectional view of the absorber vibration damper of FIG. 20; FIG.

FIG. 24 shows a plan view of a damping mass of the absorber vibration damper from FIGS. 20 to 23; FIG.

Fig. 25 shows a cross-sectional view through the absorber mass of Fig. 24;

Fig. 26 is an exploded view of the damper mass of Figs. 24 and 25; and

Fig. 27 shows a schematic representation of a drive train of a motor vehicle.

In the following description of the accompanying drawings, like reference characters designate like or similar components. Further, summary reference numbers are used for components and objects that occur multiple times in one embodiment or in one representation, but are described together in terms of one or more features. Components or objects which are described by the same or by the same reference numerals may be the same, but possibly also different, in terms of individual, several or all features, for example their dimensions, unless otherwise explicitly or implicitly stated in the description.

In many areas of plant, machine and vehicle construction rotational movements are used for the transmission of mechanical energy. This can lead to uniformities occur, which may be due, for example, a result of the generation of the rotational movement, but also on a jerky or otherwise kind of extraction of energy.

Even though the following essentially describes examples from the field of vehicle construction and in particular from the field of motor vehicle construction, absorber vibration dampers are far from being restricted to this technical field.

In the field of motor vehicle construction, the problem of rotational nonuniformity arises not least because rotary piston internal combustion engines are used here to generate the rotational movement, which are implemented as Otto engines or diesel engines according to the two-stroke or four-stroke principle. Due to the principle of operation, in each case during the working cycle there is an essentially impact-like or shock-shaped development of force, which leads to a corresponding superimposition of the rotational movement with rotational irregularities. These may be, for example, depending on the number of cylinders of the reciprocating internal combustion engine and the principle used (two-stroke principle / four-stroke principle).

In order to reduce the fuel consumption of corresponding reciprocating internal combustion engines, here are pursued different strategies, which include, for example, a reduction in speeds (downspeeding), a reduction of the displacement or volume (downsizing) and the use of supercharged engines using turbochargers or compressors. A strategy for reducing the effective displacement even with larger-volume engines with a corresponding number of cylinders is to change the number of active cylinders in different operating states. For example, in a first operating state, the number of active cylinders may be greater than in a second operating state. For example, in the first operating state, all cylinders of the reciprocating internal combustion engine may be active, while in the second operating state, for example, only two thirds or only half of the total implemented cylinders are active. The first operating state can for example be referred to as a full engine operation, the second operating state as a half engine operation. In the case of such engines, in which one or more cylinders can therefore be switched off as a function of the respective operating state, a change in the composition of the rotational nonuniformities can be brought about as a result of the above-described dependence of the rotational irregularities on the number of active cylinders. In engines with such a cylinder deactivation, the design of a Tilgerschwingungsdämpfers, which is also referred to as a speed-adaptive absorber (DAT), may prove to be insufficient on only one of these possibly occurring two orders. Depending on the vote so the absorber vibration damper, for example, in one of the two operating conditions, so for example, the full engine operation or the half-engine operation, possibly even be ineffective. The result of this deficit is the requirement to create a Tilgerschwingungsdämp- fer whose performance is achievable in different operating conditions with possibly different rotational irregularities of different orders with the simplest possible constructive means. It can thus pose the challenge to implement a Tilgerschwingungsdämpfer, which can provide sufficient repayment effect in both orders, ie with and without cylinder deactivation mode.

Tilgerschwingungsdämpfer, as described below, take advantage of findings that result from simulations and other studies on cylinder deactivation in connection with DAT systems. Thus, corresponding studies have shown that in the design of a Tilgerschwingungsdämpfers with respect to the order to be damped in comparison with active cylinder deactivation and in full engine operation, the intensity or strength of the corresponding rotational irregularities can vary widely. If the Tilgerschwingungsdämpfer example designed alone on the order in the operating state of the cylinder deactivation, the vibrations in full-engine operation can greatly increase, since here the Tilgerschwingungsdämpfer in a sole design on the operating state of the cylinder deactivation often can not develop sufficient repayment performance or repayment effect. On the other hand, as the number of active cylinders decreases, rotational nonuniformities increase in intensity. A Tilgerschwingungsdämpfer, as will be described below, can be designed so that it is able to dampen the order of rotational nonuniformity, which corresponds to that of a full motor for low swing angles, while for large swing angles, a vote on the order of rotational irregularities in the operating state of Cylinder shutdown can be made. As a result, both damping of rotational irregularities in the first operating state and in the second operating state can be possible with the same absorber vibration damper and in particular with the same absorber mass.

Tilgerschwingungsdämpfer can come together with other torsional vibration dampers, for example in the context of starting elements, so for example in the context of dry-running clutches, wet-running clutches or in the field of hydrodynamic torque converter. These can optionally be equipped with a damper vibration damper. Here, the Tilgerschwingungsdämpfer can be tuned according to the orders caused by the engine in terms of rotational irregularities and thus in a defined frequency band range with the same engine order, ie the same number of working cylinders, work optimally. By using a Tilgerschwingungsdämp- fers, as described below, can be done by a corresponding integration into a corresponding starting element a corresponding adjustment not only to an operating condition of the engine, but to several operating states of the engine.

Even if a Tilgerschwingungsdämpfer can be implemented, for example, in the context of the aforementioned starting elements, but this can also be provided at other locations in a drive train of a motor vehicle. This may for example be integrated in a transmission, a differential or another corresponding component of the drive train. The transmission may include, for example, a multi-step transmission, but also a continuously variable transmission. In the case of a stepped transmission this can work on the basis of planetary gear sets and / or based on spur gear sets. Fig. 1 shows a partial elevational view of a Tilgerschwingungsdämpfers 100, which is shown in various representations also in Figs. 2, 3, 4 and 5. Thus, FIG. 2 shows a first cross-sectional view through the absorber vibration damper 100 shown in FIG. 1 along a sectional plane, which in FIG. 1 cuts the absorber vibration damper 100 centrally along the vertical direction. Fig. 3 shows a Fig. 1 comparable representation in the form of a plan view, but not a partial elevation view was chosen here. 4 shows a further cross-sectional view through the absorber vibration damper 100 along the sectional plane GG also shown in FIG. Finally, FIG. 5 shows an exploded view of the damper vibration damper 100, in which the individual components are shown spaced apart along an axial direction 110.

