GB2056019A - Clutch Disk - Google Patents
Clutch Disk Download PDFInfo
- Publication number
- GB2056019A GB2056019A GB8026082A GB8026082A GB2056019A GB 2056019 A GB2056019 A GB 2056019A GB 8026082 A GB8026082 A GB 8026082A GB 8026082 A GB8026082 A GB 8026082A GB 2056019 A GB2056019 A GB 2056019A
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- GB
- United Kingdom
- Prior art keywords
- clutch disk
- flyweights
- parts
- damper
- output part
- 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.)
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/1202—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the damping action being at least partially controlled by centrifugal masses
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
A disk assembly for a friction clutch includes oscillation dampers 3 and 4 in the drive path between a friction lining carrier 1 and an output hub 4. Flyweights 18 are urged inwards by springs 19 but more progressively outwards against the springs with increasing rotary speed into circumferentially narrower portions of slots 20 to reduce the range of movement of the damper 3. Alternatively the range of movement is altered by varying the clearance between toothed profiles. <IMAGE>
Description
SPECIFICATION
Clutch Disk
The invention relates to clutch disk with at least one damping device provided in the power transmission path between a friction lining carrier and the output part of the clutch disk and allowing a limited relative rotation of these parts.
Such clutch disks have become known through theUS-PS3414 101 and the DE-GM7403 223. In these, a first damping device (preliminary or auxiliary damper) is operative over a first working range with relatively low spring rate and relatively slight frictional damping and a further damping device (main damper) is operative over a further range with a higher spring rate and greater friction damping.
Such clutch disks always have the same sampling characteristics irrespective of the operational requirements of the installation as a whole, engine/gearbox/transmission line, etc., that is to say the damping device always traverses the same working range with respect to the hub when-considered from the neutral condition of the clutch disk-passing through the maximum permissible amplitude of oscillation in one direction of rotation and then through the maximum pennissible amplitude of oscillation in the other direction and back to the neutral position of the friction lining carrier, i.e. the same individual working phases of the damping device always recur, irrespective of the operating conditions, even when individual working phases of the damper are not required or are even imperceptible, in that one cannot, for example, suppress the oscillations or sonic impulses which arise there. Thus, for example, the shock reversal impulses, which occur in a motor vehicle with sudden changes in the direction of drive, pull/push or the reverse cannot be prevented, since working phases of the damping device of the clutch disk, which are provided for other operational requirements of the instaliations as a whole, engine/gearbox/transmission line, must be passed through again and again.Particularly in clutch disks, such as have become known through the specifications initially referred to, in which, when changes of direction, pull/push, occur, the idling damping device which has only a slight damping action, comes into operation, it often happens, under particular travelling conditions, that a build up of oscillations occurs between the driving part -engine-and the part-gearbox/ transmission line etc.-and consequently a load reversal chatter is produced which leads to damage to the clutch disk as well as to the gearbox, transmission line etc. and hence results in a premature breakdown of the motor vehicle.
The present invention is based on the problems of providing a clutch disk which does not have the abovementioned disadvantages and in which the damping device has, as a function of the differing operational conditions, a damping action which suits most conditions and is as far as possible the optimum damping action.
According to the invention this is achieved, in a clutch disk of the kind initially referred to, in that the working range of the relative rotation of at least one of the damping devices that are provided is variable in dependence upon given working conditions. That is to say the range of the relative rotation can, as a function of given operational conditions, e.g. in dependence upon the rotational speed, on the torque, on the torsional impulses or the like, be made to suit the prevailing requirements. Thus, for example, the range of relative rotation can be made to suit the prevailing requirements in dependence upon given operational conditions, e.g. in dependence upon the rotational speed, the torque, the torque impulses or the like.Thus, for example, when operating under light load and with the clutch engaged, the first damping range-considered for the time being from the neutral condition of the clutch disk-can be operative over a relatively large angular range, whereas at a higher rotational speed the further damping device can be put into operation earlier.
In the case of clutch disks in which more than one damping device is provided which are operative at different angles of rotation, it may be advantageous if at least the range of operation of the relative rotation of the damping device, which-considered from the rest condition-is the first to come into operation, is variable.
A clutch disk which is so arranged makes it
possible, particularly under driving conditions of a
motor vehicle in which power is being transmitted
between the engine and the transmission line, for the working range of the damping device which is the first to come into operation, also called the
slow running device, to be reduced so that the damping device of the clutch disk has no socalled flat zero transition of the torque transmitted between the friction lining carrier and the output part of the clutch when puil/push changes occur in the drive condition.As a result a build up of oscillations between the driving part -- engine - and the driven part -- gearbox, transmission line, etc. - is to a large extent avoided, since, during pull/push changes in the drive conditions, a sufficient damping between the lining carrier disk and the output part of the clutch disk is always available for flattening out or absorbing these load reversal impulses.
It can be advantageous if the damping device which is first-considered from the rest condition-can be shunted so that it is switched for example into parallel with the other damping devices.
In many applications it can be advantageous if the range of operation of at least one of the damping devices is reducible. The working range may then be variable in dependence upon rotational speed and/or upon centrifugal force.
Furthermore, it is possible for working range of at least one of the damping devices that are provided to be controlled in dependence upon the torque to be transmitted.
Particularly in clutch disks with a so-called preliminary damper which is required in order to remove the so-called gear-chatter when the engine is idling, in position and with the clutch engaged it is advantageous if, when the idling speed is exceeded, the angular rotation of the preliminary damper is wholly or at least partly eliminated and conversely, after the rotational speed falls below a predetermined minimum value, the extent of rotation of the preliminary damper is restored again.
