EP3635274A1 - Method for damping torsional vibrations in a drive train, and drive train - Google Patents
Method for damping torsional vibrations in a drive train, and drive trainInfo
- Publication number
- EP3635274A1 EP3635274A1 EP19724110.2A EP19724110A EP3635274A1 EP 3635274 A1 EP3635274 A1 EP 3635274A1 EP 19724110 A EP19724110 A EP 19724110A EP 3635274 A1 EP3635274 A1 EP 3635274A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- drive train
- component
- torsional
- torque
- sensor
- Prior art date
- Legal status (The legal status 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 status listed.)
- Withdrawn
Links
- 238000013016 damping Methods 0.000 title claims abstract description 75
- 238000000034 method Methods 0.000 title claims abstract description 23
- 230000008878 coupling Effects 0.000 claims description 18
- 238000010168 coupling process Methods 0.000 claims description 18
- 238000005859 coupling reaction Methods 0.000 claims description 18
- 230000005540 biological transmission Effects 0.000 claims description 16
- 230000001276 controlling effect Effects 0.000 claims description 4
- 230000001105 regulatory effect Effects 0.000 claims description 2
- 238000005259 measurement Methods 0.000 description 8
- 230000008859 change Effects 0.000 description 5
- 238000002485 combustion reaction Methods 0.000 description 3
- 239000012530 fluid Substances 0.000 description 3
- 230000003044 adaptive effect Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 238000011156 evaluation Methods 0.000 description 2
- 230000005284 excitation Effects 0.000 description 2
- 230000010363 phase shift Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 239000007787 solid Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- UJRRDDHEMZLWFI-UHFFFAOYSA-N aminitrozole Chemical compound CC(=O)NC1=NC=C([N+]([O-])=O)S1 UJRRDDHEMZLWFI-UHFFFAOYSA-N 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 238000004422 calculation algorithm Methods 0.000 description 1
- 239000003990 capacitor Substances 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 230000000875 corresponding effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000005489 elastic deformation Effects 0.000 description 1
- 230000005684 electric field Effects 0.000 description 1
- 239000000284 extract Substances 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000012067 mathematical method Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
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
- F16F15/002—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion characterised by the control method or circuitry
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D31/00—Power plant control systems; Arrangement of power plant control systems in aircraft
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2300/00—Special features for couplings or clutches
- F16D2300/22—Vibration damping
-
- 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
-
- 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
- F16F2228/00—Functional characteristics, e.g. variability, frequency-dependence
- F16F2228/06—Stiffness
- F16F2228/066—Variable stiffness
-
- 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
- F16F2232/00—Nature of movement
- F16F2232/02—Rotary
-
- 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
- F16F2236/00—Mode of stressing of basic spring or damper elements or devices incorporating such elements
- F16F2236/08—Torsion
Definitions
- the invention relates to a method for damping torsional vibrations in a drive train of an aircraft with a torque-conducting component, the invention further relates to a drive train and an apparatus for carrying out the method.
- the drive train of an aircraft fulfills the task of a mechanical connection between a drive and a forward or buoyancy (propeller, propeller, fan of a turbine) or an actuator (such as landing flap, tail, chassis) over which is transmitted by a rotary motion energy.
- Torsional vibrations are vibrations of a torque-conducting component.
- torsional vibrations can occur if, for example, rotating masses are coupled to one another by means of components carrying torque.
- Torsional vibrations are widespread in the powertrain of aircraft and are often troublesome or even dangerous when the engine is running at a torsionally critical speed and the vibration is amplified by resonance. A damping of these torsional vibrations is often not possible in extended systems by mechanical means.
- US2003089822A describes an internal combustion engine for an aircraft.
- the internal combustion engine includes a crankshaft defining first and second ends, a propeller and a transmission disposed between the first end of the crankshaft and the propeller and operatively connecting the propeller to the crankshaft.
- a torsion bar is disposed between the first end of the crankshaft and the transmission and operatively connects the crankshaft to the transmission.
- a torsional vibration damper is operatively connected to one of the first and second ends of the crankshaft.
- torsional vibration dampers in drive shafts of aircraft are known from DE102007055336A1 and US2003089822A.
- the object of the present invention is to provide a method which further reduces the torsional vibrations and an apparatus for carrying out this method.
- the invention is therefore based on a method for damping torsional vibrations in a drive train of an aircraft with a torque-conducting component.
- a torsional moment acting on the component is now determined using at least one sensor, and the determined torsional moment for controlling at least one adjustable damping element arranged in or on the torque-guiding component of the drive train and for controlling a torsional rigidity of the torque-carrying component to reduce the gate - sion load in the component and thus used in the drive train.
