Rotary shafts – gudgeons – housings – and flexible couplings for ro – Torque transmitted via flexible element – Nonmetallic element
Patent
1993-02-16
1995-09-12
Stodola, Daniel P.
Rotary shafts, gudgeons, housings, and flexible couplings for ro
Torque transmitted via flexible element
Nonmetallic element
F16F 1512, F16F 1530
Patent
active
054493226
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION
1. Technical Field
The invention relates to a torsional vibration damper for piston engines, particularly for motor vehicle engines, with a hub which can be mounted in a torsionally resistant manner on the crankshaft of the engine, a first flyring which concentrically surrounds the hub and is connected to the outer surface of the hub via a rubber spring device acting in the peripheral direction, as well as a second flyring which is directly or indirectly secured to the hub via a rubber spring device, again acting in the peripheral direction.
2. Prior Art
Known torsional vibration dampers of the aforementioned type, which are mounted directly on the output end of the crankshaft, serve to absorb the engine vibrations induced by forces of inertia. These engine vibrations induced by forces of inertia are in the range of approximately 150 Hz to 650 Hz, depending on design.
In order to cover this entire range, several flyrings capable of motion relative to each other are combined. In a known torsional vibration damper of the aforementioned type (DE-OS 36 08 420), for example, smaller flyrings, mounted in bearings inside the hub, are connected to the main flyring via rubber spring devices.
In known systems, the low-frequency vibrations induced by gas forces, which are in the region of about 40 Hz to 100 Hz, are damped by additional torsional vibration dampers attached to the end of the propeller shaft.
In another known vibration damper (U.S. Pat. No. 3,670,593) the inner flyring is fixed at the hub and the outer flyring is connected with the inner flyring by an additional rubber spring. The rubber springs can be varied in their length and in their properties for the respective task. This known construction only works in a good way if the outer flyring has an essentially lower mass in respect to the inner flyring because otherwise the system can become unstable. Therefore the known vibration damper is very inflexible in respect to the frequencies to be covered and especially there may be difficulties in damping the lower frequency region.
OBJECT AND SUMMARY OF THE INVENTION
Based on this state of the art the invention is based on the task of modifying the known vibration damper in such a way that all frequencies occurring at a motor especially the low-frequency vibrations induced by gas forces can be securely damped.
In accordance with the invention, the problem of the prior art is overcome by a rubber spring device bearing the first flyring which is of rigid design and wherein, the outer flyring is mounted on the inner flyring in rotating fashion.
By this construction according to the invention it is possible to conduct the outer flyring exactly on the inner flyring which is situated in a stable way by the rubber spring device being of rigid design.
The turning of mass is absolutely free. Therefore the outer flyring can be equipped with a bigger mass without any problem. As a result of its design features, the torsional vibration damper according to the invention is in a position to cover the range of vibrations induced by gas forces as well, meaning that all vibrations generated in the engine can be damped at the crankshaft. Thus, the vibrations are controlled directly at the point of origin. The equipment of a second aggregate for damping the low-freqency vibrations therefore is unnecessary. The torsional damper according to the invention is not only of simple structure, but also has the effect of preventing transmission from the outset of low-frequency vibrations to the downstream units in the system.
Preferably between the outer flyring and the inner flyring in the bearing area a sliding bush is located. Therefore the mobility of the outer flyring on the inner flyring is limited.
To ensure a good vibration damping at motors where the low-frequent vibrations dominate, the outer flyring should preferably have a greater mass moment of inertia than the inner flyring.
Furthermore the rubber spring device bearing the second flyring can be of flexible design to hold the vibration effi
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Paguag GmbH & Co.
Stodola Daniel P.
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