WO1993013338A1 - Amortisseur et embrayage en derivation pour convertisseur de couple hydrodynamique - Google Patents

Amortisseur et embrayage en derivation pour convertisseur de couple hydrodynamique Download PDF

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Publication number
WO1993013338A1
WO1993013338A1 PCT/EP1992/002479 EP9202479W WO9313338A1 WO 1993013338 A1 WO1993013338 A1 WO 1993013338A1 EP 9202479 W EP9202479 W EP 9202479W WO 9313338 A1 WO9313338 A1 WO 9313338A1
Authority
WO
WIPO (PCT)
Prior art keywords
spring
drive ring
support plate
springs
damper
Prior art date
Application number
PCT/EP1992/002479
Other languages
English (en)
Inventor
Fraser John Macdonald
Original Assignee
Ford Motor Company Limited
Ford Werke A.G.
Ford France S.A.
Ford Motor Company
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 Ford Motor Company Limited, Ford Werke A.G., Ford France S.A., Ford Motor Company filed Critical Ford Motor Company Limited
Priority to JP5511373A priority Critical patent/JPH07502325A/ja
Publication of WO1993013338A1 publication Critical patent/WO1993013338A1/fr

Links

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
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • 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
    • F16F15/129—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 characterised by friction-damping means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F16H2045/0273—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type characterised by the type of the friction surface of the lock-up clutch
    • F16H2045/0278—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type characterised by the type of the friction surface of the lock-up clutch comprising only two co-acting friction surfaces
    • 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
    • F16H—GEARING
    • F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
    • F16H2045/0273—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type characterised by the type of the friction surface of the lock-up clutch
    • F16H2045/0289—Details of friction surfaces of the lock-up clutch

