Abstract: A torque limiter for a drivetrain includes a friction lining, a drive side, and an output side, connected to the drive side by the friction lining until a limiting torque is reached. The torque limiter also has a first friction surface on the drive side or the output side, a first contact surface between the friction lining and the first friction surface, a second friction surface on the other of the drive side or the output side, and a second contact surface between the friction lining and the second friction surface. The first contact surface has a first mean friction radius and the second contact surface has a second mean friction radius, different than the first mean friction radius. When the limiting torque is exceeded, the friction lining is positioned slidingly on the first friction surface, and the friction lining is frictionally connected to the second friction surface.

Abstract: An impulse damper device, which is specifically provided for the construction or the dismantling of tall, slim constructions, in particular towers and preferably towers of wind turbines, in order to minimize or eliminate undesired vibration states, which often occur during the construction or taking apart and lead to large increases in the vibration amplitudes of the vibration system. The impulse tuned mass dampers are preferably provided for temporary mobile use, but, in principle, are also suitable for permanent use.

Abstract: An engine damper includes a drive disc having a plurality of studs circumferentially arranged to be received in a flex plate and a driven disc connected to the drive disc by a resilient member. The driven disc defines a plurality of circumferentially arranged first holes arranged in a first pattern. A hub is configured to non-rotatably connect to a shaft. The hub defines a plurality of second holes circumferentially arranged in a second pattern that corresponds to the first pattern. Connectors are disposed in the first and second holes to connect the hub to the driven disc.

Abstract: A launch device for coupling a rotary output of a prime mover to a rotary input of a transmission. The launch device includes a front cover connected to the rotary output member of the prime mover and an output hub connected to the rotary input of the transmission. A rear cover cooperates with the front cover to define a chamber in which an impeller and a turbine are located. A damper is coupled between the turbine and the output hub and a lock-out clutch is coupled to the damper to releasably lock the damper for rotation with one of the front and rear covers. Connecting the clutch assembly to the damper is a clutch plate in which a clutch drum of the clutch assembly is unitarily formed with the input members of the damper.

Abstract: A pump system may include a pump, a driveshaft, driving equipment, and a vibration dampening assembly configured to reduce pump-imposed high frequency/low amplitude and low frequency/high amplitude torsional vibrations. The pump may have an input shaft connected to the driveshaft. The driving equipment may include an output shaft having an output flange connected to the driveshaft. The driving equipment may be configured to rotate the driveshaft to rotate the input shaft of the pump therewith. The vibration dampening assembly may include one or more flywheels operably connected to the input shaft and configured to rotate therewith.

Abstract: A pump system may include a pump, a driveshaft, driving equipment, and a vibration dampening assembly configured to reduce pump-imposed high frequency/low amplitude and low frequency/high amplitude torsional vibrations. The pump may have an input shaft connected to the driveshaft. The driving equipment may include an output shaft having an output flange connected to the driveshaft. The driving equipment may be configured to rotate the driveshaft to rotate the input shaft of the pump therewith. The vibration dampening assembly may include one or more flywheels operably connected to the input shaft and configured to rotate therewith.

Abstract: A torque converter includes a case and a bypass clutch having a plate rotationally fixed to the case and a friction disk having a friction material configured to engage with the plate to rotationally couple the friction disk to the plate when the bypass clutch is engaged. The friction disk includes a first circumferential connection surface having a plurality of alternating convex and concave arcuate segments. A drive plate includes a second circumferential connection surface having a plurality of alternating convex and concave arcuate segments. The first and second connection surfaces are in meshing engagement with the convex segments of the friction disk meshing with the concave segments of the drive plate and with the concave segments of the friction disk meshing with the convex segments of the drive plate.

Abstract: The present invention relates to a torsional vibration damper (18) comprising a first component (20) and a second component (22) which are torsionally elastically coupled to one another, wherein a force transmission device (26) is provided for transmitting an actuating force from the one axial side (48) of the torsional vibration damper (18) to the opposite axial side (50) of the torsional vibration damper (18) to a device (54) to be actuated. In addition, the present invention relates to an arrangement (2) for the drivetrain of a motor vehicle comprising such a torsional vibration damper (18).

Abstract: A torque converter assembly configured to be connected between an engine and a transmission in a vehicle. The torque converter assembly comprises a cover plate having a cover plate pilot portion, a pump, a turbine, a stator, and a clutch assembly operably connected between the cover plate and the turbine. The clutch assembly comprises a piston plate having a single clutch face and a piston pilot portion. The cover plate pilot portion and the piston pilot portion are both configured to be piloted by the engine. A pilot plate located between the cover plate and clutch assembly can help control the amount and/or velocity of fluid that hydrodynamically connects various portions of the torque converter assembly.

