GB2152187A - Torque transmitting arrangement - Google Patents

Torque transmitting arrangement Download PDF

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Publication number
GB2152187A
GB2152187A GB08428833A GB8428833A GB2152187A GB 2152187 A GB2152187 A GB 2152187A GB 08428833 A GB08428833 A GB 08428833A GB 8428833 A GB8428833 A GB 8428833A GB 2152187 A GB2152187 A GB 2152187A
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GB
United Kingdom
Prior art keywords
flywheel
axially
masses
arrangement according
friction clutch
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.)
Granted
Application number
GB08428833A
Other versions
GB2152187B (en
GB8428833D0 (en
Inventor
Oswald Friedmann
Wolfgang Reik
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
LuK Lamellen und Kupplungsbau GmbH
Original Assignee
LuK Lamellen und Kupplungsbau GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE3411239A external-priority patent/DE3411239C2/en
Application filed by LuK Lamellen und Kupplungsbau GmbH filed Critical LuK Lamellen und Kupplungsbau GmbH
Publication of GB8428833D0 publication Critical patent/GB8428833D0/en
Publication of GB2152187A publication Critical patent/GB2152187A/en
Application granted granted Critical
Publication of GB2152187B publication Critical patent/GB2152187B/en
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—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 rotating system comprising two or more gyratory masses
    • F16F15/13142—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 rotating system comprising two or more gyratory masses characterised by the method of assembly, production or treatment
    • F16F15/1315—Multi-part primary or secondary masses, e.g. assembled from pieces of sheet steel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D47/00—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings
    • F16D47/02—Systems of clutches, or clutches and couplings, comprising devices of types grouped under at least two of the preceding guide headings of which at least one is a coupling
    • 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
    • F16F15/131—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 rotating system comprising two or more gyratory masses
    • F16F15/13164—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 rotating system comprising two or more gyratory masses characterised by the supporting arrangement of the damper unit
    • 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
    • F16F15/131—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 rotating system comprising two or more gyratory masses
    • F16F15/133—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 rotating system comprising two or more gyratory masses using springs as elastic members, e.g. metallic springs
    • F16F15/134—Wound springs
    • F16F15/13469—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations
    • F16F15/13476—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations resulting in a staged spring characteristic, e.g. with multiple intermediate plates
    • 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
    • F16F15/131—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 rotating system comprising two or more gyratory masses
    • F16F15/139—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 rotating system comprising two or more gyratory masses characterised by friction-damping means
    • 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
    • F16F15/131—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 rotating system comprising two or more gyratory masses
    • F16F15/139—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 rotating system comprising two or more gyratory masses characterised by friction-damping means
    • F16F15/1397—Overload protection, i.e. means for limiting torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Abstract

An internal combustion engine has a flywheel 2 formed by two flywheel masses 3, 4 having a rolling bearing 15 and damping means 13 therebetween. The flywheel mass 3 is secured to the engine crankshaft 5 while the flywheel mass 4 carries a spring- loaded disengageable friction clutch for selectively connecting the crankshaft and flywheel to a gearbox input shaft 10. To improve the lubrication and operating conditions for the bearing 15 despite the small amplitude oscillations imposed on it, a diaphragm spring 36, conveniently part of the damping means 13, loads the bearing race rings 15a, 15b in one axial direction when the clutch is engaged and this loading direction is reversed when a disengager 35 disengages the clutch. <IMAGE>

