GB2153929A - Friction clutch with auxiliary flywheel - Google Patents
Friction clutch with auxiliary flywheel Download PDFInfo
- Publication number
- GB2153929A GB2153929A GB08501627A GB8501627A GB2153929A GB 2153929 A GB2153929 A GB 2153929A GB 08501627 A GB08501627 A GB 08501627A GB 8501627 A GB8501627 A GB 8501627A GB 2153929 A GB2153929 A GB 2153929A
- Authority
- GB
- United Kingdom
- Prior art keywords
- clutch
- unit
- gear
- flywheel mass
- input shaft
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
-
- 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
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/08—Serially-arranged clutches interconnecting two shafts only when all the clutches are engaged
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
A drive system such as for motor vehicles comprises an internal combustion engine E, a gear box 28 and a starting and gear change clutch 1 between the internal combustion engine and the gear box. In view of avoiding "gear rattle" a flywheel 20 is provided for being coupled with the input shaft 26 of the gear box in normal operation and for being decoupled from the gear input shaft in response to disengagement of the starting and gear change clutch. A clutch release bearing assembly 29 may cause both release of the clutch 1 and decoupling of the flywheel 20 by moving a friction ring 23 out of contact therewith. Alternatively, there may be two release bearing assemblies actuated simultaneously by a common cam to disengage the clutch 1 and flywheel 20 respectively. In other forms, the flywheel 20 is disposed within the clutch 1 and is coupled by frictional connection to the driven disc 6 of the clutch 1. <IMAGE>
Description
SPECIFICATION
A drive wheel system such as for motor vehicles
BACKGROUND OF THE INVENTION
In reciprocating-piston internal combustion engines, irregularities are caused through the crankshaft by inertia forces and gas forces, and lead to torsional vibrations in the gear.
These again lead to what is called "gear rattle".
To reduce the irregularities the crankshafts are provided with a more or less large flywheel, which flywheel generally functions as a drive wheel of the starting and gear change clutch. In addition in most cases torsional vibration dampers must normally be inserted between crankshaft and gear input shaft, and are normally integrated into the clutch disc.
Even these torsional vibration dampers do not lead in all cases to the desired result.
Thus by way of example from German 'Offenlegungsschrift' 2,826,274 it is known to install a further torsional vibration damper between crankshaft end and flywheel in addition to the torsional vibraion damper provided in the clutch disc.
A furthr measure based on knowledge of vibration would be the variation of the spring rigidity in the torsional vibration damper. The resultant great spring travel distances cannot however in most cases be accommodated in the torsional vibration damper.
A further possibility would be an increase of the mass inertia moment of the vibratable mass while retaining the spring rigidity of the torsion springs. Such a measure is however contrary to the requirement for easy gear change facility, for which purpose the mass inertia moment of the gear should be kept as low as possible in order to keep the wear of the synchronising equipment within limits.
OBJECT OF THE INVENTION
It is an object of the present invention to improve the vibration behaviour of a motor vehicle drive unit without detriment to the gear change facility.
A further object of the invention is to main tain the use of the conventional torsional vibration dampers.
SUMMARY OF THE INVENTION
A drive system such as for motor vehicles comprises an internal combustion engine. This internal combustion engine has an engine output shaft rotatable about an axis and a drive wheel unit rotatable with said engine output shaft about said axis. The drive wheel unit has also the function of a flywheel unit.
Further provided is a gear unit having a gear input shaft in substantial axial alignment with the engine output shaft. A starting and gear change clutch unit operationally interconnects said engine output shaft and said gear input shaft. The starting and gear change clutch unit comprises a clutch housing to be fastened to the drive wheel unit for common rotation therewith about said axis. A presser plate is located axially between the clutch housing and the drive wheel unit and is mounted for common rotation with the clutch housing and for limited axial movement with respect to the clutch housing. A clutch disc unit is rotatable about the axis and has an output part mounted on the gear input shaft for common rotation therewith and an input part selectively engageable with and disengageable from the drive wheel unit and the presser plate.A main spring unit acts onto the presser plate such as to provide engagement of the input part of the clutch disc unit with both the-drive wheel unit and the presser plate. A clutch release system surrounds the gear input shaft and is movable along said axis for disengagement of the input part of the clutch disc unit from the drive wheel unit and the presser plate. The clutch release system comprises a substantially nonrotating ring member subject to an external actuating force and a rotatable ring member engageable with an axially movable part of the starting and gear change clutch unit. A flywheel mass is rotatable about the axis.Coupling means are provided which selectively couple the flywheel mass with the input shaft such that the flywheel mass is coupled for common rotation with the gear input shaft when the starting and gear change clutch unit is in engaged condition and that the flywheel mass is separated from the gear input shaft when the starting and gear change clutch unit is in disengaged condition.
