US008161739B2
`
`(12) United States Patent
`Degler et al.
`
`(10) Patent No.:
`(45) Date of Patent:
`
`US 8,161,739 B2
`Apr. 24, 2012
`
`(54) FORCE TRANSMISSION DEVICE IN
`PARTICULAR FOR POWER TRANSMISSION
`BETWEEN A DRIVE ENGINE AND AN
`OUTPUT
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`(75) Inventors: Mario Degler, Baden-Baden (DE);
`Thorsten Krause, Bühl (DE); Kai
`Schenck, Offenburg (DE); Markus
`Werner, Bühl (DE); Dominique
`Engelmann, Offendorf (FR)
`(73) Assignee: Schaeffler Technologies AG & Co. KG,
`Herzogenaurach (DE)
`
`(51) Int. Cl.
`(2006.01)
`FI6D 3/14
`(2006.01)
`FI6F H 5/I ()
`(52) U.S. Cl. ........................................ 60/338; 192/30 V
`(58) Field of Classification Search .................... 60/338:
`-
`. -
`- 192/30 V
`See application file for complete search history.
`e
`References Cited
`|U.S. PATENT DOCUMENTS
`6,026,940 A * 2/2000 Sudau .......................... 192/3.28
`FOREIGN PATENT DOCUMENTS
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`(56)
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`(*) Notice:
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`DE
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`198 04 227 A1
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`8/1999
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`1/2007
`10 2006 028 556 A1
`DE
`Subject to any disclaimer, the term of this
`sº * :}; §
`patent is extended or adjusted under 35 §
`63 251644. A 10/1988
`U.S.C. 154(b) by 0 days.
`JP
`(21) Appl. No.: 12/800,937
`* cited by examiner
`(22) Filed:
`May 26, 2010
`Primary Examiner — Thomas E Lazo
`s
`(74) Attorney, Agent, or Firm – Von Rohrscheidt Patent
`Prior Publication Data
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`(65)
`
`Sep. 23, 2010
`|US 2010/0236228A1
`-
`- -
`Related U.S. Application Data
`(63) Continuation
`of
`application
`PCT/DE2008/001900, filed on Nov. 17, 2008.
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`No.
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`(30)
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`Foreign Application Priority Data
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`ABSTRACT
`(57)
`A force transmission device, in particular or power transmis
`sion between a drive engine and an output, comprising a
`damper assembly with at least two dampers, which can be
`connected in series, and a rotational speed adaptive absorber,
`wherein the rotational speed adaptive tuned mass damper is
`disposed between the dampers at least in one force flow
`direction through the force transmission device.
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`Nov. 29, 2007 (DE) ......................... 10 2007 O57 448
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`29 Claims, 7 Drawing Sheets
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`Valeo Exhibit 1019, pg. 1
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`U.S. Patent
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`Apr. 24, 2012
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`Sheet 1 of 7
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`Fig. 1a
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`Fig. 1b
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`Valeo Exhibit 1019, pg. 2
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`U.S. Patent
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`Apr. 24, 2012
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`Sheet 2 of 7
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`Valeo Exhibit 1019, pg. 3
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`Valeo Exhibit 1019, pg. 4
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`Apr. 24, 2012
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`Valeo Exhibit 1019, pg. 5
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`U.S. Patent
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`Apr. 24, 2012
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`Valeo Exhibit 1019, pg. 6
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`U.S. Patent
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`Sheet 6 of 7
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`Valeo Exhibit 1019, pg. 7
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`U.S. Patent
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`Apr. 24, 2012
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`Sheet 7 Of 7
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`1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2 3.4
`Engine speed [10°rpm)
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`Valeo Exhibit 1019, pg. 8
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`US 8,161,739 B2
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`1
`FORCE TRANSMISSION DEVICE IN
`PARTICULAR FOR POWER TRANSMISSION
`BETWEEN A DRIVE ENGINE AND AN
`OUTPUT
`
`RELATED APPLICATIONS
`
`This patent application is a continuation of International
`patent application PCT/DE 2008/001900 filed on Nov. 17,
`2008 claiming priority from and incorporating by reference
`German patent application DE 10 2007 057 448.9, filed on
`Nov. 29, 2007.
