Abstract: A twin mass flywheel for a vehicle comprising two coaxially arranged relatively rotatable masses interconnected by a plurality of pivotal linkages. Each linkage comprises a first link pivotally connected to one flywheel mass, a second link pivotally connected to the other flywheel mass and a pivot joining the links to move radially outwardly. A resilient torque member in each common pivot operable after a predetermined rotation between the flywheel masses to resist said relative rotation. A variable hysteresis friction damping assembly, whose resistance to relative rotation changes as the relative angle of rotation is altered, acts between the flywheel masses. The damping assembly can be provided by two friction damping plates which operate at different stages of rotation. The relative rotation may be limited by a stop member on at least one of the flywheel masses which abuts an abutment surface on the other flywheel mass. The abutment surface can be resilient for cushioning abutment by the stop member.

Abstract: A torsional vibration damper at a bridge clutch of a hydrodynamic torque converter is constructed with a drive-side transmission element which can be brought into a working connection with the converter housing and is connected with a driven-side transmission element by a coupling mechanism provided with an energy accumulator acting in the circumferential direction. The driven-side transmission element is fixed with respect to rotation relative to a driven-side structural component part of the torque converter. The transmission elements, together with the coupling device, form a gear unit with gear unit elements via which the secondary diagonal of the mass matrix is occupied for forming a decoupling frequency.

Abstract: A clutch is provided with an input section for inputting driving force in to the clutch, an output section for outputting driving force from the clutch, a shifting device for shifting one of the input section and the output section against the other one between an engaging position where the driving force is transmitted by the engagement of the input section with the output section and a releasing position where the driving force is intercepted by releasing the one from the other; and a shock easing member provided to at least one of the input section and the output section, for ease shock caused by the shifting.

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 vibration damper for a lockup clutch of a hydrodynamic torque converter is provided with a drive-side damper element which is in operative connection with energy accumulators of a damping device and is provided with a driven-side damper element serving to support the energy accumulators in the circumferential direction. The individual energy accumulators are connected with one another by sliding elements which are movable in the circumferential direction along a guide path. The guide path is accommodated at one of the damper elements and a securing device for securing against axial movements of the sliding elements is associated with the guide path. This securing device is formed at the side of the guide path which faces the sliding elements and has a positive engagement with at least one of the sliding elements.

Abstract: A friction clutch for a motor vehicle is embodied with a centrifugal mass device, which has at least one mass-bearing compensating system. At least one component of the centrifugal mass device is equipped, to form the compensating system, with at least one chamber that holds, to a predetermined degree of fullness, a fluid medium, whose position in the chamber changes when a torsional vibration occurs. The effect resulting from this position change depends on the density and viscosity of the medium, on the one hand, and, on the other hand, on the arrangement of the chamber, which determines the vibrational behavior of the medium, the shape of the chamber, which determines the movement resistance, and its degree of fullness.

Abstract: A clutch of a periodically-activated prime mover or driven machine having an integrated speed-adaptive damper. The damper is mounted directly on a connected flywheel, and a clutch plate and a pressure plate are arranged between the flywheel and the damper. The damper, in the area of its inner circumference, has a support for a clutch-actuation device, and the clutch-actuation device has a force-originating lever part and a spring part independent of the force-originating lever part.

Abstract: The dynamic damper allows for a stable operation of a sub-clutch without complicating a structure of the sub-clutch. A dynamic damper 170 attached to a coupling mechanism 191 for coupling a crankshaft 90 of an engine and an input shaft 9 of a transmission includes a mass member 171, a sub-clutch 173 and an annular rubber member 172. The sub-clutch 173 has a release member 186 which can be directly coupled to an inner peripheral portion of a diaphragm spring 4b and is axially movable, and releases the interlocked relationship between the input shaft 9 and the mass member 171 when the crankshaft 90 and the input shaft 9 are released from each other. The annular rubber member 172 elastically couples the input shaft 9 and the mass member 171 together in a rotating direction when the sub-clutch 173 keeps the interlock relationship between the input shaft 9 and the mass member 171.

