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WO2011006264A1 - Dual mass flywheel with cam plate - Google Patents

Dual mass flywheel with cam plate Download PDF

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Publication number
WO2011006264A1
WO2011006264A1 PCT/CA2010/001140 CA2010001140W WO2011006264A1 WO 2011006264 A1 WO2011006264 A1 WO 2011006264A1 CA 2010001140 W CA2010001140 W CA 2010001140W WO 2011006264 A1 WO2011006264 A1 WO 2011006264A1
Authority
WO
WIPO (PCT)
Prior art keywords
mass flywheel
hub
dual mass
mass
links
Prior art date
Application number
PCT/CA2010/001140
Other languages
French (fr)
Inventor
Jaroslaw Lutoslawski
Original Assignee
Magna Powertrain Inc.
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 Magna Powertrain Inc. filed Critical Magna Powertrain Inc.
Publication of WO2011006264A1 publication Critical patent/WO2011006264A1/en

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
    • 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
    • F16F15/13157—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 with a kinematic mechanism or gear system, e.g. planetary
    • 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
    • F16F2230/00—Purpose; Design features
    • F16F2230/0052—Physically guiding or influencing
    • F16F2230/0064—Physically guiding or influencing using a cam

Definitions

  • a torsional vibration damper for use within a drive train of a vehicle. More particularly, a dual mass flywheel may be configured as a torsional damper including cam surfaces driving spring loaded pivot arms with roller followers.
  • a dual mass flywheel functions to filter out engine torque fluctuations prior to transferring torque to a vehicle transmission.
  • a dual mass flywheel includes a primary rotary inertia connected to a crankshaft of an internal combustion engine.
  • a second rotary inertia is coupled to an input shaft of the transmission.
  • a rotary spring interconnects the primary rotary inertia and the secondary rotary inertia.
  • Several arc springs having different lengths are implemented such that the springs become engaged at various degrees of mutual rotary displacement between the primary and secondary inertia.
  • the dual mass flywheel stiffness varies in several discrete steps. Engine operation does not necessarily match the discrete steps in dual mass flywheel stiffness. Therefore, undesirable torque fluctuations may be input to the transmission.
  • the springs are arranged as compression spring coils that may be completely collapsed against one another. This loading condition may negatively affect the fatigue life of the springs.
  • a dual mass flywheel includes a rotatable primary mass and a secondary mass being rotatable relative to the primary mass.
  • a cam plate is fixed for rotation with the primary mass and includes a plurality of circumferentially spaced apart cams.
  • a hub is fixed for rotation with the secondary mass. Links are pivotally coupled to the hub. Each link includes a roller follower biased into engagement with one of the cams to dampen torsional vibrations at the primary mass.
  • a dual mass flywheel in another form, includes a rotatable primary mass and a secondary mass being rotatable relative to the primary mass.
  • a cam plate is fixed for rotation with the primary mass and includes a plurality of circumferentially spaced apart cams.
  • a hub is fixed for rotation with the secondary mass. Links are pivotally coupled to the hub.
  • a roller follower is rotatably coupled to each link.
  • a plurality of springs bias each roller follower into engagement with one of the cams to dampen torsional vibrations.
  • Each spring has a first end coupled to the hub and a second end coupled to one of the links.
  • Figure 1 is a fragmentary cross-sectional view of a dual mass flywheel constructed in accordance with the teachings of the present disclosure
  • Figure 2 is a partial perspective view of the dual mass flywheel depicted in Figure 1 ;
  • Figure 3 is a fragmentary exploded perspective view showing a hub, a link and a roller follower of the dual mass flywheel;
  • Figure 4 is a fragmentary plan view of an asymmetrical cam. [0012] Corresponding reference numerals indicate corresponding parts throughout the several views of the drawings.
  • Figures 1 and 2 depict a dual mass flywheel including a primary mass 12 and a secondary mass 14.
  • Primary mass 12 is adapted to be fixed for rotation with a crankshaft of an internal combustion engine (not shown).
  • Secondary mass 14 is adapted to be fixed for rotation with an input shaft 16 of a transmission (not shown).
  • Primary mass 12 may rotate relative to secondary mass 14.
