WO2022042788A1 - Agencement de vilebrequin comprenant un balourd ciblé au niveau de l'amortisseur de vibrations de torsion - Google Patents

Agencement de vilebrequin comprenant un balourd ciblé au niveau de l'amortisseur de vibrations de torsion Download PDF

Info

Publication number
WO2022042788A1
WO2022042788A1 PCT/DE2021/100619 DE2021100619W WO2022042788A1 WO 2022042788 A1 WO2022042788 A1 WO 2022042788A1 DE 2021100619 W DE2021100619 W DE 2021100619W WO 2022042788 A1 WO2022042788 A1 WO 2022042788A1
Authority
WO
WIPO (PCT)
Prior art keywords
crankshaft
vibration damper
torsional vibration
axis
arrangement
Prior art date
Application number
PCT/DE2021/100619
Other languages
German (de)
English (en)
Inventor
Andreas Stuffer
Holger LIETZENMAIER
Original Assignee
Schaeffler Technologies AG & Co. KG
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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN202180059292.4A priority Critical patent/CN116134240A/zh
Priority to DE112021004569.5T priority patent/DE112021004569A5/de
Publication of WO2022042788A1 publication Critical patent/WO2022042788A1/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
    • F16F15/1414—Masses driven by elastic elements
    • F16F15/1435—Elastomeric springs, i.e. made of plastic or rubber
    • F16F15/1442—Elastomeric springs, i.e. made of plastic or rubber with a single mass
    • 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
    • F16F2230/38—Off-centre positioning

