Torsional vibration damper

Abstract

The invention relates to a torsional vibration damper (1) or a torsional vibration absorber comprising a rotating system having a primary mass arranged on a rotatable shaft, for example on an engine, in particular an internal combustion engine crankshaft, preferably non-rotatably fixed, and a secondary mass movable relative to the primary mass, and a component for vibration damping and / or vibration reduction of the relative movement between the primary mass and the secondary mass. The component for vibration damping and / or vibration reduction of the relative movement between the primary mass and the secondary mass has at least one pressure accumulator (15, 15'; 22, 22') within the rotating system of the torsional vibration damper (1) or the torsional vibration absorber. The invention also provides a method for damping torsional vibrations of an internal combustion engine crankshaft (2) with a torsional vibration damper (1) or a torsional vibration absorber.

Description

Technical Field

[0001] This invention relates to a torsional vibration damper or torsional vibration damper. It also relates to a method for damping the torsional vibration of an internal combustion engine crankshaft. Background Technology

[0002] Passive torsional vibration dampers or torsional vibration isolation devices are composed of different components / parts. Two or three or fewer principles / parts are used here.

[0003] Component "Kinetic Energy Storage":

[0004] Passive torsional vibration dampers or torsional vibration isolation devices always have a storage capacity for kinetic energy in their basic structure, which is formed by a vibrating block. This vibrating block can be advantageously constructed as a flywheel ring and is also referred to as a secondary mass.

[0005] Component "potential energy storage":

[0006] Potential energy storage can be formed by the torsional spring stiffness between the secondary mass (especially the flywheel) and the housing and / or hub (also known as the primary mass).

[0007] Dissipative components:

[0008] Depending on the structural approach, a damping element or component can be placed between the primary mass (shell and / or hub) and the secondary mass—for example, between the hub / shell and the flywheel ring—as a dissipative component, which acts, for example, through solid friction, viscous damping, or hydraulic damping.

[0009] Vibration blocks are always present in torsional vibration dampers or torsional vibration isolation devices. Furthermore, dissipative components are present in torsional vibration dampers and "potential energy storage" is stored in isolation devices. All three types of components are used in damped torsional vibration isolation devices. Damped torsional vibration isolation devices are referred to below as "torsional vibration isolation devices".

[0010] In currently implemented passive torsional vibration dampers or torsional vibration isolation devices, all components are located in an assembly that is rotatably connected to the shaft. Therefore, this assembly forms a rotating system.

[0011] While this has the advantage of requiring only a single component to be fixed to the shaft to be damped / reduced, it also has certain disadvantages in practice.

[0012] Given the typically limited structural space of the aforementioned types of torsional vibration dampers / torsional vibration isolation devices, the required stiffness and damping cannot always be achieved. Furthermore, the heat generated by damping is often difficult to dissipate. This problem thus limits the function and service life of the torsional vibration damper or torsional vibration isolation device.

[0013] WO 2019 / 086 258 A1 describes a torsional vibration damper or torsional vibration absorber. A structure is proposed in which the vibration / oscillation motion between the housing and flywheel ring of the torsional vibration damper or torsional vibration absorber in a rotating system is converted into translational motion in an externally fixed system by a hydraulic feedthrough.

[0014] The critical flow velocity in the hydraulic feed passage is considered unfavorable. Summary of the Invention

[0015] The objective of this invention is to provide an improved torsional vibration damper or torsional vibration reducer of the same type, which does not have the disadvantages of the present invention.

[0016] This task is solved by the torsional vibration damper or torsional vibration damper according to the present invention.

[0017] This task is also solved by the method according to the invention for the torsional vibration of the crankshaft of a damped piston machine.