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`FIELD OF THE INVENTION
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`The invention relates to a force transmission device, in
`particular for power transmission between a drive engine and
`an output, the device including an input and an output and a
`damper assembly disposed between the input and the output,
`the damper assembly including at least two dampers which
`can be connected in series and a rotational speed adaptive
`absorber.
`Force transmission devices in drive trains between a drive
`engine and an output are known in the art in various configu
`rations. When an internal combustion engine is used as a drive
`engine, a rotation occurs at the crankshaft, which superim
`poses the rotating motion, wherein the frequency of the rota
`tion changes with the speed of rotation of the shaft. Absorber
`assemblies are being used in order to reduce the superim
`posed rotation. These include an additional mass that is
`coupled to the oscillating system through a spring system.
`The operation of the tuned mass vibration damper is based on
`the primary mass remaining stationary at a particular excita
`tion frequency, while the additional mass performs a forced
`oscillation. Since the excitation frequency varies with the
`speed of rotation of the drive engine, while the resonance
`frequency of the absorber remains constant, the tuned mass
`damping effect, however, only occurs at a particular rota
`tional speed. An assembly of this type is, for example, known
`from the printed document DE 10236 752A1. In this printed
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`document, the drive engine is connected with one or plural
`transmission components through at least one startup ele
`ment, in particular a clutch or a hydrodynamic speed-?torque
`converter. Thus, a vibration capable spring-mass system is
`not connected in series with the drive train, but is connected in
`parallel therewith, which does not degrade the elasticity of the
`drive train. This vibration capable spring-mass system func
`tions as an absorber. The absorber is associated with the
`converter lockup clutch in a particularly advantageous
`embodiment in order to prevent possible force spikes when
`the converter lockup clutch closes. According to another
`embodiment, it is furthermore provided to connect a torsion
`damper with two torsion damper stages after the startup ele
`ment, wherein the torsion damperis disposed in the force flow
`of the drive train. Thus, the spring-mass system is disposed
`between the first torsion damper stage and the second torsion
`damper stage, which is intended to yield particularly favor
`able transmission properties. The spring-mass system can
`have a variable resonance frequency for use in a broader
`frequency band, wherein the resonance frequency can be
`influenced through a control- or regulation system.
`Furthermore a force transmission device is known from the
`printed document DE 19781582T1, which includes a hydro
`dynamic clutch and a device forlocking up the hydrodynamic
`clutch, wherein a mechanical assembly is provided, which is
`used for controlling the relative rotation between the input
`and output device for the power transmission device.
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`In order to dampen the effect of an excitation over a broad,
`advantageously the entire, rotation speed range of a drive
`engine, tuned mass vibration dampers that can be adapted to
`a speed of rotation are provided in the drive trains according
`to DE 198 31 160 A1, wherein the tuned mass vibration
`dampers can dampen torsional vibrations over a larger speed
`of rotation range, ideally over the entire speed of rotation
`range of the drive engine, in that the resonance frequency is
`proportional to the speed of rotation. The tuned mass vibra
`tion dampers operate according to the principle of a circular
`or centrifugal force pendulum in a centrifugal force field,
`which is already used in a known manner for damping crank
`shaft vibrations for internal combustion engines. For this type
`of pendulum, inertial masses are supported about a rotation
`axis so they can perform a pendulum motion, which inertial
`masses tend to rotate about the axis of rotation at the largest
`distance possible, when a rotating movement is initiated. The
`torsional vibrations cause a pendulum type relative move
`ment of the inertial masses. Thus, different systems are
`known, in which the inertial masses move relative to the
`torque input axis in a purely translatoric manner on a circular
`movement path, or according to DE 198 31 160 A1 on a
`movement path that has a curvature radius that varies at least
`in sections for an increasing displacement of the inertial mass
`from the center position.
