Fichtel & Sachs Ag

Other

Harald Raab

Norbert Ament

Hilmar Gobel

Bernhard Schierling

Wolfgang Grosspietsch

Helmuth Weissenberger

Franz Hartig

Manfred Caspar

Dieter Bernhard

Norbert Pieper

Gerhard Bittenbring

Wolfgang Kock

Manfred Klein

Karl H Dotter

Nikolaus D Mackert

Karlheinz Hofmann

A friction clutch for a drive train of a motor vehicle generally has a torsional damper with at least one hub and hub disc concentric to an axis of rotation, and cover plates located on both sides of the hub disc which are non-rotationally connected together and held at a distance from one another. Coil springs can be located in apertures of the hub disc, on one hand, and in the cover plates on the other hand. The apertures can be designed so that the coil springs, located in the apertures of the cover plates, in spite of the fact that the coil springs are held without stress on their ends, cannot come loose from the apertures. To achieve this, the edges with which the ends of the respective coil springs come in contact can be provided with indentations which are designed for the radial release of the respective outermost windings of the coil springs.

Friction clutch for a drive train of a motor vehicle and a torsional

A transmission of a motor vehicle can have a friction clutch with a torsional vibration damper and a clutch disc. In the friction clutch there can be a control plate for the control of a friction action as a function of the torsion angle, which control plate can be centered in one direction perpendicular to the axis of rotation by means of at least two diagonally opposite stop edges. The stop edges preferably can interact with two opposite-facing end surfaces of the coil springs within the clutch disc. It can thereby be possible to center the control plate independently of the guide diameter of the hub.

Friction clutch for a transmission of a motor vehicle and a clutch disc

A friction clutch can typically have a rotary power input member which can be rotationally engaged by means of a torsional damping device such as springs located between the input and output members. The output member can include a hub, non-rotationally connected to a hub disc, and the input member can include at least one disc-shaped member disposed adjacent the hub disc, which disc-shaped member can have friction linings for engaging a rotating part of an engine. The torsional damping device can include a base friction apparatus and a load friction apparatus for which friction rings are used, which rings have an internal axial stress and generate the frictional force as a result of their material properties and their axial friction mounting.

Friction clutch for a transmission of a motor vehicle and a torsional

A clutch disc with a basic friction device, which can have a corresponding friction ring with axial projections that torsionally lock with the toothing of the hub, for transmission of the torque to the hub disc.

Transmission for a motor vehicle with a friction clutch having a clutch

The invention relates to a clutch plate with a torsional vibration damper in which there is provided an entrained friction arrangement which acts before the transition from idling spring action into load spring action. During a reversal of the direction of rotation, the entrained friction arrangement is carried by frictional force and it runs through its free angle only during the transition from the load spring arrangement into the idling spring arrangement.

Clutch plate for a motor vehicle friction clutch

In order to mount the lateral discs of a clutch plate, provided with a torsional vibration damper, of a motor vehicle friction clutch on a hub, there is provided a plastic ring (23) which is inserted with an annular part (29) into a central opening in one of the lateral discs. The plastics ring (23) has a plurality of sets of radially inwardly projecting blocks (41, 43, 45), separated from one another by slots (46), with a cylindrical segment-shaped internal contour (47). The blocks (41) of a first set are radially resilient and define an internal diameter (D1) such that these blocks can rest without radial pretension on the external contour of the hub. The blocks (43) of a second set pass into the noses (33) provided to prevent rotation and, like the blocks (45) of a third set, are not resilient. The blocks (43, 45) of the second and third set define internal diameters (D1, D3) which are greater than the internal diameter (D1) of the first set, the internal diameter (D3) of the third set being smaller than the internal diameter (D2) of the second set. The blocks (45) of the third set rest via the annular part (29) directly on the central opening of the lateral disc and restrict the spring travel of the radially resilient blocks (41) of the first set. The blocks (43) of the second set which are not directly radially supported owing to radial tolerances of the lateral discs in the region of the noses (33) are therefore used to restrict the spring travel of the blocks (41) of the first set only after the blocks (45) of the third set are worn.

The invention relates to a clutch disk for a friction clutch in which a load and an idling system are provided. The idling system is bridged over by teeth (2a, 4) in the load system. A load friction disk (23) which simultaneously makes direct contact with one (11) of the two covering plates as well as the associated hub disk (12) is provided for producing a two-staged frictional force in the idling system. Owing to different material constitutions of the load friction disk (23) on opposing sides or owing to different material of the load friction disk (23) and the hub disk (12) it is possible to produce a jump in the frictional force. The load friction disk (23) is controlled primarily by stop edges, and additional control can be provided by a spring for the idling range, which is used after a predetermined angle of rotation.

Clutch disk

The clutch disc for a motor vehicle friction clutch comprises a hub on which a driving disc provided with friction linings is coaxially rotatably mounted through a torsional vibration damper. The torsional vibration damper has two mutually relatively rotatable damper parts which are rotationally elastically coupled with one another through springs. One of the damper parts is guided rotatably on the hub through at least one rolling bearing. The rolling bearing reduces especially the friction occuring in idling operation.

