JP2004076947A - Speed-adaptive vibration damper - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a speed-adaptive vibration damper capable of reducing vibration and the torsional stress of a shaft. <P>SOLUTION: The speed-adaptive vibration damper has a hub part 1 on which at least one inertial mass member 2 is movably supported via two peripherally adjacent support parts 3 in such a way that at least one inertial mass member 2 is capable of relative movement to the hub part 1 in a pendulum fashion. The speed-adaptive vibration damper has a natural frequency f<SB>E</SB>different from speeds. At least one inertial mass member 2 is aligned and formed so that the natural frequency f<SB>E</SB>of the speed-adaptive vibration damper is different from the product of the degree x of excited vibration and the number n of revolutions of a shaft. <P>COPYRIGHT: (C)2004,JPO

Description

The present invention relates to a rotational speed adaptive vibration damper, particularly for a shaft rotatable about a rotational axis. More particularly, the invention comprises a hub part, in which at least one inertial mass member is provided, via at least two circumferentially adjacent support parts, at least one inertial mass member. The hub portion is movably supported so as to be able to perform a pendulum-type relative motion with respect to the hub portion. At this time, the rotational speed adaptive vibration damper has a natural frequency f _E different from the rotational speed. Related to the attenuator.

On a shaft of a device that operates periodically, for example, on a crankshaft of an internal combustion engine, a rotational vibration is generated that is superimposed on the rotational movement, and the frequency of the vibration is different from the rotational speed of the shaft. In order to reduce this rotational vibration, a vibration damper is provided. This vibration attenuator is a rotational speed adaptive vibration attenuator if the vibration attenuator can attenuate the rotational vibration of the device over a relatively wide range of speeds, especially ideally over the entire range of speeds. Called. In this case, the rotary vibration damper is based on the principle that the inertial mass member tries to rotate as far as possible around the axis of rotation by centrifugal force. The rotational vibration superimposed on the rotational movement causes a pendulum-type relative movement of the inertial mass member. The rotational vibration attenuator has a natural frequency f _E that is particularly proportional to the rotational speed, and consequently a rotational vibration having a frequency that is also proportional to the rotational speed n (the rotational speed per second) of the shaft. Damping can be achieved over a wide rotational speed range.

2. Description of the Related Art A rotational speed adaptive vibration damper configured such that the natural frequency of the damper is f _E = x × n is known (for example, see Patent Document 1). In this case, x is the order of the excitation vibration. The value of x has, for example, x = 2 in the case of four cycles of four cylinders, x = 3 in the case of four cycles of six cylinders, and “n” is the rotation speed of the shaft.
Published German Patent Application No. 19831160

It is an object of the present invention to provide a rotational speed adaptive vibration attenuator capable of reducing vibration and torsional stress of a shaft.

The problem is to overcome the problem of inertia mass in a rotational speed adaptive vibration damper of the type described at the beginning, such that the natural frequency f _E of the damper is different from the product of the order x of the excitation vibration and the shaft speed n. The problem is solved by the members being arranged and formed.

The rotational speed adaptive vibration damper of the present invention can be used in a device that preferably operates periodically, particularly in an internal combustion engine.

It has been found that the type of rotational speed adaptive vibration damper of the present invention and its adjustment can significantly reduce the stress of a speed adaptive vibration damper connected to, for example, a crankshaft of an automobile engine. Was. The type of rotational speed adaptive vibration damper of the invention and its adjustment make it possible, for example, to significantly reduce torsional vibrations in the crankshaft.

The problem is also a rotational speed adaptive vibration damper for a shaft that rotates about a rotation axis, which has a hub portion, and at least one inertial mass member is provided on the hub portion in a circumferential direction. Via at least two adjacent support portions, at least one of the inertial mass members is movably supported so as to be able to perform a pendulum-type relative movement with respect to the hub portion, and L is at least one from the rotation axis. Distance to the center of rotation or the center of moment M of the inertial mass member, l is the distance from the center of gravity S of at least one inertial mass member to the center of moment M of the inertial mass member, and x is the order of the excitation vibration, a L / l ≠ x ² is solved by the rotational speed adaptive vibration damper.

