US008 161740B2
`
`(12) United States Patent
`Krause et al.
`
`(10) Patent No.:
`(45) Date of Patent:
`
`US 8,161,740 B2
`Apr. 24, 2012
`
`FORCE TRANSMISSION DEVICE WITH A
`ROTATIONAI. SPEED ADAPTIVE DAMPER
`AND METHOD FOR IMPROVING THE
`DAMPING PROPERTIES
`
`Inventors: Thorsten Krause, Biihl (DE);
`Dominique Engelmann, Offcndorf (FR)
`
`Assignee: Schaeffler Technologies AG & Co. KG,
`Herzogenaurach (D3)
`
`Notice:
`
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. l54(b) by 0 days.
`
`12/800,961
`
`May 26, 2010
`
`Prior Publication Data
`
`US 2010/0242466 A1
`
`Sep. 30, 2010
`
`Related U.S. Application Data
`
`application
`of
`(63) Continuation
`PCT/DE2008/001901, filed on Nov. 17, 2008.
`
`No.
`
`(30)
`
`Foreign Application Priority Data
`
`Nov. 29, 2007
`
`(DE) ....................... .. 10 2007 057 447
`
`(51)
`
`Int. Cl.
`F16D 43/13
`F16F 15/14
`
`(2006.01)
`(2006.01)
`
`...................................... .. 60/338, 192/30V
`(52) U.S. Cl.
`(58) Field of Classification Search .................. .. 60/338;
`1 92/30 V
`See application file for complete search history.
`
`(56)
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`6,026,940 A
`2/2000 Sudau ........................ .. 192/3.28
`6,450,065 Bl"‘
`9/2002 Eckelet al.
`. . . .
`. . . . . .. 74/574.4
`FOREIGN PATENT l_)()CUMEN'l'S
`198 04 227 Al
`8/1999
`102 36 752 Al
`2/2004
`10 2004 004 176 Al
`8/2005
`1744074 A2 *
`1/2007
`
`DE
`DE
`DE
`EP
`
`* cited by examiner
`
`Primary Examiner — Thomas E Laxo
`(74) Attorney, Agent, or Firm — Von Rohrscheidt Patents
`
`ABSTRACT
`(57)
`The invention relates to a force transmission device for power
`transmission between an input and an output, comprising at
`lea st an input and an output, and a vibration damping device
`disposed in a cavity that can bc fillcd at lcast partially with an
`operating medium, in particular oil, the vibration damping
`device coupled with a rotational speed adaptive absorber,
`wherein the rotational speed adaptive absorber is tuned as a
`fiinction of an oil influence to an effective order qgf, which is
`greater by an order shift value qpthan an order q ofan exciting
`vibration of a drive system.
`
`13 Claims, 5 Drawing Sheets
`
`28
`17,18 16
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`33 9.1 10 9.2
`2
`
`3
`
`1
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`4.//V)[A
`
`4, 22
`
`12
`
`30
`
`Valeo Exhibit 1020, pg. 1
`
`

`
`U.S. Patent
`
`Apr. 24, 2012
`
`Sheet 1 of5
`
`US 8,161,740 B2
`
`Valeo Exhibit 1020, pg. 2
`
`

`
`U.S. Patent
`
`Apr. 24, 2012
`
`5fl.02tBBhS
`
`US 8,161,740 B2
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`VK1In
`
`I=nu
`
`I/
`
`Valeo Exhibit 1020, pg. 3
`
`

`
`U.S. Patent
`
`2102Au,2r._pA
`
`Sheet 3 of5
`
`US 8,161,740 B2
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`Valeo Exhibit 1020, pg. 4
`
`

`
`U.S. Patent
`
`Apr. 24, 2012
`
`Sheet 4 of5
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`US 8,161,740 B2
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`Fig. 3
`
`-‘T"‘|""|—”‘_T__T—"“i ———— —-T—“7
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`0-50
`
`0.45
`0.40
`0.35
`0.30
`
`0.20
`
`0.15
`
`0.10
`
`0_05
`
`0.00
`
`Eo3
`
`':
`as
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`0
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`3
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`E.
`
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`
`+——+——+———
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`|
`I
`l
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`1.25
`
`1.50
`
`1.75
`
`2.00
`
`2.25
`
`2.50
`
`2.75
`
`3.00
`
`3.25
`
`3.50
`
`Order of Excitation H
`
`—— without Oil
`
`— — — with Oil
`
`_____ Dual Mass Flywheel without
`Centrifugal Force Pendulum
`
`Valeo Exhibit 1020, pg. 5
`
`

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`U.S. Patent
`
`Apr. 24, 2012
`
`Sheet 5 of5
`
`US 8,161,740 B2
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`Fig. 4
`
`Center of Gravity Path
`
`Valeo Exhibit 1020, pg. 6
`
`

`
`US 8,161,740 B2
`
`1
`FORCE TRANSMISSION DEVICE VVITH A
`ROTATIONAL SPEED ADAPTIVE DAMPER
`AND METHOD FOR IMPROVING THE
`DAMPING PROPERTIES
`
`RELATED APPLICATIONS
`
`This patent application is a continuation of International
`patent application PCT/DE 2008/001901 filed on Nov. 17,
`2008 claiming priority from and incorporating by reference
`German patent application DE 10 2007 057 447.0, filed on
`Nov. 29, 2007.
`
`FIELD OF THE INVENTION
`
`The invention relates to a force transmission device, in
`particular for power transmission between a drive engine and
`an output, the device including a hydrodynamic component
`and a vibration damping device with a rotational speed adap-
`tive absorber. The invention furthermore relates to a method
`for improving the damping properties of such force transmis-
`sion devices.
`Force transmission devices in drive trains between a drive
`engine and an output are known in the art in various configu-
`rations. \Vhen 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 rotational speed of the shaft. Absorber
`assemblies are being used in order to reduce the rotation.
`These include an additional mass that is coupled to the oscil-
`lating system through a spring system. The operation of the
`tuned mass vibration damper is based on the primary mass
`remaining stationary at a particular excitation 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 ofthe damper
`remains constant, the tuned mass damping effect, however,
`only occurs at a particular speed of rotation. An assembly of
`this type is e.g. known from the printed document DE 102 36
`752 Al. In this printed document, the drive engine is con-
`nected with one or plural transmission components through at
`least one startup element, in particular a clutch or a hydrody-
`namic speed-/torque converter. Thus, a vibration capable
`spring-ma ss system is not connected in series with the drive
`train, but is connected in parallel therewith, which does not
`degrade the elasticity ofthe drive train. This vibration capable
`spring-mass system functions as a 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 star-
`tup element, wherein the torsion damper is disposed in the
`force flow of the drive train. Thus, the spring-mass system is
`disposed between the first torsion damper stage and the sec-
`ond torsion damper stage, which is intended to yield particu-
`larly favorable transmission properties. The spring-mass sys-
`tem can have a variable resonance frequency 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 197 81 582 T1, which includes a
`hydrodynamic clutch and a device for locking up the hydro-
`dynamic 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.
`
`2
`In order to dampen the effect of an excitation over a broad,
`preferably the entire, rotational speed range of a drive engine,
`tuned mass vibration dampers that can be adapted to a rota-
`tional speed are provided in the drive trains according to DE
`198 31 1 60A1 , wherein the tuned r11ass vibration dampers ca11
`dampen rotational vibrations over a larger rotational speed
`range, ideally over the entire rotational speed range of the
`drive engine, in that the resonance frequency is proportional
`to the rotational speed. The tuned mass vibration 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 crankshaft vibrations
`for intemal combustion engines. For this type of pendulum,
`inertial masses are supported about a rotation axis, so they ca11
`perform a pendulum type motion, which inertial masses tend
`to rotate about the axis of rotation at the largest distance
`possible, when a rotating movement is initiated. The rota-
`tional vibrations cause a pendulum type relative movement of
`the inertial mas ses. 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 Al 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 a device for bridging the power transmission
`through the hydrodynamic speed-/torque converter is known
`from the printed document DE 199 26 696 A 1. 1t 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 a11
`output is known from the printed document D3 10 2006 08
`556 A 1, 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 support rollers, so that they are movable relative
`to the pendulum mass support device.
`Embodiments of force transmission devices, hydrody-
`namic components and integrated devices for damping vibra-
`tions with a absorber, which can be adjusted to a speed of
`rotation, are also already known in the art. However, it has
`become evident that the insulation effect, which is actually
`intended, with the placement of the damper, which can be
`adjusted to a rotational speed, is not sufiiciently achieved.
`BRIEF SUMMARY O17 111 * INV ‘N11ON
`
`Thus, it is an object of the invention to configure a force
`transmission device as recited supra, in particular a force
`transmission device with a hydrodynamic component, and at
`least a device for damping vibrations with a rotational speed
`adaptive absorber,
`so that rotational variations can be
`absorbed in an optimum manner over a wide range of rota-
`tional speeds. Thus, optimum driving properties, in particular
`high driving comfort, can be a ssured through the transmission
`properties of the force transmission device over the entire
`operating range of such force transmission devices, operating
`together with a drive engine, in particular when used in drive
`trains for vehicles.
`
`Valeo Exhibit 1020, pg. 7
`
`

`
`US 8,161,740 B2
`
`3
`The solution according to the invention is characterized by
`the features including: at least an input (E) and an output (A),
`and a vibration damping device disposed in a cavity that can
`be filled at least partially with an operating medium, in par-
`ticular oil, the vibration damping device coupled with a rota-
`tional speed adaptive absorber, wherein the rotational speed
`adaptive absorber is tuned as a function of an oil influence to
`an effective order qefi, which is greater by an order shift value
`qp than an order q of an exciting vibration of a drive system
`and’or the cavity in particular flowed through by an operating
`medium of a hydrodynamic co1npo11ent. Advantageous
`embodiments include, individually and in combination, the
`features: the order shift value qF is selected, so that a reso-
`nance oftl1e rotational speed adaptive absorber does not coin-
`cide witl1 the order q of the exciting vibration; the effective
`order qgfloftl1e rotational speed adaptive absorber exceeds the
`order q of tlie exciting vibration of the drive by the order shift
`value qF in the range of>0.05 to 0.5, preferably >0.05 to 0.4,
`particularly preferably >0.05 to 0.3, r11ost preferably 0.14 to
`0.3; the rotational speed adaptive absorber is configured as a
`centrifugal force pendulum device, comprising an inertial
`mass support device with inertial masses disposed thereon
`and movable relative thereto, configured and designed, so that
`a center of gravity distance S of a particular inertial mass is
`determined as a function of an order q of tlie exciting vibra-
`tion of the drive and the order shift by q/to an effective order
`qgfl defines a change of the center of gravity distance as a
`frmction of the order shift value qfg a size of the order shift
`value qfchanges proportional to a change oftl1e order q of the
`excitation of the drive; a hydrodynamic component with at
`least a primary shell functioning as a pump shell (P) and a
`secondary shell functioning as turbine shell (T) jointly form-
`ing an operating space (AR), wherein the turbine shell (T) is
`connected at least indirectly torque proof with the output (A)
`of the force transmission device and a device for bridging the
`hydrodynamic components, which are respectively disposed
`in a power path, and the device for damping vibrations is
`connected with the rotational speed adaptive absorber at least
`in series with one of the power paths, wherein a cavity which
`can be at least partially filled with an operating medium, in
`particular oil, is formed by an 1111161‘ cavity of the force trans-
`mission device which inner cavity is flowed through by the
`operating medium of the hydrodynamic component. Advan-
`ta geous method embodiment may also include determining
`the order ofexcitation q ofa drive engine, defining a geometry
`of the rotational speed adaptive absorber for the order of
`excitation q, determining the required order shift value qF,
`and determining the geometry ofthe absorber as a function of
`the order shift value qF.
`A force transmission device according to the invention for
`power transmission between an input and an output with at
`least one input and one output, and a vibration damping
`device disposed in a cavity that can be filled with an operating
`medium,
`in particular oil,
`the vibration damping device
`coupled with a rotational speed adaptive absorber, wherein
`the rotational speed adaptive absorber is configured as a func-
`tion of an oil influence, in particular the oil influence in its
`ambient, to be tuned with respect to its geometric configura-
`tion to an effective order qefi, which is greater by an order shift
`value qF, than the order q of the exciting oscillation of the
`drive system.
`Thu s, 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, preferably the entire rotational speed range of a drive
`engine. The resonance frequency ofa rotational speed adap-
`
`4
`tive absorber is proportional to a rotational speed, in particu-
`lar to a rotational speed of an exciting engine.
`By shifting the order, the influence of the rotating oil upon
`the particular inertial mass, which influence leads to a shifting
`ofthe order ofthe absorber to a lower order, is also considered
`and preferably completely compensated, so that the effec-
`tively acting centrifugal force compared to embodiments
`without oil rotating during operation is unchanged and the
`desired isolation of the variations of rotational speed in the
`excitation order of the drive engine is completely a ssured. No
`complex control measures are required; the absorber is only
`configured witl1 respect to its geometry for an order w11icl1 is
`increased by the order shift value. Thus, the geometric tuning
`order does not correspond to the tuning order of the excitation
`like in prior art embodiments, but it corresponds to a value
`which is higher by the order shift value.
`The order shift value qF is selected, so that the resonance of
`the rotational speed adaptive absorber does not coincide with
`the order q of the exciting vibration. The order shift value
`considers the effect of the oil
`in oil filled cavities under
`‘ centrifugal forces upon the absorber, which is not negligible.
`The effective order qpfl of the rotational speed adaptive
`absorber thus exceeds the order q ofthe exciting oscillation of
`the drive by the order shift value qF. It is located in a range of
`>005 to 0.5, preferably >0.05 to 0.4 particularly preferably
`>0.05 to 0.3, most preferably 0.14 to 0.3. These ranges are
`thus outside ofthe tolerance field with respect to the precision
`of the components and cause an evident and effective order
`shift.
`The rotational speed adaptive absorber is configured and
`tuned as a centrifugal force pendulum device comprising an
`inertial mass support device with inertial masses disposed
`moveably thereon and relative thereto, so that the center of
`gravity distance S ofa particular inertial r11ass is determined
`as a function of the order q of the exciting oscillation of the
`drive. Through the order shift value qF which leads to a
`modified geometric configuration ofthe tuned mass temper to
`a higher order value compared to the prior art, the absorber is
`characterized by a modified center of gravity distance. This
`effective center of gravity distance Sefof the particular iner-
`tial mass describes a displacement of the center of gravity by
`an amount which results from the order shiftvalue, this means
`it corresponds to the sum ofthe center of gravity distance for
`the same geometric conditions and the identical configuration
`without consideration ofthe oil influence and ofthe deviation
`resulting fror11 considering the rotating oil.
`For a known geometric shape of the rotational speed adap-
`tive absorber, at least the effective radius of the center of
`gravity path and the effective radius ofthe center ofthe center
`of gravity path center can be determined as a function of the
`effective center of gravity distance Sgf
`The rotational speed adaptive absorber can thus be config-
`ured as a dual string pendulum or as a roller pendulum with
`inertial masses that are supported by support rollers, wherein
`the path radius Rcfofthe support rollers can be determined for
`a known geometric shape of the rotational speed adaptive
`absorber from the effective center of gravity distance Sefas a
`function thereof.
`For a drive with an excitation in the 2nd order, e.g. a four
`cylinder intemal combustion engine preferably an order shift
`value qp of approximately 0.14 is selected. When the order of
`the excitation changes, e.g. by changing the drive engine into
`a 6-cylinder internal combustion engine, the amount of the
`order shift value qF changes in proportion to the change ofthe
`order q of the excitation of the drive.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`The solution according to the invention is subsequently
`described with reference to figures, wherein:
`
`Valeo Exhibit 1020, pg. 8
`
`

`
`US 8,161,740 B2
`
`5
`FIG. la illustrates an embodiment of a force transmission
`device according to the invention in a simplified schematic
`depiction;
`FIG. 1b illustrates a particularly advantageous embodi-
`ment ofa force transmission device according to the invention
`with reference to an axial sectional view;
`FIG. 2 illustrates an embodiment of a rotational speed
`adaptive absorber in a View from the right;
`FIG. 3 illustrates the effect of a prior art damper with a
`rotational speed adaptive absorber with reference to a dia-
`gram; and
`FIG. 4 illustrates the characteristic geometric Variables for
`a rotational speed adaptive absorber in a detail of a View from
`the right.
`
`DETAILED DESCRIPTION OF THE INVENTION
`
`6
`4 operating as an elastic clutch and the other damper operat-
`ing as a absorber. FIG. 1a illustrates a particularly advanta-
`geous embodiment of the force transmission device 1 with a
`damper assembly 2 with an integrated rotational speed adap-
`tive absorber 5, comprising at least one hydrodynamic com-
`ponent 6 and a device 7 for at least partially bypassing the
`force transmission through the hydrodynamic component 6.
`The hydrodynamic component 6 comprises at least one pri-
`mary shell functioning as a pump shell P when coupled with
`the input E for a force flow direction from the input E to the
`outputA and a secondary shell functioning as a turbine shell
`T which is at least indirectly coupled torque proof with the
`output A, when power is transmitted from the input E to the
`output A, wherein the shells forn1 an operating cavity AR. The
`hydrodynamic cor11por1ent 6 car1 be configured as a l1ydrody-
`nar11ic clutch wl1icl1 operates with speed conversion or ir1 a
`particularly advantageous embodiment it can be configured
`as a hydrodynamic speed-/torque converter, wherein the
`~ power transmission through the hydrodynamic speed-/torque
`converter always simultaneously causes a torque and moment
`conversion. In this case the hydrodynamic component 6
`includes at least another so called stator shell L, which can be
`supported either fixed in place or rotatable depending on the
`embodiment. The stator shell L can furthermore be supported
`through a freewheeling clutch. The hydrodynamic compo-
`nent 6 is thus disposed between the input F, and the output A.
`This describes a first power path I in the force flow between
`the input E and the output A, viewed over the hydrodynamic
`component 6. The device 7 for circumventing the hydrody-
`namic component 6 is preferably configured as a so called
`lock up clutch which can be an actuatable clutch device in the
`simplest case. It can be configured as a synchronously actu-
`atable clutch or clutch device. The clutch device is also dis-
`posed between the input 3 and the output A and defines a
`second power path II Witl mechanical power transmission
`when power is transmitted through the clutch device. Thus,
`the damper assembly 2 is comiected after the device 7 viewed
`in force flow direction from the input 3 to the output A and
`also connected after the hydrodynamic component 6. Thus,
`the rotational speed adaptive absorber 5 is connected subse-
`quent to the hydrodynamic component 6 and also sub sequent
`to the mechanical clutcl1 viewed ir1 force flow direction from
`the input E to the output A. This is accomplished in that the
`rotational speed adaptive absorber 5, which is configured as a
`centrifugal force pendulum, is cormected at least indirectly
`torque proof with the secondary shell of the hydrodynamic
`component 6, the secondary shell functioning as a turbine
`shell T in at least one operating condition.
`FIG. la illustrates a first embodiment of a force transmis-
`sion device 1 with a rotational speed adaptive absorber 5,
`which is located between two dampers 3 and 4 wl1icl1 can be
`connected in series, wherein the dampers 3 and 4 are con-
`nected in series at least in one of the force flow directions,
`herein they are connected in series in both force flow direc-
`tions and operate as vibration damping devices, this means
`quasi as a11 elastic clutch, regardless l1ow tl1e particular damp-
`ers 3 and 4 are actually configured. FIG. lb, on the other hand
`illustrates another force transmission device configured
`according to the invention. wherein, however, herein the two
`dampers 3 and 4 are respectively only connected in series in
`their function as an elastic clutch in one force flow direction
`in a power path I or II. According to FIG. lb, thus the assem-
`bly comprised of the two dampers 3 and 4 connected in series
`in the force flow is always connected after the mechanical
`power path II, viewed i11tl1e force flow direction between the
`
`FIG. 1a illustrates the basic configuration of a force trans-
`mission device 1 configured according to the invention for
`power transmission in drive trains, in particular in drive trains
`for vehicles ir1 a simplified scl1er11atic view. Thus, the force
`transmission device 1 is used for power transmission between
`a drive engine 100 which can be configured e.g. as a combus-
`tion engine and an output 101. The force transmission device
`1 thus comprises at least one input E and at least one outputA.
`The input E is thus connected to the drive engine 100 at least
`indirectly. The output A is connected at lea st indirectly with
`the units 101 to be driven e.g. configured as a transmission.
`“At least indirectly” thus means that the coupling can either
`be performed directly, this means without additional trans-
`mission elements disposed there between, or indirectly
`through additional transmission elements. The terms “input”
`and “output” are to be interpreted from a functional point of
`View in force flow direction from a drive engine to an output
`and they are not limited to a particular design configuration.
`The damper a ssembly 2 includes at least two dampers 3 and
`4 which can be connected in series and form damper stages,
`and a rotational speed adaptive absorber 5. A rotational speed
`adaptive tuned mass temper 5 is thus interpreted as a device
`for absorbing variations in rotational speed, wherein the
`device does not transmit power, but is configured to absorb
`rotational Vibrations over a larger range of rotational speeds,
`preferably the entire range ofrotational speeds, in that inertial
`masses are caused to rotate about a torque induction axis at a
`maximum distance. The rotational speed adaptive absorber 5
`is thus formed by a centrifugal force pendulum device. The
`resonance frequency of the absorber 5 is proportional to the
`rotational speed of the exciting unit. in particular the drive
`engine 100. The superposition of the rotating movement
`through rotational vibrations causes a pendulum type relative T
`movement of the inertial masses. According to the invention,
`the rotational speed adaptive absorber 5 is connected in the
`force flow ir1 at least one of the theoretically possible force
`flow directions viewed over the damper assembly 2 between
`the two dampers 3 and 4 of the damper assembly 2. Besides
`damping vibrations through the particular dampers 3 and 4,
`the rotational speed adaptive absorber 5 thus operates at dif-
`ferent frequencies.
`For the damper assemblies and the connections in force
`flow directions with plural components there is a plurality of
`options. Thus, in particular for embodiments with a hydrody-
`namic component 6 and a device 7 for bridging the hydrody-
`namic component a differentiation is made between embodi-
`ments with a series connection of the dampers 3 and 4, or at
`least for a power transmission through one ofthe components
`with a series connection as elastic clutches and for a power
`transmission through other components with one damper 3 or
`
`40
`
`45
`
`Valeo Exhibit 1020, pg. 9
`
`

`
`US 8,l6l,740 B2
`
`‘
`
`.
`
`7
`input E and the output A, and both dampers 3, 4 act as an
`elastic clutch. while the first damper 3 acts as a absorber in the
`hydrodynamic power path.
`FIG. 1b illustrates a particularly advantageous embodi-
`mcnt with an intcgratcd configuration of thc rotational spccd
`adaptive absorber for the damper assembly 2 with a high
`functional concentration. The rotational speed adaptive
`absorber 5 is configured as a centrifugal force pendulum
`device 8 and comprises one, preferably plural inertial masses
`which are supported at an inertial mass support device 10, so
`they are movable relative to the inertial mass support device.
`Tl1us, the support is performed e.g. through support rollers
`11.
`The output A is fomicd hcrcin c.g. by a shaft 29 which is
`only indicated which can be simultaneously formed by a
`transmission input shaft when used in drive trains for motor
`vehicles, or it is formed by an eler11ent which can be coupled
`torque proof with the input shaft, in particular a hub 12. The
`hub 12 is also designated as damper hub. The coupling ofthe
`turbine shell T with the output A is thus performed through
`the damper assembly 2, ir1 particular the second dar11per 4.
`The damper assembly 2 includes two dampers 3 and 4 which
`can be connected in scrics and which form a damper stagc
`respectively and the two damper stages are disposed offset
`relative to one another in radial direction and thus form a first
`outer and a second inner damper stage. The dampers 3 and 4
`are configured herein as singular dampers; however, it is also
`conceivable to configure them as series or parallel dampers.
`Thus, advantageously in order to implement the space and
`installation space saving embodiment, the first radial damper
`stage is configured as a radially outer damper stage, this
`means it is disposed on a larger diameter than the second
`radially inner damper stage. The two dampers 3 and 4 or the
`damper stages formed thereby are connected in series in the
`form of a lock up clutch in the force flow between the input 3
`and the outputA viewed over the device for circumventing the
`hydrodynamic component 6. The bridging dcvicc 7 config-
`ured as a lock up clutch, thus comprises a first clutch co1npo—
`nent 13 a11d a second clutch component 14 which can be
`brought into operative engagement with one another at leas
`indirectly, this means directly orindirectly through additiona
`transmission elements. The coupling is thus performed
`through friction pairings which are fomied by the first and
`second clutcl1 cor11por1ents 13 and 14. The first clutcl1 corn-
`ponent 13 is thus at least connected indirectly torque proo
`with thc input E, prcfcrably connected directly with the input,
`while the second clutch component 14 is coupled at leas
`indirectly torque proof with the damper assembly 2, in par-
`ticular with the first damper 3, preferably directly coupled
`with the input of the first damper 3. The first and the second ,
`clutch component 13 and 14 comprise an inner disc packe
`and an outer disc packet in the illustrated case, wherein for the
`configuration illustrated l1ereir1, the inner disc packet is corn-
`prised of inner discs which are supported in axial direction a
`an inncr disc support and which form surface portions which
`are oriented in axial direction which can be brought in opera-
`tive engagement with the surface portions complementary
`thereto at the outer discs disposed at tl1e outer disc support o '
`the first clutch component 13. At least a portion ofthe inner
`discs and a portion of the outer disc is thus moveably sup-
`ported in axial direction at the respective disc support. The
`second clutcl1 cornpor1er1t 14 is thus coupled with a compo-
`nent functioning herein as an input component of the damper
`3 in forcc flow direction from thc input E to the output A. This
`component is, for example, designated as primary component
`15. The first damper 3 furthermore comprises a secondary
`component 16, wherein tl1e primary component 15 or the
`
`8
`secondary component 16 are coupled with one another
`through torque transfer devices 17 and damping coupling
`devices 18, wherein tl1e damping coupling devices 18 are
`formed by torque transmission devices 17 and in the simplest
`case by clastic clcmcnts 19, in particular spring units 20. Thc
`primary component 15 and the secondary component 16 are
`thus rotatable relative to one another i11 circumferential direc-
`tion witl1ir1 li111its. Analogously, this applies also applies the
`second damper 4, which is configured herein as radially
`inward disposed damper and thus as inner damper. It also
`comprises a primary component 21 and a secondary compo-
`nent 22 which are coupled with one another through torque
`transmission devices 23 and damping coupling devices 24,
`whcrcin thc primary component 21 and thc sccondary com-
`ponent 22 are disposed coaxial relative to one another and are
`rotatable relative to one another withi11 limits ir1 circumferen-
`tial direction. Also here, the torque transmission devices 23
`can be formed by damping coupling devices 24 or they can be
`functionally integrated into one component, preferably in the
`form of spring units 25. The primary components and the
`secondary cor11por1er1ts 15, 16 or 21 and 22 ofthe two dampers
`3 and 4 can thus be configured integral or in several compo-
`ncnts. Advantagcously, onc rcspcctivc dampcr of thc two
`dampers is configured from two disc elements coupled with
`one another torque proof. between which the respective other
`component, the secondary component 22 or tl1e primary corn-
`ponent 21 is disposed.
`In the illustrated case the respective primary components
`15 or 21 function as input components for a power transmis-
`sion between tl1e input 3 and tl1e output A, while tl1e second-
`ary components 16 or 21 ftmction as output components for
`the respective damper 3, 4. The input component, and thus the
`primary component 15 of the first damper 3 is formed by a
`disc shaped element in the form of a drive flange 32. The
`output component 16 is formed by two disc shaped elements
`which are also designated as drive discs 33, which are dis-
`posed in axial dircction on both sidcs of thc primary compo-
`nent 15 and coupled torque proof with one another. Thus, the
`secondary component 16 of the first damper 3 is connected
`torque proof with the primary component 21 of the second
`damper 4 or forms a unit therewith, wherein also an integral
`configuration between the primary component 21 and the
`secondary component 16 is possible. The primary component
`21 of tlie second damper 4 is forr11ed herein by two disc
`shaped elements which are designated as drive discs 35, while
`thc sccondary component 22 is formed by a disc shapcd
`element disposed in a