The Tilgerschwingungsdämpfer 100 thus has an absorber mass 120, which, as the following description will show, a first and a second track for a coupling pin 130 includes. The first and second raceways are in this case just designed so that they are able to guide the damping mass 120 so that it can perform a vibration to dampen a first and a first rotational nonuniformity, which are superimposed on a rotational movement about the axial direction 1 10 and have different orders. The exact configuration of the first and second raceway will be described in more detail in connection with FIG. 6 to 9 in the Tilgerschwingungsdämpfer 100 shown here before with reference to FIGS. 10 to 12, the embodiment thereof will be described in more detail.

More specifically, the Tilgerschwingungsdämpfer here comprises a plurality of arranged along a circumferential direction 140 absorber masses 120, which are numbered consecutively in Figs. 1 to 5. Thus, the absorber vibration damper 100 shown here has a total of five absorber masses 120-1, 120-5 which are equidistantly spaced along the circumferential direction 140. In other Tilgerschwingungsdämpfern the number of implemented absorber masses 120 may be greater or less. For example, a Tilgerschwingungsdämpfer may include a single absorber mass 120, but also more than one, for example, two absorber masses 120, three absorber masses 120, four absorber masses 120, six absorber masses 120 or more. Each of the damper masses 120, which are also referred to as flyweights, is hereby guided through at least one coupling pin 130, wherein here each of the absorber masses 120 is guided by two coupling bolts 130, which are arranged symmetrically on both sides relative to a symmetry line 150 of the absorber masses 120. In principle, more than two coupling bolts can be implemented within each of the absorber masses 120. In the Tilgerschwingungsdämpfer shown here for each of the five absorber masses 120 each two coupling pin 130, so a total of ten coupling bolts in use. These are not provided with individual reference numerals in the figures for the sake of simplicity.

In this case, the coupling bolts 130 are capable of unwinding from a reference position on the first and / or the second track as a function of a deflection angle. The reference position here refers to the respective coupling pin 130, under which these are encountered when the rotational movement are just no rotational irregularities superimposed and the rotational movement optionally has a sufficiently high speed, so that the dominant acting on the absorber masses 120 and the coupling pin 130 force the centrifugal force is. In such a state, which is also shown for example in FIGS. 1, 3 and 5, the absorber masses 120 and the coupling bolts 130 are in a quasi-stationary state relative to an absorber mass carrier 1 60. Here, the question as to which speed can be considered sufficient depends on a large number of parameters. The centrifugal force acts along the radial direction, starting from the rotational axis of the rotational movement, which coincides in FIGS. 1 to 5 with the axial direction 1 10, radially outward. Their strength depends not least on a distance or radius of a center of gravity of the respective absorber mass 120 and the respective coupling pin 130 from the axis of rotation and from the speed. As the speed increases so does the centrifugal force or its corresponding acceleration.

In contrast, the acceleration of gravity has a constant direction and strength, which is superimposed on the centrifugal force. For example, if the axis of rotation is perpendicular to the direction of gravity and the speed is comparatively low, gravity may be the dominant component of the resultant force acting on the absorber masses 120 and the coupling pins 130. Other parameters include For example, the prevailing operating conditions of the Tilgerschwingungsdämpfers whether this is exposed, for example, shocks or other external accelerations.

The absorber mass carrier 1 60 here has a mating track 170, which is just arranged and designed such that the coupling bolts 130 can roll on the mating track 170 and thus allow guidance of the respective absorber mass 120. The Tilgermassenträger 1 60 is thus able to move about the coupling pin 130, the respective absorber mass 120 movable.

In this case, the absorber mass carrier 1 60 has a first absorber mass carrier component 180 - 1 and a second absorber mass component 180 - 2, which are designed as plates in the absorber vibration damper shown here. Due to the mating tracks 170 implemented in them, these are therefore also referred to as track plates. By the orientations shown in FIGS. 2 and 4, the absorber mass carrier component 180 - 1 is hereby also referred to as the right-hand web plate, the absorber mass-carrier component 180 - 2 also as the left-hand web plate. In FIG. 1, the right-hand rail sheet, that is to say the absorber mass support component 180 - 1, is here shown cut for the sake of clarity.

The two Tilgermassenträgerbauteile 180 are in this case along the axial direction 1 10 arranged staggered and spaced rivets 190 together, so in particular rotatably connected. The spacer rivets 190 are also referred to as spacers or rivets. By using spacer rivets 190, the respective absorber mass support components 180 also have a corresponding spacing along the axial direction 110. The absorber masses 120 are arranged in the here shown Tilger- vibration damper 100 between the two absorber mass support members 180.

Both the first and the second absorber mass support component 180-1, 180-2 in this case each have corresponding mating mating tracks for the coupling bolts 130. The coupling pins 130 are here in contact with the mating tracks 170 of both Tilgermassenträgerbauteile 180. The absorber mass component 180-2 here has a radially inner flange region 200, which comprises a plurality of bores 210, via which the respective absorber mass component 180-2 and thus the absorber vibration damper 100 are attached to another component, for example another component of a starting element can. The bores 210 can be used, for example, for riveting the absorber vibration damper 100. However, other connection techniques, for example a screw connection, can also be used. The bores 210 are distributed equidistantly in the circumferential direction 140 over the flange region 200. In addition, further holes 220 may be provided, which may serve, for example, for mounting further components or simply for alignment and thus for easier integration of the Tilgerschwingungsdämpfers 100 in another component, so for example, the aforementioned starting element. In the case of the damper vibration damper 100 shown here, these are not arranged equidistantly or symmetrically distributed along the circumferential direction 140 over the flange region 200.

As will be explained in more detail below in connection with FIGS. 6 to 9, the absorber masses 120 hereby have a first partial absorber mass 230-1 and a second partial absorber mass 230-2, which are firmly connected to one another. This is realized in the Tilgerschwingungsdämpfer shown here via the use of connecting pins 240, which are pressed with the Teiltilgermassen 230. The connecting pins 240 are in this case arranged parallel to the axial direction 110 and lie in the absorber vibration damper shown here on the line of symmetry 150 of the absorber masses 120. The first Teiltilgermasse 230 here has the first track 250, the second Teiltilgermasse 230, the second track 260. These are arranged on a contour of a recess 270 in the absorber mass 120 or its Teiltilgermassen 230, which are just arranged so that the coupling pin 130 always engages along the axial direction 1 10 in the recess 270 and the recess 270 along the axial direction even goes through.