The quotient (L / l) obtained by dividing the distance L from the rotation axis to the moment center M by the distance l from the center of gravity of the inertial mass member to the moment center is different from the square of the order x of the excitation vibration (x ² ). Thereby, an improved reduction of torsional vibrations is likewise achieved. The distance l from the center of gravity of the inertial mass member to the moment center of the inertial mass member is also called the length of the pendulum.

According to a particularly advantageous embodiment of the present invention, a ^{0.5x 2 <L / l <x} 2. A further improved reduction of torsional vibrations can be achieved by arranging and forming at least one inertial mass member in the hub part to satisfy this condition.

Further improved torsional vibration reduction is achieved if the condition 0.6 × ² <L / l <0.95 × ² is satisfied.

If ^{0.8x 2 <L / l <0.9x} 2 following condition is satisfied are particularly advantageous.

The invention furthermore relates to a crankshaft, in particular for an automobile engine, provided with a rotationally adaptive vibration damper according to the invention.

According to a particularly advantageous aspect of the invention, the crankshaft is connected at one end to a flywheel, and at the opposite end is arranged a speed-adaptive vibration damper according to the invention. A particularly effective reduction of torsional vibrations occurring on the crankshaft due to this arrangement at the front end, also called the "front end", with the speed-adaptive vibration damper located at the end opposite the flywheel And the stress on the crankshaft can be correspondingly advantageously reduced.

Finally, the invention also relates to an automobile engine, in particular for a passenger car, provided with a crankshaft according to the invention.

The rotational speed adaptive vibration damper of the present invention is a rotational speed adaptive vibration damper, particularly for a shaft rotatable about a rotation axis, having a hub portion, wherein at least one inertia is attached to the hub portion. A mass member is movably supported via each two circumferentially adjacent support portions such that at least one of the inertial mass members can perform a pendulum-type relative movement with respect to the hub portion; in what rotational speed adaptive vibration damper has a different natural frequency f _E and the rotational speed, the natural frequency f _E rpm adaptive vibration damper is a product of the rotational speed n of order x and the shaft of the excitation vibration Is characterized in that at least one inertial mass member is arranged and formed.

With such a configuration, it is possible to provide a rotational speed adaptive vibration damper that can reduce vibration and reduce torsional stress of the shaft.

The subject of the present invention will be described in further detail with reference to the drawings.

The rotational speed adaptive vibration damper shown in FIG. 1 has one hub portion 1 rotatable around the rotational axis D and a plurality of inertial mass members 2 arranged adjacently in the circumferential direction. In the embodiment shown in FIG. 1, five inertial mass members are shown circumferentially adjacent. Each inertial mass member 2 is supported by two pins 3 arranged at intervals in the circumferential direction. These pins are arranged so as to be parallel to the rotation axis D. Each pin 3 can roll on curved trajectories 4,5. The curved track 5 formed on the hub portion has a substantially U-shaped profile that opens toward the rotation axis D. The curved track 4 formed on the inertial mass member 2 is also substantially U-shaped, but has a contour that opens on the opposite side to the rotation axis D and opens in the opposite direction to the curved track 5. This support of the inertial mass member 2 with respect to the hub portion 1 allows the inertial mass member 2 to swing relative to the hub portion 1. In this case, the inertial mass member 2 starts moving from the center position where the distance from the rotation axis D to the center of gravity of the inertial mass member becomes maximum, and moves along the motion trajectory at the inclined position or the shifted position with respect to the hub portion. The support of the inertial mass member 2 using the curved tracks 4 and 5 and the pins 3 is configured and arranged so as to be able to move back and forth and back and forth. In the case of such a pendulum movement of the inertial mass member 2 performed in a field where a centrifugal force acts, in the inclined position, the center of gravity of the inertial mass member 2 is closer to the rotation axis D than when it is located at the center position. I have.

Due to the occurrence of a rotational vibration superimposed on the rotational movement, the inertial mass member 2 moves relative to the hub part 1 along a curved trajectory from its central position shown in FIG. At this time, each inertial mass member 2 performs a translational movement relative to the hub portion 1. Each inertial mass member 2 moves relative to the hub part 1 in a plane perpendicular to the rotation axis D.