Definitions

  • This invention relates to the field of torque converters for automatic transmissions.
  • the invention pertains particularly to a damper and associated bypass clutch, which mechanically connects and disconnects selectively the turbine and impeller of the torque converter.
  • the present invention relates to improvements in damper assemblies of the kind shown in U.S. Patents 4,143,561; 4,422,535, 4,027,757 and 4,138,003.
  • Each of these references shows a damper assembly that includes compound springs located in a clutch plate situated in an impeller housing of a torque converter.
  • the springs cushion the application of a direct drive friction clutch, which locks together the impeller and the turbine of the converter to establish a mechanical torque delivery path arranged in parallel with the hydrokinetic torque delivery path provided by the converter.
  • a typical gearset adapted to accommodate a torque converter and damper assembly of the kind herein disclosed is described in U.S. Patents 3,314,307 and 3,491,617.
  • Each of these patents describes compound planetary gearsets, with a hydrokinetic torque converter located between the gearset torque input elements and an internal combustion engine in a vehicle driveline.
  • An overdrive clutch is adapted to connect directly the engine crankshaft or converter impeller to the compound carrier of the gear unit, thereby establishing an overdrive ratio.
  • the hydrokinetic torque delivery path through the gearing and converter is interrupted and a fully mechanical torque delivery path is substituted.
  • the converter damper assembly of the invention cushions the engagement of the overdrive clutch and prevents undesirable resonant frequencies from developing due to the inertia forces on the torque delivery elements in the transmission itself and due to forced vibrations in the driveline normally associated with an internal combustion engine.
  • flywheel In drivelines of this type, it is usual practice to provide an inertia flywheel to cushion engagement of the clutches and brakes of the transmission and to absorb transient torque variations and torsional vibrations.
  • a flywheel may be required in a driveline incorporating the improved damper mechanism of the present invention, the mass of the flywheel may be reduced greatly without impairing drivability.
  • the resonant vibrations normally absorbed by a larger flywheel can be accommodated instead by the damper assembly of the invention, which has a substantially smaller mass.
  • a torque converter adapted to deliver driving torque from an internal combustion engine to a transmission drive shaft.
  • the torque converter has an impeller connected to the engine, a turbine connected to torque input elements of a gear system, and a mechanical torque delivery path in parallel relationship with respect to the torque converter that is independent of the torque converter.
  • a damper assembly, located in the torque flow path includes a clutch plate connected to the impeller; a torque input shaft connected to the gear system; a piston; a drive ring located between the piston and clutch plate; and damper springs establishing a damped resilient connection between the drive ring and the turbine wheel.
  • Annular pockets of circular cross-section formed by complementary arcuate flanges on the support plate contain the damper springs and hold those springs in correct position against the effect of forces tending to urge the springs radially outward as the springs are compressed. Due to the modular form inherent in the design, the number of damper springs can vary with kinematic requirements without changing the principle of operation.
  • the damper springs are located at the radially outermost location within the torque converter casing, thereby minimising the damper-spring force needed to attenuate torsional vibration. Because the spring pockets closely conform to the outer surface of the coiled springs, as the springs compress they move in contact on the inner surface of the pockets, which are hardened by heat treatment to withstand wear due to this.
  • Figure 1 is a side view of a torque converter, partially in cross section, showing a bypass clutch and damper according to the invention.
  • Figure 2 is an end view taken in direction A of a damper assembly shown in Figure 1.
  • Figure 3 is a cross section taken at plane 3-3 of Figure 7 showing a detail of the spring retainer within the damper assembly.
  • Figure 4 is an axial view of the drive ring showing details of the friction surface.
  • Figure 5 is a side view of the drive ring.
  • Figure 6 is a top view of a detail in the drive ring.
  • Figure 7 is an axial view of the retainer and damper springs.
  • a torque converter 10 includes an impeller cover 12, which is welded to an impeller shell 14 having recesses 16, which receive tabs 18 located on the outer surface of impeller blades 20.
  • the impeller blades are retained between shell 14 and an inner impeller shroud 22.
  • Impeller cover 12 supports a circular pattern of threaded studs 24 to which a flywheel, rotatably supported on the engine crankshaft, is bolted, thereby drivably connect the cover to an engine.
  • Turbine blades 26 are spaced mutually about the axis of rotation and are located with respect to the impeller blades so that a toroidal fluid flow within the torque converter exits the impeller and enters the turbine at the radially outer area and leaves the turbine at the radially inner area.
  • the outer periphery of the turbine blades is fixed mechanically or by welding or brazing to a turbine shell 28, which has openings 29 that receive tabs 30 formed on the turbine blades.
  • the inner periphery of the turbine blades is connected to an inner turbine shroud 32 by locating tabs 34 within slots formed in shroud 32 and bending the tabs over on the inner surface of the shroud, thereby fixing the position of blades 26 between shell 28 and shroud 32.
  • Turbine shell 28 is secured by rivets 36 to a turbine hub 38 having an internally splined surface 40 adapted to engage an externally splined surface on a transmission input shaft.
  • a stator assembly comprising stator blades 46, spaced mutually around the axis of rotation, a hub 48 supporting blades 46, an inner shroud 50 connecting the radially inner tips of the blades, and an outer shroud 52 connecting the radially inner ends of the stator blades.
  • An overrunning brake 54 fixed by splines 56 to a stationary sleeve shaft, provides one-way braking between the stator blades and the sleeve shaft.
  • a bypass clutch includes a piston assembly 58, which includes a piston 60, slidably mounted in an axially directed surface 62 formed on turbine hub 38 and sealed against the passage of hydraulic fluid by an O-ring 64, located in a recess formed in surface 62.
  • a clutch plate 20 drivably connects cover 12 to the rotor of a hydraulic pump, the pressure source from which the torque converter and an automatic transmission are pressurised, controlled and actuated.
  • a ring 66 riveted at 67 to the piston, carries a splined surface 68 that is engaged by the splines formed on the radially inner surface of clutch plate 70.
  • the clutch plate is fixed to the inner surface of cover 12 by a spot weld 72, which provides a seal against the passage of hydraulic fluid between the axially outer surface of disc 64 and the adjacent inner surface of the cover. Therefore, clutch plate 70 and piston 60 are drivably connected through cover 12 to the engine.
  • Drive ring 74 includes a radial leg 76 (shown in Figure 5) located between the inner face of clutch plate 70 and the outer face of piston 60, and six axial legs 76 (shown in Figure 6) , spaced mutually angularly about the axis of rotation and directed from leg 76 toward the turbine wheel.
  • the surfaces of leg 76 that face plate 70 and piston 60 carry friction material 80, commonly referred to as "paper face” material, which is bonded to axially opposite radial surfaces of drive ring 74 by a bonding technique described by Frosbie, Milek and Smith in SAE Design Practices, Volume 5, (1962).
  • the friction material 80 has formed two concentric annular grooves, 82, 84, which can be machined by turning or formed by pressing a die on the face of the plate during formation of the disc as the friction material is pressure bonded to the steel drive ring 74.
  • the friction material 80 is formed also with two sets of radial grooves 86, 80, members of each radial groove set spaced at 90° intervals from other members of the set and at 45° intervals from members of the other set.
  • Radial grooves 86 do not communicate with the radially outer region but they do communicate with the radially inner region of the drive ring. They also interconnect each of the annular grooves.
  • Radial grooves 88 which communicate with the radially outer region, do not communicate with the radially inner region.
  • Fluid in the torus cavity of the torque converter has a pressure that is higher than pressure in chamber 90, located between friction plate 70 and piston 60. Therefore, hydraulic fluid tends to flow radially inward through grooves 88 where it is transferred to the circumferential or annular grooves. The fluid then travels circumferentially to the adjacent radial grooves 86, from which the fluid is transferred to the radially inward region of the pressure chamber 90.
  • Fluid circulates continuously across the friction surfaces during operation of the clutch as the clutch slips, and fluid is transferred circumferentially through the grooves thereby creating the maximum cooling effect.
  • Heat is dissipated to the fluid and carried to chamber 90 in the control system, where it is transferred to a cooler and then recirculated to the inlet side of a pump, which pressurised the entire hydraulic system of the transmission.
  • the pump supplies pressure to the control system, which establishes regulated pressure levels in the torus circuit of the torque converter and in chamber 90.
  • a spring retainer ring 94 includes a radially inwardly extending web 96, riveted to support plate 91 at angularly spaced locations 98, and an arcuate flange 100 substantially complimentary to flange 92 of the support plate.
  • Flanges 92 and 102 define between them a substantially circular tubular cavity, in which are located six angularly spaced, helically-coiled damper springs 102. At six equally spaced angular locations spaced mutually about the axis of rotation, flange 100 of the retainer ring is formed with a local bead extending approximately 16.4 degrees between radially directed relief recesses 106 that permit formation of bead 104 in the arcuate flange 100.
  • Similar relief slots 108 formed in the support 91, permit arcuate flanges 92 to extend outwardly from the planar radially directed web of the support ring and the radially outer end of support plate 91 to extend into the spring pockets over the same intervals and lengths as the local beads 104.
  • Drive ring 74 is supported on several arcuate surfaces 105 that coincide with the angularly spaced beads 104 and the radial ends of the support plate.
  • Surfaces 105 guide the drive ring as it moves axially toward clutch plate 70 due to contact with the piston 60 and away from the clutch plate as pressure within control chamber 90 falls in rela ⁇ tion to pressure on the axially opposite side of the piston.
  • Contact between the arcuate flanges 92 and the drive ring limits the extent to which the springs are compressed.
  • Contact between the beads and radial ends of the support plate limit the extent to which the springs can expand.
  • the damper assembly includes six angularly-spaced, helically-coiled damper springs 102, the coil of each spring being closed at each end by a plug 110.
  • Each damper spring is located between a bead 104 of the arcuate flange 100 formed on retainer 94 and a radial end of support plate 91.
  • the damper springs move from the fully extended position shown in Figure 7 to a fully stroked position shown in the upper right-hand quadrant of Figure 7 at 114.
  • the damper springs When the damper springs are compressed, the radially outer surface of the spring coils move in frictional contact on the inner surface 116 of the arcuate flange 100 of the retainer.
  • Beads 104 and the radial ends of support plate 91 limit movement of compression damper springs 102.
  • the springs may be arcuate as formed or straight and then bent to conform to the annular spring pockets.
  • Each of the six axially directed legs 78 of the drive ring 74 is located within the space between angularly opposite ends of each of the damper springs.
  • Engine torque is transmitted through drive ring 74 to the damper assembly by bearing contact between axial flanges 78 and the adjacent ends of the damper spring.
  • Chamber 90 defined by piston 60, cover 12, clutch plate 70 and the friction material on drive ring 74, is a control pressure chamber, which communicates with the control pressure source in a matter described in U.S. Patent No. 4,633,738, which is assigned to the assignor of this invention.
  • a pressure differential across piston 60 can be controlled.
  • the pressure in the torus flow cavity on the left-hand side of piston 60 causes the friction surfaces on clutch plate 70 and piston 60 to become frictionally engaged with the friction material 80 on the inner and outer axial surfaces of radially extending leg 76 of drive ring 74.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

On décrit un amortisseur d'embrayage en dérivation pour convertisseur de couple hydrodynamique comprenant une plaque de support (91) ainsi qu'un rotor de turbine (26), ces deux éléments étant montés sur l'arbre primaire de transmission d'une transmission automatique. L'anneau de support définit des encastrements annulaires (92, 100) de ressorts situés autour de l'axe de rotation contenant des ressorts hélicoïdaux (102), chaque ressort (102) possédant une extrémité qui se trouve en contact avec la plaque de support (91). L'extrémité opposée de chacun des ressorts (102) de l'amortisseur vient en contact avec l'un des anneaux d'entraînement de l'embrayage d'un convertisseur de couple. Un disque d'embrayage (70) est monté sur un couvercle (12) de pompe, et un piston d'embrayage (60), monté sur le couvercle (14), est actionné de manière hydraulique de façon à se déplacer vers l'anneau d'entraînement (74) ainsi que le disque d'embrayage (70). Les surfaces de friction situées sur l'anneau d'entraînement (74) viennent en contact de friction avec le disque d'embrayage (70) et le piston (60) en fonction de la pression différentielle exercée sur le piston de l'embrayage. L'anneau d'entraînement (74), lorsqu'il est actionné, comprime les ressorts, établissant ainsi un contact fonctionnel avec les surfaces des encastrements de ressort au fur et à mesure que les ressorts se déplacent.
PCT/EP1992/002479 1991-12-23 1992-10-30 Amortisseur et embrayage en derivation pour convertisseur de couple hydrodynamique WO1993013338A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP5511373A JPH07502325A (ja) 1991-12-23 1992-10-30 流体トルクコンバータ用のダンパ及びバイパスクラッチ

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US81185891A 1991-12-23 1991-12-23
US811,858 1991-12-23

Publications (1)

Publication Number Publication Date
WO1993013338A1 true WO1993013338A1 (fr) 1993-07-08

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Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1994007058A1 (fr) * 1992-09-24 1994-03-31 Valeo Amortisseur de torsion pour embrayage de verrouillage et embrayage de verrouillage comportant un tel amortisseur de torsion
FR2714136A1 (fr) * 1993-12-22 1995-06-23 Fichtel & Sachs Ag Convertisseur de couple hydrodynamique, à embrayage de blocage.
FR2749359A1 (fr) * 1996-05-29 1997-12-05 Exedy Corp Plaque de friction humide, mecanisme de transmission et d'interruption de puissance humide, embrayage humide et embrayage a verrouillage
FR2749634A1 (fr) * 1996-06-10 1997-12-12 Valeo Amortisseur de torsion pour embrayage de verrouillage, notamment de vehicule automobile
FR2765296A1 (fr) * 1997-06-30 1998-12-31 Valeo Appareil d'accouplement hydrocinetique a embrayage de verrouillage, pour vehicule automobile
ES2128890A1 (es) * 1994-05-09 1999-05-16 Fichtel & Sachs Ag Convertidor de par de giro hidrodinamico.
FR2775747A1 (fr) * 1998-03-03 1999-09-10 Valeo Appareil d'accouplement hydrocinetique, notamment pour vehicule automobile
FR2803645A1 (fr) * 2000-01-10 2001-07-13 Luk Getriebe Systeme Gmbh Convertisseur de couple hydrodynamique
FR2804484A1 (fr) * 2000-02-02 2001-08-03 Valeo Appareil d'accouplement hydrocinetique
EP1211438A2 (fr) 2000-11-29 2002-06-05 Ford-Werke Aktiengesellschaft Convertisseur de couple hydrodynamique
US7658679B2 (en) 2005-09-08 2010-02-09 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Series-parallel multistage torque converter damper
WO2018080883A1 (fr) * 2016-10-26 2018-05-03 Schaeffler Technologies AG & Co. KG Ensemble embrayage de véhicule automobile comprenant un amortisseur permettant le lissage de l'engagement d'un embrayage
DE4448015B4 (de) * 1993-07-09 2018-10-31 Schaeffler Technologies Gmbh & Co. Kg Hydrodynamischer Drehmomentwandler
US10428926B2 (en) 2017-11-27 2019-10-01 Valeo Embrayages Hydrokinetic torque coupling device with turbine made of lightweight material and torsional vibration damper

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5485620B2 (ja) * 2009-08-31 2014-05-07 アイシン・エィ・ダブリュ工業株式会社 ロックアップダンパ装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4143561A (en) * 1977-11-14 1979-03-13 Ford Motor Company Hydrokinetic torque converter with lock-up clutch and internal vibration damping
US4274519A (en) * 1978-04-28 1981-06-23 Aisin-Warner K.K. Lock-up clutch for a hydraulic unit
US4289220A (en) * 1979-10-12 1981-09-15 Toyota Jidosha Kogyo Kabushiki Kaisha Hydraulic coupling with a lock-up clutch
FR2478771A1 (fr) * 1980-03-19 1981-09-25 Renault Convertisseur de couple hydrodynamique muni de moyens de pontage
EP0358318A2 (fr) * 1988-09-02 1990-03-14 Ford Motor Company Limited Dispositif amortisseur pour mécanisme de transmission de puissance
WO1991006785A1 (fr) * 1989-11-01 1991-05-16 Barnes Group Inc. Ressort arque et son procede de fabrication

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4143561A (en) * 1977-11-14 1979-03-13 Ford Motor Company Hydrokinetic torque converter with lock-up clutch and internal vibration damping
US4274519A (en) * 1978-04-28 1981-06-23 Aisin-Warner K.K. Lock-up clutch for a hydraulic unit
US4289220A (en) * 1979-10-12 1981-09-15 Toyota Jidosha Kogyo Kabushiki Kaisha Hydraulic coupling with a lock-up clutch
FR2478771A1 (fr) * 1980-03-19 1981-09-25 Renault Convertisseur de couple hydrodynamique muni de moyens de pontage
EP0358318A2 (fr) * 1988-09-02 1990-03-14 Ford Motor Company Limited Dispositif amortisseur pour mécanisme de transmission de puissance
WO1991006785A1 (fr) * 1989-11-01 1991-05-16 Barnes Group Inc. Ressort arque et son procede de fabrication

Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5590750A (en) * 1992-09-24 1997-01-07 Valeo Torsion damper for a lock-up clutch, and a lock-up clutch having such a torsion damper
WO1994007058A1 (fr) * 1992-09-24 1994-03-31 Valeo Amortisseur de torsion pour embrayage de verrouillage et embrayage de verrouillage comportant un tel amortisseur de torsion
DE4448015B4 (de) * 1993-07-09 2018-10-31 Schaeffler Technologies Gmbh & Co. Kg Hydrodynamischer Drehmomentwandler
FR2714136A1 (fr) * 1993-12-22 1995-06-23 Fichtel & Sachs Ag Convertisseur de couple hydrodynamique, à embrayage de blocage.
US5575363A (en) * 1993-12-22 1996-11-19 Fichtel & Sachs Ag Hydrokinetic torque converter with lockup clutch
ES2122821A1 (es) * 1993-12-22 1998-12-16 Fichtel & Sachs Ag Convertidor de par de giro hidrodinamico con embrague de puente.
ES2128890A1 (es) * 1994-05-09 1999-05-16 Fichtel & Sachs Ag Convertidor de par de giro hidrodinamico.
FR2749359A1 (fr) * 1996-05-29 1997-12-05 Exedy Corp Plaque de friction humide, mecanisme de transmission et d'interruption de puissance humide, embrayage humide et embrayage a verrouillage
WO1997047902A1 (fr) * 1996-06-10 1997-12-18 Valeo Amortisseur de torsion pour embrayage de verrouillage, notamment de vehicule automobile
FR2749634A1 (fr) * 1996-06-10 1997-12-12 Valeo Amortisseur de torsion pour embrayage de verrouillage, notamment de vehicule automobile
WO1999001682A1 (fr) * 1997-06-30 1999-01-14 Valeo Appareil d'accouplement hydrocinetique a embrayage de verrouillage, pour vehicule automobile
FR2765296A1 (fr) * 1997-06-30 1998-12-31 Valeo Appareil d'accouplement hydrocinetique a embrayage de verrouillage, pour vehicule automobile
US6280333B1 (en) 1997-06-30 2001-08-28 Valeo Hydrokinetic coupling apparatus with locking clutch for motor vehicle
WO1999045294A1 (fr) * 1998-03-03 1999-09-10 Valeo Appareil d'accouplement hydrocinetique, notamment pour vehicule automobile
KR100600220B1 (ko) * 1998-03-03 2006-07-13 발레오 자동차용 유압 커플링 장치
FR2775747A1 (fr) * 1998-03-03 1999-09-10 Valeo Appareil d'accouplement hydrocinetique, notamment pour vehicule automobile
FR2803645A1 (fr) * 2000-01-10 2001-07-13 Luk Getriebe Systeme Gmbh Convertisseur de couple hydrodynamique
FR2804484A1 (fr) * 2000-02-02 2001-08-03 Valeo Appareil d'accouplement hydrocinetique
EP1211438A2 (fr) 2000-11-29 2002-06-05 Ford-Werke Aktiengesellschaft Convertisseur de couple hydrodynamique
WO2002044589A1 (fr) 2000-11-29 2002-06-06 Thyssenkrupp Automotive Ag Convertisseur de couple hydrodynamique
US6622834B2 (en) 2000-11-29 2003-09-23 Ford-Werke-Aktiengesellschaft Hydrodynamic torque converter
US7658679B2 (en) 2005-09-08 2010-02-09 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Series-parallel multistage torque converter damper
WO2018080883A1 (fr) * 2016-10-26 2018-05-03 Schaeffler Technologies AG & Co. KG Ensemble embrayage de véhicule automobile comprenant un amortisseur permettant le lissage de l'engagement d'un embrayage
US10428926B2 (en) 2017-11-27 2019-10-01 Valeo Embrayages Hydrokinetic torque coupling device with turbine made of lightweight material and torsional vibration damper

Also Published As

Publication number Publication date
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