The first raceway 250 and the second raceway 260 are spaced from each other along the axial direction 1 10. Due to the design of the mutually pinned together via the connecting pins 240 Teiltilgermassen 230 are so both Teiltilgermassen 230 also along the axial direction 1 10 in the present case immediately adjacent to each other. The absorber masses 120 thus comprise exactly two partial absorber masses 230-1, 230-2 in the absorber vibration damper 100 shown here, which is why the absorber masses 120 are also referred to as centrifugal weight packages with two centrifugal weights. In other Tilgerschwingungsdämpfern the respective Teiltilgermassen 230 but also spaced, so for example indirectly, be arranged adjacent to each other.

The coupling bolts 130 thus pierce the recess 270, on the contour of which the two raceways 250, 260 are formed and, moreover, are in contact with the mating raceways 170 of the two absorber mass support components 180 during operation.

For this purpose, as will be explained below, the coupling bolt 130 has a first rotationally symmetric section 280-1 and a second rotationally symmetric section 280-2, wherein the first rotationally symmetric section 280-1 has a first radius, while the second rotationally symmetrical section 280-2 has a second radius different from the first radius. The two rotationally symmetrical sections 280 are now designed with respect to their arrangement and design straight on the raceways 250, 260, where they roll during operation. Thus, the first rotationally symmetric section 280-1 rolls on the first track 250 and the second rotationally symmetrical section 280-

2 at the second track 260 during operation. In the Tilgerschwingungsdämpfer 100 shown here, the second radius is smaller than the first radius.

The coupling bolts 130 also have two adjacent to the two above-mentioned rotationally symmetric sections 280-1, 280-2 third rotationally symmetric sections 280-3, which are just configured in terms of their radii and arrangement that this at the mating tracks 170 of the absorber mass carrier 160th or the Tilgermassenträgerbauteile 180 can roll and so can cause the leadership of the absorber masses 120. The one or more rotationally symmetrical sections 280-

3 of the coupling pin 130 may have, for example, the same radius as the second rotationally symmetric portion 280-2. A third radius of the third rotationally symmetric sections 280-3 may therefore also be the second radius. As a result, it may be possible to simplify manufacture and / or assembly of a damper vibration damper 100. Of course, however, other third radii can be used in other Tilgerschwingungsdämpfern 100.

1 to 5 thus show an assembly of a Tilgerschwingungsdämpfers having two designated as a sheet metal Tilgermassenträgerbauteile 180 which are connected by means of several rivets in the form of Distanzniete 190 with each other. In the kidney-shaped recesses of the Tilgermassenträgerbauteile 1 80 referred to as rollers coupling pin 130 for the support of the absorber masses 120 are embedded. An absorber mass in the absorber vibration damper 100 shown here comprises a plurality of, for example, two or three interconnected Teiltilgermassen 230, which are referred to as sheet metal due to their design as Fliehgewichtsbleche. As will be described below, the recesses, which are likewise kidney-shaped, in the partial erosion masses 230 of a package or absorber mass 120 have at least partially different kidney-shaped recesses, which are used to display different paths. Correspondingly, the coupling bolts 130 in the absorber masses 120 also have one or more stages that form the rotationally symmetrical sections 280. The rotationally symmetrical sections 280 accordingly have at least partially different diameters along the axes of the coupling bolts 130. A more detailed representation of the absorber masses 120 will be explained in connection with FIGS. 6 to 9.

In FIGS. 3 and 4, the assembly of the Tilgerschwingungsdämpfers 100 is shown again. As can also be seen from the sectional illustration of FIG. 4, the coupling bolts 130 in the absorber vibration damper 100 are here stepped twice. This means that the coupling bolt 130 can roll with its smaller diameter or radius at the same time on Tilgermassenträgerbauteil 180 and in one of the Teiltilgermassen 230. With the larger diameter of the coupling pin 130 is able to roll in the other Tilgermassenträgerbauteil 230 and thus dampen a different order with respect to the Dre- nonuniformities. This will be explained in more detail in connection with FIG. FIGS. 6, 7, 8 and 9 each show a damper mass 120 as a plan view in FIGS. 6 and 8 and in a side view in FIG. 7 and as a sectional illustration in FIG. 9. The position of the cutting plane GG of the sectional plane from FIG. FIG. 9 shows FIG. 8 together with the corresponding viewing direction.

As has already been explained in connection with FIGS. 1 to 5, the absorber masses 120 each have a first partial absorber mass 230-1 and a second partial absorber mass 230-2 in the case of the damper vibration damper 100 shown here, which have the dimensions shown in FIGS. 6 to 9 not shown connecting pins 240 are connected together. In FIGS. 6 to 9, however, the associated bores 290 are shown, via which the compression with the connecting pins 240 for mounting the damper mass 120 from the Teiltilgermassen 230. The absorber masses 120 each have two holes 290 and accordingly also two connecting pins 240th on, which are arranged on the symmetry line 150 of the absorber mass 120. For other damper masses 120, the holes 290 may differ in terms of their positioning as well as their number from the examples shown here. Moreover, it is far from necessary that the absorber masses 120 are configured symmetrically at all. More specifically, the symmetry of the absorber mass 120 here is a mirror symmetry, so that the symmetry line 150 actually corresponds to a correspondingly extending mirror plane.

As will be explained below with reference to FIGS. 10 to 12, the first raceway 250 and the second raceway 260 are configured to serve to dampen a first rotational nonuniformity and a second rotational nonuniformity that are different in their orders. The design of the raceways 250, 260 is now such that, in a predetermined first angular range relative to a reference position of the coupling bolt, it rolls only on the first raceway 250. From the second race 260 it is spaced in this angular range. Accordingly, the absorber mass 120 shown here is configured such that the two raceways 250, 260 are configured with respect to a second angle range and again to the aforementioned reference position of the coupling pin 130, that in the second angular range of the coupling pin 130 only on the second track 260th rolls. In the second angular range, the coupling bolt is again spaced from the first raceway 250. In this case, a transition region can be arranged between the two angular regions, in which the coupling bolts 130 can be in contact with both raceways 250, 260.

