Abstract: A hybrid module includes a housing, an electric motor, a hydraulic coupling, a first clutch, a second clutch, and a flow plate assembly. The electric motor includes a stator fixed to the housing and a rotor rotatable relative to the housing. The hydraulic coupling is at least partially radially inside of the electric motor. The first clutch is for drivingly connecting the rotor to the engine. The second clutch is arranged in parallel with the hydraulic coupling for drivingly connecting the rotor to an input shaft of the planetary transmission. The flow plate assembly is fixed to the housing and includes a first flow plate and a second flow plate. The first flow plate has a radial groove forming a first portion of a radial flow channel. The second flow plate is fixed to the first flow plate and forms a second portion of the radial flow channel.

Abstract: A damper is in the form of a disk and used for the clutch including: a clutch housing in which a clutch plate is held; and a clutch gear that transmits rotary drive power to the clutch housing via the damper. A non-circular engagement hole is formed at a center portion of a disk of the damper such that an engagement projection of the clutch housing engages with the engagement hole. First cutout portions are formed in the damper on an outer side and an inner side in a clutch radial direction on a rear side on which rotary drive power from the clutch gear is applied. A minimal distance between each first cutout portion and the engagement hole is smaller than a distance between the engagement hole and an outer circumference of the disk.

Abstract: Methods and systems are provided for reducing vacuum at an outlet of an upstream first compressor when powering on a second compressor positioned downstream of the first compressor. In one example, a method may comprise, in response to a desired engine torque increasing above a threshold: powering on a second compressor positioned downstream of a first compressor in an intake of an engine system, and opening a compressor recirculation valve (CRV) positioned in a bypass passage coupled across the first compressor for a duration. As such, a portion of intake gasses from upstream of the first compressor may be routed to the second compressor.

Abstract: A vibration damping device which can improve a vibration damping performance of a damper having a chamber holding a rolling member. The vibration damping device is applied to a power transmission unit having an input side rotary member that transmits a power to an elastic member and an output rotary member that is rotated by the power transmitted from the elastic member. In order to damp vibrations of the output rotary member, the vibration damping device is comprised of a holding chamber rotated integrally with the input side rotary member and a rolling member held in the holding chamber in a manner to rotate in a same direction as the output side rotary member while being allowed to rotate relatively therewith.

Abstract: A pressure washer system includes a combustion engine having a power takeoff. The center of the power takeoff defines an axis of rotation. The pressure washer system further includes a centrifugal clutch coupled to the power takeoff. The clutch comprises a flywheel having a center of mass positioned along the axis of rotation. The pressure washer system also includes a water pump coupled to the clutch output shaft.

Abstract: A flywheel device for a prime mover, which enables stable transmission of torque from a prime mover to a driven shaft, and can be formed compact in size. A first flywheel is provided on the crankshaft of an internal combustion engine. A second flywheel has a friction surface, and is connected to the input shaft of a transmission via a friction switch for urging the friction surface. A spring mechanism is connected between the two flywheels, for damping torsional vibrations of the crankshaft. The first and second flywheels has a groove that is formed in one of them, and extends circumferentially at a radial location corresponding to the friction surface, a flange that is formed in the other of them, and is fitted in the groove, and a brush bearing provided in the groove for rotatably supporting the flywheels.

Abstract: The present invention relates to a torsional damper for an electrically-variable transmission. The torsional damper is equipped with a hydraulically actuable lock-out clutch to directly couple the engine to the input shaft of the transmission. The electric motors provided with the electrically-variable transmission can serve to effectively cancel out engine compression pulses when the springs of the torsional damper are locked out. When the engine is off and the torsional damper assembly is in use, an auxiliary pump is provided to pump oil to the torsional damper assembly. The lock-out clutch is hydraulically balanced by the oil supplied by the auxiliary pump. The pump is strategically mounted to the transmission housing in a manner to minimize the distance between the auxiliary pump and the transmission without affecting any vehicle ground clearance requirements.

Abstract: The present invention relates to a torsional damper for an electrically-variable transmission. The torsional damper is equipped with a lock-out clutch to directly couple the engine to the input shaft of the transmission. The electric motors provided with the electrically-variable transmission can serve to effectively cancel out engine compression pulses when the springs of the torsional damper are locked out. The present invention also includes damper springs of variable rates to effectively attenuate distinctive or inconsistent torque fluctuations when the engine is operating in displacement-on-demand mode.