The locking or restoration of the working range of the relative rotation of one of the damping devices can then take place suddenly or alternativeiy in a continuous manner over a predetermined speed range.
Moreover, the alteration of the angular range of the relative rotation of one of the damping devices can take place by means of locking elements, such as for example by means of a stop between the damping device, the operational range of which is variable, and a further damping device, which stop is operable in dependence upon given operational conditions.
In the case of clutch disks in which, in the transmission path between an input part - such as a lining carrier disk carrying a friction lining and an output part-such as a hub part, an oscillation damper with a relatively small retarding moment is operative over a first range of rotation, considered from the rest position, and an oscillation damper with a greater retarding moment is operative over an adjoining range of rotation, the oscillation dampers having an input part and an output part, it can be advantageous if the relative rotation of the input part with respect to output part of the oscillation damper with relatively small retarding moment is variable.
In most applications it is advantageous if the relative rotation of the input part with respect to the output part of the oscillation damper with the relatively small retarding moment can be stopped, so that the action of the oscillation damper with the relatively small retarding moment is eliminated and only the oscillation damper with the greater retarding moment remains operative.
In order to restrict the operational range of the oscillation damper with the smaller retarding moment it is furthermore advantageous if the relative rotation of the output part of the oscillation damper with the greater retarding moment with respect to the input part of the oscillation damper with the relatively small retarding moment is variable.
In order to vary the operational range of the oscillation damper with the relatively small retarding moment, it can moreover be advantageous if a locking element which is operative in dependence upon giving operating conditions is provided between the output part of the oscillation damper with the greater retarding moment and the output part of the oscillation damper with the relatively small retarding moment.
Such a limitation of the operational range of the oscillation damper with the relatively small retarding moment can also take place, however,
in that a locking element which is operative in dependence upon given operative conditions is provided between the input part and the output part of the oscillation damper with the relatively small retarding moment.
The locking elements can then have locking provisions which are formed by toothed profiles which are axially displaceable with respect to each other and extend obliquely to the axis. These toothed profiles can be provided on the output parts of the damping devices and form, for example, a so-called spur gear tooth system.
The toothed profile can, however, also extend axially of the clutch disk and be of dovetail-like construction.
The displacement of the toothed profiles, relatively to each other and hence the alteration of the operational range of the relative rotation of at least one of the available damping devices is ensured by means controlled in dependence upon given operational conditions. In this connection it can be advantageous if these means are dependent upon rotational speed or centrifugal force.
It may be advantageous if the locking elements which are dependent upon centrifugal force form, at the same time, locking means. Forthis purpose, guide means for the radial displacement of the flyweights may be provided on one of the parts, namely the output or input part of a damping deviceor on a component part connected therewith-which (guide means) however at least partly fix the position of the flyweights in the circumferential direction and the other part, namely the input or output part--or a component part connected therewith-has guide means which, in the radially inner position of the flyweights, provide for a larger relative rotation and, in the radially outer position of the flyweights, however, provide for an at least approximate immobilisation of the same in the circumferential direction.
The variability of the operational range of the relative rotation of at least one of the available damping devices of a clutch disk can, however, result from the fact that guide means are provided on one of the parts of the clutch disk, namely the output part of the oscillation damper with the greater retarding moment or the input part of the oscillation damper with the smaller retarding moment---or a component part connected therewith-which (guide means) allow a radial displacement of the flyweights but at least approximately an immobilisation of the same in the circumferential direction and the other parts, namely the input part of the oscillation damper with the smaller retarding moment or the output part of the oscillation damper with the greater retarding moment-or a component part connected therewith-has guide means which, in the radially inner position of the flyweights, provide for relatively large relative rotation in the circumferential direction and, in the radially outer position of the flyweights however, provide for an at least approximate immobilisation of the same in the circumferential direction.
Furthermore it is possible to alter the operational range of the relative rotation of at least one of the damping devices provided in a clutch disk in that guide means are provided on one of the parts, namely the output part of the oscillation damper with the greater retarding moment or the output part of the oscillation damper with the smaller retarding moment-or a component part connected therewith-, which guide means permit a radial displacement of the flyweights but at least approximately an immobilisation of the same in the circumferential direction and the other of the parts, namely the output part of the oscillation damper with the smaller retarding moment or the output part of the oscillation damper with the greater retarding moment-or a component part connected therewith-has guide means which, in the radially inner position of the flyweights, provide for a relatively large relative rotation, but, in the radially outer position of the flyweights, provide for an at least approximate immobilisation of the parts in the circumferential direction.
Guide means which permit a radial displacement of the flyweights, but provide for an at least approximate immobilisation of the same in the circumferential direction can be formed by openings, depressions or the like provided in the corresponding part, in which the flyweights, which may for example consist of balls, rollers or the like, are guided.
The guide means, which, in the radially inner position of the flyweights, provide for a relatively large relative rotation, but in the radially outer position of the flyweights, provide for an at least approximate immobilisation of the parts, can likewise be formed of openings, depressions or the like which are provided in the corresponding parts.
A further possibility of altering the range of operation of the relative rotation of at least one of the available damping devices consists in that the flyweight-dependent means are provided on one of the parts, the relative rotation of which is to be altered, which (means) are pivotably connected to this part so as to be rotatable about an axis and have an opening which is engaged by further means, e.g. bolts, which are fitted on the other part, in such a manner that, in the radially inner position of the flyweights, a relative rotation of the two parts is ensured, but, in the radially outer position of the flyweights, an at least approximate immobilisation of the two parts is ensured.