Definitions

  • the invention relates to a crankshaft arrangement for a drive train of a motor vehicle that is preferably driven by an internal combustion engine.
  • the crankshaft arrangement has a torsional vibration damper for damping torsional vibrations in the motor vehicle, in particular for damping natural vibrations of a crankshaft of the motor vehicle.
  • the torsional vibration damper is preferably designed as a vibration damper whose natural frequency is tuned to a resonant frequency of the object to be damped, in particular the crankshaft.
  • the torsional vibration damper can be used to damp natural vibrations of a crankshaft of a 3-cylinder engine.
  • crankshaft arrangements with a torsional vibration damper are already known from the prior art.
  • DE 44 20 178 B4 discloses such a crankshaft arrangement.
  • the prior art always has the disadvantage that known crankshaft arrangements do not meet the increased requirements.
  • crankshaft arrangement is to be provided in which a targeted imbalance can be introduced without having to accept disadvantages in terms of higher production costs or lower functionality.
  • the torsional vibration damper has a primary hub that can be connected to the crankshaft in a torque-proof manner.
  • the primary hub can be designed as a sheet metal component be.
  • the primary hub can be attached or attachable to the crankshaft on the primary side.
  • the torsional vibration damper has a damping body, in particular an elastomer, connected to the primary hub.
  • the damping body forms a absorber spring.
  • the damping body can be designed to be rotationally symmetrical, for example having an annular cross section.
  • the damping body is preferably attached to the primary hub radially outside the latter, in particular in a rotationally fixed manner.
  • the torsional vibration damper has an absorber mass/oscillating mass connected to the primary hub via the damping body.
  • the absorber mass thus forms a mass-spring system with the damping body, the natural frequency of which is set to the vibration frequency to be eliminated, in particular of the crankshaft.
  • the absorber mass can be designed to be rotationally symmetrical, for example having an annular cross section.
  • the absorber mass is preferably attached to the damping body radially outside of the latter, in particular in a rotationally fixed manner.
  • the connection area can be designed as a recess, in particular as a through hole.
  • the connection area can be designed to be rotationally symmetrical, for example having a circular cross section.
  • connection area is arranged eccentrically within the torsional vibration damper. Eccentric refers to the axis of rotation of the torsional vibration damper or the crankshaft. Thus, the torsional vibration damper is attached to the crankshaft eccentrically/to the axis of rotation of the crankshaft. This means that a longitudinal axis of the torsional vibration damper is deliberately arranged non-concentrically to a longitudinal axis of the connection area, and thus to a rotational axis of the torsional vibration damper.
  • the longitudinal axis of the connection area forms the axis of rotation of the torsional vibration damper and corresponds in particular to an engine axis of the motor vehicle/a crankshaft axis.
  • the longitudinal axis of the torsional vibration damper is offset in the radial direction, ie perpendicular to the axis of rotation.
  • the longitudinal axis of the torsional vibration damper preferably corresponds to a longitudinal axis of the damping body and/or the absorber mass.
  • the connection area is designed and arranged in such a way that the axis of rotation of the torsional vibration damper is offset/non-concentric to the longitudinal axis of the torsional vibration damper.
  • the center of gravity of the torsional vibration damper is offset to the axis of rotation of the torsional vibration damper/non-concentric to the axis of rotation.
  • the longitudinal axis of the torsional vibration damper can essentially correspond to a center of gravity axis of the torsional vibration damper.
  • the center of gravity of the torsional vibration damper can be located, for example, between the longitudinal axis and the axis of rotation, in particular closer to the longitudinal axis than to the axis of rotation.
  • the eccentric arrangement thus provides a cost-effective solution without additional machining, without more complex tooling and/or manufacturing processes and without a lower resistance to contamination for introducing a targeted imbalance.
  • connection area can be arranged eccentrically in such a way that the center of gravity of the torsional vibration damper has a predetermined axial offset relative to the axis of rotation defined by the connection area.
  • the predetermined axial offset can be 1 to 6 mm, more preferably 2 to 4 mm, for example 3 ⁇ 0.5 mm. This has proven particularly advantageous when the absorber mass has a mass of 1000 to 2000 g, since this means that typical imbalance values in the range from 2000 to 4000 gmm can be achieved.
  • the connection area is advantageously arranged eccentrically in such a way that an imbalance value of between 2000 and 4000 gmm results depending on the mass of the absorber mass.
  • the primary hub can have a centering mount for centering on an engine of the motor vehicle.
  • the centering mount can be arranged concentrically to the axis of rotation. This ensures that the interfaces (adapted to the axis of rotation) to the surrounding components do not change despite the eccentric arrangement of the connection area.
  • the centering mount can be formed on an inner peripheral section of the primary hub.
  • the primary hub can have counter-retaining openings, preferably in the form of through-holes, for attachment to the engine of the motor vehicle.
  • the counterhold openings especially their Longitudinal axes can be arranged, in particular equally distributed, on the circumference of a circle concentric to the axis of rotation.
