FR2637666A1 - DEVICE FOR COMPENSATING A-COUPS IN THE MOTION OF ROTATION OF AN ENGINE - Google Patents

Abstract

The invention relates to a device for compensating for jerks in rotation by means of two inertia masses 3, 4 arranged coaxially with respect to one another, which can rotate relatively in opposition to the action of a device. damping, and one of which is connected to an internal combustion engine and the other to the input part of a transmission via a friction clutch. According to the invention, a friction device 29 is provided with angular play, acting between the two inertia masses 3, 4, and comprising a friction disc 34 axially biased by a spring in the form of a Belleville washer 45, said play angular being provided between said friction disc 34 and the inertia mass 3 which can be connected to the motor.

Description

The present invention relates to a device for compensating for jolts

  in the rotational movement of an engine, in particular during variations in the torque, by means of at least two masses of inertia arranged coaxially with respect to one another, which can rotate relative-

  in opposition to the action of a cushioning device

  one of which is connected to the internal combustion engine

  internal and the other to the input part of a transmission.

  In a device of this type, such as that known for example from the German patent application DE-OS 2 826 274, there are provided friction means acting between the two masses of inertia that can rotate in a limited manner. one compared to the other of such

  so that these means produce a consistent depreciation

  both by friction between the two masses of inertia in the whole possible range of relative rotation angles. Such frictionally constant damping may be sufficient in some cases of application, where too great torque variations do not occur. or too big

  alternate moments. In other cases of use,

  When applied to diesel engines which generate very large torque variations or very large alternating angular moments, however, the known device is not sufficient to ensure satisfactory damping of the angular oscillations.

in the whole range of loads.

  It is therefore an object of the present invention to improve the above-mentioned device for compensating jolts in a rotational movement, so that its damping capacity can be optimally matched to the corresponding application, the manufacture of the device to be particularly

simple and economical.

  According to the invention, this problem is solved in the case of a device for compensating for jerks in a rotational movement of an engine in that this device is arranged in such a way that it provides damping. variable according to

  the relative rotation between the two masses of inertia.

  An essential advantage of the invention is that the damping characteristic of the device according to the invention for compensating for jolts in a rotational movement is modifiable so that it can be ensured of damping. satisfying angular oscillations throughout the

  relative rotation range of the two masses of inertia.

  In addition, the device according to the invention is arranged

  advantageously in a particularly simple manner.

  This results in another advantage of the invention, according to which

  the damping device may be made of a

  particularly economical.

  To obtain variable damping in a device according to the invention, it may be advantageous to have at least one friction damping means coming into action between the two masses of inertia after it has settled between the masses.

  inertia a determined relative rotation angle.

  By the provision of such additional means of amortization

  by friction, it is possible to obtain by friction a damping capacity which is modifiable in the possible angular range of relative rotation.

  between the two masses of inertia, so that the dis-

  positive can be advantageously adapted from a better

way to each application case.

  It may be particularly advantageous if the additional means of friction damping is

  constituted by a so-called friction device

  load, which comes into action from a rest position of the damping device, and after a certain relative rotation angle has been

  reached, in the direction of thrust and / or traction.

  It may be advantageous in this regard that the friction damping means is integrated with the damping device and cooperates with energy accumulators.

  such as helicoidal springs, which

  have a relative rotation of two masses of inertia. Energy accumulators cooperating with the amorphous means

  friction or with the friction device

  under load can then have an elastic stiffness

  or prestressing such that the friction damping means or the friction device can be brought back into the initial condition by the energy accumulator at least in partial areas of its relative rotation angle. In the case of the torque transmission device which is the subject of the German patent application DE-OS 2,826,274, the mass of inertia that can be connected to the input portion of a transmission is also rotatably mounted. , with the interposition of a flanged sleeve, on an axial appendix of the mass of inertia connected to the crankshaft of an internal combustion engine. The arrangement of the flanged sleeve is designed such that the radial flange of this sleeve absorbs the force required to disengage the friction clutch provided on the mass of inertia.

  which can be connected to the input part of a trans-

  mission and transmit this force to the mass of inertia connected to the internal combustion engine. Because of this

  structure when operating the friction clutch.

  The radial flange of the sleeve is clamped very tightly between the two masses of inertia, so that a very high friction moment is generated between the two masses of inertia. For many cases of application, such a high friction moment presents

  however, a disadvantage as it has a disturbing

  the operation of the damping device

  placed between the two masses of inertia.

  Such a negative influence is particularly

  feel during clutch and

  clutch friction clutch because, over a large part of the actuating stroke to be driven back by the clutch release system or by the radially inner ends of the Belleville washer tongues (disc spring), the disc clutch friction clutch is not released, that is to say that the engine and the part

  input of the transmission are still coupled.

  Under the effect of the disturbance of operation of the damping device already occurring in this zone of the actuating stroke, it can occur between the motor and the transmission of oscillations.

  rather large amplitudes which increase the demand for

  drive train and produce noise

  and vibrations reducing comfort.

  To avoid this, it may be advantageous that

  the other mass of inertia can be connected through

  a friction clutch which can be actuated by a disengagement system, with the input part of the transmission, the masses of inertia being axially offset in a limited manner with respect to each other as a function of the operation of the friction clutch. This axial shift between the two masses

  of inertia can be exploited in a particular way

  advantageously to modify the damping characteristic of a friction device acting

between the two masses of inertia.

  According to another characteristic of the invention, it may be advantageous to provide a possibility of

  axial displacement of the two masses of inertia, one with

  port to the other in opposition to the action of an energy accumulator which exerts, on the mass of inertia which can be connected to the input part of a transmission, a force which is oriented in the opposite direction the disengagement force of the friction clutch provided on the mass of inertia which can be connected to the input part

of the transmission.

  For many application cases, it may be advantageous for the masses of inertia to be arranged in the form of plates, and may be respectively axially brought closer to each other in a limited manner as a function of the disengagement of the friction clutch, and again spaced axially from each other so

  limited during re-engagement. For many cases of

  However, it may also be advantageous for the torque transmission device to be arranged in such a way that the masses of inertia can be spaced axially from each other in a limited manner as a function of the clutch of the friction clutch. can be brought closer axially one

  on the other hand in a limited way during re-engagement.

  In particular, in the case of a torque transmission device where the masses of inertia can

  move axially towards each other in a

  equipped depending on the disengagement of the friction clutch, it can be arranged that the friction clutch fixed on the second mass of inertia can be connected to the input part of a transmission is called a clutch "pushed" or "in camry". In the case of a device

  torque transmission system in which the masses of iner-

  may be spaced axially from each other in a limited manner depending on the clutch friction clutch, it may be advantageous that the friction clutch attached to the second mass of inertia is what is called a "pulled" or "pull" clutch, in which case it may further be advantageous for the two masses of inertia to be pulled towards each other by means of an energy accumulator. a torque transmission device in which a pushed clutch is fixed on the second mass of inertia, it is possible to ensure that the two masses of inertia soier.t apart from each other

  with at least one energy accumulator The accu-

  energy emulator can be constituted in a way

  particularly advantageous by a Belleville washer.

  According to another characteristic of the invention, it may be particularly advantageous for the axial displacement of the masses of inertia to take place in

  opposition to the force produced by the energy accumulator

  bringing the two masses of inertia closer to one another. In this respect it is particularly advisable that the energy accumulator axially soliciting the masses of inertia acts in opposition

  the disengaging force of the friction clutch,

  what case can we then make sure that this accumu-

  The energy generator produces a lower force than the force required to actuate the friction clutch. The energy accumulator can be constituted, in a particularly advantageous way, by a

Belleville washer.

  The possibility of axial shift, according to the invention, between the two masses of inertia has the further advantage that, when using a bearing or roller bearing, cone including a ball bearing, for the rotational mounting of the two masses of inertia with respect to each other,

  this bearing can be clamped axially when the bearing

  friction clutch is engaged by the enex-

  acting axially on both masses of inertia.

  This means that, with regard to turnover,

  The inner and outer rings of the latter are

  cited axially in opposite directions by the generated foroe

  by the energy accumulator, so that the inner ring

  The outer ring and the outer ring axially bear in opposite directions on the rolling members of the bearing. In addition it occurs, when actuating

Z637666

  the friction clutch, between the two rings of the bearing a limited axial offset corresponding at least to the rolling clearance in opposition to the force generated by the energy accumulator This shift causes the rolling members to alternate their points of rotation. contact with rolling tracks or rings. Such alternation of the contact points of the rolling members can have a positive influence by the fact that an additional transfer of the rolling members is thus generated relative to the tracks of the bearing rings or to the travel paths. Thus the wear of the bearing is considerably reduced and the service life of the transmission device

couple is lying down.

  According to another feature of the invention, it can be arranged that the axial displacement of the two masses of inertia towards each other is limited by stops. It can also be advantageous for the masses of inertia to be or can be placed

  in friction or sliding connection through

  of two friction or sliding surfaces, in which case depending on the actuation of the clutch -riction, the damping effect of this link

  can be modified. The modification of the cushioning effect

  friction or sliding connection can then be effected in relation, that is to say in

  function of the axial shift of the two masses of inertia.

  It can then be advantageous that, when the friction clutch is disengaged, the damping effect of the friction or sliding connection decreases and, depending on the application envisaged, it can be

  advantage that this depreciation effect is counter-

  At least partly or even completely balanced at least one other embodiment of the invention, it may be advantageous if the frictional or sliding connection is established by at least one friction or sliding lining provided between the two masses of inertia. and which can be placed between the front surfaces, facing each other,

  two masses of inertia arranged in the form of disks.

  In this respect, it may be advantageous for the friction or sliding lining to have a ring shape, and if necessary clamped between the masses of inertia, when the friction clutch is not actuated, by the energy accumulator bringing or removing the

  two masses of inertia one of the other.

  Advantageously, the structure of the torque transmission device can be designed so that, when the friction clutch is disengaged, the clamping of the friction ring and consequently its damping effect are eliminated. . For many applications, however, it can be ensured that the clamping of the friction ring during disengagement of the friction clutch is reduced by the axial displacement between the two masses of inertia, so that, also when the friction clutch is disengaged, a damping effect, obviously reduced,

  be kept for the friction ring.

  It can also be particularly advantageous

  that the two masses of inertia are mounted so as to be rotatable relative to each other by means of a roller bearing, in which case one of the bearing rings can advantageously be fixed on the second mass of inertia, while

  that the other bearing ring can be mounted axially-

  the axial appendage on the first mass of inertia. In this respect, it may be advantageous if the energy accumulator ensuring the mutual approximation or separation of the masses of inertia clings to the axially displaceable rolling ring of the rolling bearing and prevents it from being displaced. turn relative

  to the mass of inertia receiving this bearing ring.

  In addition, it may be advantageous for the

  damping positive is composed of accumulators of 4energy and / or friction or sliding means acting in a circumferential direction, and which exert an action in addition to the friction or sliding connection which can be modified as a function of the actuation of the friction coupling. We are thus assured of a great possibility of variations making it possible to obtain

  good damping characteristic curves

  completed, which also allows correct adaptation

to the corresponding application case.

  It may be particularly advantageous if the rolling-gear bearing provided between the masses of inertia is constituted by a bearing to a single

row of rolling bodies.

! 0

  Other characteristics and advantages of

  will be highlighted, in the following

  description, given as a non-limitative example, in

  FIG. 1 is a partial sectional view of an embodiment of a torque transmission device according to the invention;

  Figure 2 is an elevational view taken

  arrow II of Figure 1; Figure 3 is a characteristic twist curve of a device according to Figures 1 and 2; Figure 4 is a representation, partly in section, of another embodiment of the torque transmission device according to the invention; and Figure 5 shows partly in section a

  another embodiment of the invention.

  The device i shown in FIGS.

  and 2, used to compensate for jolts of rotation, com-

  carries a steering wheel 2 which is divided into two masses of iner-

  3 and 4. The mass of inertia 3 is fixed on a

  brequin 5 of an internal combustion engine, not shown

  felt in detail, through bolts 6.

  On the mass of inertia 4 is fixed a friction clutch type push 7, through means not shown in detail. Between the pressure plate 8 of the friction clutch 7

  and the mass of inertia 4, there is provided a disk of

  clutch 9 which is mounted on the input shaft 10 of a transmission, not shown in detail. The pressure plate 8 of the friction clutch 7 is pushed towards the mass of inertia 4 by a Belleville washer 12 rotatably mounted on the clutch cover 11. By actuation of the friction clutch 7, the mass of inertia 4, and therefore also the flywheel 2, can be coupled and uncoupled via the clutch disc 9 of the spindle

transmission 10.

  The two masses of inertia 3 and 4 can be rotated relative to each other by means of a bearing 13. The bearing 13 comprises a ball bearing 14, and a needle bearing 15 acting radially and placed at a certain axial distance from it. The mass of inertia 4 comprises a cylindrical pin 16 on which is mounted without possibility of relative rotation the inner ring 14a of the ball bearing 14. The pin 16 enters a hole 17 centrally formed in the crankshaft 5. The bearing needles 15 is placed in an area of overlap

  axial between the hole 17 and the trunnion 16.

  The mass of inertia 3 consisting of different components comprises a component 18 in the form of a flange, which bears radially outwardly a shaped body

  ring 19 on which is mounted the crown of

  Inwardly radially, the flange-shaped component 18 is centered on an intermediate member 21, which has a radial zone 22 extending between the flange-shaped component 18 and the front surface of the crankshaft 5. means of the bolts 6, the radial portion 22 and the flange-shaped component 18

  are tightened towards the front surface of the city.

  Brequin. 5. The intermediate piece 21 has an appendage

  dice 23 oriented in a direction opose to the vilebrecuin 5, and whose inner contour delimits a hole 24 in which is mounted without possibility of relative rotation the outer ring 14b of the ball bearing 14. The intermediate portion 21 further comprises a shape appendix tubular 25 penetrating axially into the hole 17 of the crankshaft 5, and whose outer peripheral surface serves to center the mass of inertia 3 relative to the crankshaft 5. The radially acting needle bearing 15 is placed between the inner peripheral surface of the crankshaft 5. tubular appendix 25 and the end of the pin 16. The mass of inertia 4 has recesses 1'2 4a in which bolts 6 can pass, so that the masses of inertia 3 and 4 can be mounted, combination with landing 13, as a set

unitary on the crankshaft 5.

  Both masses of inertia 3 and 4 can turn

  compared to each other in a limited way in op-

  position at the action of the damping device 26.

  The damping device 26 consists of accumula-

  The flange-shaped component 18 serves as an input portion for the damping device and is in the form of helicoidal springs 27 and friction or friction devices 28, 29. 26. On both sides of the flange-shaped component 18, disks are provided

  30, 31 which are rigidly connected to one another by being

  paced axially through spigot studs

  32. The spacing pins 32 are also used

  fixing the two disks 30, 31 to the mass of iner-

  4. In the discs 30, 31 and in the

  In the form of a flange 18, recesses a, 31a and 18a are provided in which the energy accumulators 27 are received. In the flange-shaped component 18,

  has furthermore provided for curved recesses 33 in the

  the spacing pins 32 are engaged, so that the relative rotation between the two masses of inertia 3 and 4 is effected by abutment of the studs 32 against the edge ends 33a, 33b of these recesses of FIG.

curved profile 33.

  The friction device 28, which acts over the entire angular range of relative rotation between the flange-shaped component 18 and the two discs 30,

  31, comprises a portion 28a in the form of a washer Belle-

  city, a pressure disc 28b, and a friction ring 28c placed between the pressure disc 28b and i! the flange-shaped component 18. The preloaded Belleville spring-shaped component 28a rests on one side against the disc 31, and urges the other

  side the pressure disc 28b pushing it in direc-

  flange 18, which causes the tightening of the

  friction device 28c between the pressure disc 28b and the flange 18. The friction device 29 constitutes a friction device under load with a friction disc load 34. The friction disc load 34 has on its outer periphery arms

  Oriented in an axial direction, and which are

  in the recesses 36 of the flange-shaped component 18. The recesses 36 are arranged such that relative rotation between the disk 34 and the flange 18 can occur in a direction of thrust on a portion 37 of the possible range of rotation 39, that in a direction of traction on a portion 38 of the possible range of rotation 40.

  friction disc 34 loaded between the component

  in the form of flange 18 and the disk 30 comprises

  a molding 41, formed in the radially outward zones

  in the direction of the disc 30 and frictionally engaging therewith. The friction disc in

  load 34 further comprises radially oriented portions

  and in which it is intended

  a recess 42 for receiving the energy accumulator

  27. This recess 42 presents - in considering the reference direction - the same dimension 43 as the

  two recesses 30a, 31a of the two discs 30, 31.

  The dimension 44 of the recess 18a formed in the flange 18 is greater than the dimension 43. The arrangement of the recesses 30a, 31a, 42 with respect to the recess S18a, as well as the difference between the dimensions 43 and 44 are chosen from so that it can occur between the flask 18 and the two disks 30, 31 a

  relative rotation over an angular range 37, 28 (de-

  thus completing an angular or circumferential clearance) before the energy accumulator 27 is compressed between the flange-shaped component 18 and the two discs 30, 31. On the arms 35 of the friction disc 34 is supported by by its radially outer regions, a component Belleville-shaped washer 45, which is provided between the flange 18 and the disc 31 and which builds

  by its radially inner zones against the disk 31.

  The loaded friction disc 34 is thus pushed towards the disc 30. The recesses 30a, 31a of the two discs 30, 31, and the recess 18a of the flange 18 as well as the intermediate coil springs 27,

  disposed on the periphery of the damping device

  26, and sized to achieve

  multi-layer damping characteristic

  1S dins, as will be explained in more detail

  with reference to the torsion characteristic curve

  Figure 3. For the representation of the characteristic curve,

  2, the abscissa has been plotted as the relative rotation angle between the two inertia masses 3 and 4, and the ordinate the torque transmitted between the two inertia masses 3 and 4. Figures 2 and 3, the arrow 46 indicates the direction of traction, that is to say the direction of rotation according to which the mass of inertia 3 driven by the crankshaft 3 of an internal combustion engine ensures the drive of the input shaft 10 of the transmission, and therefore also of the vehicle, via the coupling disk 9. The arrow 47 indicates the direction of thrust. In addition, in Figure 3, the solid line shows the damping effect that is

  produced by the springs, while the hatched surfaces

  48, 48a indicate the friction damping, superimposed on the characteristic curve of the springs,

  load friction device 29.

  From the rest position, shown in FIG. 2, the damping device 26 intervenes during a relative rotation of the two masses.

  inertia 3 and 4 in the traction direction 46,

  tialement in the zone 38, the first group of springs constituted by the springs 27 of low stiffness, which are not represented. At the end of zone 38, it intervenes additionally the second group of springs

  constituted by springs 27 of greater stiffness,

  which also belongs to the spring shown 27, their effect being added to that of the first group of springs. This result is obtained by the fact that the edges 49 of the recesses 18a of the flange 18 are hooked, after a rotation of the angle 38 in the pulling direction 46, into the recesses 30a, 31a of the discs 30, 31 associated with them. springs 27 of greater stiffness. In the same way, the edges 50 of the recesses 1a come to hook, during a rotation of the angle 37 in the thrust direction 47, on the spring 27 of the

second group.

  The maximum angle of rotation is determined by the studs 32 and the recesses 33 formed in the flange-shaped component 18. On rotation of the inertia mass 3 of the angle 40 in the traction direction 46, or of the anal 39 in the thrust direction 47, the studs 32 come to apply against

  the ends 33a, 33b of the recesses 33.

  During a rotation of the mass of inertia 3 in a direction of traction or thrust from the rest position shown in FIG. 2, a friction is initially produced by the friction device 28. This friction device 28 acts alone until the axially oriented arms 35 of the friction disc 34 are loaded.

  against the abutment edges 51, in the direction of trac-

  or in the direction of thrust, of the recesses 36 in the flange 18, so that the loaded friction disc 34, and therefore also the Belleville washer-shaped component 45, are locked relative to the flange 18 or to the mass of inertia 3. This blockage has the consequence that, while continuing the relative rotation between the two masses of inertia 3 and 4, the loaded friction disk 34 and the Belleville washer 45 have rotated. relative to the two discs 30, 31 between which they are tightened until the studs 32 come into contact with the ends 33a or 33b of the recesses 33 of the flange 18. During this phase of rotation, it

  a relatively large friction torque occurs.

  In the characteristic torsion curve, the damping action produced by this friction torque of the friction-in-charge device 26 is represented by the surface 48 and, for the thrust zone, by the

surface 48a.

  As shown by the torsional characteristic curve shown in FIG. 3, prestressing

  accumulators of energy 27 cooperating with the arrangement

  friction load agent 29 is chosen from

  so that the boosting torque produced by these accumulations

  energy latches is sufficient to return the friction device load in the rest position shown in Figure 2. The prestressing

  energy accumulators 27 cooperating with the provision of

  However, the load rubbing agent 29 may also be chosen to be weaker so that

  not a total return movement of the

  friction load, and that there occurs what is called a slowing of the return of the friction device load. In addition, the recesses 42 of the friction disk 35 can be larger than the recesses 30a, 31a disks 30, 31, which also ensures a slowdown of the return of the

friction device under load.

  In the characteristic torsion curve

  shown in FIG. 3, the damping or friction hysteresis produced by the friction device 28 has not been demonstrated, since this friction damping is much lower in the described embodiment than in FIG. that of the friction device

in charge 29.

  The torque transmission device 1 'shown in FIG. 4, for absorbing or compensating for jolts of rotation, comprises a steering wheel 2'

  which is divided into two masses of inertia 3 'and 4'.

  The mass of inertia 3 'is fixed on a crankshaft 5' of an internal combustion engine, not shown in detail, by means of bolts 6 '. On the mass of inertia 4 'is fixed what is called a push-type friction clutch 7' by means of bolts, not shown in detail. Between the pressure plate 8 'of the friction clutch 7' and the mass of inertia 4 ', there is provided a clutch disc

  9 ', which is mounted on the input shaft 10' of a trans-

  The pressure plate 8 'of the friction clutch 7' is pushed towards the mass of inertia 4 'by a Belleville washer 12' rotatably mounted on the clutch cover 1i. . By actuation of the friction clutch 7 ', the mass of inertia 4', and consequently also the flywheel 2 ', can be coupled and uncoupled via the clutch disc 9' of the shaft

input 10 'of the transmission.

  Between the two masses of inertia 3 'and 4', there is provided a damping device 13 ', which opposes

  to a relative rotation between the two masses of inertia.

  The two masses of inertia 3 'and 4' are mounted so as to be rotatable relative to each other via a bearing 14 '. The bearing 14 'consists of a roller bearing 15', whose outer tray 15a 'is mounted without the possibility of relative rotation in a receiving hole 16' of the mass of inertia 4 ', and whose inner ring 15b is mounted on the shoulder 17 'of an appendage 18', oriented in a direction opposite to the crankshaft 5 ', of the mass of inertia 3'. The roller bearing 15 'is fixed to the appendage 18' of the mass of inertia 3 'by means of a shaped sheet metal part 19'. The profiled tale piece 19 'is connected to the mass of inertia 3' by a riveted connection 20 ', and it clings axially by an outer marginal zone 19a' oriented radially behind the

  inner ring 15b 'of the bearing 15'.

  The damping device 13 'comprises energy accumulators in the form of helicoidal springs 21', only one of which is visible in the figures, as well as friction means in the form of a friction ring 22. '

  for the damping of the springs 21 '.

  The inlet part of the damping device

  13 'is constituted by two discs 23', 24 ', which are interconnected without the possibility of relative rotation, with axial spacing, by means of spacer studs 25'. The disc 24 'has on its periphery radially oriented arms 24b' which bear against the front surface 26 'of an annular axial projection 27' of the mass of inertia 3 and which are fixed in this zone. by means of riveting 28 '. Between the two discs 23 'and 24', there is provided a flange-shaped component 29 ', which constitutes the

  output portion of the damping device 13 '.

  The outlet portion 29 'has on its outer periphery radially oriented tongues 30, which are offset axially with respect to the radial zones 31' disposed between the two disks 23 'and 24', of the outlet portion 29 '. The radial tongues 30 'bear against the front surface 32' of the mass of inertia 4, and they are fixed in its zones by means of a riveted connection 33 'to the mass of inertia 4'. The radial tongues 30 'and the radial arms 24b' are angularly offset relative to each other - considering the circumferential direction

2 'steering wheel conference.

  In the discs 23 'and 24', as well as in the outlet portion 29 ', recesses are provided

  23a ', 24a' and 29a 'in which the obligations are

  helical fates 21 'of the damping device 13'.

  For this purpose, the recesses 23a ', 24a', 29a ', as well as the coil springs 21' provided therein, are arranged and dimensioned, considering the periphery of the damping device 13 ', so that There is a multi-step damping characteristic curve. The outlet portion 29 'further includes curved profile recesses 29b' in

  which are engaged spacing studs 25 '.

  The limitation of the relative rotation between the two masses of inertia 3 'and 4' is ensured by abutment of the spacing studs 25 'against the ends of the

  curved profile recesses 29b '.

  The friction ring 22 'serving for the amor-

Friction is tightened between the disk 24 'and the radial zones 31' of the outlet portion 29 '.

  when the friction clutch 7 'is not disengaged.

  This tightening is ensured by a energy accumulator in the form of a Belleville washer

  34 ', which rests against the radial-oriented zones

  shoulder 17 'and the inner ring of

  15b 'in a direction opposite to the city

  5 ', so that the mass of inertia 4' and the components fixed on it are solicited in

  a direction away from the mass of inertia 3 '.

  To ensure the necessary axial mobility of the mass of inertia 4 'relative to the mass of inertia 3', 2C the inner race ring 15b 'is mounted so as to be able to move axially on the appendage 18' or on the shaped sheet metal part 19 ', but without being able to perform a relative rotation. To prevent the rolling ring 15b 'from rotating, the shaped sheet metal part 19' has a projection 19b 'protruding

  radially and hanging in a long groove

  dinale 15c 'of the bearing ring 15b'. To ensure the clamping of a partially worn friction ring 22 'between the outlet portion 29' and the disc 24 ', there is provided an axial compensation clearance between the bearing ring 15b' and the outer marginal zones 19a '.

radially oriented.

  The Belleville washer 34 'is arranged to be pivotable by a predetermined distance X' to overcome its prestressing. This distance X 'represents, in the embodiment shown in FIG. 1, the axial stroke whose mass of inertia 4' and consequently also the fixed components.

  on it, can be moved axially in di-

  of the mass of inertia 3 'during the disengagement of

  the friction clutch 7 '. Depending on the application

  cation, this distance X 'is an order of magnitude

from C, 1 to 2 Due.

  The friction torque produced by the friction ring 22 'can be modified in correspondence by modifying the characteristic of the washers

Belleville 34 'or 36'.

  From the position shown in FIG. 4, the torque transmission device 1 '

works in the following way.

  When the friction clutch 7 'is engaged, the maximum friction torque produced by the friction ring 22' acts during a relative rotation between the two masses of inertia 3 'and 4', as soon as the 35 'disengaging the clutch

  friction 7 'acts on the radially inte-

  12a 'of the tabs of the Belleville washer,

  the prestressing of the Belleville washer 34 'is

  It is compensated for as the clutching hole increases, so that the frictional torque produced by the friction ring 22 'decreases as the clutching force increases. As soon as the clutching force generated counterbalances the preload of the Belleville washer 34 ', the Belleville washer 34' is displaced by rotation, and the inertia mass 4 'is offset from the

  distance X 'towards the mass of inertia 3'.

  This shift causes the friction ring 22 'attached to the outlet portion 29' to move away from the disc 24, and thus the friction ring 22 'no longer produces

damping by friction.

  The bearing 15 'is also axially displaced

  with the mass of inertia 4 '. The bearing 15 'must absorb the force necessary to effect the release of

the friction clutch 7 '.

  For the clutch of the friction clutch 7 ', the axial force acting on the disengaging member 35' is gradually removed, so that initially the Belleville washer 12 'hinged to the cover 11' pivots the effect its preload, and thus moves the pressure plate 8 'towards the mass of inertia 4', so that the clutch disc 9 'is gradually blocked between the mass of inertia 4' and the pressure plate 8 '. As soon as the force acting on the Belleville washer tabs 12a 'becomes smaller than the force produced by the washer

  Belleville tightened 34 ', bearing 15', and consequently

  Also the mass of inertia 4 'and the components fixed on it, are removed from the mass of inertia 3' of the distance X '. Under the effect of this movement, the ring gear 22 'is again applied against the disc 24' and produced again, as a result of the remaining preload Belleville washer 34, a friction torque between the masses d 'inertia

3 'and 4'.

  According to another variant, additional means of friction or sliding can act between the masses of inertia 3 'and 4', these means ensuring

  also, when the clutch 7 'is disengaged, an amor-

  rubbing between the two masses of inertia 3 'and 4'. Such means may be constituted, for example as shown in dashed lines in FIG. 4, by a Belleville washer 36 'which is arranged with respect to the friction ring 22' on the other side of the

  component in the form of a flange 29 '. This beautiful puck

  city 36 'is clamped between the flange-shaped component 29' and the disk 23 ', without being rotatable relative to the disk 23' and relative to the mass of inertia 3 ', so that, during a relative rotation between the two masses of inertia 3 'and 4', the Belleville washer 36 'rubs by its radially inner zones against the flange-shaped component 29'. The friction torque produced by the Belleville washer 36 'is also maintained when the friction clutch 7' is disengaged, unlike

  the friction torque produced by the friction ring 22 '.

  The friction torque produced by the Belleville washer 36 'can, depending on the arrangement of this Belleville washer 36', vary during clutch engagement and disengagement of the friction clutch as a function of the difference between the two masses of inertia 3 'and

4 '.

  Because the Belleville washer 36 'also clamps the two masses of inertia 3' and 4, the Belleville washer 34 'can, if necessary, be removed. The wave transmission device shown on the bead 5, with its damping device 13 ", differs from that of Fig. 4 essentially in that the mass of inertia 4" is fixed so-called a friction clutch of the drawn tye 107 ", that the friction ring 122 'is placed

  the other side of the exit section 29 "and that the

  delle Belleville 134 "is clamped between the inner race ring 15b" attached to the appendage 18 "and the radially oriented outer marginal zones 19a" of the

19 "profiled sheet metal part.

  The tightening of the Belleville134 washer "makes

  so that the bearing 15 ", and therefore also

  the mass of inertia 4 "and the fixed components on

  this one, be pushed towards the mass of iner-

  As a result, the friction ring 122 "attached to the outlet portion 29" is clamped between this outlet portion 29 "and the disk 23" between the radially oriented zones of the recess 17 "and the inner ring

  15b ", there is axial clearance to compensate for

  wear of the friction ring 22 ", that is to say to allow an axial shift of the mass of inertia

  4 "towards the mass of inertia 3".

  The Bellevillel washer 34 "is again mounted in such a way that, when its preload is counterbalanced, it can pivot and be compressed by a predetermined distance X", so that the friction ring 122 "can deviate from the disc 23" when 'a walkout

the friction clutch.

  Also, in the embodiment of the

  Figure 5, one can provide a washer Belleville addi-

  tional136 ", which produces a similar friction torque

  when the friction clutch is disengaged. During the existence of such a washer Belleville136 ", the Belleville washer134" may, if necessary, be removed. From the position shown on the

  Figure 5, the torque transmission device

is as follows.

263? 666

  When the friction clutch 107 "is engaged, the maximum friction torque produced by the friction ring 122" acts in case of a relative rotation of the two masses of inertia 3 "and 4". As soon as the inner ends of the tabs Belleville are biased in a direction away from the mass of inertia 3, the preload of the Belleville washer 134 is gradually compensated as the disengagement force believes, so that the frictional moment produced by the friction ring 122 "decreases. As soon as the disengagement force exerted

  on the ends of tongues112a "exceeds the pre-

  constrained by the Belleville washer 134 ", this Belleville washer 134" is subjected to pivoting or compression, and the mass of inertia 4 "is shifted by the distance X" in a direction away from the mass of inertia 3 " This shift has the consequence that the friction ring 122 "fixed on the outlet portion 29" deviates from the friction disc 23 ", and thus does not produce

  more damping by friction.

  During a clutching process of the friction clutch ", as soon as the force exerted on the ends of the tongues 11a" becomes smaller than the force of the tight Belleville washer 134 ", the mass of inertia 4", and by Therefore also the outlet portion 29 "are displaced with the friction ring 122" mounted on it in the direction of the mass of inertia 3 ", so that the friction ring 222" returns again.

  apply against the 23 "disk and can again

to get a couple of friction.

  Obviously, by a corresponding adaptation between the Belleville washers 34 ', 36' or 136 ", 136" allowing the relative axial offset of the two masses of inertia 3 ', 3 "and 4', 4", as well as the evolution of _5 the clutch release force of the friction clutch 7 'or 107 ", it is possible to influence the evolution of the variation

  friction occurring during the process of

  clutch and clutch process. In many applications, it may be advantageous for the Belleville washer 34 'or 134 "to have a preload a little greater than the maximum actuation force necessary for actuating the friction clutch 7' or 107", so that during When the friction clutch 7 'or 107 "is actuated, the friction torque generated by the friction rings 22' or 12" is obviously reduced, but not completely eliminated.

  The structure shown in FIG.

  furthermore, the important advantage is that the bearing 14 placed between the first and the second mass of inertia

  3.4 may be axially clamped on one side when the

  friction clutch 7 is engaged. It means that,

  relative to the rolling bodies of the bearing, the

  Inner and outer guides 14a, 14b are biased by an axial force in opposite directions. As a result, the inner baaue 14a and the outer ring 14b of the bearing axially support the rolling members in opposite directions. On the other hand, during the operation of the friction clutch 7, the bearing rings 14a, 14b are offset relative to one another axially in a limited manner, at least in correspondence with the rolling clearance, in opposition to the clamping force of the Belleville washer 28a, so that the rolling members alternate their points of contact with the raceways or the rings 14a, 14b. Such alternation of the points of contact of the rolling members with the rings 14a, 14b or the raceways can have a positive influence.

  by the fact that an additional transfer of

  The lants is thus generated relative to the rolling tracks of the rings 14a, 14b or to the displacement paths. As a result, the wear of the bearing is considerably reduced, and the service life of the transmission device

couple is lying down.

Claims (6)

  1. Device for compensating jolts in rotation by means of at least two masses of inertia disposed coaxially with respect to one another, being able to rotate relatively in opposition to the action of a damping device , and one of which can be connected to an internal combustion engine and the other to the input part of a transmission by means of a friction clutch, the damping device consisting of accumulators of energy and / or friction or sliding members acting in a circumferential direction, characterized in that a friction device (29) is provided with angular play, acting between the two masses of inertia (3, 4) and having a friction disk (34) axially biased by a Belleville spring-shaped spring (45), said angular clearance (37, 38) being provided between said friction disk   (34) and the mass of inertia (3) can be connected to the engine.   2. Device according to claim 1, characterized in that the friction disk (34) is connected, only by friction, to the mass of inertia (4) which can be connected to the friction clutch (7), and is connected, with angular clearance (37, 38) and by complementarity of forms, to ground   inertia (3) can be connected to the engine.   3. Device according to claim 2, characterized in that the friction disc (34), which is connected with angular clearance and complementarity of shapes to the mass of inertia (3) can be connected to the motor, is connected by friction via another disk assembly (30,31) which is integrally connected to the inertia mass (4) which can be connected to the friction clutch (7), at which last mass of inertia (4).   4. Device according to one of claims I to 3, characterized   in that the friction device (29) with angular clearance is carried by   the mass of inertia (4) which can be connected to the friction clutch (7).   5. Device according to one of claims I to 4, characterized   in that the friction disk (34) is arranged in an intermediate axial space between two other disks (30, 31) which are connected to the   mass of inertia (4) which can be connected to the friction clutch (7).   6. Device according to one of claims I to 5, characterized   in that the friction disc (343) can be moved backwards, at least over part of its rotation range, by at least one energy accumulator (27) which is supported on the other side against the mass inertia device (4) which can be connected to the friction clutch (7).