Abstract: A triple mass flywheel (104, 304, 504, 604) includes a first flywheel part (112, 312, 512, 612), a second flywheel part (114, 314, 514, 614), and a third flywheel part (116, 316, 516, 616) all arranged for rotation on an axis (118, 318). The triple mass flywheel (104, 304, 504, 604) also includes a first torsional damper (120, 320, 520, 620) connected to the first flywheel part (112, 312, 512, 612) and the second flywheel part (114, 314, 514, 614) and a second torsional damper (122, 322, 522, 622) connected to the second flywheel part (114, 314, 514, 614) and the third flywheel part (116, 316, 516, 616). The second flywheel part (114, 314, 514, 614) is driven by an electric motor (110, 310, 510, 610) to adjust the loading of the first torsional damper (120, 320, 520, 620) in relation to the first flywheel part 112, 312, 512, 612) and the second torsional damper (122, 322, 522, 622) in relation to the third flywheel part (116, 316, 516, 616).

Abstract: A damper disc assembly includes an input plate, an output unit including an input-side member and an output-side member, a high stiffness damper unit, a low stiffness damper unit and first and second hysteresis torque generating mechanisms. The low stiffness damper unit is disposed axially between the input plate and the input-side member, and is actuated in a low torsion angular range of torsional characteristics. The first hysteresis torque generating mechanism generates a first hysteresis torque in a lower torsion angular part of an actuation range of the low stiffness damper unit. The second hysteresis torque generating mechanism generates a second hysteresis torque in a higher torsion angular part of the actuation range of the low stiffness damper unit and an actuation range of the high stiffness damper unit.

Abstract: A shock absorber assembly is configured to be operatively connected to a drive shaft of a power drive unit (PDU) of an aircraft. The shock absorber assembly may include a first hub, a second hub, and a bull gear having at least a portion sandwiched between the first and second hubs. The bull gear is configured to rotate independently of the first and second hubs a controlled distance in response to a mechanical malfunction of the PDU.

Abstract: A clutch disc includes a hub having a flange portion extended in a radial direction and a boss portion connected to a driven shaft, a side plate arranged coaxially with and relatively rotatable with the hub, a friction member connected to an external periphery of the side plate and frictionally engaged with a drive shaft, an accommodation window formed on an external periphery portion of the hub and on the side plate, the accommodation window on the hub and the accommodation window on the side plate being positioned facing each other, springs elastically connecting the hub to the side plate in the accommodation window, and a thrust member provided in a space between the hub and the side plate. The thrust member includes a ring shape member biased towards the flange portion of the hub by a biasing device. An opposing surface configured to face the hub is tapered.

Abstract: A hub ring for use in a clutch disk includes an inner circumference which can engage a hub; and a pair of axially opposed front sides. At least one of the front sides has means for positively engaging a structural component arranged against the respective front side so that torque can be transmitted from the structural component to the hub.

Abstract: A multi-clutch arrangement, especially a dual clutch for motor vehicles, comprising a first clutch area with a first pressure plate arrangement, with a first opposing support arrangement, and with a first clutch disk arrangement, which can be clamped between the first pressure plate arrangement and the first opposing support arrangement to transmit torque via the first clutch area; and a second clutch area with a second pressure plate arrangement, with a second opposing support arrangement, and with a second clutch disk arrangement, which can be clamped between the second pressure plate arrangement and the second opposing support arrangement to transmit torque via the second clutch area. A torsional vibration damper arrangement is assigned to at least one of the clutch areas, and where—relative to an axis of rotation (A)—the torsional vibration damper arrangement is arranged at least partially in the axial area of the first clutch area and/or of the second clutch area.

Abstract: A torsion damping device is mounted between two coaxial rotating members for transmitting a rotary toque from one member to the other with damping of vibrations and torque oscillations the damping device comprising, two rings coaxial with the rotating members, rotational coupling means between the two rotating members and the rings, circumferentially acting resilient members mounted between the rings in housing which are formed in the rings and which include a device for abutment of the ends of the resilient members, the two rings are rotatable with respect to each other and with respect to the two rotating members with a limited angular displacement, and are urged in opposite directions of rotation by the resilient members and toward abutment on the device for coupling them to the respective ones of the rotating members.

Abstract: The invention relates to a torsional damping device which is mounted between two rotating parts in order to transmit a rotating torque in such a way that the vibrations and oscillations of the torque are dampened. Said device comprises two washers (16, 18) which are coaxial to the rotating parts, means (12, 14, 20) for rotationally connecting the washers to the two rotating parts with a predetermined circumferential play and elastic mechanisms (26) with a circumferential action which are mounted between the washers, in the receptacles (24) of said washers, these elastic mechanisms acting on the washers so that they rotate in opposite directions and are stopped on the means connecting them to the rotating parts. The invention is particularly suitable for friction clutches for motor vehicles.

Abstract: A power train between the output shaft of the engine and the input shaft of the transmission in the power train of a motor vehicle has a composite flywheel receiving torque from the output shaft and transmits torque to the input shaft by way of a clutch disc in response to engagement of a friction clutch which is arranged to transmit torque between the clutch disc and the flywheel. The clutch disc has an input section adapted to receive torque from the flywheel and an output section adjacent the mass of a dynamic damper. Transmission of torque between the mass and the clutch disc takes place by way of the coil springs of an oscillation damper and a slip clutch in series with the oscillation damper.

Abstract: A torsional vibration damping device in the drive train of a motor vehicle has two coaxial cover plates which are rotationally connected and are kept at a distance apart. The two coaxial cover plates rotate about a common axis of rotation within a certain angular range relative to a coaxial internally located part arranged between the two cover paltes and the cover plates are elastically connected to the internally located part by a spring element which is effective in the circumferential direction. The cover plates are held apart by distance pieces applied transversely to the circumferential direction. Each distance piece has a joint region where the distance piece is connected to the cover plate and a connecting region which traverses the distance between the cover plates. The radial distance between the joint region and the axis of rotation differs from the radial distance between the connecting region and the axis of rotation.

Abstract: A dampening disk assembly 1 is provided in a clutch assembly 1 to make it possible to easily change the level of hysteresis torque when small torsion vibrations are generated. Thus, the level of hysteresis torque can easily be changed to accommodate a wide variety of vehicles. In the dampening disk assembly 1, a friction washer 48 is disposed between an input plate 32 and a hub flange 18. The friction washer 48 is engaged with the input plate 32, so that torque may be transferred from the input plate 32 to the hub flange 18. A cone spring 49 is disposed between the friction washer 48 and the input plate 32 in an axial direction to give resiliency to both members in the axial direction. A fixing plate 20 contacts the friction washer 48 in the axial direction. A spacer 80 is disposed between the fixing plate 20 and the hub flange 18 in the axial direction so as to transmit torque.

Abstract: A clutch disk assembly 1 is provided between an input shaft and an output shaft to selectively transmit rotation therebetween. The clutch disk assembly 1 is provided with a dampening mechanism 4 to provide smooth transition during engagement and disengagement of the clutch disk assembly. The dampening mechanism 4 has more durable first and second retaining plates 31 and 32 with a rectangular window portion for transmitting torque. The first and second retaining plates 31 and 32 are used to support first springs 16 of the clutch disk assembly. The first and second retaining plate 32 includes a plate main body having a disk shape and a second receptacle 36 to support first springs 16. The second receptacles 36 are formed from that plate main body. The second receptacles 36 project in an axial direction from the plate main body so as to be able to seat the first spring 16.

Abstract: The invention concerns a torque damper arranged between an input element and a rotating output element, and comprising resilient members (60), with circumferential action, two guide washers associated with one of the elements and axially arranged on either side of a disc associated with the other element, the resilient members (60) operating between the two guide washers and the disc, by being placed in windows (64, 65), located opposite provided in the guide washers and in the disc.

Abstract: A clutch disk assembly 1 includes a second plate 13, an output rotary member 4, an intermediate body 3, an intermediate member 9b, second springs 10, third springs 5 and a damper 8. The intermediate body 3 is disposed radially outside the output rotary member 4. The intermediate member 9b is disposed near the output rotary member 4 and the intermediate body 3. The second plate 13 is located on a second axial side of the intermediate body 3. The second springs 10 circumferentially and elastically couple the plate 9b and the intermediate body 3 together. The third springs 5 circumferentially and elastically couple the intermediate body 3 and the second plate 13 together. The damper 8 is axially shifted from the intermediate body 3. The damper 8 has first springs 7 circumferentially and elastically coupling the output rotary member 4 and the plate 9b together.

Abstract: A torsion damper for a motor vehicle clutch comprising, between an entrance component (11) and an exit component (12), a pre-damper (C), an intermediate damper (B) and a main damper (A). The intermediate damper (B) guide washer (20B), axially furthest from the main damper (A) disk (22A) has axial pins (33) to block it rotation on said disk (22A) passing right through said disk (22A), and which, shaped like hooks (35) capable of elastic deformation beyond said disk (22A), can be engaged on the latter to constitute a subassembly.