  • a screw hole pattern formed by the counterhold openings is arranged concentrically to the axis of rotation. This ensures that the interfaces (adapted to the axis of rotation) to the surrounding components do not change despite the eccentric arrangement of the connection area.
  • the crankshaft assembly may include a pulley decoupler.
  • a pulley decoupler is a component of an accessory drive.
  • the belt pulley decoupler decouples a belt profile, via which the accessory drive can be driven by means of a belt, from the torsional vibration damper and the crankshaft in order to prevent engine vibrations from being transmitted to the accessory drive.
  • the pulley decoupler is mounted directly to the crankshaft and includes a spring-mass system that connects the crankshaft to the belt through the belt profile.
  • the crankshaft arrangement can have the crankshaft.
  • the crankshaft can be part of the crankshaft arrangement.
  • the crankshaft can have an imbalance area that generates an imbalance when the crankshaft arrangement rotates, the connection area being arranged eccentrically in such a way that the center of gravity of the torsional vibration damper is offset from the axis of rotation in a direction essentially opposite the imbalance area. This has the advantage that the deliberately introduced imbalance counteracts a tilting moment of the crankshaft (or the imbalance area of the crankshaft) and can compensate for this.
  • the torsional vibration damper can have a mounting orientation that defines a predetermined alignment of the torsional vibration damper in the circumferential direction relative to the crankshaft. This ensures that the tilting moment of the crankshaft is reduced and not increased by the purposefully introduced imbalance.
  • the assembly orientation can be formed by a tooth system, for example a Hirth tooth system, with a tooth pitch that is uneven over the circumference.
  • the uneven tooth pitch can be formed by a toothing, such as a Hirth toothing, in which one tooth is missing compared to a uniform tooth pitch.
  • the mounting orientation can be specified by means of a (Hirth) toothing with a missing tooth.
  • the mounting orientation can be formed by an eccentrically arranged connection for the rotary coupling of the torsional vibration damper to the crankshaft.
  • the crankshaft can be mounted in a first rotational position, such as via a first pin on the pulley decoupler, and the torsional vibration damper can be mounted in a second rotational position matched to the first rotational position, such as via a second pin on the pulley decoupler.
  • FIG. 1 shows a side view of a schematic representation of a crankshaft arrangement
  • crankshaft assembly 3 is a comparison of side views of the crankshaft assembly with a prior art crankshaft assembly
  • crankshaft assembly is a comparison of longitudinal sectional views of the crankshaft assembly with the prior art crankshaft assembly.
  • the figures are only of a schematic nature and serve exclusively for understanding the invention. The same elements are provided with the same reference numbers. The features of the individual embodiments can be interchanged.
  • Figs. 1 and 2 are schematic representations of a crankshaft arrangement 1 for a drive train of a motor vehicle.
  • the crankshaft arrangement 1 has a torsional vibration damper 2 for damping torsional vibrations in the motor vehicle.
  • the torsional vibration damper 2 is used to damp natural vibrations of a crankshaft 3 of the motor vehicle.
  • the torsional vibration damper 2 is preferably designed as a vibration damper whose natural frequency is tuned to a resonant frequency of the object to be damped, here the crankshaft 3 .
  • the torsional vibration damper 2 has a primary hub 4 that can be connected to the crankshaft 3 in a torque-proof manner.
  • the primary hub 4 can be designed as a sheet metal component.
  • the primary hub 4 is attached or attachable to the crankshaft 3 on the primary side.
  • the torsional vibration damper 2 has a damping body 5 connected to the primary hub 4 .
  • the damping body 5 forms an absorber spring.
  • the damping body 5 can be formed by an elastomer.
  • the damping body 5 can have an annular cross section. This means that the damping body 5 can be rotationally symmetrical.
  • the damping body 5 is preferably attached to the primary hub 4 radially outside of the latter, in particular in a rotationally fixed manner.
  • the torsional vibration damper 2 has an absorber mass 6 connected to the primary hub 4 via the damping body 5 .
  • the absorber mass 6 can have an annular cross section. It means that the absorber mass 6 can be rotationally symmetrical.
  • the absorber mass 6 is preferably attached to the damping body 5 radially outside of the latter, in particular in a rotationally fixed manner.
  • connection area 7 for non-rotatable attachment to the crankshaft 3 is formed.
  • the connection area 7 can be designed as a recess, in particular as a through hole.
  • the connection area 7 has a circular cross section.
  • the crankshaft arrangement 1 has a crankshaft screw 8 which fixes the torsional vibration damper 2 to the crankshaft 3 via the connection area 7 .
  • the crankshaft screw 8 passes through the through hole and rests with its head on an axial side of the primary hub 4 facing away from the crankshaft.
  • the primary hub 4 is bolted to the crankshaft 3 via the connection area 7 .
  • connection area 7 is arranged eccentrically within the torsional vibration damper 2 .
  • a longitudinal axis 9 (/a center) of the torsional vibration damper 2 is deliberately non-concentric to a rotational axis 10 of the torsional vibration damper 2 (/a center/a longitudinal axis of the connection area 7).
  • the axis of rotation 10 corresponds in particular to an engine axis of an engine (not shown) of the motor vehicle.
  • the longitudinal axis 9 of the torsional vibration damper 2 is thus offset in the radial direction, i.e. perpendicularly, to the axis of rotation 10 .
  • the longitudinal axis 9 of the torsional vibration damper 2 preferably corresponds to a longitudinal axis of the damping body 5 and/or the absorber mass 6.
  • the connection area 7 is designed and arranged in such a way that the axis of rotation 10 of the torsional vibration damper 2 is offset/not offset from the longitudinal axis 9 of the torsional vibration damper 2. arranged concentrically.