[0018] The torsional vibration damper or torsional vibration damper according to the invention comprises: a rotating system including a primary mass disposed on a rotatable shaft, preferably fixed in a non-rotatable manner, and a secondary mass movable relative to the primary mass; and a component for damping and / or amplifying the relative motion between the primary and secondary masses, wherein the torsional vibration damper or torsional vibration damper is configured such that the component for damping and / or amplifying the relative motion between the primary and secondary masses has at least one accumulator within the rotating system of the torsional vibration damper or torsional vibration damper.

[0019] This offers a particular advantage: since the accumulator is mounted on the rotating side, there is no need for a rotary joint (which, as in the prior art, directs the hydraulic oil to the outside) and all its disadvantages are avoided. This makes it significantly easier to achieve the required piping cross-section, allowing the hydraulic oil flow rate to remain controllable.

[0020] The method according to the present invention for damping the torsional vibration of a piston machine crankshaft using the aforementioned torsional vibration damper or torsional vibration damper comprises the following steps: VS1 provides a torsional vibration damper or torsional vibration damper mounted on the crankshaft; VS2 regulates at least one accumulator mounted in the torsional vibration damper or torsional vibration damper by means of pressurized gas or air; and VS3 dampens the torsional vibration of the crankshaft by means of the torsional vibration damper or torsional vibration damper during piston machine operation.

[0021] The advantage of this is that the hydraulic oil or fluid is inside the torsional vibration damper and does not need to be introduced from the outside during operation. The accumulator can be advantageously and simply designed using pressurized gas, such as air or nitrogen, even during operation.

[0022] In one embodiment, the component for vibration damping and / or vibration reduction of relative motion between the primary and secondary masses has one or more fluid-filled chambers as part of a rotating system, the fluid chambers being shaped within the secondary mass, the volume of the fluid chambers being changeable by means of the at least one accumulator in the event of torsional vibration and the resulting relative motion between the primary and secondary masses, the fluid chambers being divided by radially extending blades of a hub member connected to the primary mass. This advantageously achieves a compact structure.

[0023] In another embodiment, the at least one accumulator forms a gas spring and has at least one gas section and at least one fluid section separated by a diaphragm, the fluid section being connected to a fluid chamber via a fluid conduit. The fluid conduit can advantageously be designed to accommodate fluid flow velocities such that critical flow velocities are not encountered.

[0024] One embodiment specifies that at least one gas section of the at least one accumulator is connected to a control / gas supply unit via a rotary joint and one or more pressure lines, the control / gas supply unit being located outside the rotating system of the torsional vibration damper or torsional vibration isolator. Advantageously, compared to the prior art, the pressure (and therefore the spring stiffness) of the spring can be simply adjusted using pressurized gas or air via the rotary joint.

[0025] In an alternative embodiment, the at least one accumulator is disposed on the blades of the hub component and forms a gas spring with a chamber and a diaphragm that demarcates the chamber relative to the fluid chamber. The advantage obtained here is that a rotary joint is not required because the accumulator is directly integrated into the torsional vibration damper. Although the accumulator cannot be adjusted during operation, it can still be fully adjusted via appropriate valves in the damper's resting state. For this purpose, the chamber of the at least one accumulator can be connected to a filling port via a valve. Multiple valves are also possible.

[0026] The stiffness of the system can be easily adjusted in a favorable manner by utilizing the pressure in the accumulator's chamber.

[0027] Another embodiment specifies that the fluid chamber is connected via piping in the hub assembly connected to the primary mass, each piping having at least one adjustable throttle valve. In this way, leakage losses can be advantageously compensated for by overflow, thereby maintaining the flywheel mass in its nominal position relative to the damper. Another advantage is that the flywheel mass can be centered without the need for additional spring support.

[0028] Advantageously, the fluid chambers are connected via unidirectional, counter-current overflow lines in the hub assembly connected to the primary mass, ensuring that overflow between the fluid chambers is possible only in one direction during excessive damper deflection. This allows the flywheel mass to remain centered.

