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USRE38655E1 - Torsion vibration damper - Google Patents

Torsion vibration damper Download PDF

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Publication number
USRE38655E1
USRE38655E1 US10/388,729 US38872903A USRE38655E US RE38655 E1 USRE38655 E1 US RE38655E1 US 38872903 A US38872903 A US 38872903A US RE38655 E USRE38655 E US RE38655E
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US
United States
Prior art keywords
damper
friction
torsion vibration
output part
hub
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.)
Expired - Fee Related
Application number
US10/388,729
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English (en)
Inventor
Joachim Hoffmann
Steffen Lehmann
Andreas Posch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Buehl Verwaltungs GmbH
Original Assignee
LuK Lamellen und Kupplungsbau Beteiligungs KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from US09/478,433 external-priority patent/US6293383B1/en
Application filed by LuK Lamellen und Kupplungsbau Beteiligungs KG filed Critical LuK Lamellen und Kupplungsbau Beteiligungs KG
Priority to US10/388,729 priority Critical patent/USRE38655E1/en
Application granted granted Critical
Publication of USRE38655E1 publication Critical patent/USRE38655E1/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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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
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • F16F15/123—Wound springs
    • F16F15/1238—Wound springs with pre-damper, i.e. additional set of springs between flange of main damper and hub

Definitions

  • the invention relates to a torsion vibration damper, more particularly for motor vehicle clutch discs, with at least one preliminary damper acting in a predetermined angular area and having energy accumulators of lower stiffness, and at least one main damper acting in a predetermined angular area and having energy accumulators of greater stiffness, wherein the energy accumulators are active between the respective input and output parts of the preliminary and main dampers, and the output part of the torsion vibration damper is a hub provided with inner profiled sections to fit onto a gearbox shaft, as well as a flange forming the output part of the main damper is provided with inner profiled sections so that the inner profiled sections engage with the outer profiled sections of the hub and through this profiling the flange of the main damper is able to execute restricted relative rotation relative to the hub, as well as having at least one disc part which forms the input part of the main damper and holds the friction linings, and with at least one friction device.
  • Torsion vibration dampers with preliminary and main dampers having associated friction devices are known for example from DE 40 26 765 which each have a separate friction device for the main and for the preliminary damper, wherein the preliminary damper has a two-stage friction build-up and two-stage mounted energy accumulators for adapting to the different conditions.
  • the drawback with this type of torsion vibration damper is the inability to dampen by simple means the torsion vibrations of the pressure plate at high speeds, such as occur for example during engagement and disengagement processes, so that the turning path of the preliminary damper is exceeded and the preliminary damper strikes against its restricting stop and thereby causes clutch noises which cannot be tolerated.
  • a construction of this kind is relatively complicated and the assembly becomes correspondingly expensive through the numerous structural elements used, which is all the more apparent if additional measures have to be used to counteract the clutch knocking previously described.
  • the object of the present invention is therefore to produce a torsion vibration damper of the kind mentioned above which provides the possibility of damping large torsion vibration amplitudes at high speeds, uses a minimum number of component parts and allows simple assembly.
  • a torsion vibration damper more particularly for motor vehicle clutch discs, is provided having at least one preliminary damper acting in a predetermined angular area and having energy accumulators of lower stiffness, and at least one main damper acting in a predetermined angular area and having energy accumulators of greater stiffness, wherein the energy accumulators are active between the respective input and output parts of the preliminary and main dampers, and the output part of the torsion vibration damper is a hub provided with inner profiled sections to fit onto a gearbox shaft, as well as a flange forming the output part of the main damper is provided with inner profiled sections so that the inner profiled sections engage with the outer profiled sections of the hub and through this profiling the flange of the main damper is able to execute restricted relative rotation relative to the hub, as well as having at least one disc part which forms the input part of the main damper and holds the friction linings, at least one friction device, wherein a spring which engages in the outer profile
  • this free angle a is the range from ⁇ 2° to ⁇ 3°, preferably ⁇ 2.5°.
  • the spring has in a preferred embodiment an inner profiled section complementary with the external profiled section of the hub disc and forming teething with the external profiled section of the hub disc to thereby allow the said free angle.
  • one design form has the preliminary damper arranged with its input and output part so that the output part of the preliminary damper is connected rotationally secured with the hub and the spring is tensioned between the input part of the preliminary damper and the disc part and/or a component part fixedly connected thereto.
  • the previously mentioned component part connected fixed to the disc part is a second disc part set apart by spacer bolts and on which to optimise the friction coefficients a friction ring is fixed with which the spring forms the friction face.
  • the advantageous construction of a further embodiment of the spring is produced where the spring has an external profiled section with at least one radially outwardly pointing tongue wherein advantageously several tongues are provided which are spread out over the circumference and which have radially outwards an approximately semicircular recess. Double the number of friction tongues are now produced which form on the preliminary damper which is preferably designed as a friction face, an additional friction surface between the spring and preliminary damper.
  • the tongues are widened out at their radial outer side so that the friction face between the spring and tongues can be enlarged and the friction can thereby be improved.
  • a further advantageous design relates to the input part of the preliminary damper which has at least one axially extending pin on the axial side facing the spring, wherein an arrangement of several pins spread uniformly over a circumference of constant diameter is advantageous and whose number corresponds to the recesses of the tongues formed on the outer circumference of the spring. It is further advantageous if the pins engage with play in the recesses of the tongues and thus serve for pre-centring during assembly. The play between the tongues and pins is thereby advantageously greater than the free angle of the teething between the spring and hub, so that the control of the friction device is not impeded.
  • the pins can in further embodiments serve as stops for restricting the spring path.
  • the formation of the raised ring has the advantage that radially outside the outer circumference of the raised ring of the friction ring there is a further plate spring which belongs to a friction device of the main damper and which thereby is formed without taking up additional axial structural space.
  • a further development of the invention relates to the arrangement and design of the preliminary damper for space-saving fitting of the spring engaging in the hub.
  • Advantageous for this is an arrangement where the preliminary damper is housed axially between the disc part and a second associated disc part so that the spring can be tensioned directly between one of the two disc parts or a friction ring attached thereon and the preliminary damper.
  • the preliminary damper has an axial stagger relative to the main damper and the spring is tensioned between the first disc part or a component part connected thereto and the input part of the preliminary damper.
  • the first disc part can be attached in the axial direction centrally on the hub whereby the preliminary damper and flange can be mounted axially on the same side or the disc part can be mounted flanked on both sides.
  • pins attached to the output part of the preliminary damper are fitted into windows provided in the output part of the main damper for receiving the energy accumulators. These pins are provided complementary with the two radially inner corners of each window on the input part of the preliminary damper, are shaped out axially and are engaged in the corners of the windows. They simultaneously centre the preliminary damper on the output part of the main damper.
  • a further embodiment according to the invention relates to the design of the hub wherein the external profiled section of the hub is continued in a cone which has for this purpose a positive-locking inner profiled section or an axially mounted positive-locking profiled section and wherein the spring engages by its inner profiled section in an external profiled section of the cone.
  • FIG. 1 shows the torsion vibration damper in longitudinal section
  • FIG. 1a shows a partial view of the torsion vibration damper
  • FIG. 2 shows a longitudinal sectional view of a part of FIG. 1 relating to the preliminary damper
  • FIG. 3 shows a longitudinal sectional view of a part of another embodiment relating to the preliminary damper
  • FIG. 4 is a view of the input part of the preliminary damper with fitted spring
  • FIG. 5 shows a characteristic line of an embodiment
  • FIG. 6a shows a characteristic line of the preliminary damper whilst omitting the friction jump
  • FIG. 6b shows the path of the friction moment for rotation over the entire active area of the preliminary damper with friction jump
  • FIGS. 7 to 9 show in detail further embodiments of torsion vibration dampers.
  • the torsion vibration damper 1 shown in the drawings has a preliminary damper 2 and a main damper 3 .
  • the input part of the torsion vibration damper 1 which represents the input part of the main damper 3 is formed by a first disc part 5 (not shown complete) supporting friction linings 4 as well as by a second disc part 7 connected rotationally secured to the first part by spacer bolts 6 .
  • the output part of the main damper 3 is formed by a flange 8 which has an internal profiled section, preferably internal teeth 9 , which engage in an external profiled section, preferably external teeth 10 , of a hub 11 .
  • the hub 11 furthermore has internal teeth 12 for fitting rotationally secured but axially displaceable on a gearbox input shaft.
  • the main damper 3 has a first set of coil compression springs 13 a which can comprise a pair of coil compression springs boxed in each other, for the first main damper stage, which are provided in window-shaped recesses 14 a, 15 a of the first and second disc part 5 , 7 on one side as well as in window-shaped cut-out sections 16 a of the flange 8 .
  • the action of the coil compression springs 13 a is activated through the relative rotation of the recesses 14 a, 15 a opposite the recesses 16 a, after using up the free angle, in which the preliminary damper is active, between the hub 11 and flange 8 .
  • a second set of coil compression springs 13 b (FIG.
  • the friction control part 23 has axially extending tabs 24 for holding a plate spring 25 which is supported on a further friction ring 28 fixed on the disc part 7 and thus defines the friction engagement on the friction discs 28 and 26 .
  • the rotation of the main damper is restricted by the spacer bolts 6 , which connect the two disc parts 5 and 7 together, stopping against the end contours of the cut-out sections 17 of the flange 8 into which they project axially.
  • the preliminary damper 2 is mounted axially between the flange 8 and the disc part 7 .
  • the input part 18 made from plastics preferably by injection moulding is connected rotationally secured to the flange 8 through pins 26 projecting axially into the corners of the recesses 16 of the flange 8 .
  • the output part 19 of the preliminary damper 2 made from plastics preferably by means of injection moulding is connected rotationally secured through internal teeth 19 a to the external teeth 10 of the hub 11 whereby as a result of the tooth flank play of the internal teeth 9 of the flange 8 and the external teeth 10 of the hub 11 relative rotation is possible between the output part 19 and input part 18 level with the active area of the preliminary damper 2 against the action of the coil compression springs 27 housed in the window-shaped recesses 21 , 22 in the output part 19 and the input part 18 .
  • the recesses 22 of the output part 19 provided for controlling the coil compression springs 27 are divided alternately into two groups on a circumference of constant diameter of the preliminary damper 2 whereby the recesses of the one group arranged on the same circumference are formed longer in the circumferential direction compared to the other group whereby the coil compression springs 27 housed in this group are only controlled in the event of greater relative rotations to thereby form a second preliminary damper stage. It is advantageous if the coil compression springs 27 belonging to this group have at the same time a higher stiffness.
  • the friction device of the torsion vibration damper 1 is made up as follows: the basic friction of the main damper 3 takes place through friction engagement of the friction control disc 23 and the disc part 5 on the friction disc 36 which is connected rotationally secured to same by means of hollow pins 36 a, wherein the friction engagement takes place over the entire active area of the main damper 3 and the spring 29 which is supported on the friction ring 28 and on the input part 18 of the preliminary damper 2 which is supported in turn on the flange 8 defines the friction moment.
  • the friction moment of the friction disc 34 already mentioned above and acting in the second main damper stage, between the friction control part 23 and the disc part 5 is likewise fixed by the plate spring 30 which is supported on the friction control part 23 .
  • the basic friction of the preliminary damper arises at the friction disc 32 which adjoins the inner circumference of the friction disc 36 and is pressed against the hub 11 by means of a plate spring 33 supported on the disc part 5 and provided with tooth-like outer profile, whereby a part of the radially longer formed teeth engages on one side in recesses 37 of the disc part 5 and thereby produces the rotational lock of the spring and on the other side the remaining part of the shorter teeth engages in recesses 38 of the friction disc 36 , wherein the hub 11 is supported in turn on the disc part 7 by means of a cone 31 .
  • the cone 31 which is provided with axial recesses 31 a for keyed engagement with the external teeth 10 of the hub 11 serves to centre the disc part 7 on the disc part 5 and causes the fixing of the friction force on the friction discs 34 and 36 .
  • FIG. 1a shows the torsion vibration damper 1 according to the invention in partial view from which for clarity the preliminary damper has been omitted and the parts arranged underneath the disc part 7 are shown by dotted lines.
  • the parts described above are in detail: the first disc part 5 with the friction linings 4 which have grooves 4 a is connected rotationally secured by the retaining bolts 6 to the second disc part 7 , in-between—building up from below—are the friction control part 23 with its two groups of tabs 23 b and 24 as well as the recesses 23 a for the second spring set with the coil compression springs 13 b which are also fitted into the recesses 14 b, 15 b of the two disc parts 5 , 7 .
  • the first spring set with the coil compression springs 13 a is housed in the recesses 14 a, 15 a of the two disc parts 5 , 7 .
  • the flange 8 undertakes the control of the spring sets 13 a, 13 b by its recesses 16 a, 16 b for the two coil compression spring sets 13 a, 13 b in the turning angle of the main damper 3 defined by the recesses 17 and retaining bolts 6 , wherein the recesses 16 b have a larger cut-out section than the length of the coil compression springs 13 b so that the entrainment of the springs 13 b thereby forming a second main damper stage only takes place in the event of a larger turning angle.
  • the spring 29 according to the invention is tensioned between the friction ring 28 and the input part 18 of the preliminary damper 2 .
  • the inner circumference of the spring 29 is designed as an inner profiled section, preferably as internal teeth 39 , which engages in the external profiled section, preferably external teeth 10 of the hub 11 and has a circumferentially arranged tooth flank play which allows relative rotation between the hub 11 and spring 29 .
  • the tooth flank play is selected so that the turning angle is smaller than the active area of the preliminary damper 2 so that in the case of large turning angles of the preliminary damper the friction arising through the friction faces 40 a (FIG.
  • the spring 29 On the outer circumference the spring 29 has evenly distributed tongues 41 with approximately semi-circular shaped recesses 41 a (FIG. 4) into which axially protruding pins 42 of the input part 18 project with a play which does not impede the rotation of the spring 29 in the free angle provided but allows assistance during assembly.
  • the input part 18 is formed at the friction face 40 a (FIG. 4) with the spring 29 as a rounded end 40 so that the spring 29 adjoins with the smallest possible contact bearing angle ⁇ and thus the friction face 40 a (FIG. 4) is optimized.
  • the friction ring 28 forms with the spring 29 a designated friction surface 43 of a raised ring 46 whereby the ring surface drops in the direction of the internal diameter of the ring in order to produce a small contact bearing angle ⁇ .
  • a plate spring 30 having outwardly extending tabs 25 a (FIG. 1) attached on the circumference and supported by these tabs 25 a against the tabs 24 of the friction control part 23 (FIG. 1) adjoins the ring face 28 a and causes a friction moment acting on the main damper 3 .
  • a further design model is shown in the form of a longitudinal section in FIG. 3.
  • a torsion vibration damper 101 according to the invention and similar to the torsion vibration damper 1 has a hub 111 with axially shorter external teeth 110 in which the cone 131 as a second hub part engages with positive locking by means of axial teeth.
  • the cone 131 supports external teeth 131 a, which preferably differ from the external teeth 110 of the hub 111 , into which the spring 129 engages by means of internal teeth 139 producing the tooth flank play required for the delayed friction, whereby it is not necessary to adapt the spring 129 to the hub 111 and in the case of different requirements regarding the delayed friction system only the cone 139 need be changed in respect of the free angle which is to be varied.
  • a further design possibility relates to the friction ring 128 whose raised ring 146 has a flat ring face 143 wherein the friction face between the ring 146 and spring 129 is optimized in that on the spring 129 in the area of the contact surface with the ring 146 the circumferential bend 129 a is adapted to the path of the friction face 143 .
  • FIG. 4 shows the hub 11 having the internal teeth 12 which engage in the external teeth of a gearbox input shaft (not shown), and the external teeth 10 which engage with tooth flank play 10 a in the internal teeth of the spring 29 whereby through a tooth flank play 10 a in the circumferential direction of preferably ⁇ 2.5° the friction jump is controlled by means of the friction moment arising on the friction faces 40 a between the spring 29 and the input part 18 of the preliminary damper 2 on one side and between the spring 29 and the friction ring 28 , 128 (FIGS. 1, 2 or 3 ) on the other side, wherein the size of the friction moment is fixed by the axially acting spring rate of the spring 29 .
  • the spring 29 has on its axial circumference radially extending tongues 41 which hold through their approximately semi-circular shaped recesses 41 a the pins 42 which are formed with an axially aligned centre bore 42 a wherein the play required for smooth setting the friction jump remains between the tongues 41 and pins 42 .
  • the pins 42 serve as stops against the direction of rotation.
  • the tongues 41 are widened out at their outer side so that additional friction surface is obtained which is optimized through a rounded end formation 40 of the input part 18 of the preliminary damper 2 relative to the contact bearing angle ⁇ of the spring 29 with the input part 18 .
  • FIG. 5 shows the theoretical path of the turning moment in dependence on the turning angle.
  • the path of the turning moment in the event of small turning angles in the direction of the pull side, thus in the direction in which the drive assembly turns the torsion vibration damper whilst the gearbox input shaft is still stationary is in this embodiment orientated up to about 9° from the damping properties of the two-stage preliminary damper 2 (FIG. 6 a).
  • the first stage of the main damper 3 is set after using up the free angle between the external teeth 10 of the hub 11 and the internal teeth 9 of the flange 8 .
  • the second main damper stage is set after using up the clearances of the recesses 16 b of the flange with a turning angle of 16°.
  • the increase in the turning moment is more than double the turning moment of the first main damper stage since the coil compression springs 13 b of the second main damper stage have a higher stiffness compared with the coil compression springs 13 a of the first stage.
  • the recess 17 of the flange 8 strikes against the retaining bolts 6 which connect the disc parts 5 , 7 together so that the action of the main damper stage is terminated.
  • the free angle of the preliminary damper 2 is restricted to a turning angle of 2.5° so that the first main damper stage only starts from this turning angle. Also the start of the action and the stop of the second main damper stage are restricted to turning angles of 12.5° and 14° respectively.
  • FIG. 6a shows an enlarged area of FIG. 5 for a better illustration of the turning moment of the preliminary damper 2 over the turning angle.
  • the first preliminary damper stage cl operates at turning angles up to 6°.
  • the clearance of the recesses 22 of the output part 19 of the preliminary damper 2 is used up and the second preliminary damper stage c 2 is activated up to an angle of 9° at which the free angle between the external teeth 10 of the hub 11 and the internal teeth 9 of the flange 8 is used up and the main damper device is used.
  • the method of operation of the preliminary damper is in this embodiment serial, that is the spring tension of the preliminary damper 2 remains during the action of the main damper 3 .
  • the preliminary damper 2 has during the push operation a restricted turning ability, namely a turning angle of 2.5° wherein only the first preliminary damper stage is activated.
  • FIG. 6b shows the path of the turning moment M of an embodiment of the preliminary damper 2 according to the invention in dependence on the turning angle ⁇ taking into account the hysteresis H 1 conditioned by the friction device.
  • the solid lines marked by arrows thereby show the path of the turning moment in the direction of the arrows when the preliminary damper 2 has turned and with a reversal of the turning angle
  • the dashed lines show the path of the curve of the turning moment without friction jump
  • the chain-dotted line shows the mean value of the turning moment corrected by the hysteresis without taking into account the friction jump.
  • the turning moment M then increases successively in dependence on the spring rate and the basic friction of the first preliminary damper stage up to the free angle FW between the internal teeth 39 of the spring 29 and the external teeth 10 of the hub 11 .
  • the spring 29 is then entrained by the hub 11 and produces through the resulting relative rotation a friction moment at the contact faces with the friction ring 28 and with the input part 18 of the preliminary damper 2 from which the illustrated friction jump R 1 arises with the turning angle FW.
  • the additional friction moment is superimposed on the friction moment of the first preliminary damper stage until the second preliminary damper stage by way of example c 2 (FIG. 6a) is activated with an additional friction moment in the case of a turning angle of 6°.
  • the second preliminary damper stage becomes inactive again and the friction moment M drops to the value of the first damper stage reduced by the hysteresis H 1 in the event of a full deflection.
  • a further decrease in the turning angle ⁇ causes the free angle to be used up between the spring 29 and the hub 11 in the reverse direction and the friction jump R 1 is set analogous with the other positive turning direction wherein an angular stagger is observed in the case of the two turning directions which results from the non-uniformity of the active areas in the pull and push type operation of the preliminary damper 2 (FIG. 6 a).
  • With a reduction in the turning angle the first preliminary damper stage runs through the neutral phase and a negative turning moment M is built up up to the end B of the push direction.
  • FIG. 7 shows a detail of an embodiment with a torsion vibration damper 201 in which the input parts 205 , 207 are tensioned relative to one another by means of the diaphragm spring 233 , with axial interposition of the cone 231 which itself is axially supported on a radially extending shoulder 211 a of the hub 211 so that a centering of the disc part 207 on the cone 231 is effected by the axial spring constant of the diaphragm spring 233 .
  • the cone angle ⁇ of the cone 231 and the disc part 207 in the region 207 a of the contact surface of the cone 231 is set between 0 ⁇ 45°, preferably 25° ⁇ 35°.
  • the friction engagement between the region 207 a and the cone 231 at the cone surface 231 a and/or preferably between the cone 231 and the output of the energy store 219 of the pre-damper at the contact surface 231 b can be adjusted so that here between the two parts 231 , 219 a friction plate can be provided.
  • the driven side control or biasing of the energy store 227 occurs by means of a control plate 227 a engaging from the side of the disc part 205 in the energy store 227 , which control plate engages in the toothing 219 a of the hub 211 .
  • FIG. 8 shows a further construction, similar to the embodiment of FIG. 7, of a detail relating to the cone 331 with a cone angle 0 ⁇ 45°, preferably 25° ⁇ 35° and a friction contact to the hub toothing 219 a under formation of friction surface 331 b, which produces a friction torque on a relative rotation of the radially outer disc part 305 , 307 which are axially connected to one another, against the hub 311 .
  • the two disc parts 305 , 307 are thus tensioned, against the hub 311 , with axial interposition of the cone 331 on the one side and an abutment ring 332 on the other side by means of the axially operating diaphragm spring 333 which supports itself on the disc part 305 and on the abutment ring 332 .
  • FIG. 9 shows a modified embodiment of the torsion vibration damper 1 in FIG. 1 .
  • the torsion vibration damper 401 of FIG. 9 illustrated as a part section has in the region of a pre-damper 402 a friction device 428 arranged so that the diaphragm spring 433 itself offers no friction function but only the tension of the friction control disc 429 against the cone 431 on the one hand as well as against the flange 408 on the other hand. In this way, a two stage construction of the friction device 438 ( 428 ?) is possible.
  • the first step is to find by an axial tensioning of the two radially outer disc parts 406 , 407 which are connected with one another, with axial inter position of the cone 431 with the hub 411 by means of the diaphragm spring 488 .
  • a friction engagement on a relative rotation of the hub 411 against the disc parts 405 , 407 as a first friction stage at the contact surface 431 a between the cone 431 and the disc part 407 wherein on appropriate setting up of the friction conditions, the friction engagement in accordance with FIGS.
  • the second friction stage occurs on a relative rotation of the flange 408 relative to the friction control disc 429 , thus in the working region of the pre-damper 402 , wherein the friction torque is formed at the contact surface 429 a of the friction control disc 429 to the flange 408 and the friction control disc 429 is hooked into the output part 419 and by means of a rotational play between the parts 429 , 419 a slipping friction can be produced.
  • radially projecting extensions 433 a, 433 b are provided at the inner and outer circumferences, which with axially raised cams 431 d of the cone 431 and recesses 429 b of the friction control disc 429 form rotationally fast connections.
  • the diaphragm spring 433 produces in the embodiment an increased tension of the cone 431 with the disc part 407 additionally to the action of the diaphragm spring 408 , whereby especially on a misalignment of the drive unit in the gear box an improved tensioning and thus a better centering of the disc part 405 on the cone and a better defined friction engagement is possible.
  • references used in the sub-claims refer to further designs of the subject of the main claim through the features of each relevant sub-claim; they are not to be regarded as dispensing with obtaining an independent subject protection for the features of the sub-claims referred to.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
US10/388,729 1998-05-07 2003-03-12 Torsion vibration damper Expired - Fee Related USRE38655E1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US10/388,729 USRE38655E1 (en) 1998-05-07 2003-03-12 Torsion vibration damper