  • the longitudinal axis 9 of the torsional vibration damper 2 preferably essentially corresponds to a center of gravity axis 11 of the torsional vibration damper 2.
  • the center of gravity axis 11 of the torsional vibration damper 2 For example, between the longitudinal axis 9 and the axis of rotation 10, in particular closer to the longitudinal axis 9 than to the axis of rotation 10 are located.
  • the center of gravity axis 11 of the torsional vibration damper 2 is offset/non-concentric to the axis of rotation 10 of the torsional vibration damper 2 .
  • the primary hub 4 can have a centner mount 12 .
  • the centering mount 12 is used for centering on the engine of the motor vehicle.
  • the centering mount 12 can be formed, for example, on an inner peripheral section of the primary hub 4 .
  • the centering receptacle 12 is preferably arranged concentrically to the axis of rotation 10 .
  • the primary hub can have 4 holes 13 .
  • the holes 13 are used, in particular as counter-retaining openings, for attachment/during assembly on the engine of the motor vehicle.
  • the holes 13 are distributed evenly over the circumference of the torsional vibration damper 2 .
  • the holes 13 that is to say their longitudinal axes 14 , are preferably arranged on the circumference of a circle concentric with the axis of rotation 10 .
  • a screw-on hole pattern formed by the holes 13 is thus arranged concentrically to the axis of rotation 10 .
  • the crankshaft assembly 1 may include a pulley decoupler 15 .
  • the belt pulley decoupler 15 is only indicated in principle.
  • Pulley decoupler 15 is part of an accessory drive.
  • the pulley decoupler 15 decouples a belt profile 16, via which the accessory drive can be driven by means of a belt (not shown), from the torsional vibration damper 2 and the crankshaft 3.
  • the pulley decoupler 16 is mounted directly on the crankshaft 3 and has a spring-mass system that drives the crankshaft 3 connects to the belt via the belt profile 16.
  • the crankshaft assembly 1 may preferably include a mounting orientation 17 .
  • the assembly orientation 17 serves to provide a predetermined orientation of the gate sion vibration damper 2 set relative to the crankshaft 3.
  • the mounting orientation 17 defines an orientation of the torsional vibration damper 2 in the circumferential direction relative to the crankshaft 3 .
  • the torsional vibration damper 2 is aligned in such a way that a moment that is caused by the targeted imbalance due to the eccentric arrangement of the connection area 7 counteracts a tilting moment of the crankshaft 3 .
  • the mounting orientation 17 is preferably arranged eccentrically to the axis of rotation 10 .
  • the assembly orientation 17 can be formed by a first pin 18 connecting the crankshaft 3 to the pulley decoupler 15 in a predetermined rotational position and a second pin 19 connecting the torsional vibration damper 2 to the pulley decoupler 15 in a predetermined rotational position.
  • the mounting orientation 17 can be designed as a Hirth toothing with a tooth pitch that is uneven over the circumference, for example with one missing tooth compared to an even tooth pitch, even if this is not shown.
  • the primary hub 4 has a cylindrical outer peripheral portion 20 .
  • the cylindrical outer peripheral section 20 is concentric to the longitudinal axis 9 or the center of gravity axis 11 and eccentric/not concentric to the axis of rotation 10 .
  • the cylindrical outer peripheral section 20 serves to accommodate the damping body 5 on its outer diameter 21 .
  • a first end section 22 of the primary hub 4 extends radially inward (/in a plane perpendicular to the longitudinal axis 9 or the center of gravity axis 11 or the axis of rotation 10).
  • the holes 13 are formed in the first end-side section 22 .
  • a cylindrical inner peripheral portion 23 extends axially toward the crankshaft 3 from an inner radial end of the first face portion 22 .
  • the cylindrical inner peripheral section 23 is concentric to the axis of rotation 10 and eccentric/not concentric to the longitudinal axis 9 or the axis of gravity 11 .
  • the cylindrical inner peripheral section 23 forms the centering mount 12 on its inner diameter 23 .
  • a second end section extends from an axial end of the cylindrical inner circumferential section 23 facing the crankshaft 3 24 of the primary hub 4 radially inwards (/in a plane perpendicular to the longitudinal axis 9 or the center of gravity 11 or the axis of rotation 10).
  • the connection area 7 is formed in the second end-side section 24 .
  • Figs. 3 and 4 show a comparison of side views and longitudinal sectional views of the described crankshaft arrangement 1 (shown on the right) with a crankshaft arrangement 1' of the prior art (shown on the left).
  • Components of the prior art crankshaft assembly T are primed with corresponding components of the crankshaft assembly 1 described.
  • connection area 7, the centering receptacle 12 and the holes 13 in relation to the axis of rotation 10 or in relation to the axis of rotation 10' of the prior art have not changed.
  • the positions of the connection area 7, the centering receptacle 12 and the holes 13 have changed in relation to the longitudinal axis 9 (and/or the axis of gravity 11) or in relation to the longitudinal axis 9' (and/or the axis of gravity 11') of the prior art .
  • the positions of the torsional vibration damper 2 as a whole (or the damping body 5 and/or the absorber mass 6) differ from the prior art, which in turn has an effect on the position of the center of gravity (and thus the imbalance during rotation) of the torsional vibration damper 2.
  • the primary hub 4, in particular in the area of the first end-side section 22, is not rotationally symmetrical.
  • the cylindrical outer peripheral section 20, the cylindrical inner peripheral section 23 and the second end-side section 24 are rotationally symmetrical in themselves.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Pulleys (AREA)
  • Motor Power Transmission Devices (AREA)