In this case, the first and the second angle range can be free from overlapping, as will also be explained below with reference to the already mentioned FIGS. 10 to 12.

With regard to the construction, this is achieved in the absorber mass 120 shown here in that the first track 250 has a first track section 300-1 and a second track section 310-1. The aforementioned first angle range, in which the coupling pin 130 rolls only on the first track 250, here corresponds to the first track section 300-1.

Correspondingly, the second raceway 260 also has a first raceway section 300-2 and a second raceway section 310-2, wherein the aforementioned second angular range in which the coupling bolt 130 only guides the absorber mass 120 via the second raceway 260 extends straight to the second raceway section 310-2. 2 of the second track 260. The tracks 250, 260 are just so designed with respect to the respective other track sections, ie with respect to the second track section 310-1 of the first track 250 and with respect to the first track section 310-2 of the second track 260, that these of the Coupling pin 130 are spaced. In other words, in the last-mentioned raceway sections, the distances between a rotational axis of the coupling bolt 130 and the corresponding raceways are greater than in the respective raceway section, over which only the guidance takes place. The distance of the first raceway portion 300-1 of the first raceway 250 from the axis of rotation of the coupling bolt 130 about which the coupling bolt 130 rolls is less than the distance of the second raceway portion 310-1 of the first raceway from the respective axis of rotation. Likewise, the distance of the second raceway portion 310-2 of the second raceway 260 from the rotational axis of the coupling bolt 130 is smaller than the distance of the first raceway portion 300-2 of the second raceway from the rotational axis of the coupling bolt 130. In order to achieve this, the first and the second track 250, 260 each have a corresponding deviation from a primary kidney shape in each case in a transition section between the first and second raceway sections 300, 310, by which the distance of the rotational axis of the coupling pin 130 is influenced accordingly. Thus, the first raceway portion 300-2 of the second raceway 260 has a protrusion indicated by a dotted line in FIGS. 6 and 8 with respect to the kidney shape, while the first raceway portion 300-1 of the first raceway 250 has the normal kidney shape in this area which is larger in the second raceway portion 310-1 to the corresponding kidney shape. In FIGS. 6 and 8, this is likewise represented by a corresponding continuation of the enlarged and thus actually not active kidney shape of the first raceway 250.

Of course, the absorber masses 120, as shown in FIGS. 6 to 9, can also be replaced by a massive absorber mass construction. The required geometry of the raceways 250, 260 can be implemented in such a case, for example, by milling or other material-removing technique. The absorber masses 120 can thus be produced not only on the basis of metal sheets but, for example, also on the basis of a solid material.

Occur in a Tilgerschwingungsdämpfer rotational irregularities, so they represent based on the actual rotational motion vibration components that stimulate the absorber masses 120 relative to the Tilgermassenträger 1 60 to vibrate. These vibrations are described not least by the pendulum equation. In this case, depending on the accuracy of the model underlying the absorber vibration damper 100, for example, the corresponding damper mass can be modeled taking into account their manufacturing tolerances and the forces actually acting on them. The movement of the absorber mass 120 is in this case determined by their storage or guidance by the absorber mass carrier 1 60, ie in particular by the configuration of the mating track 170 and the raceways 250, 260. Likewise, the configuration of the coupling bolt 130 has an influence on the movement path of the respective absorber mass 120. In a simplified model, in which a substantially constant "pendulum length" is used, which can be derived from the above motion-relevant components, the natural frequency of the absorber mass 120 with respect to the excitable vibrations is substantially proportional to a root from the absorber mass Depending on the speed, the corresponding acceleration can be dominated by the centrifugal force, although other influences can influence the acceleration in terms of magnitude and direction, for example due to these influences the acceleration may no longer be radial is directed outside, as would be the case in the case of a pure centrifugal force-based acceleration, and that this also has a different size from the centrifugal force.Thus, a deviation of the vibration behavior of the absorber mass 120, so for example, a change d the natural frequency of damper mass 120 results.

The influences include, for example, the gravitational acceleration, which can lead to massive deviations from the actual oscillatory behavior of the absorber mass 120 precisely with a corresponding installation position of the absorber vibration damper with an axial direction 1 10 arranged at right angles to its line of action and sufficiently low rotational speeds. But other accelerations or shock loads can lead to a different dynamic behavior of the absorber mass 120.

In a very highly simplified model, the natural frequency of the absorber mass 120 of the Tilgerschwingungsdämpfers 100 is proportional to the square root of the effective acceleration, which acts on the absorber mass 120. If this is dominated by the centrifugal force, then this is essentially square with the rotational speed of the rotational movement, so that the natural frequency of the absorber mass 120 is proportional to the rotational speed of the rotational movement. Thus, the Tilgerschwingungsdämpfer with its Tilgermassenträger 160 indirectly or directly coupled to a crankshaft of a reciprocating internal combustion engine, so that the rotational speed of the rotary motion of the Tilgerschwingungsdämpfers 100 coincides with the speed of the crankshaft or optionally taking into account a lower or translation a corresponding fixed coefficient Having ten, so the natural frequency of the absorber mass 120 is proportional to the speed of the crankshaft.

As previously explained, the rotational nonuniformities can occur at frequencies which are also proportional to the rotational speed of the crankshaft of the reciprocating internal combustion engine, that is to say in proportion to the rotational speed of the rotational movement. Therefore, the rotational irregularities in terms of their frequency may have a fixed ratio to the rotational speed of the rotary engine and the crankshaft of the reciprocating internal combustion engine. The ratio of the frequency of the corresponding rotational irregularity with respect to the rotational speed of the crankshaft or the rotational movement is referred to herein as the order of the corresponding rotational irregularity. Depending on the system, this can be an integer, a rational number or even an irrational number. In many implementations, especially those in which the Tilgerschwingungsdämpfer has the same frequency as the crankshaft of the reciprocating internal combustion engine dominantly often integer orders or comparatively simple rational orders, such as 1 .5 in a 3-cylinder four-stroke engine). Other typical orders are 1 .25 and 2.

