GB2468030A - A torsional vibration damper - Google Patents

A torsional vibration damper Download PDF

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Publication number
GB2468030A
GB2468030A GB1002736A GB201002736A GB2468030A GB 2468030 A GB2468030 A GB 2468030A GB 1002736 A GB1002736 A GB 1002736A GB 201002736 A GB201002736 A GB 201002736A GB 2468030 A GB2468030 A GB 2468030A
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GB
United Kingdom
Prior art keywords
spring
stiffness
damper
input
stage
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.)
Withdrawn
Application number
GB1002736A
Other versions
GB201002736D0 (en
Inventor
Benjamin Chetwood Struve
Simon John Jayes
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.)
Raicam Clutch Ltd
Original Assignee
Raicam Clutch Ltd
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
Application filed by Raicam Clutch Ltd filed Critical Raicam Clutch Ltd
Publication of GB201002736D0 publication Critical patent/GB201002736D0/en
Publication of GB2468030A publication Critical patent/GB2468030A/en
Withdrawn legal-status Critical Current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
    • F16F15/121—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 using springs as elastic members, e.g. metallic springs
    • F16F15/1211—C-shaped springs
    • 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
    • F16F15/121—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 using springs as elastic members, e.g. metallic springs
    • F16F15/1211—C-shaped springs
    • F16F15/1212—C-shaped springs disposed around axis of rotation
    • 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
    • F16F15/121—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 using springs as elastic members, e.g. metallic springs
    • F16F15/123—Wound springs
    • F16F15/12353—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations
    • F16F15/1236—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
    • F16F15/12366—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 acting on multiple sets of springs
    • 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
    • F16F15/1331—C-shaped springs
    • 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
    • F16F15/1331—C-shaped springs
    • F16F15/1332—C-shaped springs disposed around axis of rotation

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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 torsional vibration damper is provided which has an input element 54 and an output element 50 and includes spring means 52, 60 which resist the relative rotation of the input and output elements 54, 50 and which has a torsional resistance to angular displacement with a non-linear stiffness characteristic. The spring means includes first 60 and second spring 52 stages which operate in series, the first spring stage 60 operating during a first range of relative angular displacement of the input and output elements 54, 50 of the damper and which has a stiffness characteristic which increases non-linearly during the first range of angular displacement, and the second spring stage 52 operating in a second range of relative angular displacement of the input and output elements 54, 50 and which has a high stiffness. The non-linear spring stiffness characteristic may be provided by a C-shaped spring member 60, the ends of the C-shaped member being forced apart during relative angular displacement of the input and output elements 54, 50 to provide the non-linear stiffness characteristic.