Abstract: A coupling mechanism employing a dynamic damper 10 is disengageably coupled to an input shaft 9 of a transmission to suppress increasing the size in the coupling mechanism. A dynamic damper 10 can operate in a coupling mechanism 1, which is coupled a crankshaft 8 of an engine and an input shaft 9 of a transmission. The dynamic damper 10 includes a mass member 11, a sub-clutch 13 and an elastic portion assembly 12. The dynamic damper 10 is rotatably attached to the crankshaft 6 via a bearing 6. The mass member 11 can rotate in accordance with the input shaft 9. The sub-clutch 13 releases an interlocked relationship between the input shaft 9 and the mass member 11 when the crankshaft 8 and the input shaft 9 are disengaged from each other. The elastic portion assembly 12 elastically couples the input shaft 9 and the mass member 11 together when the input shaft 9 is interlocked with the mass member 11.

Abstract: A friction clutch for a motor vehicle is embodied with a centrifugal mass device, which has at least one mass-bearing compensating system. At least one component of the centrifugal mass device is equipped, to form the compensating system, with at least one chamber that holds, to a predetermined degree of fullness, a fluid medium, whose position in the chamber changes when a torsional vibration occurs. The effect resulting from this position change depends on the density and viscosity of the medium, on the one hand, and, on the other hand, on the arrangement of the chamber, which determines the vibrational behavior of the medium, the shape of the chamber, which determines the movement resistance, and its degree of fullness.

Abstract: Dynamic dampers 10, 50 and 70 can operate in a flywheel assembly of a coupling mechanism 1 to dampen vibrations. Each of the dynamic dampers 10, 50 and 70 has an inner periphery supporting mechanism arranged radially inside of a mass member 11 or 71 for supporting the mass member 11 or 71. This arrangement allows the mass member 11 or 71 to be increased in mass without increasing the sizes of a flywheel assembly. The dynamic damper 10 can dampen both torsional and axial vibrations. The dynamic damper 10 includes a mass member 11, a sub-clutch 13 and an elastic portion assembly 12. The coupling mechanism 1 has a main clutch 3, which is operatively coupled between a crankshaft 8 of an engine and an input shaft 9. The mass member 11 can selectively rotate with the input shaft 9 upon engagement of the sub-clutch 13. The sub-clutch 13 releases an interlocked relationship between the input shaft 9 and the mass member 11 when the main clutch 3 disengages the crankshaft 8 from the input shaft.

Abstract: A twin mass flywheel (10) in which two co-axially arranged flywheel masses (11,12) are mounted for limited angular rotation relative to each other and a plurality of pivotal linkages (40) interconnect the two flywheel masses. Each linkage comprises a first link (41) pivotally connected (43) to one (12) of the flywheel masses, a second link (42) pivotally connected (44) to the other (11) of the flywheel masses, and a pivot (45) for pivotally connecting the first and second links. A resilient member in the form of an elastomeric torsion unit (46) or spring (36) is associated with the pivotal connection (44) of at least one link (42) with its associated flywheel (11) for controlling the relative rotation of said flywheel masses (11, 12).

Abstract: A dynamic damper 10 allows for stable operation of a coupling mechanism by compensating for wear occurring in friction facings (friction member) of the coupling mechanism. The dynamic damper 10 is part of the coupling mechanism 1, which is provided for coupling a crankshaft 8 of an engine and an input shaft 9 of a transmission, to perform an operation interlocked with the input shaft 9 of the transmission, and includes a mass member 11, a sub-clutch 13 and an elastic portion assembly 12. The coupling mechanism 1 includes a main clutch 3 having a friction facing 5a. The mass member 11 can rotate in accordance with the input shaft 9. The sub-clutch 13 is operable to release an interlocked relationship between the input shaft 9 and the mass member 11 when the main clutch 3 disengages the crankshaft 8 and the input shaft 9 from each other. The sub-clutch 13 also has a position correcting mechanism to compensate for the amount of wear occurring in the friction facings 5a.

Abstract: A dynamic damper 70 is employed in a coupling mechanism 91 for coupling a crankshaft 90 of an engine and an input shaft 9 of a transmission. The dynamic damper 70 is designed to reduce a force applied in the rotating direction to components of a sub-clutch. Thus, the dynamic damper 70 reduces the cost and the size of the sub-clutch of the dynamic damper. The dynamic damper 70 is adapted to be coupled to the input shaft 9 to rotate therewith. The dynamic damper 70 basically includes a mass member 71, a sub-clutch 73 and an annular rubber member 72. The mass member 71 can rotate in accordance with rotation of the input shaft 9. The sub-clutch 73 reduces a torque transmitted between the input shaft 9 and the mass member 71 when a main clutch 3 disengages the crankshaft 90 and the input shaft 9 from each other. The annular rubber member 72 elastically couples the input shaft 9 and the mass member 71 in the rotating direction when they are in the interlocked state.

Abstract: An inertia adding assembly is provided in a coupling mechanism 91 to reduce weight and cost for coupling a crankshaft of an engine to an input shaft of a transmission. The coupling mechanism 91 is basically provided with a flywheel assembly 60, a clutch disk assembly 5, a clutch cover assembly 4 and an inertia adding assembly 70. The clutch disk assembly 5 has a friction facing 5a, a spline hub 5c coupled to an input shaft 9 of a transmission and a damper having a maximum allowable operation angle of .theta..sub.max. The clutch cover assembly 4 is designed to frictionally engage the flywheel 61 with the friction facing 5a. The inertia adding assembly 70 has a mass portion 71 and a sub-clutch 73 for releasing and interlocking the input shaft 9 and the mass portion 71 together. The sub-clutch 73 has a torque transmission capacity smaller than a torque transmitted between the friction facing 5a and the spline hub 5c when the damper attains an angle of .theta..sub.max.

Abstract: A torque converter has a converter housing which is connectable with a drive shaft, a turbine wheel having a turbine wheel shell and a turbine wheel hub arranged in the converter housing so as to be rotatable about an axis of rotation and which is connectable with a converter driven shaft. A lockup clutch is provided for optional coupling of the turbine wheel with the converter housing. A torsional vibration damper arrangement in a force flow path between the converter housing and the turbine wheel hub, includes the following: a first transmission arrangement, a and second transmission arrangement rotatable about the axis of rotation with and with respect to the first transmission arrangement and with respect to the first transmission arrangement, a coupling arrangement having a torque-transmitting connection with the first transmission arrangement by a first coupling area and a torque-transmitting connection with the second transmission arrangement by a second coupling area.

Abstract: A dynamic damper 10 employs rubber members in a manner to reduce stresses being applied to the rubber members and portions around the same without sacrificing a cost and damper characteristics. The dynamic damper 10 can operate in a coupling mechanism 1, which is provided for coupling a crankshaft 8 of an engine and an input shaft 9 of a transmission, to perform an operation interlocked with the input shaft 9 of the transmission, and includes a mass member 11, a sub-clutch 13 and an elastic portion assembly 12. The mass member 11 can rotate with the input shaft 9. The sub-clutch 13 releases an interlocked relationship between the input shaft 9 and the mass member 11 when a main clutch disengages the crankshaft 8 and the input shaft 9 from each other.

Abstract: A damper assembly for use with a transmission structure having at least two spline tooth spaces. The damper assembly comprises a torque transmission plate having at least a first and second spline situated to engage the at least two splined tooth spaces and a damper element located such that when the torque transmission plate engages the transmission structure, the damper element will be compressed between the first spline and one of the at least two splined tooth spaces before the second spline engages the other of the at least two spline spaces. Accordingly, the engagement of the second spline with the other of the at least two splined tooth spaces is dampened.

Abstract: A dynamic damper 70 allows for a stable operation of a sub-clutch without complicating a structure of the sub-clutch. The dynamic damper 70 of a coupling mechanism 91 for coupling a crankshaft 90 of an engine and an input shaft 9 of a transmission includes a mass member 71, a sub-clutch 73 and an annular rubber member 72. The mass member 71 can rotate in accordance with rotation of the input shaft 9. The sub-clutch 73 has a release member 86 for release, and releases interlocking between the input shaft 9 and the mass member 71 when the crankshaft 90 and the input shaft 9 are released from each other by releasing the biasing state of a pressure plate 4c. The release member 86 is in contact with the pressure plate 4c and moves in accordance with an axial movement of the pressure plate 4c. The annular rubber member 72 elastically couples the input shaft 9 and the mass member 71 in the rotating direction when they are in the interlocked state.