Clutch disc

The invention relates to a clutch disk having a torsional vibration damper (19) for motor-vehicle clutches, a delayed friction device (51) being arranged in a space-saving manner radially above a friction ring (45) effective in the load region.

Clutch disk with delayed friction device

The invention relates to the connection of a hub with a hub disc for a clutch disc by a plastic deformation operation of the hub, the hub is formed of heat-treatable sintered steel.

Clutch disc having a hub disc and a sintered steel hub blank and a

In a torque transmitting torsional vibration damper device for use in a torque transmission path of a motor vehicle between the engine and the gear box a central plate is provided. Two sides plates are provided on both sides of the central plate. The side plates are interconnected for common rotation. Each of the central plate and the side plates is provided with at least two circumferentially extending windows. Respective windows of the central plate and the side plates are aligned in axial direction. Each group of mutually aligned windows receives a pair of torque transmitting compressional springs arranged in series and spaced in circumferential direction. Said discs are provided between the central plate and the side plates. These sides discs are used for circumferential torque transmission between mutually adjacent ends of the compressional springs of each pair. The side discs are supported in radial direction only by engagement with the compressional springs.

Torque transmitting torsional vibration damper device

The clutch disc comprises for torsional vibration damping a spring system (35) dimensioned for operation under load and a spring system (51, 53) dimensioned for operation in idling. An idle motion device (5, 7) ensures that in the case of relative rotation angles in the idling operation the idling spring system (51, 53) exclusively is effective. In order to avoid jumps in the spring characteristic of the spring systems in the transition from idling operation to under-load operation, the idling spring system (51, 53) comprises at least one spring (53) which is brought into action within the rotation angle range of the idle motion device (5, 7) on approach to the under-load range and increases the spring rating of the idling spring system. Thus clutch and gear noises in this transitional range are avoided.

Clutch disc for a motor vehicle friction clutch

According to an example embodiment of this invention, a clutch disc comprises a primary hub, a seconday hub and a lining carrier. The primary hub is angularly movable with respect to the secondary hub and the secondary hub is angularly movable with respect to the lining carrier. First load transmitting springs are provided between the primary hub and the secondary hub. Second load transmitting springs are provided between the secondary hub and the lining carrier. The second springs have a steeper spring characteristic than the first springs. Abutments are provided on both the primary hub and the secondary hub. The second springs are pre-stressed. When an increasing load is transmitted the angular movement of the secondary hub with respect to the lining carrier begins before the abutments of the primary and the secondary hubs engage each other.

Torsional vibration damper with smooth transition between two spring

The hydrodynamic coupling comprises a pump wheel and a turbine wheel arranged rotatably coaxially in relation to the pump wheel in a hydrodynamic fluid cycle. With the pump wheel a housing (4) is connected fast in rotation, through which an internal combustion engine drives the pump wheel. A controllable bridge-over clutch having a torsional vibration damper (1) is connected into the torque transmission path between the housing and a drive-output shaft coupled with the turbine wheel. The torsional vibration damper (1) comprises two damper units (2, 6, 10 and 3, 7, 11, 12) connected in series with one another into the torque transmission path. Each damper unit comprises a disc part (5 and 6) coaxial with the rotation axis and a cover part (10 and 11, 12) axially adjacent to the disc part and rotatable in relation thereto about the rotation axis through a limited angle, and several springs (2 and 3) retained in ports (8, 30 and 9, 31) of the disc part and of the cover part and stressable in the relative rotation of the disc part and of the cover part. The two damper units are coupled fast in rotation with one another through an axially loose plug-in connection (13) engaging by virtue of shape. The plug-in connection facilitates the assembling and examination of the torsional vibration damper before assembly. The plug-in connection is expediently formed by an internal profile of the radially outer disc part (6) and an external profile of the cover plate (11), grasping over the radially inner disc part (7) from the side remote from the housing, of the cover part (11, 12) of the radially inner damper unit.

Hydrodynamic coupling with serially arranged damper units

The clutch disc for a motor-vehicle friction clutch has a hub which defines an axis of rotation and from which there projects substantially radially a hub disc so as to be secured against rotation. On the hub there is mounted, so as to be rotatable through a limited angle of rotation, a friction lining carrier which comprises two side parts which are arranged on axially opposite sides of the hub disc and which are non-rotatably connected to each other and to the carrier. In the rotational path between the side parts and the hub disc there are arranged springs which are subjected to pressure during the relative movement of the friction lining carrier and the hub. Axially on both sides of the hub disc friction rings are arranged between the hub disc and the adjacent side parts. Between one of the two friction rings and the adjacent side part there is provided a pressure ring from which there project substantially radially several arms which are stiff in the circumferential direction of the pressure ring. The arms and/or a Belleville spring bias the pressure ring towards the friction ring. The radially external ends of the arms are fastened to the adjacent side part in a play-free rigid manner, for example with separating rivets which fixedly connect the side parts together. The arms are corrugated in the radial direction so that, if the friction rings wear, the pressure ring can be displaced in the axial direction without any change in the contact force occurring despite the rigid fastening of the radially external ends of the arms. Consequently, the frictional force does not change in the event of a load change, even after a prolonged time of operation.

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Schweinfurt, Germany

Harald Raab