Description

TORSIONAL VIBRATION DAMPER
The present invention relates to a torsional vibration damper and to a torsional vibration damping system for a vehicle transmission A torsional vibration damper, of a type commonly used in vehicle transmissions includes a spring plate and a hub. A spring provides a torsional resistance to a relative angular displacement between the spring plate and the hub. In a vehicle transmission, it is common to fit a torsional vibration damper system which includes several spring dampers arranged in series. In this arrangement one (or more) of the spring dampers provides a low spring rate (stiffness) with low torque capacity to isolate the transmission from engine vibrations when the engine is idling, or driving at very low torque. An additional function is to arrange for the hub in the low-stiffness damper to have a very low inertia thereby ensuring very low impact accelerations at the spline joint which connects the vibration damper to the transmission input shaft.
This type of torsional vibration damper system may comprise a stand-alone unit, or may form part of another assembly or sub-assembly within the vehicle (for example a clutch drive plate, a torque converter or a double clutch transmission system). S.., * * *..
A typical configuration is shown in Figure 1, in which a main driving disc 10 is *..*.* * S attached via screws to the flywheel of the vehicle engine. This transmits torque from the engine to side plates 12, 14 of the assembly. One side plate 14 is shown partially S...
cut-away. The side plates 12, 14 encapsulate a set of main damper springs 16, and also form abutments through which force may be applied to the ends of each of the *: main damper springs 16. Each of the main damper springs 16 deflects due to this *:*. end force, and in turn reacts against an internal edge 18 of a window 20 in a flange or spring driving plate 22. The flange 22 is constrained by the structure of the damper to allow it to rotate relative to the damper side plates 12, 14. As shown in Figure 1, the flange 22 has a series of arcuate slots 24 that constrain the flange 22 relative to bosses 26 that extend through the arcuate slots 24 between the side plates 12, 14.
A torque applied to the damper is converted into linear force through the main damper springs 16. The resulting forces which these springs apply to the flange 22 result in an applied torque at the flange 22. The deflection of the main damper springs 16 results in torsional flexibility between the main driving disc 10 and the flange 22, which is referred to as the second spring stage. Optionally, a combination of different window sizes and springs having different stiffnesses located within the windows 20, may be used to create a further, third spring stage.
In the centre of the flange 22 there is an opening 28, which has a perimeter 30 with a profile having internal teeth or ribs 31 that forms a coarse spline. A corresponding set of external coarse spline ribs 32 on the outside of an inner hub 34 interpose with the ribs 31 with a clearance that provides a loose fitting spline. This spline form allows a degree of relative angular displacement between the flange 22 and the inner hub 34. An inner, first stage damper 36, which is of a smaller diameter but otherwise of the same general construction as the main damper described above, consists of a pair of small side plates, a flange and small first stage damper springs 38. This is attached between the flange 22 and the inner hub 34. The small first stage damper springs 38 have a significantly lower stiffness than the main damper springs 16. The hub 34 is attached by means of an internal spline 40 to the vehicle transmission system.
In use, the hub 34 has freedom to rotate relative to the main flange 22, against only the stiffness of the small first stage damper springs 38, until the external form of the coarse spline ribs 32 locks against the ribs 31 of the main damper flange 22. This *: initial flexibility within the assembly is referred to as the first stage stiffness.
S..... * S
When the vehicle is driven at higher torques, the low stiffness first stage spring *S.S *..: damper 36 runs out of torque capacity. The external form of the coarse spline ribs 32 . locks against the ribs 31 of the main damper flange 22, so that torque is transmitted directly from the flange 22 to the hub 34. At this point the second stage, high *...
stiffness spring damper comes into effect. When this occurs there is contact between the low inertia hub 34, and the relatively high inertia main flange 22 of the high stiffness spring damper. A problem arises because the relatively high inertia of the flange 22 causes a significant impact acceleration to occur when the flange 22 and hub 34 come into contact. This leads to a rattle noise which may be transmitted to other parts of the vehicle (including possibly the occupants of the vehicle) either from the components in the vibration damper itself, or via other components or assemblies in the vehicle driveline.
The present invention seeks to provide an improved vibration damper arrangement with the foregoing in mind.
According to the present invention there is provided a torsional vibration damper having an input element and an output element and including spring means which resist the relative rotation of the input and output elements and which provides a torsional resistance to angular displacement with a non-linear stiffness characteristic.
Embodiments of the invention include a spring in which the non-linear stiffness characteristic has a low resistance to small angular displacements and an increasing resistance to larger angular displacements. Preferably, the highest resistance occurs when the spring approaches a maximum limit of displacement.
The spring means may include first and second spring stages which operate in series, the first spring stage operating during a fist range of relative angular displacement of the input and output elements of the damper and which has a stiffness characteristics which increases non-linearly during the first range of angular displacement, and the second spring stage operating in a second range of relative angular displacement of the input and output elements and which has a high stiffness.
The stiffness of the first stage may rises to a level such that prior to the first stage I...
*:h reaching the end of its first range of angular displacement its torsional stiffness exceeds that of the linear stiffness of the second stage.
Such a construction has an advantage that the non-linear stiffness characteristic of the first stage allows the spring damper to provide the same low stiffness at small : displacements (low torques), but to provide a steadily increasing stiffness so that * * when the first stage reaches its maximum displacement the stiffness is similar to or greater than that of the higher stiffness second stage of the spring damper. This avoids a sudden contact between hub and flange and consequential rattle noise.
The non-linear spring stiffness characteristic may be provided by a C-shaped spring member, the ends of the C-shaped member being forced apart during relative angular displacement of the input and output elements to provide the non-linear stiffness characteristic.
For example, the C-shaped spring member may be housed within a circular housing connected with the input or output element and the C-shaped spring member may surround a generally circular inner member connected with the other of the outlet or inlet elements, the circular housing having a radially inwardly projecting abutment which projects between the ends of the C-shaped spring, and the circular inner member having a radially outwardly projecting abutment which also projects between the ends of the C-shaped spring, end portions of the C-shaped spring adjacent the radially projecting abutments being unsupported and spaced from an interior surface of the housing and relative rotation between the input and output elements moving the radially projecting abutments circumferentially relative to each other and forcing the ends of the C-shaped spring member apart with one of the end portions of the spring coming into progressively more contact with the interior surface of the housing to reduce the unsupported length of said one end portion to provide a non-linear spring stiffness characteristic.
The present invention will now be described, by way of example, with reference to the following drawings: Figure 1 is an illustration of a typical known spring damper arrangement; Figure 2 is a diagrammatic representation of a torsional damper system for a vehicle transmission; s. Figure 3 is a graph showing a typical stiffness characteristic for the torsional damper system of Figure 2 that includes a known low stiffness spring damper; * Figure 4 is a graph showing a typical stiffness characteristic for the torsional damper system of Figure 2 that includes a non-linear spring damper. 5S**
Figure 5 is an illustration of a spring arrangement for a torsional vibration damper that includes a non-linear spring damper. ***. * * S S. S
Figure 2 is a schematic illustration ofatorsional vibration damping system of a type similar to that described above and shown in Figure 1, having a low rate (first stage) spring damper and a high rate (second stage) spring damper in series. An input torque is provided (e.g. from the vehicle engine drive) at 202 and this transmitted through input components 204 (e.g. a clutch plate) to a vibration damping system 200. The system 200 includes a high stiffness, second stage, torsional vibration damper 206 and a low stiffness, first stage, torsional vibration damper 208. The high stiffness damper 206 includes high stiffness springs 212 and a fiction device 214.
Friction device 214 is typically in the form of a pair of friction plates. The high stiffness springs are mounted between torsional input components 204 and a spring carrying plate (or flange) 210, which is common to both the high stiffness and the low stiffness dampers 206, 208. The low stiffness damper 208 includes low stiffness springs 216 and a fiction device 218. Friction device 218 is typically in the form of a pair of friction plates. The low stiffness springs 216 are mounted between the spring carrying plate 210 and an output hub 220, which is connected to the vehicle transmission.
Figure 3 shows an example of a torque vs. deflection characteristic for a conventional damper system as described above with reference to Figures 1 and 2. The low stiffness, first stage spring damper gives rise to the shallow torque vs deflection line either side of a zero displacement angle. In this example the first stage spring has a stiffness of about 1 Nm/degree of angular displacement, and a first stage spring stiffness in the range of 0.1 to 5 Nm/degree would be typical for most automotive applications. As can be seen, the first stage damper reaches the end of its range of operation at the points A and B indicated in Figure 3. The sudden change in stiffness when the second stage begins to operate is clearty evident from the change of gradient in the characteristic at these points.
In the damper system of the present invention, the low stiffness spring damper is replaced by a non-linear stiffness spring damper in the first stage. This non linear stiffness may be provided by a single or multiple flexible elements. These flexible elements may function alone, or they may function in conjunction with a conventional S.....
* S linear spring damper system. In this way it is possible to reduce the impact accelerations caused by contact between the hub and the main spring carrying plate.
I S..
In order to achieve satisfactory torsional vibration damper performance, it is S...
: necessary for the non linear system to have a sufficiently low initial stiffness to effectively decouple the output hub from the vibration damper at low torque. The stiffness of the non linear system should then increase to a level that is sufficiently high to ensure that when the hub contacts the main spring carrying plate the impact acceleration of the spring carrying plate is substantially limited.
An example of a suitable non-linear torque vs. deflection characteristic is shown in Figure 4. Here it can be seen that the initial low stiffness of the damper either side of the zero displacement angle, is non-linear, increasing steadily with increasing displacement angle so that when the non-linear first stage damper reaches the end of its range of operation its stiffness is of the same order as or larger than that of the second stage damper. For example, when the first stage displacement commences its stiffness will be very low, almost zero, and this will rise to say 25Nm/degree with the second stage having a linear stiffness of say 10 Nm/degree. This means that there is no longer a sudden change in stiffness at the points C and D where the hub contacts the spring carrying plate and the second stage begins to operate. The high stiffness in the first stage damper just before the hub contacts the spring carrying plate limits the impact acceleration and consequential rattle noise. In some embodiments of the design the torsional stiffness of the first stage damper as it reaches the end of its range of operation may be substantially higher than the stiffness of the second stage. In this case, because the first and second stage spring systems are arranged in series, the second stage system will have deflected a substantial angle at the torque when the first stage reaches the end of its operating range. Consequently the outer spring carrying plate 210 is already moving in the direction of torque application at this point, further reducing impact noise between these sub-components.
Figure 5 illustrates one example of how a non-linear spring stiffness can be achieved in the first stage damper. Figure 5 shows a main spring carrying plate or flange 50 (the equivalent of flange 22 in Figure 1), with the main (second stage) spring windows 52 clearly shown (but with the main springs omitted for clarity). As in the damper system of Figure 1, the main flange 50 has a loose spline connection with a central output hub 54. In place of the conventional low stiffness first stage spring * system, which uses linear coil springs as shown by springs 16 in Figure 1, the damper system uses a non-linear torsional spring device 56. *** U
In this damper design a clip housing 58 is attached to the main flange 50. The clip housing 58 has an interior, generally circular form that surrounds a space in which a *: circlip spring 60 is located. The circlip spring 60 has an opening 62 between its ends *:*. 64, 66, which abut with a driving lug 68 in the clip housing, and with a tooth 70 on the external form of the hub 54.
The position of the components shown in Figure 5 is at a zero displacement angle. In this position, the opening 62 of the circlip spring 60 is at its minimum size, and the driving lug 68 and hub tooth 70 are aligned. In this condition the outer circumference of the circlip spring 60 is smaller than the circumference of the interior form of the clip housing 58. As torque is applied to the hub 54, angular displacement of the hub 54 relative to the main flange 50 causes the hub tooth 70 to move out of alignment with the driving lug 68, and exert a force on one of the ends 64, 66 of the circlip spring 60, while the other of the ends 64, 66 reacts against the driving lug 68. This force causes the circlip spring 60 to deflect, and in doing so the opening 62 opens out. The circlip reacts against the inside of the clip housing 58, at a point 61 which is dependent on the geometry of the clip 60 inside the housing 58. Therefore the initial stiffness of the circUp is relatively low as a function of the length of the unsupported section. As further rotation occurs, the outer edge of the circlip spring 60 progressively comes into contact with the interior form of the clip housing 58. The natural contact point of the spring inside the housing moves, becomes closer to the loaded end of the circlip 60, and consequently the unsupported length of the clip 60 becomes shorter, and the stiffness of this active section of the clip increases. In this way the torsional stiffness of the circlip spring 60 increases in a non-linear manner as the applied torque and corresponding relative angular displacement between the hub 54 and the main flange increases. S... * .
a..... * . *.*.
S a.. a a..
S S...
S S. S a. a a Sa S a

Claims (1)

  1. CLAIMS1) A torsional vibration damper having an input element and an output element and including spring means which resist the relative rotation of the input and output elements and which provides a torsional resistance to angular displacement with a non-linear stiffness characteristic.
    2) A damper according to claim I in which the spring means has a low resistance to small angular displacements and an increasing resistance to larger angular displacements.
    3) A damper according to claim 1 or 2 in which the spring means includes first and second spring stages which operate in series, the first spring stage operating during a fist range of relative angular displacement of the input and output elements of the damper and which has a stiffness characteristics which increases non-linearly during the first range of angular displacement, and the second spring stage operating in a second latter range of relative angular displacement of the input and output elements and which has a high stiffness.
    4) A damper according to claim 3 in which the stiffness of the first stage rises to a * S. .*S * level such that prior to the first stage reaching the end of its first range of angular displacement its torsional stiffness exceeds that of the linear stiffness of the second *.* * stage.I
    S... . . : 5) A damper according to any one of claims 1 to 4 in which the non-linear spring *: * stiffness characteristic is provided by a C-shaped spring member, the ends of the C-shaped member being forced apart during relative angular displacement of the input and output elements to provide the non-linear stiffness characteristic.
    6) A damper according to claim in which the C-shaped spring member is housed within a circular housing connected with the input or output element and the C-shaped spring member surrounds a generally circular inner member connected with the other of the outlet or inlet elements, the circular housing having a radially inwardly projecting abutment which projects between the ends of the C-shaped spring, and the circular inner member having a radially outwardly projecting abutment which also projects between the ends of the C-shaped spring, end portions of the C-shaped spring adjacent the radially projecting abutments being unsupported and spaced from an interior surface of the housing and relative rotation between the input and output elements moving the radially projecting abutments circumferentially relative to each other and forcing the ends of the C-shaped spring member apart with one of the end portions of the spring coming into progressively more contact with the interior surface of the housing to reduce the unsupported length of said one end portion to provide a non-linear spring stiffness characteristic.
    7) A torsional vibration damper constructed and arrange substantially as hereinbefore described with reference to and as shown in Figures 4 and 5 of the accompanying drawings. * * *.**S..... * . *5SS S..S *. * S S S. S S. *S S S **
GB1002736A 2009-02-17 2010-02-17 A torsional vibration damper Withdrawn GB2468030A (en)

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Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014128380A1 (en) * 2013-02-22 2014-08-28 Valeo Embrayages Vibration damper for clutch friction disc of a motor vehicle
EP3158221A1 (en) * 2014-06-18 2017-04-26 Schaeffler Technologies AG & Co. KG Clutch disk and friction clutch system
US9822862B2 (en) 2015-10-02 2017-11-21 Valeo Embrayages Hydrokinetic torque coupling device for a motor vehicle
US9850995B2 (en) 2015-10-02 2017-12-26 Valeo Embrayages Hydrokinetic torque coupling device for a motor vehicle
US9885406B2 (en) 2015-10-02 2018-02-06 Valeo Embrayages Hydrokinetic torque coupling device for a motor vehicle
US9903456B1 (en) 2016-08-24 2018-02-27 Valeo Embrayages Torque converter with lock-up clutch bias spring
US9989135B2 (en) 2015-10-02 2018-06-05 Valeo Embrayages Hydrokinetic torque coupling device for a motor vehicle
US10030753B2 (en) 2015-10-02 2018-07-24 Valeo Embrayages Hydrokinetic torque coupling device for a motor vehicle
US10054209B2 (en) 2016-06-20 2018-08-21 Valeo Embrayages Torque transmitting device
US10094458B2 (en) 2016-08-24 2018-10-09 Valeo Embrayages Torque transmitting device
US10094460B1 (en) 2017-04-06 2018-10-09 Valeo Embrayages Vibration damper and lock-up clutch for hydrokinetic torque-coupling device, and method for making the same
US10100909B2 (en) 2016-06-21 2018-10-16 Valeo Embrayages Torque transmission device for motor vehicle
US10107372B2 (en) 2016-11-22 2018-10-23 Valeo Embrayages Torsional vibration damper and lock-up clutch for hydrokinetic torque-coupling device, and method for making the same
US10113624B2 (en) 2016-11-17 2018-10-30 Valeo Embrayages Torsional vibration damper and lock-up clutch for hydrokinetic torque-coupling device, and method for making the same
US10161492B2 (en) 2015-10-02 2018-12-25 Valeo Embrayages Hydrokinetic torque coupling device for motor vehicle
US10234007B2 (en) 2016-05-23 2019-03-19 Valeo Embrayages Hydrokinetic torque coupling device for motor vehicle
US10288144B2 (en) 2016-02-11 2019-05-14 Valeo Embrayages Transmission torque converter device
US10309482B2 (en) 2014-08-08 2019-06-04 Valeo Embrayages Damper for an automobile clutch
US10400825B2 (en) 2012-12-21 2019-09-03 Valeo Embrayages Vibration damper for a torque transmission device of a motor vehicle

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Publication number Priority date Publication date Assignee Title
GB2165029A (en) * 1984-09-29 1986-04-03 Fichtel & Sachs Ag Torsional vibration damper with expanding ring spring
JPS62204019A (en) * 1986-02-28 1987-09-08 Hino Motors Ltd Clutch disc
GB2262797A (en) * 1991-12-27 1993-06-30 Dana Corp Flywheel/clutch assembly with damper
FR2714437A1 (en) * 1993-12-24 1995-06-30 Valeo Vehicle torsion absorbing device
FR2938030A1 (en) * 2008-11-05 2010-05-07 Valeo Embrayages Torque transmission device for motor vehicle, has arm with end supported on guiding surface, where distance from guiding surface to rotational axis varies with angular displacement of hub and disk to cause elastic deformation of arm

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2165029A (en) * 1984-09-29 1986-04-03 Fichtel & Sachs Ag Torsional vibration damper with expanding ring spring
JPS62204019A (en) * 1986-02-28 1987-09-08 Hino Motors Ltd Clutch disc
GB2262797A (en) * 1991-12-27 1993-06-30 Dana Corp Flywheel/clutch assembly with damper
FR2714437A1 (en) * 1993-12-24 1995-06-30 Valeo Vehicle torsion absorbing device
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WO2014128380A1 (en) * 2013-02-22 2014-08-28 Valeo Embrayages Vibration damper for clutch friction disc of a motor vehicle
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EP3158221A1 (en) * 2014-06-18 2017-04-26 Schaeffler Technologies AG & Co. KG Clutch disk and friction clutch system
US10309482B2 (en) 2014-08-08 2019-06-04 Valeo Embrayages Damper for an automobile clutch
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GB201002736D0 (en) 2010-04-07

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