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 dynamic damper 10 can dampen not only a torsional vibration but also an axial vibration. The dynamic damper 10 can operate in a coupling mechanism 1 to perform an operation interlocked with an input shaft 9 of the transmission. The dynamic damper 10 includes a mass member 11, a sub-clutch 13 and an elastic portion assembly 12. The coupling mechanism 1 has a main clutch 3 which is operatively coupled between a crankshaft 8 of an engine and an input shaft 9. The mass member 11 can selectively rotate with the input shaft 9 upon engagement of the sub-clutch 13. The sub-clutch 13 releases an interlocked relationship between the input shaft 9 and the mass member 11 when the main clutch 3 disengages the crankshaft 8 from the input shaft. The elastic portion assembly 12 includes at least one rubber member, which elastically couples the input shaft 9 and the mass member 11 together in the rotating and axial directions when the sub-clutch 13 interlocks the input shaft 9 and the mass member 11 together.

Abstract: A shaft locking device (2) enables torque applied to a drive shaft (8) to be transmitted to a driven shaft (10) via a one-way transmission system (6). Any torque applied directly to the driven shaft (10) is not transmitted via the one-way transmission system (6) to the drive shaft (8). A part of the locking mechanism (20) in the one-way transmission system (6) is formed from a compressible resilient material thereby to damp contact between components and hence enable a quiet locking device (2) to result.

Abstract: A twin mass flywheel for a vehicle comprising two co-axially arranged relatively rotatable masses interconnected by a plurality of pivotal linkages. Each linkage comprises a first link pivotally connected to one flywheel mass, a second link pivotally connected to the other flywheel mass and a pivot joining the links to move radially outwardly. A resilient torque member in each common pivot operable after a predetermined rotation between the flywheel masses to resist said relative rotation. A variable hysteresis friction damping assembly, whose resistance to relative rotation changes as the relative angle of rotation is altered, acts between the flywheel masses. The damping assembly can be provided by two friction damping plates which operate at different stages of rotation. The relative rotation may be limited by a stop member on at least one of the flywheel masses which abuts an abutment surface on the other flywheel mass. The abutment surface can be resilient for cushioning abutment by the stop member.

Abstract: A twin mass flywheel for a vehicle comprising two co-axially arranged relatively rotatable masses interconnected by a plurality of pivotal linkages. Each linkage comprises a first link pivotally connected to one flywheel mass, a second link pivotally connected to the other flywheel mass and a pivot joining the links to move radially outwardly. A resilient torque member in each common pivot operable after a predetermined rotation between the flywheel masses to resist said relative rotation. A variable hysteresis friction damping assembly, whose resistance to relative rotation changes as the relative angle of rotation is altered, acts between the flywheel masses. The damping assembly can be provided by two friction damping plates which operate at different stages of rotation. The relative rotation may be limited by a stop member on at least one of the flywheel masses which abuts an abutment surface on the other flywheel mass. The abutment surface can be resilient for cushioning abutment by the stop member.

Abstract: A method of suppressing vibrations of an actuation element of a hydraulic force transmission apparatus, especially a hydraulic clutch actuation system in an automobile, and an auxiliary vibrator for carrying out the method, are disclosed. The force transmission apparatus possesses a transmitter cylinder connected to the actuation element, and also a receiver cylinder connected to that cylinder by a liquid column, by which receiver cylinder a low-frequency excitation vibration is transmitted to the liquid column, which propagates in the latter as a low-frequency pressure pulsation.

Abstract: A clutch actuator for a motor vehicle friction clutch has a drive, a gear unit which converts the movement of the drive into a substantially translatory movement of an output member, the excursion of this gear unit being definable with respect to every working direction by at least one stop, and a clutch position detector. A damping device is associated with each stop. In a position of the gear unit in which the gear unit, in a movement directed toward the stop, has reached an exactly defined reference position relative to this stop, this reference position being situated prior to the stop, the damping device can be activated in order to retard the gear unit until the latter comes into contact with the stop.

Abstract: The multiplate clutch for an automatic transmission includes a composite separator plate that reduces chatter and the frequency of vibrations transmitted through the separator plate. The separator plate includes a first rigid steel member, a second rigid steel member, and a layer of a viscoelastic material bonded between the two rigid members. The separator plate has projections extending from the first and second rigid members and the viscoelastic layer to engage a rotating drum or a splined shaft. Each of the rigid members has a thickness of between 0.010 to 0.090 inches, and the viscoelastic layer has a thickness of between 0.001 to 0.005 inches.

Abstract: An engaging apparatus is provided that includes: outer and inner support members having respective splines that are opposed to each other in a radial direction thereof, and being rotatable relative to each other; a plurality of outer friction plates engaging with the spline of the outer support member; a plurality of inner friction plates alternately superposed on the outer friction plates and engaging with the spline of the inner support member; and a hydraulic piston mechanism for compressing a stack of the outer and inner friction plates. A spring member is inserted between circumferentially opposed faces of a driven set of the friction plates and a spline of the corresponding support member. The spring member is formed by bending an elastic material at an axially intermediate point thereof to have a long side and a short side with a circumferential spacing left therebetween.

Abstract: In a fluid transmission device which includes a pump, a turbine (6 in FIG. 2), and a direct coupling clutch (10) having a damper function; the turbine (6) being a member which is located downstream of the damper function and which does not contribute to torque transmission under the operating state of the direct coupling clutch (10) is resiliently supported by an inner damper spring (46) being an elastic body, so that the turbine (6) is utilized as a damper weight which affects the dynamic balance of the damper function. Thus, the direct-connectible region of the direct coupling clutch of the fluid transmission device is expanded toward the lower vehicle speed range of a motor vehicle so as to enhance the fuel consumption of the motor vehicle, without worsening the oscillation characteristics of the device.

Abstract: A flywheel assembly comprises a first flywheel connectable to an engine, a second flywheel, and an inter-flywheel viscous damping mechanism, providing viscous damping through a fluid of flywheel torsional vibrations. The second flywheel is rotatably supported on the first flywheel and has a friction facing on which a friction material presses. The second flywheel includes an annular capturing channel provided radially inward of the friction facing for capturing fluid from leakage driven on the friction facing side by centrifugal force, and a plurality of through-holes, extending from the capturing channel to a space between the flywheels, for guiding fluid captured by the capturing channel to the space.

Abstract: A centrifugal clutch for a power-drive working tool, such as a chain saw, includes a hub (10) adapted to be operatively connected to a drive shaft of an engine, and at least two clutch shoes (13) operatively connected to the hub and radially movable in order to, when actuated by centrifugal force, engage a clutch drum radially surrounding the shoes against the action of a resilient member (16) striving to disengage the shoes from the drum. Each of the clutch shoes is slidably connected to a spoke (12) made integral with the hub. Each of the spokes has a cross-section including two integral, laterally-displaced rectangular portions (12a, 12b). Each spoke is slidably received in a complementary recess formed in a clutch shoe, whereby mutual lateral guiding of the spoke and the clutch shoe is insured.

Abstract: An electromagnetic coupling apparatus includes an armature hub, a leaf spring, an armature, a rubber stopper, a fixing member, a rubber vibration insulator, a rotor, an electromagnetic coil, and a field core. The armature hub is fixed to the rotating shaft of a unit and has a flange portion formed with a through hole. The fixing member is fixed to the armature and has a trunk portion and a head portion formed with an annular wall portion on its outer circumference. The rubber vibration insulator is disposed between a side surface of the flange portion of the armature hub and the head portion of the fixing member, and is constituted by a cylindrical portion and a disk portion. The rotor opposes the armature through a first gap of a predetermined size.

Abstract: A controllable clutch includes a plurality of piston members, a plurality of oil passages communicating with the piston members and a plurality of grooves for receiving a roller from the piston members. The piston members are disposed in one of an inner race and an outer race. The pistons in the piston member can extend in the same rotational direction to form a one-way clutch in that direction. Alternatively, the pistons in the piston members can extend in opposite rotational directions to form a clutch. Or, by selectively applying hydraulic fluid to the piston members, a one-way clutch can selectively be formed in either rotational direction.

Abstract: The armature assembly (9 or 17) includes a hub (10 or 19) adapted to be connected to and rotate with an input shaft (8 or 18). The hub (10 or 19) includes a flange (10a or 19a) connected to a composite material armature support plate (12 or 21). Rubber dampers (15 or 23) are molded to rivets (14 or 24) and are pressed into cylindrical peripheral walls (12a or 21b) of damper holder sections (13 or 22). The rivets (14 or 24) are staked to an armature (16 or 25). The rubber dampers (15 or 23) bias the armature (16 or 25) into contact with surface of a stopper (10e or 21g) when an electromagnetic clutch (1) is not energized and a space (G or G.sub.2) is formed that extends axially from the armature (16 or 25) to the armature support plate (12 or 21) and radially outward from the stopper (10e or 21g).

Abstract: A cable noise and vibration isolator arrangement for use with an actuator cable assembly having a cable core extending through an outer sheath passageway adapted to interconnect an input actuator with an actuated mechanism. A reactive housing of the arrangement includes an aft larger diameter annular portion and a forwardly extending smaller diameter tubular portion having an axial through-bore terminating in the annular portion with an internal truncated conical surface. A rubber isolator includes a large diameter aft end portion interconnected to a forwardly extending barrel portion by an intermediate body portion formed with an outer truncated conical surface and an inner truncated conical socket. The isolator socket is of sufficient size to receive the truncated conical head portion of the sheath in a conforming self-centered manner.

Abstract: An electromagnetic clutch includes a first rotatable member for connection to an external driving source and a second rotatable member for connection to a driven member. An annular magnetic member is connected to the second rotatable member through a plurality of leaf springs. A third rotatable member is connected to the second rotatable member to limit the axial movement of the annular magnetic member. A plurality of connecting and absorbing devices are fixedly disposed between the annular magnetic member and the third rotatable member. These devices absorb vibration and impact forces when the annular magnetic member is attracted to the first rotatable member. A device is provided for preventing the destruction of the connecting and absorbing device due to the impact force and vibration created upon engagement of the electromagnetic clutch.

Abstract: An electromagnetic clutch includes a first rotatable member for connection to an external driving source and a second rotatable member for connection to a driven member. An annular magnetic member is connected to the second rotatable member through a plurality of leaf springs. A third rotatable member is connected to the second rotatable member to limit the axial movement of the annular magnetic member. A plurality of connecting and absorbing devices are fixedly disposed between the annular magnetic member and the third rotatable member. These devices absorb vibration and impact forces when the annular magnetic member is attracted to the first rotatable member. A device is provided for preventing the destruction of the connecting and absorbing device due to the impact force and vibration created upon engagement of the electromagnetic clutch.

Abstract: An electromagnetic clutch includes a first rotatable member for connection to an external driving source and a second rotatable member for connection to a driven member. An annular magnetic member is connected to the second rotatable member through a plurality of leaf springs. A third rotatable member is connected to the second rotatable member to limit the axial movement of the annular magnetic member. A plurality of connecting and absorbing devices are fixedly disposed between the annular magnetic member and the third rotatable member. These devices absorb vibration and impact forces when the annular magnetic member is attracted to the first rotatable member. A device is provided for preventing the destruction of the connecting and absorbing device due to the impact force and vibration created upon engagement of the electromagnetic clutch.

Abstract: A twin mass flywheel for a vehicle comprising two co-axially arranged relatively rotatable masses interconnected by a plurality of pivotal linkages. Each linkage comprises a first link pivotally connected to one flywheel mass, a second link pivotally connected to the other flywheel mass and a common pivot joining the links to move radially outwardly. A resilient torque member in each common pivot operable after a predetermined rotation between the flywheel masses to resist said relative rotation. A variable hysteresis friction damping means, whose resistance to relative rotation changes as the relative angle of rotation is altered, acts between the flywheel masses. The damping means can be provided by two friction damping plates which operate at different stages of rotation. The relative rotation may be limited by resilient stops.

Abstract: A driver disc has a series of pockets spaced along a circle about an axis of rotation thereof and inertia weights positioned and arranged to roll in the respective pockets. The driver disc is secured to the engine crankshaft for rotation therewith. A flywheel is secured to the driver disc for rotation therewith. A clutch has a friction pad assembly in engagement with the flywheel. The driver disc is resilient and possesses a first rigidity, within a plane normal to the axis of rotation, high enough to transmit torque between the engine crankshaft and the flywheel and a second rigidity, within a plane including said axis, which is lower than the first rigidity. With this system, transmission of heat generated due to frictional engagement between the flywheel and friction pad assembly to the pockets has been reduced.

Abstract: A flywheel assembly comprises a first flywheel connectable to an engine, a second flywheel, and an inter-flywheel viscous damping mechanism, providing viscous damping through a fluid of flywheel torsional vibrations. The second flywheel is rotatably supported on the first flywheel and has a friction facing on which a friction material presses. The second flywheel includes an annular capturing channel provided radially inward of the friction facing for capturing fluid from leakage driven on the friction facing side by centrifugal force, and a plurality of through-holes, extending from the capturing channel to a space between the flywheels, for guiding fluid captured by the capturing channel to the space.