For the design of a Tilgerschwingungsdämpfers 100 to a certain order so several parameters are available. The center of gravity of an absorber mass 120 can thus result from its geometry. Depending on the position of the center of gravity so a certain track shape for the movement of the absorber center is required to achieve a damping of rotational nonuniformity of a desired order. The track diameter can thus influence the diameter of the coupling pin 130 and the diameter of the two kidneys, ie the kidney in the absorber mass 120 (first or second track 250, 260) and the corresponding kidney in the absorber mass carrier, ie the mating track 170 in a circular path , Thus, it is possible to use the mating track 170 in the Tilgermassenträger 1 60, for example, with a fixed diameter by adjusting the diameter or the radius of the coupling pin 130 and the diameter of the raceways 250, 260 in the absorber mass 120 for different orders. 10 thus illustrates the function of a damper vibration damper 100 for cylinder deactivation. Thus, Fig. 10 shows a schematic representation of the first track 250, the second track 260 and the mating track 170. In contrast to the previously described example of a Tilgerschwingungsdämpfers 100 here, the coupling pin 130, however, designed multiple stages. Thus, this also has three rotationally symmetric sections 280-1, 280-2, 280-3, which are in contact with the first raceway 250, the second raceway 260 and the mating track 170 and roll on this. In contrast to the example described above, however, here the third rotationally symmetrical section 280-3 has a radius deviating from the two aforementioned rotationally symmetric sections 280-1, 280-2.

Thus, in conjunction with the radius r3 of the third rotationally symmetric portion 280-3, which rolls on the mating track 170 of the absorber mass carrier 1 60, via the first raceway 250 and the first rotationally symmetric portion 280-1 with its radius r1, for example, a damping of rotational nonuniformity fourth order be realized. Accordingly, via the second raceway 260 and the corresponding second rotationally symmetric section 280-2 with its radius r2 in interaction with the mating track 170 and the third rotationally symmetrical section 280-3 of the coupling bolt 130, for example, second order rotational nonuniformity can be damped.

In this case, in the first angular region 320 around a reference position 330, the guidance of the absorber mass 120 is taken over only by the first raceway 250. In a second angle range 340, which is disjoint in the embodiment shown here, whose partial angle ranges are thus separated, for example, by the first angle range 320, the guidance of the absorber mass 120 is taken over by the second race 260. The first angle range 320 and the second angle range 340 are in this case free of overlap, wherein the transition angle range between the first angle range 320 and the parts of the second angle range 340 in FIG. 10 are not shown in order to simplify the illustration.

As FIG. 10 now shows, the coupling pin 130 with its small diameter or radius r3 thus runs in the mating tracks 170 of the two absorber mass carrier components 180 of the absorber mass carrier 1 60. The divider masses 230 are interconnected. connected, for example pinned, screwed, welded, riveted or otherwise fastened together, and have different, for example, kidney-shaped or quasi-kidney-shaped first and second raceways 250, 260. These are aligned with each other exactly, so depending on the operating condition or depending on the angular position of the coupling pin 130 of these rolls on the first or the second track 250, 260. A combination of the diameters of the second raceway 260 of the second partial damper mass 230-2 with the corresponding diameter of the coupling bolt of the second rotationally symmetrical portion 280-2 and the radius r2 can thus yield, for example, a path for damping the second order of rotational nonuniformity. Accordingly, the combination of the diameter of the first track 250 of the first Teiltilgermasse 230-1 with the other diameter of the coupling pin 130, ie the radius r1 of the first rotationally symmetric portion 280-1, for example, a track for damping a rotational irregularity of the fourth order. Since both raceways 250, 260 can not be used at the same time, the raceways 250, 260 of the partial absorber masses 230 are only partially utilized for different orders. Thus, the step of the coupling bolt 130 with its radius r1, ie the corresponding axial section of the coupling bolt 130 with the radius r1, lies only in a small angular range 2α (first angular range 320) in the first raceway. In the same angular range, the step r2 of the coupling bolt 130 has no contact with the second race 260 of the second part damper mass 230-2. After exceeding the said angle, ie the passage from the first angle range 320 in the second angle range 340 then enters the stage r2 of the coupling pin 130 in contact with the second race 260 and the contact between the stage with the radius r1 of the coupling pin 130 and first track 250 is canceled by the corresponding geometry of the first track 250. Thus, in the vibration absorber 100 for small swing angles, for example, rotational nonuniformity of the fourth order and for large swing angles, for example, second order rotational nonuniformity can be damped.

It may be interesting in such a design of the components that the stage of the coupling pin 130 rests with the largest diameter at small angles of oscillation in the absorber mass 120 in order to keep the surface pressure in this area as low as possible. With a very small oscillation angle, the centrifugal force, which acts on the absorber mass 120, corresponding to a normal force with which the absorber mass 120 is pressed onto the coupling pin 130. By increasing the contact surface between the two contact partners, a reduction of the surface pressure can thus be implemented to a considerable extent, if appropriate.

While FIG. 10 illustrates so as to illustrate the functional scheme of a damper vibration damper with a trifurcated coupling bolt 130, FIGS. 11 and 12 show a plan view of a corresponding implementation of a damper vibration damper 100 and FIG. 12 an enlargement of a corresponding region. Fig. 1 1 is similar to this example, Fig. 3, but differs in terms of the design of the coupling pin 130 and optionally also the absorber masses 120th Fig. 12 shows an enlargement of the area A of Fig. 1 1, in which again the in Fig. 10 already shown tracks are shown. Likewise, enlarged in Fig. 12, the coupling pin 130 is given again. Again, this is shown again in the reference position. 1 1 and 12 thus show a technical implementation of the conception from FIG. 10.