In addition, the inertial mass member 2 has, in an opening or recess 6 for receiving the pin 3, a guide track 7 facing the guide track 4, whereby the recess 6 faces away from the axis of rotation D. It has a generally U-shaped open shape.

FIG. 2 shows a cross-sectional view of an attenuator according to the invention, in which, unlike in FIG. 1, a protective cap 8 covering the inertial mass member 2 covers the hub part 1. In the case of the embodiment of the invention shown in FIG. 2, the inertial mass members 2 are respectively arranged in pairs on both sides of the hub part 1, and the respective inertial mass members of the pair are supported by a common pin 3. . The curved track 4 provided on the inertial mass member is formed by an insert piece 9 supported in the inertial mass member 2 via the buffer layer 10. In a similar manner, the curved track 5 of the hub part 1 is formed by an insert 11 supported on the hub part 1 via a buffer layer 12.

FIG. 2 also clearly shows the insertion element 13 forming the guide track 7. A similar insert element 14 is also mounted on the hub side.

According to the invention, the inertial mass members 2 are arranged in the hub part 1 such that the natural frequency f _E of the attenuator is different from the product of the order x of the excitation vibration and the rotational speed n of the shaft (not shown). And is formed. Such a configuration can be achieved in particular by the arrangement and formation of the inertial mass members described in detail below.

FIG. 3 schematically shows the inertial mass member 2 supported on the hub part 1 via the pin 3, as disclosed in connection with FIGS. The inertial mass member 2 has a center of gravity S. The curved track 4 of the inertial mass member 2 and the curved track 5 of the hub part 1 are arcuate or arcuate. For better understanding, FIG. 3 shows the circles constituting the arcs or arcs of the curved trajectories 4 and 5, and the centers of the circles. In this embodiment, each of the curved trajectories 4 and 5 has the same and a single radius. However, unlike such an embodiment as shown, it is also possible to form the curved trajectories 4 and 5 such that their radii vary along the trajectory.

Further, each inertial mass member 2 has a moment center M. Here, the moment center M is a point in the space where the center of gravity of the inertial mass member rotates around the center. The center of gravity rotates around the moment center M. FIG. 3 shows a moment center M at the center position of the inertial mass member 2. In the case of the circular arc shown here as the curved trajectory 4, the position of the moment center M is fixed with respect to the shaft and does not depend on the inclination of the inertial mass member.

In FIG. 3, the distance from the rotation axis D to the moment center M (at the center position of the inertial mass member) is indicated by L. The distance from the center of gravity S of the inertial mass member 2 to the moment center M of the inertial mass member 2 is represented by l. The distance 1 is also called the length of the pendulum of the inertial mass member 2. For the embodiment shown, the distance l is also equal to the distance between the centers of the respective circles that make up the arcs of the curved trajectories 4 and 5. Similarly, the diameter of the cylindrical pin 3 is denoted by d, and the diameter of the arcs or circles forming the curved trajectories 4 and 5 is denoted by d '.

Further, the present invention specifies that the quotient (L / l) obtained by dividing the distance L by the distance 1 is different from the square (x ² ) of the order x of the excitation vibration (L / l ≠ x ² ). Particularly quotient (L / l) is preferably in the range of 0.5x ² and 1.0x ^2. Furthermore the quotient (L / l) in the range of 0.6x ² and 0.85x ^2, be a range especially of 0.7x ² and 0.8x ² is particularly advantageous.

に 関 し With respect to FIG. 3, it should be noted that this diagram is a schematic diagram in which the dimensions of the distance L and the distance 1 are not shown to scale.

FIG. 4 shows a crankshaft 15 of an automobile engine provided with a rotational speed adaptive vibration damper 16 according to the present invention. The crankshaft, which is only partially shown, connects at one end (not shown) to the flywheel of the engine. This is the drive-side end of the crankshaft. The other end (left side in the figure) of the crankshaft, that is, the end 17 opposite to the driving device is also called a front end (front end) of the crankshaft. A vibration damper 16 is provided.