[0029] Furthermore, advantageous damping can be achieved if fluid chamber sections formed by dividing the fluid chambers via corresponding blades are connected by a conduit with or without a throttle valve in at least one of the corresponding blades. Damping is achieved by reciprocatingly pumping hydraulic oil between the fluid chambers or fluid chamber sections via the blades, wherein an adjustable throttle valve can be used to adapt the damping to the corresponding requirements.

[0030] In another embodiment, for the sake of a compact structure, two fluid chambers are provided that are opposite each other along their diameter.

[0031] An advantageous embodiment of the method specifies that, in the second and third method steps, the accumulator is regulated via one or more pressure lines through a control / gas supply unit located outside the rotating system of the torsional vibration damper or torsional vibration isolator by means of a rotary joint of the torsional vibration damper or torsional vibration isolator. Only air or nitrogen is used here, thereby achieving a compact structure for the rotary joint.

[0032] In an embodiment of the torsional vibration damper without a rotary joint, another embodiment of the method specifies that, in the second step, the accumulator and an additional throttle valve are adjusted while the torsional vibration damper is in a static state, and in the third step, the torsional vibration is damped by reciprocating pumping fluid between the fluid chambers. Compared to viscous dampers, this method also has the advantage that the damping and stiffness can be adjusted independently of each other. Therefore, on the one hand, an optimal relationship can be found, and on the other hand, the same damper hardware can be adapted to different engines / motors, thereby saving costs.

[0033] In another embodiment of the method, in the third method step VS3, when the torsional vibration damper or torsional vibration absorber deflects excessively, overflow occurs in one direction between the fluid chambers via a one-way overflow pipe. This allows for advantageous alignment of the flywheel mass.

[0034] Unlike conventional dampers, expensive leaf springs can be omitted in this invention. Compared to viscous dampers, there is also the advantage that damping and stiffness can be adjusted independently. Therefore, on the one hand, an optimal relationship can be found, and on the other hand, the same damper hardware can be adapted to different engines / motors, thereby saving costs.

[0035] In another embodiment of the torsional vibration damper or torsional vibration shock absorber, the rotatable shaft is the crankshaft of a piston engine. Such a piston engine can be, for example, an internal combustion engine, a compressed air motor, a piston compressor, or a similar device.

[0036] The piston mechanism described above can also be, for example, an internal combustion engine, a compressed air motor, a piston compressor, or a similar device. Attached Figure Description

[0037] Embodiments of the present invention are described below with reference to the accompanying drawings. These embodiments are only used to illustrate the invention by means of preferred structures, and are not exhaustive representations of the invention. In this regard, other embodiments, as well as modifications and equivalents of the illustrated embodiments, may be implemented within the scope of the claims. The accompanying drawings are as follows:

[0038] Figure 1 A schematic diagram of a first embodiment of a torsional vibration damper or torsional vibration isolation device according to the present invention is shown;

[0039] Figure 2 Showing according to Figure 1 A schematic radial cross-sectional view of a first embodiment of the torsional vibration damper or torsional vibration decelerator according to the present invention;

[0040] Figure 3-5 A schematic radial cross-sectional view showing embodiments and variations of the torsional vibration damper or torsional vibration isolation device according to the present invention; and

[0041] Figure 6 A schematic flowchart of the method according to the present invention is shown. Detailed Implementation

[0042] Figure 1 This is a schematic diagram of a first embodiment of a torsional vibration damper or torsional vibration absorber according to the present invention.

[0043] The torsional vibration damper 1, or torsional vibration absorber, will be referred to as torsional vibration damper 1 for simplicity in the following text. The torsional vibration damper is connected here to the crankshaft 2, for example, the crankshaft 2 of an internal combustion engine (not shown), in a non-rotatable manner. Such an internal combustion engine is, for example, a so-called high-power engine (e.g., used in ships, agricultural and construction machinery, energy generating devices).

[0044] In addition, the torsional vibration damper 1 has a rotary joint 3, through which the torsional vibration damper 1 is connected to the supply assembly 5.

[0045] The supply component 5 includes a control / gas supply unit 6 with pressure lines 7 and 8.

[0046] Rotary joint 3 forms the interface between the torsional vibration damper 1 and the control / gas supply unit 6 of the supply assembly 5, and pressure lines 7 and 8 form the connection between the control / gas supply unit 6 and the rotary joint 3. The control / gas supply unit 6 controls the control elements in the torsional vibration damper 1 via a pressure medium, preferably a gas such as compressed air, through pressure lines 7 and 8 and via the rotary joint 3. These control elements are, for example, throttle valves and adjustable springs, which will be further described below.

[0047] The crankshaft 2 has a rotation axis 4, and the torsional vibration damper 1 and the rotary joint 3 are arranged coaxially with the rotation axis.

[0048] For a detailed description of the structure and operation of the torsional vibration damper, please refer to documents WO 2019 / 086258 A1 and WO 2020 / 069 933 A1.

[0049] Figure 2 The radial cross-section diagram shows the data based on... Figure 1 The first embodiment of the torsional vibration damper 1 according to the present invention.

[0050] The torsional vibration damper 1 includes a housing 9, a flywheel mass 10 as a so-called secondary mass, a hub 11 with blades 12, 12', fluid chambers 13, 14', and accumulators 15, 15'. This forms a so-called rotating system.

[0051] The housing 9 forms the so-called primary mass and is fixedly connected to the hub 11 and its blades 12, 12'. The torsional vibration damper 1 is connected to the crankshaft 2 in a non-rotatable manner via the hub 11.

[0052] For better distinction, blades 12 and 12' are referred to as the first blade 12 and the second blade 12'. Fluid chambers 13 and 14 are the first fluid chamber 13 and the second fluid chamber 14. Similarly, accumulators 15 and 15' are referred to as the first accumulator 15 and the second accumulator 15'. However, these specifications do not preclude the possibility of having more than two blades 12 and 12', more than two fluid chambers 13 and 14, and more than two accumulators 15 and 15'.

[0053] The housing 1, rotary joint 3, and flywheel mass 10 are arranged coaxially with the rotation axis 6. The flywheel mass 10 can rotate relative to the housing 1.

[0054] The blades 12, 12' of the hub component 11 are fixedly connected to the housing 1. The blades 12, 12' of the hub component 11 extend radially oppositely from the hub component 11 through the diametrically opposed fluid chambers 13, 14, which are formed in the flywheel mass 10. Each fluid chamber 13, 14 is divided into two fluid chamber segments 13a, 13b and 14a, 14b by the mating blades 12, 12' of the hub component 11.

[0055] Blades 12 and 12' each have two airfoils 12a and 12b; 12'a and 12'b. For easy identification, these are shown here. Figures 2 to 5 They are distinguished by their clockwise direction. When the hub 11 and blades 12, 12' pivot clockwise, the airfoil 12a of the first blade 12 contacts and compresses the fluid in the fluid chamber section 13a of the first fluid chamber 13 and the airfoil 12'a of the second blade 12' contacts and compresses the fluid in the fluid chamber section 14a of the second fluid chamber 14. Conversely, when the hub 11 and blades 12, 12' pivot counterclockwise, the airfoil 12b of the first blade 12 contacts and compresses the fluid in the fluid chamber section 13b of the first fluid chamber 13 and the airfoil 12'b of the second blade 12' contacts and compresses the fluid in the fluid chamber section 14b of the second fluid chamber 14.

[0056] Each accumulator 15, 15' forms a gas spring and has gas sections 16, 16' and fluid sections 17, 17' respectively. Each gas section 16, 16' is separated from the corresponding fluid section 17, 17' by diaphragms 18, 18'.

[0057] Accumulators 15 and 15' are fixedly installed on housing 1.