- a torque-conducting component is, in particular, a body which is rotatably mounted about one of its axes, in particular a solid body, such as, for example, a shaft.
- a torque-conducting component may also be in the form of a transmission which serves to translate the speed and torque applied to the drive to values corresponding to the forward or buoyancy range of the actuator.
- the torsional moment to be damped or compensated is determined more accurately and fed directly to a computer unit (ECU), for example a controller, whereby, for example, a higher accuracy than speed-based damping methods is achieved.
- ECU computer unit
- the regulator in turn regulates the variable or adjustable damping element, ie changes the damping rate or the degree of damping and / or regulates the torsional stiffness of the torque-conducting component, which can mean an increase or decrease in the torsional rigidity, as the case may be.
- a frequency evaluation of the torsional or torque signal is provided, such as a Fast Fourier Transformation (FFT) over a short time interval to identify the type of excitation (load side or drive side) can and in the right place to dampen.
- FFT Fast Fourier Transformation
- Torsional rigidity or torsional stiffness describes the resistance of a body to elastic deformation by a moment.
- a damping element is to be understood as an element or structural unit which converts mechanical (vibration) energy into heat energy or another energy form and thus extracts it from the vibration system (dissipation).
- the method is preferred if the torsional moment is determined using two sensor elements, namely a first and a second sensor element.
- the first and second sensor elements are provided for detecting at least one rotational angle and / or one rotational speed in each case. therefore the two sensor elements are designed as rotational angle sensors or rotational speed sensors.
- a differential angle is measured in the torque-conducting component of the drive train by means of the two sensor elements.
- the deformation in the torque-guiding component can be detected between the two sensor elements when the load is introduced.
- a phase shift between the first and second sensor element is detected.
- a torsion in the torque-conducting component can be measured.
- the torsion in the torque-conducting component is essentially dependent on the softness of the component and the amount of torque introduced. Consequently, an angle difference of the two measured angles of rotation can be concluded on the torsional load of the component, from which a torque load of the component can be determined. Furthermore, the speed or the number of revolutions can also be generated from the sensor signals.
- the time derivative of the angle of rotation as a function of the selected sensor element corresponds to a rotational angular velocity.
- rotation angle sensors can perform an absolute, magnetically coded angle measurement.
- magnetic sensor elements in combination with the toothed wheels present in a gear arrangement, this representing a cost-effective and robust measuring variant.
- Other sensor elements for angular or rotational angular velocity measurement may also be used.
- a method is preferred in which the torsional moment is determined using a single sensor element.
- an absolute difference that is to say the difference between two absolute values, is not determined, but rather a relative difference.
- magnetoelastic or magnetoresistive sensors an acoustic sensor or a rotation angle sensor can be used, which are designed to directly measure a twist of the component to be measured.
- the components to be measured are magnetized. The sensor detects a change in the magnetic field when a change in mechanical properties occurs, such as by shear stress.
- a magnetoelastic or magnetoresistive sensor and a rotation angle sensor can also be achieved by an acoustic sensor, such as an airborne sound sensor or a structure-borne sound sensor.
- an acoustic sensor such as an airborne sound sensor or a structure-borne sound sensor.
- This can be arranged on the drive train, for example in a gearbox or at a bearing point, in such a way that the frequencies of two elements arranged in the drive train are detected.
- powertrain elements are elements that generate a correlated by the speed or load frequency, for example, bearings and gears. From the phase shift of the frequencies or frequency patterns of the two elements and the known stiffness between these elements, the torque or loads acting in the drive train (bending) are calculated.
- magnetoelastic or magnetoresistive sensors and acoustic sensors are also preferably used to determine the torsional moment by means of two sensor elements.
- the sensor elements are either arranged externally on a drive train component, such as, for example, gearbox, shaft, bearing, etc., or integrated in this.
- a drive train component such as, for example, gearbox, shaft, bearing, etc.
- integrated means that the sensor element in the drive train uses existing components for the measurement (eg gearwheel as incremental encoder) or for mounting (housing).
- a method is preferred if the determined torsional moment is used to control two adjustable damping elements for reducing the torsional load in the component.
- Two damping elements have the advantage that more targeted attenuations can be made, especially with long waves or in a transmission.
- a damping element is arranged on the input shaft and another damping element on the output shaft of a gear arranged in the drive train.
- Another aspect of the invention is to provide a powertrain, namely a drivetrain of an aircraft with a component which is designed to carry a torque and has a drive-side end and a load-side end.
- the drive train comprises at least one sensor element which is designed to determine a torsional moment acting on the component.