In the case of the embodiment shown in FIG. 4, the rotational speed adaptive vibration damper 16 is similar to the rotational speed adaptive vibration damper described with reference to FIG. It is supported on curved tracks 4, 5 via pins 3. The embodiment shown in FIG. 4 differs from the embodiment shown in FIG. 2 in that only one inertial mass member is attached to one pin 3. In the embodiment shown in FIG. 4, an inertial mass member 2 is sandwiched between hub portions 1, and each inertial mass member 2 is supported by the hub portion by two pins 3 which are arranged at a circumferential interval. Including On the other hand, the inertial mass members in the case of FIG. 2 are always attached in pairs with the hub portion interposed therebetween. Finally, FIG. 4 shows a pulley 18 attached to the front end (front end) of the crankshaft adjacent to the rotational speed adaptive vibration damper 16.

It is a top view which shows one form of a rotation speed adaptive vibration damper. FIG. 4 is a cross-sectional view showing a part of the vibration damper according to the present invention. FIG. 2 is a schematic view showing a vibration damper according to the present invention. It is a figure which shows a mode that the rotational speed suitable vibration damper of this invention was attached to the "front end" of the crankshaft.

Explanation of reference numerals

DESCRIPTION OF SYMBOLS 1 Hub part 2 Inertial mass member 3 Pin 4 Curved track 5 Curved track 6 Depression 7 Guide track 8 Protective cap 9 Insertion piece 10 Buffer layer 11 Insertion piece 12 Buffer layer 13 Insertion element 14 Insertion element 15 Crankshaft 16 Vibration damper 17 Crankshaft front end 18 Belt wheel D Rotation axis L Distance from rotation axis to center of moment M Center of moment S Center of gravity d Diameter of pin d 'Diameter of curved track 1 Distance from center of gravity of inertial mass member to center of moment of inertial mass member

Claims (9)

Particularly a rotational speed adaptive vibration damper for a shaft rotatable about a rotation axis (D), comprising a hub part (1) in which at least one inertial mass member (2) is provided. Via at least two circumferentially adjacent support portions (3), at least one of the inertial mass members (2) can perform a pendulum relative movement with respect to the hub portion (1). Movably supported, wherein the rotational speed adaptive vibration damper has a natural frequency f _E different from the rotational speed,
The at least one inertial mass member (2) is arranged and formed such that the natural frequency f _{E of the} rotational speed adaptive vibration damper is different from the product of the order x of the excitation vibration and the rotational speed n of the shaft. A rotational speed adaptive vibration attenuator characterized in that: A rotational speed adaptive vibration damper for a shaft rotatable about a rotation axis (D), comprising a hub part (1) on which at least one inertial mass member (2) is provided. Via at least two circumferentially adjacent supporting parts (3), the at least one inertial mass member (2) is movable such that it can perform a pendulum-type relative movement with respect to the hub part (1). The distance from the axis of rotation (D) to the center of moment (M) of the at least one inertial mass member at the central position is L, and the distance of the at least one inertial mass member (2) at the central position is When the distance from the center of gravity (S) to the moment center (M) of the inertial mass member (2) is 1 and the order of the excitation vibration is x,
L / l rotational speed adaptive vibration damper, which is a ≠ x ^2. The rotational speed adaptive vibration damper according to claim 1. 0.5x ² <L / l <rotational speed adaptive vibration damper according to claim 2 or 3 wherein the x ^2. 0.6x ² <L / l <rotational speed adaptive vibration damper according to claim 2 or 3 wherein the 0.95X ^2. 0.8x ² <L / l <rotational speed adaptive vibration damper according to claim 2 or 3, wherein a 0.9x ^2. A crankshaft for an automobile engine, comprising the rotational speed adaptive vibration damper according to claim 1. The crankshaft according to claim 7, wherein the crankshaft (15) is connected at one end to a flywheel and at the other end is provided with the rotational speed adaptive vibration damper. An automotive engine, in particular a passenger car, comprising a crankshaft according to claim 7.

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