Abstract: The present invention relates to a torsional damper for an electrically variable transmission. The torsional damper is equipped with a hydraulically actuable lock-out clutch to selectively directly couple the engine to the input shaft of the transmission. The electric motors provided with the electrically variable transmission can serve to effectively cancel out engine compression pulses when the springs of the torsional damper are locked out. During higher speeds the centrifugal loading placed on oil in the torsional damper increases, which may cause the lock-out clutch to inappropriately engage. The present invention hydraulically balances the hydraulic actuator (or piston) driving the lock-out clutch to appropriately regulate lock-out clutch engagement.

Abstract: A dual-mass flywheel includes a primary-side first sheet-metal shaped part configured to be fastened centrically with respect to an axis of rotation. The primary-side first sheet-metal shaped part contributes to a primary mass. A secondary-side second sheet-metal shaped part is mounted rotatably about the axis of rotation in relation to the primary-side first sheet-metal shaped part. The second sheet-metal shaped part contributes to a secondary mass. A torsion damper device connects the primary-side first sheet-metal shaped part and the secondary-side second sheet-metal shaped part to one another in a torsionally elastic manner. A mass ring with a large diameter contributes to the secondary mass. A sheet metal element connects the mass ring directly to the secondary-side second sheet-metal shaped part at a small diameter.

Abstract: A friction clutch with a pressure plate 6, which is mounted nonrotatably but with freedom of axial movement in a clutch housing 5, this pressure plate 6 being actuated by a pressure spring 7 in the direction toward a clutch disk 8, which can be clamped between the pressure plate 6 and an opposing pressure plate 1. More-or-less radially pretensioned friction springs 18 of a friction damping device are installed between the pressure plate 6 and a component with respect to which the pressure plate 6 can move in the axial direction. The friction springs 18 are mounted on spacer bolts 12, which project axially from the clutch housing 5, these bolts passing through corresponding openings 23 in a diaphragm spring, which serves as the pressure spring 7, the diaphragm spring being mounted on the spacer bolts 12 in such a way that its plane can be tilted.

Abstract: A torsional damper (10) rotatably supported for translating torque between a prime mover and the input of a transmission including a torque input member (12) that is operatively connected for rotation with the power take-off of a prime mover, an output member (14) operatively connected for rotation with the input to a transmission and a plurality of damping elements (16) interposed between the input member and the output member. The damping members (16) act to translate torque between the input and output members and to dampen torsional forces generated between the prime mover and the transmission. A bypass clutch (40) acts to translate torque directly between the input and output members thereby providing a path for partial torque translation that bypasses the damping elements at low rotational speeds of the input and output members.

Abstract: A torsional damper (10) rotatably supported for translating torque between a prime mover and the input of a transmission including a torque input member (12) that is operatively connected for rotation with the power take-off of a prime mover, an output member (14) operatively connected for rotation with the input to a transmission and a plurality of damping elements (16) interposed between the input member and the output member. The damping members (16) act to translate torque between the input and output members and to dampen torsional forces generated between the prime mover and the transmission. A bypass clutch (40) acts to translate torque directly between the input and output members thereby providing a path for partial torque translation that bypasses the damping elements at low rotational speeds of the input and output members.

Abstract: The invention concerns a vibration damping device (2). This includes at least two elements—a primary element (3.1) and a secondary element (3.2), which are limited in movement in relation to each other. The primary element (3.1) and the secondary element (3.2) can be coupled together using a spring coupling. The means to implement spring coupling include at least one spring device (4.1, 4.N). Based on the invention, there is at least one adjustable clutch device (15, 15′), including at least two elements (16, 17; 16′, 17′) rubbing against each other, which bring primary and secondary elements (3.1, 3.2) into friction contact. In addition, there is a power generator or force producing device (39) to produce a controllable friction contact for the elements rubbing against each other (16, 17; 16′, 17′).

Abstract: A variable inertia flywheel and clutch assembly having a primary flywheel mass rotationally fixed to an engine crankshaft and a secondary flywheel mass selectively engageable with a clutch disc, which is rotationally fixed to a transmission input shaft. A radial spring assembly is coupled between the primary mass and the secondary mass, as well as a latching assembly that can latch to selectively prevent relative rotation between the primary mass and the secondary mass. Preferably, the latching assembly is also employed as a variable damper between the primary mass and the secondary mass when the latching assembly is not latched.

Abstract: A variable inertia flywheel and clutch assembly having a primary flywheel mass rotationally fixed to an engine crankshaft and a secondary flywheel mass selectively engageable with a clutch disc, which is rotationally fixed to a transmission input shaft. A radial spring assembly is coupled between the primary mass and the secondary mass, as well as a latching assembly that can latch to selectively prevent relative rotation between the primary mass and the secondary mass. Preferably, the latching assembly is also employed as a variable damper between the primary mass and the secondary mass when the latching assembly is not latched.

Abstract: A clutch disk includes a hub area and a plurality of friction lining elements arranged in sequence in the circumferential direction relative to a clutch disk rotational axis, each providing at least part of an associated friction surface area. The friction lining elements are intended to make frictional contact with the associated opposing friction surface of a flywheel, a pressure plate, or the like. At least one of the friction lining elements is supported on the hub area in such a way that it can move in the radial direction.

Abstract: A torsional vibration damper, for example a twin mass flywheel (10), has an input element (11) and an output element (12) which are relatively rotatable against the action of a damping means which includes a plurality of linkages (40). Each linkage includes a plurality of interconnected links (41, 42), at least one of which is flexible in an axial sense relative to the remainder of the damper to accommodate forces applied to the flexible link as a result of relative tilting of the damper elements (11, 12) during use of the damper. Various designs of generally radially extending flexible bob weight links (41) and additional connecting links (42) are disclosed.

Abstract: A torsional vibration damper comprising an input member for connection with a vehicle engine and an output member for connection with a vehicle transmission, the members being mounted for limited relative rotation about a common axis against a damping means comprising one or more circumferentially acting compression springs. Each spring acts between a first abutment formed as an integral part of the input member and a second abutment formed as an integral part of the output member. The damper may also include one or more elastomeric springs or blocks which are subjected to compression in end zones of the relative rotation of the input and output members. Other inventive features of the damper include support members for avoiding fouling of the elastomeric springs or blocks by the compression springs and the use of cantilevered pivot pins for the connection of bob-weight connecting linkages connected between the input and output members.

Abstract: A torsional vibration damper, which may be in the form of a twin mass flywheel, and which has an input member (11) designed to rotate generally in a first plane (A1), an output member (12) designed to rotate generally in a second plane (A2), relative rotation of the input and output members being possible against the action of a link-type damper (40). The damper is arranged to allow the first and second planes in which the input and output members rotate to tilt relative to each other during use of the damper to relieve internal stresses. This ability to tilt may be provided by self-aligning main bearings (50) or by the use of self-aligning pivot bearings (65) in the link-type damper.

Abstract: A damping device (10) includes co-axially arranged first and second parts (11, 12) which can rotate relative to each other by a limited amount about an axis (15) of the damping device. The device also includes at least one linkage device (40A) comprising an anchor link (43) pivotally connected via a first pivot (44) to the first part (11) and having a torque transmitting connection (41A) with the second part (12). The linkage device (40A) acting to resist relative rotation of the first and second pars (11, 12). There is also provided a resilient means in the form of coil spring (66A) which acts generally circumferentially between the linkage device (40A) and the first part (11) to resist relative rotation of the first and second parts (11, 12).

Abstract: A compact friction plate damper having a primary plate and a secondary plate, which interacts by means of a friction element. A speed-dependent control device is provided for the friction, wherein the friction device has a contact arrangement upon which force is to be exerted essentially radially. The friction control device comprises a spring element, which takes effect with rotational speed-dependent force on the contract arrangement in an essentially radial manner. In addition to this, the friction device interacts by friction with the secondary plate, and is mounted so as to be rotationally movable in relation to the primary plate by at least a small angle. Thus the friction control comprises a rotational speed-dependent coupling element between the primary plate and the friction device.

Abstract: A rotary vibration damping device for damping rotary vibrations in a drive train through which the output torque of an internal combustion engine is transmitted in a drive power flow direction to driving wheels ot a motor vehicle. The damping device includes a first inertial mass arrangement that is connected to a crank shaft of the internal combustion engine for the purpose of rotation around a rotational axis, a second inertial mass arrangement that is connected via a spring device to the first inertial mass arrangement for common rotation around the rotational axis and for relative rotation with respect to the first inertial mass arrangement, and at least a third inertial mass arrangement that is connected to the drive train before the spring device in the drive power flow direction for rotation around the rotational axis. The third inertial mass arrangement can be disconnected from the drive train, with respect to rotary drive, when a predetermined operating state is attained.

Abstract: A torsional oscillation damper, in particular a friction disk damper, includes a primary part, a secondary part rotatable with respect to the primary part, an intermediate disk disposed between the primary part and the secondary part. Acting upon the intermediate disk are tangential compression springs and pre-damping springs, with the tangential compression springs disposed tangentially between the secondary part and the intermediate disk, and the pre-damping springs disposed between the primary part and the intermediate disk.

Abstract: A torsional oscillation damper includes a primary part resiliently secured via tangential compression springs to a secondary part mounted on a driven member. Provided between the primary part and the secondary part is a friction unit which is so acted upon by a rotating actuator that the value of friction decreases with increasing speed.

Abstract: A first flywheel and a second flywheel in a flywheel assembly are configured to be connected to each other such that they rotate together with generally no relative rotation therebetween in a predetermined low RPM region. The flywheel assembly (1) includes the first flywheel (2), the second flywheel (3), a damper mechanism (5) and a lever mechanism (7). The second flywheel (3) is disposed rotatable relative to the first flywheel (2). The damper mechanism (5) elastically connects the first flywheel (2) and the second flywheel (3) to allow for limited relative rotary displacement therebetween. The lever mechanism (7) is mounted on the first flywheel (2) and pivots about a pivot bolt connected to the first flywheel (2). The lever mechanism (7) pivots between an engaged state and a disengaged state. In the engaged state, the lever mechanism (7) connects the first flywheel (2) and the second flywheel (3) such that the two flywheels may not undergo relative rotary displacement with respect to each other.

Abstract: A first flywheel and a second flywheel in a flywheel assembly are configured to be connected to each other such that they rotate together with generally no relative rotation therebetween in a predetermined low RPM region. The flywheel assembly (1) includes the first flywheel (2), the second flywheel (3), a damper mechanism (5) and a lever mechanism (7). The second flywheel (3) is disposed rotatably relative to the first flywheel (2). The damper mechanism (5) elastically connects the first flywheel (2) and the second flywheel (3) to allow for limited relative rotary displacement therebetween. The lever mechanism (7) is mounted on the first flywheel (2) and pivots about a pivot bolt connected to the first flywheel (2). The lever mechanism (7) pivots between an engaged state and a disengaged state. In the engaged state, the lever mechanism (7) connects the first flywheel (2) and the second flywheel (3) such that the two flywheels may not undergo relative rotary displacement with respect to each other.

Abstract: A torsion damping device having comprising two coaxial parts (11A, 11B), one primary, one secondary, which are mounted for rotation of one with respect to the other against the action of circumferentially acting resilient member (12) and friction member (13). According to the invention, the friction member (13) has at least one thin plate element (50) which, being carried by one of the coaxial parts (11A, 11B), extends obliquely with respect to the axis (A) of the assembly and bears through its edge (51) against the other one of the coaxial parts (11A, 11B), and which is subjected, on its surface (52) that faces away from the axis (A) of the assembly, to the action of a modulating member (53) which is responsive to centrifugal force, for example a spring of the coil spring type loaded with weights.

Abstract: A composite torsional vibration damper which can be utilized with advantage in the clutch disc of a friction clutch in the power train of a motor vehicle has a composite input member which can be driven by the output element of a combustion engine, an output member which is angularly movable with and relative to the input member about a common axis and can transmit torque to the input element of a variable-speed transmission, and first and second dampers which operate in series to oppose different angular movements of the input and output members relative to each other. The first damper is disposed radially inwardly of the second damper and its rigidity is less than that of the second damper. The energy storing elements of the first damper permit an angular movement of the input and output members relative to each other through an angle of at least 20.degree., and the second damper permits such angular movement through an angle of at least 15.degree..

Abstract: A damping device (10) of the type comprising damping means which are disposed between two coaxial rotating inertia parts (12, 14), and which comprise at least one block of elastically deformable material (56A, 58A, 56B, 58B), which is interposed between the two rotating parts (12, 14), and on which there acts a mechanism which comprises a cam (46A, 46B) and a cam follower element (64A, 64B), characterised in that the cam (46A, 46B) is formed on a tilting member (42A, 42B) which is articulated with respect to a first one (12) of the two rotating parts, and in that the cam follower element is a roller (64A, 64B) which is carried by the second rotating mass (14, 66A, 66B), and which cooperates with the cam (46A, 46B) when the two parts (12, 14) rotate with respect to each other.

Abstract: A twin mass flywheel sub-assembly comprising a pair of axially spaced side plates for connection with an associated first flywheel mass, a force transmitting member for connection with an associated second flywheel mass and being disposed at least partially between the side plates. A plurality of linkages connect the side plates and the force transmitting member, each linkage comprising a first link pivotally connected to the side plates, a second link pivotally connected to the force transmitting member, and a pivot for pivotally connecting the first and second links. The linkages being arranged to move in a generally radially outward direction as the sub-assembly rotates thereby controlling relative rotation of the side plates and force transmitting member. One of the flywheel masses may have cushioning springs to engage the other flywheel mass at the limits of relative rotation of the flywheel masses.

Abstract: A divided flywheel apparatus has a first centrifugal mass connected to a driving mechanism, a second centrifugal mass engaged with the first centrifugal mass my means of a torsional vibration damper, whereby the second centrifugal mass is capable of a limited relative rotation with respect to the first centrifugal mass, and a damping device which contains at least one vibration damper, by means of which, under specified operating conditions, a frictional connection can be established between the two centrifugal masses. The damping device has a sensor apparatus, by means of which the occurrence of at least one measurement corresponding to a specified operating condition can be measured, and by means of a signal transmitted to a switching apparatus, the actuation of the vibration damper can be triggered by means of an actuation device which can be actuated by means of the switching device, resulting in an effective action which is a function of the value measured.

Abstract: An apparatus which serves to transmit force between the crankshaft of an internal combustion engine and the input shaft of a variable-speed transmission in a motor vehicle has a hydraulic clutch with one or more pumps, stators and turbines. The casing of the hydraulic clutch is driven by the crankshaft, and the turbine(s) drives or drive a hub which transmits torque to the input shaft. One or more elastic dampers are installed in the casing to permit pronounced angular movements (within preselected limits) of the casing and the hub relative to each other. Each damper comprises energy storing elements, e.g., arcuate coil springs, acting at least in the circumferential direction of the casing. A lock-up clutch can be installed in the casing in series with the damper or dampers.

Abstract: A dual-mass flywheel comprises a primary mass (7) which is adapted to be fastened to a crankshaft (3) of an internal-combustion engine concentric to an axis of rotation (1) and a secondary mass (9) which is mounted for rotation relative to the primary mass (7) around the axis of rotation (1). The secondary mass (9) is coupled in a rotationally elastic manner to the primary mass (7) by a torsion-damping arrangement (19). The primary mass has two formed sheet-metal parts (35, 37) which define a cavity (47) to accommodate springs (17) of the torsion-damping arrangement (19) and is provided with supplementary masses in order to increase the moment of inertia. The supplementary masses may be made up of extensions (45, 63) of the formed sheet-metal parts (35, 37) or of additionally welded-on mass-rings (67). In particular, the supplementary masses are located in a region which is generally radially outwardly of the secondary mass (9).

Abstract: A dual-mass flywheel comprises a primary mass (7) which is adapted to be fastened to a crankshaft (3) of an internal-combustion engine concentric to an axis of rotation (1) and a secondary mass (9) which is mounted for rotation relative to the primary mass (7) around the axis of rotation (1). The secondary mass (9) is coupled in a rotationally elastic manner to the primary mass (7) by a torsion-damping arrangement (19). The primary mass has two formed sheet-metal parts (35, 37) which define a cavity (47) to accommodate springs (17) of the torsion-damping arrangement (19) and is provided with supplementary masses in order to increase the moment of inertia. The supplementary masses may be made up of extensions (45, 63) of the formed sheet-metal parts (35, 37) or of additionally welded-on mass-rings (67). In particular, the supplementary masses are located in a region which is generally radially outwardly of the secondary mass (9).

Abstract: A dual-mass flywheel comprises a primary mass (7) which is adapted to be fastened to a crankshaft (3) of an internal-combustion engine concentric to an axis of rotation (1) and a secondary mass (9) which is mounted for rotation relative to the primary mass (7) around the axis of rotation (1). The secondary mass (9) is coupled in a rotationally elastic manner to the primary mass (7) by a torsion-damping arrangement (19). The primary mass has two formed sheet-metal parts (35, 37) which define a cavity (47) to accommodate springs (17) of the torsion-damping arrangement (19) and is provided with supplementary masses in order to increase the moment of inertia. The supplementary masses may be made up of extensions (45, 63) of the formed sheet-metal parts (35, 37) or of additionally welded-on mass-rings (67). In particular, the supplementary masses are located in a region which is generally radially outwardly of the secondary mass (9).