Abstract

L'invention concerne un ensemble vilebrequin (1) pour une chaîne cinématique d'un véhicule automobile, comprenant un amortisseur de vibrations de torsion (2) pour amortir les vibrations de torsion d'un vilebrequin (3) du véhicule automobile, lequel amortisseur de vibrations de torsion (2) comprend un moyeu primaire (4) qui peut être relié de manière fixe au vilebrequin (3) en vue d'une rotation conjointe, un corps d'amortissement (5) qui est relié au moyeu primaire (4), et une masse absorbante (6) qui est reliée par l'intermédiaire du corps d'amortissement (5) au moyeu primaire (4), une région de fixation (7) pour se fixer au vilebrequin (3) de manière fixe en vue d'une rotation conjointe étant conçue sur le moyeu primaire (4), la région de fixation (7) étant disposée de manière excentrique à l'intérieur de l'amortisseur de vibrations de torsion (2).
PCT/DE2021/100619 2020-08-31 2021-07-14 Agencement de vilebrequin comprenant un balourd ciblé au niveau de l'amortisseur de vibrations de torsion WO2022042788A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202180059292.4A CN116134240A (zh) 2020-08-31 2021-07-14 具有在扭转振动阻尼器处针对性的不平衡的曲轴装置
DE112021004569.5T DE112021004569A5 (de) 2020-08-31 2021-07-14 Kurbelwellenanordnung mit gezielter unwucht am torsionsschwingungsdämpfer

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020122661.6 2020-08-31
DE102020122661.6A DE102020122661B3 (de) 2020-08-31 2020-08-31 Kurbelwellenanordnung mit gezielter Unwucht am Torsionsschwingungsdämpfer

Publications (1)

Publication Number Publication Date
WO2022042788A1 true WO2022042788A1 (fr) 2022-03-03

Family

ID=77050741

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2021/100619 WO2022042788A1 (fr) 2020-08-31 2021-07-14 Agencement de vilebrequin comprenant un balourd ciblé au niveau de l'amortisseur de vibrations de torsion

Country Status (3)

Country Link
CN (1) CN116134240A (fr)
DE (2) DE102020122661B3 (fr)
WO (1) WO2022042788A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0357867A1 (fr) * 1988-07-23 1990-03-14 Firma Carl Freudenberg Amortisseur d'oscillations de torsion
DE4420178B4 (de) 1993-06-16 2006-12-07 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Triebscheibe
DE102008053632B3 (de) * 2008-10-29 2009-12-24 Geislinger Gmbh Drehschwingungsdämpfer und drehendes Bauteil mit Drehschwingungsdämpfer
DE102010055341A1 (de) * 2010-12-21 2012-06-21 Fev Motorentechnik Gmbh Exzentrische Kurbelwellenlagerung mit Zweimassenschwungrad

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007001818A1 (de) 2007-01-12 2008-07-17 Schaeffler Kg Vorrichtung zur Reduzierung von Drehzahl- bzw. Drehmoment-schwankungen einer Riemenscheibe eines Riementriebs einer Brennkraftmaschine
JP6682261B2 (ja) 2015-12-22 2020-04-15 Nok株式会社 クランクプーリ
JP2017155927A (ja) 2016-03-05 2017-09-07 ジヤトコ株式会社 自動変速機の摩擦締結要素における潤滑構造

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0357867A1 (fr) * 1988-07-23 1990-03-14 Firma Carl Freudenberg Amortisseur d'oscillations de torsion
DE4420178B4 (de) 1993-06-16 2006-12-07 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Triebscheibe
DE102008053632B3 (de) * 2008-10-29 2009-12-24 Geislinger Gmbh Drehschwingungsdämpfer und drehendes Bauteil mit Drehschwingungsdämpfer
DE102010055341A1 (de) * 2010-12-21 2012-06-21 Fev Motorentechnik Gmbh Exzentrische Kurbelwellenlagerung mit Zweimassenschwungrad

Also Published As

Publication number Publication date
CN116134240A (zh) 2023-05-16
DE112021004569A5 (de) 2023-06-22
DE102020122661B3 (de) 2022-02-24

Similar Documents

Publication Publication Date Title
WO2017206988A1 (fr) Mécanisme de réglage
WO2010043193A1 (fr) Agencement d'arbre de commande pour une transmission d'un véhicule à moteur
EP2612053A1 (fr) Poulie de tension à excentrique
WO2008110455A1 (fr) Dispositif de palier pour le montage en rotation découplé en oscillation d'un arbre intermédiaire sur le bloc-moteur d'un véhicule à moteur et procédé pour le montage en rotation découplé en oscillation d'un arbre intermédiaire sur le bloc-moteur d'un véh
DE102016216274B4 (de) Riemenscheibenentkoppler mit Doppelnabe
DE112016002681T5 (de) Dämpfervorrichtung
EP0503424A1 (fr) Amatisseur de vibrations en torsion lié avec poulie
WO1985005663A1 (fr) Amortisseur de vibration de rotation
DE102020122661B3 (de) Kurbelwellenanordnung mit gezielter Unwucht am Torsionsschwingungsdämpfer
EP1431610B1 (fr) Volant à deux masses
DE10126016B4 (de) Wellenlager
DE4421637C2 (de) Vorrichtung zur Dämpfung von Schwingungen an Kurbelwellen
EP0789161A1 (fr) Amortisseur rotatif avec dispositif à découplage
DE102005038656A1 (de) Gefügter, vorgefertigte Einzelnocken umfassender Mehrfachnocken
DE102016209972A1 (de) Fliehkraftpendeleinrichtung mit versteiften Trägerplatten und Kupplung
DE4135750C1 (en) Camshaft for IC engine - is held in bearing with flexible element and eccentric ring
DE102021106830B3 (de) Riemenscheibenentkoppler mit Schaufelgeometrie zum Einleiten eines Kühlfluids
DE19749421C2 (de) Verfahren zur Herstellung eines Drehschwingungsdämpfers
DE10322229A1 (de) Spannvorrichtung für einen Zugmitteltrieb
DE102005014883A1 (de) Nockenwellenversteller
DE4397386B4 (de) Dualer Dämpfer
DE102005040257A1 (de) Vorrichtung zur Dämpfung von Schwingungen an einer Welle, insbesondere einer Kurbelwelle
DE102020127008B4 (de) Kurbelwellenanordnung mit zentriertem Schwingungsdämpfer
DE102022101120B3 (de) Radlagereinheit mit zur Vermeidung einer Zahn-auf-Zahn-Stellung zwischen zwei Stirnverzahnungen ausgebildeten Ausrichteinrichtung
DE102020133114A1 (de) Rotationsfähiges Bauteil, Werkzeug und Verfahren zur Herstellung eines rotationsfähigen Bauteils

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: 21745901

Country of ref document: EP

Kind code of ref document: A1

REG Reference to national code

Ref country code: DE

Ref legal event code: R225

Ref document number: 112021004569

Country of ref document: DE

122 Ep: pct application non-entry in european phase

Ref document number: 21745901

Country of ref document: EP

Kind code of ref document: A1