By the coupling of the flywheel mass with the gear input shaft the mass inertia moment of the gear input shaft is increased. By increasing the mass inertia moment of the gear input shaft the vibration behaviour is improved directly at the site of production of the rattling noises, which constitutes the measure most effective for this purpose and simplest as regards expense. At the same time it is ensured that when the clutch is in the disengaged condition, that it to say when gearchange operations are to be executed, this additional flywheel mass is decoupled from the gear input shaft. In this case the other elements of the torque transmission from the crankshaft to the gear can remain in principle in the form as hitherto.
The various features of novelty which characterize the invention are pointed out with particularity in the claims annexed to and forming a part of this disclosure. For a better understanding of the invention, its operating advantages and specific objects attained by its use, reference should be had to the accompanying drawings and descriptive matter in which there are illustrated and described preferred embodiinents of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will now be explained in greater detail by reference to various examples of embodiment, wherein
FIGURE 1 shows the longitudinal section through a diagrammatically represented friction clutch having a separately arranged flywheel mass between the clutch release system and the gear;
FIGURE 2 shows the additional flywheel mass as a complete additional clutch unit, namely a pressed-type clutch;
FIGURE 3 shows a variant of Figure 2 with said additional clutch unit being a pulled-type clutch unit;
FIGURE 4 shows an embodiment in which the flywheel mass is integrated into the drive wheel unit of the starting and gear change clutch;
FIGURES 5, 6 and 7 show the upper half of a longitudinal section of a frictional starting and gear change clutch in which the flywheel mass is integrated into the drive wheel unit.
DESCRIPTION OF THE PREFERRED EMBODI
MENTS
Figure 1 shows the longitudinal section through a diagrammatically represented frictional starting and gear change clutch 1 of usual construction in general. The crankshaft 2 of the internal combustion engine E is firmly connected with the drive wheel or flywheel 3.
The drive wheel 3 is provided with a clutch housing 5, and a presser plate 4 and a diaphragm spring 1 6 are arranged between the clutch housing 5 and the drive wheel 3.
The diaphragm spring 1 6 bears with its mean diameter on the clutch housing 5, is guided by distance bolts 25 in both circumferential and axial directions and bears by its external circumference on the presser plate 4. The friction linings 11 of a clutch disc 6 are clamped in between the presser plate 4 and the flywheel 3. The friction linings 11 define an input part of the clutch disc 6. The clutch disc 6 comprises a torsional vibration damper 7 with torsion springs 1 3 and a hub 8 which is fitted in rotation but axially displaceably on the profile toothing 41 of the gear input shaft 26. The gear input shaft 26 is mounted on the engine side through a pilot bearing 24 in the crankshaft 2 or in the drive wheel 3 and extends-pointing away from the clutch 1-into the gear 28.The friction clutch 1 can be disengaged and engaged by means of a clutch release system or releaser 29. A release fork (not shown) or the like engages with the inner ring or nonrotating ring member 36 of the releaser 29 and through the outer ring or rotatable ring member 37 moves the radially inner region of the diaphragm spring or main spring 16. By a movement in the direction towards the clutch 1 the diaphragm spring 1 6 tilts about its abutment in the region of the distance bolts 25 and thus lifts away the presser plate 4, whereby the clutch disc 6 is separated from the crankshaft. The engagement operation proceeds in the opposite direction. Such a friction clutch is called a "pressed-type clutch".The releaser 29 is provided on the side opposite to the friction clutch 1 with a further rotating outer ring 38 which ensures the frictional clamping of the flywheel mass 20, which is mounted through a roller bearing 18 on the gear input shaft 26 between the gear 28 and the releaser 29. The profile toothing 41 of the gear input shaft 26, starting from the hub 8 of the clutch disc 6, is prolonged in the direction towards the gear 28 so far that a coupling hub 35 between the releaser 28 and the flywheel mass 20 can still engage in this external toothing 41. Thus the coupling hub 35 is mounted fast in rotation but axially displaceably on the gear input shaft 26 and carries a coupling spring 34 fast in rotation, which is provided with a coupling friction ring 23 on its external circumference.
This friction ring 23 acts directly upon the flywheel mass 20 which is mounted through the bearing 1 9 axially fixedly but freely rotatably on the gear input shaft 26.
The function is as follows:-when the friction clutch 1 is in the engaged condition-as illustrated -the torque is transmitted from the crankshaft or engine output shaft 2 by way of the drive wheel 3, the presser plate 4 and the clutch disc 6 to the gear input shaft 26. The diaphragm spring 1 6 of the friction clutch 1 presses with a part of its prestress force through the releaser 29 with its two independent outer rings 37 and 38 upon the hub 35; through the spring 34 the friction ring 23 comes into frictional engagement with the flywheel mass 20 so that the latter rotates with the gear input shaft 26 in order to increase the mass inertia moment thereof.If the releaser 29 is moved in the direction towards the friction clutch 1, the clutch is disengaged, that is the clutch disc 6 becomes free from the frictional engagement between the presser plate 4 and the drive wheel 3, and the torque flux to the gear is thus interrupted.
At the same time the frictional engagement between the friction ring 23 and the flywheel mass 20 is disengaged by movement of the outer ring 38 of the releaser 29 away from the hub 35. Thus the flywheel mass 20 is decoupled from the gear, input shaft 26 and can rotate freely due to the bearing 1 9.
Figure 2 shows a variant of Figure 1. In
Figure 2 analogous parts of the starting and gear change clutch 1 are designated by the same reference numbers as in Figure 1 increased by 1 00. Between the starting and gear change clutch 101 and the gear (not shown) an additional clutch 101a is provided.
It consists of a flywheel 1 03a which is
mounted rotatably but axially fixedly by
means of a roller bearing 11 Oa on the gear
input shaft 126. The flywheel 1 03a is pro
vided with a clutch housing 1 05a which
serves for the supporting of a diaphragm
spring 116a. The diaphragm spring 11 6a prestresses a presser plate 1 04a in the direction towards the flywheel 103a, whereby the
friction linings 111 a of a clutch disc 1 32a can
be clamped in firmly. The clutch disc 1 32a is
mounted fast in rotation but axially displaceably by means of a hub 1 35a on a profile toothing 141a of the gear input shaft 126.
The two profile toothings 141 and 141a are
preferably of like formation both for the start
ing and gear change clutch 101 and the additional clutch 1 01 a. This also applies to the releaser 1 29a for actuating the additional clutch 101a. The release system further contains a two-armed, symmetrical cam or spreader member 1 31 which actuates both
releasers 1 29 and 1 29a and moves them away from one another at the same time.
Thus the starting and gear change clutch 101 is disengaged and also the add itional clutch
101a is decoupled from the additional clutch disc 1 32a and thus from the gear input shaft 1 26. On engagement of the starting and gear change clutch 101 the additional flywheel mass in the form of the additional clutch
101a is automatically also firmly connected with the gear input shaft 1 26 again. It is entirely possible here to integrate a torsional vibration damper into the clutch disc 132a, so that the flywheel mass 101a is assembled in principle like a damper.
Figure 3 shows a variant of Figure 2, only the essential parts being represented. Analogous parts are designated by the same reference numbers as in Figure 2 increased by 1 00. Here a starting and gear change clutch is designated by 201. It is formed as a pressed-type clutch. In the present case the flywheel mass is formed as what is called a "pulled-type clutch", that is it disengages when the diaphragm spring 21 6a is moved with its radially inner circumference away from the clutch disc 232a. Due to this measure the clutch actuation is simplified, since with one axial movement both systems can be engaged or disengaged at the same time. The clutch release systems 229 and 229a of the clutches 201 and 201a comprise a common non-rotating ring member 240. This non-rotating ring member is engaged by a disengagement fork (not shown).The common nonrotating ring member 240 acts onto the rotatable ring member 237 of the starting and gear change clutch 201 through two roller bearings R1 and R2 and onto the rotatable ring member 237 of the additional clutch 201a through the roller bearing Fl1, only. Thus it is possible with one axial movement to uncouple the starting and gear change clutch 201 by a movement of the non-rotatable ring member 240 to the left and at the same time to decouple the additional clutch 201a from the gear input shaft 226. The engagement action proceeds in the converse direction. Thus the two embodiments according to Figures 2 and 3 comprise its own friction force generation for the additional clutch 101a and 201a, respectively.
Figure 4 shows a further possible solution for an additional flywheel mass which can ide separated from the gear input shaft simultaneously with the actuation of the starting and gear change clutch. Analogous parts are designated with the same reference numbers as in Figure 1 increased by 300. The starting and gear change clutch 301 has substantially the same form of construction as that of
Figures 2 and 3. The crankshaft or engine output shaft 302 is connected fast in rotation with a multi-part drive wheel 303 which consists of a basic drive wheel 303a, a spacer ring 303b and a drive wheel flange 303c which is provided with the clutch housing 305. The diaphragm spring 316 is supported in known manner in the interior of the clutch housing 305.The clutch disc 306 can be clamped by its friction linings 311 between the presser plate 304 and the flywheel flange 303c. The clutch disc 306 has a torsional vibration damper 307 which renders possible a twisting under torque loading between the friction linings 311 and the hub or input part 308, by means of the torsion springs 31 3.
The hub 308 is arranged fast in rotation but axially dispaceably on the profile toothing 341 of the gear input shaft 326. On the side facing the crankshaft or engine output shaft 302 the hub 308 carries a spring 334 which is firmly connected at its external circumference with a friction ring 323. This friction ring 323 cooperates with the additional flywheel mass 320 which is mounted by means of the roller bearing 31 9 on the gear input shaft 326, between the pilot bearing 324 for the gear input shaft 326 and the clutch disc 306. A releaser 329 of ordinary construction type is provided concentrically with the gear input shaft 326.
The function of the starting and gear change clutch according to Figure 4 is as follows:-when the starting and gear change clutch 301 is in the engaged condition as illustrated the torque is transmitted in the usual way from the crankshaft or engine output shaft 302 by way of the drive wheel 303, the clutch housing 305 and the presser plate 304 to the friction linings 311 of the clutch disc 306. Thence the torque is forwarded by way of the vibration damper 307 to the hub 308 and the gear input shaft 326. In the engaged condition as illustrated one part of the pressure application force of the diaphragm spring 31 6 effects a frictional contact between the friction ring 323 and the flywheel mass 320, the clutch disc 306 serv ing as a transmission element.Thus in the engaged condition of the starting and gear change clutch 301 the additional flywheel mass 320 is connected fast in rotation with the gear input shaft 326, namely through the friction ring 323, the spring 334 and the hub 308 of the clutch disc 6. By actuation of the release 329 in the direction towards the diaphragm spring 316 the latter is tilted about the distance bolts 325 so that the presser plate 304 lifts away from the friction linings 311. Thus it is rendered possible for the clutch disc 306 and the hub 308 to carry out a disengaging movement directed to the right, which is also supported by the prestress force of the spring 334. The frictional contact between the friction ring 323 and the flywheel mass 320 is thus also eliminated. The flywheel mass 320 can rotate completely freely in relation to the gear input shaft 326 on the roller bearing 319.
In the variants of embodiment according to
Figures 5 to 7 as described below a modification of Figure 4 is represented. Like components are provided therein with like reference numbers increased by 400, 500 and 600, respectively. Firstly Figure 5 will be discussed in greater detail, then only the differences of
Figues 6 and 7 from this Figure 5 will merely be explained.
Figure 5 shows the logitudinal section through the upper half of a friction clutch 401. It consists of a two-part drive wheel 403, a clutch housing 405, a diaphragm spring 416, a presser plate 404 which-as in
Figure 4 described above is connected axially displaceably but fast in rotation with the clutch housing 405, a clutch disc 406 with a torsional vibration damper 407 and two friction linings 11 to both sides of a lining carrier disc 410, while at least the friction linings 411 facing in the direction towards the fylwheel 403 is supported by a lining spring 412. The drive wheel unit 403 consists of a basic drive wheel 403a and a drive wheel flange 403c. The opposite friction lining 411 can likewise comprise a similar lining spring.
The lining carrier disc 410 is arranged rotatably in relation to the hub 408. The lining carrier disc 410 is stiffened by a stiffening disc 409. On both sides of the lining carrier disc 410 and of the stiffening disc 409 there are provided cover plates 414 and 415 which are connected fast in rotation with the hub 408 for example by rivets 418. The torsion springs 41 3 bear in the usual way on these cover plates 414 and 415, on the one hand, and on the lining carrier disc 410, on the other hand. The two-part drive unit 403 is provided with an internal cavity which is substantially filled out by an additional flywheel mass 420. The flywheel mass 420 is mounted freely rotatably but axially non-displaceably by means of a roller bearing 419 on a collar 442 which is secured to the drive wheel unit 403.The drive unit 403 comprises a friction face carrier 446 provided with a friction ring 422 in the region radially within the friction linings 411 of the clutch disc 406. This friction ring 422 comprises a friction face 443 which lies opposite to the cover plate 41 5 of the clutch disc 406. In this radial region of the friction ring 422 a low friction ring 41 7 having a very low coefficient of friction is arranged between the cover plate 41 5 and the lining carrier disc 410. It can also be replaced by rolling bodies.
The function of the device is as follows:-the illustration shows the beginning of the frictional engagement between the presser plate 404 and the drive wheel unit 403 for the one part and the friction linings 411 of the clutch disc 406 for the other. By further relieving of load of the diaphragm spring 1 6 by the releaser system (not shown) the clampin force of the presser plate 404 increases, whereby the lining springs 41 2 are increasingly compressed. Thus the distance between the cover plate 41 5 and the friction face 443 of the friction ring 422 becomes less, until the two parts are in frictional engagement.
This frictional engagement causes the drive of the flywheel mass 420 by the cover plate 41 5 which is connected fast in rotation with the hub 408 and thus also fast in rotation with the gear input shaft 426. When the starting and gear change clutch 401 is in the completely engaged condition thus a part of the pressure application force of the diaphragm spring 41 6 is used for the frictional engagement for the drive of the flywheel mass 420.
In this case the spring travel of the lining springs 412 is not used up completely. By arrangement of the low friction ring 41 7 between the lining carrier disc 410 and the cover plate 41 5 the clutch disc is stiffened in itself, the function of the torsional vibration damper 407 not being iniluenced, due to the very low friction value of this low friction ring 417. A shifting device or brake means is indicated by 427 between the friction face carrier 446 and the flywheel mass 420, and is displaceable in the direction of the engaging movement to maintain the necessary clearance between the friction ring 422 and the cover plate 41 5 in the case of wear of the friction linings 411. Shifting or braking devices of this kind are known for example in two-disc friction clutches. Therefore it is not necessary to discuss the principle of operation at this point any further.
In Figure 6 there is represented a substantially similar starting and gear change clutch 501 in which however the flywheel mass 520 is couplable with the cover plate 51 5 of the clutch disc 506 not directly but with interposition of an elastic connecting member 545.
Thus the flywheel mass 520 is coupled in the form of a damper to the gear input shaft. The flywheel mass can thus be made smaller than in the embodiment according to Figure 5.
Therefore the disc 544 for constituting the connection of the friction ring 522 with the elastic connection member 545 is formed as a thin disc and thus provided with a small inertia moment. It is however also possible, for a deliberate attunement, to adapt the mass of this disc 544 to the other conditions, as represented in chain lines. The other components in this Figure 6 correspond both in their reference numbers and in their function to those of Figure 5.
Figure 7 shows a further variant of a starting and gear change clutch 601 with an additional flywheel mass 620. In this form of embodiment in place of the shifting or braking device 527 a carrier 647 is provided with a friction ring 622 which is connected fast in rotation with the flywheel mass 620 but is provided with spring support in the axial direction. This spring support consists by way of example of two springs 650 in the form of cup springs which are located between the carrier 647 and the flywheel mass 620. The rotation-fast connection is produced by several journals 649 distributed on the circumference.
The spring force of the springs 650 for improving the friction engagement between the cover plate 61 5 and the friction ring 622 and for compensating for wear of the friction linings 611 should advantageously be designed so that it has a flatter curve than that of the lining springs 612. Thus it is ensured that in the engaged condition of the starting and gear change clutch 601 even in the case of wear the spring travel of the lining springs 612 is never used up completely. The remainder of the function of this embodiment appears from the description of Figures 5 and 6.
While specific embodiments of the invention have been shown and described in detail to illustrate the application of the inventive principles, it will be understood that the invention may be embodied otherwise without departing from such principles.
It is to be noted that the reference numbers in the claims are only provided in view of facilitating the understanding of the claims.
These reference numbers are by no means to be understood as restrictive.
It should be noted for example that the frictional coupling between the flywheel mass and the gear input shaft, as illustrated in the drawings, can be replaced by selectively lockable and unlockable locking means.
Claims (23)
1. A drive system such as for motor vehicles comprising
(1) an internal combustion engine (E) having an engine output shaft (2) rotatable about an axis and a drive wheel unit (3) rotatable with said engine output shaft (2) about said axis;
(2) a gear unit (28) having a gear input shaft (26) in substantial axial alignment with said engine output shaft (2);
(3) a starting and gear change clutch unit (1) operationally interconnecting said engine output shaft (2) and said gear input shaft (26), said starting and gear change clutch unit (1) comprising
(3.1) a clutch housing (5) to be fastened to said drive wheel unit (3) for common rotation therewith about said axis;;
(3.2) a presser plate (4) located axialiy between said clutch housing (5) and said drive wheel unit (3) and being mounted for common rotation with said clutch housing (5) and for limited axial movement with respect to said clutch housing (5);
(3.3) a clutch disc unit (6) rotatable about said axis and having an output part (8) mounted on said gear input shaft (26) for common rotation therewith and an input part selectively engageable with and disengageable from said drive wheel unit (3) and said presser plate (4);
(3.4) a main spring unit (16) acting onto said presser plate (4) such as to provide engagement of said input part (11) of said clutch disc unit (6) with both said drive wheel unit (3) and said presser plate (4);;
(4) a clutch release system (29) surrounding said gear input shaft (26) and movable along said axis for disengagement of said input part (11) of said clutch disc unit (6) from said drive wheel unit (3) and said presser plate (4), said clutch release system (29) comprising
(4.1) a substantially non-rotating ring member (36) subject to an external actuating force and
(4.2) a rotatable ring member (37) engageable with an axially movable part (16) of said starting and gear change clutch unit (1);
(5) a flywheel mass (20) rotatable about said axis;;
(6) coupling means (35, 34, 23) selectively coupling said flywheel mass (20) with said gear input shaft (26), said flywheel mass (20) being coupled for common rotation with said gear input shaft (26) when said starting and gear change clutch unit (1) is in engaged condition and being separated from said gear input shaft (26) when said starting and gear change clutch unit (1) is in disengaged condition.(all Figures)
2. A drive system as set forth in claim 1, said input part (11) of said clutch disc unit (6) being located axially between said presser plate (4) and said drive wheel unit (3) and being frictionally engageable with both. (all Figures)
3. A drive system as set forth in claim 1 or 2, torsional vibration damping means (7) being provided between said input part (11) and said output part (8) of said clutch disc unit (6). (all Figures)
4.A drive system as set forth in one of claims 1 to 3, said coupling means (35, 34, 23) selectively coupling said flywheel mass (20) with said gear input shaft (26) being frictional coupling means. (all Figures)
5. A drive system as set forth in one of claims 1 to 4, actuation of said coupling means (35, 34, 23) being synchronized with actuation of said clutch release system (29) such as to synchronize coupling of said flywheel mass (20) with said gear input shaft (26), on the one hand, and engagement of said input part (11) of said clutch disc unit (6) with said drive wheel unit (3) and said presser plate (4), on the other hand, and as to synchronize decoupling of said flywheel mass (20) from said gear input shaft (26), on the one hand, and disengagement of said input part (11) of said clutch disc unit (6) from said drive wheel unit (3) and said presser plate (4), on the other hand. (all Figures)
6. A drive system as set forth in one of claims 1 to 5, wherein said coupling means (35, 34, 23) are responsive to axial movement of said clutch release system (29). (all Figures)
7. A drive system as set forth in one of claims 1 to 6, wherein said flywheel mass (20) is located axially between said clutch release system (29) and said gear unit. (Figu res 1, 2, 3)
8.A drive system as set forth in one of claims 1 to 7, said flywheel mass (20) being rotatably mounted on said gear input shaft (26) and axially fixed with respect thereto, said coupling means (35. 34, 23) comprising a coupling hub (35) mounted for common rotation with said gear input shaft (26) and for axial displacement with respect thereto, said coupling hub (35) being axially movable in response to axial movement of said clutch release system (29), coupling friction means (23) engageable with said flywheel mass (20) being supported by said coupling hub (35) preferably by coupling spring means (34). (all Figures)
9.A drive system as set forth in one of claims 1 to 8, said flywheel mass comprising a flywheel (103a), a clutch housing (105a), a presser plate (104a) and main spring means (116a) of an additional clutch unit (101a) of the motor vehicle type mounted for free rotation on said gear input shaft (126), said coupling means comprising an additional clutch disc unit (106a) of said additional clutch unit (101a), said additional clutch disc unit (106a) being mounted for common rotation with said gear input shaft (126).(Figures 2 and 3)
10.A drive system as set forth in claim 9, both said starting and gear change clutch unit (101) and said additional clutch unit (101a) being pressed-type clutch units having respective clutch release systems (129, 129a) axially adjacent each other, a common spreader member (131) being located axially between said clutch release systems (1 29, 129a). (Figure 2)
11.A drive system as set forth in claim 9, said staring and gear change clutch unit (201) being a pressed-type clutch unit and said additional clutch unit (201a) being a pulled-type clutch unit, said clutch units (201, 201a) having their respective clutch release systems (229, 229a) axially adjacent each other, a common substantially non-rotating ring member (240) being associated to both said clutch units (201, 201 a), axial movement of said common ring member (240) effecting both disengagement of said starting and gear change clutch unit (201) and decoupling of said additional clutch unit (201a) from said gear input shaft (226). (Figure 3)
12.A drive system as set forth in claim 11, said nonrotating ring member (240) acting onto respective parts of said starting and gear change clutch unit (201) and said additional clutch unit (201a) through at least two bearings (R, and R2). (Figure 3)
13. A drive system as set forth in one of claims 1 to 12, wherein said main spring (16) of said starting and gear change clutch unit (1) supplies a spring force effecting coupling of said coupling means (35, 34, 23). (Figures 1, 4, 5, 6 and 7)
14. A drive system as set forth in one of claims 1 to 8 and 13, wherein said flywheel mass (320) is located within a cavity defined within said drive wheel unit (303) of said starting and gear change clutch unit (301). (Figures 4 to 7)
15.A drive system as set forth in claim 14, wherein said fly wheel mass (320) is located between a basic drive wheel (303a) nearer to said internal combustion engine and a drive wheel flange (303c) axially spaced from said basic drive wheel (303a) and nearer to said gear unit, said drive wheel flange (303c) providing an engagement face for said input part (311) of said clutch disc unit (306) on the side remote from said flywheel mass (320). (Figures 4 to 7)
16.A drive system as set forth in claim 1 4 or 15, wherein said flywheel mass (320) is rotatably
mounted on said gear input shaft (326) and
axially fixed with respect thereto. (Figure 4)
1 7. A drive system as set forth in claim 16, wherein said output part (308) of said clutch disc unit (306) of said starting and gear
change clutch unit (301) is provided with a frictional coupling element (323) engageable with said flywheel mass (320), said frictional
coupling element (323) being elastically sup
ported by said output part (308) in axial
direction. (Figure 4)
18. A drive system as set
forth in one of claims 14, 1 5 and 17, wherein
said flywheel mass (420) is rotatably mounted
on a collar (442) of said drive wheel unit
(403) (Figure 5)
19. A drive system as set
forth in claim 1 4 or 18, said output part
(408) of said clutch disc unit (406) being a
hub part mounted for common rotation on
and for axial movement with respect to said
gear input shaft,
said input part of said clutch disc unit
comprising a lining carrier disc (410) rotatable
with respect to said hub part (408),
said lining carrier disc (408) being provided
in a radial outer zone thereof with friction
linings (411) for engagement with said drive
wheel unit (403) and said presser plate (404), respectively, at least one friction lining (411) adjacent said drive wheel unit (403) being axially spring-supported on said lining carrier disc (410),
said hub member (408) being provided with cover plates (414, 41 5) on both sides of said lining carrier disc (410) in a radially inner zone thereof,
said cover plates (414, 415) and said lining carrier disc (410) being provided with axially aligned windows for accommodating tangentially arranged torsional springs (413) of torsional vibration damping means,
said coupling means comprising a friction face on the cover plate (415) adjacent said flywheel mass (420) and a friction face (443) provided on said flywheel mass (420) for common rotation therewith, said friction faces being engaged when said starting and gear change clutch unit (401) is in engaged condition. (Figures 5, 6 and 7)
20.A drive system as set forth in claim 19, wherein in said radial inner zone there is provided a low friction ring (417) axially between said lining carrier disc (410) and said cover plate (415) adjacent said flywheel mass (420). (Figures 5, 6 and 7)
21.
A drive system as set forth in one of claims 1 to 20, wherein said flywheel mass comprises two parts (544, 520) rotatable with respect to each other about said axis and being interconnected by an elastic connecting member (545). (Figure 6)
22. A drive system as set forth in claim 19, wherein said friction face (543; 643) of said flywheel mass (544, 520; 620) is provided on a friction face carrier (546; 647) which is axially shiftable with respect to said flywheel mass (544, 520; 620), said axial shifting being resisted by at least one of brake means (527) or elastic support means (650). (Figures 6 and 7)
23. A drive system as claimed in Claim 1 substantially as described with reference to Figure 1,
Figure 2, Figure 3, Figure 4 or Figures 5-7 of the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19843404738 DE3404738A1 (en) | 1984-02-10 | 1984-02-10 | FRICTION COUPLING WITH ADDITIONAL FLYING MASS ON THE GEARBOX INPUT SHAFT |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB8501627D0 GB8501627D0 (en) | 1985-02-27 |
| GB2153929A true GB2153929A (en) | 1985-08-29 |
Family
ID=6227332
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08501627A Withdrawn GB2153929A (en) | 1984-02-10 | 1985-01-23 | Friction clutch with auxiliary flywheel |
Country Status (4)
| Country | Link |
|---|---|
| DE (1) | DE3404738A1 (en) |
| FR (1) | FR2559433A1 (en) |
| GB (1) | GB2153929A (en) |
| IT (2) | IT1182426B (en) |
Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4796740A (en) * | 1986-02-18 | 1989-01-10 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| US4842117A (en) * | 1986-01-30 | 1989-06-27 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| US4844225A (en) * | 1986-08-04 | 1989-07-04 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| US4844224A (en) * | 1986-08-04 | 1989-07-04 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| US4846323A (en) * | 1986-09-30 | 1989-07-11 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| EP0412683A1 (en) * | 1989-08-10 | 1991-02-13 | General Motors Corporation | Dual mass flywheel for a transmission input clutch |
| US5042632A (en) * | 1988-03-26 | 1991-08-27 | Luk Lamellen Und Kupplungsbau Gmbh | Vibration damping apparatus |
| US5452781A (en) * | 1993-02-05 | 1995-09-26 | Firma Carl Freudenberg | Drive line for an automotive vehicle |
| GB2261923B (en) * | 1991-11-26 | 1996-07-03 | Luk Lamellen & Kupplungsbau | Friction clutch |
| EP0789162A2 (en) * | 1995-08-10 | 1997-08-13 | Toyota Jidosha Kabushiki Kaisha | Hydraulic clutch system with flywheel |
| US6012559A (en) * | 1997-08-01 | 2000-01-11 | Exedy Corporation | Coupling mechanism |
| US6068098A (en) * | 1997-07-11 | 2000-05-30 | Exedy Corporation | Dynamic damper and coupling mechanism |
| FR2815687A1 (en) * | 2000-10-25 | 2002-04-26 | Mannesmann Sachs Ag | Torsion damping mechanism for dual mass flywheel used in internal combustion engine, has auxiliary mass frictionally connected to damper so as to provide frictional moment |
| FR2815685A1 (en) * | 2000-10-25 | 2002-04-26 | Mannesmann Sachs Ag | Torsion damping mechanism for e.g. dual mass flywheel, comprises bearing whose primary section supports input side flywheel and secondary section supports auxiliary wheel |
| FR2856120A1 (en) * | 2003-06-10 | 2004-12-17 | Valeo Embrayages | Torque transmitting device for motor vehicle, has secondary inertia steering wheel integrated in rotation with input shaft by diaphragm of clutch which is connected to shaft by vibration damper |
| US10955049B2 (en) | 2015-11-16 | 2021-03-23 | Per Stensgaard Innovasjon As | Dual-mass flywheel concept for internal combustion engines |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61201948A (en) * | 1985-03-06 | 1986-09-06 | Daikin Mfg Co Ltd | Fly-wheel assembly |
| DE3623627C2 (en) * | 1986-07-12 | 1995-02-16 | Fichtel & Sachs Ag | Method of operating a friction clutch |
| DE4100937C2 (en) * | 1990-02-27 | 2000-10-05 | Mannesmann Sachs Ag | Device for damping torsional vibrations in the drive train of a motor vehicle |
| US5185543A (en) * | 1990-02-27 | 1993-02-09 | Fichtel & Sachs Ag | Motor vehicle drive line torsional vibration damper |
| JP3230713B2 (en) * | 1992-10-23 | 2001-11-19 | トヨタ自動車株式会社 | Peak torque reduction mechanism |
| DE4339421B4 (en) * | 1992-12-10 | 2008-02-28 | Zf Sachs Ag | Two-mass flywheel |
| FR2705749B1 (en) * | 1993-05-28 | 1995-07-07 | Renault | Device for damping torsional vibrations in a power transmission chain. |
| DE19641507C1 (en) * | 1996-10-09 | 1998-03-05 | Mannesmann Sachs Ag | Friction coupling for vehicles |
| FR2824374B1 (en) | 2001-05-04 | 2005-11-11 | Valeo | ROTATION AND TRANSMISSION VIBRATION FILTRATION DEVICE FOR A MOTOR VEHICLE COMPRISING SUCH A DEVICE |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3773157A (en) * | 1971-12-13 | 1973-11-20 | Caterpillar Tractor Co | Clutch with coolant cut-off valve |
| DE2917137A1 (en) * | 1979-04-27 | 1980-11-06 | Luk Lamellen & Kupplungsbau | DEVICE FOR SELECTIVELY DISCONNECTING AND CONNECTING A ROTATING SHAFT |
-
1984
- 1984-02-10 DE DE19843404738 patent/DE3404738A1/en not_active Withdrawn
-
1985
- 1985-01-23 GB GB08501627A patent/GB2153929A/en not_active Withdrawn
- 1985-02-08 FR FR8502076A patent/FR2559433A1/en not_active Withdrawn
- 1985-02-11 IT IT67131/85A patent/IT1182426B/en active
- 1985-02-11 IT IT8552979U patent/IT8552979V0/en unknown
Cited By (21)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4842117A (en) * | 1986-01-30 | 1989-06-27 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| US4842116A (en) * | 1986-01-30 | 1989-06-27 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| US4846328A (en) * | 1986-01-30 | 1989-07-11 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| US4856639A (en) * | 1986-01-30 | 1989-08-15 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| US4796740A (en) * | 1986-02-18 | 1989-01-10 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| US4844225A (en) * | 1986-08-04 | 1989-07-04 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| US4844224A (en) * | 1986-08-04 | 1989-07-04 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| US4846323A (en) * | 1986-09-30 | 1989-07-11 | Kabushiki Kaisha Daikin Seisakusho | Flywheel assembly |
| US5042632A (en) * | 1988-03-26 | 1991-08-27 | Luk Lamellen Und Kupplungsbau Gmbh | Vibration damping apparatus |
| US5094329A (en) * | 1989-08-10 | 1992-03-10 | General Motors Corporation | Dual flywheel for a transmission input clutch |
| EP0412683A1 (en) * | 1989-08-10 | 1991-02-13 | General Motors Corporation | Dual mass flywheel for a transmission input clutch |
| GB2261923B (en) * | 1991-11-26 | 1996-07-03 | Luk Lamellen & Kupplungsbau | Friction clutch |
| US5452781A (en) * | 1993-02-05 | 1995-09-26 | Firma Carl Freudenberg | Drive line for an automotive vehicle |
| EP0789162A2 (en) * | 1995-08-10 | 1997-08-13 | Toyota Jidosha Kabushiki Kaisha | Hydraulic clutch system with flywheel |
| EP0789162A3 (en) * | 1995-08-10 | 1999-09-15 | Toyota Jidosha Kabushiki Kaisha | Hydraulic clutch system with flywheel |
| US6068098A (en) * | 1997-07-11 | 2000-05-30 | Exedy Corporation | Dynamic damper and coupling mechanism |
| US6012559A (en) * | 1997-08-01 | 2000-01-11 | Exedy Corporation | Coupling mechanism |
| FR2815687A1 (en) * | 2000-10-25 | 2002-04-26 | Mannesmann Sachs Ag | Torsion damping mechanism for dual mass flywheel used in internal combustion engine, has auxiliary mass frictionally connected to damper so as to provide frictional moment |
| FR2815685A1 (en) * | 2000-10-25 | 2002-04-26 | Mannesmann Sachs Ag | Torsion damping mechanism for e.g. dual mass flywheel, comprises bearing whose primary section supports input side flywheel and secondary section supports auxiliary wheel |
| FR2856120A1 (en) * | 2003-06-10 | 2004-12-17 | Valeo Embrayages | Torque transmitting device for motor vehicle, has secondary inertia steering wheel integrated in rotation with input shaft by diaphragm of clutch which is connected to shaft by vibration damper |
| US10955049B2 (en) | 2015-11-16 | 2021-03-23 | Per Stensgaard Innovasjon As | Dual-mass flywheel concept for internal combustion engines |
Also Published As
| Publication number | Publication date |
|---|---|
| IT8567131A1 (en) | 1986-08-11 |
| IT8567131A0 (en) | 1985-02-11 |
| IT8552979V0 (en) | 1985-02-11 |
| DE3404738A1 (en) | 1985-08-14 |
| GB8501627D0 (en) | 1985-02-27 |
| FR2559433A1 (en) | 1985-08-16 |
| IT1182426B (en) | 1987-10-05 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |