WO2020002112A1 - Ensemble d'amortissement des vibrations torsionnelles - Google Patents

Ensemble d'amortissement des vibrations torsionnelles Download PDF

Info

Publication number
WO2020002112A1
WO2020002112A1 PCT/EP2019/066279 EP2019066279W WO2020002112A1 WO 2020002112 A1 WO2020002112 A1 WO 2020002112A1 EP 2019066279 W EP2019066279 W EP 2019066279W WO 2020002112 A1 WO2020002112 A1 WO 2020002112A1
Authority
WO
WIPO (PCT)
Prior art keywords
stop
deflection
deflection mass
vibration damping
torsional vibration
Prior art date
Application number
PCT/EP2019/066279
Other languages
German (de)
English (en)
Inventor
Michael Traut
Thomas Weigand
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Priority to EP19734009.4A priority Critical patent/EP3810957A1/fr
Publication of WO2020002112A1 publication Critical patent/WO2020002112A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2228/00—Functional characteristics, e.g. variability, frequency-dependence
    • F16F2228/001—Specific functional characteristics in numerical form or in the form of equations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F2230/00—Purpose; Design features
    • F16F2230/0052—Physically guiding or influencing
    • F16F2230/007—Physically guiding or influencing with, or used as an end stop or buffer; Limiting excessive axial separation