Abstract: A drive assembly for a motor vehicle drive train includes a first subassembly configured for connecting to an engine crank. The first subassembly includes a slip clutch plate. The drive assembly also includes a second subassembly connected to the first subassembly via a radially outer portion of the slip clutch plate. The second subassembly includes a damper assembly. A method of forming a drive assembly for a motor vehicle drive train is also provided.

Abstract: A clamping device for a shaft-hub connection in a torque-transferring device in a drive train of a vehicle. The connection is an axial spline connection between an externally toothed shaft and an internally toothed hub. An externally toothed ring is provided for clamping the shaft and hub, wherein the externally toothed ring includes an annular body having external teeth. Fastening tongues of leaf-spring-type design are provided on and extend from the radially inner side of the annular body. Outer ends of the leaf-spring-type fastening tongues are attached to the shaft, and the teeth of the toothed ring mesh with teeth of the hub. By rotating the toothed ring against a force provided by the fastening tongues, a clamping force is produced on the shaft-hub connection in the assembled state and is introduced into the shaft-hub connection through the teeth and fastening tongues.

Abstract: A dynamic vibration absorbing device for an automobile can be on an output-side member of a torque converter. The dynamic vibration absorbing device includes a rotary member, a mass part, and an elastic member. The rotary member is fixed to the output-side member. The rotary member can be rotated about a rotational center of the output-side member. The mass part includes a first accommodation part. The mass part is for attenuating vibration of the output-side member by rotating about the rotational center relative to the rotary member. The elastic member is held by the first accommodation part. The elastic member elastically couples the rotary member and the mass part in a rotational direction. The elastic member is for generating a hysteresis torque by sliding against the first accommodation part in rotation of the rotary member.

Abstract: A multi-function torque converter, comprising: a cover rotatable about a rotational axis and comprising opposite first and second sidewalls, the cover further comprising an outer wall extending between and interconnecting the opposite sidewalls; an impeller coaxially aligned with the rotational axis and comprising an impeller shell; a backing plate extending radially inward from and non-rotatable relative to the outer wall of the cover and being spaced between the opposite sidewalls of the cover, the backing plate having a first engagement surface; and, a turbine-piston coaxially aligned with and hydrodynamically drivable by the impeller, the turbine-piston comprising a turbine shell including a radial extension having a second engagement surface axially movable toward and away from the first engagement surface of the backing plate to position the torque converter into and out of a lockup mode in which the turbine-piston is mechanically locked to and non-rotatable relative to the backing plate.

Abstract: A torque converter is provided. The torque converter includes a damper assembly and a turbine assembly connected to the damper assembly. The turbine assembly includes an axially movable turbine piston, a spacer plate fixed to the turbine piston and a bias spring. The spacer plate retains the bias spring on the turbine piston with a preload force. A method of forming a torque converter is also provided. The method includes providing a bias spring contacting a front cover side surface of a turbine piston; and fixing a spacer plate to the turbine piston such that the spacer plate holds the bias spring against the front cover side surface of the turbine piston.

Abstract: A hydrokinetic torque coupling device includes a casing having opposite sidewalls and an outer wall extending between and connecting the opposite sidewalls, an impeller coaxial aligned with the rotational axis, a piston engagement member extending substantially radially inward from and non-moveable relative to the outer wall of the casing, and a turbine-piston coaxially aligned with and hydrodynamically drivable by the impeller. The turbine-piston includes a turbine-piston shell having a turbine-piston flange with an engagement surface that is movable axially toward and away from an engagement surface of the piston engagement member to position the hydrokinetic torque coupling device into and out of a lockup mode in which the turbine-piston is mechanically locked to and non-rotatable relative to the piston engagement member.

Abstract: The present disclosure provides an input damper for coupling to a torque-generating mechanism. The damper includes an outer cover, a hub, and a carrier assembly coupled to the hub. The carrier assembly is movably disposed within the cover. A clutch assembly moves between an engaged position and a disengaged position and is biased towards the engaged position. The input damper further includes an angular displacement mechanism operably coupled to the clutch assembly for moving the clutch assembly between the engaged position and disengaged position. The outer cover is coupled to the carrier assembly in the engaged position.

Abstract: A hysteresis assembly, including: first, second, and third plates; at least one fastener connecting the first and third plates; and, at least one resilient element. The resilient element is: disposed between the first and second plates; disposed about the fastener; and arranged to urge the second plate into frictional contact with the third plate. A damper assembly, including: first and second cover plates arranged to receive torque; a flange axially disposed between the cover plates; at least one first resilient element engaged with the cover plates and the flange and arranged to transmit the torque to the flange; at least one fastener connecting the cover plates and passing through the flange; and at least one second resilient element. The resilient element is: disposed between the first cover plate and the flange; disposed about the fastener; and arranged to urge the flange into frictional contact with the second cover plate.

