Luk Lamellen Und Kupplungsbau Gmbh

Luk Lamellen Und Kupplungsbau Beteiligungs Kg

Rudolf Honemann

Paul Maucher

Steven P Olsen

Wendy Boman

Stephan Maienschein

Gunnar Back

Johann Jackel

The hydrokinetic torque converter between the prime mover and the transmission in the power train of a motor vehicle is designed to promote and/or otherwise regulate the flow of hydraulic fluid therethrough. The fluid is circulated between the friction linings on the laminations of the bypass clutch in the housing of the torque converter. In a first embodiment of the method, the flow of fluid in certain parts of the torque converter is opposed or interfered with in such a way that a larger quantity of fluid flows between the laminations of the bypass clutch. In a second embodiment, the resistance to fluid flow through the bypass clutch of the torque converter is reduced. It is also possible to resort to both solutions in one and the same torque converter.

Method of operating hydrokinetic torque converters in the power trains of motor vehicles and torque converter for the practice of the method

The rotary output element of a hydrokinetic torque converter can receive torque with limited play from the turbine or directly from the housing by way of a damper which operates in series with a lockup clutch. The lockup clutch can be engaged to transmit torque from the housing of the torque converter to the damper and the latter then transmits torque to the output element.

Torque transmitting apparatus with hydrokinetic torque converter

A force or torque transmitting apparatus which transmits torque from the output element of a prime mover to the input element of a transmission or another driven unit in a motor vehicle by way of a hydrokinetic torque converter and/or by way of a lockup clutch. When the vehicle embodying the apparatus is coasting, the housing of the torque converter is engaged only by the friction lining on the axially movable piston of the lockup clutch when the latter is engaged, either entirely or with slip. Thus, it is not necessary to provide one or more thrust bearings between the piston of the lockup clutch and the housing of the torque converter.

Force or torque transmitting apparatus with two hydraulic clutches

A friction clutch plate wherein friction linings which receive torque from the crankshaft of an internal combustion are mounted on one disc of a twin-disc input element forming part of a first damper of torsional vibrations. The output element of the first damper is a flange between the two discs and such flange can turn relative to the discs against the opposition of a set of relatively weak coil springs. The flange is made of a synthetic material. One of the discs forms part of the input element of a second damper whose output element is a flange mounted on the hub for the input shaft of a change-speed transmission with a certain amount of angular play. The flange of the first damper has internal teeth mating without play with the external teeth of the hub. The first damper operates alone during a first stage of angular movement of the one disc relative to the hub, and the two dampers cooperate during the next stage of such angular movement. The coil springs can be confined in pockets of the input and/or output element, and such element or elements can be made of a synthetic material and can act as friction rings.

Torsional vibration damping device for clutch plates

A damping assembly which is interposed between two coaxial flywheels in the power train between the crankshaft of the engine and the transmission of an automobile has a friction generating device which is operative within a certain range of angular movability of the flywheels relative to each other to enhance the versatility and damping characteristics and to render it possible to more accurately conform such damping characteristics to the circumstances under which the flywheels are put to use.

Apparatus for compensating for fluctuations of torque between coaxial

A clutch plate with a first and a main damping unit wherein only the first damping unit is operative during a first stage of angular displacement of the input and output components of the clutch plate and only the main damping unit is operative during the remaining stage of such angular displacement. A load friction generating device is installed between the input and output elements of the first damping unit in such a way that it is effective only during an advanced part of the first stage of angular displacement and then cooperates with one or more compressible coil springs of the first damping unit. The load friction generating device is effective when the engine of a vehicle wherein the friction clutch between the crankshaft and the change-speed transmission embodies the clutch plate is idling and/or while the vehicle is set in motion.

Clutch plate

A torsion damping assembly for the clutch plate of a friction clutch has an input component with two discs one of which carries the friction linings and which are rotatable within limits relative to a hub which transmits torque to a transmission and has external teeth in loose mesh with the internal teeth of the flange of a main torsion damping stage. The flange is disposed between the two discs and has windows for strong coil springs which further extend into registering windows of the discs. A further damping stage has two spaced-apart plates which are affixed to the flange in the space between such flange and one of the discs and are disposed at the opposite sides of a second flange which is non-rotatably secured to the hub. The second flange has windows for relatively weak coil springs which further extend into registering windows of the two plates.

Torsion damping assembly for clutch plates

A friction clutch having a diaphragm spring formed with a ring-shaped base and tabs extending radially inwardly from the base and separated by slots from one another. The slots terminate radially outwardly in hole-like cutouts and the disc spring is tiltably supported on a part of the clutch and is clamped between a first roll-off support at the clutch part and a substantially circular discrete second roll-off support at the side of the disc spring facing away from the clutch part. The second roll-off support is acted upon by the spring when the clutch is disengaged and the first roll-off support is acted upon by the spring when the clutch is engaged. Holding means secure the second support to the clutch part, and the second roll-off support engages the spring radially outwardly of the cutouts and is formed, in the vicinity of each of the cutouts, with an interruption extending along at least 50% of the length of the respective cutout, as considered in the circumferential direction clutch.

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Ottersweier, Germany

Rudolf Honemann