Atsugi Unisia Corp.

Atsugi Motor Parts Company, Limited

Nissan Motor Company Limited

Unisia Jecs Corporation

Satoshi Kohno

Hirofumi Ara

Tatsuya Morishita

Shizuaki Hidaka

Shouichi Tsuchiya

Kazuhiro Kikuchi

Toshio Harima

Isao Ito

Daisuke Sibata

Tsutomu Nomura

Koji Yamaguchi

Youichiro Yamada

Tsutomi Ischidaka

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.

System for minimizing vibrations of crankshaft

A flywheel includes an input member secured to a drive shaft, an output member rotatably supported on the input member, and a plurality of dash pots for connecting the input and output members to each other. The dash pots serve to transmit torque from the drive shaft to the output member and to damp torsional vibration transmitted from a drive shaft to the input member.

Flywheel for power transmission system having equiangularly spaced

A vibration damper assembly comprises a torsional vibration damper with torsional springs, a mass body, and a resilient drive plate which serves as a bending stress damper. With a bearing on a reinforcement block connected to the crankshaft, the torsional vibration damper has an output member rotatably supported by the crankshaft. The resilient driver plate is operatively disposed in torque transmission relationship between the crankshaft and the mass body in such a manner as to coextend radially outwardly from the crankshaft with the torsional vibration damper.

Vibration damper

A torque transmission device for an automatic power transmission employs a viscous coupling interposed between a crankshaft and a converter cover of a torque converter. The viscous coupling is effective for damping torsional vibration input from the camshaft by viscosity thereof.

Device for transmitting automotive engine driving torque for automatic

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.

Automotive power train

Automotive power train with annular elastic body for reducing vibrations

There is proposed an assembly for damping vibrations in a torque transmitting arrangement between an engine and an input part of a transmission. The assembly comprises a first flywheel connected to the engine, and a second flywheel connectable to the input part of the transmission. The first and second flywheels are rotatable relative to each other. At least one damper includes spring means operative to resiliently oppose rotation of the flywheels relative to each other. The assembly also comprises at least one lock-up mechanism including centrifugal force responsive means operative to prevent rotation of the flywheels relative to each other after the damper has become idle when rotation of the engine is lower than a predetermined speed value.

Flywheel

A lock-up torque converter for an automatic transmission includes a pump fixedly connected to a crankshaft of the internal combustion engine and a converter cover connected to a converter output shaft during a lock-up condition. A shock absorbing member connects the pump and the converter cover to be elastic in the rotating direction of the converter output shaft. Accordingly, both fluctuations of the engine speed and of the output shaft speed are absorbed by the pump and the converter cover, respectively and therefore the torsional vibrations and the noises generated in the passenger compartment are largely suppressed.

Lock-up torque converter for automatic transmission

A lock-up torque converter for automatic transmissions which transmits the torque of an internal combustion engine from the engine crankshaft to the transmission input shaft is disclosed. The torque converter includes a converter cover, a turbine hub receiving the input shaft to provide a driving connection, a clutch piston slidably mounted on the turbine hub, and a turbine runner having the outer shell drivingly connected to the hub. The torque converter comprises a first torsional damper operably connected between the clutch piston and the turbine hub to provide a driving connection only when the clutch piston engages the converter cover, and a second torsional damper operably connected between the crankshaft and the converter cover to provide a driving connection during operation of the engine. During operation of the lock-up mechanism, the two dampers cooperatively operate in series with each other to provide an optimum damping effect.

Lock-up torque converter for automatic transmissions

A friction clutch for a transmission is provided. The clutch includes release levers disposed between a release bearing and a diaphragm spring. The diaphragm spring provides pressure to a pressure plate which is required to hold a clutch disc against a flywheel. The outer end of each release lever is pivotably supported by a clutch cover and the inner end thereof engages with the release bearing. The pulling of the release bearing in the axial direction away from the flywheel causes the release lever to swing about the supported position thereof against the pressure exerted by the diaphragm spring, thereby causing the clutch to be released, or disengaged. The release lever is comprised of a lever body and a movable lever for engaging the release bearing. The insertion of the release bearing into the clutch allows secure engagement between it and the release lever. The release bearing is therefore removed from the clutch easily. In addition, the further thrusting of the release bearing into the clutch causes the movable lever to move, which movement in turn causes a locked lever position allowing engagement between the movable lever and the release bearing to be released. The engagement of the release bearing to the clutch is effected easily.

Friction clutch for transmission

A clutch disc consists of a generally annular drive body connectable to an engine side and rotatably movably connected to a generally annular driven body connected to a vehicle drive line. The drive body is formed with a plurality of radially inwardly extending drive side arms. The driven body is formed with a plurality of radially outwardly extending driven side arms. A fluid chamber to be filled with a hydraulic fluid is formed between each drive side arm and each driven side arm. An orifice is formed between the inner periphery of the drive body and the radially outer-most portion of each driven side arm to provide a flow resistance to the fluid flowing between the adjacent fluid chambers, thereby effectively damping torque fluctuation transmitted from the engine side.

Clutch disc

A torsional vibration damper is capable of neutralizing vibrations with a relatively large amplitude, and includes a pair of strengthened equalizers. The damper transmits a torque between a drive plate operatively connected to a torque input member, and hub operatively connected to a torque output member. The hub has a plurality of hub arms extending outward from its outer periphery with an equal angular. A pair of equalizers is journalled on the outer peripheries of and floating independently of said hub arms, each equalizer including an annular portion and arm portions extending inward from the inner periphery of the annular portion. The arm portions of two equalizers alternate between neighboring hub arms. Compression spring sets are interposed in serial between the arm portions of both the equalizers and between the arm portions and the hub arms. The drive plate engages the groups of the compression spring sets by means of both the side inner edges of arcuate windows which are defined in the drive plate and have the same arclength to that of the neighboring hub arms.

Growing community of inventors

Kanagawa, Japan

Satoshi Kohno