Description

SPECIFICATION Torque transmitting arrangement The invention relates to a torque transmitting arrangement including a means for absorbing or compensating for rotary shocks, in particular fluctuations in torque of an internal combustion engine, having at least two coaxially disposed flywheel masses which are limitedly rotatable relative to each other against the action of a damping means of which the one, first flywheel mass can be connected to the internal combustion engine and the other, second flywheel mass can be connected by way of a friction clutch to the input member of a transmission, and wherein the friction clutch is actuable by way of a release system.
In the previously proposed torque transmitting arrangements of that kind, the rolling bearings which are disposed between the flywheel masses are installed in such a way that one of the two bearing races thereof is connected to one flywheel mass and the other is connected to the other flywheel mass.
However, operation of the previously known torque transmitting arrangements is adversely affected by the following disadvantages. One disadvantage is that the bearing races of a rolling bearing of that kind are rotatable relative to each other only in the range of the limited angular displacement which is possible between the flywheel masses, and the relative angular position of the bearing races is directly dependent on the relative angular position of the two flywheel masses with respect to each other.That is a consideration of particular disadvantage in particular in travel operation under load where rotary oscillations of very high frequency and low amplitude, which may be in the range of one degree and less, occur between the bearing races, as the rolling members which are disposed between the bearing races, for example balls, are subject to a change in the direction of rotation which is proportional to the frequency of the rotary oscillations, and are also subjected to a rolling movement which is only very slight.
whereby it is not possible to ensure satisfactory lubrication of the rolling bearings.
Another disadvantage which has a particularly adverse effect is that the high loadings between the rolling members and the rolling tracks of the bearing races virtually always occur at the same locations or in the same very small regions of the periphery of the rolling tracks whereby the material is overloaded at those locations or in the abovementioned small regions. Such overloading can result in the rolling members working or pressing into the rolling tracks, which results in the bearing rapidly being destroyed. Overloading of the material can also result in particles being released from the surface of the rolling members and/or the rolling tracks, thereby forming pitting depressions which also result in the rolling bearings being destroyed.
The problem of the present invention is to provide a torque transmitting arrangement which is improved in function and which has an increased service life, in comparison with the previously disclosed arrangements of the above-indicated kind.
In accordance with the invention, in the torque transmitting arrangement of the aboveindicated kind, that is achieved in that the two flywheel masses are mounted rotatably relative to each other by way of a rolling bearing and that the two flywheel masses are limitedly axially displaceable relative to each other, in dependence on actuation of the friction clutch, against the force of an axially resilient means operative between the two flywheel masses.In that connection, it may be particularly advantageous for axial displaceability of the two flywheel masses relative to each other to occur against the force of a force storage means which applies a force to the flywheel mass which can be connected to the input member of a transmission, the applied force being in the opposite direction to the release force of the friction clutch provided on the flywheel mass which can be connected to the input member of the transmission. It may be particularly advantateous for the force applied by the axially resilient means to be less than the force required for actuating the friction clutch.
An important advantage of the invention provides that the rolling bearing between the first and second flywheel masses can be axially biassed by the axially resilient means when the friction clutch is in the engaged condition. That means that, in relation to the rolling members, the inner and outer bearing races are subjected to an axial force in opposite directions, whereby the inner and outer bearing races bear axially in opposite directions against the rolling members and on the other hand upon actuation of the friction clutch, the bearing races can be axially limitedly displaced relative to each other against the biassing force of the resilient means, at least in accordance with the bearing play, whereby the rolling members change their points of contact with the rolling tracks or bearing races.Such a change in regard to the points of contact of the rolling members with the bearing races or raceways can have a positive effect insofar as that provides for the rolling members to be transported in the peripheral direction with respect to the rolling tracks of the bearing races or raceways. That substantially reduces wear of the bearings and increases the service life of the torque transmitting arrangement.
For the purposes of further transportation of the rolling members between the bearing races or raceways, it may be particularly ad vantageous for the raceways of the rolling bearing, such as the bearing races, to be fixedly connected to the respective flywheel masses and for the axially resilient means to be braced between components of the two flywheel masses in such a way that in the engaged condition of the friction clutch the two raceways are biassed relative to each other in the axial direction and in the disengaged condition of the friction clutch the two raceways are biassed relative to each other in the other axial direction.
For some situations of use, it may be advantageous for the flywheel masses to be axially limitedly movable towards each other, in dependence on release of the friction clutch, and axially limitedly movable away from each other upon clutch engagement. For other situations of use however it may also be advantageous for the torque transmitting arrangement to be so designed that the flywheel masses are axially limitedly movable away from each other in dependence on release of the clutch and axially limitedly movable towards each other upon clutch engagement.
In particular in an arrangement wherein the flywheel masses are axially limitedly movable towards each other in dependence on clutch release, it may be desirable for the friction clutch which is fixed on the second flywheel mass which can be connected to the input member to be a so-called press-type clutch. In an arrangement wherein the flywheel masses are axially limitedly movable away from each other in dependence on release of the friction clutch, it may be desirable for the friction clutch which is fixed on the second flywheel mass to be a so-called pull-type clutch, in which respect it may then further be advantageous for the two flywheel masses to be biassed towards each other by way of the axially resilient means.In an arrangement wherein a press-type clutch is fixed on the second flywheel mass however, it may be appropriate for the two flywheel masses to be urged away from each other by the axially resilient means. In a particularly advantageous construction, the axially resilient means may be formed by a diaphragm spring. Advantageously, axial displacement of the two flywheel masses relative to each other is restricted by abutments. It may also be particularly desirable for one of the bearing races of the rolling bearing to be axially fixed to the second flywheel mass and for the other of the bearing races to be fixedly carried on an axial projection provided on the first flywheel mass.
In that connection, it may be particularly advantageous for the two flywheel masses to be limitedly axially displaceable relative to each other by way of the rolling bearing, wherein the rolling bearing may advantageously be formed by a single-row bearing.
The invention will be described in greater detail by way of example with reference to Figs. 1 to 5 in which Figure 1 shows a sectional view of a torque transmitting arrangement according to the invention, Figure 2 shows another embodiment of a torque transmitting arrangement according to the invention, and Figures 3 to 5 show a further embodiment.
The torque transmitting arrangement 1 shown in Fig. 1, for absorbing or compensating for rotary shocks or pulses. comprises a flywheel 2 which is divided into two flywheel masses 3 and 4. The flywheel mass 1 is fixed on a crankshaft 5 of an internal combustion engine (not shown) by way of screws 6. A friction clutch 7 which is of the kind referred to as a press-type clutch is secured to the flywheel mass 4 by way of screws (not shown). Provided between the pressure plate 8 of the friction clutch 7 and the flywheel mass 4 is a clutch disc 9 which is carried on the input shaft 10 of a transmission (not shown). The pressure plate 8 of the friction clutch 7 is urged towards the flywheel mass 4 by a diaphragm spring 1 2 which is pivotally mounted on the clutch cover 11.By actuation of the friction clutch 7, the flywheel mass 4 and thus also the flywheel 2 can be coupled to and uncoupled from the input shaft 10 of the transmission, by way of the clutch disc 9.
Disposed between the two flywheel masses 3 and 4 is a damping means 1 3 which acts in opposition to relative rotary movement as between the two flywheel masses.
The two flywheel masses 3 and 4 are mounted rotatably relative to each other by way of a bearing arrangement 1 4. The bearing arrangement 1 4 comprises a rolling bearing 1 5, the outer race 1 spa of which is nonrotatably carried in a receiving bore 1 6 in the flywheel mass 4 while the inner bearing race 1 sub is non-rotatably carried on the shoulder 1 7 of a projection 18, which faces away from the crankshaft 5, of the flywheel mass 3.The rolling bearing 1 5 is held on the projection 1 8 on the flywheel mass 3 by means of a shaped sheet metal member 1 9. The member 1 9 is connected to the flywheel mass 3 by way of a rivet connection 20 and engages axially behind the inner bearing race 1 sub, with a radially extending outer edge portion 1 9a.
The damping means 1 3 has force storbge means in the form of coil springs 21 of which only one is shown in the drawing, and friction means in the form of a friction ring 22 for damping the springs 21.
The input member of the damping means 1 3 is formed by two discs 23 and 24 which are non-rotatably connected together at an axial spacing by way of spacer pins 25. At its periphery, the disc 24 has radially extending arms 24b which bear against the face 26 of an annular axial projection 27 on the flywheel mass 3 and are secured thereto by means of a rivet connection 28. Disposed between the two discs 23 and 24 is a flange-like component 29 which forms the output member of the damping means 1 3. At its outer periphery, the output member 29 has radially extending arm portions 30 which are axially displaced relative to the radial regions 31 of the output member 29, which extend between the two discs 23 and 24.The radial arm portions 30 bear against the face 32 of the flywheel mass 4 and are there secured to the flywheel mass 4 by way of a rivet connection 33. The radial arm portions 30 and the radial arms 24b are angularly displaced relative to each other, as considered in the peripheral direction of the flywheel 2.
Provided in the discs 23 and 24 and in the output member 29 are openings 23a, 24a and 29a in which the coil springs 21 of the damping means 1 3 are accommodated. In that connection, the openings 23a, 24a and 29a as well as the coil springs 21 disposed therein are so arranged and dimensioned, as considered in the peripheral direction of the damping means 13, as to provide a multistage damping characteristic. The output member 29 also has arcuately curved openings 29b through which the spacer pins 25 project. The relative rotary movement as between the two flywheel masses 3 and 4 is limited by the spacer pins 25 abutting against the end regions of the arcuately curved openings 29b.
A friction ring 22 which serves for friction damping may be gripped between the discs 24 and the radial portions 31 of the output member 29 when the friction clutch 7 is not released.
In order to ensure the necessary axial displaceability of the flywheel mass 4 relative to the flywheel mass 3, the inner bearing race 15b is axially displaceably but non-rotatably carried on the projection portion 1 8 or the sheet metal member 19. For the purposes of securing the bearing race 15b against rotational movement, the member 1 9 has a radially projecting projection 1 9b which engages into a longitudinal groove 1 sic in the bearing race 15b. In order to ensure that a friction ring 22 which is partially worn is gripped between the output member 29 and the disc 24, an axial re-adjustment clearance is provided between the bearing race 15b and the radially extending outer edge portions I 9a.
Disposed between the flywheel masses 3 and 4 is an axially resilient means which is shown in broken lines in Fig. 1 and which may be a diaphragm spring 36 which is arranged opposite to the friction ring 22 on the other side of the flange-like component 29. The diaphragm spring 36 is braced between the component 29 and the disc 23.
The diaphragm spring 36 also acts as an axial biassing means for the two flywheel masses 3 and 4.
Starting from the position illustrated in Fig.
1, the mode of operation of the torque transmitting means 1 is as follows: When the friction clutch 7 is in the engaged condition, the maximum friction moment aenerated by the friction ring 22 takes effect upon relative rotation between the two flywheel masses 3 and 4. As soon as the clutch release member 35 acts on the radially inward tips 1 2a of the tongue portions of the diaphragm spring, in order to release the friction clutch 7, the biassing force of the diaphragm spring 36 is gradually compensated, with increasing clutch release force, so that the friction moment generated by the friction ring 22 decreases with increasing clutch release force. As soon as the applied clutch release force overcomes the biassing force of the diaphragm spring 36, the spring 36 is pivoted and the flywheel mass 4 is displaced towards the flywheel mass 3.That displacement causes the friction ring 22 which is secured to the output member 29 to lift away from the disc 24 so that the friction ring 22 no longer generates any friction damping effect.
With the flywheel mass 4, the bearing 15 which is biassed by the diaphragm spring 36 before clutch release is also axially displaced and urged in the other direction. The bearing 15 must carry the force required for release of the friction clutch 7.
For the purposes of engagement of the friction clutch 7, the axial force acting on the clutch release member 35 is gradually reduced, whereby firstly the diaphragm spring 1 2 which is pivotally mounted to the cover 11 pivots, by virtue of its spring action, and thereby displaces the pressure plate 8 towards the flywheel mass 4 so that the clutch disc 9 is gradually clamped between the flywheel mass 4 and the pressure plate 8. As soon as ahe force acting on the tips 1 2a of the tongue portions of the diaphragm spring becomes less than the force produced by the stressed diaphragm spring 36, the bearing 15 and thus also the flywheel mass 4 and the components secured thereon are moved away from the flywheel mass 3 by the said distance.By virtue of that movement, the friction ring 22 comes back into a position of bearing against the disc 24 and, as a result of the residual biassing force of the diaphragm spring 36, again generates a friction moment between ti,e flywheei masses 3 and 4.
The bearing 1 5 is then again biassed in the same manner as before clutch release.
The torque transmitting arrangement illustrated in Fig. 2 differs from that shown in Fig.
1, essentially in that a friction clutch 107 which is of the kind referred to as a pull-type clutch is fixed on the flywheel mass 4, the friction ring 1 22 is arranged on the other side of the output member 29. The diaphragm spring 1 36 is braced, as shown in Fig. 2.
The stressing of the diaphragm spring 1 36 causes the bearing 1 5 and thus also the flywheel mass 4 and the components secured thereto to be urged towards the flywheel mass 3. Consequently, the friction ring 122 which is fixed on the output member 29 is gripped between the output member 29 and the disc 23. There is an axial clearance between the radially extending portions of the shoulder 1 7 and the inner bearing race 15b in order to permit re-adjustment, that is to say, axial displacement of the flywheel mass 4 towards the flywheel mass 3, in the event of wear on the friction ring 1 22.
The diaphragm spring 1 36 is once again fitted in such a manner that, when its biassing force is overcome, it can be pivoted or compressed by a predetermined amount so that the friction ring 1 22 can lift away from the disc 23 when the friction clutch is released.
Starting from the position shown in Fig. 2, the mode of operation of the torque transmitting arrangement is as follows: When the friction clutch 107 is in the engaged condition, the maximum frictional moment which is produced by the friction ring takes effect upon relative rotary movement as between the two flywheel masses 3 and 4. As soon as the inner tips 11 2a of the tongue portions of the diaphragm spring are urged in a direction away from the flywheel mass 3, the biassing of the diaphragm spring 1 36 is gradually compensated, with increasing clutch release force, so that the frictional moment generated by the ring 1 22 and the biassing of the bearing 15 by the diaphragm spring 1 36 decrease.As soon as the release force applied to the tips 11 2a of the tongue portions exceeds the biassing force of the diaphragm spring 136, the diaphragm spring 1 36 is pivoted or compressed and the flywheel mass 4 is moved away from the flywheel mass 3 by the above-indicated amount. The effect of such displacement is that the ring 11 2 which is secured to the output member 29 lifts away from the friction disc 23 and thus no further friction damping action is produced. With the flywheel mass 3, the bearing 1 5 is also again axially displaced and braced in the other direction.
Upon engagement of the friction clutch 107, as soon as the force applied to the tips 11 2a of the torque portions becomes less than the force of the diaphragm spring 136, the flywheel mass 4 and thus also the output member 29 with the friction ring 1 22 secured thereon are displaced in the direction of the flywheel mass 3 whereby the friction ring 1 22 again comes to bear against the disc 23 and can produce a friction moment. The bearing 1 5 is then again biassed in the same manner as before clutch release.
Figs. 3 to 5 show a further development of the invention. The arrangement 1' illustrated has a flywheel 2' which is divided into two flywheel masses 3' and 4'. The flywheel mass 3' is fixed on a crankshaft 5' of an internal combustion engine (not shown) by way of fixing screws 6'. A friction clutch 7' is fixed on the flywheel mass 4' by way of means which are not shown. Provided between the pressure plate 8' of the friction clutch 7' and the flywheel mass 4' is a clutch disc 9' which is carried on the input shaft 10' of a transmission (not shown).The pressure plate 8' of the friction clutch 7' is urged in the direction of the flywheel mass 4' by a diaphragm spring 12' pivotally mounted on the clutch cover 11' By actuation of the friction clutch, the flywheel mass 4' and thus also the flywheel 2' can be coupled to and from the transmission shaft 1 0', by way of the clutch disc 9' The two flywheel masses 3' and 4' are mounted by means of a bearing assembly 13' so as to be rotatable relatively to each other The bearing assembly 13' comprises a ball bearing 14' as well as a needle roller bearing 15' which is located In axially spaced relationship thereto and acts radially. The flywheel or gyratory mass 4' has a cylindrical journal pin 1 6' on which the inner race ring 1 4'a of the ball bearing 14' is mounted so as to be fixed for rotation therewith.The journal pin 16' extends into a bore 17' which is formed centrally in the crankshaft 5'. The needle roller bearing 15' is located in the axial region of overlap between the bore 17' and the journal pin 1 6'.
The gyratory mass 3', which is assembled from several different component parts, has a flange-like member 18' the radially outer part of which carries a massive annular body 19' on which the starter ring 20' is mounted. The flange-like member 18' is centred via its radially inner part on an intermediate member 21' which has a radial region 22' extending between the flange-like member 18' and the end surface of the crankshaft 5'. The radial region 22' as well as the flange-like member 18' are clamped by the screws 6' in the direction against the end surface ofthe crankshaft 5'. The intermediate member 21' has a projection 23' which extends in the direction away from the crankshaft 5' and has a central bore 24' in which the outer race ring 14b' of the ball bearing 14' is received so as to be fixed for rotation with the intermediate member 21'. The intermediate member 21' furthermore has a tubuiar projection 25' which extends axially into the bore 17' in the crankshaft 5' and the outer surface of which serves for centring the gyratory mass 3' with respect to the crankshaft 5'. The radially acting needle bearing 15' is arranged between the inner surface of the tubular projection 25' and the end part of the journal pin 16'. The gyratory mass 4' has openings 4a' through which the screws 6' can be inserted so that the gyratory masses 3' and 4' together with the bearing assembly 13' can be mounted as a unit on the crankshaft 5'.
The two gyratory masses 3' and 4 are rotatable to a limited extent relatively to each other against the action of the damping device 26'. The damping device 26' consists cf force accumulators in the form of coil springs 27' which act circumferentially and friction devices 28', 29'. The flange-like member 18' serves as the input part for the damping device 26'. On both sides of the flange-like member 18' there are arranged disks 30!, 31' which are interconnected in axially spaced apart relationship by spacing bolts 32' so that they are fixed for rotation with each other.
The spacing bolts 32' also serve for fixing these two disks 30', 31' to the gyratory mass 4'. In the disks 30', 31' and in the flange-like member 18' openings 30'a, 31 'a and 18'a are formed in which the force-accumulators 27' are received. Also formed in the flangelike member 18' are arcuate openings 33' through which the spacing bolts 32' extend, the relative rotation between the two gyratory masses 3' and 4' being limited by impact of the bolts 32' against the ends 33'a, 33'b of these arcuate openings 33'.
The friction device 28', which is operative over the whole of the angle of relative rotation between the flange-like member 18' and the two disks 30', 31', has a plate-spring-like member 28'a as well as a friction ring 28'c located between a thrust washer 28'b and the flange-like member 18'. The prestressed plate-spring-like member 28'a is supported on the one hand against the disk 31' and on the other hand urges the thrust washer 28b' in the direction towards the flange-like member 18, so that the friction ring 28c' is clamped between the thrust washer 28b' and the said flange-like member 18'.
The friction device 29' is constituted by a load-friction device with a load-friction disk 34'. The load-friction disk 34' has on its outer circumference axially projecting arms 35' which extend through openings 36' in the flange-like member 18'. The openings 36' are so formed that relative rotation can take place between the load-friction disk 34' and the flange-like member 18' both over a portion 37' of the possible rotational angle in the thrust (overrun) direction and also over a portion 38' of the possible rotational angle in the traction direction. The load-friction disk 34' provided between the flange-like member 18' and the disk 30' has a corrugation 41' which is formed in the radially outer region thereof, projects in the direction towards the disk 30' and is in frictional engagement with the latter.The load-friction disk 34' also has radially inwardly located regions in which an opening 42' is provided for the reception of the force-accumulator 27' shown in Figs. 3 and 4. This opening 42' has-considered in the circumferential direction-the same extent 43' as the openings 30a', 31 a' in the two disks 30', 31'.The extent 44' of the opening 1 8-a formed in the flange-like member 1 8' is however, greater than the extent 43'. The arrangement of the openings 30a', 31 at, 42' relatively to the opening i 8a' and the difterence between the extents 13' and 44 are so chosen that a relative rota ton between the flange-like member -i 8' and the two disks 3Q', 31' is possible over a partial range 37', 88' before the force accumuiator 27' between the flange-like member 1.8' and the two disks 30', 31" is compressed.
A p,ate-spring-like component 45', which is provided between the flange-like member 1 8' and the disk 31', bears by means of its radially outer ragions against the arms 35' of the load-friction disk 34' and is supported by means of its radially inner regions against the disk 31'. The !oad-friction disk 34' is thus urged in the direction towards the disk 30'.
The openings 30a', 31 a' in the two lateral disks 30', 31' and the opening 18a' in the flange-like member 18' as well as the coil springs 27' provided therein are so arranged around the circumference of the damping device 26' and are so dimensioned that a multistage damping characteristic is obtained as is explained below in connection with the torsion characteristic shown in Fig. 5.
In the torsion characteristic shown in Fig. 5, the angle of relative rotation between the two gyratory masses 3' and 4' is indicated on the abscissa axis and the moment transmitted between the two gyratory masses is indicated on the ordinate axis. In Figs. 4 and 5, the arrow 46' indicates the traction direction, i.e.
the direction of rotation in which the gyratory mass 3' driven by the crankshaft 5' of an internal combustion engine drives the input shaft 10' of the gearbox, and hence also the motor vehicle, via the clutch disk 9' The thrust (overrun) direction is indicated by the arrow 47' Moreover, the solid line in Fig. 5 represents the damping effect produced by the springs and the hatched areas 48', 48a' the frictional damping of the load-friction device 29' which is superimposed on the characteristic of the springs.
Starting from the rest position shown in Fig.
4, when relative rotation takes place between the two gyratory masses 3' and 4' in the traction direction, the damping device 26' first of all produces the first spring stage over the partial range 38' by the operation of springs 27' of relatively small stiffness which are not shown in Fig. 4. At the end of the partial range 38', the second spring stage, which is obtained by springs 27' of greater stiffness, to which the spring 27' shown in Fig. 4 belongs, also comes into operation in addition to the first spring stage. This occurs as a result of end edges 49' of the openings 1 8a' in the flange-like member 18' engaging with the springs 27' of greater stiffness, which are arranged in the openings 30a', 31 a' in the disks 30', 31', after a rotation through the angle 38' in the traction direction.In a similar manner, the end edges 50' of the openings 18a' come into operation against the springs 27' of the second spring stage on a rotation through the angle 37' in the thrust (overrun) direction.
The maximum angle of relative rotation is determined by the bolts 32' and the openings 33' in the flange-like member 18'. On a rotation of the gyratory mass 3' through the angle 40' in the traction direction 46' or in the thrust (overrun) direction 47', the bolts 32' come into engagement with the ends 33a', 33b' of the openings 33'.
On a rotation of the gyratory mass 3' in the traction or thrust (overrun) direction from the rest position shown in Fig. 4, first of ali friction is produced by the friction device 28'.
This friction device 28' is operative aione until the axially projecting arms 35' of the loadfriction disk 34' come into contact with the abutment edges 51' of the openings 36' in the flange-like member 18' for the traction direction or with those 52' for the thrust (overrun) direction, so that the load-friction disk 34' as well as the plate-spring-like member 45' are fixedly located with respect to the flange-like member 18' or the gyratory mass 3'. This fixed location has the effect that, on continued rotation between the two gyratory masses 3' and 4', the load-friction disk 34' and the plate-spring-like member 45' are rotated with respect to the two disks 30', 31' between which they are clamped until the bolts 32' come into engagement with the ends 33a' or 33b' of the openings 33' in the flange-like member 18'.During this rotational phase, a relatively high frictional moment is produced. In the torsion graph, the damping effect of the load-friction device 29' is represented by the surface area 48' for the traction range and by the surface area 48a' for the thrust (overrun) range.
As can be ascertained from the torsion characteristic shown in Fig. 5, the prestress of the force accumulators 27' which cooperate with the load-friction device 29' is so chosen that the restoring moment produced by these force accumulators 27' is sufficient to ensure a return of the load-friction device to the rest position shown in Fig. 4. The prestress of the force accumulators 27' which cooperate with the load-friction device 29' may instead, however, be chosen so as to be smaller with the result that no complete return of the loadfriction device is obtained and a so-called delay of the coming into operation of the loadfriction device occurs. Furthermore, the openings 42' in the load-friction disk 35' could be larger than the openings 30a' 31 a' in the disks 30', 31', so that a delay in the coming into operation of the load-friction device likewise takes place.
In the torsion graph shown in Fig. 3, the frictional damping or frictional hysteresis produced by the friction device 28 is not apparent, since, in the embodiment described, it is substantially less than that of the load-friction device 29.
In the embodiments described hereinbefore with reference to Figs. 1 to 5, the rolling bearings may be of such a configuration that their bearing races or rolling tracks are fixedly connected to or incorporated into the respective flywheel masses That means that the rolling tracks are formed by recesses which are provided in suitable peripheral portions of the flywheel masses The mode of operation of the invention provides more particularly that the rolling bearing 14' between the first and second flywheel masses 3' and 4' can be axially braced on the one hand by the diaphragm spring 28a' when the friction clutch 7' is engaged. That means that, in relation to the rolling members. the inner and outer bearing races 14a' and 14b' are subjected to an axial force in opposite directions.Therefore. the inner and outer bearing races 14a' and 14b' bear against the rolling members axially in opposite directions. On the other hand. upon actuation of the friction clutch 7', the bearing races 14a' and 14b' can be axially limitedly displaced relative to each other, at least in accordance with the bearing play. against the force of the resilient means 28a'. whereby the rolling members change their points of contact with the rolling tracks or bearing races 14a' and 14b'. Such a change in respect of the points of contact of the rolling members against the bearing races 14a' and 14b' or the raceways can have a positive effect insofar as that causes the rolling members to be carried on in the peripheral direction with respect to the rolling tracks of the bearing races 14a' and 14b' or raceways. That substantially reduces wear of the bearing and increases the service life of the torque transmitting arrangement.

Claims (14)

1. A torque transmitting arrangement including a means for absorbing or compensating for rotary shocks, in particular fluctuations in torque of an internal combustion engine.
having at least two coaxially disposed flywheel masses which are limitedly rotatable relative to each other against the action of a damping means, of which the one, first flywheel mass can be connected to the internal combustion engine and the other, second flywheel mass can be connected by way of a friction clutch to the input member of a transmission, and wherein the friction clutch is actuable by way of a release system, characterised in that the two flywheel masses are mounted rotatably relative to each other by way of a rolling bearing and that the two flywheel masses (3, 4;, 3', 4') are limitedly axially displaceable relative to each other, in dependence on actu ation of the friction clutch (7; 107; 7'), against the force of an axially resilient means (36; 136; 28a') operative between the two flywheel masses.
2. An arrangement according to claim 1 characterised in that the axially resilient means (36; 28a') acts on the second flywheel mass against the release force of the friction clutch (7, 7').
3. Apparatus according to claim 1 or claim 2 characterised in that the force applied by the axially resilient means is less than the force required for actuation of the friction clutch.
4. An arrangement according to one of claims 1 to 3 characterised in that the ra ceways of the rolling bearing (15;14') such as the bearing races are fixedly connected to the respective flywheel masses (3, 4, 3', 4') and the axially resilient means (36, 1 36, 28a') is biassed between components of the two flywheel masses in such a way that in the engaged condition of the friction clutch (7, 107, 7') the two raceways are biassed relative to each other in one axial direction and in the released condition of the friction clutch the two raceways are biassed relative to each other in the other axial direction.
5. An arrangement according to claim 1 characterised in that the flywheel masses are axially limitedly movable towards each other in dependence on release of the friction clutch (7, 7') and are axially limitedly movable away from each other again upon clutch engagement.
6. An arrangement according to claim 1 characterised in that the flywheel masses (3, 4) are axially limitedly movable away from each other in dependence on release of the friction clutch (107) and are axially limitedly movable towards each other again upon clutch engagement.
7. An arrangement according to one of claims 1 or 5 characterised in that a so-called press-type clutch (7, 7') is fixed on the second flywheel mass (4, 4').
8. An arrangement according to one of claims 1 to 6 characterised in that a so-called pull-type clutch (107) is fixed on the second flywheel mass (4).
9. An arrangement according to one of claims 1, 6 or 8 characterised in that the two flywheel masses (3, 4) are biassed towards each other by way of the axially resilient means (136).
10. An arrangement according to one of claims 1, 5 or 7 characterised in that the two flywheel masses (3, 4, 3', 4') are urged away from each other by the axially resilient means (36, 28a').
11. An arrangement according to one of claims 1 to 10 characterised in that the axial movement of the two flywheel masses (3, 4) relative to each other is restricted by abutments (17, 19a).
1 2. An arrangement according to one of claims 1 to 11 characterised in that one of the bearing races (15a, 14a') is axially fixed to the second flywheel mass (4, 4') and the other of the bearing races (15b, 14b') is carried on an axial projection (18, 16') on the first flywheel mass (3, 3').
1 3. An arrangement according to one of claims 1 to 1 2 characterised in that the axially resilient means (36, 136, 28a') is formed by a diaphragm spring.
14. An arrangement according to one of claims 1 to 1 3 characterised in that the two flywheel masses (3, 4, 3', 4') are limitedly axially displaceable relative to each other by way of a rolling during (15, 14').
1 5. An arrangement according to one of claims 1 to 1 4 characterised in that the rolling bearing (15, 14') is a single-row rolling bearing.
1 6. A torque transmitting arrangement including a means for absorbing or compensating for rotary shocks, comprising two coaxially flywheel masses which are limitedly rotatable relative to each other, a rolling bearing interposed between the two masses, a friction clutch (7; 107; 7') carried by the second flywheel mass (4, 4') and disengageable by an axial force in one axial direction and axially resilient means (36; 136; 28a') acting between the flywheel masses (3, 4; 3', 4') in the direction opposite to the said one direction.
1 7. A torque transmitting arrangement for absorbing or compensating rotary shocks, in particular fluctuating in torque of an internal combustion engine, by means of two coaxially disposed flywheel masses which are rotatable relative to each other against the action of a damping means, characterised in that the damping means produces a variable damping action over the rotary movement between the flywheel masses.
GB08428833A 1983-11-15 1984-11-15 Torque transmitting arrangement Expired GB2152187B (en)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE3341442 1983-11-15
DE3341443 1983-11-15
DE3343668 1983-12-02
DE3410365 1984-03-05
DE3413323 1984-03-05
DE3411239A DE3411239C2 (en) 1983-11-15 1984-03-05 Device for compensating torsional shocks

Publications (3)

Publication Number Publication Date
GB8428833D0 GB8428833D0 (en) 1984-12-27
GB2152187A true GB2152187A (en) 1985-07-31
GB2152187B GB2152187B (en) 1987-08-12

Family

ID=27544357

Family Applications (1)

Application Number Title Priority Date Filing Date
GB08428833A Expired GB2152187B (en) 1983-11-15 1984-11-15 Torque transmitting arrangement

Country Status (1)

Country Link
GB (1) GB2152187B (en)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2150653A (en) * 1983-12-02 1985-07-03 Luk Lamellen & Kupplungsbau Friction clutch with two-part flywheel
GB2169380A (en) * 1984-12-27 1986-07-09 Nissan Motor Power transmission device for motor vehicles
GB2174785A (en) * 1985-04-15 1986-11-12 Luk Lamellen & Kupplungsbau Torque-transmission device
FR2593574A1 (en) * 1985-09-07 1987-07-31 Luk Lamellen & Kupplungsbau Mechanism for compensating for rotational jolts, especially in internal combustion engines
FR2593870A1 (en) * 1986-02-06 1987-08-07 Aisin Seiki DEVICE FOR ABSORPTING VARIATIONS IN A TORQUE
EP0286213A1 (en) * 1987-04-09 1988-10-12 Automotive Products Public Limited Company Torsional vibration damper
GB2254906B (en) * 1991-01-30 1995-08-16 Automotive Products Plc A twin mass flywheel
GB2321294A (en) * 1996-10-09 1998-07-22 Mannesmann Sachs Ag Friction clutch for motor vehicles
GB2342704A (en) * 1995-12-05 2000-04-19 Luk Lamellen & Kupplungsbau A clutch with twin mass flywheel fixed to an engine by screws for dismantling purposes

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1144062A (en) * 1965-07-02 1969-03-05 Borg Warner Mounting assemblies

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1144062A (en) * 1965-07-02 1969-03-05 Borg Warner Mounting assemblies

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2150653A (en) * 1983-12-02 1985-07-03 Luk Lamellen & Kupplungsbau Friction clutch with two-part flywheel
US4781653A (en) * 1984-12-27 1988-11-01 Nissan Motor Co., Ltd. Power transmission device for motor vehicle
GB2169380A (en) * 1984-12-27 1986-07-09 Nissan Motor Power transmission device for motor vehicles
GB2169380B (en) * 1984-12-27 1989-10-11 Nissan Motor Power transmission device for motor vehicle
GB2174785A (en) * 1985-04-15 1986-11-12 Luk Lamellen & Kupplungsbau Torque-transmission device
GB2174785B (en) * 1985-04-15 1989-06-21 Luk Lamellen & Kupplungsbau Torque-transmission device
FR2593574A1 (en) * 1985-09-07 1987-07-31 Luk Lamellen & Kupplungsbau Mechanism for compensating for rotational jolts, especially in internal combustion engines
FR2593870A1 (en) * 1986-02-06 1987-08-07 Aisin Seiki DEVICE FOR ABSORPTING VARIATIONS IN A TORQUE
WO1988008092A1 (en) * 1987-04-09 1988-10-20 Automotive Products Plc Torsional vibration damper
EP0286213A1 (en) * 1987-04-09 1988-10-12 Automotive Products Public Limited Company Torsional vibration damper
GB2224811A (en) * 1987-04-09 1990-05-16 Automotive Products Plc Torsional vibration damper
GB2224811B (en) * 1987-04-09 1991-03-20 Automotive Products Plc Torsional vibration damper
US5004088A (en) * 1987-04-09 1991-04-02 Automotive Products Plc Torsional vibration damper
GB2254906B (en) * 1991-01-30 1995-08-16 Automotive Products Plc A twin mass flywheel
GB2342704A (en) * 1995-12-05 2000-04-19 Luk Lamellen & Kupplungsbau A clutch with twin mass flywheel fixed to an engine by screws for dismantling purposes
GB2342704B (en) * 1995-12-05 2000-07-12 Luk Lamellen & Kupplungsbau Method for mounting and demounting of a flywheel/clutch assembly
GB2321294A (en) * 1996-10-09 1998-07-22 Mannesmann Sachs Ag Friction clutch for motor vehicles
GB2321294B (en) * 1996-10-09 2000-06-07 Mannesmann Sachs Ag Friction clutch for motor vehicles

Also Published As

Publication number Publication date
GB2152187B (en) 1987-08-12
GB8428833D0 (en) 1984-12-27

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Effective date: 20031115