CA1157296A - Flywheel - Google Patents
FlywheelInfo
- Publication number
- CA1157296A CA1157296A CA000356182A CA356182A CA1157296A CA 1157296 A CA1157296 A CA 1157296A CA 000356182 A CA000356182 A CA 000356182A CA 356182 A CA356182 A CA 356182A CA 1157296 A CA1157296 A CA 1157296A
- Authority
- CA
- Canada
- Prior art keywords
- ring portion
- teeth
- flywheel
- reinforcement
- engine
- 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
Links
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
- F16F15/30—Flywheels
-
- 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
- F16H—GEARING
- F16H55/00—Elements with teeth or friction surfaces for conveying motion; Worms, pulleys or sheaves for gearing mechanisms
- F16H55/02—Toothed members; Worms
- F16H55/17—Toothed wheels
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Butt Welding And Welding Of Specific Article (AREA)
Abstract
FLYWHEEL
ABSTRACT OF THE DISCLOSURE
This disclosure relates to a flywheel for use with an automotive engine or the like. The flywheel of the present invention is basically a one-piece structure comprised of a disc portion and an inte-grally formed ring portion having gear teeth on its outer circumference.
These gear teeth engage the pinion gear on the engine's starting motor and have appropriately positioned reinforcement thereon. This new construction does away with the need for attaching a ring gear to a separate stamped metal disc to form the flywheel, and also offers several manufacturing, performance, weight, and cost advantages.
ABSTRACT OF THE DISCLOSURE
This disclosure relates to a flywheel for use with an automotive engine or the like. The flywheel of the present invention is basically a one-piece structure comprised of a disc portion and an inte-grally formed ring portion having gear teeth on its outer circumference.
These gear teeth engage the pinion gear on the engine's starting motor and have appropriately positioned reinforcement thereon. This new construction does away with the need for attaching a ring gear to a separate stamped metal disc to form the flywheel, and also offers several manufacturing, performance, weight, and cost advantages.
Description
1:15729~ ) BACKG ROI~ND AND Sll MMARY OF THE INVENTION
The present invention pertains primarily to nywheels, and more particularly to flywheels îor use with an automotive engine or the - like.
S Generally, the starting mechanism for an internal combustion engine such as an automotive engine comprises an electric starting motor which is engaged via a pinion gear to mating teeth on a nywheel.
which in turn is attached to the crankshaft of the engine. When the electric starting motor receives electric CUrreDt ~rom an electric storage battery, 10 the teeth of the pinion gear on the end of the motor armature shaft are automatically borought into engagement with the teeth of the flywheel, thereby causing the crankshaft to rotat&. Once the engine has started, that is, once the engine commences operation via the typical internal combu3tion cycle, the pinion gear of the starting motor is automatically 15 disengaged, and the flywheel continue~ to rotate due to the movement of the crankshaft.
There are two different types of Elyvrheels used with autornotive engines or the like. The first type is uscd wlth a maun~al transmission and usually cornprises a massive cast metal assembly, 20 which in addition to providing mounting rmeans for the bell housing and clutch of the transmission, more importantly provides inertia in the classic fly~heel sense to keep the engine from stalling out. This type of casting usually has a ring gear shrunX or ~weated or. to its outer circunn-ference. The teeth on the ring gear engage the teeth on the starting motor 25 pinion gear. The second type of fly~ivheel is used with an automatic transmission and usually comprises a relatively thjn metal ~tamping, called a flexplate, having a ring gear attached, usually by weld1ng, to the outer circumference thereof. AlthDugh this type o ~ywheel is not - -~1572~ , really used to provide any inertia for the engine, a torque converter i8 usually mounted thereon as part of the transmission. The preeent invention relates primarily to this second type o~ flywheel, although it is contemplated that the basic idea of this invention might also be applied to the first type oî 1ywheel described above with appropriate modifications. The term "flywheel"is used herein as including said ~econd type.
A typical flywheel for use with an automatic transmission would in part be comprised of a stamping made from material such as S.A.E. 1010 hot rolled aluminum killed steei having a Rockwell "B"
hardness of bet~veen about 55 and 75. The 6tamping could be made in either a progressive or transfer die system, washed, and then shot peened to provide additional strength. The resulting stamping would be disc-shaped and have holes appropriately placed therein ~or mounting and aligning the crankshaft of the engine, the torque converter, and the transmission. A small disc-shaped wear plate may have to be welded on to the hub area of the flexplate where the flexplate is mounted on the crankshaft. The outer edges of the flywheel would be bent 90 to provide an attaching surface or flange for the ring gear which is welded thereto.
The ring gear is typically made from such material as S,~.E, 1040/1050 fine grain steel. It is usually manufactured by cutting a strip from a long bar; wrapping it iu a circle; buttwelding the end~ together; reformingJ rounding, and nattening the piece; machining the illner diameter; machining and chamfering the top face; machining and cham~ering the lower face; cutting the gear teeth on Che outer diameter;
and then heat treating the piece. The ring gear is then usually welded to the stamped disc or fle~plate described above. Weld slag is removed fro~ the resulting f3ywheel assembly and then it is balanced.
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1 15729~
~ lthou~h the typical -two-piece flywheel described above for use with automatic transmissions is widely used, it does possess several dlsadvantages. For example, it should bereadily apparent from the above description that the flywheel assembly is rather complicated to manufacture, that is, both of -the parts in the two-piece assembly require several manufacturing steps. Inherent in the design and construction of this two-piece flywheel are such problems as : 1) lack of concentricity and teeth run-out, in which the ring gear is not perfectly matched to the circumference of the inner flexplate and in which the gear teeth therefore vary in radial distance from the crankshaft: and 2) face wobble, in which the respective planes of the flexplate and ring gear are different rather than the same.
Accordingly, it is a principle object of the present invention to provide a flywheel for use with an automotive engine or the like which may be fabricated in one piece and then selectively reinforced where necessary, thereby eliminating the need for attaching a separate ring gear to a flexplate or stamped metal disc.
According to the present invention there is provided a flywheel for use on an automotive engine or the like, the flywheel including a generally flat disc having an aperture in the center thereof for mounting on a crank-shaft of an engine with a ring portion, integrally formed with and located around the outer circumference of the disc, the disc and integrally formed ring portion being a one piece cons-truction of subs-tantially the same thickness, B sb/ r~
l 15729~
the rincJ portion having radially outwardly extend:ing teeth of the same shape thereon adapted to engage a star-ting motor pinion gear on -the encJine. A-t least one re.inforcement segmen-t which is generally in the shape of a portion of an annulus extends over only a radially outer por-tion of the flywheel and is applied in overlapping and circumferentially aligned relati.onship with teeth on the ring portion to provide additional strenyth to the teeth on the ring portion, the reinforcement segment also haviny radially outwardly extending teeth of the same shape thereon, the overlapping teeth on the reinforcement segment being of the same shape as the teeth on the ring portion.
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1 15729~ , With regard to a typical automotive four-cylinder engine, and by ~ay of illustration of the present invention, it has been found that only two discrete reinforcement se~ments are necessary on the teeth of the ring portion. This is because a typical automotive four-cylinder 5 engine al~vays stops at one of two possible locations in a 360 rotation due to the relative locations of the pistons in the engine and the balancing of compression forces when the engine is turned off. (The only known exception to this is what is known as a "false start", in which an attempt is made to "start" the engine when it is already running, thereby causing 10 the starting rnotor pinion gear to strike a rotating fly~Yheel rather than one that is normally stationary before engagement. ) Normally, therefore, the reinforcement segments are only necessary at two points on the flywheel, these hvo points being the only two locations where the pinion gear of the starting motor engages the teeth on the ring portion of the stationary 1~ flywheel. These two locations must bear the brunt of the forces exerted by the pinion gear against the flywheel. Since a six-cylinder engine stops in three different locations and an eight-cylinder engine stops in four different locations, it is contemplated that the present invention is equally applicable in those situations by using three and four reinforcement 20 segments respectively.
Additional advantages and features of the present invention will ~ecome apparent from a reading of the detailed description of the preferred embodiment which makes reference to the following set of drawings in which:
25 BRIEF DESCRIPTION OF THÆ DR~WINGS
. .... _ . . . . _ .. _ Figure 1 is an elevation view. paritally in section, of a portion of an internal cornbustion engine and tr~nsmission showing the flywheel of the present in~ention;
5~
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l ~5729~
Figure 2 is a plan view of the flywheel of the present inventlon;
Figure 3 is a sectional view along line 3-3 of Figure 2;
Figure 4 is a plan view of a flywheel made in accordance with the present invention having a continuous reinforcement segment thereon;
Figure 5 is a plan view of a flywheel made in accordance with the present invention having three r~inforce-ment segments thereon;
Figure 6 i~ a plan view of a fly~heel màde in accordance with the present invention ~aving four re~nforcement segments thexeon;
Figure 7 is a plan view of a flywheel made in accordance wit~ the present invention wherein reinforcement segments are applied on opposite sides of the flywheel.
Figure 8 is a sectional view along the line 8-8 of Figure 7;
Figure 9 is a plan view of a flywheel made in accordance with the present invention wher~in reinforcement segments are applied in overlapping relationship with other reinforcement segments on the flywheel; and - Figure 10 is a sectional view aiong the line 10-10 of Figure 9.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring to Figure 1, a portion of an internal combustion engine and a transmission incorporating the fly-wheel of the present invention is shown. The flywheel 10 illustrated in this preferred embodiment is constructed ~ `
Pg/~ - 6 -~ 1~7~96 for use with a four~cylincler internal combustion engine having an automatic -transmission. However, it is to be understood that the present invention is applicable to other engine configurations. The flywheel 10 generally comprises a disc portion 12, which is a round rela,t~ve-ly flat, stamped metal plate, and a ring portion 14 which - is integrally Eormed with disc portion 12, and form~ the outer edge or circumference of the flywheel. (.Th~ con-struction of the flywheel will be dealt with. ~urther here-inafter in the discussion of Figures 2 and 3 D ~ ~he ring portion 14 of the flywheel has gear teeth 16 aIong its entire circumference which engage mating teeth.on a pinion gear 18 which is located on the armature Qr dri,ve - shaft of starting motor 20. It should ~e noted t~at the ring portion 14 of the flywheel contains a reinforcement segment 22 at the point wh.ere it engages the pinion gear 18 of the startin~ motor when the engine is at rest. ks explained earlier, the pinion gear of the starting motor is normally onl~ ~n contact with the flywheel when the
The present invention pertains primarily to nywheels, and more particularly to flywheels îor use with an automotive engine or the - like.
S Generally, the starting mechanism for an internal combustion engine such as an automotive engine comprises an electric starting motor which is engaged via a pinion gear to mating teeth on a nywheel.
which in turn is attached to the crankshaft of the engine. When the electric starting motor receives electric CUrreDt ~rom an electric storage battery, 10 the teeth of the pinion gear on the end of the motor armature shaft are automatically borought into engagement with the teeth of the flywheel, thereby causing the crankshaft to rotat&. Once the engine has started, that is, once the engine commences operation via the typical internal combu3tion cycle, the pinion gear of the starting motor is automatically 15 disengaged, and the flywheel continue~ to rotate due to the movement of the crankshaft.
There are two different types of Elyvrheels used with autornotive engines or the like. The first type is uscd wlth a maun~al transmission and usually cornprises a massive cast metal assembly, 20 which in addition to providing mounting rmeans for the bell housing and clutch of the transmission, more importantly provides inertia in the classic fly~heel sense to keep the engine from stalling out. This type of casting usually has a ring gear shrunX or ~weated or. to its outer circunn-ference. The teeth on the ring gear engage the teeth on the starting motor 25 pinion gear. The second type of fly~ivheel is used with an automatic transmission and usually comprises a relatively thjn metal ~tamping, called a flexplate, having a ring gear attached, usually by weld1ng, to the outer circumference thereof. AlthDugh this type o ~ywheel is not - -~1572~ , really used to provide any inertia for the engine, a torque converter i8 usually mounted thereon as part of the transmission. The preeent invention relates primarily to this second type o~ flywheel, although it is contemplated that the basic idea of this invention might also be applied to the first type oî 1ywheel described above with appropriate modifications. The term "flywheel"is used herein as including said ~econd type.
A typical flywheel for use with an automatic transmission would in part be comprised of a stamping made from material such as S.A.E. 1010 hot rolled aluminum killed steei having a Rockwell "B"
hardness of bet~veen about 55 and 75. The 6tamping could be made in either a progressive or transfer die system, washed, and then shot peened to provide additional strength. The resulting stamping would be disc-shaped and have holes appropriately placed therein ~or mounting and aligning the crankshaft of the engine, the torque converter, and the transmission. A small disc-shaped wear plate may have to be welded on to the hub area of the flexplate where the flexplate is mounted on the crankshaft. The outer edges of the flywheel would be bent 90 to provide an attaching surface or flange for the ring gear which is welded thereto.
The ring gear is typically made from such material as S,~.E, 1040/1050 fine grain steel. It is usually manufactured by cutting a strip from a long bar; wrapping it iu a circle; buttwelding the end~ together; reformingJ rounding, and nattening the piece; machining the illner diameter; machining and chamfering the top face; machining and cham~ering the lower face; cutting the gear teeth on Che outer diameter;
and then heat treating the piece. The ring gear is then usually welded to the stamped disc or fle~plate described above. Weld slag is removed fro~ the resulting f3ywheel assembly and then it is balanced.
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1 15729~
~ lthou~h the typical -two-piece flywheel described above for use with automatic transmissions is widely used, it does possess several dlsadvantages. For example, it should bereadily apparent from the above description that the flywheel assembly is rather complicated to manufacture, that is, both of -the parts in the two-piece assembly require several manufacturing steps. Inherent in the design and construction of this two-piece flywheel are such problems as : 1) lack of concentricity and teeth run-out, in which the ring gear is not perfectly matched to the circumference of the inner flexplate and in which the gear teeth therefore vary in radial distance from the crankshaft: and 2) face wobble, in which the respective planes of the flexplate and ring gear are different rather than the same.
Accordingly, it is a principle object of the present invention to provide a flywheel for use with an automotive engine or the like which may be fabricated in one piece and then selectively reinforced where necessary, thereby eliminating the need for attaching a separate ring gear to a flexplate or stamped metal disc.
According to the present invention there is provided a flywheel for use on an automotive engine or the like, the flywheel including a generally flat disc having an aperture in the center thereof for mounting on a crank-shaft of an engine with a ring portion, integrally formed with and located around the outer circumference of the disc, the disc and integrally formed ring portion being a one piece cons-truction of subs-tantially the same thickness, B sb/ r~
l 15729~
the rincJ portion having radially outwardly extend:ing teeth of the same shape thereon adapted to engage a star-ting motor pinion gear on -the encJine. A-t least one re.inforcement segmen-t which is generally in the shape of a portion of an annulus extends over only a radially outer por-tion of the flywheel and is applied in overlapping and circumferentially aligned relati.onship with teeth on the ring portion to provide additional strenyth to the teeth on the ring portion, the reinforcement segment also haviny radially outwardly extending teeth of the same shape thereon, the overlapping teeth on the reinforcement segment being of the same shape as the teeth on the ring portion.
- 4a -sb/~
1 15729~ , With regard to a typical automotive four-cylinder engine, and by ~ay of illustration of the present invention, it has been found that only two discrete reinforcement se~ments are necessary on the teeth of the ring portion. This is because a typical automotive four-cylinder 5 engine al~vays stops at one of two possible locations in a 360 rotation due to the relative locations of the pistons in the engine and the balancing of compression forces when the engine is turned off. (The only known exception to this is what is known as a "false start", in which an attempt is made to "start" the engine when it is already running, thereby causing 10 the starting rnotor pinion gear to strike a rotating fly~Yheel rather than one that is normally stationary before engagement. ) Normally, therefore, the reinforcement segments are only necessary at two points on the flywheel, these hvo points being the only two locations where the pinion gear of the starting motor engages the teeth on the ring portion of the stationary 1~ flywheel. These two locations must bear the brunt of the forces exerted by the pinion gear against the flywheel. Since a six-cylinder engine stops in three different locations and an eight-cylinder engine stops in four different locations, it is contemplated that the present invention is equally applicable in those situations by using three and four reinforcement 20 segments respectively.
Additional advantages and features of the present invention will ~ecome apparent from a reading of the detailed description of the preferred embodiment which makes reference to the following set of drawings in which:
25 BRIEF DESCRIPTION OF THÆ DR~WINGS
. .... _ . . . . _ .. _ Figure 1 is an elevation view. paritally in section, of a portion of an internal cornbustion engine and tr~nsmission showing the flywheel of the present in~ention;
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l ~5729~
Figure 2 is a plan view of the flywheel of the present inventlon;
Figure 3 is a sectional view along line 3-3 of Figure 2;
Figure 4 is a plan view of a flywheel made in accordance with the present invention having a continuous reinforcement segment thereon;
Figure 5 is a plan view of a flywheel made in accordance with the present invention having three r~inforce-ment segments thereon;
Figure 6 i~ a plan view of a fly~heel màde in accordance with the present invention ~aving four re~nforcement segments thexeon;
Figure 7 is a plan view of a flywheel made in accordance wit~ the present invention wherein reinforcement segments are applied on opposite sides of the flywheel.
Figure 8 is a sectional view along the line 8-8 of Figure 7;
Figure 9 is a plan view of a flywheel made in accordance with the present invention wher~in reinforcement segments are applied in overlapping relationship with other reinforcement segments on the flywheel; and - Figure 10 is a sectional view aiong the line 10-10 of Figure 9.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring to Figure 1, a portion of an internal combustion engine and a transmission incorporating the fly-wheel of the present invention is shown. The flywheel 10 illustrated in this preferred embodiment is constructed ~ `
Pg/~ - 6 -~ 1~7~96 for use with a four~cylincler internal combustion engine having an automatic -transmission. However, it is to be understood that the present invention is applicable to other engine configurations. The flywheel 10 generally comprises a disc portion 12, which is a round rela,t~ve-ly flat, stamped metal plate, and a ring portion 14 which - is integrally Eormed with disc portion 12, and form~ the outer edge or circumference of the flywheel. (.Th~ con-struction of the flywheel will be dealt with. ~urther here-inafter in the discussion of Figures 2 and 3 D ~ ~he ring portion 14 of the flywheel has gear teeth 16 aIong its entire circumference which engage mating teeth.on a pinion gear 18 which is located on the armature Qr dri,ve - shaft of starting motor 20. It should ~e noted t~at the ring portion 14 of the flywheel contains a reinforcement segment 22 at the point wh.ere it engages the pinion gear 18 of the startin~ motor when the engine is at rest. ks explained earlier, the pinion gear of the starting motor is normally onl~ ~n contact with the flywheel when the
2~ engine is being started, and is automat~cally wIthdrawn from contact Gnce the engine is started.
The flywheel 10 is fastened to a mounting hu~
24 formed on the end of the engine crankshaft 26 via mounting ~olts 28. A torque converter assembly 30 which is part of the automatic transmission on P~ 6A -1 1$7296 the subject internal combustion engine is mounted on the other side of the flywheel 10 via mounting bolts 32. The tor~ue converter assembly 30 comprises an outer housing 34 which i8 the portion o~ the torque converter which is directly fastened to the fly~wheel. Rotation of the engine 5 crankshaft 26 causes the nywheel 10 to rotate which thus causes the torque converter housing 34 to rotate, all in unison since directly connected.
The torque converter housing and inner blade member 36 fastened thereto function like a turbine pump to transfer the rotational movement of the crankshaft, nywheel and housing to a second inner blade 38 of the torque 10 converter 30 via Eluid contained within the torque converter. The resulting movement of the second inner blade 38 causes the turbine shaft 40 oE
the transmission to rotate. The torque converter assembly also contains a converter clutch 42 which is fastened to what is typically known as the stator 44 oE the torque converter. This portion of the torque converter is 15 norrnally stationary except under certain circumstances when it functions as a one-way clutch to protect the torque converter from reverse movement or the like.
Reîerring now to Figure 2, a plan view of the Elywheel 10 according to the present invention is shown. As briefly described above, 20 tl~e llywheel 10 includes a disc portion 12 and an integrally-formed ring portion 1~. The center of the flywheel has an aperture 46 therethrough for rnounting and aligning the engiule crankshaft 26. :rhe aperture ~6 is surrounded by ~aix holes 48 for the mounting bolts 28 referred to in Figure 1. The outer area of the disc portion 1", contains three holes 50 which are used 2~ for mol~nting tbe torql~e converter housing 34 via mounting bolts 32.
This outer area of the disc portion 12 also contains an acces~ hole 52 ror the automatic transmission. It should be noted that one of the holes 48 and one of the holes 50 contain a blirnp or rlotch ~4 which aids in positioning the ~ly~vheel relative to the stopping points oP-the automothe engine, , , I :157296 The outermost or ring portion of the flywheel 10 is comprised of gear teeth 16 around its en-tire circum-ference. The teeth are of a pi-tch and depth so as to mate with the pinion gear of the electric starting mo-tor on the engine.
The number of teeth will vary with the type of engine, size of the flywheel, and type of starting motor pinion gear.
Two reinforcement segments 22 are shown on the ring portion of the fl~heel. These segments are attached during manu-facture of the flywheel and overlap a series of gear teeth on the flywheel circumference to provide additional strength on those two areas.
Referring now to Figure 3, a sectional view of-the flywheel 10 according to the present invention is shown.
This figure shows a circular indentation band S6 which is i made in the disc portion 12 of the flywheel. This indenta-tion band in part allows the metal disc to flex to a limited extent to help absor~ and transmit the forces exerted upon it during engagement wîth the starting motox pinion gear.
Figure 5 shows a flywheel 60 made in accordance with the present invention having three reinforcement segments 62 thereon. Figure 6 shows a flywheel 64 made in accordance with the present invention haviny four reinforcement segments 66 thereon.
The manufacturing process of the flywheel of the present invention îs considerably less involved than the manufactur;ng process heretofore described for the two piece flywheel, that is, one compr1sed of a flexplate and a separ-ate ring gear welded thereto. It is contemplated that either Pg/~ - 8 -1 iL5729~
a proyressive or transfer die may be used to make the fl~heel of the present invention. The advantages and disadvantages of each die system will be described later.
In the preferred but illustrative practice of the present invention, the first step in making khe fly-wheel is to stamp a round plate out of 5uch material as S.A.E. 1050 annealed steel coil~ The small reinforcement se~ments which are attached to the flywheel are made from the same material as the round plates by stamping them out of the offal or material remaining from the steel stri~p after the round pieces - l~5729~ , .
are stamped out. These reinforcement segnnents are made at the rate of two segments per nywheel at the same time the round plates are being stamped out. Then, all pieces are urashed. Next, the reinforcement segments are w elded on to the round plates via ~vire welding with a shielded arc or the like, with the welding taking place around the radially inner arc of the reinforcement segment and side edges, or taking place through an arcuate weld slot made in the center of the segment. After any weld slag or scale is removed, the gear teeth are pot broached on to the ro~lnd plate and reinIorcement assembly. The ~ywheel is then balanced, with holes punched in the flywheel uhere necessary. As a final step in making the îly~vheel of the present invention, the gear teeth are heat treated via induction hardening and quenching to give a Rockwell "C"
hardness of about 45 t~ 55 at the pitch diameter of the teeth.
By way of illustrative example, the following are typical of some of the specifications for an experimental flywheel according to the present invention which rnay be used with a currently produced automotive four-cylinder engine:
1. Material: S.A,E, 1050 steel-amlealed (about 0.125 inches thick) 2, Total Diameter: About l1. 285 to 11. 300 inches 20 3. Crankshaft hlounting Holes: Total of 6 - equally spaced around the flywheel at a radius of about 1. 375 inches, except one hole which is offset about 0.1 inches anà contains an identification notch 25 4. Torque Converter Mollnting Holes: Total of 3 - equally spaced around the flywheel at a radius of about ~. 87 inches, except one hole which is offset, contains an identification notch, and is radially aligned with the offset crankshaft mounting hole described above.
, 1 ~72~
5. Center Aperture: About 1. 2603 inches in diameter 6. Indentation Band: About 2. 24 inches wide starting at about 1. 90 inches from flywheel a~xis 7. Gear Teeth ~ . . _ Number of Teeth: 135 Diarneter Pitch: About 12 Pressure Angle: About 12 Minor Diameter: About 10. 971 to 10. 951 inches (Full Fillet Root) Theoretical Pitch ~0 Diameter: About 11. 250 inches Whole Tooth Depth: About 0.165 inches Base Circle Diameter: About 11. 004 inches Teeth Hardness: About 45 to 55 - Rockwell l'C" measured at -the midpoint of gear tooth profile 8. Number of Reinforcement Segments: 2 locations 20 9. Location oE Reinforcement O
Se~ments: About 42 from the offset holes (off top dead center) 10. Length of Reinforcement Segments: About 3 inches along an arc scribed at a radius of about 10. 393 inches 25 It should be appreciated that the above specification.s are e.Yperimental and will vary with different types of engines, and may al~o change from time to time depending on performance requirements.
As mentioned above, the flywheel of the present invention can be rmanuf~ctured by any number of method6 including progressive 30 ~r transfer die ~ystems. Botll a progressive die and a tranAfer die are labor saving machines and consist basically of one or more work stations through ~vhich the workpiece is successively advanced to cormpletion. The , . .. .
l ~ ~729~ 1 basic difference is that a transfer die employs mechQnical fingers to shuttle the workpiece through these various work stations, whereas a progressive die uses a carrier ribbon Or the very material the stamping i8 created from to move it through. A progressive die therefore has to use a coil width generally greater than is actually necessary to make the stamping, thu8 making the ~inished parts slightly more expensive, although processing costs are usually less expensive. A transfer die, on the other hand, may result in lower material costs and thus less expensive parts due to less offal or scrap, but the tools for transfer dies are generally slightly moreexpensive. In the case of the present invention, a transfer die system appears to be preEerable since less offal or scrap is produced.
The flywheel of the present invention offers several distinct advantages over the typical two-piece Elywheel comprised of a ring gear welded to a flexplate. First, since a separate ring gear and Elexplate are no longer necessary, material and manufacturing costs are greatly reduced, since the body and teeth are integrally formed in a single piece.
Second, and in connection with the first advantage, the flywheel of the present invention also weighs significantly less than its two-piece counterpart, which to automotive engineers i~; an extremely attractive advantage. Third, due to the streamlined manufacturing process as cornpared to the two-piece flywheel, a more reliable part is produced since it has been found that the usual problems of teeth rlm-out, concentricity, and face wobble virtually no longer e~ist in the flywheel of the present invention.
Fourth. since the gear teeth are integral with the "~lexplate" there is no chance of ring gear eeparation, as is comrnon with Q two-piece ~ly.~rheel. Fifth, since any portion of the present one-piece flywlleel is made of the same basic steel, eelective hardening is possible, thereby eliminating the need fcr specially applied wear plates- at th~3 cranksha~t mount, or a separate ~ ~ ~72~
steel riny of significantly harder steel than the inner disc portion or flexplate. And sixth, since induction heat treating may be effectively used with the present flywheel, rather than flame hardeniny, a be-t-ter heat effective zone results. All in all, a much better fly-wheel is produced in terms of cost, weight, design~ per-formance, and reliabili-ty.
Although not referred to in connection with the preferred embodiment described above, it ~s also con-templated that the ring portion of the fly~heel of the present invention may be reinforced on bo-t~ sides of the original stamping at the same time, as well as on either of the two sides of the flywheel. Figures 7 a~d 8 show a flywheel 68 made in accordance with the present invention wherein reinforcement segments 70 are applied on opposite sides of the flywheel 68. Also, it is belieyed that multiple layers of reinforcement segments might be possible in some applications. Figures 9 and 10 show a flywheel 72 made in accordance with the present invention wherein reinforcément segments 74 are applied in overlapping relationship with other reinforcement segments 76 on the flywheel 72. And as a further extension of the basic concept of this invention, a single continuous reinforcement ring 78, as shown on flywheel 80 in Figure 4 might be used for engines having many cylinders or if "false starts" provide sufficient reason to use the same. A sectional view of the flywheel 80 of Figure 4 would be similar to Figure 3.
Pg/~i - 12 -1 1572g~
While the above description consti-tutes the preferred embodiment of the present invention, it will be appreciated that the invention is susceptible to modi-fication, variation and chanye without departing from the proper scope or fair meaning of the accompanying claims~
pg/~ -;12A -
The flywheel 10 is fastened to a mounting hu~
24 formed on the end of the engine crankshaft 26 via mounting ~olts 28. A torque converter assembly 30 which is part of the automatic transmission on P~ 6A -1 1$7296 the subject internal combustion engine is mounted on the other side of the flywheel 10 via mounting bolts 32. The tor~ue converter assembly 30 comprises an outer housing 34 which i8 the portion o~ the torque converter which is directly fastened to the fly~wheel. Rotation of the engine 5 crankshaft 26 causes the nywheel 10 to rotate which thus causes the torque converter housing 34 to rotate, all in unison since directly connected.
The torque converter housing and inner blade member 36 fastened thereto function like a turbine pump to transfer the rotational movement of the crankshaft, nywheel and housing to a second inner blade 38 of the torque 10 converter 30 via Eluid contained within the torque converter. The resulting movement of the second inner blade 38 causes the turbine shaft 40 oE
the transmission to rotate. The torque converter assembly also contains a converter clutch 42 which is fastened to what is typically known as the stator 44 oE the torque converter. This portion of the torque converter is 15 norrnally stationary except under certain circumstances when it functions as a one-way clutch to protect the torque converter from reverse movement or the like.
Reîerring now to Figure 2, a plan view of the Elywheel 10 according to the present invention is shown. As briefly described above, 20 tl~e llywheel 10 includes a disc portion 12 and an integrally-formed ring portion 1~. The center of the flywheel has an aperture 46 therethrough for rnounting and aligning the engiule crankshaft 26. :rhe aperture ~6 is surrounded by ~aix holes 48 for the mounting bolts 28 referred to in Figure 1. The outer area of the disc portion 1", contains three holes 50 which are used 2~ for mol~nting tbe torql~e converter housing 34 via mounting bolts 32.
This outer area of the disc portion 12 also contains an acces~ hole 52 ror the automatic transmission. It should be noted that one of the holes 48 and one of the holes 50 contain a blirnp or rlotch ~4 which aids in positioning the ~ly~vheel relative to the stopping points oP-the automothe engine, , , I :157296 The outermost or ring portion of the flywheel 10 is comprised of gear teeth 16 around its en-tire circum-ference. The teeth are of a pi-tch and depth so as to mate with the pinion gear of the electric starting mo-tor on the engine.
The number of teeth will vary with the type of engine, size of the flywheel, and type of starting motor pinion gear.
Two reinforcement segments 22 are shown on the ring portion of the fl~heel. These segments are attached during manu-facture of the flywheel and overlap a series of gear teeth on the flywheel circumference to provide additional strength on those two areas.
Referring now to Figure 3, a sectional view of-the flywheel 10 according to the present invention is shown.
This figure shows a circular indentation band S6 which is i made in the disc portion 12 of the flywheel. This indenta-tion band in part allows the metal disc to flex to a limited extent to help absor~ and transmit the forces exerted upon it during engagement wîth the starting motox pinion gear.
Figure 5 shows a flywheel 60 made in accordance with the present invention having three reinforcement segments 62 thereon. Figure 6 shows a flywheel 64 made in accordance with the present invention haviny four reinforcement segments 66 thereon.
The manufacturing process of the flywheel of the present invention îs considerably less involved than the manufactur;ng process heretofore described for the two piece flywheel, that is, one compr1sed of a flexplate and a separ-ate ring gear welded thereto. It is contemplated that either Pg/~ - 8 -1 iL5729~
a proyressive or transfer die may be used to make the fl~heel of the present invention. The advantages and disadvantages of each die system will be described later.
In the preferred but illustrative practice of the present invention, the first step in making khe fly-wheel is to stamp a round plate out of 5uch material as S.A.E. 1050 annealed steel coil~ The small reinforcement se~ments which are attached to the flywheel are made from the same material as the round plates by stamping them out of the offal or material remaining from the steel stri~p after the round pieces - l~5729~ , .
are stamped out. These reinforcement segnnents are made at the rate of two segments per nywheel at the same time the round plates are being stamped out. Then, all pieces are urashed. Next, the reinforcement segments are w elded on to the round plates via ~vire welding with a shielded arc or the like, with the welding taking place around the radially inner arc of the reinforcement segment and side edges, or taking place through an arcuate weld slot made in the center of the segment. After any weld slag or scale is removed, the gear teeth are pot broached on to the ro~lnd plate and reinIorcement assembly. The ~ywheel is then balanced, with holes punched in the flywheel uhere necessary. As a final step in making the îly~vheel of the present invention, the gear teeth are heat treated via induction hardening and quenching to give a Rockwell "C"
hardness of about 45 t~ 55 at the pitch diameter of the teeth.
By way of illustrative example, the following are typical of some of the specifications for an experimental flywheel according to the present invention which rnay be used with a currently produced automotive four-cylinder engine:
1. Material: S.A,E, 1050 steel-amlealed (about 0.125 inches thick) 2, Total Diameter: About l1. 285 to 11. 300 inches 20 3. Crankshaft hlounting Holes: Total of 6 - equally spaced around the flywheel at a radius of about 1. 375 inches, except one hole which is offset about 0.1 inches anà contains an identification notch 25 4. Torque Converter Mollnting Holes: Total of 3 - equally spaced around the flywheel at a radius of about ~. 87 inches, except one hole which is offset, contains an identification notch, and is radially aligned with the offset crankshaft mounting hole described above.
, 1 ~72~
5. Center Aperture: About 1. 2603 inches in diameter 6. Indentation Band: About 2. 24 inches wide starting at about 1. 90 inches from flywheel a~xis 7. Gear Teeth ~ . . _ Number of Teeth: 135 Diarneter Pitch: About 12 Pressure Angle: About 12 Minor Diameter: About 10. 971 to 10. 951 inches (Full Fillet Root) Theoretical Pitch ~0 Diameter: About 11. 250 inches Whole Tooth Depth: About 0.165 inches Base Circle Diameter: About 11. 004 inches Teeth Hardness: About 45 to 55 - Rockwell l'C" measured at -the midpoint of gear tooth profile 8. Number of Reinforcement Segments: 2 locations 20 9. Location oE Reinforcement O
Se~ments: About 42 from the offset holes (off top dead center) 10. Length of Reinforcement Segments: About 3 inches along an arc scribed at a radius of about 10. 393 inches 25 It should be appreciated that the above specification.s are e.Yperimental and will vary with different types of engines, and may al~o change from time to time depending on performance requirements.
As mentioned above, the flywheel of the present invention can be rmanuf~ctured by any number of method6 including progressive 30 ~r transfer die ~ystems. Botll a progressive die and a tranAfer die are labor saving machines and consist basically of one or more work stations through ~vhich the workpiece is successively advanced to cormpletion. The , . .. .
l ~ ~729~ 1 basic difference is that a transfer die employs mechQnical fingers to shuttle the workpiece through these various work stations, whereas a progressive die uses a carrier ribbon Or the very material the stamping i8 created from to move it through. A progressive die therefore has to use a coil width generally greater than is actually necessary to make the stamping, thu8 making the ~inished parts slightly more expensive, although processing costs are usually less expensive. A transfer die, on the other hand, may result in lower material costs and thus less expensive parts due to less offal or scrap, but the tools for transfer dies are generally slightly moreexpensive. In the case of the present invention, a transfer die system appears to be preEerable since less offal or scrap is produced.
The flywheel of the present invention offers several distinct advantages over the typical two-piece Elywheel comprised of a ring gear welded to a flexplate. First, since a separate ring gear and Elexplate are no longer necessary, material and manufacturing costs are greatly reduced, since the body and teeth are integrally formed in a single piece.
Second, and in connection with the first advantage, the flywheel of the present invention also weighs significantly less than its two-piece counterpart, which to automotive engineers i~; an extremely attractive advantage. Third, due to the streamlined manufacturing process as cornpared to the two-piece flywheel, a more reliable part is produced since it has been found that the usual problems of teeth rlm-out, concentricity, and face wobble virtually no longer e~ist in the flywheel of the present invention.
Fourth. since the gear teeth are integral with the "~lexplate" there is no chance of ring gear eeparation, as is comrnon with Q two-piece ~ly.~rheel. Fifth, since any portion of the present one-piece flywlleel is made of the same basic steel, eelective hardening is possible, thereby eliminating the need fcr specially applied wear plates- at th~3 cranksha~t mount, or a separate ~ ~ ~72~
steel riny of significantly harder steel than the inner disc portion or flexplate. And sixth, since induction heat treating may be effectively used with the present flywheel, rather than flame hardeniny, a be-t-ter heat effective zone results. All in all, a much better fly-wheel is produced in terms of cost, weight, design~ per-formance, and reliabili-ty.
Although not referred to in connection with the preferred embodiment described above, it ~s also con-templated that the ring portion of the fly~heel of the present invention may be reinforced on bo-t~ sides of the original stamping at the same time, as well as on either of the two sides of the flywheel. Figures 7 a~d 8 show a flywheel 68 made in accordance with the present invention wherein reinforcement segments 70 are applied on opposite sides of the flywheel 68. Also, it is belieyed that multiple layers of reinforcement segments might be possible in some applications. Figures 9 and 10 show a flywheel 72 made in accordance with the present invention wherein reinforcément segments 74 are applied in overlapping relationship with other reinforcement segments 76 on the flywheel 72. And as a further extension of the basic concept of this invention, a single continuous reinforcement ring 78, as shown on flywheel 80 in Figure 4 might be used for engines having many cylinders or if "false starts" provide sufficient reason to use the same. A sectional view of the flywheel 80 of Figure 4 would be similar to Figure 3.
Pg/~i - 12 -1 1572g~
While the above description consti-tutes the preferred embodiment of the present invention, it will be appreciated that the invention is susceptible to modi-fication, variation and chanye without departing from the proper scope or fair meaning of the accompanying claims~
pg/~ -;12A -
Claims (11)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A flywheel for use on an automotive engine or the like comprising:
a) a generally flat disc having an aperture in the center thereof for mounting on a crankshaft of an engine;
b) a ring portion, integrally formed with and located around the outer circumference of said disc, said disc and integrally formed ring portion being a one piece construction of substantially the same thickness, said ring portion having radially outwardly extending teeth of the same shape thereon adapted to engage a starting motor pinion gear on the engine; and c) at least one reinforcement segment, being generally in the shape of a portion of an annulus, extending over only a radially outer portion of said flywheel and applied in overlapping and circumferentially aligned relationship with teeth on said ring portion to provide additional strength to said teeth on said ring portion, said reinforcement segment also having radially outwardly extending teeth of the same shape thereon, said overlapping teeth on said reinforcement segment being of the same shape as said teeth on said ring portion.
a) a generally flat disc having an aperture in the center thereof for mounting on a crankshaft of an engine;
b) a ring portion, integrally formed with and located around the outer circumference of said disc, said disc and integrally formed ring portion being a one piece construction of substantially the same thickness, said ring portion having radially outwardly extending teeth of the same shape thereon adapted to engage a starting motor pinion gear on the engine; and c) at least one reinforcement segment, being generally in the shape of a portion of an annulus, extending over only a radially outer portion of said flywheel and applied in overlapping and circumferentially aligned relationship with teeth on said ring portion to provide additional strength to said teeth on said ring portion, said reinforcement segment also having radially outwardly extending teeth of the same shape thereon, said overlapping teeth on said reinforcement segment being of the same shape as said teeth on said ring portion.
2. The invention of claim 1 wherein a plurality of reinforcement segments each being generally in the shape of a portion of an annulus and extending only over radially outer portions of said flywheel are applied in overlapping relationship with teeth on said ring portion.
3. The invention of claim 2 wherein at least one reinforcement segment is applied in overlapping relationship with another reinforcement segment which is in turn applied to said ring portion of said flywheel.
4. A flywheel for use on a four-cylinder automotive engine or the like comprising:
a) a generally flat disc having an aperture in the center thereof for mounting on a crankshaft of an engine;
b) a ring portion, integrally formed with and located around the outer circumference of said disc, said disc and integrally formed ring portion being a one piece construction of substantially the same thickness, said ring portion having radially-outwardly extending teeth of the same shape thereon adapted to engage a starting motor pinion gear on the engine; and c) two reinforcement segments, each being generally in the shape of a portion of an annulus, and positioned diametrically opposite one another on one side of said ring portion of said flywheel, each of said segments extending only over a radially outer portion of said flywheel and being applied in overlapping and circumferentially aligned relationship with a plurality of teeth on said ring portion at two diametrically opposite positions on the circumference of the flywheel where the starting motor pinion gear initially engages said flywheel, said reinforcement segments providing additional strength to said teeth on said ring portion, each of said reinforcement segments also having radially outwardly extending teeth of the same shape thereon, said overlapping teeth on each of said reinforcement segments being of the same shape as said teeth on said ring portion.
a) a generally flat disc having an aperture in the center thereof for mounting on a crankshaft of an engine;
b) a ring portion, integrally formed with and located around the outer circumference of said disc, said disc and integrally formed ring portion being a one piece construction of substantially the same thickness, said ring portion having radially-outwardly extending teeth of the same shape thereon adapted to engage a starting motor pinion gear on the engine; and c) two reinforcement segments, each being generally in the shape of a portion of an annulus, and positioned diametrically opposite one another on one side of said ring portion of said flywheel, each of said segments extending only over a radially outer portion of said flywheel and being applied in overlapping and circumferentially aligned relationship with a plurality of teeth on said ring portion at two diametrically opposite positions on the circumference of the flywheel where the starting motor pinion gear initially engages said flywheel, said reinforcement segments providing additional strength to said teeth on said ring portion, each of said reinforcement segments also having radially outwardly extending teeth of the same shape thereon, said overlapping teeth on each of said reinforcement segments being of the same shape as said teeth on said ring portion.
5. A flywheel for use on an automotive engine or the like comprising:
a) a generally flat disc having an aperture in the center thereof for mounting on a crankshaft of an engine:
b) a ring portion, integrally formed with and located around the outer circumference of said disc, said disc and integrally formed ring portion being a one piece construction of substantially the same thickness, said ring portion having radially outwardly extending teeth of the same shape thereon adapted to engage a starting motor pinion gear on the engine; and c) a continuous reinforcement segment of generally annular shape overlapping all the teeth on said ring portion, extending over only a radially outer portion of said flywheel and applied in overlapping and circumferentially aligned relationship with teeth on said ring portion to provide additional strength to said teeth on said ring portion, said reinforcement segment also having radially outwardly extending teeth of the same shape thereon, said overlapping teeth on said reinforcement segment being of the same shape as said teeth on said ring portion.
a) a generally flat disc having an aperture in the center thereof for mounting on a crankshaft of an engine:
b) a ring portion, integrally formed with and located around the outer circumference of said disc, said disc and integrally formed ring portion being a one piece construction of substantially the same thickness, said ring portion having radially outwardly extending teeth of the same shape thereon adapted to engage a starting motor pinion gear on the engine; and c) a continuous reinforcement segment of generally annular shape overlapping all the teeth on said ring portion, extending over only a radially outer portion of said flywheel and applied in overlapping and circumferentially aligned relationship with teeth on said ring portion to provide additional strength to said teeth on said ring portion, said reinforcement segment also having radially outwardly extending teeth of the same shape thereon, said overlapping teeth on said reinforcement segment being of the same shape as said teeth on said ring portion.
6. The invention of claim 2 wherein two reinforcement segments are applied in overlapping relationship with teeth on said ring portion.
7. The invention of claim 6 wherein said two reinforcement segments are positioned diametrically opposite one another on said ring portion of said flywheel.
8. The invention of claim 2 wherein three reinforcement segments are applied in overlapping relationship with teeth on said ring portion.
9. The invention of claim 2 wherein four reinforcement segments are applied in overlapping relationship with teeth on said ring portion.
10. The invention of claim 2 wherein said reinforcement segments are applied on opposite sides of said ring portion.
11. The invention of claim 4 wherein one of said reinforcement segments is located approximately 42° off top dead center of said flywheel, and the other of said reinforcement segments is located diametrically opposite said first segment.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US8398379A | 1979-10-11 | 1979-10-11 | |
| US083,983 | 1979-10-11 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1157296A true CA1157296A (en) | 1983-11-22 |
Family
ID=22181900
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000356182A Expired CA1157296A (en) | 1979-10-11 | 1980-07-15 | Flywheel |
Country Status (13)
| Country | Link |
|---|---|
| JP (1) | JPS5659045A (en) |
| AR (1) | AR229234A1 (en) |
| AU (1) | AU539346B2 (en) |
| BE (1) | BE885565A (en) |
| BR (1) | BR8005842A (en) |
| CA (1) | CA1157296A (en) |
| DE (1) | DE3025600A1 (en) |
| ES (1) | ES262010Y (en) |
| FR (1) | FR2467290B1 (en) |
| GB (1) | GB2061449B (en) |
| IT (2) | IT1132009B (en) |
| MX (1) | MX151953A (en) |
| NL (1) | NL8005627A (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3140951A1 (en) * | 1981-10-15 | 1983-05-05 | Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart | "CRANKSHAFT FOR AN INTERNAL COMBUSTION ENGINE" |
| JPH0543313Y2 (en) * | 1986-07-11 | 1993-11-01 | ||
| DE8803780U1 (en) * | 1988-03-19 | 1988-06-23 | Winkelmann & Pannhoff Gmbh, 4730 Ahlen | Flywheel for manual transmission |
| NL9201585A (en) * | 1992-09-11 | 1994-04-05 | Ccm Beheer Bv | Coupling flange. |
| GB2290122B (en) * | 1994-06-10 | 1998-02-18 | Nigel Hurrion | Engine |
| JP3160165B2 (en) * | 1994-09-30 | 2001-04-23 | 富士機工株式会社 | Vehicle drive plate |
| JP3715084B2 (en) * | 1997-07-30 | 2005-11-09 | アイシン機工株式会社 | Flywheel and manufacturing method thereof |
| DE102008057649A1 (en) * | 2007-11-23 | 2009-06-04 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Flywheel e.g. single mass flywheel, for hybrid vehicle, has flywheel ring gear provided on disk part, which is axially accommodated between primary and secondary parts in direction in rotatable manner using free-wheel |
| CN104526357B (en) * | 2014-12-25 | 2017-03-15 | 济南第一机床有限公司 | A kind of special purpose machine tool of turning flywheel ring gear endoporus |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1706678A (en) * | 1927-05-02 | 1929-03-26 | George W Pangburn | Flywheel |
| US2835141A (en) * | 1955-03-31 | 1958-05-20 | Studebaker Packard Corp | Flywheel structure |
-
1980
- 1980-07-04 AU AU60101/80A patent/AU539346B2/en not_active Ceased
- 1980-07-05 DE DE19803025600 patent/DE3025600A1/en not_active Withdrawn
- 1980-07-15 CA CA000356182A patent/CA1157296A/en not_active Expired
- 1980-07-16 AR AR281790A patent/AR229234A1/en active
- 1980-07-23 FR FR8016244A patent/FR2467290B1/en not_active Expired
- 1980-07-24 ES ES1980262010U patent/ES262010Y/en not_active Expired
- 1980-07-28 IT IT23760/80A patent/IT1132009B/en active
- 1980-07-28 IT IT8022408U patent/IT8022408V0/en unknown
- 1980-08-14 GB GB8026551A patent/GB2061449B/en not_active Expired
- 1980-08-25 JP JP11691080A patent/JPS5659045A/en active Pending
- 1980-09-12 BR BR8005842A patent/BR8005842A/en unknown
- 1980-09-19 MX MX183981A patent/MX151953A/en unknown
- 1980-10-07 BE BE0/202360A patent/BE885565A/en not_active IP Right Cessation
- 1980-10-10 NL NL8005627A patent/NL8005627A/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| AR229234A1 (en) | 1983-07-15 |
| BR8005842A (en) | 1981-05-19 |
| IT8022408V0 (en) | 1980-07-28 |
| FR2467290A1 (en) | 1981-04-17 |
| JPS5659045A (en) | 1981-05-22 |
| NL8005627A (en) | 1981-04-14 |
| ES262010U (en) | 1982-06-01 |
| BE885565A (en) | 1981-02-02 |
| GB2061449A (en) | 1981-05-13 |
| DE3025600A1 (en) | 1981-04-23 |
| FR2467290B1 (en) | 1986-04-11 |
| IT1132009B (en) | 1986-06-25 |
| IT8023760A0 (en) | 1980-07-28 |
| MX151953A (en) | 1985-05-15 |
| GB2061449B (en) | 1983-08-10 |
| ES262010Y (en) | 1982-12-16 |
| AU539346B2 (en) | 1984-09-20 |
| AU6010180A (en) | 1981-04-16 |
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Legal Events
| Date | Code | Title | Description |
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| MKEX | Expiry |