Centrifugal Pendulum Stop Damper for Noise and Wear Reduction
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Solution Overview
Problem
Centrifugal force pendulums in drive trains of motor vehicles face issues with noise and wear due to pendulum masses striking the end of their movement path, and existing stop dampers may not provide sufficient damping, especially with heavier masses.
Innovation Solution
A centrifugal force pendulum design featuring two rotationally fixed pendulum flanges with a pendulum mass receiving space, roller bodies for movement, and a stop damper on the radial inner face connected via fastening elements, which prevents the pendulum mass from striking the flanges and includes friction elements for additional damping.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If a pendulum mass reaches one end of the movement path and strikes against the end, then the pendulum mass can complete its movement path, but this creates noise in the drive train and the end of the movement path becomes stressed and possibly worn
Solution Approach 1:
A stop damper is positioned at the end of the movement path to cushion the impact before the pendulum mass strikes the hard stop. This pre-cushioning prevents direct metal-to-metal contact, reducing noise and wear while allowing the pendulum mass to complete its full movement path.
Solution Approach 2:
The stop damper acts as an intermediary element between the pendulum mass and the hard stop structure. It mediates the impact force by providing a compliant surface that absorbs energy through deformation, preventing the harmful direct transmission of impact forces to the drive train components.
2Object-affected harmful factors
If an elastomeric ball stop damper is arranged in a radially inner recess of the pendulum mass, then it can reduce the striking problem, but the size of the ball is limited by the thickness of the pendulum mass and damping may be insufficient for heavy masses
Solution Approach 1:
The stop damper is moved from a radial arrangement (within the pendulum mass thickness) to an axial arrangement (between the pendulum mass and pendulum flange). This dimensional change allows the stop damper to be positioned in the available axial space rather than being constrained by the radial thickness of the pendulum mass, enabling larger damping elements for heavy masses.
Solution Approach 2:
By changing the positioning parameters of the stop damper from radial to axial location, the available space for the damper is increased. This parameter change allows selection of dampers with larger dimensions and higher damping capacity, making them suitable for heavier pendulum masses while maintaining adequate clearance.
3Adaptability or versatility
If the stop damper is arranged on the radial inner face of the pendulum mass and connected via fastening elements, then damping effect becomes independent of pendulum mass thickness and mounting is facilitated, but the structure becomes more complex
Solution Approach 1:
The stop damper is designed as a separate, modular component that can be independently mounted on the radial inner face of the pendulum mass using fastening elements. This segmentation allows the damper to be optimized for damping performance without being constrained by pendulum mass thickness, while the modular design facilitates easy assembly and disassembly despite the additional mounting structure.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution effectively dampens torsional vibrations in drive trains, reducing noise and wear by allowing the stop damper to function independently of pendulum mass thickness and facilitating easy mounting.
Implementation Method 1
The stop damper is arranged on a radial inner face of the pendulum mass and has at least two through-openings into or even through which extend fastening elements which connect the stop damper to the pendulum mass
Implementation Method 2
Each pendulum mass may have at least one friction element which is formed on one side of the pendulum mass in the direction of the axis of rotation and rests on the pendulum mass
Implementation Method 3
Roller bodies extend through the cutouts
Implementation Method 4
Centrifugal force pendulums for use in drive trains of motor vehicles are known. They serve to damp vibrations in the drive train
Data Source
AI summary
A centrifugal force pendulum includes two pendulum flanges, a pendulum mass, a stop damper and roller bodies. The two pendulum flanges are rotationally fixed together, include respective flange cutouts, and define a pendulum mass receiving space therebetween. The pendulum mass is arranged in the pendulum mass receiving space and includes a mass cutout and a radial inner face. The stop damper is arranged on the radial inner face and includes two through-openings. The roller bodies extend through the flange cutouts and the mass cutout. The flange cutouts and the mass cutout define a movement path, the pendulum mass is movable relative to the two pendulum flanges along the movement path, and fastening elements extend through the two through-openings to connect the stop damper to the pendulum mass. A torsional vibration damper including the centrifugal force pendulum is also disclosed.