- the drive train further includes an adjustable damping element which is designed to reduce a torsional load in the component, in particular to adjust the degree of damping of the component and to change a torsional rigidity of the component.
- the drive train further comprises a control and regulating unit, which is designed to evaluate the determined torsional moment and to control the adjustable damping element by means of the torsional moment.
- the advantage of the powertrain is, in particular, that it can absorb high peak loads with the aid of the adaptive damping element and that it can be designed to be lighter in weight.
- the damping element is integrated in a coupling unit or in a coupling element which connects two sections of the torque-conducting component with each other.
- FIG. 1 shows a section of a drive train in a preferred embodiment of the invention
- FIG. 3 shows a detail of a drive train in a third preferred embodiment
- FIG. 5 shows a section of a drive train of a preferred embodiment with a sensor element
- FIG. 10 shows an aircraft with a drive train according to the invention.
- the drive train 10 connects a drive and an actuator of a landing flap. It should be noted at this point that the drive train, for example, can also be provided in a helicopter, where it can produce a mechanical connection between a drive and an airscrew or a propeller.
- the drive train 10 includes a compliant shaft 3, two speed sensors, namely a first speed sensor 4 and a second speed sensor 5, a computing unit 6, an adjustable damping element 7 and an optional gearbox 9.
- the speed sensors 4, 5 detect the speed over with Shaft 3 rotatably connected encoder rings 4b, 5b.
- the encoder rings are in the present case designed as incremental wheels.
- An input torque can be introduced into the drive train at a drive-side end 1 of the drive train 10 by means of a drive machine (not shown).
- the shaft 3 is configured to guide the input torque to a load-side end 2 of the drive train 10.
- the measuring signals of the two sensors 4, 5 are transmitted to the computing unit 6 via a suitable transmission path in the form of a radio-based transmission path 4a or 5a.
- a wired radio link could also be used.
- the arithmetic unit 6 evaluates the received measurement signals and controls the adjustable attenuation element 7 via a suitable transmission path 6a.
- the damping element 7 is integrated in a coupling unit 11 which connects two sections, namely a section 3a and a section 3b of the shaft 3 with each other.
- the dome unit 11 comprises two flanges 11a,
- each flange rotatably connected to a shaft portion 3a, 3b rotatably connected the two sections 3a, 3b of the shaft 3 releasably connect with each other.
- the sections 3a and 3b could also be referred to as separate shafts, which are connected by means of the coupling element 11.
- the two speed sensors 4, 5 are arranged axially between the load-side end 2 and the damping element 7 according to the embodiment of FIG. 1.
- the torque measurement is basically before, behind and above the coupling element / Torsionsdämpfungselement possible.
- FIG. 2 shows an axial positioning of the damping element 7 between the first sensor element 4 and the second sensor element 5, so that the measurement of the torque occurs both before, that is, by means of the second sensor 5, and behind , So by means of the first sensor 4, the adjustable damping element 7 takes place.
- the sensor 4 is therefore arranged on the load side, while the sensor 5 is arranged on the drive side.
- the measured signal detected in front of the damping element 7 is detected via the radio link 5 a, and this is detected behind the attenuation element 7 via the radio link 4 a Measuring signal to the arithmetic unit 6 transmitted.
- the sensors 4, 5 are designed as magnetoelastic sensors.
- d var corresponds to d_var
- QMW root mean square
- FIG. 3 A further preferred embodiment is shown in FIG. 3, in which the drive train 10 is shown, with a transmission 9 with two sensors 4, 5 and two damping elements connected in series (series), namely the first damping element 7 and a second damping element 8. Connected in series means that the damping elements are arranged one after the other in relation to the power flow in the drive train.
- the second damping element 8 is particularly advantageous if the transmission 9 with a ratio i that component whose torsional stiffness is to be measured, so that a damping element, in this case, the first damping element 7 for detecting the output speed of the output shaft 9a of the transmission 9 is arranged and the other damping element, in In this case, the second damping element 8 for detecting the input speed of the input shaft 9b of the transmission 9 is arranged.
- the principle with two speed sensors is particularly suitable. According to the exemplary embodiment according to FIG. 3, the first sensor detects the rotational speed of the output shaft
- the damping elements 7, 8 are designed according to this embodiment again as coupling elements 11 with adjustable damping, wherein the coupling element 11, the output shaft 9a with a shaft portion 9d leading to the load-side end 2, and the coupling element 12, the input shaft 9b with a Shaft section 9 c, which leads to the drive-side end 1 of the drive train, connects.
- second damping element 8 the components are arranged in the following axial sequence: second damping element 8, second sensor 5, transmission 9, first sensor 4, first damping element 7 and load-side end 2.