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19820354 1998-05-07
DE19820354 1998-05-07
PCT/DE1999/001346 WO1999058870A2 (fr) 1998-05-07 1999-05-04 Amortisseur de vibrations torsionnelles
US09/478,433 US6293383B1 (en) 1999-05-04 2000-01-06 Torsion vibration damper
US10/388,729 USRE38655E1 (en) 1998-05-07 2003-03-12 Torsion vibration damper

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
US09/478,433 Reissue US6293383B1 (en) 1998-05-07 2000-01-06 Torsion vibration damper

Publications (1)

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USRE38655E1 true USRE38655E1 (en) 2004-11-23

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US10/388,729 Expired - Fee Related USRE38655E1 (en) 1998-05-07 2003-03-12 Torsion vibration damper

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US (1) USRE38655E1 (fr)
JP (1) JP2002514720A (fr)
AU (1) AU4895999A (fr)
BR (1) BR9906427A (fr)
DE (2) DE19980857B4 (fr)
FR (1) FR2778440B1 (fr)
GB (1) GB2341913B (fr)
RU (1) RU2231702C2 (fr)
WO (1) WO1999058870A2 (fr)
ZA (1) ZA997519B (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111520436A (zh) * 2019-02-05 2020-08-11 株式会社艾科赛迪 减振装置

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10117745A1 (de) 2000-04-20 2001-11-22 Luk Lamellen & Kupplungsbau Kupplungsscheibe
DE10260006A1 (de) * 2002-12-20 2004-07-08 Zf Sachs Ag Kupplungsscheibe mit integriertem Torsionsschwingungsdämpfer
JP4858096B2 (ja) * 2006-11-10 2012-01-18 アイシン精機株式会社 トルク変動吸収装置
GB2472626B (en) * 2009-08-13 2014-12-17 Raicam Clutch Ltd Generators
FR2988455B1 (fr) * 2012-03-20 2014-03-14 Valeo Embrayages Dispositif de transmission de couple pour un vehicule automobile
DE102013209117A1 (de) 2012-06-04 2013-12-05 Schaeffler Technologies AG & Co. KG Nabeneinrichtung für einen Torsionsschwingungsdämpfer und entsprechender Torsionsschwingungsdämpfer
DE102012209897B4 (de) * 2012-06-13 2023-08-17 Schaeffler Technologies AG & Co. KG Nabeneinrichtung für einen Torsionsschwingungsdämpfer, Torsionsschwingungsdämpfer und Kraftfahrzeugkupplungsscheibe
DE102014220339A1 (de) 2014-10-08 2016-04-14 Schaeffler Technologies AG & Co. KG Kupplungsscheibe und Reibungskupplungseinrichtung
JP7429485B2 (ja) * 2019-10-01 2024-02-08 株式会社エフ・シー・シー クラッチ装置
DE102023200150A1 (de) * 2023-01-11 2024-07-11 Zf Friedrichshafen Ag Mitnehmerscheibe für eine Kupplungsscheibe

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US4890712A (en) * 1984-11-23 1990-01-02 Luk Lamellen Und Kupplungsbau Gmbh Torsional vibration damping device for clutch plates
US5213188A (en) * 1991-03-06 1993-05-25 Fichtel & Sachs Clutch disk for a motor vehicle friction clutch
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US5771999A (en) * 1995-08-01 1998-06-30 Fichtel & Sachs Ag Clutch disc with a compound friction disc
US5795230A (en) * 1994-12-26 1998-08-18 Valeo Torsion damper having several friction stages
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FR2646692B1 (fr) * 1989-05-02 1991-07-05 Valeo Dispositif amortisseur de torsion, notamment pour vehicules automobiles
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US4586595A (en) * 1983-12-15 1986-05-06 Fichtel & Sachs Ag Clutch disc under-toad and idling damping means
US4890712A (en) * 1984-11-23 1990-01-02 Luk Lamellen Und Kupplungsbau Gmbh Torsional vibration damping device for clutch plates
US5246398A (en) * 1988-06-04 1993-09-21 Luk Lamellen Und Kupplungsbau Gmbh Clutch disk with torsional damper device
US5213188A (en) * 1991-03-06 1993-05-25 Fichtel & Sachs Clutch disk for a motor vehicle friction clutch
US5249660A (en) * 1991-03-06 1993-10-05 Fichtel & Sachs Ag Clutch disc for a motor vehicle friction clutch
US5238096A (en) * 1991-08-06 1993-08-24 Fichtel & Sachs A.G. Clutch plate for a motor vehicle friction clutch
US5795230A (en) * 1994-12-26 1998-08-18 Valeo Torsion damper having several friction stages
US5771999A (en) * 1995-08-01 1998-06-30 Fichtel & Sachs Ag Clutch disc with a compound friction disc
US6016899A (en) * 1996-12-14 2000-01-25 Mannesmann Sachs Ag Clutch disk with flexible bearing

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CN111520436A (zh) * 2019-02-05 2020-08-11 株式会社艾科赛迪 减振装置

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GB2341913A (en) 2000-03-29
DE19980857D2 (de) 2000-11-30
AU4895999A (en) 1999-11-29
WO1999058870A2 (fr) 1999-11-18
BR9906427A (pt) 2000-09-19
DE19920397A1 (de) 1999-11-11
RU2231702C2 (ru) 2004-06-27
FR2778440A1 (fr) 1999-11-12
DE19980857B4 (de) 2012-08-02
GB9930300D0 (en) 2000-02-09
FR2778440B1 (fr) 2001-01-19
ZA997519B (en) 2000-06-08
WO1999058870A3 (fr) 1999-12-29
JP2002514720A (ja) 2002-05-21

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