[0058] The gas sections 16 and 16' of accumulators 15 and 15' are connected to one of the connection sections 3a and 3b of rotary joint 3 via gas lines 19 and 19', respectively. In this way, gas lines 19 and 19' are in a control connection with the control / gas supply unit 6 of supply assembly 5 via matching pressure lines 7 and 8, respectively.

[0059] Fluid chamber sections 13a, 13b; 14a, 14b of fluid chambers 13, 14 are respectively connected to fluid sections 17, 17' of corresponding accumulators 15, 15' via fluid conduits 20, 20'; 21, 21', such that interconnected or linked chamber sections are created. Fluid conduits 20, 20'; 21, 21' can be inserted, attached, or / and shaped within flywheel mass 10.

[0060] The fluid chamber section 13a of the first fluid chamber 13 is connected to the fluid section 17 of the first accumulator 15 via fluid conduit 20, and the first accumulator 15 itself is connected to the fluid chamber section 14a of the second fluid chamber 14 via fluid conduit 21. Similarly, the fluid chamber section 13b of the first fluid chamber 13 is connected to the fluid section 17' of the second accumulator 15' via fluid conduit 20', and the second accumulator 15 itself is connected to the fluid chamber section 14b of the second fluid chamber 14 via fluid conduit 21'.

[0061] In this way, the vibration / oscillation motion of the hub component 11 is converted into the translational motion of the diaphragms 18, 18' of the pressure chambers 15, 15' via the aforementioned connections of the blades 12, 12' and fluid chamber sections 13a, 13b; 14a, 14b through fluid lines 20, 20'; 21, 21' and pressure chambers 15, 15', where standard components can be used to provide stiffness and damping.

[0062] Therefore, accumulators 15 and 15' are implemented on the rotating side, i.e., in the torsional vibration damper 1, and can be regulated / adjusted during the operation of the torsional vibration damper 1 by the control / gas supply unit 6, and the flow between the aforementioned chambers is affected by the diaphragms 18 and 18'. The rotary joint 3 is only used to adjust the pressure in the accumulators 15 and 15' and thus the spring stiffness. Therefore, the spring stiffness of the gas spring formed by the accumulators 15 and 15' can be adjusted externally.

[0063] This also provides the following advantage: the flywheel mass, i.e., the flywheel mass 10, remains in its nominal position relative to the housing 9. This is achieved by compensating for leakage losses through the overflow of fluid between the chambers via the aforementioned connecting path.

[0064] exist Figures 3 to 5 The diagram shows a schematic radial cross-sectional view of another embodiment of the torsional vibration damper 1 or torsional vibration decelerator according to the present invention.

[0065] Figure 3 A second embodiment of the torsional vibration damper 1 is shown.

[0066] The second embodiment of the torsional vibration damper 1 differs from the first embodiment in that the rotary joint 3 is absent, because the accumulators 22 and 22' are directly integrated into the torsional vibration damper 1 as air springs or gas springs.

[0067] The accumulators 22 and 22' are mounted on / in the blades 12 and 12' in such a way that inflatable chambers 22a and 22'a are formed on both sides of the blades 12 and 12' by means of diaphragms 22b and 22'b made of, for example, an elastomer.

[0068] Chambers 22a and 22'a are similar to the gas sections 16 and 16' of accumulators 15 and 15'. Diaphragms 22b and 22'b directly separate chambers 22a and 22'a from fluid chamber sections 13a and 13b; 14a and 14b, which correspond in a similar manner to the fluid sections 17 and 17' of accumulators 15 and 15'.

[0069] Chambers 22a and 22'a are connected to one or more filling ports (not shown) via valves, through which gases, such as air and / or nitrogen, are filled into chambers 22a and 22'a. The rigidity of the pressure regulation system within chambers 22a and 22'a is utilized.

[0070] Damping is achieved by reciprocatingly pumping fluid between fluid chambers 13 and 14. For this purpose, pipes 23 and 23' are provided in the hub 11 between fluid chambers 13 and 14. The reciprocating pumping of fluid is achieved by the relative motion of blades 12 and 12' relative to the flywheel mass 10.