`A startup unit including a hydrodynamic speed-?torque
`converter and an device for bridging the power transmission
`through the hydrodynamic speed-?torque converter is known
`from the printed document DE 19926 696A1. It includes at
`least one additional mass, whose center of gravity can be
`moved under the influence of a centrifugal force in a radial
`direction as a function of a relative position of the transmis
`sion elements with reference to a rotation axis of the torque
`transmission path.
`A torque transmission device in a drive train of a motor
`vehicle for torque transmission between a drive engine and an
`output is known from the printed document DE 10 2006 08
`556 A1, wherein the torque transmission device includes at
`least one torsion vibration damper device in addition to an
`actuatable clutch device. A centrifugal pendulum device is
`associated with the torsion vibration damper device, wherein
`the centrifugal pendulum device includes plural pendulum
`masses which are linked to the pendulum mass support device
`by means of running rollers, so they are movable relative to
`the pendulum mass support device.
`Multiple dampers are often being used in force transmis
`sion devices which operate in particular rotational speed
`ranges and which can be tuned to those speed ranges in an
`optimum manner. However, also with these multiple dampers
`it is not possible without substantial additional complexity
`and partially also due to the limited installation space to cover
`the entire rotational speed range of a drive engine sufficiently
`with respect to vibration damping.
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`BRIEF SUMMARY OF THE INVENTION
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`Thus it is the object of the invention to provide a force
`transmission device as recited supra, in particular a force
`transmission device with a multiple damper assembly, com
`prising at least two dampers connected in series viewed in at
`least one force flow direction in order to reduce variations in
`speed of rotation in the force transmission device over the
`entire operating range of the drive engine, or to eliminate the
`variations completely.
`The solution according to the invention is characterized
`through the following features: a damper assembly with at
`least two dampers, which can be connected in series, and a
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`Valeo Exhibit 1019, pg. 9
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`rotational speed adaptive absorber. The rotational speed
`adaptive absorber is disposed between the at least two damp
`ers at least in one force flow direction through a force trans
`mission device. Further advantageous embodiments of the
`invention are described by the following, taken individually
`or in combination:
`A hydrodynamic component with at least one primary shell
`functioning as a pump shell (P) and a secondary shell
`functioning as a turbine shell (T), forming an operating
`cavity (AR) with one another, wherein the turbine shell (T)
`is connected at least indirectly torque proof with an output
`(A) of the force transmission device, and a coupling is
`performed through at least one of the at least two dampers
`of the damper assembly, and wherein the rotational speed
`adaptive absorber is connected at least indirectly torque
`proof with the secondary shell.
`The rotational speed adaptive absorber is connected directly
`torque proof with the secondary shell (SR).
`The rotational speed adaptive absorber is connected with an
`element of the damper assembly, and the element is con
`nected torque proof with the secondary shell of the hydro
`dynamic component.
`The rotational speed adaptive absorber is connected with an
`element of a damper of the damper assembly, and the
`element is connected directly torque proof with the sec
`ondary shell of the hydrodynamic component.
`The rotational speed adaptive absorber is coupled with an
`element of a damper, the element of the damper is con
`nected with an element of another damper of the damper
`assembly, and the element of the another damper is directly
`connected with the secondary shell of the hydrodynamic
`component.
`A device for at least partially bridging the powertransmission
`through the hydrodynamic component, wherein the device
`is connected with an output (A) of the force transmission
`device through at least one damperofthe damperassembly.
`The damper assembly is disposed in a force flow between an
`input (E) and the output (A) in series with a hydrodynamic
`component and a device for bridging the hydrodynamic
`component.
`The damperassembly is configured to be disposed in the force
`flow at least in series with a hydrodynamic component.
`The damperassembly is configured to be disposed in the force
`flow at least in series with a device for bridging a hydro
`dynamic component.
`The respective other component, the device or the hydrody
`namic component is coupled to the damper assembly
`through the connection of the at least two dampers.
`The at least two dampers of the damper assembly are config
`ured as series or parallel dampers, comprising damper
`component assemblies.
`The damper component assemblies of a damper are disposed
`on a common diameter.
`The damper component assemblies of a damper are disposed
`on different diameters.
`At least one of the dampers is configured as a single damper.
`The at least two dampers are disposed offset to one another in
`radial direction.
`The at least two dampers are disposed offset relative to one
`another in axial direction.
`The rotational speed adaptive absorber is configured as cen
`trifugal force pendulum device, comprising at least one
`inertial mass support device and at least one, preferably a
`plurality, of inertial masses, which are supported at the
`inertial mass support device, movable relative thereto in
`radial direction, so that they can perform a pendulum type
`motion.
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`The rotational speed adaptive absorber is disposed and
`viewed in axial direction, spatially between an input (E)
`and the output (A) of the force transmission device,
`between the damper assembly and a hydrodynamic com
`ponent.
`The rotational speed adaptive absorber is disposed in axial
`direction spatially between the at least two dampers.
`The rotational speed adaptive absorber is disposed in axial
`direction spatially between an input (E) and the output (A)
`of the force transmission device in front of the at least two
`dampers of the damper assembly.
`Inertial masses are disposed in radial direction in a portion of
`an extension of the damper assembly.
`Each of the at least two dampers comprise at least one primary
`component and one secondary component, and wherein
`the primary component or the secondary component are
`formed either by a flange element, or by drive disks dis
`posed on both sides of the flange elements, are disposed
`coaxially relative to one another, are rotatable relative to
`one another in circumferential direction, and are coupled
`with one another through torque transmission devices and
`damping coupling devices.
`Components of the absorber form an integral unit with com
`ponents of a connection element, in particular of a damper
`of the damper assembly or with a secondary shell, or are
`integrally configured therewith.
`A damperofthe damperassembly is configured as a mechani
`cal damperoras a combined mechanical hydraulic damper.
`The hydrodynamic component is configured as a hydrody
`namic speed-?torque converter comprising at least one sta
`tor shell (L).
`The hydrodynamic component is configured as a hydrody
`namic clutch without a stator shell (L).
`The rotational speed adaptive absorber is configured for an
`order of an excitation of a drive unit, in particular the drive
`engine, and wherein a centrifugal force influence upon a
`particular inertial mass, which is reduced by a centrifugal
`oil pressure, is considered by configuring it for an order
`that is higher by >0.05 to 0.5 than for embodiments without
`the centrifugal oil pressure.
`A force transmission device configured according to the
`invention, in particular for power transmission between a
`drive engine and an output, including a damperassembly with
`at least two dampers which can be connected in series and a
`rotational speed adaptive absorber is characterized in that the
`rotational speed adaptive absorber is disposed between the
`dampers at least in one force flow direction through the
`damper assembly.
`Thus, a rotational speed adaptive absorber according to the
`invention is a device which does not transfer torque, but
`which is configured to absorb excitations over a very broad
`range, advantageously the entire rotational speed range of a
`drive engine. The resonance frequency of rotational speed
`adaptive absorber is proportional to the rotational speed, in
`particular to the rotational speed of the exciting engine.
`The solution according to the invention provides a reduc
`tion or prevention of an introduction of rotational speed varia
`tions into the drive train in particular in a force flow direction
`which is preferably always used in the main operating range.
`Furthermore, the entire damping system can be better adapted
`to the rotational vibrations to be absorbed without substantial
`additional modifications of the particular dampers.
`The force transmission device can be embodied in various
`configurations. According to a particularly preferred embodi
`ment it is a combined start up unit, which can also be used as
`a multifunctional unit. It includes a hydrodynamic compo
`ment with at least one primary shell functioning as a pump
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`Valeo Exhibit 1019, pg. 10
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`US 8,161,739 B2
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`shell and a secondary shell functioning as a turbine shell,
`forming an operating cavity with one another, wherein the
`turbine shell is connected to the output of the force transmis
`sion device at least indirectly torque proof and the coupling is
`performed through at least one damper of the damper assem
`bly, wherein the rotational speed adaptive absorber is con
`nected to the secondary shell at least indirectly torque proof.