Definitions

  • the present invention relates to a torsional vibration damping arrangement, which che used in the drive train of a vehicle as a so-called absorber who can to counteract the occurrence of torsional vibrations.
  • Such a torsional vibration damping arrangement for example known from DE 10 201 1 086 436 A1, comprises a deflection mass carrier which can be rotated about an axis of rotation and a plurality of deflection masses carried successively in the circumferential direction on the deflection mass carrier from a basic relative position with respect to the sem deflectable masses Basic relative position, the radial position of the deflection masses with respect to the axis of rotation changes, in particular in such a way that a respective deflection mass moves radially inwards or the radial distance of a center of gravity of a respective deflection mass is shifted radially inwards.
  • Each deflection mass is guided by means of at least two coupling formations on the Auslenkungsmas slittle starting from the basic relative position in both circumferential directions, wherein at least one stop formation is provided in association with each deflection mass.
  • a torsional vibration damping arrangement in particular an absorber, comprising a deflection mass carrier that can be rotated about an axis of rotation and a plurality of circumferentially following one another on the deflection mass carrier from a basic relative position with respect to this deflection masses that are deflectably carried, with deflection from the Basic relative position, the radial position of the deflection masses with respect to the axis of rotation changes, each deflection mass starting from the by means of at least two coupling formations on the deflection mass carrier Basic relative position is supported deflectable in both circumferential directions, with at least one stop formation being provided in association with each deflection mass, at least one stop formation comprising an uncurved first stop surface which is fixed with respect to the deflection mass carrier and in association with each first stop surface at a deflection mass curved first stop counter surface is provided, and wherein when striking a first stop counter surface on a first stop surface, a direction of motion vector of the deflection
  • a deflection mass strikes a stop surface of a stop formation substantially perpendicularly and because of the fact that the surfaces of the deflection mass or the stop formation coming into contact with each other at the time of impact, there is essentially no loss of friction resulting Relative movement of the contacting surfaces parallel to the contact area. On the one hand, this avoids the occurrence of wear, on the other hand, a detuning of the vibration system caused by such friction effects is avoided.
  • a particularly advantageous embodiment is one in which when the first stop counter surface is struck on the first stop surface, the direction of movement vector of the deflection mass on the first stop counter surface and the surface normal to the first stop surface are oriented parallel to one another.
  • each stop formation comprises an uncurved second stop surface which is fixed with respect to the deflection mass carrier, the at least in a first end deflection position a first stop counter surface is in contact with the first stop surface of a stop formation and in a second deflection end position in contact with the is the second stop surface of this stop formation, and that when the at least one first stop counter surface is attached to a second stop surface, a movement direction vector of the deflection mass on the first stop counter surface and a surface normal of the second stop surface have an angle of at most 5 ° to one another, preferably the movement direction vector of Deflection mass on the first stop counter surface and the surface normal of the second stop surface are oriented parallel to each other.
  • each deflection mass has a basic minimum distance from each associated stop formation, and that in at least one deflection mass when deflected from the basic relative position in at least one circumferential direction, a minimum distance to at least one of these associated stop formation in a deflection path area of at least 80% of a maximum deflection path based on the basic relative position in the area of
  • the deflection path corresponding to a deflection state is represented starting from the basic relative position by an angle related to the axis of rotation between a position of a center of gravity of a deflection mass in the basic relative position and a position of the center of gravity in the deflection state.
  • At least two stop formations are provided in association with at least one, preferably each deflection mass, and that when deflection from the basic relative position in at least one circumferential direction the minimum distance to each stop formation in the deflection path area from at least 80% of the maximum deflection path based on the basic relative position in the range of
  • each stop formation is preferably in the Auslenkungsweg Scheme of at least 80% of the maximum deflection path based on the basic relative position in the range of
  • At least one stop formation can be provided on a deflection mass carrier by providing at least one first stop surface of at least one stop format on at least one stop element carried on the deflection mass carrier.
  • the first stop surfaces of two stop formations can be provided on at least one stop element.
  • the at least one first stop surface and the at least one second stop surface can be provided on at least one stop formation for a simple construction on at least one stop element.
  • a defined contact of a stop element on a deflection mass carrier with simultaneous provision of an axial support functionality for a deflection mass can be achieved in that at least one stop element comprises a plate-like stop element body, wherein at least one first stop surface projection is provided on at least one axial side of the stop element body.
  • a stop surface projection providing at least one first stop surface is provided on at least one stop element body on both axial sides.
  • the deflection mass carrier can comprise a carrier disk, wherein at least one stop surface projection recess penetrated by a stop surface projection of the stop element is provided in the carrier disc in association with at least one stop element, the stop elements body of the at least one stop element on a first Axial side of the carrier disc is arranged and a stop surface projection of the stop element passes through a stop surface projection recess and protrudes axially beyond the carrier disc on a second axial side of the carrier disc.