FIGS. 13, 14, 15 and 16 schematically show a plurality of variants of an assembly group of a damper vibration damper 100 for use in conjunction with a cylinder-cutoff reciprocating internal combustion engine. FIG. 13 shows such an embodiment of the damper vibration damper 100 as has been previously described in connection with FIGS. 1 to 5. Thus, here a doubly stepped coupling bolt 130 is shown, which differs from the coupling bolt 130 described in connection with FIGS. 1 to 5 only with regard to the exact geometric configuration. Thus, in contrast to the previously described Tilgerschwingungsdämpfern the Tilgerschwingungsdämpfer 100 of FIG. 13, a triple-packaged absorber mass 120, wherein as the absorber mass 120 comprises three Teiltilgermas- sen 230. Specifically, damper mass 120 includes a centrally located first divider mass 230-1 that provides first raceway 250 and can contact first rotationally symmetric portion 280-1 of coupling stud 130, and two along the axial direction on either side of Teiltilgermasse 230-1 arranged second Teiltilgermassen 230-2, each of which provide a second track 260, with which the corresponding second rotationally symmetric Sections 280-2 of the coupling pin 130 can come into contact. Thus, in the example shown here, the coupling pin 130 is constructed mirror-symmetrically relative to the first rotationally symmetrical section 280-1.

Fig. 14 shows a Fig. 13 very similar representation, in which, however, a triple stepped coupling pin 130 is used. Again, three Teiltilgermassen 230 are in use, which are arranged analogously to the variant described above. The variants in FIGS. 13 and 14 thus differ, for example, with respect to the radius of the second rotationally symmetrical sections 280-2 from the example shown above. These no longer coincide with the radii of the third rotationally symmetric sections 280-3.

Of course, the sequence of absorber mass carrier components 180 and the corresponding Teiltilgermassen 230 can be reversed, as shown schematically in Fig. 15, for example. Here, the Teiltilgermassen 230 and the corresponding Tilgermassenträgerbauteile 180 are reversed in their axial position. Here are the Tilgermassenträgerbauteile 1 80 between the Teiltilgermassen 230. This arrangement is made possible, for example, by the fact that the individual Teiltilgermassen 230 are connected to each other. Thus, an axial fuse via this mechanical connection. FIG. 15 thus shows an example in which the partial attenuator masses 230 are not immediately adjacent to each other or immediately adjacent to each other.

Finally, FIG. 16 shows a further embodiment of a damper vibration damper 100 in which the steps of the coupling bolt 130 are not disposed in a descending or ascending arrangement starting from a center of the coupling bolt 130. Also, this arrangement of the stages may be useful in a design of the Tilgerschwingungsdämpfers 100. By interchanging the absorber mass support components 180 and the Teiltilgermassen 230, as the comparison of FIGS. 13 and 14 has already shown, so possibly such a geometry can be circumvented. FIGS. 13 to 16 therefore show further possible geometries of the coupling bolt 130 and the arrangement of the corresponding partial absorber masses 230 on the coupling bolt 130.

FIG. 17 shows a plan view of an absorber mass carrier component 180 - 1, that is to say on a metal plate, as it can be used as part of the absorber mass carrier 1 60. As indicated in Fig. 17 by alignment lines 350-1, 350-5, the corresponding absorber mass support member 180-1 is intended for a damper vibration damper 100 having five absorber masses 120 (not shown in Fig. 17). Accordingly, the Tilgermassenträgerbauteil 180-1 ten recesses on the contour of the mating tracks 170 are formed for the corresponding coupling pin 130. The corresponding mating tracks 170 in this case have a folding symmetry with respect to a line of symmetry 360, wherein the lines of symmetry 360, which belong to a later pair of coupling pins 130 for a damping mass 120, are substantially parallel to the rest position of the corresponding absorber mass 120, as this through the alignment lines 350 are indicated. The line of symmetry 360 of the corresponding recesses of the mating tracks 170 are slightly inclined relative to the radial direction.

In order to connect the absorber mass support component 180-1 to an absorber mass support component 180-2 (not shown in FIG. 17), for example by the use of a plurality of spacer rivets 190, the absorber mass support component 180 has on a graduated circle 370 a plurality of bores 380, via which the riveting can be done in the context of assembly of Tilgerschwingungsdämpfers 100. Here, the number of bores 380 and thus of the later spacer rivets 190 corresponds to the number of damper masses 120 or the corresponding alignment lines 350. Of course, other numbers can also be implemented therefrom.

FIG. 18 shows a cross-sectional view of the absorber mass support component 180-1 along the sectional plane A-A shown in FIG. 17.

FIG. 19 shows a corresponding enlargement of the region X from FIG. 17, which shows the recess for one of the mating tracks 170. In Fig. 19, a radius RA is initially drawn, which corresponds to the radius of the mating track 170. In addition, from a radius RB is further drawn, which may for example correspond to a maximum diameter of the respective rotationally symmetric portion 280-3 of a coupling pin 130, which can still roll in the mating track 170. The radius RA is greater than the radius RB. Depending on the specific embodiment, for example, the radius RB can thus be in the range of a few millimeters, that is to say, for example, in the range between 2 mm and 15 mm. Accordingly, the radius RA can move in the range, for example, between 5 mm and 25 mm. A ratio of the two may for example be in the range between 1 .2 and 2.2, for example in the range between 1 .5 and 1 .8.

FIG. 20 shows in the form of a partial elevational view a plan view of a Tilgerschwin- vibration damper 100, as it has already been shown in Fig. 1. FIG. 21 shows a corresponding sectional view along the sectional plane A - A of the absorber vibration damper also shown in FIG. FIG. 22 shows an enlargement of the area X designated in FIG. 20, while FIG. 23 shows a sectional view through a damping mass 120 with a coupling bolt 130 along the sectional plane H-H from FIG.

The Tilgerschwingungsdämpfer 100 of FIGS. 20 to 23 is similar to the Tilgerschwingungsdämpfer 100 shown in FIGS. 1 to 5 quite far, even if constructive configurations differ from each other here. For example, the connection pins 260 for connecting the divider masses 230 to form the damper mass 120 are no longer located along a line of symmetry 150 of the damper masses 120, but rather at points spaced along the circumferential direction 140. In addition, the absorber masses 120 now have three Teiltilgermassen 230, wherein, as for example, the sectional view of Fig. 21 shows a first Teiltilger- mass 230-1 between two second Teiltilgermassen 230-2 are arranged. The first Teiltilgermasse 230-1 hereby provides the first track 250 for the coupling pin 130, while the two Teiltilgermassen 230-2, which adjoin directly to the first Teiltilgermasse 230-1 on both sides along the axial direction 1 10, the second track 260th provide. The mating track 170 is in turn provided by the Tilgermassenträger 1 60 and its two Tilgermassenträgerbauteile 180-1, 180- 2. Also, the Tilgermassenträgerbauteile 180 differ in terms of their outer geometric shape of those of the Tilgerschwingungsdämpfers 100 of FIGS. 1 to 5. Thus, for example, the absorber mass 120 exceed this clearly in the Tilgerschwingungsdämpfer shown in Figs. 20 to 23.

