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`CERTIFICATION
`
`I hereby declare that all statements made herein of my own knowledge are true and
`that all statements made on information and belief are believed to be true; and further
`that these statements were made with the knowledge that willful false statements and
`the like so made are punishable by fine or imprisonment, or both, under Section 1001
`of Title 18 of the United States Code and that such willful false statements may
`jeopardize the results of these proceedings.
`
`I declare under penalty of perjury under the laws of the United States of America that
`the translation into ENGLISH is true and accurate of the attached document relating to:
`
`DE 196 18 864 A1
`
`written in GERMAN.
`
`NEWTYPEICOMII/IUNICATIONS, INC.
`
`Sworn to and subscribed before me
`this 27th day of September, 2016
`
` /54
`NOTARY PU
`
`BRIAN G. BROWN
`Notary Public, State of New York
`No. 01BR6151227
`
`Qualified in Suffolk County
`Commission Expires August 14, 2018
`
`
`
`Translations
`
`' Typesetting/Desktop Publishin
`_
`_
`\/galeo Exhlblt 1021, pg. 1
`
`Valeo Exhibit 1021, pg. 1
`
`

`
`DE 196 18 864 A1
`
`51
`
`Int. Cl.6:
`F 16 F 15/131
`F 16 D 13/60
`
`12
`
`10
`
`21
`22
`43
`
`Unexamined Application
`DE 196 18 864 A1
`
`
`
`
`Serial No.:
`Application date:
`Date laid open:
`
`196 18.864.4
`10 May 1996
`20 November 1997
`
`19
`
`FEDERAL REPUBLIC
`OF GERMANY
`
`
`GERMAN
`PATENT OFFICE
`
`
`
`
`71 Applicant:
`
`Fichtel & Sachs AG, 97424 Schweinfurt, DE
`
`
`
`
`
`
`
`72
`
`
`Inventor:
`Sudau, Jörg, Dipl.-Ing., 97464 Niederwerrn,
`DE
`
`56 Opposition references:
`
`
`DE
`44 26 317 A1
`
`Request for examination filed in accordance with § 44 Patent Act
`54
`Torsional vibration damper with a compensating inertial mass
`
`
`
`A torsional vibration damper is provided
`57
`
`
`with a drive-side transmission element and with a
`power-takeoff-side transmission element that can
`be rotated relative thereto, at least one of which
`has an activating means for elastic elements of a
`damping device and with at least one of which a
`compensating inertial mass is associated. At least
`one of the transmission elements has a recess for
`receiving the compensating inertial mass, which at
`least in its zone of contact with a guide race of the
`recess is provided with a curvature for a rolling
`motion of the compensating inertial mass to take
`place along the guide race upon introduction of a
`torsional vibration.
`
`
`
`
`
`DE 196 18 864 A 1
`
`The following text is taken from the documents filed by the Applicant
`GERMAN GOVERNMENT PRINTING OFFICE 09.97 702 047/50
`
`
`
`9/23
`
`Valeo Exhibit 1021, pg. 2
`
`

`
`2
`
`Description
`The invention relates to a torsional vibration damper according to the preamble of claim
`
`
`1.
`DE 36 43 272 A1 describes a torsional vibration damper that has an inertial mass as a
`
`drive-side transmission element and a clutch plate that can be rotated relative thereto and
`disposed on a gear shaft, to rotate therewith, as a power-takeoff-side transmission element,
`wherein the latter has activating means for elastic elements of a damping device. The clutch plate
`is connected via a shift clutch having a compensating inertial mass, which is mounted in freely
`rotatable relationship relative to the actual inertial mass and on the basis of its mass inertia
`develops a resisting moment upon introduction of a torsional vibration.
`
`The compensating inertial mass is provided with spring-mounted compensating weights,
`which experience a deflection from their rest position as a function of centrifugal force.
`
`Thus the compensating inertial mass is indeed effective as a function of rpm, but on the
`basis of a spring connection with one of the transmission elements it is functional with sufficient
`action only in frequency ranges determined by the springs, but can fail in other frequency ranges.
`
`DE 43 03 303 C1 shows the release cylinder area of a torsional vibration damper
`provided with a compensating inertial mass. The compensating inertial mass has a shift clutch in
`operative connection with the release cylinder, so that upon disengagement the compensating
`inertial mass is decoupled from the power takeoff side. This is advantageous because the rpm
`equalization of the gear shaft to the speed corresponding to the gear to be engaged takes place
`rapidly by the gear synchronization, and in addition the smallest possible moment of inertia on
`the power takeoff side is supposedly achieved. A disadvantage of the torsional vibration damper
`according to that patent, however, is that it is effective only at a natural frequency determined by
`spring elements of the compensating inertial mass.
`
`US Patent 5 295 411 teaches an inertial mass that receives a circular compensating
`inertial mass in each of a multiplicity of circular recesses, wherein the diameter of the said mass
`is smaller than that of the recess. Such an inertial mass is commonly known as a "Salomon
`absorber" and it has the advantage that the speed of deflection of the compensating inertial
`masses is dependent on rpm changes of the inertial mass, and so the inertial mass is active as a
`function of rpm. With such an inertial mass, torsional vibrations of a certain order, preferably the
`second order in four-cylinder internal combustion engines, can be decreased extremely well by a
`
`Valeo Exhibit 1021, pg. 3
`
`

`
`3
`
`certain amount at certain amplitude magnitudes, but the possibility of acting on vibrations of
`other orders is lacking.
`
`DE 36 30 398 C2 describes a torsional vibration damper with a drive-side transmission
`element and a power-takeoff-side transmission element capable of rotation relative thereto,
`wherein an inertial mass is associated with each of these transmission elements. Such torsional
`vibration dampers are suitable for filtering a complete frequency range, i.e. for damping
`amplitudes of different orders. In particular, interfering amplitudes of a certain order cannot be
`suppressed as effectively as would often be necessary.
`
`The object of the invention is to improve a torsional vibration damper to the effect that
`the vibrations generated by a drive, such as an internal combustion engine, can be filtered out as
`well as possible.
`
`This object is achieved according to the invention by the features specified in the body of
`claim 1.
`
`By the special configuration of a torsional vibration damper with at least one
`compensating inertial mass, an overall device is obtained in which the advantages of the
`torsional vibration damper active as the filter for a complete frequency range can be combined
`with the advantage of compensating inertial masses that counteract a vibration of certain order.
`By virtue of the structure of the transmission element with at least one recess, which at least in
`its zone of contact with the at least one compensating inertial mass is provided with a guide race,
`on which the compensating inertial mass, which has a curvature, is able to execute a rolling
`motion upon introduction of a torsional vibration, this transmission element contains a so-called
`"Salomon absorber", in which a high speed of deflection at the transmission element always also
`results in a high speed of deflection of the compensating inertial mass from its rest position. In
`this connection, the compensating inertial mass can be dimensioned in such a way that it is
`effective for vibrations of a certain order and, in fact, in such a way that the amplitude magnitude
`of this vibration is reduced by a certain amount.
`
`Furthermore, the damping behavior of this "Salomon absorber" is determined by
`geometric ratios, such as the respective bend of the guide race relative to the curvature of the
`compensating inertial mass in the zone of contact with the guide race as well as by the vibration
`angle of the compensating inertial mass.
`
`Valeo Exhibit 1021, pg. 4
`
`

`
`4
`
`The Salomon absorber can be designed particularly simply when both the guide race on
`
`the recess of the transmission element and the curvature on the compensating inertial mass are
`respectively of circular shape at least in the mutual contact zone, wherein the guide race is
`formed with a larger radius than the compensating inertial mass to ensure movement of the
`compensating inertial mass.
`
`The latter structural feature can have the consequence that, when the torsional vibration
`damper is stationary and centrifugal force is no longer acting on the compensating inertial mass,
`this falls downward under the action of gravity to the other end of the recess. Upon restart of the
`torsional vibration damper, the compensating inertial mass is accelerated radially outward, until
`it impinges on the corresponding zone of the guide race there. This problem is eliminated by the
`fact that, according to the claim, a displacement limitation is associated with the guide race to
`prevent the compensating inertial mass from falling down under the effect of gravity upon
`stoppage of the torsional vibration damper.
`
`By disposing the inventive Salomon absorber in a torsional vibration damper, in which
`each transmission element is assigned its own inertial mass, the capability of the Salomon
`absorber to damp amplitudes of a certain order is combined with an excellent filter, and so a
`particularly good decoupling quality is achieved.
`
`A further claim shows the combination of the Salomon absorber with a conventional
`clutch, which has only one inertial mass, wherein an advantageous constructive solution is
`shown for separating the compensating inertial mass from the power-takeoff-side transmission
`element by an additional shift clutch as soon as the friction clutch is disengaged.
`
`An exemplary embodiment of the invention will be explained in more detail hereinafter
`on the basis of a drawing, wherein:
`Fig. 1 shows a longitudinal section through a half diagram of the inertial mass device
`
`with a hub plate acting as a ring gear and a planet wheel, wherein a recess for receiving a
`compensating inertial mass of circular cross section is provided in the inertial mass on the power
`takeoff side;
`Fig. 2 is the same as Fig. 1, but with a compensating inertial mass of substantially
`
`semicircular cross section;
`Fig. 3 is the same as Fig. 1, but with a recess limited in radial direction;
`
`
`Valeo Exhibit 1021, pg. 5
`
`

`
`5
`
`Fig. 4 is the same as Fig. 1, but with the compensating inertial mass received in the hub
`
`
`plate;
`Fig. 5 shows a torsional vibration damper with only one inertial mass with a housing for
`
`receiving the compensating inertial mass.
`The torsional vibration damper shown in Fig. 1 has a drive-side transmission element 1,
`
`which is formed with an inertial mass 2 having a primary flange 3 which runs radially outward
`and in the circumferential zone has an axial rim 4, on which a sprocket 5 in engagement with a
`starter pinion, not shown, is mounted. Axial rim 4 supports a seal plate 6, which projects radially
`inward. Together with axial rim 4 and primary flange 3, this defines a grease chamber 8, in
`which elastic elements 10 of a damping device 11 running in circumferential direction are
`disposed in the radially outer zone. At one end elastic elements 10 can be acted on by activating
`elements 12 on primary flange 3, while at the other end they are braced on radially outwardly
`projecting fingers 14 of a hub plate 15, which is active as the ring gear 17 of a planet gear and
`has on its radially inner end a secondary hub 16 for receiving a bearing 18. The latter in turn
`supports a primary hub 20 of primary flange 3. Viewed in axial direction, primary hub 20,
`starting from primary flange 3, extends toward hub plate 15, while secondary hub 16 runs from
`the latter toward primary flange 3.
`By means of bearing 18, hub plate 15 is mounted pivotally on drive-side inertial mass 2
`
`and via rivets 22 is joined to a second inertial mass 23, which together with hub plate 15 is active
`as power-takeoff-side transmission element 24. Just radially outside bearing 18, hub plate 15 is
`provided with an assembly aperture 26, through which fastening means 27 can be inserted. With
`their head 28, the fastening means retain a seal 30, by which grease chamber 8 can be sealed at
`the radial inward end. Via fastening means 27, the torsional vibration damper can be fastened to
`a crankshaft, not shown, of an internal combustion engine.
`Primary flange 3 has, projecting toward hub plate 15, at least one bearing shoulder 31, on
`
`which a planet wheel 33 is respectively mounted via a needle bearing 32 and is engaged via its
`toothing 35 with ring gear 17.
`In second inertial mass 23, on its side turned toward first inertial mass 2, a recess 38 is
`
`provided which, as shown by the view along line A-A illustrated at the side of Fig. 1, is of
`circular shape with radius R and receives a compensating inertial mass 40, which is formed by a
`roller of circular cross section with radius r. During operation of the torsional vibration damper,
`
`Valeo Exhibit 1021, pg. 6
`
`

`
`6
`
`compensating inertial mass 40 is moved under the action of the centrifugal force developed in
`response to rotation around axis 41 into the position shown in Fig. 1, where the introduction of a
`torsional vibration resulting in acceleration or deceleration of second inertial mass 23 causes
`deflection of compensating inertial mass 40 from its shown rest position in clockwise or
`counterclockwise direction. The outside circumference of recess 38 acts here as a guide race 42
`for the compensating inertial mass, while this, by virtue of its circular cross section, is formed
`with a curvature 44 over its entire circumference and is able to roll along a zone of contact 45 on
`guide race 42. Because of the compensating inertial mass 40, the moment of inertia of second
`inertial mass 23 is apparently increased, since a mechanical advantage becomes effective during
`the rolling movement of compensating inertial mass 40 with its curvature 44 on guide race 42.
`By virtue of compensating inertial mass 40 in recess 38 of inertial mass 23, the latter is active as
`a "Salomon absorber", the speed of deflection of which is influenced by, for example, the
`dimension of radius r of compensating inertial mass 40 relative to radius R of recess 38, the
`angular deflection width between compensating inertial mass 40 and second inertial mass 23 as
`well as the deflection acceleration of second inertial mass 23 due to an introduced torsional
`vibration. The Salomon absorber is active according to the general differential equation
`ψ + f (R, r, a) Ω2 ψ = 0, wherein a denotes the distance of contact zone 45 of compensating
`inertial mass 40 and guide race 42 of second inertial mass 23 from axis of rotation 41 of the
`torsional vibration damper less radius r of curvature 44 of compensating inertial mass 40, and Ω
`denotes the exciting rpm at second inertial mass 23. The speed of deflection ω of the
`compensating inertial mass in this case is a function of the root of R, r and a, multiplied by Ω,
`wherein this root represents the order n of the amplitude to be damped by the Salomon absorber.
`Fig. 2 shows a compensating inertial mass 40 with substantially semicircular cross
`
`section, wherein contact zone 45 between guide race 42 and curvature 44 depends on the angular
`extent of the latter. Otherwise the embodiment of the torsional vibration damper of Fig. 2
`corresponds to that according to Fig. 1.
`
`During stoppage of the torsional vibration damper described hereinabove, compensating
`inertial mass 40 will fall down under the action of gravity, while during operation, due to the
`effect of centrifugal force, it will be accelerated outward again, where compensating inertial
`mass 40 will impinge on guide race 42. In the embodiment of recess 38 according to Fig. 3, this
`is prevented, since during stoppage of the torsional vibration damper compensating inertial mass
`
`Valeo Exhibit 1021, pg. 7
`
`

`
`7
`
`40 is prevented from falling downward, specifically by radial inner edge 48 of recess 38 acting
`as displacement limitation 47.
`Fig. 4 shows yet another embodiment, wherein compensating inertial mass 40 is disposed
`
`in a recess 50 of ring gear 17. Since this ring gear 17 is joined inflexibly to second inertial mass
`23 by virtue of its one-piece construction with hub plate 15, the different installation position of
`compensating inertial mass 40 compared with the previously described exemplary embodiments
`does not cause any change in the functional behavior of the torsional vibration damper.
`Fig. 5 shows another embodiment of the inventive torsional vibration damper, which has
`
`only one single inertial mass 52 as drive-side transmission element 1. In its radially central zone,
`this has a chamber 53 in which a housing 56 for compensating inertial mass 40 is mounted
`pivotally relative to inertial mass 53 via a bearing 54. In the radially inner zone, housing 56 has a
`carrier 55 for a friction lining 57, via which housing 56 is in frictional connection therewith or is
`separated therefrom depending on axial position of a clutch plate 60 acting as transmission
`element 24 on the power takeoff side, or in other words depending on whether friction clutch 62
`is engaged or disengaged. In the engaged condition, clutch plate 60 and thus in particular left
`cover plate 59 thereof in Fig. 5 is held by pressure spring 64 of friction clutch 62 in contact with
`friction lining 57 of housing 56, so that this is connected to clutch plate 60 so as to rotate
`therewith and thus with the gear shaft, not shown. From this it follows that compensating inertial
`mass 40 is coupled in moving relationship with the gear shaft during operation of the friction
`clutch, whereas after the frictional connection of housing 56 to clutch plate 60 has been
`disengaged, the connection between compensating inertial mass 40 and the gear shaft is
`separated. The background of this is that the mass suspended on the gear shaft should be as small
`as possible for protection of synchronization devices in the gear. Accordingly, on the basis of
`friction coating 57 formed on carrier 55, a shift clutch 65 is associated with compensating inertial
`mass 40.
`
`
`Claims
`
`1. A torsional vibration damper with a drive-side transmission element and a power-
`takeoff-side transmission element that can be rotated relative thereto, at least one of
`which has an activating means for elastic elements of a damping device and with at least
`
`
`
`Valeo Exhibit 1021, pg. 8
`
`

`
`8
`
`one of which at least one compensating inertial mass is associated, characterized in that
`at least one of the transmission elements (1, 24) has at least one recess (38) for receiving
`the at least one compensating inertial mass (40), which at least in its zone of contact (45)
`with a guide race (42) of the recess (38) is provided with a curvature (44) for a rolling
`motion of the compensating inertial mass (40) to take place along the guide race (42)
`upon introduction of a torsional vibration.
`2. A torsional vibration damper according to claim 1, characterized in that both the guide
`race (42) of the recess (38) of the transmission element (1, 24) and the curvature (44) of
`the compensating inertial mass (40) are of circular shape, at least in the mutual contact
`zone (45).
`3. A torsional vibration damper according to claim 2, characterized in that the guide race
`(42), in its zone of contact (45) with the compensating inertial mass (40), is formed with a
`considerably larger radius than the curvature (44) thereof.
`4. A torsional vibration damper according to claim 1, 2 or 3, characterized in that a
`displacement limitation (47) for the compensating inertial mass (40) is associated with
`the guide race (42) perpendicular to the direction of movement of the compensating
`inertial mass (40) in order to limit the movement of separation from the guide race (42).
`5. A torsional vibration damper according to one of claims 1 to 4, with a first inertial
`mass associated with the drive-side transmission element and a second inertial mass
`associated with the power-takeoff-side transmission element, characterized in that the
`second inertial mass (23) is provided with the recess (38) for receiving the compensating
`inertial mass (40).
`6. A torsional vibration damper according to one of claims 1 to 4, with an inertial mass as
`the drive-side transmission element and a clutch plate as the power-takeoff-side
`transmission element, wherein in the latter the compensating inertial mass is received in
`such a way that it can be separated from the power takeoff side by a shift clutch during
`disengagement, characterized in that a housing (56), which is provided with the recess
`(38) for the compensating inertial mass (40) and is separably connected via the shift
`clutch (65) with the clutch plate (60), is disposed pivotally on the inertial mass (52).
`
`Attached hereto: 5 pages of drawings
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`Valeo Exhibit 1021, pg. 9
`
`

`
`
`
`
`
`– Blank page –
`— Blank page —
`
`Valeo Exhibit 1021, pg. 10
`
`Valeo Exhibit 1021, pg. 10
`
`

`
`Number:
`Int. Cl.6:
`Date laid open:
`
`DE 196 10 864 A1
`F 16 F 15/131
`20 November 1997
`
`
`
`DRAWINGS PAGE 1
`
`
`
`Valeo Exhibit 1021, pg. 11
`
`

`
`Number:
`Int. Cl.6:
`Date laid open:
`
`DE 196 10 864 A1
`F 16 F 15/131
`20 November 1997
`
`
`
`DRAWINGS PAGE 2
`
`
`
`
`
`Valeo Exhibit 1021, pg. 12
`
`

`
`
`
`Number:
`Int. Cl.6:
`Date laid open:
`
`DE 196 10 864 A1
`F 16 F 15/131
`20 November 1997
`
`
`
`DRAWINGS PAGE 3
`
`
`
`Valeo Exhibit 1021, pg. 13
`
`

`
`Number:
`Int. Cl.6:
`Date laid open:
`
`DE 196 10 864 A1
`F 16 F 15/131
`20 November 1997
`
`
`
`DRAWINGS PAGE 4
`
`
`
`
`
`Valeo Exhibit 1021, pg. 14
`
`

`
`Number:
`Int. Cl.6:
`Date laid open:
`
`DE 196 10 864 A1
`F 16 F 15/131
`20 November 1997
`
`
`
`DRAWINGS PAGE 5
`
`
`
`
`
`Valeo Exhibit 1021, pg. 15
`
`

`
`BUNDESHEPUBLIK ® Offenlegungsschrift
`DEUTSCHLAND
`A1
`
`@ :nt.cu.6:
`F 16F 15/131
`F16D 13/50
`
`lllllllllllblllillllHillWINI!illIJ1|!!!!|llll!ll!lI!l!1!ll?l!l!fill
`
`-
`-
`naurscmas
`
`PATENTAMT
`
`® Aktenzeichen:
`® Anmeldetag:
`@ Offenlegungstag:
`
`196188544
`10. 5.96
`20. 11. 97
`
`DE19618864A1
`
`®Anmelder:
`Fichtel & Sachs AG, 97424 Schweinfurt, DE
`
`® Erfinder:
`Sudau, Jérg, Dipl.-Ing., 97464 Niederwerrn, DE
`
`@ Entgegenhaitungen:
`DE
`44 25 317 A1
`
`Prfifungsantrag gem. § 44 PatG ist gestellt
`
`@ Torsionsschwingungsdémpfer mit einer Ausgleichsschwungmasse
`@ Ein Torsionsschwingungsdémpfer ist mit einem antriebs—
`seitigen Ubertragungselement und mit einem relativ hierzu
`drehbaren abtriebsseitigen Ubertragungselement versehen,
`von denen zumindest eines Ansteuermittel fir elastische
`Elemente einer Démpfungseinrichtung aufweist, und von
`denen wenigstens einem eine Ausgieichsschwungmasse
`zugeordnet ist. Zumindest eines der Ubertragungselemente
`weist eine Aussparung zur Aufnahme der Ausgleichs-
`schwungmasse auf, die zumindest in ihrem Kontaktbereich
`mit einer Filhrungsbahn der Aussparung mit einer Kram-
`mung fiir eine bei Einleitung einer Torsionsschwingung
`erfolgende Abwélzbewegung der Ausgleichsschwungmasse
`entlang der Filhrungsbahn versehen ist.
`
`DE19618864A1
`
`Die folgenden Angaban sind den vom Anmelder eingereichten Unterlagen entnommen
`"””°ES°“”°"E'i9'a|8’o9E>3fi‘%t‘%?£”%21 pg 15/23
`
`Valeo Exhibit 1021, pg. 16
`
`

`
`DE
`
`196 18 864 A1
`
`2
`
`1
`
`Beschreibung
`
`Die Erfindung betrifft einen Torsionsschwingungs-
`dimpfer geméiB dem Oberbegriff des Anspruchs 1.
`In der DE 36 43 272 A1 ist ein Torsionsschwingungs-
`dampfer beschrieben, der eine Schwungmasse als an-
`triebsseitiges Ubertragungselement und eine relativ
`hierzu drehbare, auf einer Getriebewelle drehfest ange-
`ordnete Kupplungsscheibe als abtriebsseitiges Ubertra-
`gungselement aufweist, wobei die letztgenannte An-
`steuermittel ffir elastische Elemente einer Déimpfungs-
`einrichtung aufweist. Die Kupplungsscheibe ist fiber ei-
`ne Schaltkupplung mit einer Ausgleichsschwungmasse
`verbunden, die gegeniiber der eigentlichen Schwung-
`masse frei drehbar gelagert ist und aufgrund ihrer Mas-
`sentragheit bei Einleitung einer Torsionsschwingung ein
`Widerstandsmoment aufbaut.
`
`Die Ausgleichsschwungmasse ist mit federnd gelager-
`ten Ausgleichsgewichten versehen, die fliehkraftabham
`gig eine Auslenkung aus ihrer Ruhestellung erfahren.
`Damit ist die Ausgleichsschwungmasse zwar dreh-
`zahlabhéngig wirksam, jedoch ist sie aufgrund einer Fe-
`derverbindung mit einem der Ubertragungselemente le-
`diglich in durch die Federn bestimmten Frequenzberei-
`chen mit ausreichender Wirkung funktionsfahig, kann
`aber in anderen Frequenzbereichen versagen.
`In der DE 43 03 303 C1 ist der Ausrfickerbereich ei-
`nes Torsionsschwingungsdéimpfers, der mit einer Aus-
`gleichsschwungmasse versehen ist, gezeigt. Die Aus-
`gleichsschwungmasse weist eine Schaltkupplung auf,
`die mit dem Ausriicker in Wirkverbindung steht, so daB
`beim Ausriicken die Ausgleichsschwungmasse von der
`Abtriebsseite abgekuppelt wird. Dies ist Von Vorteil,
`weil die Drehzahlangleichung der Getriebewelle an die
`entsprechende Drehzahl, die dem einzulegenden Gang
`entspricht, durch die Getriebesynchronisation rasch er-
`folgen und dazu eine moglichst geringe abtriebsseitige
`Tr.‘-igheitsmasse realisiert sein sollte. Nachteilig beim
`Torsionsschwingungsdiimpfer gemiiB der PS ist aller-
`dings, daB er, lediglich bei einer durch Federelemente
`der Ausgleichsschwungmasse bestimmten Eigenfre-
`quenz wirksam ist.
`Durch die US-PS5295 411 ist eine Schwungmasse
`bekannt, die in einer Mehrzahl kreisformiger Ausspa-
`rungen jeweils eine kreisformige Ausg1eichsschwung-
`masse aufnimmt, wobei der Durchmesser der letztge-
`nannten kleiner als derjenige der Aussparung ist. Eine
`derartige Schwungmasse wird iiblicherweise als ”Sa1o-
`mon-Tilger” bezeichnet und hat den Vorteil, dafi die
`Ausgleichsschwungmassen hinsichtlich ihrer Auslenk-
`geschwindigkeit von Drehzahlanderungen an der
`Schwungmasse abhangig sind, die Schwungmasse mit-
`hin also drehzahlabhéingig wirksam ist Mit einer derar-
`tigen Schwungmasse lassen sich Torsionsschwingungen
`einer bestimmten Ordnung, bei Brennkraftmaschinen
`mit vier Zylindern vorzugsweise der zweiten Ordnung,
`bei bestimmten Amplitudengrofien hervorragend um
`einen bestimmten Betrag verringern, jedoch fehlt die
`Méglichkeit, auf Schwingungen anderer Ordnungen
`einzuwirken.
`
`In der DE 36 30 398 C2 ist ein Torsionsschwingungs-
`diimpfer mit einem antriebsseitgen Ubertragungsele-
`rnent und einem relativ hierzu drehbaren abtriebsseiti-
`gen Ubertragungselement beschrieben, wobei jedem
`dieser Ubertragungselemente eine Schwungmasse zu-
`geordnet ist. Derartige Torsionsschwingungsdéimpfer
`sind dazu geeignet, einen kompletten Frequenzbereich
`zu filtern, das heiBt Amplituden unterschiedlicher Ord-
`
`'
`
`nung zu diimpfen, jedoch sind besonders storende Am-
`plituden einer bestimmten Ordnung nicht derart wir-
`kungsvoll unterdriickbar, wie dies oftmals erforderlich
`ware.
`
`Der Erfindung liegt die Aufgabe zugrunde, einen Tor-
`sionsschwingungsdfimpfer so weiterzubilden, daB die
`von einem Antrieb, wie beispielsweise einer Brennl<raft-
`maschine, gelieferten Schwingungen soweit als moglich
`ausfilterbar sind.
`
`Diese Aufgabe wird erfindungsgeméifi durch die im
`Kennzeichen des Anspruchs 1 angegebenen Merkmale
`gelost.
`Durch die spezielle Ausgestaltung eines Torsions-
`schwingungsdéimpfers mit zumindest einer Ausgleichs-
`schwungmasse entsteht eine Gesamteinrichtung, bei
`welcher die Vorteile des als Filter fiir einen kompletten
`Frequenzbereich wirksamen Torsionsschwingungs-
`diimpfers mit dem Vorteil von Ausgleichsschwungmas-
`sen, einer Schwingung bestimmter Ordnung entgegen-
`zuwigken, kombinjerbar ist. Aufgrund der Ausbildung
`des Ubertragungselementes mit wenigstens einer Aus-
`sparung, die zumindest in ihrem Kontaktbereich mit der
`wenigstens einen Ausgleichsschwungmasse eine Fuh-
`rungsbahn aufweist,
`auf welcher die Ausg1eichs-
`schwungmasse, die eine Kriimmung aufweist, bei Einlei-
`tung einer Torsionsschwingung eine Abwéilzbewegung
`ausffihren kann, enthalt dieses Ubertragungselement ei-
`nen sogenannten ”Salomon-Tilger”, bei dem eine erh6h-
`te Auslenkgeschwindigkeit am Ubertragungselement
`stets auch eine erhohte Auslenkgeschwindigkeit der
`Ausgleichsschwungmasse aus ihrer Ruhelage zur Folge
`hat. Die Ausgleichsschwungmasse ist hierbei derart di-
`mensionierbar, daB sie bei Schwingungen einer be-
`stimmten Ordnung wirksam ist, und zwar derart, daB die
`AmplitudengrE>Be dieser Schwingung urn einen be-
`stimmten Betrag verringert wird.
`Weiterhin wird das Dimpfungsverhalten dieses ”Sala-
`mon-Tilgers” von geometrischen Verhiiltnissen, wie bei-
`spielsweise der jeweiligen Biegung der Ffihrungsbahn in
`Bezug zur Kriimmung der Ausgleichsschwungmasse im
`Kontaktbereich mit der Ffihrungsbahn sowie vom
`Schwingwinkel der Ausgleichsschwungmasse bestimmt.
`Besonders einfach ist der Salomon-Tilger auslegbar,
`iyenn sowohl die Fiihrungsbahn an der Aussparung des
`Ubertragungselementes als auch die Kriimmung an der
`Ausgleichsschwungmasse jeweils zumindest im gegen-
`seitigen Kontaktbereich kreisforinig ausgebildet sind,
`wobei die Fiihrungsbahn zur Gewéhrleistung einer Be-
`wegung der Ausgleichsschwungmasse mit einem gr6Be—
`ren Radius als die Ausgleichsschwungmasse ausgebildet
`ist.
`
`Die letztgenannte konstruktive Mafinahme kann zur
`Folge haben, dal3 sich, wenn bei Stillstand des Torsions-
`schwingungsdiimpfers keine Fliehkraft mehr auf die
`Ausgleichsschwungmasse wirksam ist, diese unter der
`Wirkung der Schwerkraft nach unten an das andere
`Ende der Aussparung ffillt. Beim Wiederanlauf des Tor-
`sionsschwingungsdampfers wird
`die Ausgleichs-
`schwungmasse nach radial auBen beschleunigt, bis sie
`dort im entsprechenden Bereich der Fiihrungsbahn auf-
`prallt Dieses Problem wird dadurch beseitigt, daB der
`Fiihrungsbahn anspruchsgeméifi eine Wegbegrenzung
`zugeordnet ist, die beim Stillsetzen des Torsionsschwin-
`gungsdampfers ein Herunterfallen der Ausg1eichs-
`schwungmasse unter der Wirkung der Gewichtskraft
`verhindert.
`
`Durch Anordnung des erfindungsgem‘<iBen Salomon-
`Tilgers in einem Torsionsschwingungsdimpfer, bei dem
`
`Valeo Exhibit 1021, pg. 17
`
`Valeo Exhibit 1021, pg. 17
`
`

`
`DE 19618 864 A1
`
`4
`
`3
`
`jedem Ubertragungselement eine eigene Schwungmas-
`se zugeordnet ist, wird die Fahigkeit des Salomon-Til-
`gers,Amp1ituden einer bestimmten Ordnung zu damp-
`fen, mit einem hervorragenden Filter kombiniert, so” daB
`eine besonders gute Entkopplungsgiiie entsteht.
`In einem weiteren Anspruch wird die Kombination
`des Salomon-Tilgers mit einer konventionellen Kupp-
`lung, die lediglich eine Schwungmasse aufweist, gezeigt,
`wobei eine vorteilhafte konstruktive Léisung aufgezeigt
`ist, um die Ausgleichsschwungmasse durch eine z{usatzli-
`che Schaltkupplung vom abtriebsseitigen Ubertra-
`gungselement zu losen, sobald die Reibungskupplung
`ausgerfickt wird.
`Im Folgenden wird ein Ausfiihrungsbeispiel der Erfin-
`dung anhand einer Zeichnung naher erliiutert. Es zeigt:
`Fig. 1 einen Langsschnitt durch eine halftige Darstei-
`lung der Schwungmassenvorrichtung mit einer als
`Hohlrad wirksamen Nabenscheibe und einem P1aneten-
`rad, wobei in der abtriebsseitigen Schwungmasse eine
`Aussparung zur Aufnahme einer Ausgleichsschwung
`masse kreisformigen Querschnitts vorgesehen ist;
`Fig. 2 wie Fig.1, aber mit einer Ausgleichsschwung-
`masse mit im wesentlichen halbkreisformigen Quer-
`schnitts;
`Fig. 3 wie Fig. 1, aber mit einer in Radialrichtung be-
`grenzten Aussparung;
`Fig. 4 wie Fig. 1, aber mit Aufnahme der Ausgleichs-
`schwungrnasse in der Nabenscheibe;
`Fig. 5 einen Torsionsschwingungsdampfer mit nur ei-
`ner Schwungmasse mit einem Gehause zur Aufnahme
`der Ausgleichsschwungmasse.
`Der in Fig. 1 gezeigte Torsionsschwingungsdampfer
`weist ein antriebsseitiges Ubertragungselement 1 auf,
`das mit einer Schwungmasse 2 mit einem nach radial
`auBen laufenden Primarflansch 3 ausgebildet ist, der im
`Umfangsbereich einen Axialrand 4 aufweist, auf wel-
`chen ein mit einem nicht gezeigten Anlasserritzel in
`Eingriff stehender Zahnkranz 5 aufgesetzt ist Der Axi-
`alrand 4 tréigt eine Dichtplatte 6, die nach radial innen
`ragt. Diese begrenzt zusammen mit dem Axialrand 4
`und dem Primarflansch 3 einen Fettraum 8, in den im
`radial aufieren Bereich in Umfangsrichtung verlaufende
`elastische Elemente 10 einer Déimpfungseinrichtung 11
`angeordnet sind. Die elastischen Elemente 10 sind eine-
`rends durch Ansteuerelemente 12 am Primarflansch 3
`beaufschlagbar, wéihrend sie sich anderenends an nach
`radial auBen ragenden Fingern 14 einer Nabenscheibe
`15 abstiitzen, die als Hohlrad 17 eines Planetengetriebes
`wirksam ist und an ihrem radial inneren Ende eine Se-
`kundarnabe 16 zur Aufnahme einer Lagerung 18 auf-
`weist. Die letztg