Abstract: A variable camshaft timing (VCT) system includes an independent camshaft phaser, receiving input from a crankshaft of an internal combustion engine, having an output coupled to one of an inner concentric camshaft or an outer concentric camshaft; and a dependent camshaft phaser, coupled to the other of the inner concentric camshaft or the outer concentric camshaft, comprising a half-Oldham link configured to permit radial movement of the inner concentric camshaft relative to the outer concentric camshaft in one radial direction and at least one pivotable arm configured to permit radial movement of the inner concentric camshaft relative to the outer concentric camshaft in another, different radial direction.

Abstract: A variable camshaft timing (VCT) assembly for controlling the angular position of concentric camshafts includes an independent VCT device that is configured to couple with a first concentric camshaft and change an angular position of the first concentric camshaft relative to an angular position of a crankshaft; and one or more dependent VCT devices mechanically linking an output of the independent VCT device with a second concentric camshaft, wherein the dependent VCT device(s) change(s) an angular position of the second concentric camshaft relative to the angular position of the first concentric camshaft based on angular movement of the output of the independent VCT device.

Abstract: A vibration damping device that can prevent interference between a rolling mass and a cover resulting from deformation of the cover caused by pressure rise, and that can suppress noises is provided. The torsional vibration damping device comprises: a rotary member that is arranged in a torque converter; a rolling mass that is oscillated relatively to the rotary member by torque pulse; a bore that is formed on an outer circumferential portion of the rotary member in such a manner as to penetrates through the rotary member in a direction parallel to a rotational center axis; a cover that covers the rolling mass and the bore liquid-tightly to protect from oil in the torque converter; and a deformation-preventing member that prevents a deformation of the cover in a direction toward the rolling mass.

Abstract: A centrifugal pendulum, in particular for arrangement on a drive shaft of an internal combustion engine, has a drive ring which can be mounted on a drive shaft for rotation therewith, and a synchronizing ring which is freely rotatable relative to the drive ring. The axis of rotation of the drive ring and the axis of rotation of the synchronizing ring are identical. The centrifugal pendulum further includes at least one pendulum body which is mounted movably on the drive ring. The pendulum body is kinematically coupled via at least one coupling element to the synchronizing ring such that, in the event of a rotation of the synchronizing ring relative to the drive ring in a first direction, the coupling element deflects the pendulum body toward the axis of rotation.

Abstract: A vibration damping device in which a covering member can be fixed firmly to a rotary member by a rivet is provided. In the vibration damping device, a pendulum mass 14 is held in a rotary member 15, and a casing 17 is fixed to the rotary member 15 by a rivet 20. The rivet 20 comprises a head 20a, a first shaft 20b and a second shaft 20c. The first shaft 20a penetrates through a first casing member 18, the rotary member 15 and the second casing member 19, and a tail thereof is expanded to fasten those members. The second shaft 20c penetrates through a driven member, and a tail thereof is expanded to fasten the driven member to the rotary member 15.

Abstract: A flywheel, including a first rotating ring that is connectible to a drive shaft and a second rotating ring that is connectible to a driven shaft. The first and the second rotating rings are twistable relative to one another and are supported concentrically one inside the other. Provision is made between the first and the second rotating ring for a torsion spring to suppress torsional vibrations. A speed-adaptive absorber is affixed to the second rotating ring, the speed-adaptive absorber including at least one hub part that is rotatable about an axis of rotation, as well as a plurality of damper masses which are able to swivel at least in the circumferential direction about swivel axes that are set apart from the axis of rotation.

Abstract: A torsional vibration damper has a drive-side damper element and a driven-side damper element which is rotatable relative to the drive-side element against the action of a damping device, wherein the damping device serves to transmit torque between the two damper elements and has a plurality of coupling bodies, each of which is received in at least one guide path of each damper element, and, during a relative movement of the damper elements with respect to one another, undergoes a deflection in at least one of its guide paths. Guide paths which extend farther in the circumferential direction than in the radial direction and guide paths which extend farther in the radial direction than in the circumferential direction are provided.

Abstract: A torsional vibration damper for arrangement in a drive train of an automobile comprises three flywheel mass arrangements arranged so as to be rotatable both jointly and relative to one another about a common first axis of rotation. At least two of the three flywheel mass arrangements are torsionally elastically coupled to one another by a spring arrangement. The three flywheel mass arrangements are coupled to one another via a roller gear. The first flywheel mass arrangement has a first toothing along at least a part circumference and the third flywheel mass arrangement has a second toothing along at least a part circumference. The second flywheel mass arrangement has at least one roller carrier mounted so as to be rotatable about a second axis of rotation and a plurality of roller bodies which roll on part regions of the first toothing and on part regions of the second toothing.

Abstract: A torsional vibration damper has a transmission element on the drive side and a transmission element on the driven side which is rotatable relative to the drive-side transmission element against the action of a damping device. The damping device serves to transmit torque between the two transmission elements and has at least one coupling body that moves along at least one guide path which is formed in one of the transmission elements. This coupling body is displaceable at least in the circumferential direction and is in a working connection with the other transmission element via a driver device so that a deflection of one of the transmission elements in the circumferential direction by a relative movement of the coupling body results in a deflection of the other transmission element. Each guide path is provided with a curvature having a curvature location at the maximum distance from the axis of rotation.

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: The invention relates to a transmission device between two coaxial rotating members (1; 10), of the type comprising a viscous-fluid coupling (11) with a driving element and a driven element, and control devices for modifying the operating characteristic of this coupling. It is defined, in particular, in that the control devices are incorporated into the transmission device and act as a function of the rotational speed of one the said members and as a function of a torque transmitted by the device. The control devices can comprise flyweights (21) which are rotationally integral with the member (1) and with the case (12) of the viscous-fluid coupling, these flyweights acting to modify the internal pressure in the coupling (11), via shuttles (27) and a sliding sleeve (8) which is displaced as a function of the torque transmitted between the sun gear (2) and the output shaft (10). This sliding sleeve can, for example, act on a plate (16) which modifies the spacing between the disks (14, 15) of the coupling.

Abstract: Disclosed is a mechanism for use to progressively vary the angular relationship of the cam shaft of an internal combustion engine relative to the crank shaft of this engine. The mechanism comprises a first disk provided with two radially extending cavities aligned with respect to each other, each of the cavities containing a spring-biased, small weight slidably mounted therein with the spring uring said small weight toward the center of the first disk. The first disk is connected to the crank shaft in such as a manner as to be driven by, and rotated at the same speed as this crank shaft. The mechanism also comprises a second disk coaxially mounted with respect to the first disk. The second disk is provided with two arcuated slots of indential curvatures that are symetrical with respect to the center of the second disk and extends from a short distance away from the center of this second disk towards its periphery in opposite directions.

Abstract: A centrifugal adjuster for a fuel injection pump governor having a driving part driven at an rpm in synchronism with the engine and having a torsionally elastically coupled flyweight holder guided in a rotational guide. Via a step, beyond a predetermined rotational deflection, the centrifugal adjuster displaces the flyweight holder axially with respect to the driving part, so that a jolt-like stroke effected by means of the step is superimposed on the regulating stroke effected via the flyweights of the centrifugal adjuster whenever the rpm is at a low level, for instance at idling rpm. As a result, a friction that leads to see-sawing of the engine and exhibits pronounced hysteresis is shaken out of the governor.

Abstract: A self adjusting camshaft gear including an inner hub member and a coaxial outer gear-supporting member that is rotatably mounted to the periphery of the hub member. Weighted levers pivotally mounted to the side face of the outer gear member overlie a portion of the coplanar side face of the hub member and pivotally engage posts extending therefrom so that movement of the weighted levers around their gear member pivots will change the relative position of the hub with respect to the outer gear member and thereby advance or retard the camshaft. Springs between the levers and the hub member force the levers inward and into a normally advanced position for optimum power at low r.p.m. At some mid-range r.p.m. as determined by the spring modulus, the weighted levers are centrifugally forced outward to alter the rotational position of the hub with respect to the outer gear member to thereby retard the timing of the camshaft for optimum power at high r.p.m.

Abstract: To avoid the lifting off and re-impacting of the flyweights (13) of a fuel injection timing device on their associated slide surfaces (14, 15) during the occurrence of a negative torque, it is proposed to transmit a part of this torque by an oil film. For this purpose, lubricating oil from the internal combustion engine flows through the timing device. At least one of the flyweights (13) cooperates as a transmission element (21) with a slide member (22) and with the two coupling parts (11, 12) whereby slide surfaces (23-28) with areal abutments are provided between the parts, between which an effective oil film can form.

Abstract: A coupling device for coupling a loom shaft to the shaft of a weft selecting device in a weaving loom, the device comprising two opposed discs having mutually engaging teeth which automatically respond to reversal in direction of rotation of the loom shaft to introduce a desired phase shift between the loom shaft and the weft shaft, the coupling device having automatic means for locking the disc teeth after each reversal in direction of the loom to maintain the newly phase-shifted mutual orientation of the discs.

Abstract: A fuel injection timing device for an internal combustion engine comprises a cam shaft connected to a fuel injection pump, a driven section coupled to the cam shaft and having a driven flange, a driving flange adjacent to the driven flange and coaxial with the cam shaft, a driven gear fixed to the driving flange so as to be coaxial with the cam shaft and in mesh with a driving gear driven by the internal combustion engine in a cylinder block facing the fuel injection pump, and a cam shaft phase angle changing mechanism for advancing and delaying the cam shaft in phase angle in cooperation with the driving flange and the driven flange. The timing device has a casing which contains the driven section, the driving flange, and the cam shaft phase angle changing mechanism. One end of the casing is supported by the fuel injection pump, and the other end supports the driving flange.

Abstract: A hydraulic injection-adjusting device for high pressure injection installations in auto-igniting internal combustion engines. Oil is supplied to operating chambers of the injection-adjusting device by means of a pressure supply pump with an electrically actuatable regulating valve being provided for controlling the flow of oil to inlet of the operating chambers. An electronic control unit is supplied on an input side which signals corresponding to current engine operating parameters with the control unit yielding on an output side thereof a desired value for the regulating valve to apply pressure in a controlled fashion to the injection-adjusting device. An arrangement is provided for measuring the actual value of the adjustment angle at the injection-adjusting device by constant answer-back line provides a feed of the actual value to the control unit.

Abstract: A resilient drive for a fuel injection pump governor comprising a resilient coupling connecting the governor speed sensing mechanism to the governor shaft. In a preferred embodiment, the governor flyweight assembly is rotatably mounted with respect to the governor shaft and is connected thereto by a resilient coupling which permits the limited momentary rotation of the flyweight assembly with respect to the shaft to dampen torsional vibrations.

Abstract: A vibration absorber which comprises a damper provided between the flyweights and the shifter of a centrifugal governor for absorbing or lessening axial and/or radial vibrations produced in the flyweights. The absorber has a very simple construction, of which manufacture, mounting and maintenance can be carried out with facility. Also, it is free from resonance of the damper and its neighboring parts.

Abstract: A governor weight retainer assembly for a fuel pump in which a flexible connection is provided between the governor weight retainer and the hub on which the weight retainer is mounted. The flexible connection is a mechanical construction which has elongated spring elements supported on the hub as chordal elements, and roller elements are mounted on the weight retainer for limited travel in a circle on the chordal elements. The roller and chordal elements thus serve as cushion means between the retainer and hub.

Abstract: An injection instant adjuster for internal combustion engines is proposed, by means of which the mutual rotary position of an off-drive element relative to a driving element is variable at least in accordance with rpm. The injection instant adjuster includes at least two adjusting cams acting as the adjusting mechanism, which during their rotary movements, effected by control elements, control a "late" adjustment (.alpha.) of the instant of injection during a first partial rotation (.gamma.) which precedes the "early" adjustment (.beta.) controlled during the further partial rotation (.delta.). This is possible by means of a suitable selection of the outset position of an adjusting bolt.