CA1181261A - Isolator coupling for v-belts - Google Patents
Isolator coupling for v-beltsInfo
- Publication number
- CA1181261A CA1181261A CA000392425A CA392425A CA1181261A CA 1181261 A CA1181261 A CA 1181261A CA 000392425 A CA000392425 A CA 000392425A CA 392425 A CA392425 A CA 392425A CA 1181261 A CA1181261 A CA 1181261A
- Authority
- CA
- Canada
- Prior art keywords
- pulley
- belt
- drive shaft
- vibrations
- drive
- 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
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/16—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material
- F16F15/167—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material having an inertia member, e.g. ring
- F16F15/173—Suppression of vibrations in rotating systems by making use of members moving with the system using a fluid or pasty material having an inertia member, e.g. ring provided within a closed housing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D35/00—Fluid clutches in which the clutching is predominantly obtained by fluid adhesion
-
- 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
- F16H55/32—Friction members
- F16H55/36—Pulleys
- F16H2055/366—Pulleys with means providing resilience or vibration damping
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
- Pulleys (AREA)
Abstract
ABSTRACT
A belt and pulley system for the transmission of power from the crankshaft of an internal combustion engine to a plurality of power consuming devices, such as a generator/alternator, a power steering pump, a power brake pump, etc. The system employs a fluid shear pulley coupled to the engine crankshaft. The pulley employs the principle of fluid shear transmission of torque for the purpose of isolating torsional vib-rations in the hub of the pulley from the outermost, belt-driving portion of the pulley. By virtue of this system, torsional vibrations in the crankshaft are effectively isolated from the driving belt. This isolation of vibrations precludes attainment of resonant modes of vibration in the driving belt, thereby extending the life of the driving belt and also making possible the use of lighter and smaller driving belt.
A belt and pulley system for the transmission of power from the crankshaft of an internal combustion engine to a plurality of power consuming devices, such as a generator/alternator, a power steering pump, a power brake pump, etc. The system employs a fluid shear pulley coupled to the engine crankshaft. The pulley employs the principle of fluid shear transmission of torque for the purpose of isolating torsional vib-rations in the hub of the pulley from the outermost, belt-driving portion of the pulley. By virtue of this system, torsional vibrations in the crankshaft are effectively isolated from the driving belt. This isolation of vibrations precludes attainment of resonant modes of vibration in the driving belt, thereby extending the life of the driving belt and also making possible the use of lighter and smaller driving belt.
Description
`"` ~l~8~
This invention relates to a belt and pulle~
power transmitting a~rangement or system for trans-mission of rotary po~er ~rom the crankshaft or the drive shaf-t of an internal combustion engine to various power consuming devices associated with the engine.
Modern passenger cars as well as industrial/commercial vehicles usually recluire an alternator or generator driven by the crankshaft. The generator is necessary to supply electrical power for operating headlights, recharging the battery, supplying power to a radio, etc. Further, many passenger vehicles and very nearly all industrial vehicles of any si~e are equipped with power steering and power brakes. These latter auxiliary power devices are usually in the form of a rotary pump, with the power required to operate them derived from the engine crankshaft. It is customary to drive such auxiliary power consuming devices by means of several belts, the belts being driven by one or more pulleys attached to the engine crankshaft or drive shaf-t.
It is known in the internal combustion engine art that torsional vibrations are con-t:inuously cJenerated in the crankshaft by virtue of -Ihe inheren-t mode of operation and mcchanical characteristics of an internal cornbustion enc~ine. It is already known that -the attain-ment of dangerollsly hiyh resonan-t modes of such torsional vibra-tions rnay be inhibited or prevented by, for exarnple, -the placlng of a torsional vibration damper on the crankshaft. Ilowever, such dampers do not eliminate -torsional vibrations, they merely preclude the build-up of such vibrations, in cer-tain resonan-t modes, -to high magnitudes which could in some circumstances lead to failure of the crankshaft. Such vibrations are, oftentimes referred to as resonant vibrations. In ac]dition to these (resonant) vibrations there exist other vibrations, these latter being of relatively high arnplitude (5 double amplitude) and relatively low Erequencies, such as those present at low and at engine idling speeds. These latter (slow) vibrations are inherent in six cylinder engines as 3rd order vibrations arrd in eight cylinder englnes as 4-th order vibrations.
Because torsional vibrations are always present, it is clear that a drive pulley attached to the drive shaft will also be subject to torsional vibrations, namely, the pulley will also exhibit tor-sional vibrations in a back and forth manner while it is turning unidirectionally with the crankshaft.
Wi-th the tendency of au-tomotive designers to employ a single belt to drive the auxiliary power devices (as opposed to the prior practice of employing a plurality of belts) the total length of the driving belt is accordinyly extended. While the number of driving belts from the drive shaf-t drive pulley to the auxiliary power devices is diminished, thus saving expense, such new design procedures carry with them certain disadvan-tages. One par-ticularly noticeable disadvantage is present. Namely, the belt is rnore suscep-tible to wear clue to the attainment of oscilla-tions, in turn derived from the torsional vibrations of the cranksllaEt to ~hich the pulley is attached. The so--called slow vihratiolls are part;cu]arly troublesome in this respect. l~ith a converltional pulley, the peri-phery of the pulley ~ill obviously transrnit oscilla-tions -to -the belt which passes around and is driven by it. These oscillations, par-ticularly with lonc3er drive I
belts can result in the attainment of undesirably high vibration amplitudes. In turn, large amplitude vibrations of the driving belt may result in shor-ter belt life,impro-per contact be-tween the driving belt and its driven aux-iliary power devicesr and the belt may be thrown completelyoEf the pulleys.
Accordingly there is provided a pulley and belt sys-tem for transmittiny power Erom the drive shaft oE an internal combustion engine to one or more auxiliary, pulley-driven power devices, the drive shaft possessing torsional vibrations as it unidirectionally rotates, the drive shaft coupled by means of a driving pulley to at least one driven pulley for driving an auxiliary power device such as a compressor, electrical generator or the like, the improvemen-t comprising, the drive pulley being of the fluid shear -type having a fluid coupling between the pulley hub portion which is rigidly coupled to the drive shaft and the radially ou-termost pulley portion which is coupled to the belt, whereby the ~luid coupling isolates the torsional vibrations of the drive shaft from the belt, -to thereby lessen the occurrence of large ampli-tude vibra-tions in the belt due to torsional vibra-tions in the drive shaft.
IN THE DRAWI~IGS:
Figure 1 is a partially cross-sectional partially schematic, view of a drive pulley Eormed in accordance with this invention.
Figure 2 is a partially schematic perspective view illustrating the use oE the pulley oE this invention in combination with the crankshaEt oE an internal combustion engine and auxiliary power devices.
C
i Referring now to Figure 1 of the drawings, the numeral 10 denotes generally the fluid shear drive pulley of this invention, the pulley receiving and coupled to a crankshaft or drive shaft 12 of an internal combustion engine. The shaft 12 passes through the central portion of pulley hub 14, the hub being optionally provided with one or rnore angularly spaced apertures 16 to facili.tate attachrnent of the c.rank-shaft 12 to the hub 14. Such attachment is not illu-strated for purposes of clarity. The axial locationof the pulley along the shaft is no-t material for the practice of this invention. The numeral 18 denotes an angularly continuous and radially e~tending rib or web mernber integrally attached to hub portion 14, the radially outerrnost portion of the former carrying an angularly continuous ring member or portion 17. The numeral 20 denotes -the radially outermost portion or rim of the pulley, the surface of the rim being (optionally) provided with a plurality of angularly continuous grooves to facilitate frictional contact between the outermost pulley surface and the drive belt (not illustratcd). The numeral 22 denotes a first side cover while the numeral 24 denotes a second side cover.
These side covers are each angularly con-tinuous. The nurnerals ~6 and 28 each schema-tically denote a seal or seal beari.ng, the f~mction of which is to permit relative rotation between the side covex members 22 and 24 which carry rim portion 20 and hub 14 which carrles mclrlbcrs 18 and 17. Such seal bearings are wel] kno~n so-ca].led shelf items, and any of a great variety of con-;truct:ions of s~lch seal bcarings rnay be selected. The nurneral 30 denotes an O-riny which may either be square or round in transverse cross-section, -the O--rings serving to establish a flu;.d seal between the outer periphery OI member 20 of the pulley and the radially outermost Elanges of side covers 22 and 24~
The numeral 32 denotes an angularly con-tinuous cavity between the exterior of ring-like portions 18 and 17 and the interior sur.Eaces of side covers 22, 24, seal 5 bearing members 26 and 28 and rim 20. At its time oE
manuEacture, the pulley 10 is provided witn a viscous shear liquid which occupies and fills annular cavity 32.
It will be understood that constructions of fluid shear pulleys themselves are already known, as shown for example in U. S. Patents 3,430,743 to Fujita, 3l498,431 to Sutaruk, and 3,910,391 to Detty.
In operation, with a belt (not illustrated) running around a portion of the circumference of the 15 pulley 10 at rim portion 20 thereof, the crankshaEt 12 transmits torque to hub 14 by virtue of the rigid con-nection therebetween. All of the -torsional vibrations of the shaft 12 are accordingly present in the motion of hub 14 during rotation. These motions are accordingly also present in annular web 18 and ring member 17. sy virtue of fluid shear coupling, an action well under-stood by workers in the automotive arts, the unidirec-tional rotary motion of hub 14 is transmitted to member 20 and associated covers 22 and 24 of the pulley by virtue of fluid shear. However, because of -the fluid shear connection between ring members 17 and 18 and the outermost port:ion 20 of pulley 10, the relatively large bac]c and forth twistings which represent the (slow) torsional vibrations oE cranksha.Et 12 are hardly transmitted at all to belt driving portion 20.
Thus, during operation, side covers 22 and 24 together with pulley rim portion 20 rotate re:La-tive to ring portions 17 and 18, with this relative rotation made possible by means o:E rotary seal or seal bearing members 26 and 28 which also maintain the shear fluid in annular /1 ~.
x~
/
drive cavity or chamber 32.
Referring now to Figure 2 of the drawings, the pulley of this invention is illustrated in com-bination ~ith auxiliary power devices often found in modern internal combustion engines. The numeral 34 denotes a belt driven by pulley 10 and driving a first belt driven auxiliary power device such as an alter-nator 36, a second auxiliary power device such as a power steering pump 38, and a third auxiliary power device such as a power brake pump 40. It will be understood that the number and location of such auxi-liary power devices relative to the pulley 10 may be varied.
From a consideration of Figures 1 and 2, the reader will now be in a position to comprehend that torsional vibrations of the crankshaft 12 as it is undergoing unidirectional motion, while transmitted to hub 14, will be only very slightly transmitted, if at all, to pulley rim portion 20 and hence will effectively be absent from power or driving belt 34.
This lack of back and forth twistings of the periphery or rim 20 of pulley 10 will result in a lesser pro-bability of the build-up of undesirably high modes in belt 3~ of both transverse and longitudinal vibrations.
In turn, this will result in longer belt life and also a more uniform operation of the auxiliary power devices 36, 38 and 40.
This invention relates to a belt and pulle~
power transmitting a~rangement or system for trans-mission of rotary po~er ~rom the crankshaft or the drive shaf-t of an internal combustion engine to various power consuming devices associated with the engine.
Modern passenger cars as well as industrial/commercial vehicles usually recluire an alternator or generator driven by the crankshaft. The generator is necessary to supply electrical power for operating headlights, recharging the battery, supplying power to a radio, etc. Further, many passenger vehicles and very nearly all industrial vehicles of any si~e are equipped with power steering and power brakes. These latter auxiliary power devices are usually in the form of a rotary pump, with the power required to operate them derived from the engine crankshaft. It is customary to drive such auxiliary power consuming devices by means of several belts, the belts being driven by one or more pulleys attached to the engine crankshaft or drive shaf-t.
It is known in the internal combustion engine art that torsional vibrations are con-t:inuously cJenerated in the crankshaft by virtue of -Ihe inheren-t mode of operation and mcchanical characteristics of an internal cornbustion enc~ine. It is already known that -the attain-ment of dangerollsly hiyh resonan-t modes of such torsional vibra-tions rnay be inhibited or prevented by, for exarnple, -the placlng of a torsional vibration damper on the crankshaft. Ilowever, such dampers do not eliminate -torsional vibrations, they merely preclude the build-up of such vibrations, in cer-tain resonan-t modes, -to high magnitudes which could in some circumstances lead to failure of the crankshaft. Such vibrations are, oftentimes referred to as resonant vibrations. In ac]dition to these (resonant) vibrations there exist other vibrations, these latter being of relatively high arnplitude (5 double amplitude) and relatively low Erequencies, such as those present at low and at engine idling speeds. These latter (slow) vibrations are inherent in six cylinder engines as 3rd order vibrations arrd in eight cylinder englnes as 4-th order vibrations.
Because torsional vibrations are always present, it is clear that a drive pulley attached to the drive shaft will also be subject to torsional vibrations, namely, the pulley will also exhibit tor-sional vibrations in a back and forth manner while it is turning unidirectionally with the crankshaft.
Wi-th the tendency of au-tomotive designers to employ a single belt to drive the auxiliary power devices (as opposed to the prior practice of employing a plurality of belts) the total length of the driving belt is accordinyly extended. While the number of driving belts from the drive shaf-t drive pulley to the auxiliary power devices is diminished, thus saving expense, such new design procedures carry with them certain disadvan-tages. One par-ticularly noticeable disadvantage is present. Namely, the belt is rnore suscep-tible to wear clue to the attainment of oscilla-tions, in turn derived from the torsional vibrations of the cranksllaEt to ~hich the pulley is attached. The so--called slow vihratiolls are part;cu]arly troublesome in this respect. l~ith a converltional pulley, the peri-phery of the pulley ~ill obviously transrnit oscilla-tions -to -the belt which passes around and is driven by it. These oscillations, par-ticularly with lonc3er drive I
belts can result in the attainment of undesirably high vibration amplitudes. In turn, large amplitude vibrations of the driving belt may result in shor-ter belt life,impro-per contact be-tween the driving belt and its driven aux-iliary power devicesr and the belt may be thrown completelyoEf the pulleys.
Accordingly there is provided a pulley and belt sys-tem for transmittiny power Erom the drive shaft oE an internal combustion engine to one or more auxiliary, pulley-driven power devices, the drive shaft possessing torsional vibrations as it unidirectionally rotates, the drive shaft coupled by means of a driving pulley to at least one driven pulley for driving an auxiliary power device such as a compressor, electrical generator or the like, the improvemen-t comprising, the drive pulley being of the fluid shear -type having a fluid coupling between the pulley hub portion which is rigidly coupled to the drive shaft and the radially ou-termost pulley portion which is coupled to the belt, whereby the ~luid coupling isolates the torsional vibrations of the drive shaft from the belt, -to thereby lessen the occurrence of large ampli-tude vibra-tions in the belt due to torsional vibra-tions in the drive shaft.
IN THE DRAWI~IGS:
Figure 1 is a partially cross-sectional partially schematic, view of a drive pulley Eormed in accordance with this invention.
Figure 2 is a partially schematic perspective view illustrating the use oE the pulley oE this invention in combination with the crankshaEt oE an internal combustion engine and auxiliary power devices.
C
i Referring now to Figure 1 of the drawings, the numeral 10 denotes generally the fluid shear drive pulley of this invention, the pulley receiving and coupled to a crankshaft or drive shaft 12 of an internal combustion engine. The shaft 12 passes through the central portion of pulley hub 14, the hub being optionally provided with one or rnore angularly spaced apertures 16 to facili.tate attachrnent of the c.rank-shaft 12 to the hub 14. Such attachment is not illu-strated for purposes of clarity. The axial locationof the pulley along the shaft is no-t material for the practice of this invention. The numeral 18 denotes an angularly continuous and radially e~tending rib or web mernber integrally attached to hub portion 14, the radially outerrnost portion of the former carrying an angularly continuous ring member or portion 17. The numeral 20 denotes -the radially outermost portion or rim of the pulley, the surface of the rim being (optionally) provided with a plurality of angularly continuous grooves to facilitate frictional contact between the outermost pulley surface and the drive belt (not illustratcd). The numeral 22 denotes a first side cover while the numeral 24 denotes a second side cover.
These side covers are each angularly con-tinuous. The nurnerals ~6 and 28 each schema-tically denote a seal or seal beari.ng, the f~mction of which is to permit relative rotation between the side covex members 22 and 24 which carry rim portion 20 and hub 14 which carrles mclrlbcrs 18 and 17. Such seal bearings are wel] kno~n so-ca].led shelf items, and any of a great variety of con-;truct:ions of s~lch seal bcarings rnay be selected. The nurneral 30 denotes an O-riny which may either be square or round in transverse cross-section, -the O--rings serving to establish a flu;.d seal between the outer periphery OI member 20 of the pulley and the radially outermost Elanges of side covers 22 and 24~
The numeral 32 denotes an angularly con-tinuous cavity between the exterior of ring-like portions 18 and 17 and the interior sur.Eaces of side covers 22, 24, seal 5 bearing members 26 and 28 and rim 20. At its time oE
manuEacture, the pulley 10 is provided witn a viscous shear liquid which occupies and fills annular cavity 32.
It will be understood that constructions of fluid shear pulleys themselves are already known, as shown for example in U. S. Patents 3,430,743 to Fujita, 3l498,431 to Sutaruk, and 3,910,391 to Detty.
In operation, with a belt (not illustrated) running around a portion of the circumference of the 15 pulley 10 at rim portion 20 thereof, the crankshaEt 12 transmits torque to hub 14 by virtue of the rigid con-nection therebetween. All of the -torsional vibrations of the shaft 12 are accordingly present in the motion of hub 14 during rotation. These motions are accordingly also present in annular web 18 and ring member 17. sy virtue of fluid shear coupling, an action well under-stood by workers in the automotive arts, the unidirec-tional rotary motion of hub 14 is transmitted to member 20 and associated covers 22 and 24 of the pulley by virtue of fluid shear. However, because of -the fluid shear connection between ring members 17 and 18 and the outermost port:ion 20 of pulley 10, the relatively large bac]c and forth twistings which represent the (slow) torsional vibrations oE cranksha.Et 12 are hardly transmitted at all to belt driving portion 20.
Thus, during operation, side covers 22 and 24 together with pulley rim portion 20 rotate re:La-tive to ring portions 17 and 18, with this relative rotation made possible by means o:E rotary seal or seal bearing members 26 and 28 which also maintain the shear fluid in annular /1 ~.
x~
/
drive cavity or chamber 32.
Referring now to Figure 2 of the drawings, the pulley of this invention is illustrated in com-bination ~ith auxiliary power devices often found in modern internal combustion engines. The numeral 34 denotes a belt driven by pulley 10 and driving a first belt driven auxiliary power device such as an alter-nator 36, a second auxiliary power device such as a power steering pump 38, and a third auxiliary power device such as a power brake pump 40. It will be understood that the number and location of such auxi-liary power devices relative to the pulley 10 may be varied.
From a consideration of Figures 1 and 2, the reader will now be in a position to comprehend that torsional vibrations of the crankshaft 12 as it is undergoing unidirectional motion, while transmitted to hub 14, will be only very slightly transmitted, if at all, to pulley rim portion 20 and hence will effectively be absent from power or driving belt 34.
This lack of back and forth twistings of the periphery or rim 20 of pulley 10 will result in a lesser pro-bability of the build-up of undesirably high modes in belt 3~ of both transverse and longitudinal vibrations.
In turn, this will result in longer belt life and also a more uniform operation of the auxiliary power devices 36, 38 and 40.
Claims (3)
1. A pulley and belt system for transmitting power from the drive shaft of an internal combustion engine to a plurality of auxiliary, pulley-driven power devices, the drive shaft possessing torsional vibrations as it rotates, the drive shaft coupled by means of a driving pulley to a plurality of driven pulleys each attached to a respective auxiliary power device, the improvement comprising, the drive pulley being of the fluid shear type having a fluid coupling between the pulley hub portion which is rigidly coupled to the drive shaft and the radially outermost pulley portion which is coupled to the belt, the fluid coupling including a rotary ring member coupled to the hub portion and whose radially outermost portions are at least partially in contact with a viscous shear liquid, the liquid contained in an annular chamber within the drive pulley, the geometrical configuration of the ring member and of the annular chamber being fixed, the fluid coupling forming means for isolating the torsional vibrations of the drive shaft from the belt, to thereby lessen the occurrence of large amplitude vibrations in the belt due to torsional vibrations in the drive shaft and also to thereby permit more uniform operation of the auxiliary power devices.
2. A method of isolating torsional vibrations from a belt which is driven by a drive pulley and which, in turn, drives a plurality of pulleys each attached to a respective one of a plurality of auxiliary power devices of an internal combustion engine, which drive pulley has a hub portion attached to and driven by the drive shaft of an internal combustion engine, which shaft possesses torsional vibra-tions, the method comprising, the step of selecting as the drive pulley a pulley having a fluid coupling between its hub portion which is connected to the drive shaft and its radial-ly outermost, belt engaging portion, whereby torsional vibra-tions in the drive shaft are isolated from the belt driven by it, to thereby lessen the occurrence of large amplitude vibrations in the belt and non-uniform rotation of each one of the plurality of the auxiliary power devices due to tor-sional vibrations in the drive shaft.
3. The method of claim 2 wherein the hub portion of the drive pulley carries a ring member, at least a portion of the radially outermost portion of the ring member being positioned within an annular chamber within the drive pulley, the annular chamber being filled with a viscous shear liquid, the geometrical configuration of the ring member and the annular chamber being fixed.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US25220781A | 1981-04-08 | 1981-04-08 | |
| US252,207 | 1988-09-30 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1181261A true CA1181261A (en) | 1985-01-22 |
Family
ID=22955051
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000392425A Expired CA1181261A (en) | 1981-04-08 | 1981-12-16 | Isolator coupling for v-belts |
Country Status (9)
| Country | Link |
|---|---|
| JP (1) | JPS57167560A (en) |
| BR (1) | BR8200250A (en) |
| CA (1) | CA1181261A (en) |
| DE (1) | DE3148602A1 (en) |
| ES (1) | ES508411A0 (en) |
| FR (1) | FR2503819A1 (en) |
| GB (1) | GB2096237B (en) |
| IN (1) | IN156104B (en) |
| SE (1) | SE8107037L (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0772585B2 (en) * | 1985-03-29 | 1995-08-02 | バンドー化学株式会社 | Belt transmission for engine accessories |
| DE4227260A1 (en) * | 1992-07-24 | 1994-01-27 | Metzeler Gimetall Ag | Vibration damper for engine crankshafts - has housing forming belt pulley for V=belts for secondary drives and acting as slip clutch to dampen torsion vibrations and protect belt. |
| DE19710965C1 (en) * | 1997-03-17 | 1998-09-10 | Univ Magdeburg Tech | Device for reduction of vibrations in tractive drives |
| DE19929417C1 (en) * | 1999-06-26 | 2000-10-19 | Bayerische Motoren Werke Ag | Reciprocating piston internal combustion motor has counterbalance shafts with viscosity rotary oscillation dampers geared to the crankshaft to drive ancillary and auxiliary assemblies at the motor without oscillations |
| DE10012233A1 (en) * | 2000-03-14 | 2001-09-20 | Schaeffler Waelzlager Ohg | Automotive pulley drive wheel with friction slip clutch and helical spring on a hub |
| DE10012232A1 (en) * | 2000-03-14 | 2001-10-11 | Schaeffler Waelzlager Ohg | Belt pulley for internal combustion engines is mounted on hub with interposition of friction clutch having displaceable friction bush defining ring chamber containing coil compression spring |
| FR2851805B1 (en) * | 2003-02-28 | 2006-02-24 | Peugeot Citroen Automobiles Sa | DECOUPLING PULLEY AND INTERNAL COMBUSTION ENGINE EQUIPPED WITH SUCH PULLEY |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR1484029A (en) * | 1965-05-27 | 1967-09-13 | ||
| GB1312941A (en) * | 1970-04-16 | 1973-04-11 | Holset Engineering Co | Torsional vibration damper |
| GB1346052A (en) * | 1971-04-19 | 1974-02-06 | Powder Couplings Ltd | Vibration dampers |
-
1981
- 1981-11-26 SE SE8107037A patent/SE8107037L/en not_active Application Discontinuation
- 1981-11-27 IN IN1340/CAL/81A patent/IN156104B/en unknown
- 1981-12-09 DE DE19813148602 patent/DE3148602A1/en not_active Withdrawn
- 1981-12-16 CA CA000392425A patent/CA1181261A/en not_active Expired
- 1981-12-29 ES ES508411A patent/ES508411A0/en active Granted
-
1982
- 1982-01-07 JP JP134382A patent/JPS57167560A/en active Pending
- 1982-01-18 BR BR8200250A patent/BR8200250A/en unknown
- 1982-03-01 GB GB8205967A patent/GB2096237B/en not_active Expired
- 1982-04-06 FR FR8205950A patent/FR2503819A1/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57167560A (en) | 1982-10-15 |
| FR2503819A1 (en) | 1982-10-15 |
| ES8300977A1 (en) | 1982-11-01 |
| DE3148602A1 (en) | 1982-10-28 |
| IN156104B (en) | 1985-05-11 |
| GB2096237B (en) | 1985-05-30 |
| GB2096237A (en) | 1982-10-13 |
| SE8107037L (en) | 1982-10-09 |
| ES508411A0 (en) | 1982-11-01 |
| BR8200250A (en) | 1982-11-23 |
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