[0071] Pipe 23 is connected to fluid chamber section 13a of fluid chamber 13 via port 23a and to pipe 23' via throttle valve 24 at its other end. Pipe 23' itself is connected to fluid chamber section 14b of fluid chamber 14 located on the same blade side via port 23'a. In a mirror configuration, additional pipes 23 and 23' connect fluid chamber section 13b of fluid chamber 13 to fluid chamber section 14a of fluid chamber 14 via ports 23a and 23'a and throttle valve 24.

[0072] The throttle valve 24 is adjustable to adapt the damping to the corresponding requirements.

[0073] The accumulators 22, 22' and the throttle valve 24 cannot be adjusted while the torsional vibration damper 1 is running. This is done in the static state by means of suitable valves, which are not shown here but are readily apparent.

[0074] exist Figure 4 The text shows the data according to... Figure 3 A variation of the second embodiment.

[0075] The deflection position of torsional vibration damper 1 is shown here.

[0076] Unlike the second embodiment, in this variant, two overflow pipes 25 and 26 are formed in the hub 11, and these two overflow pipes extend in parallel to pipes 23 and 23' and throttle valve 24, respectively.

[0077] Overflow line 25 forms a unidirectional overflow from fluid chamber section 13a of fluid chamber 13 to fluid chamber section 14b of fluid chamber 14 located on the same blade side. Unidirectional overflow from fluid chamber section 14a of fluid chamber 14 to fluid chamber section 13b of fluid chamber 13 is achieved through another overflow line 26.

[0078] Overflow pipes 25 and 26 are arranged in opposite directions, meaning that the flow direction of overflow pipe 25 is opposite to the flow direction of overflow pipe 26.

[0079] Overflow lines 25 and 26 may also have adjustable throttle valves, which are not shown.

[0080] In this way, when the torsional vibration damper 1 deflects excessively in one direction, the overflow between fluid chambers 13 and 14 is achieved by means of overflow lines 25 and 26 through backflow into another fluid chamber, thereby keeping the flywheel mass 10 centered.

[0081] Figure 5 Showing according to Figure 4 Another variation of the variant scheme.

[0082] The deflection position of torsional vibration damper 1 is shown here.

[0083] In this variant, instead of the pipes 23 and 23' in the hub 11, pipes serving as throttle valves 27 and 27' are installed in the corresponding blades 12 and 12'. The throttle valve 27 in the blade 12 is connected to the fluid chamber section 13a of the fluid chamber 13 via a port 27a, and the opposite port 27b is connected to another fluid chamber section 13b of the fluid chamber 13.

[0084] Similarly, in another blade 12', a throttle valve 27' is connected to a fluid chamber section 14b of fluid chamber 14 via a port 27'a, and the opposite port 27'b connects the throttle valve 27' to another fluid chamber section 14a of fluid chamber 14.

[0085] In this variant, damping is achieved by reciprocating pumping of fluid between fluid sections 13a and 13b in fluid chamber 13 and between fluid sections 14a and 14b in another fluid chamber 14.

[0086] Figure 6 A schematic flowchart of a method for damping torsional vibration of an internal combustion engine crankshaft 2 according to the present invention is shown.

[0087] In the first method step VS1, a torsional vibration damper 1 or a torsional vibration damper is provided on the crankshaft 2.

[0088] In the second method step VS2, the accumulators 15 and 15' are regulated by pressurized gas or air.

[0089] In the third method step VS3, the torsional vibration of the crankshaft 2 is damped by the torsional vibration damper 1 or the torsional vibration damper during the operation of the internal combustion engine.

[0090] In the second method step VS2 and in the third method step VS3, the accumulators 15 and 15' are adjusted via the rotary joint 3 of the torsional vibration damper 1 through an external supply component.