- the measured values recorded by means of the sensors 4, 5 are transmitted to the arithmetic unit 6 via radio links 4a, 5a.
- both damping elements can be controlled simultaneously.
- wired transmission links can be used instead of the radio links.
- d which also includes the components of the coupling element, at any point "cut” or can decouple.
- the order of the acting elements can be varied or distributed in the drive train, for example in the form of a series connection (see FIG. 3) or in the form of a parallel circuit (not shown).
- a parallel connection a plurality of elements can be arranged in the coupling unit or the torque is distributed, for example, to different, parallel power branches.
- Fig. 4a shows two measuring points for a dissolved coupling element.
- Fig. 5 shows a measuring point and optionally alternative or additional measuring points A, B, C, D, E, F.
- any way measuring principles are suitable, which are arranged tangentially or along the elastic member.
- FIGS. 6 to 8 show various damping elements for use in the drive train according to the invention.
- a frequency evaluation of the torque signal is provided (FFT over a short time interval) in order to be able to identify the type of excitation (on the load side, for example by propeller or propeller screw) or on the drive side (for example rotational nonuniformity of the internal combustion engine) and damp in place.
- the adjustment of the damping in the damping element takes place in the shear of a hydraulic medium by ERF, MRF or flow through a throttle by hydraulic valves.
- the dome unit 1 1 has two flanges 1 1 a and 1 1 b. Both flanges 11a, 1b have mutually facing sides 71, 72. On the flange 11 a, 1 1 b On page 71, 72 thin cylindrical ribs are provided which mesh meander-shaped, without touching the opposite flange.
- the ribs form an enclosed space 75, filled with an electro-rheological fluid (ERF), via an insulating seal.
- ERF electro-rheological fluid
- the cylindrical ribs form a capacitor with the ERF as a dielectric.
- Fig. 7 an adjustable eddy current brake is shown.
- the coil generates a magnetic field as a function of the current source and this, depending on the field strength and rotational speed, a damping torque.
- a hydraulic working piston with two working spaces can be formed between the two shafts or shaft sections or on the flange of the coupling unit.
- the fluid is conveyed through a throttle in another working space.
- the damping is changed by an adjustable valve or a magneto-rheological fluid (MRF), which is influenced by a magnetic field.
- MRF magneto-rheological fluid
- Fig. 8 shows possible embodiments to integrate a hydraulic damper in an elastic dome unit.
- the work spaces of the dampers are so dimensioned that the angular range of the elastic coupling unit can be covered.
- FIG. 9 shows the use of the drive train 10 according to the invention, which can be driven by a shaft turbine 22, for driving a rotor 21 in a helicopter 20.
- 10 shows the use of the drive train 10 according to the invention for a leading edge flap 31 in an aircraft 30 according to the invention by a hydraulic motor 32.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Mechanical Engineering (AREA)
- Vibration Prevention Devices (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102018207140.3A DE102018207140B4 (en) | 2018-05-08 | 2018-05-08 | Method for damping torsional vibrations in a drive train and drive train |
PCT/EP2019/061325 WO2019215018A1 (en) | 2018-05-08 | 2019-05-03 | Method for damping torsional vibrations in a drive train, and drive train |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3635274A1 true EP3635274A1 (en) | 2020-04-15 |
Family
ID=66542206
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19724110.2A Withdrawn EP3635274A1 (en) | 2018-05-08 | 2019-05-03 | Method for damping torsional vibrations in a drive train, and drive train |
Country Status (4)
Country | Link |
---|---|
US (1) | US11953072B2 (en) |
EP (1) | EP3635274A1 (en) |
DE (1) | DE102018207140B4 (en) |
WO (1) | WO2019215018A1 (en) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102018207140B4 (en) * | 2018-05-08 | 2023-12-28 | Airbus Helicopters Technik Gmbh | Method for damping torsional vibrations in a drive train and drive train |
CN112610643B (en) * | 2020-11-10 | 2023-02-07 | 中国科学院宁波材料技术与工程研究所慈溪生物医学工程研究所 | Magnetic fluid damper with torque self-adjusting function and driving circuit thereof |
CN114323954B (en) * | 2022-01-07 | 2022-07-15 | 珠海市三思泰捷电气设备有限公司 | Mechanical property testing equipment for material with variable-temperature tension-torsion composite load |
WO2023144157A1 (en) * | 2022-01-28 | 2023-08-03 | Brp-Rotax Gmbh & Co. Kg | Aircraft propeller drive system |
Family Cites Families (23)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB729696A (en) * | 1953-07-06 | 1955-05-11 | Westinghouse Electric Int Co | Improvements in or relating to flexible drives |
US4762008A (en) * | 1986-05-13 | 1988-08-09 | Kabushiki Kaisha Toshiba | Torque detecting apparatus |
US5064036A (en) * | 1990-05-24 | 1991-11-12 | Borg-Warner Automotive, Inc. | Adaptive torsional damping device for a continuously variable transmission |
US5553514A (en) | 1994-06-06 | 1996-09-10 | Stahl International, Inc. | Active torsional vibration damper |
FR2747099B1 (en) * | 1996-04-04 | 1998-06-12 | Eurocopter France | METHOD AND DEVICE FOR REDUCING THE EFFECT OF VIBRATIONS GENERATED BY THE DRIVE CHAIN OF A HELICOPTER |
US5934424A (en) | 1996-11-01 | 1999-08-10 | The University Of Connecticut | Centrifugal delayed resonator pendulum absorber |
US6290620B1 (en) * | 1999-06-25 | 2001-09-18 | Hamilton Sundstrand Corporation | Continuously variable transmission with control arrangement and method for reducing impact of shock load |
DE10005178A1 (en) * | 2000-02-05 | 2001-08-09 | Mannesmann Sachs Ag | Procedure for damping of rotary oscillations in drive system has from instantaneous angles of rotation, current speed change determined for instantaneous amount of torque of electrical machine to be applied |
IT1321169B1 (en) * | 2000-04-14 | 2003-12-30 | Ferrari Spa | TORSIONAL VIBRATION DAMPING DEVICE FOR TRANSMISSION SHAFTS AND SIMILAR. |
US6883752B2 (en) * | 2001-11-14 | 2005-04-26 | Brp-Rotax Gmbh & Co. Kg. | Vibration damper for aircraft engine |
US9046148B2 (en) | 2003-10-14 | 2015-06-02 | Sikorsky Aircraft Corporation | Active force generation system for minimizing vibration in a rotating system |
US9434471B2 (en) * | 2005-04-14 | 2016-09-06 | Paul E Arlton | Rotary wing vehicle |
AT501134B1 (en) * | 2006-03-14 | 2009-11-15 | Avl List Gmbh | POWER PLANT FOR A COMBUSTION ENGINE |
US7423411B2 (en) * | 2006-05-05 | 2008-09-09 | General Electric Company | Resistive torsional mode damping system and method |
DE102007055336A1 (en) * | 2007-01-15 | 2008-08-21 | GIF Gesellschaft für Industrieforschung mbH | Aircraft propeller drive, method for propelling an aircraft propeller and use of a bearing of an aircraft propeller drive and use of an electric machine |
DE102009008075A1 (en) * | 2009-02-10 | 2010-08-12 | Siemens Aktiengesellschaft | Damping system and method for eliminating torsional vibrations |
CN101550986B (en) * | 2009-05-02 | 2011-06-22 | 罗清 | Actively-controlled electronic torque vibration isolator and achieving method thereof |
DE102011120095A1 (en) | 2011-12-02 | 2013-06-06 | Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. | Shaft arrangement and method for forwarding acting around a rotational axis torques |
US9067492B2 (en) | 2012-05-15 | 2015-06-30 | Zf Friedrichshafen Ag | Transmission with integrated PTO input gear damper |
US9688264B2 (en) * | 2013-10-02 | 2017-06-27 | The Regents Of The University Of Michigan, University Of Michigan Office Of Technology Transfer | Regenerative differential powertrain with vibration absorption and isolation |
US20170089189A1 (en) | 2014-06-16 | 2017-03-30 | Lord Corporation | Active torsional dampter for rotating shafts |
US10693403B2 (en) * | 2017-03-23 | 2020-06-23 | Ge Aviation Systems Llc | Torsional damping for generators |
DE102018207140B4 (en) * | 2018-05-08 | 2023-12-28 | Airbus Helicopters Technik Gmbh | Method for damping torsional vibrations in a drive train and drive train |
-
2018
- 2018-05-08 DE DE102018207140.3A patent/DE102018207140B4/en active Active
-
2019
- 2019-05-03 EP EP19724110.2A patent/EP3635274A1/en not_active Withdrawn
- 2019-05-03 US US17/053,542 patent/US11953072B2/en active Active
- 2019-05-03 WO PCT/EP2019/061325 patent/WO2019215018A1/en unknown
Also Published As
Publication number | Publication date |
---|---|
WO2019215018A1 (en) | 2019-11-14 |
US20210277975A1 (en) | 2021-09-09 |
DE102018207140A1 (en) | 2019-11-14 |
US11953072B2 (en) | 2024-04-09 |
DE102018207140B4 (en) | 2023-12-28 |
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