`The term “at least indirectly” means that the coupling can
`either be performed directly without an intermediary connec
`tion of additional transmission elements orindirectly through
`coupling with additional transmission elements or through
`the additional transmission elements.
`Through the association of the rotational speed adaptive
`absorber with the turbine shell it can advantageously be effec
`tive in all operating states due to the connection of the turbine
`shell with the drive train, in particular with the damper assem
`bly.
`According to a particularly preferred embodiment the rota
`tional speed adaptive absorber is connected directly torque
`proof with the secondary shell. Thus, assemblies are feasible
`which can be implemented independently from the damper
`assembly based on the coupling of the secondary shell with
`the damper assembly, however, the effectiveness is not
`impaired.
`According to another embodiment the rotational speed
`adaptive absorber is connected to a damper of the damper
`assembly. Through this embodiment a direct association with
`the damper system is feasible. Thus, the coupling can be
`performed directly with an element of a damper which is
`connected torque proof with the secondary shell or with an
`element of the other damper, which is connected with the
`damper element of the first damper, wherein the damper
`element is connected torque proof with the secondary shell.
`This yields various options to arrange the rotational speed
`absorber, wherein the optimum arrangement can be selected
`based on the available installation space without impairing
`the functionality.
`The rotational speed adaptive absorber can be configured
`as a component preassembled separately. The rotational
`speed adaptive absorber, thus can be combined with standard
`ized components without requiring them to be modified. Fur
`thermore, a simple replacement is provided. Furthermore, the
`rotational speed adaptive absorber can be preassembled and
`stored in quantities.
`According to a second embodiment the rotational speed
`adaptive absorber or its components, in particular of the iner
`tial mass support device, are configured as components of one
`of the connection elements, wherein the connection element
`is formed either by an element of a damper of the damper
`assembly or for a direct coupling with the secondary shell or
`the turbine shell, the connection element is formed by the
`turbine shell. This embodiment is characterized by substan
`tial modifications of the connection element however, thus in
`particular in axial direction in installed position viewed from
`the input to the output installation space is saved, since the
`rotational speed adaptive absorber does not have to be dis
`posed as a separate element between the other elements any
`In Ore.
`For a separate embodiment of the rotational speed adaptive
`absorberit can be connected with the connection elements for
`an integration through the mounting elements, the connection
`elements being provided anyhow, in that the connection por
`tion of the rotational speed adaptive absorber is placed into
`the mounting portion between the connection elements and
`advantageously the mounting elements which are provided
`anyhow are used for coupling the absorber.
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`With respect to the configuration of the particular dampers
`themselves, there is a multitude of options. The damper
`assembly is, as stated supra, configured as a series damper in
`at least one force flow direction. The particular dampers of the
`damperassembly can be configured as singular dampers or as
`series or parallel damper components assemblies. Thus, the
`particular implementable damping stages can be influenced
`additionally with respect to the characteristic damping curves
`obtainable therewith and can thus be adjusted to certain
`requirements in an optimum manner where necessary.
`With respect to the arrangement of the dampers there are
`many options. These options, however, in turn depend on the
`actual configuration of the particular dampers. Thus a differ
`entiation is made between the arrangement from a functional
`point of view and from a spatial point of view. From a spatial
`point of view, in particular viewed in axial direction between
`the input and the output of the force transmission device, the
`spatial arrangement of the dampers relative to one another
`within the damper arrangement can be performed offset rela
`tive to one another in axial- or radial direction. Advanta
`geously assemblies offset relative to one another in radial
`direction are always selected, since hereby a better utilization
`of the installation space is possible through the overlapping
`arrangement. Furthermore, intermediary spaces are created
`through the offset arrangement in radial direction in the por
`tion of the outer circumference of the first damper viewed in
`the extension in radial direction of the second damper,
`wherein the intermediary spaces can be ideally used for
`arranging the rotational speed adaptive absorber
`From a purely functional point of view at least one of the
`dampers can be actually arranged in one of the power paths
`without acting as an elastic clutch in the other power path. In
`this case, the damper then functions as a pure absorber in the
`other power path. In this respect a differentiation is made
`between two embodiments, wherein the first is characterized
`by disposing the first damper in force flow direction in the
`force flow viewed from the input to the output in the mechani
`cal power path, while the arrangement is performed in the
`hydrodynamic power path in the second case. The second
`damper in the damper assembly is then functionally con
`nected is series in both paths, but operates as an absorber.
`Thus, a damper is always effective in force flow direction
`viewed from the input to the output. According to a particular
`preferred embodiment also the rotational speed adaptive
`absorber is associated with this damper.
`The configuration of the rotational speed adaptive absorber
`can be performed in many ways. It is in common for all
`embodiments that they are characterized by an inertial mass
`support device which extends in radial direction, wherein the
`extension can be performed as a flat disc element or as a
`respectively configured component. The component is dis
`posed coaxial with the rotation axis of the forced transmission
`device. Inertial masses are supported at the inertial mass
`support device so they pivot in a pendulum type motion about
`the rotation axis of the force transmission device, wherein
`respective inertial masses are preferably disposed on both
`sides of the inertial mass support device without an offset
`from one another. These inertial masses supported for a pen
`dulum type motion are displaced in radial direction under the
`influence of a centrifugal force. The basic principle of the
`rotational speed adaptive absorber which functions like a
`centrifugal force pendulum is thus characterized by the
`masses which are supported at the inertial mass support
`device for a pendulum type motion. These can be modified
`additionally through additional measures, for example, for
`improving the sound development or for extending their pos
`sible effective operating range. Such embodiments are suffi
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`Valeo Exhibit 1019, pg. 11
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`ciently known in the prior art. Therefore the configuration of
`centrifugal force pendulums is not addressed further in detail.
`Rotational speed adaptive absorbers can thus be disposed
`from a spatial point of view in front of the damper assembly,
`behind the damper assembly, and between the particular
`dampers ofthe damper assembly. Each ofthese arrangements
`can have particular relevance with respect to the actual con-
`ditions. Arrangements between the two dampers, however,
`are desirable in order to use installation space which is avail-
`able anyhow and which may not have been utilized.
`According to a particularly preferred embodiment the rota-
`tional speed adaptive absorber is always configured for the
`order of excitation of the drive unit, in particular the drive
`engine. Thus, the centrifugal force influence upon the particu-
`lar inertial nrasses which is reduced through the centrifugal
`oil pressure is also considered in force trarrsrrrissiorr devices
`with a hydrodynamic component. The consideration is per-
`formed through a configuration and a design for an order
`which is higher by 0.05 to 0.5 than for configurations without
`this centrifugal oil pressure, this means for dry operating
`absorbers.
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`BRIEF DESCRIPTION OF THE DRAWINGS
`
`The solution according to the invention is subsequently
`described with reference to drawing figures:
`FIGS. la-1d illustrate possible basic configurations of
`force trarrsrrrissiorr devices with a functional disposition of
`rotational speed adaptive absorbers in a sirrrplified sclrerrratic
`illustration,
`FIG. 2 illustrates a first embodiment ofa force transmission
`device configured according to the invention with reference to
`an axial sectional view;
`FIG. 3 illustrates a second embodiment of a force trans-
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`mission device configured according to the invention with
`reference to an axial sectional view;
`FIG. 4 illustrates an exemplary embodiment of a rotational
`speed adaptive absorber in a View from the right;
`FIG. 5 illustrates an option for directly coupling the rota-
`tional speed adaptive absorber with the turbine shell;
`FIGS. 611-6d illustrate possible configurations of damper
`asscmblics providing conncction options for a rotational
`spccd adaptivc absorbcr; and
`FIG. 7 illustrates the advantages of the solution according
`to the invention over an embodiment without a rotational
`speed adaptive absorber with reference to a diagram.
`DETAILED DESCRIPTION OF THE INVENTION
`
`FIG. 1a illustrates the basic configuration of a force trans-
`rrrissiorr device according to the invention in a simplified
`schematic depiction for power transmission in particular in
`drive trains ofvchiclcs. Thus, the force transmission device 1
`is used for power transmission between a drive engine 100
`which can, for example, be configured as a combustion
`engine and an output 101. The force transmission device 1
`includes at least an input E and an at least an output A. The
`input E is thus cormected to the drive engine 100 at least
`indirectly, the output A is thus connected at least indirectly
`with the units 101 to be driven, for example, in the forrrr of a
`transmission. “At least indirectly” thus means that the cou-
`pling is cithcr pcrformcd dircctly, this mcans without addi-
`tional transmission elements disposed there between, or indi-
`rectly through additional transmission elements. The terms
`“inpu ” and “output” are thus to be interpreted ir1 a functional
`
`8
`manner in force flow direction from a drive engine to an
`output and they are not limited to particular configurative
`details of embodiment.
`The force transmission device 1 includes a damper assem-
`bly 2 which is disposed bctwccn the input 3 and the output A.
`The damper assembly 2 includes at least two dampers 3 and 4
`which can be connected in series which form damper stages
`and a rotational speed adaptive absorber 5. A rotational speed
`adaptive absorber 5 is thus interpreted as a device for absorb-
`ing variations in rotational speed, the device not transmitting
`power, but configured to absorb rotational vibrations over a
`larger range of rotational speeds, advantageously over the
`entire range of rotational speeds, in that inertial masses tend
`to movc in a circular path with a maximum distance about thc
`torque induction axis due to a centrifugal force. The rotational
`speed adaptive absorber 5 is thus formed by a centrifugal
`force pendulum device. The resonance frequency of the
`absorber 5 is thus proportional to the speed of the exciting
`unit, in particular of the drive engine 100. The superposition
`‘ of the rotation through rotational vibrations leads to a pendu-
`lurrr type relative movement ofthe inertial rrrasses. According
`to the invention the rotational speed adaptive absorber 5 is
`connected in thc forcc flow in at lcast one ofthc theoretically
`possible force flow directions viewed over the damper assem-
`bly 2 between the two dampers 3 and 4 of the damper assem-
`bly 2. Besides damping vibrations through the particular
`dampers 3 and 4, the rotational speed adaptive absorber 5 thus
`operates at different frequencies.
`There is a plurality of options for the embodiment of the
`dampers 3 and 4 of the damper assembly 2 and their cormec-
`tion in force transmission devices 1 with additional compo-
`nents. Thus, in particular for embodiments with a hydrody-
`namic component 6 and a device 7 for at least partially
`locking up the hydrodynamic component, a differentiation is
`made between embodiments with a series cormection of the
`dampers 3 and 4 with respect to their function as an elastic
`clutch, this mcans torquc transmission and damping in both
`power paths or at least for a power transmission through one
`of the components with a series connection of the danrpers 3,
`4 as elastic clutches and a power transmission through the
`other component with one of the dampers 3 or 4 acting as an
`elastic clutch and the other damper 3 or 4 acting as an
`absorber.
`FIG. 1b illustrates a particularly advantageous embodi-
`ment ofthe force transmission device 1 with a damper assem-
`bly 2 with an integrated rotational spccd adaptivc absorbcr 5,
`including at least a hydrodynamic component 6 and a device
`7 for at least partially circumventing the force transmission
`through the hydrodynamic component 6. The hydrodynamic
`component 6 includes at least one primary shell firnctioning
`as a pump shell P when coupling with the input E and for a
`force flow direction from the input 3 to the output A and a
`secondary shell coupled at least indirectly with the output A
`torque proof and functioning as a turbine shell T for a power
`transmission from thc input E to thc output A, thc pump shcll
`P and the turbine shell T forming an operating cavity AR. The
`hydrodynamic component 6 can be configured as a hydrody-
`namic clutch which provides speed conversion or it can be
`configured in a particularly advantageous embodiment as a
`hydrodynamic speed—/torque converter wherein the power
`transmission through the hydrodynamic speed—/torque con-
`verter always provides a torque and moment conversion. In
`this case the hydrodynamic component 6 includes at least
`another so called stator shcll L, which can cithcr be supported
`fixed i