Abstract: An idler mass member is provided inside or outside a torque transmittance path including a clutch for connecting and disconnecting an engine side and a transmission side having a synchromesh. The idler mass member is detached from a power train when the clutch is disengaged and is brought into contact or engagement with a driven side of the power train when or before the clutch is moved to be engaged. Due to the idler mass member, a peak torque generated in the driven side at a rushed start of an automobile is decreased.

Abstract: Torque is transmitted from a drive plate (70) to piston plate (60), components of a bypass clutch for an automatic transmission torque converter, through a piston pin (73) fixed to the piston plate and carrying a detent ball (122) that is forced radially outward from the body (116) of the piston pin into contact with a hole (112) formed in the piston plate.

Abstract: Drive line for an automotive vehicle, in which a separating clutch is provided between the motor and a transmission line for the suppression, if need be, of the transmission of force. A torsional vibration damper is provided on the transmission input shaft of the transmission.

Abstract: An electromagnetic clutch capable of reducing a noise generated upon contact of an armature with rotor. Connecting member 20 for connecting inner and outer rings 5a and 5b of the armature are integrally formed with arms 19 extending radially inwardly from locations where the connection members 20 are connected to the inner ring 5a by rivets 12. The arms 17 are in face to face contact with an elastic member 18 made of rubber, which is held by the inner hub 7 by means of a retainer 19. Upon the movement of the armature 5 toward to rotor 4 by means of an electromagnetic force, just before the contact of the armature 5 with the rotor 4, a steep increase in a force for opposing the movement of the armature 5 with respect to the rotor 4 is obtained, thereby reducing an impact upon the contact, and reducing the noise.

Abstract: A torque transfer system is provided for transferring torque from an input element such as a flywheel of an internal combustion engine to an output element such as a PTO shaft. The torque transfer system includes the input and output elements and a drive system comprising a drive ring attached to the input element and a drive plate positively or non-positively coupled to the output element. The drive ring transfers torque to the drive plate so as to absorb torsional vibrations which occur during operation of the system, so as to resist abrasion of the drive ring from the drive plate, and so as to resist failure from rotational shock loads imposed on the drive ring by the drive plate.

Abstract: A centrifugal clutch includes a pair of clutch shoes and a rotor. The rotor includes rotor arms extending into pockets formed in the clutch shoes. Sound-deadening buffer members are positioned in the pockets to lie between each rotor arm and clutch shoe to deaden sound produced by movement of a rotor arm in its clutch shoe pocket.

Abstract: The clutch plate vibration stabilizer is a simple addition to the standard drive plate of a friction and drive plate clutch assembly. A groove is made in the notch wall on each side of alternate notches in the clutch drive plates of the clutch. Another notch is cut adjacent to the notch wall in the circumference of the drive plate. This allows an O-ring to be placed in the drive plate on the notch wall and retained. These O-rings then serve to cushion the impact between the drive plate notch and the clutch shell keys when the clutch is engaged and disengaged to shift gears. An alternate method of gluing or vulcanizing a C shaped or other shape rubber or elastomer buffer to the wall of the drive plate notch is also described.

Abstract: As a torque transmitting member, an annular resilient disc interconnects a crankshaft and an annular flywheel. The crankshaft has an axially extending cylindrical wall in opposed and spaced relationship to an inner peripheral wall of the annular flywheel. For reducing vibrations of annular resilient disc, an elastic annular body has an inner peripheral wall fixed to the crankshaft and an outer peripheral wall opposed to the inner peripheral wall of the flywheel. A heat insulating ring or heat insulating pieces are provided to reduce transmission heat from the flywheel to the elastic annular body. Alternatively, a heat insulating space or spaces may be provided.

Abstract: An anti-rattle device for a multiple disc friction clutch assembly also doubles as a clutch disc separator device. In a preferred form, the device is formed of spring steel, and is adapted to be received on a radially extending lug of a clutch plate. The device has an elongate body adapted to extend generally tangentially to the circumference of the clutch plate. The device includes a lug-receiving slot in one of two elongate boundary edges, and is adapted to be trapped between the circumferential contours of a clutch cover bracket and the clutch plate. The device is installed on the lug without special tools, and is retained on the lug solely by friction.