A further development of the invention consists in the fact that flyweights act against the output parts of the oscillation dampers-or against a component part connected therewith-, at least one of the component parts has a conical surface of engagement for the flyweights and furthermore the output parts of the oscillation dampers-or a component part connected therewith-have the gear teeth and are axially displaceable with respect to each other.
It is, however, also possible to allow the flyweights to act against the output part and the input part of the oscillation damper with the smaller retarding moment-or against a component part connected with these parts, at least one of the component parts having a conical surface of engagement for the flyweights and furthermore the output parts of the oscillation dampers-or a component part connected with these-having the gear teeth and being axially displaceable with respect to each other.
Furthermore it can be advantageous if the flyweights act against the output part of the oscillation damper with the smaller retarding moment and against the input part of the oscillation damper with the greater retarding moment-or against a component part connected with these parts, at least one of the component parts having a conical surface of engagement for the flyweights and the output parts of the oscillation dampers---or a component part connected therewith-having the gear teeth and being axially displaceable with respect to each other.
In order to ensure a relatively simple construction, it may be advantageous in many cases if the output part of the oscillation damper with the smaller retarding moment forms at the same time the input part of the oscillation damper with the greater retarding moment or again if the output part of the oscillation damper with the greater retarding moment forms at the same time the input part of the oscillation damper with the smaller retarding moment.
Furthermore it is advantageous if resilient means act against the centrifugal-forcedependent means, so as to ensure constantly that a jamming or the like of the flyweights in the radially outer position is prevented.
By suitable choice of the spring characteristics of the resilient means, it is possible to influence or control the period of time taken by the locking or unlocking operations which take place in dependence upon the rotational speed of the clutch.
According to a further development of the invention, the locking elements are operable by electromagnets which are controllable in dependence upon given operational conditions.
Furthermore it is possible for the locking elements to be actuated mechanically by suitable means, such as for example push rods.
The mechanical or electrical actuation of the locking elements can moreover take place in a particularly advantageous manner in dependence upon the ratio setting of the gearbox, in which case it is advisable if the locking elements are not operative in the neutral setting of the gearbox.
The invention is explained in more detail with reference to Figures 1 to 5.
There are shown therein:
Figure 1 a partly represented clutch disk in section,
Figure 1 a a section extending to line I-I in
Figure 1,
Figure 2 a further embodiment of a clutch disk represented in section,
Figure 2a a section according to line 1I--II in Figure 2, Figure 3 another embodiment of a clutch disk represented in section,
Figure 3a a developed section according to line Ill-Ill in Figure 3,
Figure 4 a partly represented embodiment of a clutch disk in section,
Figure 4a a developed section according to line IV-IV of Figure 4,
Figure 5 a possible graph of the characteristics of a clutch disk according to the invention.
The clutch disk according to Fig. 1 has two oscillation-absorbing damping devices 3 and 4 provided in the power transmission path between a friction lining carrier 1 and a main output part 2, the damping device 3 constituting a so-called idling damper and the damping device 4 the main damper and both (of them) being connected in series.
The main damper 4 consists of the main output part 2 comprising a flange 5 and a hub 6 and furthermore of disk parts 7 and 7a, located on the two opposite sides of the flange 5, which are interconnected by distance bolts 8 and form the input part 9 of the main damper 4, as well as coil springs 10 which are arranged in suitable openings in the disk parts 7, 7a as well as in the flange 5 and are operative between these disk parts 7, 7a and the output part 2.
In the present embodiment, the preliminary damper 3 is connected in series with the main damper 4 between the friction lining carrier disk 1 and the main output part 2. The preliminary damper 3 consists in this case of two disk parts 11, 1 a which are inter connected by rivets 8a and form the output part 12 of the preliminary damper which is fixedly connected with the input part 9 of the main damper by riveting 8b. The input part of the preliminary damper is formed by a disk 1 3 riveted to the lining carrier 1, which (disk 13) is arranged between the two disks 11 and 11 a.Between the input part 13 and the output part 12 there are arranged damping springs 1 3a which are provided in openings in the disks 11 and 1 a as well as in the input part 13 and are operative between the input part 13 and the output part 12 of the preliminary damper.
Between the input parts 13, 9 and the output parts 12, 2 of the two damping devices 3 and 4 there is provided a friction damping in the form of friction linings 14, 1 4a and 15, 1 spa, which friction linings are resiliently biased by a plate spring 1 6 or 1 7 in the direction towards the input part 13 of the preliminary damper 3 or of the flange 5 of the output part 2.
Between the input part 13 and the output part 12 of the preliminary damper which (part 12) is rigidly connected to the input part 9 of the main damper there are arranged locking elements, here in the form of rollers 1 8. The locking elements 1 8 are so guided in the openings 19 in the input part 1 3 that they can carry out a radial displacement with respect to this input part 13, but are fixed in the circumferential direction with respect to this part 13.
In both of the disk parts 11 and 11 a there are guide means in the form of profilings 20 in which portions of the rollers 1 8 which protrude from the disk 13 engage.
As is apparent from Figure 1 a, the profilings 20 in the disks 11 and 11 a are so formed that, when the flyweights 1 8 are in their radially inner position, a certain angle of rotation X, Y in the circumferential direction of the input part 13 with respect to the output part is possible, whereas, when the flyweights 1 8 are in their radially outer position, there is at least approximately an immobilisation against rotation between the input part 13 and the output part 12.