[0091] In one variant, the torsional vibration damper 1 does not have a rotary joint 3. In this case, in the second method step VS2, the accumulators 15, 15' and additional throttle valves 24, 27, 27' are adjusted while the torsional vibration damper 1 is in a static state. Here, in the third method step VS3, the torsional vibration is damped by reciprocating pumping fluid between the fluid chambers 13, 14.

[0092] Furthermore, in the third method step VS3, when the torsional vibration damper 1 is excessively deflected, overflow can be achieved in one direction between the fluid chambers 13 and 14 by means of unidirectional overflow lines 25 and 26.

[0093] List of reference numerals

[0094] 1 Torsional vibration damper

[0095] 2 crankshafts

[0096] 3 rotary joints

[0097] 3a and 3b connecting sections

[0098] 4. Rotation axis

[0099] 5 Supply Components

[0100] 6 Control / Gas Supply Unit

[0101] 7 and 8 pressure lines

[0102] 9 shells

[0103] 10 flywheel mass

[0104] 11 wheel hub parts

[0105] 12, 12' blades

[0106] 12a, 12b; 12'a, 12'b wing surfaces

[0107] Fluid chambers 13 and 14

[0108] 13a, 13b; 14a, 14b fluid chamber sections

[0109] 15' Accumulator

[0110] 16, 16' gas section

[0111] 17, 17' fluid section

[0112] 18' diaphragm

[0113] 19, 19' gas pipeline

[0114] 20, 20'; 21, 21' fluid piping

[0115] 22' Accumulator

[0116] 22a, 22'a chambers

[0117] 22b, 22'b membrane

[0118] 23, 23' pipe

[0119] 23a, 23'a; 23b, 23'b openings

[0120] 24 Throttle Valve

[0121] Overflow pipes 25 and 26

[0122] 25a, 25b; 26a, 26b openings

[0123] 27, 27' Throttling Valve

[0124] 27a, 27'a; 27b, 27'b openings

[0125] VS1, VS2, VS3 method steps

Claims

1. A torsional vibration damper (1) or a torsional vibration isolation device, comprising: A rotating system comprising a primary mass disposed on a rotatable shaft and a secondary mass capable of moving relative to the primary mass; And a component for damping and / or reducing vibration of relative motion between a primary mass and a secondary mass, characterized in that the component for damping and / or reducing vibration of relative motion between a primary mass and a secondary mass has at least one accumulator (15, 15'; 22, 22') within the rotating system of a torsional vibration damper (1) or a torsional vibration damper.

2. The torsional vibration damper (1) or torsional vibration absorber according to claim 1, characterized in that, The component for damping and / or reducing vibration relative to the primary and secondary masses has one or more fluid-filled chambers (13, 14) as part of a rotating system, the fluid chambers being formed in the secondary mass, the volume of the fluid chambers (13, 14) being changeable by means of the at least one accumulator in the event of torsional vibration and the resulting relative motion between the primary and secondary masses, the fluid chambers (13, 14) being divided by radially extending blades (12, 12') of a hub (11) connected to the primary mass.

3. The torsional vibration damper (1) or torsional vibration absorber according to claim 2, characterized in that, The at least one accumulator (15, 15') forms a gas spring and has at least one gas section (16, 16') and at least one fluid section (17, 17'), the gas section and the fluid section being separated by a diaphragm (18, 18'), the fluid section (17, 17') being connected to a fluid chamber (13, 14) via a fluid conduit (20, 20'; 21, 21').

4. The torsional vibration damper (1) or torsional vibration absorber according to claim 3, characterized in that, At least one gas section (16, 16') of the at least one accumulator (15, 15') is connected to a control / gas supply unit (6) via a rotary joint (3) through one or more pressure lines (7, 8), the control / gas supply unit being located outside the rotating system of the torsional vibration damper (1) or the torsional vibration damper.

5. The torsional vibration damper (1) or torsional vibration reducer according to any one of claims 2 to 4, characterized in that, The at least one accumulator (22, 22') is disposed on the blades (12, 12') of the hub (11) and forms a gas spring having chambers (22a, 22'a) and diaphragms (22b, 22'b), the diaphragms (22b, 22'b) delineating the chambers (22a, 22'a) relative to the fluid chambers (13, 14).

6. The torsional vibration damper (1) or torsional vibration absorber according to claim 5, characterized in that, The chambers (22a, 22'a) of the at least one accumulator (22, 22') are connected to the filling port via valves.

7. The torsional vibration damper (1) or torsional vibration reducer according to any one of claims 2 to 4, characterized in that, The fluid chambers (13, 14) are connected by pipes (23, 23') in a hub (11) connected to the primary mass, each pipe (23, 23') having at least one adjustable throttle valve (24).

8. The torsional vibration damper (1) or torsional vibration reducer according to any one of claims 2 to 4, characterized in that, The fluid chambers (13, 14) are connected by unidirectional overflow pipes (25, 26) arranged in opposite directions in the hub (11) connected to the primary mass.

9. The torsional vibration damper (1) or torsional vibration reducer according to any one of claims 2 to 4, characterized in that, Fluid chamber sections (13a, 13b; 14a, 14b) formed by dividing fluid chambers (13, 14) via corresponding blades (12, 12') are connected by a pipeline with or without a throttle valve (27, 27') in at least one of the corresponding blades (12, 12').

10. The torsional vibration damper (1) or torsional vibration reducer according to any one of claims 2 to 4, characterized in that, Two fluid chambers (13, 14) are respectively set up and positioned opposite each other along the diameter.

11. The torsional vibration damper (1) or torsional vibration reducer according to any one of claims 1 to 4, characterized in that, The rotatable shaft is the crankshaft (2) of a piston engine.

12. The torsional vibration damper (1) or torsional vibration reducer according to claim 11, characterized in that, The piston engine is an internal combustion engine, a compressed air motor, or a piston compressor.

13. The torsional vibration damper (1) or torsional vibration reducer according to claim 1, characterized in that, The primary mass can be fixed to the rotatable shaft in a non-rotatable manner.

14. A method for damping the torsional vibration of a crankshaft (2) of a piston machine, said piston machine having a torsional vibration damper (1) or a torsional vibration decelerator according to any one of claims 1 to 13, characterized in that... The following are the steps: (VS1) provides a torsional vibration damper (1) or a torsional vibration damper mounted on the crankshaft (2); (VS2) At least one accumulator (15, 15'; 22, 22') installed in the torsional vibration damper (1) or torsional vibration isolation device is regulated by pressurized gas; and (VS3) The crankshaft (2) is damped by a torsional vibration damper (1) or a torsional vibration damper during piston engine operation.

15. The method according to claim 14, characterized in that, In the second method step (VS2) and the third method step (VS3), the accumulator (15, 15') is regulated via one or more pressure lines (7, 8) through the rotary joint (3) of the torsional vibration damper (1) or the torsional vibration damper, by means of a control / gas supply unit (6) located outside the rotating system of the torsional vibration damper (1) or the torsional vibration damper.

16. The method according to claim 14, characterized in that, In the second method step (VS2), the accumulator (15, 15') and the additional throttle valves (24, 27, 27') are adjusted in the static state of the torsional vibration damper (1), and in the third method step (VS3), the torsional vibration is damped by reciprocating pumping fluid between the fluid chambers (13, 14).

17. The method according to claim 16, characterized in that, In the third method step (VS3), when the torsional vibration damper (1) or torsional vibration deflector is over-deflected, an overflow is made in one direction between the fluid chambers (13, 14) via a one-way overflow line (25, 26).

18. The method according to any one of claims 14 to 17, characterized in that, The piston engine is an internal combustion engine, a compressed air motor, or a piston compressor.

19. The method according to claim 14, characterized in that, The gas in question is air.

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