  • a cam plate 18 is fixed to primary mass 12 by a plurality of fasteners 20. More particularly, fasteners 20 extend through apertures 22 formed in a flange 24 of cam plate 18. Cam plate 18 also includes a wall 26 extending substantially perpendicular to flange 24. An internal surface 28 of wall 26 defines a plurality of circumferentially spaced apart cams 30. Cams
  • Cam plate 18 may be formed as a monolithic member such as a sheet having a substantially constant thickness.
  • a hub 32 includes a hollow cylindrical portion 34 and a plurality of substantially radially extending arms 36. Hub 32 is fixed for rotation with input shaft 16. A splined connection may be used to couple cylindrical surfaces. A flanged coupling (not shown) may alternatively be implemented.
  • a plurality of links 40 are circumferentially spaced apart from one another and circumscribed by wall 26.
  • a first end 42 of each link 40 is rotatably coupled to a distal end 44 of each arm 36 by a pin 46.
  • a roller follower 48 is rotatably coupled to a second end 50 of each link 40 by a pin 51.
  • links 40 may be formed as stampings constructed from a sheet of material having a substantially constant thickness.
  • Each link 40 includes spaced apart walls 52, 54 positioned on opposite sides of the corresponding arm 36. Walls 52, 54 are also positioned on opposite sides of each roller follower 48.
  • a plurality of springs 56 biasedly engage roller followers 48 with cams 30.
  • a first end 58 of each spring 56 is coupled to one of arms 36.
  • a second end 60 of each spring 56 is coupled to one of links 40 at a position intermediate first end 42 and second end 50.
  • Springs 56 are maintained in a pre-stressed condition such that each roller follower 48 is constantly in contact with one of cams 30.
  • Figure 2 depicts each roller follower 48 at a first or most radially outward position.
  • Springs 56 are compressed a minimum amount when roller followers 48 are at this position. Accordingly, a minimal torque is required to rotate cam plate 18 relative to hub 32 when roller followers 48 are at the first position.
  • cams 30 drive roller followers 48 radially inwardly. Due to the rotatable connection between links 40 and arms 36, compression springs 56 are further compressed as roller followers 48 move radially inwardly. Accordingly, resistance to further relative rotation between cam plate 18 and hub 32 increases as springs 56 are compressed.
  • springs 56, links 40 and rollers followers 48 impart a torque upon cam plate 18 urging roller followers 48 toward their first position depicted in Figure 2. This torque increases as springs 56 are compressed.
  • the rate of change of the torque applied by roller followers 48 to cam plate 18 may be defined by the spring rate of each spring 56 as well as the shape of cams 30.
  • Cams 30 may include profiles designed to result in a continuously changing, predetermined stiffness/deflection profile.
  • the stiffness of dual mass flywheel 10 may be custom tailored to a specific hardware configuration. Based on the arrangement of links 40, springs 56 and roller followers 48 in cooperation with cams 30, the dampening characteristic of dual mass flywheel 10 is independent of the rotational speed of primary mass 12 and/or secondary mass 14. Furthermore, it should be appreciated that dual mass flywheel 10 is an efficient torque coupling as well as a damper. Roller followers 48 engage cams 30 in a rolling manner, not in a less efficient sliding interface. Springs 56 store the energy provided by primary mass 12 for later transfer. Minimal energy loss occurs during operation of dual mass flywheel 10.
  • each cam 30 may include a first profile 30a that may be engaged by roller followers 48 when cam plate 18 rotates relative to hub 32 in a first direction.
  • a different, second profile 30b, may be formed on each cam 30 as well.
  • the second cam profile is contacted by each roller follower 48 when cam plate 18 rotates relative to hub 32 in the opposite direction as first described.
  • each cam 30 may be asymmetrical about a line passing through the rotational center of hub 32 and a roller follower to cam contact point when the roller follower is at the first position.
  • Dual mass flywheel 10 may also act as a clutch by allowing cam plate 18 to rotate relative to hub 32 at angles greater than defined by a singular cam 30. If a torque greater than a predetermined magnitude is attempted to be transferred across dual mass flywheel 10, each roller follower 48 will pass through the cam 30 of its current location and enter an adjacent cam 30. It should be appreciated that a convex surface 62 interconnects each pair of adjacent cams 30. Convex surfaces 62 are located at predetermined radially inward positions to assure that springs 56 are not compressed to a condition of complete spring solidification when roller followers 48 are driven to a second most radially inward position during the transition from one cam 30 to an adjacent cam 30.

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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 dual mass flywheel includes a rotatable primary mass and a secondary mass being rotatable relative to the primary mass. A cam plate is fixed for rotation with the primary mass and includes a plurality of circumferentially spaced apart cams. A hub is fixed for rotation with the secondary mass. Links are pivotally coupled to the hub. Each link includes a roller follower biased into engagement with one of the cams to dampen torsional vibrations at the primary mass.

Description

DUAL MASS FLYWHEEL WITH CAM PLATE
FIELD
[0001] The present disclosure relates to a torsional vibration damper for use within a drive train of a vehicle. More particularly, a dual mass flywheel may be configured as a torsional damper including cam surfaces driving spring loaded pivot arms with roller followers.
BACKGROUND
[0002] In general, a dual mass flywheel functions to filter out engine torque fluctuations prior to transferring torque to a vehicle transmission. In one embodiment, a dual mass flywheel includes a primary rotary inertia connected to a crankshaft of an internal combustion engine. A second rotary inertia is coupled to an input shaft of the transmission. A rotary spring interconnects the primary rotary inertia and the secondary rotary inertia. Several arc springs having different lengths are implemented such that the springs become engaged at various degrees of mutual rotary displacement between the primary and secondary inertia. As a result, the dual mass flywheel stiffness varies in several discrete steps. Engine operation does not necessarily match the discrete steps in dual mass flywheel stiffness. Therefore, undesirable torque fluctuations may be input to the transmission. Furthermore, in at least one known design, the springs are arranged as compression spring coils that may be completely collapsed against one another. This loading condition may negatively affect the fatigue life of the springs.
SUMMARY
[0003] This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features.
[0004] A dual mass flywheel includes a rotatable primary mass and a secondary mass being rotatable relative to the primary mass. A cam plate is fixed for rotation with the primary mass and includes a plurality of circumferentially spaced apart cams. A hub is fixed for rotation with the secondary mass. Links are pivotally coupled to the hub. Each link includes a roller follower biased into engagement with one of the cams to dampen torsional vibrations at the primary mass.
[0005] In another form, a dual mass flywheel includes a rotatable primary mass and a secondary mass being rotatable relative to the primary mass. A cam plate is fixed for rotation with the primary mass and includes a plurality of circumferentially spaced apart cams. A hub is fixed for rotation with the secondary mass. Links are pivotally coupled to the hub. A roller follower is rotatably coupled to each link. A plurality of springs bias each roller follower into engagement with one of the cams to dampen torsional vibrations. Each spring has a first end coupled to the hub and a second end coupled to one of the links.
[0006] Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. DRAWINGS
[0007] The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the present disclosure.
[0008] Figure 1 is a fragmentary cross-sectional view of a dual mass flywheel constructed in accordance with the teachings of the present disclosure;
[0009] Figure 2 is a partial perspective view of the dual mass flywheel depicted in Figure 1 ;
[0010] Figure 3 is a fragmentary exploded perspective view showing a hub, a link and a roller follower of the dual mass flywheel; and
[0011] Figure 4 is a fragmentary plan view of an asymmetrical cam. [0012] Corresponding reference numerals indicate corresponding parts throughout the several views of the drawings.
DETAILED DESCRIPTION
[0013] Example embodiments will now be described more fully with reference to the accompanying drawings.
[0014] Figures 1 and 2 depict a dual mass flywheel including a primary mass 12 and a secondary mass 14. Primary mass 12 is adapted to be fixed for rotation with a crankshaft of an internal combustion engine (not shown). Secondary mass 14 is adapted to be fixed for rotation with an input shaft 16 of a transmission (not shown). Primary mass 12 may rotate relative to secondary mass 14.
[0015] A cam plate 18 is fixed to primary mass 12 by a plurality of fasteners 20. More particularly, fasteners 20 extend through apertures 22 formed in a flange 24 of cam plate 18. Cam plate 18 also includes a wall 26 extending substantially perpendicular to flange 24. An internal surface 28 of wall 26 defines a plurality of circumferentially spaced apart cams 30. Cams
30 are defined by a number of curved surfaces as will be described in greater detail herein. Cam plate 18 may be formed as a monolithic member such as a sheet having a substantially constant thickness.
[0016] A hub 32 includes a hollow cylindrical portion 34 and a plurality of substantially radially extending arms 36. Hub 32 is fixed for rotation with input shaft 16. A splined connection may be used to couple cylindrical surfaces. A flanged coupling (not shown) may alternatively be implemented.
[0017] A plurality of links 40 are circumferentially spaced apart from one another and circumscribed by wall 26. A first end 42 of each link 40 is rotatably coupled to a distal end 44 of each arm 36 by a pin 46. A roller follower 48 is rotatably coupled to a second end 50 of each link 40 by a pin 51. As shown in Figure 3, links 40 may be formed as stampings constructed from a sheet of material having a substantially constant thickness. Each link 40 includes spaced apart walls 52, 54 positioned on opposite sides of the corresponding arm 36. Walls 52, 54 are also positioned on opposite sides of each roller follower 48.
[0018] A plurality of springs 56 biasedly engage roller followers 48 with cams 30. A first end 58 of each spring 56 is coupled to one of arms 36. A second end 60 of each spring 56 is coupled to one of links 40 at a position intermediate first end 42 and second end 50. Springs 56 are maintained in a pre-stressed condition such that each roller follower 48 is constantly in contact with one of cams 30.
[0019] Figure 2 depicts each roller follower 48 at a first or most radially outward position. Springs 56 are compressed a minimum amount when roller followers 48 are at this position. Accordingly, a minimal torque is required to rotate cam plate 18 relative to hub 32 when roller followers 48 are at the first position. As relative rotation between cam plate 18 and hub 32 continues, cams 30 drive roller followers 48 radially inwardly. Due to the rotatable connection between links 40 and arms 36, compression springs 56 are further compressed as roller followers 48 move radially inwardly. Accordingly, resistance to further relative rotation between cam plate 18 and hub 32 increases as springs 56 are compressed. Stated another way, springs 56, links 40 and rollers followers 48 impart a torque upon cam plate 18 urging roller followers 48 toward their first position depicted in Figure 2. This torque increases as springs 56 are compressed.
[0020] The rate of change of the torque applied by roller followers 48 to cam plate 18 may be defined by the spring rate of each spring 56 as well as the shape of cams 30. Cams 30 may include profiles designed to result in a continuously changing, predetermined stiffness/deflection profile. The stiffness of dual mass flywheel 10 may be custom tailored to a specific hardware configuration. Based on the arrangement of links 40, springs 56 and roller followers 48 in cooperation with cams 30, the dampening characteristic of dual mass flywheel 10 is independent of the rotational speed of primary mass 12 and/or secondary mass 14. Furthermore, it should be appreciated that dual mass flywheel 10 is an efficient torque coupling as well as a damper. Roller followers 48 engage cams 30 in a rolling manner, not in a less efficient sliding interface. Springs 56 store the energy provided by primary mass 12 for later transfer. Minimal energy loss occurs during operation of dual mass flywheel 10.
[0021] As shown in Figure 4, it is contemplated that each cam 30 may include a first profile 30a that may be engaged by roller followers 48 when cam plate 18 rotates relative to hub 32 in a first direction. A different, second profile 30b, may be formed on each cam 30 as well. The second cam profile is contacted by each roller follower 48 when cam plate 18 rotates relative to hub 32 in the opposite direction as first described. As such, each cam 30 may be asymmetrical about a line passing through the rotational center of hub 32 and a roller follower to cam contact point when the roller follower is at the first position.
[0022] Dual mass flywheel 10 may also act as a clutch by allowing cam plate 18 to rotate relative to hub 32 at angles greater than defined by a singular cam 30. If a torque greater than a predetermined magnitude is attempted to be transferred across dual mass flywheel 10, each roller follower 48 will pass through the cam 30 of its current location and enter an adjacent cam 30. It should be appreciated that a convex surface 62 interconnects each pair of adjacent cams 30. Convex surfaces 62 are located at predetermined radially inward positions to assure that springs 56 are not compressed to a condition of complete spring solidification when roller followers 48 are driven to a second most radially inward position during the transition from one cam 30 to an adjacent cam 30.
[0023] The foregoing description of the embodiments has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the invention, and all such modifications are intended to be included within the scope of the disclosure.

Claims

CLAIMS What is claimed is:
1. A dual mass flywheel, comprising:
a rotatable primary mass;
a secondary mass being rotatable relative to the primary mass;
a cam plate fixed for rotation with the primary mass and including a plurality of circumferentially spaced apart cams;
a hub fixed for rotation with the secondary mass; and
a plurality of links pivotally coupled to the hub, each link having a roller follower rotatably coupled thereto, wherein each roller follower is biased into engagement with one of the cams to dampen torsional vibrations at the primary mass.
2. The dual mass flywheel of claim 1 further including a plurality of circumferentially spaced apart springs being placed in compression between the hub and the links.
3. The dual mass flywheel of claim 2 wherein the cam plate includes a continuous uninterrupted surface including each cam.
4. The dual mass flywheel of claim 3 wherein the uninterrupted surface circumscribes the roller followers, the links and the hub.
5. The dual mass flywheel of claim 3 wherein each cam includes a concave surface.
6. The dual mass flywheel of claim 1 wherein the cams are asymmetrical.
7. The dual mass flywheel of claim 1 wherein the cam plate may be rotated relative to the hub an amount sufficient to cause each roller follower to engage an adjacent cam.
8. The dual mass flywheel of claim 2 wherein a maximum torque transferrable between the primary and secondary masses is defined at least in part by a maximum output force of the springs.
9. The dual mass flywheel of claim 2 wherein the springs remain extended a distance greater than that at a fully collapsed condition during operation.
10. The dual mass flywheel of claim 1 wherein the plurality of links includes four links equally circumferentially spaced apart from one another.
11. The dual mass flywheel of claim 1 wherein the cam plate includes a substantially constant thickness sheet forming a flange portion and the cams, the flange being coupled to the primary mass.
12. A dual mass flywheel, comprising:
a rotatable primary mass;
a secondary mass being rotatable relative to the primary mass;
a cam plate fixed for rotation with the primary mass and including a plurality of circumferentially spaced apart cams;
a hub fixed for rotation with the secondary mass;
a plurality of links pivotally coupled to the hub, each link having a roller follower rotatably coupled thereto; and
a plurality of springs biasing each roller follower into engagement with one of the cams to dampen torsional vibrations, wherein each spring has a first end coupled to the hub and a second end coupled to one of the links.
13. The dual mass flywheel of claim 12 wherein each of the springs extends perpendicularly to two other of the springs.
14. The dual mass flywheel of claim 13 wherein each link includes a substantially constant cross-sectional thickness.
15. The dual mass flywheel of claim 14 wherein the cam plate includes a continuous uninterrupted surface including each cam and circumscribing the roller followers, the links and the hub.
PCT/CA2010/001140 2009-07-16 2010-07-16 Dual mass flywheel with cam plate WO2011006264A1 (en)

Applications Claiming Priority (2)

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US22600409P 2009-07-16 2009-07-16
US61/226,004 2009-07-16

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Cited By (23)

* 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
CN104220777A (en) * 2012-04-04 2014-12-17 丰田自动车株式会社 Torque fluctuation absorbing device and transmission
EP3220007A1 (en) * 2016-03-16 2017-09-20 Valeo Embrayages Torsional damper comprising a cam guide
FR3049018A1 (en) * 2016-03-16 2017-09-22 Valeo Embrayages CAM PATH TORSION FILTRATION MECHANISM
FR3049019A1 (en) * 2016-03-16 2017-09-22 Valeo Embrayages CAM PATH TORSION FILTRATION MECHANISM
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
US11118652B2 (en) 2015-10-30 2021-09-14 Valeo Embrayages Vibration damper, associated damping mechanism and propulsion assembly

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EP1024311A2 (en) * 1998-12-23 2000-08-02 Automotive Products Plc Torsional vibration dampers
FR2795795A1 (en) * 1999-06-29 2001-01-05 Aisin Seiki Torque variation absorber for motor vehicle transmission has driving and driven discs with movable arm in sliding contact with one disc
WO2004016968A1 (en) * 2002-08-12 2004-02-26 Valeo Embrayages Cam-driven damping double flywheel and cam follower for motor vehicle
DE102009035914A1 (en) * 2008-09-01 2010-03-04 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Dual Mass Flywheel

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GB219975A (en) * 1923-07-31 1924-10-02 Wilhelm Ruppert Improvements in automatic clutches
US2028459A (en) * 1930-05-26 1936-01-21 Kjaer Viggo Axel Device for reducing torsional vibrations in shafts
EP1024311A2 (en) * 1998-12-23 2000-08-02 Automotive Products Plc Torsional vibration dampers
FR2795795A1 (en) * 1999-06-29 2001-01-05 Aisin Seiki Torque variation absorber for motor vehicle transmission has driving and driven discs with movable arm in sliding contact with one disc
WO2004016968A1 (en) * 2002-08-12 2004-02-26 Valeo Embrayages Cam-driven damping double flywheel and cam follower for motor vehicle
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Cited By (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104220777A (en) * 2012-04-04 2014-12-17 丰田自动车株式会社 Torque fluctuation absorbing device and transmission
US10400825B2 (en) 2012-12-21 2019-09-03 Valeo Embrayages Vibration damper for a torque transmission device of a motor vehicle
FR3002605A1 (en) * 2013-02-22 2014-08-29 Valeo Embrayages TORSION DAMPER FOR CLUTCH FRICTION DISC
WO2014128380A1 (en) * 2013-02-22 2014-08-28 Valeo Embrayages Vibration damper for clutch friction disc of a motor vehicle
US10309482B2 (en) 2014-08-08 2019-06-04 Valeo Embrayages Damper for an automobile clutch
US9885406B2 (en) 2015-10-02 2018-02-06 Valeo Embrayages Hydrokinetic torque coupling device for a motor vehicle
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
US10161492B2 (en) 2015-10-02 2018-12-25 Valeo Embrayages Hydrokinetic torque coupling device for motor vehicle
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
US11118652B2 (en) 2015-10-30 2021-09-14 Valeo Embrayages Vibration damper, associated damping mechanism and propulsion assembly
US10288144B2 (en) 2016-02-11 2019-05-14 Valeo Embrayages Transmission torque converter device
CN107202096A (en) * 2016-03-16 2017-09-26 法雷奥离合器公司 Torsion filter mechanism with cam path
FR3049019A1 (en) * 2016-03-16 2017-09-22 Valeo Embrayages CAM PATH TORSION FILTRATION MECHANISM
FR3049018A1 (en) * 2016-03-16 2017-09-22 Valeo Embrayages CAM PATH TORSION FILTRATION MECHANISM
US10422406B2 (en) 2016-03-16 2019-09-24 Valeo Embrayages Torsion filtering mechanism having a cam track
EP3220007A1 (en) * 2016-03-16 2017-09-20 Valeo Embrayages Torsional damper comprising a cam guide
US10234007B2 (en) 2016-05-23 2019-03-19 Valeo Embrayages Hydrokinetic torque coupling device for motor vehicle
US10054209B2 (en) 2016-06-20 2018-08-21 Valeo Embrayages Torque transmitting device
US10100909B2 (en) 2016-06-21 2018-10-16 Valeo Embrayages Torque transmission device for motor vehicle
US10094458B2 (en) 2016-08-24 2018-10-09 Valeo Embrayages Torque transmitting device
US9903456B1 (en) 2016-08-24 2018-02-27 Valeo Embrayages Torque converter with lock-up clutch bias spring
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
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
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

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