Springs 21 act against the flyweights 18 in the direction of the inner position of the flyweights.
The springs 21 are moreover so dimensioned that, at a relatively low speed of rotation, such as for example the idling speed of the engine of a
motor vehicle, the flyweights are held in their
radially inner position, so that the preliminary damper 3 is operative. When this lower limit of
rotational speed is exceeded, the flyweights 1 8 overcome the force of the springs 21 and move
radially outwardly. When they reach their radially
outer position, a selective rotation between the
input part 13 and the output part 12 of the
preliminary damper is prevented, so that this
preliminary damper is locked and then only the
main damper 4 is still operative between the
lining carrier 1 and the main output part 2.
The locking of the preliminary damper 3 can
take place suddenly or alternatively within a
predetermined rotational speed range. The
locking which takes place in dependence upon
the speed of rotation of the clutch disk can be
influenced by a suitable choice of the elastic
characteristics of the springs 21 and/or of the
shaping of the edge contours of the profiiings 20
for the flyweights 1 8.
In Figure 1, for the sake of simplicity, only one
spring 14 is shown for the preliminary damper 3
and one spring 10 for the main damper 4. It is,
however, obvious that, as is known per se, these
dampers can also have a plurality of springs as
well as a plurality of damping stages.
In Figure 2 a further clutch disk is shown which
has two oscillation-absorbing damping devices
24, 25 in the power transmission path between a
friction lining carrier 22 and a main output part
23. The damping device 24 in this case
constitutes a preliminary damper and the other
damping device 25 the main damper.
The input part of the preliminary damper is
again formed by a disk 26 which carries the
friction lining carrier 22. On both sides of the
input part 26 there are provided disks 27, 27a
which are riveted together by distances bolts, not
shown in detail, and constitute the output part 28
of the preliminary damper 24 which at the same time serves as the input part 28 for the main damper 25.
Between the input part 26 and the output part 28 of the preliminary damper coil springs 29 are operative which are arranged in corresponding openings, in the disk parts 27, 27a, as well as in the input part 26.
On both sides of the output part 28 of the preliminary damper 24 or of the input part 28 of the main damper 25 there are provided disks 30, 30a, which are fixed to a hub 23a by rivets 31 and form therewith the output part 23 of the main damper. Between the input part 28 and the output part 23 of the main damper springs 32 are operative, which (springs) are located in corresponding openings in the disks 30, 30a as well as 27, 27a and 26.
The openings for the reception of the springs 29 and 32 in the individual disk parts 30, 30a, 27, 27a, 26 are so dimensioned that when the preliminary damper 24 is unlocked, in a first part of the range of rotation of the lining carrier 22 with respect to the output part 23, predominantly only the preliminary damper comes into operation and in further part of this range of rotation predominantly only the main damper comes into operation.
Flyweights 33 are once again provided for the locking of the preliminary damper 28, these (flyweights) being located fixedly in the circumferential sense in openings 34 in the input part 26 of the preliminary damper, but nevertheless so that they are radially displaceable.
In the two disks 27 and 27a of the output part 28, as is shown more clearly in Figure 2a, there are provided openings 35a which provide guide surfaces 35a for the locking elements 33 which extend through them.
The openings 35 are so formed that, in the radially inner position of the flyweights 33, a predetermined angie of rotation between the input part 26 and the output part 28 is possible, whereas, in the radially outer position of the flyweights, the input part 26 and the output part 28 of the preliminary damper are locked so that they are rotationally fixed with respect to each other.
As in the clutch shown in Figure 1, a spring 36 is also provided in this case in order to ensure that, up to a predetermined speed of rotation, the flyweights are held in their radially inner position and the preliminary damper is therefore fully operative.
The manner in which this clutch disk operates corresponds to a considerable extent with that of the clutch disk shown in Figure 1.
In Figure 3 and 3a there is shown a further embodiment of a clutch disk with a damping device, the operation of which can be varied within the working range of the relative rotation.
The damping device has a main damper 37 and a preliminary damper 38 which can be limited in its working range. The main damper 37 consists of an input part 39 formed by the lining carrier disk 41 and the counter-disk 42 which are held together by spacing rivets 40, and of an output part 43 formed by a hub 44 which has a radially extending flange 45 between the driving disk 41 and the counter-disk 42 and in addition of coil springs 46 which are supported on the one hand against the end edges of the window-like openings 47, 47a in the driving disk 41 and the counter-disk 40 and on the other hand against the end edges of the likewise window-like openings 48 in the hub flange 45.Between the input part 39 and the output part 43 of the main damper 37 there is furthermore provided a friction damping in the form of damping linings 49, 49a, these damping linings 49, 49a being caused to act by the resilient loading of the driving disk 41 and the counter-disk 42 in the direction of the flange 45.
The second damper or preliminary damper 38 consists of the input part 50, which is fixedly riveted to the lining carrier 41, and hence to the input part of the main damper 39, via an extension 40a of the rivet 40 and a spacing sleeve 40b, and furthermore of the output part 51 which at the same time constitutes the main output part of the clutch disk. Springs 52 produce a positive driving connection between the disk parts 53, 54 which form the input part of the damper 38, and the flange 55 which extends radially between the two disk parts 53 and 54 and forms the output part, in that they are supported on the one hand against the end edges of the window-like openings 56, 57 in the disk parts 54, 53 and on the other hand against the end edges of the openings 58 in the hub flange 58 of the main output part 51.
A frictional connection is provided between the input part 50 and the output part 51 via a damping ring 59. The hub or main output part 51 has a radially extending projection 60 which is adjoined by a cylindrical extension 61 on which the hub 44 of the output part 43 of the main damper 37 is axially displaceable. Between the output part 43 of the main damper 37 and the output part 51 of the preliminary damper 38 there is provided a locking means 62 which is formed of toothed profiling 63 on the end of the output part 43 of the main damper 37 and toothed profiling 64 on the end of the output part 51 of the preliminary damper 38, which (toothed profilings 63, 64) are axially displaceable with respect to each other and extend obliquely to this axis A of the clutch disk.
As is apparent in more detail from Figure 3a, some rotational play is possible between the toothed profiling 63 on the output part of the main damper and the toothed profiling 64 on the output part of the preliminary damper, which (play) can be altered or eliminated by displacement in the axial direction of the two output parts 43 and 51 with respect to each other.
Flyweights, in this case in the form of balls 65, are provided for (producing) the axial displacement of the two output parts 43 of the main damper and 51 of the preliminary damper, which (balls 65) are supported on the one hand against the flange 55 on the output part 51 of the preliminary damper 38 and on the other hand against shaped parts 66 of the disk 53 of the
input part 50 of the preliminary damper 38 which
(input part) is fixedly connected with the input
part 39 of the main damper.
The shaped parts 66 of the disk 53 have a
surface of engagement 66a for the radially displaceable flyweights 65, which (surface) is
conical or extends obliquely to the axis A of the
clutch disk. The surfaces of engagement are so formed that, in the inner position of the flyweights, some play is present between the
toothed profilings 63, 64 of the two output parts
43,51.
Between the main damper 37 and the output
part 51 of the preliminary damper 38 there is
provided a spring 67 which is supported on the
one hand against the driving disk 41 and on the
other hand against the damping ring 59 which is
frictional engagement with the flange 55 of the
output part 51 and ensures that on the one hand
the flyweights 65 always return to their radially
inner position and on the other hand the endwise
located toothed profilings 63 and 64 are moved
axially apart from each other.
The spring 67 is so dimensioned that, at a
lower rotational speed limit such as the idling speed of an internal combustion engine, the flyweights 65 are held in their inner position and some play is present between the toothed
profilings 63, 64, so that the two output parts 43,
51 are relatively rotatable. Due to this play it is possible for the irregular oscillations which occur when an engine is idling to be absorbed by the damping device 38, so that such oscillations can in general be absorbed with relatively little resistance and will not be transmitted via the main damper 37 to the gearbox which is connected in series (with the clutch).
However, as soon as the lower rotational speed limit is exceeded, the flyweights 65 overcome the force of the spring 67 and move radially outward, as a result of which the output part 51 of the preliminary damper is thrust axially in the direction of the output part 43 of the main damper and consequently the play between the toothed profilings 63 and 64 is reduced until the idling damping action of the preliminary damper 38 is discontinued. As soon as the rotational play between the toothed profilings 63 and 64 is overcome, the action of the preliminary damper 38 is superimposed on that of the main damper 37 and remains additionally operative over the whole range of rotational speed of the main damper 37.
In the embodiment shown in Figure 4 there are again provided a main damper 68, which is similar in the manner of its operation to that in
Figure 3, and a preliminary damper, parts which are similar in operation being indicated by the same references.
The input part 39 of the main damper 68 consists once again of a lining carrier disk 41 and a counter-disk 42 which are interconnected by spacing bolts 40.
The input part 50 of the preliminary damper 69
is likewise once again rigidly connected with the
input part of the main damper via an extension
40a of the rivet 40 and a spacing sleeve 40b and
consists of the two disk parts 54 which are held
apart from each other by a further spacing sleeve 40c fitted over the extension 40a of the rivet and arranged between them.
The output parts 43, 51 of the two damping devices 68, 69 likewise consist once again of a
hub part 44, 61 and a flange 45, 55 rigidly
mounted thereon which extends radially between
the driving disk 41 and the counter-disk 42 or
between the disk parts 54.
Between the input part 39 and the output part
43 of the main damper, as well as between the
input part 50 and the output part 51 of the
preliminary damper, there are provided damping springs 46 and 52 respectively which are
arranged in corresponding openings 47, 47a, 48 and 56, 56a 58 respectively of the disks 41, 42
and the flange 45, and of the disk parts 54 and the flange 55 and produce a positive driving connection between the input parts 39, 50 and the output parts 43, 51 of damping devices 68,
69.
Between the input parts and output parts of the two damping devices there is furthermore
provided a friction damping in the form of
damping linings 49, 49a and 59, 59a
respectively.
The hub 44 of the main damper is mounted by
means of splines (lit. "a toothing") 70 on a hub 61 of the preliminary damper which (hub 71) also has splines (lit. "a toothing") 71 so that it is axially fixed and radially non-displaceable.
Between the flanks of the splines 70 of the hub
part 44 and the splines 71 of the hub 61 there is
provided a radial play Z, so that the hub parts are
rotatable with respect to each other. This detail is
more clearly apparent from Figure 4a, from which it can be seen that a rotational play Z is possible between the splines 70 and the splines 71 of the two hub parts 44,61.
Axial extensions 72 of a component part 75, which is axially displaceable by means of flyweights 73 and leaf springs 74, engage between individual ones of the axial extending splines 70, 71 of the output parts of the main damper and of the preliminary damper.
The extensions 72 of the component part 75 form dovetail-like elements 72 between the splines 70, 71 of the two output parts 43, 51. The locking elements 72 are supported by means of surfaces 72a against the flanks 70a of the output part 43 so that they are axially displaceable but rotationally fixed with respect to the latter. In order to produce the dovetail-like locking, the elements 72 have contact surfaces 72b which extend obliquely to the flanks 70a of the teeth and cooperate with the supporting flanks 71 a of the splines 71 of the preliminary damping part 51.
As can be seen from Figure 4a, the rotational play Z between the contact surfaces 72b of the locking elements 72 and the supporting flanks 71 a of the teeth 71 of the preliminary damper part 51 is reduced by an axial displacement of the part 75 towards the left in Figure 4, As soon as the rotational play Z between the supporting flanks 71a and the contact surfaces 72b is overcome, both output parts 51 and 43 are fixed for rotation with each other and the effects of the two damping devices 68 and 69 are superimposed.
The flyweights 73 which produce the axial displacement of the component part 75 are supported against a conical contact surface 75a of the component part 75 and against the counter-disk 42 of the input part 39 of the main damper and oppose the action of the leaf springs 74 which urge the component part 75 back to its starting position.
As can be seen from Figure 4 in combination with Figure 4a, a rotational play Z between the two output parts 43 and 51 is made possible in the radially inner position of the flyweights 73 and a locking of the same is present in the outer position of the flyweights.
In the graph represented in Figure 5 of a clutch disk according to the invention, at a lower rotational speed limit, e.g. 1200 R.P.M., the preliminary damper is in operation only over a speed range Al in the withdrawal direction and
B1 in the thrust direction. After overcoming the range of rotation Al or Bl,the main damper comes into operation over a further range of rotation A2 or B2.
When the lower rotational speed limit is exceeded, the preliminary damper is locked and only the main damper is still operative over a range of rotation A2' or B2'.
An increase in the amplitude of the oscillations between the input part-such as for example the engine of a motor vehicle-and the output partsuch as for example the transmission-is prevented by the steep part of the characteristic graph of the clutch disk which follows the locking of the preliminary damper, since the flat zone of the torque which is transmissible by the preliminary damper has been traversed and a degree of damping immediately opposes a change in the driving condition traction/thrust which is sufficiently large to absorb the oscillations which then arise.
The graph according to Figure 5 corresponds to the mode of operation of clutch disks, such as are shown, for example, in Figures 1 and 2, in which the preliminary and main dampers are connected in series and the damping actions of which are not superimposed when the preliminary damper is locked.
Other graphs are, however, also possible in which the damping actions of the main preliminary dampers are superimposed. This would for example be the case with the embodiments shown in Figures 3 and 4.
Furthermore the preliminary damper aswell as the main damper may have a plurality of damping stages.
Claims (28)
1. Clutch disk with at least one damping device provided in the power transmission path between a friction lining carrier and the output part of the clutch disk and permitting a limited relative
rotation of these parts, characterised in that the working range of the relative rotation of at least one of the damping devices that are provided is variable in dependence upon given working conditions.
2. Clutch disk according to claim 1, in which there are provided more than one damping device which are operative at different angles of rotation,
characterised in that at least the range of operation of the relative rotation of the damping device which-considered from the rest condition-is the first to come into operation, is
variable.
3. Clutch disk according to one of claims 1 or 2, characterised in that the range of operation of at least one of the damping devices is reducible.
4. Clutch disk according to claim 3,
characterised in that at least that damping device which-considered from the rest condition-is first can be put out of operation.
5. Clutch disk according to claim 1 to 4,
characterised in that the range of operation is variable in dependence upon rotational speed.
6. Clutch disk according to claims 1 to 5, characterised in that the range of operation is variable in dependence upon centrifugal force.
7. Clutch disk according to one of the preceding claims, characterised in that the range of operation is controllable in dependence upon torque.
8. Clutch disk according to claims 1 to 7, characterised in that the range of operation is variable by means of locking elements.
9. Clutch disk according to one of claims 1-8, characterised by a locking means between the damping device which is variable in working range and a further damping device which is operable in dependence upon given conditions of operation.
10. Clutch disk according to at least one of the preceding claims, in which in the power transmission path between an input part-such as a lining carrier disk carrying the friction linings-and an output part-such as a hub part-an oscillation damper with a relatively small retarding moment is operative over a first range of rotation, considered from the rest condition, and an oscillation damper with a larger retarding moment is operative over an adjoining range of rotation, the oscillation dampers having an input part and an output part, characterised in that the relative rotation of the input part with respect to the output part of the oscillation damper with the relatively small retarding moment is variable.
11. Clutch disk, in particular according to claim 10, characterised in that the relative rotation of the input part with respect to the output part of the oscillation damper with the relatively small retarding moment can be blocked.
12. Clutch disk, in particular according to claim 10 or 11, characterised in that the relative rotation of the output part of the oscillation damper which has the greater retarding moment with respect to the input part of the oscillation damper which has the relatively small retarding moment is variable.
13. Clutch disk, in particular according to claims 1 to 12, characterised in that a locking element which is operative in dependence upon given operating conditions is provided between the output part of the oscillation damper with the greater retarding moment and the output part of the oscillation damper with the relatively small retarding moment.
14. Clutch disk, in particular according to claims 1 to 13, characterised in that a locking element which is operative in dependence upon given operating conditions is provided between the input part and the output part of the oscillation damper with the relatively small
retarding moment.
1 5. Clutch disk according to one of the
preceding claims, characterised in that the locking
provision is formed by toothed profiles which are
axially displaceable with respect to each other
and extend obliquely to the axis (A).
1 6. Clutch disk according to claim 15,
characterised in that the toothed profiles are
provided on the output parts of the damping
devices.
1 7. Clutch disk according to one of claims 1 5 or 16, characterised in that the toothed profiles
are spur gear teeth.
1 8. Clutch disk according to one of claims 1 5-17, characterised in that the toothed profiles
are made of dovetail-like form.
1 9. Clutch disk according to one of claims 10-1 6, characterised in that the locking
elements are controllable by means that are
dependent upon rotational speed or centrifugal
force.
20. Clutch disk according to at least one of the
preceding claims, characterised in that guide
means for the radial displacement of the
flyweights are provided on one of the parts,
namely the output part or input part of a damping
device-or on a component part connected
therewith, which (guide means) at least partly
immobilise the flyweights in the circumferential
direction and the other part, namely the input or
output part-or a component part connected therewith-has guide means which, in the
radially inner position of the flyweights, provide
for a larger relative rotation and, in the radially
outer position of the flyweights, provide for an at
least approximate immobilisation of the same in
the circumferential direction.
21. Clutch disk according to one of the
preceding claims, characterised in that guide means are provided on one of the parts, namely the output part of the oscillation damper with the greater retarding moment or the input part of the oscillation damper with the smaller retarding moment-or a component part connected with these-which (guide means) allow a radial displacement of the flyweights but at least approximately an immobilisation of the same in the circumferential direction and the other of the parts, namely the input part of the oscillation damper with the smaller retarding moment or the output part of the oscillation damper with the greater retarding moment--or a component part connected with these-has guide means which, in the radially inner position of the flyweights provide for relatively large relative rotation and, in the radially outer position of the flyweights, produce an at least approximate immobilisation of the same in the circumferential direction.
22. Clutch disk according to one of the preceding claims, characterised in that guide means are provided on one of the parts, namely the output part of the oscillation damper with the greater retarding moment or the output part of the oscillation damper with the smaller retarding moment--or on a component part connected with these-which (guide means) permit a radial displacement of the flyweights, but at least approximately an immobilisation of the same in the circumferential direction and the other of the parts, namely the output part of the oscillation
damper with the smaller retarding moment or the output part of the oscillation damper with the greater retarding moment a component part connected with these-has guide means which, in the radially inner position of the flyweights, produce a relatively large relative rotation and, in the radially outer position of the flyweights, an at least approximate immobilisation of the same in the circumferential direction.
23. Clutch disk according to at least one of the preceding claims, characterised in thatflyweights engage the output parts of the oscillation damper--or a component part connected therewith-, at least one of the conponent parts has a conical surface of engagement for the flyweights and the output parts of the oscillation dampers--or a component part connected therewith-have the gear teeth and are axially displaceable with respect to each other.
24. Clutch disk according to at least one of the preceding claims, charcterised in that the flyweights engage the output part and input part--or a component part connected with these parts--of the oscillation damper with the smaller retarding moment, at least one of the component parts has conical surface of engagement for the flyweights and the output parts of the oscillation dampers-or a component part connected therewith-have the gear teeth and are axially displaceable with respect to each other.
25. Clutch disk according to at least one of the preceding claims, characterised in that the flyweights act against the output part of the oscillation damper with the smaller retarding moment and against the input part of the oscillation damper with the greater retarding moment-or a component part connected with these parts, at least one of the component parts has a conical surface of engagement for the flyweights and the output parts of the oscillation dampers-or a part connected therewith--have the gear teeth and are axially displaceable with respect to each other.
26. Clutch disk according to at least one of the preceding claims, characterised in that the resilient means act against the centrifugal-forcedependent means.
27. Clutch disk according to at least one of the preceding claims, characterised in that the locking elements are operable by an electromagnet which is controllable in dependence upon given operational conditions.