  • Excessive weakening of a deflection mass carrier provided with a carrier disk can be avoided in that at least one, preferably each, stop surface projection penetrating a stop surface projection recess comprises a plurality of projection segments, and that the stop surface projection receiving the stop surface projection has recess segments in association with the projection segments.
  • the deflection mass carrier can comprise a carrier disc, and at least one, preferably each deflection mass, can comprise a deflection mass range on each axial side of the carrier disc.
  • At least one, preferably each, stop element in association with at least one deflection Kungsmassen Scheme include at least one deflection mass at least a first stop surface providing stop surface projection.
  • at least one, preferably each stop element in association with the two deflection mass areas of two deflection masses each comprises a stop surface projection providing a first stop surface.
  • At least one, preferably each, impact element can be constructed with plastic material.
  • At least one, preferably each stop element, at least one, preferably each stop surface is formed on an elastic, preferably constructed with rubber material, stop cover.
  • FIG. 1 shows an axial view of a torsional vibration damping arrangement with two deflection masses carried on a deflection mass carrier
  • FIG. 6 shows the torsional vibration damping arrangement of FIG. 1, viewed from the side thereof; 7 shows a view corresponding to FIG. 1 of the torsional vibration damping arrangement with deflection masses arranged in a deflection end position;
  • FIG. 8 is a view corresponding to FIG. 6 of the torsional vibration damping arrangement with deflection masses arranged in the deflection end position;
  • Fig. 9 shows the detail IX in Fig. 7 enlarged.
  • a so-called speed-adaptive damper in the drive train of a vehicle for example integrated in a dual-mass flywheel, is shown as a replaceable torsional vibration damping arrangement.
  • the torsional vibration damping arrangement 10 comprises a deflection mass carrier 12 which is designed as a substantially flat carrier disc 14. With an angular distance of about 180 °, radially outward-reaching support projections 16, 18 are provided on the carrier disk 14, on which the damper springs of two damper spring units of a dual-mass flywheel or another
  • a hub disc 20 is arranged and fixed to four circumferential areas, for example, each by a plurality of rivet bolts on the carrier disk 14 of the deflection mass carrier 12.
  • the torsional vibration damping arrangement 10 further comprises two deflection masses 22 carried on the deflection mass carrier 12, preferably identical to one another.
  • Each of the two deflection masses 22 comprises a disc-like deflection mass range 28 and 30 on each axial side of the carrier disc 14 Rivet bolts 32 are firmly connected to one another and thus embrace the carrier disk 14 in a U-shaped manner from the outside.
  • the deflection masses 22 are each supported by a coupling formation 29 on the deflection mass carrier 12 or the carrier disk 14 thereof.
  • Each such coupling formation 29 comprises in each of the two deflection mass regions 28, 30 of a respective deflection mass 22 an opening 34.
  • the opening 34 provides on its side facing the central region of the deflection mass carrier 12 a guideway 36 with an approximately radially inner apex region 38.
  • the approximately radially inward apex region 38 of a respective guideway 36 identifies that area of the guideway 36 which is central to one of the two steering masses 22 and also by a rotational axis A of the torsional vibration damping arrangement 10 the center transverse line Li running therethrough, which in the example shown also runs centrally through the two support projections 16, 18, has a minimal distance.
  • an opening 40 is provided in the carrier disc 14.
  • Each such opening 40 provides a guideway 42 with an apex region 44 positioned essentially radially on the outside or at a maximum distance from the center transverse line L-i already mentioned.
  • each coupling formation 29 further comprises a roller-shaped guide pin 46. With its central area, this can move along a guide track 42 and can move with its two end areas located in the axial direction and engaging in the openings 34 move along the guideways 36 in the openings 34.
  • the guide bolts 46 move, starting from the apex regions 38 and 44, along the guide tracks 36, 42 and thereby force the peripheral end regions 24, 26 of the two deflection masses 22 towards one another, which in turn means that the deflection masses 22 with their center of gravity MS are shifted radially inwards and take up energy in the fleeing potential.
  • the deflection masses 22 thus provide a vibration system which is designed to build up a counter-vibration when torsional vibrations occur in a drive train and thus counteract the stimulating vibrations.
  • stop elements 48 described in detail below with reference to FIGS. 2 to 4 are provided on the carrier disk 14 of the deflection mass carrier 12.
  • Each stop element 48 of this type comprises a plate-like stop element body 50. This serves as an axial sliding surface around an axial steel-steel contact of the deflection masses 22 to prevent deflection mass carrier 12, reduce friction and wear and tear and improve the impact acoustics.
  • Each stop element 48 also has two stop formations 52, 54, each stop element 48 being supported on the carrier disk 14 in such a way that it can interact with a respective circumferential end region 24 or 26 of a deflection mass 22 or the two deflection mass regions 28, 30 of the same.
  • the stop formation 52 provided on such a stop element 48 or the stop element body 50 thereof comprises a stop surface projection 56 protruding from the plate-like body 50.
  • On the stop surface projection 56 of the stop element 48 which is basically provided as a plastic component, there is a stop element 48 with an elastic material, for example rubber material or other elastomer material.
  • trained stop cover 58 provided on the stop cover 58.
  • two first stop surfaces 60, 60 'of the stop formation 52 are provided.
  • a second stop surface 62 is provided, which is separated from the first stop surface 60 by an apex region 63 of the stop over train.
  • first stop surface 60 and the second stop surface 62 are, for example, approximately at the same level, that is, they continue in a line, the first stop surface 60 'is offset.
  • first stop surfaces 60, 60 'and the second stop surface 62 are not curved.
  • a stop surface projection, generally designated 64, of the second stop formation 54 provided on the stop element 48 is provided on the other axial side of the stop element body 50.
  • the stop surface projection 64 in the illustrated embodiment includes a total of four projection segments 66, 68, 70, 72, which recess segments 74, 76, 78, 80 of a disc 14 provided in the carrier, correspondingly segmented stop surface pre jump recess 82 are assigned.
  • the projection segments 66, 68, 70, 72, the recess segments 74, 76, 78, 80 of the stop surface projection recess 82 are positioned so that they have a length range 84 within the element body 50 adjoining the plate-like stop element 50 the recess Segments 74, 76, 78, 80 lie and protrude from the support plate 14 with the adjoining section 85, which carries an impact coating 85.
  • each of the projection segments 66, 68, 70, 72 stop cover 85 is made of elastic material, such as. B. rubber material or other elastomeric material.
  • first stop surfaces 86, 86' are provided on the projection segments 70, 72 of the stop formation 54 and a second stop surface 88 of the stop formation 54 is provided on the projection segment 66 .
  • an apex region 90 is formed on the part of the stop cover 85 provided there.
  • the deflection mass region 28 of a respective deflection mass 22 interacts with the stop formation 52 of the total of four stop elements 14 carried on the carrier disk 14, the deflection mass regions 30 of the deflection masses 22 act with the stop formations 54 of the four stop elements 48 together.
  • first stop counter surfaces 92, 92 ' are provided at the circumferential end regions of the deflection masses 22 and the deflection mass regions 28, 30, respective first stop counter surfaces 92, 92 'are provided. Like the various stop surfaces 60, 60 ', 62, 86, 86', 88, the first stop counter-surfaces 92, 92 'are non-curved.
  • the deflection masses 22 When positioning the deflection masses 22 in their basic relative position with respect to the deflection mass carrier 12 and accordingly positioning the guide bolts 46 in the apex regions 38, 44 of the guide tracks 36, 42, the deflection masses 22 are positioned with respect to the stop elements 48 interacting with them so that the first stop counter surfaces 92 of the deflection mass areas 28, 30 are each positioned at a short distance above an apex area 63, 90 of the respective stop formations 52, 54. In the event of rotational irregularities and corresponding acceleration of the deflection masses 22 with respect to the deflection mass carrier 12 in the circumferential direction, the deflection masses 22 shift in the circumferential direction and come into a deflection end position, for example, as shown in FIGS.
  • first stop counter surfaces 92, 92 ' together with the first stop surfaces 60, 60' and 86, 86 'of the stop formations 52, 54 at the stop elements 48 together.
  • a respective first stop counter surface 92 comes into contact with a respective first stop surface 60, 86, while a respective first stop counter surface 92 'comes into contact with a respective first stop surface 60', 86 '.
  • a respective first stop counter surface 92 comes into contact with a respective second stop surface 62 or 88 of the stop formations 52, 54.
  • first and second stop surfaces 60, 60 ', 86, 86', 62, 88 and first stop counter surfaces 92, 92 ' which come into contact with one another to provide a stop function are uncurved. Furthermore, the first and second stop surfaces 60, 60 ', 86, 86', 62, 88 are oriented such that when a respective peripheral end region 24 or 26 approaches the provided first stop counter-surfaces 92, 92 'at the time of occurrence of a mutual contact have a direction of movement illustrated by a movement direction vector V shown in FIG. 9, which is approximately parallel to a surface normal N of the various first and second stop surfaces 60, 60 ', 86, 86', 62, 88.
  • the same second stop counter surfaces 94 are provided in the peripheral end regions 24, 26 of the deflection masses 22 and the deflection mass regions 28, 30 , 7 and 8 that these second stop counter surfaces 94 are always effective through cooperation with a respective apex region 63 or 90 when the first stop counter surfaces 92, 92 ', which are provided on the same circumferential end, are effective. Interact with the first stop surfaces 60, 60 'and 86, 86' of a respective stop element 48. Does the first stop counter surface 92 act with a second stop surface 62 or
  • the second stop counter surfaces 94 are positioned on the deflection mass areas 28, 30 such that when a contact occurs between the first stop counter surfaces 92, 92 'and the first stop surfaces 60, 60' and 86, 86 ', respectively there is a slight distance to the respective apex area 63 or 90. Only when the stop cover 58 or 85 of the stop formations 52, 54 on the respective first stop surfaces 60, 60 'or 86, 86 'is slightly compressed, the second stop mating surfaces 94 also come into contact with the apex regions 63, 90.
  • the deflection masses 22 are in their circumferential end regions 24, 26 also so designed that in the basic relative position with respect to the deflection mass carrier, each time a minimal distance between a deflection mass 22 or a deflection mass region 28, 30 and a stop element 48 interacting therewith in the region a first stop counter surface 92 positioned above a respective apex region 63, 90 is present.
  • each deflection mass 22 with respect to the stop formations 52, 54 cooperating with it remains in such a position that the minimum distance between deflection mass 22 and stop formation 52, 54 is in the region of the ground - Relative position existing basic minimum distance is, preferably no greater than +/- 50% to this.
  • This state preferably remains over a deflection path range of at least 80%, starting from the basic relative position in the direction of a respective deflection end position.
  • the deflection masses 22 with their circumferential end regions 24, 26 then approach the associated stop formations 52 and 54 in order to interact with them in the manner described above in the form of an essentially orthogonal stop , In this way, an optimal use of space is guaranteed.
  • the deflection masses initially move excessively far away from the assigned stop formations and then strike very massively against them.
  • the hub disk 20 can be shaped such that it extends radially outwards and on the carrier disk 14 fixed attachment areas 96 engages between two different deflection masses 22 associated stop elements 48 and supports them towards each other.
  • the hub disc 20 can also be designed in such a way that it slightly supports the stop elements 48 supported by this engages, so that an axial movement of the stop elements 48 in the direction away from the carrier disk 14 is prevented and these are thus firmly held in the area of a respective stop surface projection 56 between the carrier disk 14 and the hub 20.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

Selon l'invention, un ensemble d'amortissement des vibrations torsionnelles, en particulier un amortisseur, comprend un support de masse de déviation (12) pouvant tourner autour d'un axe de rotation (A) ainsi qu'une pluralité de masses de déviation (22) successives dans la direction périphérique, supportées au niveau du support de masse de déviation (12) de manière à pouvoir être déviées par rapport à celui-ci à partir d'une position relative de base, la position radiale des masses de déviation (22) par rapport à l'axe de rotation (A) variant lors de la déviation à partir de la position relative de base, chaque masse de déviation (22) étant supportée au moyen d'au moins deux formations de couplage (29) sur le support de masse de déviation (12) de manière à pouvoir être déviée dans les deux directions périphériques à partir de la position relative de base, au moins une formation de butée (52) étant prévue en association avec chaque masse de déviation (22), au moins une formation de butée (52) comprenant une première surface de butée non courbée, fixe par rapport au support de masse de déviation (12) et une première surface de butée conjuguée non courbée (92, 92') étant prévue en association avec chaque première surface de butée au niveau d'une masse de déviation (22), et, lors de la venue en butée d'une première surface de butée conjuguée (92, 92') contre une première surface de butée (60, 60', 86, 86'), un vecteur de sens de déplacement de la masse de déviation (22) au niveau de la première surface de butée conjuguée (92, 92') et une normale à la surface de la première surface de butée présentant un angle de 5° maximum l'un par rapport à l'autre.
PCT/EP2019/066279 2018-06-25 2019-06-19 Ensemble d'amortissement des vibrations torsionnelles WO2020002112A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP19734009.4A EP3810957A1 (fr) 2018-06-25 2019-06-19 Ensemble d'amortissement des vibrations torsionnelles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018210292.9 2018-06-25
DE102018210292.9A DE102018210292A1 (de) 2018-06-25 2018-06-25 Drehschwingungsdämpfungsanordnung

Publications (1)

Publication Number Publication Date
WO2020002112A1 true WO2020002112A1 (fr) 2020-01-02

Family

ID=67106008

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2019/066279 WO2020002112A1 (fr) 2018-06-25 2019-06-19 Ensemble d'amortissement des vibrations torsionnelles

Country Status (3)

Country Link
EP (1) EP3810957A1 (fr)
DE (1) DE102018210292A1 (fr)
WO (1) WO2020002112A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022105657A1 (de) 2022-03-10 2023-09-14 Schaeffler Technologies AG & Co. KG Fliehkraftpendeleinrichtung und Drehmomentübertragungseinrichtung

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013217089A1 (de) * 2013-08-28 2015-03-05 Zf Friedrichshafen Ag Tilgersystem
DE102015215907A1 (de) * 2015-08-20 2017-02-23 Schaeffler Technologies AG & Co. KG Fliehkraftpendel
FR3049033A1 (fr) * 2016-03-21 2017-09-22 Valeo Embrayages Dispositif d'amortissement pendulaire

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9032837B2 (en) * 2009-08-05 2015-05-19 Chrysler Group Llc Pendulum absorber system
DE102011086436A1 (de) 2010-12-20 2012-06-21 Schaeffler Technologies Gmbh & Co. Kg Drehschwingungstilgervorrichtung und Drehmomentübertragungsvorrichtung für ein Kraftfahrzeug
FR2990736B1 (fr) * 2012-05-21 2014-05-16 Valeo Embrayages Dispositif de transmission de couple pour vehicule automobile
DE102015222822A1 (de) * 2015-11-19 2017-05-24 Zf Friedrichshafen Ag Dämpfungsanordnung für wenigstens eine Tilgermasse

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013217089A1 (de) * 2013-08-28 2015-03-05 Zf Friedrichshafen Ag Tilgersystem
DE102015215907A1 (de) * 2015-08-20 2017-02-23 Schaeffler Technologies AG & Co. KG Fliehkraftpendel
FR3049033A1 (fr) * 2016-03-21 2017-09-22 Valeo Embrayages Dispositif d'amortissement pendulaire

Also Published As

Publication number Publication date
EP3810957A1 (fr) 2021-04-28
DE102018210292A1 (de) 2020-01-02

Similar Documents

Publication Publication Date Title
EP2516887B1 (fr) Dispositif de pendule centrifuge
DE102011012606B4 (de) Fliehkraftpendeleinrichtung
DE102009037481B4 (de) Drehzahladaptiver Tilger, insbesondere Fliehkraftpendeleinrichtung
DE102012211439B4 (de) Fliehkraftpendeleinrichtung
DE202018006321U1 (de) Fliehkraftpendel und Antriebsanordnung für ein Kraftfahrzeug
DE102015205144A1 (de) Fliehkraftpendel mit Federelement als Anschlagdämpfer
DE102013211966A1 (de) Tilgerschwingungsdämpfer
DE102012211216A1 (de) Fliehkraftpendeleinrichtung
WO2015043587A1 (fr) Dispositif pendulaire centrifuge
EP2951463B1 (fr) Unité modulaire pour chaîne cinématique d'un véhicule automobile
WO2017206991A1 (fr) Pendule centrifuge à guidage radial des masses pendulaires
EP3728893B1 (fr) Pendule centrifuge
DE102017110022A1 (de) Fliehkraftpendeleinrichtung mit einem Vorspannelement zur Führung der Zylinderrollen
WO2020002112A1 (fr) Ensemble d'amortissement des vibrations torsionnelles
DE102014216297A1 (de) Pendelmasse für ein Fliehkraftpendel
DE102017104733A1 (de) Fliehkraftpendel mit permanenter Reibung
DE102014113021A1 (de) Vorrichtung zur Schwingungsdämpfung
EP3033542A1 (fr) Pendule à force centrifuge
DE102017110682A1 (de) Trägerflansch für ein Fliehkraftpendel
DE102017104737A1 (de) Fliehkraftpendeleinrichtung
DE102017114676A1 (de) Fliehkraftpendeleinrichtung und Drehmomentübertragungseinrichtung
DE102020106903A1 (de) Fliehkraftpendel
DE10343063A1 (de) Zweimassen-Dämpfungsschwungrad für Kraftfahrzeuge
EP3380749B1 (fr) Pendule centrifuge
DE102019128146A1 (de) Fliehkraftpendeleinrichtung und Drehmomentübertragungseinrichtung

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 19734009

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2019734009

Country of ref document: EP

Effective date: 20210125