Also, the coupling pin 130 is also a three-stage coupling pin, in which the first rotationally symmetric portion 280-1, which is in contact with the first track 250 and rolls on this, has the largest radius or diameter. This is arranged along the axial direction 1 10 in the middle of the coupling pin 130. On both sides of this rotationally symmetric section 280-1, a second rotationally symmetrical section 280-2 is arranged in each case, which has a smaller radius or diameter which is just selected and designed such that it is attached to the second raceways 260 of the second partial absorber masses 230-2 can roll. The third stages are formed by the third rotationally symmetrical sections 280-3 of the coupling bolt 130, which adjoin the second rotationally symmetrical sections 280-2 on both sides along the axial direction 110 and which are just designed such that they engage with the mating tracks 170 the Tilgermassenträgerbauteile 180 are in contact and can roll on this.

In FIGS. 22 and 23, the design of the raceways 250, 260, 170 and the coupling bolt 130 is shown in detail here, due to the enlarged view in FIG. 22 and the sectional view in FIG. The first and second raceways 250, 260 are similarly shaped here, as has already been explained in connection with FIG. 10. Incidentally, the same also applies to the mating track 170.

FIGS. 24, 25 and 26 show a damper mass 120 together with two coupling bolts 130 which, due to the configuration of the second raceway 260 with respect to the first raceway 250 and the associated rotationally symmetrical sections 280-1, 280-2 along the axial direction a falling out is secured. The Teiltilgermassen 230-2 secure here in connection with the largest diameter or radius of the first rotationally symmetric portion 280-1 and the stage to the second rotationally symmetric sections 280-2 the coupling pin 130 against falling out From the absorber mass 120. This may make it possible to reduce the assembly and thus the production of the Tilgerschwingungsdämpfers 100 on.

Thus, Fig. 24 shows a plan view of the absorber mass 120, while Fig. 25 shows a cross-sectional view along the cross-sectional plane J-J, which is marked accordingly in Fig. 24. Finally, FIG. 26 shows an exploded view of the arrangement of the damper mass 120 shown in FIGS. 24 and 25 with the two coupling bolts 130, wherein the individual components of this arrangement are pulled apart along the axial direction. In this case, the absorber mass 120 also includes, in addition to the partial damper masses 230, the two connecting pins 240 used to connect the partial damper masses 230.

Finally, FIG. 27 shows a schematic representation of a drive train 400, as may be used, for example, for a motor vehicle. The powertrain 400 includes a reciprocating internal combustion engine 410, which is shown in FIG. 27 as an 8-cylinder engine with correspondingly eight schematically indicated cylinders 420-1, 420-8. However, a powertrain 400 is by no means limited to an 8-cylinder engine. Rather, any number of cylinders 420 may be used within a corresponding reciprocating internal combustion engine 410. Via a crankshaft 430, a starting element 440 is connected to the drive train 400, which is designed to interrupt a torque flow between the reciprocating internal combustion engine 410 and a transmission 460 connected downstream of the starting element 440 via a transmission input shaft 450. The starting element 440 may include, for example, a wet-running clutch, a dry-running clutch or a hydrodynamic torque converter. For example, it may be a hydrodynamic torque converter with a wet-running lock-up coupling, within the scope of which, for example, a damper vibration damper 100 is implemented. However, the Tilgerschwingungs- damper 100 can also be integrated into the drive train 400 at other locations than in the context of such a starting element or other starting element. This may for example be provided as part of the transmission 460, which in turn may be, for example, a stepped transmission, a continuously variable transmission or a combination of both. The powertrain 460 may further include a Transmission output shaft 470 include, on the example, a not shown in Fig. 27 differential and the drive wheels also not shown in Fig. 27 with the gear 460 may be coupled on the output side.

The reciprocating internal combustion engine, which is coupled or couplable with the Tilgerschwingungsdämpfer 100, this can for example be designed so that it can be operated in a first and in a second operating state, wherein the second operating state is different from the first operating state. For example, a number of active cylinders may be different in the first and second operating states, wherein in the first operating state, a magnitude of the first rotational nonuniformity is greater than the second rotational nonuniformity. Accordingly, in the second operating state, a magnitude of the second rotational nonuniformity may be greater than the first rotational nonuniformity. In addition, the reciprocating internal combustion engine 410 may, for example, just be designed so that in the first operating state, the number of active cylinders is greater than in the second operating state. The first operating state may, for example, also be referred to as the full engine operating state in which all the cylinders 420 are active. In contrast, the second operating state may be a state with active cylinder deactivation, in which one or more cylinders 420 are inactive. Depending on the configuration of the engine, an arbitrary fraction of the cylinders 420 can be switched off here. For example, the number of cylinders can be reduced to half, which is why this operating state is also referred to as a half-motor control.

A damper vibration damper 100 as described herein may be such as to be operable in conjunction with an engine having cylinder deactivation. Here, the Tilgerschwingungsdämpfer 100 based on a partial use of the tracks for the absorber masses 120. Depending on the specific implementation of such Tilgerschwingungsdämpfers this may optionally not be immediately recognized from the outside. Thus, it may be necessary or at least advisable to open the relevant, the Tilgerschwingungsdämpfer 100 comprehensive component and optionally further disassemble. Is it, for example, the starting element 440, which is the Tilgerschwin- damper 100 includes opening and possibly disassembly of the starting element 440 may be advisable.

The Tilgerschwingungsdämpfer 100 can be implemented as a Mehrordnungstilger with common coupling pin and angle-dependent path change in the absorber mass. It may thus be a centrifugal pendulum according to the sarazin principle, in which a coupling pin 130 rolls in a path 170 of the absorber 1 1, while this deflects depending on the deflection angle in a first track 250 and a second track 260 in a common absorber mass 120 , The first and the second webs 250, 260 of a damper mass 120 are designed here for different orders of rotational irregularities to be damped.

The features disclosed in the foregoing description, the appended claims and the appended figures may be taken to be and effect both individually and in any combination for the realization of an embodiment in its various forms.

Reference symbol absorber vibration damper

axial direction

absorber mass

coupling bolts

circumferentially

line of symmetry

Tilgermassenträger

Mating track

Tilgermassenträgerbauteil

Distanzniet

flange

drilling

further drilling

Teiltilgermasse

connecting pin

first career

second career

recess

rotationally symmetric section

drilling

first career section

second career section

first angular range

reference position

second angular range

snapline

line of symmetry

pitch circle

drilling

powertrain

reciprocating engine

cylinder 430 crankshaft

440 starting element

450 transmission input shaft

460 gears

470 Transmission output shaft

Claims

claims

1 . An absorber vibration damper (100), for example for a drive train (400) of a motor vehicle, for damping a first rotational nonuniformity and a second rotational irregularity of different orders of a rotary movement, comprising: a coupling pin (130); and

an absorber mass (120) comprising a first raceway (250) and a second raceway (260) for the coupling bolt (130), wherein the first and second raceways (250, 260) are configured to surround the absorber mass (120) cause the absorber mass (120) to vibrate to attenuate the first and second rotational nonuniformities,

wherein the coupling pin (130) is adapted to roll off a reference position on the first (250) and / or the second raceway (260) in response to a deflection angle;

wherein the first raceway (250) is configured to damp the first rotational nonuniformity;

wherein the second raceway (260) is configured to damp the second rotational nonuniformity; and

wherein the first and the second track (250, 260) are formed so that the coupling pin (130) in a predetermined first angular range (320) relative to the reference position of the coupling pin (130) rolls only on the first track (250).

The damper vibration damper (100) of claim 1, wherein the second raceway (260) is configured to be spaced from the coupling pin (130) in the first angular region (320).

3. A damper vibration damper (100) according to any one of the preceding claims, wherein the first (250) and the second raceway (260) are further formed so that the coupling pin (130) in a predetermined second angular range (340) relative to the reference position of Coupling pin (130) rolls only on the second track (260), wherein the first angular range (320) and the second angle range (340) are free of overlap.

4. A damper vibration damper (100) according to claim 3, wherein the first raceway (320) is formed to be spaced from the coupling pin (130) in the second angular range (340).

5. A damper vibration damper (100) according to any one of claims 3 or 4, wherein the first raceway (250) has a first raceway section (300-1) and a second raceway section (310-1), wherein the first angular range (320) the first Track portion (300-1) of the first track (250) and the second angular portion (340) completely surrounds the second track portion (310-1) of the first track (250), the second track (260) comprising a first track portion (300-4). 2) and a second raceway section (310-2), wherein the second angle section (340) comprises the second raceway section (310-2) of the second raceway (260) and the first angular section (320) comprises the first raceway section (300-2). the second raceway (260), wherein a distance of the first raceway portion (300-1) of the first raceway (250) from an axis of rotation of the coupling pin (130) about which the coupling pin (130) rolls, smaller than the distance of the second career portion (310-1) of the first raceway (250) from the rotation axis of the coupling bolt (130), and wherein the distance of the second raceway portion (310-2) of the second raceway (260) from the axis of rotation of the coupling bolt (130) is smaller than the distance of the first raceway section (300-2) of the second raceway (250) from the axis of rotation of the coupling bolt (130).

6. A damper vibration damper (100) according to any one of the preceding claims, wherein the first raceway (250) and the second raceway (260) from each other along an axial direction (1 10) are arranged spaced.

7. A damper vibration damper (100) according to any one of the preceding claims, wherein the coupling pin (130) has a first rotationally symmetric portion (280-1) with a first radius and a second rotationally symmetric portion (280-2) with a second different from the first radius Radius, wherein the first raceway (250) is formed and arranged to roll on the first rotationally symmetric portion (280-1), and wherein the second raceway (260) is formed and arranged to unroll at the second rotationally symmetric portion (280-2).

8. Tilgerschwingungsdämpfer (100) according to any one of the preceding claims, wherein the absorber mass (120) has a recess (270), at the contour of the first and the second track (250, 260) are formed, wherein the coupling pin (130) always along an axial direction (1 10) engages in the recess (270) and / or always the recess (270) along the axial direction (1 10) passes through.

9. A damper vibration damper (100) according to any one of the preceding claims, wherein the first and the second raceway (250, 260) are formed so that the order of the first rotational nonuniformity and the order of the second rotational nonuniformity by at least a factor of 1.25 differ from each other.

10. A damper vibration damper (100) according to any one of the preceding claims, wherein the damper mass (120) comprises a first Teiltilgermasse (230-1) and a second Teiltil- germasse (230-2), wherein the first and the second Teiltilgermasse (230) with the first part-damper mass (230-1) comprising the first raceway (250), and wherein the second part-damper mass (230-2) comprises the second raceway (260).

1 1. A damper vibration damper (100) according to any one of the preceding claims, further comprising an absorber mass carrier (1 60) adapted to support the coupling pin for movably guiding the absorber mass.

12. Tilgerschwingungsdämpfer (100) according to claim 1 1, wherein the Tilgermassenträger (1 60) has a mating track (170) which is arranged and formed in such a way by a rolling of the coupling pin (130) on the mating track (170) a guide to enable the absorber mass (120).

13. A damper vibration damper (100) according to any one of the preceding claims, comprising a plurality of coupling pins (130), and wherein each absorber mass (120) by at least two coupling pins (130) is guided.

14. Powertrain (400) comprising:

a Tilgerschwingungsdämpfer (100) according to any one of the preceding claims; and

a reciprocating internal combustion engine (410) coupleable and configured with the absorber vibration damper (100) to operate in a first operating condition and a second operating condition other than the first operating condition, wherein a number of active cylinders (420) in the first and second is different in the second operating state, wherein in the first operating state, a strength of the first rotational nonuniformity is greater than the second rotational nonuniformity, and wherein in the second operating state, a magnitude of the second rotational nonuniformity is greater than the first rotational nonuniformity.

15. The powertrain (400) of claim 14, wherein the reciprocating internal combustion engine (410) is configured such that in the first mode, the number of active cylinders (420) is greater than in the second mode.