Abstract: In this damper mechanism, when small fluctuations in torque input to the damper mechanism occur, small hysteresis torque is produced as a result of pressure contact between a radial plate and a first friction section. Consequently, the small torque fluctuations can be damped between the radial plate and the first friction region of the damper mechanism and can be output to an input shaft. In addition, along the direction of relative rotation of an annular plate and the radial plate, the friction coefficients of the annular plate and the radial plate become larger as the torsion angles of both plates become larger. Therefore, even when torque fluctuations become large, the hysteresis torque can be produced in accordance with the magnitude of the torque fluctuations.

Abstract: In order to realize an idling disengagement by simple structural means in a dual mass clutch flywheel, a separation is provided between the damper system and spring system of a torsional vibration damper in this dual mass clutch flywheel.

Abstract: In order to realize an idling disengagement by simple structural means in a dual mass clutch flywheel, a separation is provided between the damper system and spring system of a torsional vibration damper in this dual mass clutch flywheel.

Abstract: The invention eliminates the need of handling an engine in a process for assembling a torsion damper which couples the engine with a power transmission system and a torque limiter. In a damper unit with a torque limiter positioned between an output shaft of an engine and a power transmission shaft of a power transmission system, the damper unit includes a fly wheel damper, a torsion damper and a torque limiter. The torque limiter of the damper unit is coupled to the torsion damper with a set load applied thereto such that the torque limiter and the torsion damper are combined to form an assembly. The torsion damper and the torque limiter can be assembled by handling, independently of the engine, only components which are smaller and lighter than an engine. This improves the efficiency of the assembling operation of the damper unit with the torque limiter.

Abstract: A clutch comprises at least one damper (22) having rotating input (24) and output (26) elements, elastic elements having a circumferential effect carried by the first (28) and second (30) guide washers connected in rotationally fixed manner to one of the input (24) and output (26) elements and via a web (36) connected in a rotationally fixed manner to the other input (24) and output (26) element. The clutch also comprises friction assemblies (44), which are activated by angular displacements relative to the guide washers (28, 30) and to the web (36) and which have a friction element (46) capable of being coupled to the web (36) via the complementary circumferential stops that interact only when the web (36) angularly displaces in a predetermined direction with regard to the guide washers (28, 30).

Abstract: A driven disc is provided that includes a hub assembly having an axis of rotation and a hub having at least one of a first radially extending projection and a first recess. The driven disc also includes a disc assembly having a disc plate rotatable relative to the hub and a wave washer positioned over the hub and between the hub assembly and the disc assembly. The wave washer includes at least one of a second recess and a second radially extending projection adapted to receive or to be received in the first radially extending projection or the first recess, respectively, to position the wave washer during assembly of the driven disc.

Abstract: In a clutch device 1, a second flywheel assembly 5 is axially movable within a predetermined range relative to a crankshaft 2, and a flywheel 21 has a friction surface 21a on a side remote from an engine. The damper mechanism 6 elastically couples the flywheel 21 to the crankshaft 2. The clutch disk assembly 9 has a friction facing 54 neighboring the first friction surface 21a. The clutch cover assembly 8 is attached to the flywheel 21, and biases the friction facing 54 toward the first friction surface 21a. The release device 10 applies an axial load directed toward the engine to the clutch cover assembly 8, and thereby releases the load toward the friction facing 54. The relative rotation suppressing mechanism 24 couples the second flywheel assembly 5 to the disk-like member 13 when the clutch cover assembly 8 receives the axial load directed toward the engine.

Abstract: In a clutch device 1, a clutch cover assembly 8 is attached to a second flywheel assembly 5 to bias elastically a frictional connection portion 54 against a friction surface 21a of a flywheel 21. A release device 10 releases the bias toward the frictional connection portion 54 by applying a load to the clutch cover assembly 8 in an axial direction toward the engine. A support plate 39 elastically supports the second flywheel assembly 5 such that the second flywheel assembly 5 can move in a bending direction. A bending direction movement suppression mechanism 24 suppresses bending movement of the second flywheel 5 by connecting the second flywheel assembly 5 to a disk-like member 13 when the clutch cover assembly 8 receives a load toward the engine in the axial direction.

Abstract: A torsional-vibration damper includes at least one primary element and a secondary element that can be coupled to each other by a spring device, are limited in movement in relation to each other about a rotational axis, and can be brought into frictional contact with each other by a friction device. The friction device has at least two friction-surface-carrying elements rubbing against each other to which a contact-pressure force, generated by a force-generating device, can be applied to produce a frictional engagement between the two elements. The force-generating device has a mechanical actuating mechanism for generating an actuating force and a hydraulic actuating mechanism for generating a counterforce, wherein the contact-pressure force is a vector sum of the actuating force and the counterforce.

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 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: Each clutch disk has a hub area designed to be connected nonrotatably to a power takeoff element and a friction surface area designed to be clamped between opposing friction surfaces. Each clutch disk has a torsional vibration damper arrangement including two cover disk elements connected to the hub area for rotation in common, and a central disk element connected to the friction surface area for rotation in common. The central disk element is or can be brought into torque-transmitting connection with the cover disk elements via a damper element arrangement. The central disk element has a damper element interaction area and, radially outside the damper element interaction area, a friction surface carrier area, which is offset with respect to the damper element interaction area in the direction of an axis of rotation.

Abstract: The coaxial first and second flywheels of a torsional vibration damper, e.g., in the power train of a motor vehicle, are rotatable relative to each other against the opposition of one or more arcuate coil springs which is or are confined in an annular chamber defined by at least one of the flywheels. One end of the coil spring or each coil spring bears, directly, or indirectly, against a single retainer or against one of several discrete retainers on one of the flywheels, and the other end of the coil spring or each coil spring bears, directly or indirectly, against a single retainer or against one of several discrete retainers of the other flywheel. At least one slide is interposed between the radially outermost portions of discrete convolutions provided between an internal surface of the at least one flywheel and one or more discrete coil springs, one for each slide.

Abstract: A clutch disk assembly 1 has a pair of axially facing plates 12 and 13. A relatively rotatable flange 8 is provided between the plates 12 and 13. A first elastic member 30 exhibits high rigidity on the positive side of the torsional characteristics. A second elastic member 31 is provided to operate in parallel with first elastic member 30 to realize a low rigidity on the negative side of the torsional characteristics. The stop pins 22 affix plates 12 and 13 together. The stop pins 22 and notches 8c are provided on the outer periphery of the flange 8 constitute a stopper mechanism 86 for regulating the relative rotation between the plates 12 and 13 and the flange 8. The stopper mechanism 86 is located on radially outside the second elastic members 31. The stop pins 22 are movable on the outer periphery of the second elastic members 31.

Abstract: A torsional vibration damper with optimized damping characteristic includes a primary body (1), a secondary body (2), and a drag element which comprises at least one friction element with at least one pressure device, at least one catch and at least one elastic element. The elastic element has an elastomeric (5) in a cavity (8).

Abstract: A torsional vibration damper for use in a motor vehicle power train has an input disc part connected to the vehicle engine and an output disc part to the downstream side of the power train. The disc parts are rotatable relative to each other against the action of an energy accumulator such as a coiled compression spring. The energy accumulator is seated in a suspension device that is divided into two socket parts. The socket parts are rotatable in relation to each other as well as in relation to the input and output disc parts.

Abstract: A clutch having a friction spring for exerting a frictional torque for restraining resonance of the damper spring utilizing a small pressing force. The friction spring is disposed at a portion of the clutch member which is radially outward from the damper spring. This arrangement reduces the amount of spring force required of the friction spring. Also, the contact areas between the clutch member and the driven gear are located radially outwardly of the damper spring, which increases the annular contact area between the driven gear and the clutch member, and reduces wear.

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 dampening disk assembly stabilizes friction generated by friction mechanisms within a first range of torsional angle in a separated hub type of clutch disk assembly. An intermediate member (18, 20) is disposed axially between a clutch plate 31 and a retaining plate 32. The first axial side of the intermediate member is supported by the clutch plate 31. The intermediate member (18, 20) has an intermediate plate 18 and a supporting member or fixing plate 20 with a first part 71 and a supporting portion 73 at an inner circumferential portion. An output hub 3 has a flange 64 disposed axially facing the supporting portion 73. The intermediate member (18, 20) and the hub 3 are axially supported by the clutch plate 31. A first friction mechanism 8 is formed between the fixing plate or supporting member 20 and the retaining plate 32. The first friction mechanism 8 includes a friction washer 81 and a first cone spring 49.

Abstract: The invention concerns a dual mass damping flywheel comprising a secondary flywheel (13) including a torque limiter (19) interposed between a hub (18) external periphery and the internal periphery a reaction plate (16) Whereon is directly mounted an internal ring (160) made of different material. The invention is applicable to motor vehicles.

Abstract: A power transmitting mechanism is provided in which a driving member rotatingly transmitting power and a driven member receiving the transmitted power are arranged concentrically for rotation relative to each other. A torsion member is accommodated between the driving member and the driven member. A first hysteresis mechanism including at least one friction member is provided on the inner peripheral side of a spacing accommodating the torsion mechanism. The friction member of the first hysteresis mechanism may be split into a plurality of portions each passing through, with clearance, a respective hole or cut-out in the driven member. A second hysteresis mechanism including at least one friction member is arranged outside the space accommodating the torsion mechanism. The second hysteresis mechanism generates hysteresis separate from that generated by the first hysteresis mechanism. The torsion member may be plural torsion springs with differing spring constants.