28. A clutch disk substantially as hereinbefore described with reference to any of the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19792932531 DE2932531A1 (en) | 1979-08-10 | 1979-08-10 | CLUTCH DISC |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2056019A true GB2056019A (en) | 1981-03-11 |
| GB2056019B GB2056019B (en) | 1983-08-24 |
Family
ID=6078192
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8026082A Expired GB2056019B (en) | 1979-08-10 | 1980-08-11 | Clutch disc |
Country Status (2)
| Country | Link |
|---|---|
| DE (1) | DE2932531A1 (en) |
| GB (1) | GB2056019B (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2507720A1 (en) * | 1981-06-16 | 1982-12-17 | Automotive Prod France | FRICTION CLUTCH OUTPUT DISC |
| FR2511456A1 (en) * | 1981-08-13 | 1983-02-18 | Fichtel & Sachs Ag | DEVICE FOR TRANSMITTING THE ROTATION TORQUE, IN PARTICULAR FOR A CLUTCH DISC |
| EP0079727A1 (en) * | 1981-11-14 | 1983-05-25 | Automotive Products Public Limited Company | Friction clutch driven plate |
| FR2536481A1 (en) * | 1982-11-20 | 1984-05-25 | Luk Lamellen & Kupplungsbau | CLUTCH DISC |
| US4537297A (en) * | 1982-01-13 | 1985-08-27 | Automotive Products Plc | Friction clutch driven plate |
| US4589296A (en) * | 1981-12-02 | 1986-05-20 | Honda Giken Kogyo Kabushiki Kaisha | Power transmission mechanism |
| FR2576652A1 (en) * | 1985-01-25 | 1986-08-01 | Valeo | Torsional damping device with roller locking, in particular clutch friction, especially for motor vehicle |
| US4688666A (en) * | 1985-02-08 | 1987-08-25 | Valeo | Clutch friction disc |
| US4781653A (en) * | 1984-12-27 | 1988-11-01 | Nissan Motor Co., Ltd. | Power transmission device for motor vehicle |
| GB2231937A (en) * | 1989-05-22 | 1990-11-28 | Luk Lamellen & Kupplungsbau | Device for clamping vibrations |
| US5201394A (en) * | 1991-02-05 | 1993-04-13 | Aisin Seiki Kabushiki Kaisha | Clutch disk assembly |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3501466C2 (en) * | 1985-01-18 | 1994-10-06 | Fichtel & Sachs Ag | Torsional vibration damper with a speed-dependent friction device that is effective in the torsion angle range of the idling system |
| JPS62177317A (en) * | 1986-01-31 | 1987-08-04 | Aisin Seiki Co Ltd | Clutch disc |
| DE3712876C2 (en) * | 1986-05-09 | 2000-04-06 | Luk Lamellen & Kupplungsbau | Torque transmission device |
| DE8718068U1 (en) | 1986-05-09 | 1993-05-27 | LuK Lamellen und Kupplungsbau GmbH, 7580 Bühl | Torque transmission device |
| DE19817907A1 (en) | 1998-04-22 | 1999-10-28 | Rohs Voigt Patentverwertungsge | Friction disc damper |
| DE102017204558A1 (en) * | 2017-03-20 | 2018-09-20 | Zf Friedrichshafen Ag | torsional vibration damper |
| DE102020126385A1 (en) | 2020-10-08 | 2022-04-14 | Schaeffler Technologies AG & Co. KG | Multi-plate clutch with an additional mass element and torque transmission device |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE660180C (en) * | 1933-10-31 | 1938-05-19 | Messerschmitt Boelkow Blohm | One-way friction clutch |
| DE894653C (en) * | 1936-09-14 | 1953-10-29 | Borg Warner | Friction clutch, especially for motor vehicles |
| DE1063469B (en) * | 1953-01-27 | 1959-08-13 | Ferodo Sa | Motor vehicle clutch |
| FR1113600A (en) * | 1953-11-20 | 1956-03-30 | Fichtel & Sachs Ag | Centrifugal force clutch device, intended in particular for motor vehicles |
| US3296887A (en) * | 1964-10-28 | 1967-01-10 | Gen Motors Corp | Vibration damper |
| DE2902433A1 (en) * | 1979-01-23 | 1980-07-31 | Fichtel & Sachs Ag | IC engine idling torsional vibration damper - has magnetic, centrifugal or vacuum control to by=pass or lock out damper under load |
-
1979
- 1979-08-10 DE DE19792932531 patent/DE2932531A1/en active Granted
-
1980
- 1980-08-11 GB GB8026082A patent/GB2056019B/en not_active Expired
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2507720A1 (en) * | 1981-06-16 | 1982-12-17 | Automotive Prod France | FRICTION CLUTCH OUTPUT DISC |
| FR2511456A1 (en) * | 1981-08-13 | 1983-02-18 | Fichtel & Sachs Ag | DEVICE FOR TRANSMITTING THE ROTATION TORQUE, IN PARTICULAR FOR A CLUTCH DISC |
| US4526260A (en) * | 1981-08-13 | 1985-07-02 | Fichtel & Sachs Ag | Torque transmission device |
| EP0079727A1 (en) * | 1981-11-14 | 1983-05-25 | Automotive Products Public Limited Company | Friction clutch driven plate |
| US4548308A (en) * | 1981-11-14 | 1985-10-22 | Automotive Products Plc | Friction clutch driven plate |
| US4589296A (en) * | 1981-12-02 | 1986-05-20 | Honda Giken Kogyo Kabushiki Kaisha | Power transmission mechanism |
| US4537297A (en) * | 1982-01-13 | 1985-08-27 | Automotive Products Plc | Friction clutch driven plate |
| FR2536481A1 (en) * | 1982-11-20 | 1984-05-25 | Luk Lamellen & Kupplungsbau | CLUTCH DISC |
| US4596324A (en) * | 1982-11-20 | 1986-06-24 | Luk Lamellen Und Kupplungsbau Gmbh | Clutch plate |
| US4781653A (en) * | 1984-12-27 | 1988-11-01 | Nissan Motor Co., Ltd. | Power transmission device for motor vehicle |
| FR2576652A1 (en) * | 1985-01-25 | 1986-08-01 | Valeo | Torsional damping device with roller locking, in particular clutch friction, especially for motor vehicle |
| US4688666A (en) * | 1985-02-08 | 1987-08-25 | Valeo | Clutch friction disc |
| GB2231937A (en) * | 1989-05-22 | 1990-11-28 | Luk Lamellen & Kupplungsbau | Device for clamping vibrations |
| GB2231937B (en) * | 1989-05-22 | 1993-02-24 | Luk Lamellen & Kupplungsbau | Device for damping vibrations |
| US5201394A (en) * | 1991-02-05 | 1993-04-13 | Aisin Seiki Kabushiki Kaisha | Clutch disk assembly |
Also Published As
| Publication number | Publication date |
|---|---|
| DE2932531A1 (en) | 1981-02-26 |
| DE2932531C2 (en) | 1989-04-27 |
| GB2056019B (en) | 1983-08-24 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |