GB2171494A - Divided fly-wheel with slipping clutch - Google Patents
Divided fly-wheel with slipping clutch Download PDFInfo
- Publication number
- GB2171494A GB2171494A GB08604070A GB8604070A GB2171494A GB 2171494 A GB2171494 A GB 2171494A GB 08604070 A GB08604070 A GB 08604070A GB 8604070 A GB8604070 A GB 8604070A GB 2171494 A GB2171494 A GB 2171494A
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- GB
- United Kingdom
- Prior art keywords
- fly
- wheel
- bearing
- flange
- slipping 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
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Classifications
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- 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
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- 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
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
A divided fly-wheel for internal combustion engines, comprises a first fly-wheel 1 which is connected with a crank-shaft of the internal combustion engine, a second fly- wheel 2, which is rotatably mounted on the first through a bearing 4, a torsion damper device 5, between the two which consists of at least a spring device 7 with limited spring travel and a slipping clutch 6, which are arranged one behind the other. The torsion damper 5 is made together with the slipping clutch 6 as a pre-assembled, self-contained unit. <IMAGE>
Description
SPECIFICATION
Divided fly-wheel with slipping clutch
The invention relates to a divided fly-wheel for internal combustion engines, consisting inter alia of a first fly-wheel which is connected with the crank-shaft of the internal combustion engine, a second fly-wheel which is mounted rotatably on the first through a bearing, a torsion damper device between the two which consists of at least one spring device with limited spring travel and a slipping clutch, which are arranged one behind the other.
A divided fly-wheel of the above-stated construction type is known for example from Fed.
German PS. 2,931,423. In this known embodiment all the individual parts are screwed to one another. The function of the entire divided fly-wheel is achieved only after the assembly of all the parts.
It is the problem of the present invention to produce a divided fly-wheel which is especially service-compatible and in which the individual components can be produced and examined before overall assembly.
In accordance with the invention this problem is solved by the characteristic of the main claim. By the production of the torsion damper device and the slipping clutch as pre-assembled self-contained unit it is possible to examine these parts for their exact function and if necessary to correct them in the friction or resilience values, before the final assembly of the divided fly-wheel. Furthermore it is possible for specifically this heavily stressed unit to be replaced easily by way of the customer service.
Further advantageous development possibilities are laid down in the Sub-Claims. The advantages of the individual constructions will be discussed especially in connection with the description of the Figures.
The invention will be explained in greater detail with the aid of five examples of embodiment. Individually:
FIGURE 1 shows the upper half of a longitudinal section through a divided fly-wheel with indirect mounting and arrangement of the slipping clutch beside the bearing;
FIGURE 2 shows the direct mounting and arrangement of the slipping clutch and the torsion damper device radially outside the bearing;
FIGURE 3 shows the direct mounting with arrangement of the torsion damper device and the slipping clutch beside the bearing;
FIGURE 4 shows the direct mounting with reversal of slipping clutch and torsion damper device compared with Figure 3;
FIGURE 5 shows the direct mounting with arrangement of slipping clutch and torsion damper one above the other in the plane of the bearing.
Figure 1 shows the upper half of the longitudinal section through a divided fly-wheel.
The first fly-wheel 1 is firmly connected through connecting screws 10 directly with the crank-shaft 3 of the internal combustion engine. The connecting screws 10 are furthermore used to connect a bearing flange 8 firmly with the crank-shaft 3. This bearing flange 8 comprises an external bearing seating 11 to receive a ball-bearing 4. This ball-bearing 4 is situated in the end region of the bearing flange 8 facing the first fly-wheel 1.
The bearing force serves for the mounting of the second fly-wheel 2. This mounting is indirect, since a further component, namely a central hub disc 17, is arranged between the second fly-wheel 2 and the bearing 4. This central hub disc 17 is part of the torsion damper device 5. This consists of torsion springs 7 and cover plates 38 and 39 arranged to both sides of the central hub disc 17. The two cover plates are spaced from and connected with one another firmly through connecting rivets 45. The parts of the torsion damper 5 transmit the torque against the initial stress force of the torsion springs 7.The central hub disc 17 is provided in the region of its external circumference with threaded bores 13 into which connecting screws 14 reach which firmly connect the second fly-wheel 2 with the hub disc 1 7 and thus produce the torque transmission and effect the suspension of the second fly-wheel 2. In the present case the connecting screws 14 are used at the same time also for the arrangement of the clutch housing 43 (not illustrated further). The central hub disc 1 7 has an internal bearing seating 12 in the region of its internal circumference in which the outer race ring of the bearing 4 is axially fixedly arranged. For the damping of torsional vibrations a friction device 46 is provided between the cover plate 38 and the hub disc 17.The transmission of the torque from the crank-shaft 3 to the torsion damper device 5 takes place through the slipping clutch 6.
The driving parts of the slipping clutch 6 are the bearing flange 8 and its radially outwardly pointing annular flange 40 which is arranged laterally beside the bearing 4 on the side remote from the first fly-wheel 1. The annular flange 40 together with a disc 41 held by the connecting screws 10 forms a radially outwardly open "U". The cover plate 39 of prolonged formation reaches from the exterior into this "U". Thus the frictional clamping in of the cover plate 39 against the bearing flange 8 takes place with interposition of friction rings 24 and 25, a thrust ring 26 and a dished spring 27. With appropriate design of the torque transmittable here it is possible to transmit the torque generated normally by the crank-shaft 3 through the slipping clutch 6 and the torsion damper device 5 to the second fly-wheel 2.In extreme cases, as for example in starting and in shutting off of the internal combustion engine, the torque peaks occurring here can be effectively diminished as a result of slipping of the slipping clutch 6. As may be seen from Figure 1 in the region of the connection screws 10 a further type of screws, namely one of the securing screws 44, is entered in chain lines. These securing screws 44 are situated for example on the same pitch circle as the securing screws 10. They serve merely for the holding together of the slipping clutch 6 during assembly of the unit of torsion damper device and slipping clutch. This unit which in the present case also comprises the bearing flange 8 and the bearing 4, can be fully completed and tested for its operational data before the assembly of the complete divided fly-wheel takes place.This has the great advantage that corrections can be effected either to the slipping clutch 6 or to the friction device 46, if these values should not conform with the required values. Such a procedure is especially advantageous especially if the torsion damper-slipping clutch unit is bought from the vehicle manufacturer and the fitting of the divided fly-wheel takes place only by the vehicle manufacturer.
Figure 2 shows a variant of Figure 1. Again the upper half of a longitudinal section of a divided fly-wheel is represented, where all the parts rotate about the rotation axis 9-during operation. In the present example of embodiment the bearing 4, the slipping clutch 6 and the torsion damper device 5 are arranged radially one above the other, which leads to an axially short style of construction. Furthermore in the present case the mounting of the second fly-wheel 2 takes place directly and the force flux, coming from the crank-shaft 3, passes firstiy through the torsion damper device 5 to the slipping clutch 6 and thence to the second fly-wheel 2. In general the construction is as follows:- The first fly-wheel 1 is firmly connected directly with the crankshaft 3 by connecting screws 10.The connecting screws 10 further secure a bearing flange 8 having a bearing outer seating 11 on which the bearing 4 is fixed. For the axial fixing of the bearing 4 moreover a disc 42 is provided on the end of the bearing flange 8.
Between bearing flange 8 and first fly-wheel 1, one of the two cover plates 18 and 19 of the torsion damper device 5 is clamped in with its radially inner extension. Thus it is firmly connected with the first fly-wheel 1.
The second cover plate 19 is firmly connected with and spaced from the first by means of connecting rivets 45. In the interspace between the two cover plates 18 and 19 there is situated the central hub disc 16. The two construction groups-16 with 18 and 19-are connected in rotation through torsion springs 7 against their initial stress force. The hub disc 16 reaches, starting from the torsion springs 7, radially inwards in the direction towards the bearing 4. In this region the hub disc 16 is formed as part of the slipping clutch 6. It reaches into a "U" of radially outwardly open formation which is formed for the one part by a flange ring 30 which comprises a bearing inner seating 12 and is fixed with this on the outer race ring of the bearing 4.
The flange ring 30 comprises a radially outwardly directed annular flange 32 which is arranged on the side of the hub disc 16~facing the first fly-wheel 1. On the opposite side the "U" is formed by an annular disc 33 which is connected with the flange ring 30 by securing screws 44. As already described with reference to Figure 1, two friction rings 24 and 25 are arranged between the parts 32 and 33, likewise a thrust ring 26 and a dished spring 27. It should be mentioned at this point that the thrust ring 26 while axially displaceably arranged is however firmly connected in the circumferential direction with the flange ring 30. This arrangement of the thrust ring 36 is also valid for Figure 1.On the pitch circle diameter of the securing screws 44 there are likewise provided, offset in the circumferential direction, connecting screws 14 which constitute the connection between second fly-wheel 2 and flange ring 30. Thus the second flywheel 2 is mounted directly, that is without interposition of further components. At the same time the torque transmission takes place to the second fly-wheel 2 from the slipping clutch through the connecting screws 14. For this purpose the flange ring 30 has threaded bores 13 into which there extend both connecting screws 14 and securing screws 44.
As in Figure 1, here again a friction device 46 is provided between the one cover plate 19 and the hub disc 16. Housing screws 47 connect the clutch housing 43 with the second fly-wheel 2. The torque transmission takes place in the present case from the crank-shaft 3 through the first fly-wheel 1, the cover plates 18 and 19, the torsion damper device 5, the slipping clutch 6, the flange ring 30 to the second fly-wheel 2. In the present case the unit of torsion damper device 5 and slipping clutch 6 does not absolutely have to include the bearing flange 8 and the bearing 4.
These parts can readily be added in final assembly.
Figure 3 shows an arrangement in which the mounting of a second fly-wheel takes place directly, the torsion damper device is arranged beside the bearing and the slipping clutch is provided radially outside the torsion damper device. In the crank-shaft 3 there are provided in known manner connecting screws 10 which arrange both the first fly-wheel 1 and a bearing flange 8 firmly on the crank-shaft 3. The bearing flange 8 comprises, in its end region remote from the first fly-wheel 1, a bearing external seating 11 for the reception of the bearing 4. The bearing 4 is fixed by a disc 42. The one cover plate 18 of the torsion damper device 5 is clamped in between bearing flange 8 and first fly-wheel 1. The second cover plate 19 is secured with the first and spaced therefrom through connecting rivets 45. The central hub disc 15 is arranged between the two cover plates 18 and 19.The two groups are in operative connection with one another through torsion springs 7. Radially within the torsion springs 7 a friction device 46 is provided between the two groups. Radially outside the connecting rivets 45 for the two cover plates 18 and 19 the central hub disc 15 is of prolonged formation and is in connection there with the slipping clutch 6.
The slipping clutch 6 is formed by various components which form a radially inwardly open "U" into which the hub disc 15 reaches.
This radially inwardly open "U" is formed by two cover plates 28 and 29 which are firmly connected with and spaced from one another through connecting rivets 48 radially outside the hub disc 15. Again two friction discs 24 and 25, a thrust ring 26 and a dished spring 27 are arranged between these two cover plates 28 and 29. These components together with the hub disc 15 constitute the slipping clutch. The cover plate 29, facing the second fly-wheel 2 of the slipping clutch 6 is prolonged radially outwards beyond the connecting rivets 48 and there comprises threaded bores 13 for the reception of connecting screws 14 which connect the second flywheel 2 firmly with the cover plate 29. In the radially inner region the second fly-wheel 2 is provided with an internal bearing seating 12 for the reception of the bearing 4. The second fly-wheel 2 is thus mounted directly on the bearing 4.The clutch housing 43 is secured on the second fly-wheel 2 with separate housing screws 47. In the present case the torque transmission proceeds from the crank-shaft 3 by way of the cover plate 18 to the torsion damper device 5, thence by way of the hub disc 15 to the slipping clutch 6 and thence directly to the second fly-wheel 2. By arrangement of the torsion damper device 5 beside the bearing 4 in the present case an embodiment with relatively small external diameter is possible. The unit of slipping clutch 6 and torsion damper device 5 in this form of embodiment also includes the bearing flange 8, and the latter is connected with the cover plate 18 through securing screws 44. This connection is necessary in order to take up the axially directed forces of the friction device 46 and so that they may be examined in the pre-assembled condition.
Figure 4 shows an embodiment with direct mounting of the second fly-wheel 2 and with slipping clutch 6 and bearing 4 arranged sideby-side. In this case the slipping clutch 6 is situated between the first fly-wheel 1 and the bearing 4. The torsion damper device 5 is arranged radially outside the slipping clutch 6.
In detail, assembly as follows is proposed:The crank-shaft 3 is firmly connected in known manner through connecting screws 10 with the first fly-wheel 1. At the same time the connecting screws 10 connect the bearing flange 8 for the bearing 4 and components of the slipping clutch 6 which are arranged between bearing flange 8 and first fly-wheel 1 with the crankshaft 3. These components consist of a ring 35 containing a radially outwardly pointing ring flange 36 which abuts directly on the first fly-wheel 1. Between ring 35 and bearing flange 8 a disc 34 is arranged which likewise points radially outwards and together with the ring flange 36 forms a radially outwardly open "U". The central hub disc 16 of the torsion damper device 5 reaches from the exterior into this radially outwardly open "U".With interposition of a friction ring 24 on the one side and a dished spring 27 on the other side of the hub disc 16 thus a slipping clutch 6 is completed. The central hub disc 16 is provided radially outside the slipping clutch 6 with torsion springs 7 which engage in cover plates 20 and 21 arranged on both sides. The cover plate 21 remote from the first fly-wheel 1 is prolonged radially outwards, there comprises threaded bores 13 for the reception of connecting screws 14 which connect the second fly-wheel 2 detachably with the cover plate 21. Moreover the connecting screws 14 hold the clutch housing 43.
The second fly-wheel 2 extends approximately parallel with the torsion damper device 5 radially inwards and is there mounted by means of the bearing 4. The bearing 4 is seated on an external bearing seating 11 of the bearing flange 8 and has on its outer race ring a flange ring 31 having a bearing internal seating
12. The second fly-wheel 2 is screwed with this flange ring 3 1 through connecting screws 37. Thus the mounting of the second flywheel 2 takes place directly by means of the flange ring 31 and the bearing 4, while the torque introduction into the second fly-wheel 2 takes place at its external circumference through the connecting screws 14. In this case the bearing flange 8, the disc 34 and the ring 35 pertain to the separate unit of torsion damper device 5 and slipping clutch 6, and these parts are pre-assembled by means of securing screws 44.This pre-assembly is necessary since it must take up the axial forces of the slipping clutch 6 resulting from the dished spring 27. As already known a friction device 46 is interposed between the one cover plate 21 and the hub disc 16.
Figure 5 shows a further variant of a divided fly-wheel with components 4, 6 and 5 arranged radially one above the other. Furthermore the assembly is carried out as follows:
The crank-shaft 3 is firmly connected with the first fly-wheel 1 through connecting screws
10. With the connecting screws 10 a bearing flange 8 is arranged at the same time which carries the bearing through an external bearing seating 11. Between bearing flange 8 and first fly-wheel 1 there is clamped the one cover plate 28 of the slipping clutch 6. This cover plate 28 extends radially outwards to above the bearing 4 and to above the flange ring 31 which is set with its bearing internal seating 72 on the bearing 4. In this region the cover plate 28 is firmly connected with and spaced from a second cover plate 29 through connecting rivets 48.These two cover plates 28 and 29 form a radially outwardly open "U" into which the central hub disc 16 of the torsion damper device 5 reaches. The slipping clutch 6 is completed by the two friction rings 24 and 25, a thrust ring 26 and a dished spring 27, namely in a manner already known.
Radially outside the slipping clutch 6 the central hub disc 16 together with two cover plates 20 and 21 and in connection with torsion springs 7 forms the torsion damper device 5. It also contains the friction device 46.
The two cover plates 20 and 21 are firmly connected with and spaced from one another by means of connecting rivets 45. The cover plate 21 remote from the first flywheel 1 is widened radially outwards and there comprises threaded bores 13 for the reception of connecting screws 14 which connect the second fly-wheel 2 disengageably with the torsion damper device 5. Additional housing screws 47 secure the clutch housing 43 to the second fly-wheel 2. To the assembly and dismantlement of the second fly-wheel 2 there further pertain connecting screws 37 on its internal circumference which reach into the corresponding threaded bores of the flange ring 31. As indicated in Figure 5, set pins 49 can be provided at this point.In the embodiment according to Figure 5 the torque transmission takes place, coming from the crank-shaft 3, by way of the connecting screws 10 and the cover plate 28 to the slipping clutch 6, thence through the hub disc 16 to the torsion damper device 5 and thence by way of the one cover plate 21 to the second fly-wheel 2. The mounting of the second flywheel 2 takes place directly through the flange ring 31, the bearing 4 and the bearing flange 8 on the crank-shaft 3.
In all the examples of embodiment as described a separately assemblable and examinabie unit is provided which consists at least of torsion damper device 5 and slipping clutch 6 and is available already finally tested in the assembly of the divided fly-wheel. Compared with the prior art, no separate swarf-removing machining operations are necessary on the two fly-wheels 1 and 2, since these parts cooperate functionally neither with the friction devices nor with the torsion damper device.
Irrespective of whether the construction unit of torsion damper device and slipping clutch is made available or not from supplier firms, this unit can be fitted and tested separately, whereby the fitting of the divided fly-wheel can be made substantially simpler.
Claims (21)
1. Divided fly-wheel for internal combustion engines, consisting inter alia of a first flywheel which is connected with the crank-shaft of the internal combustion engine, a second fly-wheel which is rotatably mounted on the first through a bearing, a torsion damper device between the two which consists of at least a spring device with limited spring travel and a slipping clutch, which are arranged one behind the other, characterised in that the torsion damper device (5) is made together with the slipping clutch (6) as a pre-assembled, self-contained unit.
2. Divided fly-wheel according to Claim 1, characterised in that radially within the torsion damper device (5) there is arranged a bearing flange (8) which has a bearing external seating (11) on which the bearing (4) for the second fly-wheel (2) is arranged and which is provided with bores parallel and concentric with the rotation axis (9) on a pitch circle smaller than the external bearing seating (11) for the arrangement of the securing screws (10) between first fly-wheel (1) and crank-shaft (3).
3. Divided fly-wheel according to Claims 1 and 2, characterised in that the torsion damper device (5) is provided, in a region larger than the external diameter of the bearing flange (8), with bores or threaded bores (13) arranged parallel and concentric with the rotation axis (9) for the arrangement of the connecting screws (14) between torsion damper device (5) and second fly-wheel (2).
4. Divided fly-wheel according to Claims 1 to 3, characterised in that the torsion springs (7) are arranged on a larger mean diameter than the slipping clutch (6).
5. Divided fly-wheel according to Claims 1 to 3, characterised in that the torsion springs (7) are arranged on a smaller mean diameter than the slipping clutch (6).
6. Divided fly-wheel according to Claim 5, in which the torsion damper device consists inter alia of a central hub disc and cover plates on both sides and of several torsion springs which are arranged in windows of the hub disc and the cover plates, characterised in that the cover plate (18) allocated to the first flywheel (1) is of radially inwardly prolonged formation and comprises bores for the passage of connecting screws (10), in that the bearing flange with bearing external seating (11) and bearing (4) is arranged adjoining this-pointing away from the cover plate (18)-which flange likewise comprises bores for the passage of connecting screws (10), and the hub disc (15) is made radially outwardly prolonged, is provided on both sides with components (24, 25, 26, 27) of the slipping clutch (6), of which the cover plate (29) facing the second fly-wheel (2) is radially outwardly provided with bores or threaded bores (13)-for the reception of connecting screws (14) of cover plate and flywheel (2).
7. Divided fly-wheel according to Claim 6, characterised in that the second fly-wheel (2) has the bearing internal seating (12) for the bearing (4) on its internal diameter.
8. Divided fly-wheel according to Claim 4, characterised in that slipping clutch (6) and torsion springs (7) are arranged approximately radially outside the bearing (4).
9. Divided fly-wheel according to Claim 8, characterised in that a flange ring (30, 31) is provided in the bearing internal seating (12) of which the bearing (4) is arranged and which comprises threaded bores for the reception of tie connecting screws (14, 37) between flange ring (30, 31) and second fly-wheel (2).
10. Divided fly-wheel according to Claim 9, characterised in that the flange ring (30) is of
L-shaped formation with an annular flange (32) pointing radially outwards on the side of the first fly-wheel (1) and together with an annular disc (33) arranged fixedly on the flange ring (30) forms a radially outwardly open "U" into which the hub disc (16) of the torsion damper device (5) extends to constitute the slipping clutch (6).
11. Divided fly-wheel according to Claim 10, characterised in that the cover plate (18) of the torsion damper device (5) allocated to the first fly-wheel (1) is of radially inwardly prolonged formation, reaches between fly-wheel (1) and bearing flange (8) and is provided with bores for the passage of the securing screws (10) between fly-wheel (1) and crankshaft (3).
12. Divided fly-wheel according to Claim 9, characterised in that the slipping clutch (6) comprises two cover plates (28, 29) arranged fixedly with spacing from one another which are arranged radially outside the flange ring (31) and into which the hub disc (16) of the torsion damper device (5) reaches to constitute the slipping clutch (6).
13. Divided fly-wheel according to Claim 12, characterised in that the cover plate (28) of the slipping clutch (6) allocated to the first flywheel (1) reaches radially inwards between fly-wheel (1) and bearing flange (8) and is provided with bores for the passage of the securing screws (10) between crank-shaft (3), first fly-wheel (1) and bearing flange (8), and in that the cover plate (21) of the torsion damper device (5) allocated to the second flywheel (2) is provided on the external circumference with bores or threaded bores (13) for the arrangement of securing screws (14) between torsion damper device (5) and second fly-wheel (2).
14. Divided fly-wheel according to Claim 4, characterised in that the slipping clutch (6) is arranged approximately axially beside the bearing (4).
15. Divided fly-wheel according to Claim 14, characterised in that the slipping clutch (6) is arranged between bearing (4) and first flywheel (1)
16. Divided fly-wheel according to Claim 15, characterised in that between bearing flange (8) and first fly-wheel (1) there are arranged a disc (34) and a ring (35) with ring flange (36) which comprise passage bores for the connecting screws (10) between bearing flange (8), fly-wheel (1) and crank-shaft (3) and form a radially outwardly open "U" into which the hub disc (16) of the torsion damper device (5) extends to form the slipping clutch (6).
17. Divided fly-wheel according to Claim 16, characterised in that the cover plate (21) of the torsion damper device (5) allocated to the second fly-wheel (2) is provided on the external circumference with bores or threaded bores (13) for the arrangement of securing screws (14) between torsion damper device (5) and second fly-wheel (2) and in that the second fly-wheel (2) comprises connecting screws (37) on the internal circumference which are arranged in threadings in the flange ring (31)
18. Divided fly-wheel according to Claim 14, characterised in that the bearing (4) is arranged on the bearing flange (8) of the side facing the first fly-wheel (1) and the bearing flange (8) is formed on the side facing away from the first fly-wheel (1) as part of the slipping clutch (6).
19. Divided fly-wheel according to Claim 18, characterised in that the hub disc (17) of the torsion damper device (5) fixes with a bearing internal seating (12) on the bearing (4) in the region of its internal circumference, is provided in the region of its external circumference with bores or threaded bores (13) for the arrangement of the connecting screws (14) between hub disc (17) and second flywheel (2) and the cover plate (39) of the torsion damper device (5) remote from the first fly-wheel (1) is of radially inwardly prolonged formation and engages in this region in a radially outwardly open "U" formed by the bearing flange (8), to constitute the slipping clutch (6).
20. Divided fly-wheel according to Claim 19, characterised in that the "U" is formed by an annular flange (40) of the bearing flange (8) which extends radially outwards amproximately in the middle of the bearing flange (8), and by a disc (41) which is arranged on the end face of the bearing flange (8) -pointing away from the first fly-wheel (1)-by means of the securing screws (10) between bearing flange (8), first fly-wheel (1) and crank-shaft (3).
21. A divided fly-wheel for internal combustion engines substantially as described with reference to the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19858504809 DE8504809U1 (en) | 1985-02-21 | 1985-02-21 | Split flywheel with slip clutch |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB8604070D0 GB8604070D0 (en) | 1986-03-26 |
| GB2171494A true GB2171494A (en) | 1986-08-28 |
| GB2171494B GB2171494B (en) | 1988-12-21 |
Family
ID=6777670
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08604070A Expired GB2171494B (en) | 1985-02-21 | 1986-02-19 | Divided fly-wheel with slipping clutch |
Country Status (3)
| Country | Link |
|---|---|
| DE (1) | DE8504809U1 (en) |
| FR (1) | FR2577643A1 (en) |
| GB (1) | GB2171494B (en) |
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2186344A (en) * | 1986-02-06 | 1987-08-12 | Aisin Seiki | Torque variation absorbing devices |
| US4790419A (en) * | 1986-06-27 | 1988-12-13 | Valeo | Clutch with damper type flywheel |
| US4889218A (en) * | 1987-07-15 | 1989-12-26 | Valeo | Torsion-damping flywheel |
| GB2239508A (en) * | 1989-12-27 | 1991-07-03 | Dana Corp | Adjustable hysteresis damper |
| GB2243899A (en) * | 1990-04-25 | 1991-11-13 | Valeo | A torsion damped double flywheel for an internal combustion engine |
| GB2273331A (en) * | 1992-12-08 | 1994-06-15 | Fichtel & Sachs Ag | Two-mass flywheel |
| GB2279129A (en) * | 1993-06-19 | 1994-12-21 | Luk Lamellen & Kupplungsbau | Dual-mass flywheel with slip coupling |
| DE4420927A1 (en) * | 1993-06-19 | 1994-12-22 | Luk Lamellen & Kupplungsbau | Torque transmission device |
| US5493936A (en) * | 1992-12-08 | 1996-02-27 | Fichtel & Sachs Ag | Two-mass flywheel |
| GB2294300A (en) * | 1994-10-21 | 1996-04-24 | Automotive Products Plc | Transmission assembly having clutches |
| GB2315111A (en) * | 1996-07-05 | 1998-01-21 | Luk Lamellen & Kupplungsbau | Torsional vibration damper |
| GB2326460A (en) * | 1993-06-19 | 1998-12-23 | Luk Lamellen & Kupplungsbau | Flywheel device |
| WO2000000755A1 (en) * | 1998-06-30 | 2000-01-06 | Automotive Products Plc | Twin mass flywheel assemblies |
| WO2002061302A3 (en) * | 2001-02-02 | 2002-12-05 | Rohs Voigt Patentverwertungsge | Torsion vibration damper |
| EP1589256A1 (en) * | 2004-04-24 | 2005-10-26 | Zf Friedrichshafen Ag | Torsional vibration damper |
| WO2018037827A1 (en) * | 2016-08-24 | 2018-03-01 | 株式会社エクセディ | Vibration reduction device |
| WO2018037826A1 (en) * | 2016-08-24 | 2018-03-01 | 株式会社エクセディ | Vibration reduction device |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0545874Y2 (en) * | 1985-09-20 | 1993-11-29 | ||
| DE3721711C2 (en) * | 1986-07-05 | 1997-09-04 | Luk Lamellen & Kupplungsbau | Device for damping vibrations |
| FR2618201B1 (en) * | 1987-07-15 | 1993-09-24 | Valeo | TORSION SHOCK ABSORBER. |
| FR2644539B1 (en) * | 1989-03-17 | 1993-01-22 | Valeo | DOUBLE SHOCK ABSORBER, ESPECIALLY FOR A MOTOR VEHICLE |
| CN1062814C (en) * | 1993-09-17 | 2001-03-07 | 卢克驱动系统有限公司 | Motor vehicle with hydrodynamic rotative moment changer and rotative moment transmiting system and controlling method |
| FR2871204B1 (en) | 2004-06-08 | 2007-09-28 | Valeo Embrayages | DOUBLE SHOCKWHEEL, IN PARTICULAR FOR MOTOR VEHICLE |
| CN105209277A (en) * | 2013-05-10 | 2015-12-30 | 丰田自动车株式会社 | Damper device |
| DE102014214882B4 (en) | 2013-08-06 | 2024-08-29 | Schaeffler Technologies AG & Co. KG | Damper assembly for an engine and drive train for a hybrid vehicle |
| DE102019204842A1 (en) * | 2019-04-04 | 2020-10-08 | Zf Friedrichshafen Ag | Torsional vibration damper |
| DE102019204829A1 (en) * | 2019-04-04 | 2020-10-08 | Zf Friedrichshafen Ag | Torsional vibration damper |
| DE102019208247A1 (en) * | 2019-06-06 | 2020-12-10 | Zf Friedrichshafen Ag | Torque transmission device |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2168780A (en) * | 1984-12-22 | 1986-06-25 | Fichtel & Sachs Ag | Divided fly-wheel |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2166604A5 (en) * | 1971-12-27 | 1973-08-17 | Citroen Sa |
-
1985
- 1985-02-21 DE DE19858504809 patent/DE8504809U1/en not_active Expired
-
1986
- 1986-02-19 GB GB08604070A patent/GB2171494B/en not_active Expired
- 1986-02-19 FR FR8602759A patent/FR2577643A1/en not_active Withdrawn
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2168780A (en) * | 1984-12-22 | 1986-06-25 | Fichtel & Sachs Ag | Divided fly-wheel |
Cited By (30)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2186344B (en) * | 1986-02-06 | 1990-01-31 | Aisin Seiki | Torque variation absorbing devices |
| GB2186344A (en) * | 1986-02-06 | 1987-08-12 | Aisin Seiki | Torque variation absorbing devices |
| US4790419A (en) * | 1986-06-27 | 1988-12-13 | Valeo | Clutch with damper type flywheel |
| US4889218A (en) * | 1987-07-15 | 1989-12-26 | Valeo | Torsion-damping flywheel |
| GB2239508A (en) * | 1989-12-27 | 1991-07-03 | Dana Corp | Adjustable hysteresis damper |
| GB2239508B (en) * | 1989-12-27 | 1994-01-12 | Dana Corp | Adjustable hysteresis damper |
| GB2243899A (en) * | 1990-04-25 | 1991-11-13 | Valeo | A torsion damped double flywheel for an internal combustion engine |
| GB2243899B (en) * | 1990-04-25 | 1994-02-02 | Valeo | A torsion damped double flywheel for an internal combustion engine |
| GB2273331B (en) * | 1992-12-08 | 1995-11-15 | Fichtel & Sachs Ag | Two-mass flywheel |
| GB2273331A (en) * | 1992-12-08 | 1994-06-15 | Fichtel & Sachs Ag | Two-mass flywheel |
| US5493936A (en) * | 1992-12-08 | 1996-02-27 | Fichtel & Sachs Ag | Two-mass flywheel |
| DE4420927A1 (en) * | 1993-06-19 | 1994-12-22 | Luk Lamellen & Kupplungsbau | Torque transmission device |
| DE4420934B4 (en) * | 1993-06-19 | 2004-11-04 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Torque transfer device |
| GB2279129A (en) * | 1993-06-19 | 1994-12-21 | Luk Lamellen & Kupplungsbau | Dual-mass flywheel with slip coupling |
| GB2279129B (en) * | 1993-06-19 | 1998-02-11 | Luk Lamellen & Kupplungsbau | Torque transfer device |
| GB2326460A (en) * | 1993-06-19 | 1998-12-23 | Luk Lamellen & Kupplungsbau | Flywheel device |
| GB2326460B (en) * | 1993-06-19 | 1999-02-03 | Luk Lamellen & Kupplungsbau | Flywheel device |
| DE4420927B4 (en) * | 1993-06-19 | 2005-12-01 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Torque transfer device |
| GB2294300A (en) * | 1994-10-21 | 1996-04-24 | Automotive Products Plc | Transmission assembly having clutches |
| GB2294300B (en) * | 1994-10-21 | 1998-12-23 | Automotive Products Plc | A friction clutch |
| GB2315111A (en) * | 1996-07-05 | 1998-01-21 | Luk Lamellen & Kupplungsbau | Torsional vibration damper |
| GB2315111B (en) * | 1996-07-05 | 2001-02-07 | Luk Lamellen & Kupplungsbau | Torsional vibration damper |
| US6378678B1 (en) * | 1998-06-30 | 2002-04-30 | Automotive Products Uk, Ltd | Twin mass flywheel assemblies |
| GB2343489B (en) * | 1998-06-30 | 2003-02-05 | Automotive Products Uk Ltd | Twin mass flywheel assemblies |
| GB2343489A (en) * | 1998-06-30 | 2000-05-10 | Automotive Products Uk Ltd | Twin mass flywheel assemblies |
| WO2000000755A1 (en) * | 1998-06-30 | 2000-01-06 | Automotive Products Plc | Twin mass flywheel assemblies |
| WO2002061302A3 (en) * | 2001-02-02 | 2002-12-05 | Rohs Voigt Patentverwertungsge | Torsion vibration damper |
| EP1589256A1 (en) * | 2004-04-24 | 2005-10-26 | Zf Friedrichshafen Ag | Torsional vibration damper |
| WO2018037827A1 (en) * | 2016-08-24 | 2018-03-01 | 株式会社エクセディ | Vibration reduction device |
| WO2018037826A1 (en) * | 2016-08-24 | 2018-03-01 | 株式会社エクセディ | Vibration reduction device |
Also Published As
| Publication number | Publication date |
|---|---|
| FR2577643A1 (en) | 1986-08-22 |
| GB2171494B (en) | 1988-12-21 |
| GB8604070D0 (en) | 1986-03-26 |
| DE8504809U1 (en) | 1985-05-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |