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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 O9 553
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`written in GERMAN.
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`\._C2»\ 3
`-
`fit
`NEWTYPE COMMUNICATIONS, INC.
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`Sworn to and subscribed before me
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`this 24th day of October, 2016
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` /16.1
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`.
`
`
`NOTARY PUBLIC‘
`
`BRIAN G. BROWN
`
`Notary Public, State of New York
`No. 01BR6151227
`
`Qualified in Suffolk County
`Commission Expires August 14, 2018
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`
`
`Translations
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`E h_b_t1O24
`' Typesetting/Desktop Publishinf I
`aeo x I
`I
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`,PQ.
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`1
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`Valeo Exhibit 1024, pg. 1
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`

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`Translator's notes re DE 196 09 553:
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`1.
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`The claims come before the specification in the original German. Due to page
`numbering, this order has been maintained.
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`Claim 2:
`Presumably should read "... according to claim 1,"
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`2.
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`Valeo Exhibit 1024, pg. 2
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`196.09.553.0
`AT: 12.03.96
`12 March 1996
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`F i c h t e l & S a c h s A G - S c h w e i n f u r t
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`Patent application
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`Claims
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`Reg. no. 14 036
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`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 one of which a compensating inertial mass is associated,
`characterized in that
`the compensating inertial mass (22) has a carrier element (102), which is connected
`via a coupling means (106) with at least one compensating weight (100), in which a
`positional change takes place in correlation with a predeterminable order of the
`vibrations introduced to the drive-side transmission element (4).
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`2. A torsional vibration damper according to claim 2,
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`characterized in that
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`the connection of the compensating weight (100) to the carrier element (102) of the
`compensating inertial mass (22) is provided by the coupling means (106) radially
`outside the center of gravity of the compensating weight (100).
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`3. A torsional vibration damper according to claim 1 or 2,
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`characterized in that
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`at least one of the structural parts (carrier element 102, compensating weight 100)
`forming the compensating inertial mass (22) has a guide (104) for a connecting
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`Valeo Exhibit 1024, pg. 3
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`12 March 1996
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`element (108) of the coupling means (106) engaging therein at a guide (105) of the
`respective other of these structural parts (102, 100).
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`4. A torsional vibration damper, with a drive-side transmission element and a power-
`takeoff-side transmission element capable of rotating relative thereto, at least one of
`which has an activating means for the elastic elements of a damping device, which
`are disposed in a chamber enclosed by one of the transmission elements and
`preferably filled at least partly with a viscous fluid, wherein a compensating inertial
`mass is associated with at least one of the transmission elements,
`characterized in that
`the compensating inertial mass (22) is disposed inside the chamber (28) of the one
`transmission element (4) and is fastened to the respective other transmission
`element (14).
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`5. A torsional vibration damper according to claim 4,
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`characterized in that
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`the compensating inertial mass (22) is provided radially inside the elastic elements
`(7) of the damping device (8) and is received on activating means (hub plate 10) of
`the other transmission element (14) for these elements (7).
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`6. A torsional vibration damper, with a drive-side transmission element and a power-
`takeoff-side transmission element capable of rotating relative thereto, at least one of
`which has an activating means for elastic elements of a damping device, which are
`received in windows that extend substantially in circumferential direction and are
`aligned with one another in both transmission elements, and with at least one
`compensating inertial mass associated with at least one of the transmission
`elements,
`characterized in that
`the compensating inertial mass (22) is disposed radially outside the elastic elements
`(7) of the damping device (8) in a housing (110), which is enclosed by the structural
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`Reg. no. 14 036
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`Valeo Exhibit 1024, pg. 4
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`12 March 1996
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`parts (cover plates 36, 37), formed by the windows (38, 39), of one (4) of the
`transmission elements (4, 14).
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`7. A torsional vibration damper according to claim 6, with a hub plate as a structural
`part of the one transmission element and cover plates provided on both sides of the
`hub plate as structural parts of the other transmission element,
`characterized in that
`the cover plates (36, 37), via a seal (44), bear radially on the hub plate (40) between
`the windows (38, 39) and the compensating inertial mass (22), whereby a
`predeterminable number of annular segment chambers (35) are formed, which can
`be filled with viscous fluid and in which a radial projection (33) on the hub plate (40)
`respectively engages with clearance in circumferential direction.
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`8. A torsional vibration damper, with a drive-side transmission element and a power-
`takeoff-side transmission element capable of rotating relative thereto, at least one of
`which has an activating means for elastic elements of a damping device, which are
`received in windows that extend substantially in circumferential direction and are
`aligned with one another in both transmission elements, and with at least one
`compensating inertial mass associated with at least one of the transmission
`elements,
`characterized in that
`the compensating inertial mass (22) is received in the radial extension region of the
`friction face (15), which can be brought into operative connection with a friction
`lining (16) of the clutch plate (17), of one of the transmission elements (1, 14).
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`9. A torsional vibration damper according to claim 8,
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`characterized in that
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`the compensating inertial mass (22) is disposed axially between a structural part
`(hub plate 45) functioning as bearing flange for the power-takeoff-side transmission
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`Reg. no. 14 036
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`Valeo Exhibit 1024, pg. 5
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`12 March 1996
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`element (14) and the side of this transmission element (14) facing away from the
`friction lining (16) of the clutch plate (17).
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`10. A torsional vibration damper according to claim 8,
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`characterized in that
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`the compensating inertial mass (22) is connected via a predeterminable structural
`part (clutch housing 49) of the transmission element (14) to an inertial mass (13) of
`this transmission element (14).
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`11. A torsional vibration damper according to claim 10,
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`characterized in that
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`the compensating inertial mass (22) is connected to rotate with a pressing spring
`(48) of the clutch housing (49) and is clamped axially between this and a releasing
`means (50).
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`12. A torsional vibration damper, with an inertial mass as the drive-side transmission
`element and a clutch plate as the power-takeoff-side transmission element,
`wherein, on the inertial mass, a friction face is provided for a friction lining of the
`clutch plate, which is received in a clutch housing provided on the inertial mass and,
`via a pressure plate that can be moved axially relative to the friction face but is
`constrained to rotate therewith, can be clamped by a pressing spring between the
`said pressure plate and the friction face, and with a compensating inertial mass that
`is received on the power-takeoff-side transmission element and can be separated
`from the power takeoff side by a shift clutch during disengagement,
`characterized in that
`the compensating inertial mass (22) is disposed on the inertial mass (52) in a
`manner capable of rotating relative thereto and, via a friction face (66), can be
`brought into engagement with the shift clutch (58) depending on the operating
`condition of the friction clutch (64).
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`Reg. no. 14 036
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`Valeo Exhibit 1024, pg. 6
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`12 March 1996
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`13. A torsional vibration damper according to claim 12,
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`characterized in that the shift clutch (58) for the compensating inertial mass (22) can
`be held, relative to the friction clutch (64), via an additional travel section of a
`releasing means (50), measured on the engagement or disengagement travel of the
`said friction clutch.
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`14. A torsional vibration damper according to claim 13,
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`characterized in that
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`the compensating inertial mass (22) can be held by an axially active energy
`accumulator (70) in operative connection with the gear shaft (20), wherein this
`operative connection can be separated via a shift element (71) of the shift clutch
`(58) that at least partly separates the energy accumulator (70) from the
`compensating inertial mass (22), and that can be actuated by the releasing means
`(50) as soon as this has moved in the predetermined direction beyond its travel
`needed for engagement or disengagement of the friction clutch (64).
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`15. A torsional vibration damper, with an inertial mass as the drive-side transmission
`element and a clutch plate as the power-takeoff-side transmission element,
`wherein, on the inertial mass, a friction face is provided for a friction lining of the
`clutch plate, which is received in a clutch housing provided on the inertial mass and,
`via a pressure plate that can be moved axially relative to the friction face but is
`constrained to rotate therewith, can be clamped by a pressing spring between the
`said pressure plate and the friction face, and with a compensating inertial mass that
`is received on the power takeoff side and can be separated from the power takeoff
`side by a shift clutch during disengagement,
`characterized in that
`the friction lining (57) for the shift clutch (58) is disposed on the drive side and the
`pressure plate (47) is active as part (123) of the inertial mass (52), which part is
`joined via the clutch housing (49) to the part (122) of the inertial mass (52) so that it
`is axially movable but is constrained to rotate therewith, and together therewith
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`Reg. no. 14 036
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`Valeo Exhibit 1024, pg. 7
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`12 March 1996
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`encloses the compensating inertial mass (22), which is mounted so that it can rotate
`relative to both transmission elements (17, 52).
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`16. A torsional vibration damper with, disposed on the drive side, a clutch housing
`disposed and, disposed on the power takeoff side, an inertial mass, which has a
`friction face for a friction lining of a clutch plate, which, via a pressure plate that can
`be moved axially relative to the inertial mass but is constrained to rotate therewith,
`can be pressed by a pressing spring against the friction face, and with a release
`element that engages axially through the gear shaft and is disposed in contact
`against a coupling element that can bring the said release element into operative
`connection with the pressing spring,
`characterized in that
`the compensating inertial mass (22), via a shift clutch (58) connected to a structural
`part (coupling element 130) of the clutch housing (49), can be joined firmly with the
`gear shaft (20), wherein the shift clutch (58) has a compensating element (73)
`providing relative torsional capability between the clutch housing (49) and the gear
`shaft (20).
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`FRP Zi/ke
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`Reg. no. 14 036
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`Valeo Exhibit 1024, pg. 8
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`12 March 1996
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`F i c h t e l & S a c h s A G - S c h w e i n f u r t
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`Patent application
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`
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`Torsional vibration damper with a compensating inertial mass
`
`
`
`Description
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`The invention relates to a torsional vibration damper according to the preamble of claim
`1.
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`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 rotating relative
`thereto, at least one of which has an activating means for elastic elements of a damping
`device. Even relatively large torsional vibrations, which are also transmitted to the drive-
`side transmission element upon introduction of a torque by a drive, such as an internal
`combustion engine, can be reduced by such a torsional vibration damper. The reduction
`takes place during transmission of the respective torsional vibrations from the drive-side
`to the power-takeoff-side transmission element via the elastic elements – which are
`supported by a friction means – of the damping device.
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`Valeo Exhibit 1024, pg. 9
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`12 March 1996
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`In contrast to a massive flywheel, both inertial masses are relatively light, and so the
`large primary-side mass, which is composed of the drive and the primary-side inertial
`mass, is counteracted by a small secondary-side inertial mass, which is braced on the
`gear-train side. Thereby the resisting torque for a drive, which is determined by the
`inertia of the primary side and a reaction torque formed by the action of the springs, by
`friction and by the inertia of the secondary inertial mass, is relatively small, and so it is
`capable of smoothing out synchronization fluctuations of the drive to only a small extent.
`The synchronization fluctuations cause torque fluctuations in the secondary aggregates,
`such as a generator, connected to the front end of the engine. The torque fluctuations
`may cause damage to these aggregates.
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` A
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` further possibility for damping drive-side torsional vibrations may lie in providing,
`according to DE 36 43 272 A1, a torsional vibration damper with a compensating inertial
`mass, which is mounted to rotate freely relative to the actual inertial mass and by virtue
`of its mass inertia develops a resisting torque upon introduction of a torsional vibration.
`
`The compensating inertial mass is equipped with spring-mounted compensating
`weights, which undergo a deflection from their rest position as a function of centrifugal
`force. Thus the compensating inertial mass is indeed dependent on rotational speed
`but, because of the spring connection with the compensating weights, the compensating
`inertial mass is functional with sufficient effect only in frequency ranges determined by
`the springs, whereas it may fail in other frequency ranges.
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`The task of the invention is to improve a torsional vibration damper to the effect that
`vibrations delivered by a drive, such as an internal combustion engine, can be filtered
`out independently of frequency.
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`Reg. no. 14 036
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`Valeo Exhibit 1024, pg. 10
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`This task is accomplished according to the invention by the features specified in the
`body of claim 1.
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`is equipped with
`inertial mass
`the compensating
`invention,
`the
`to
`According
`compensating weights, which are coupled via a coupling means with a carrier element
`of the compensating inertial mass and are matched to a particular order of the drive.
`One possibility for the order is the ignition excitation, which depends on the number of
`cylinders of the internal combustion engine, so that, depending on the degree of
`matching of the compensating weights, the ignition excitations can be absorbed at least
`partly or even completely. Thereby the advantage is achieved that torsional vibrations
`that, for example in a torsional vibration damper with two inertial masses capable of
`rotating relative to one another, lead to deformation of the elastic elements acting
`between the inertial masses, can be reduced at least considerably. This is of special
`significance in particular when passing through the resonance range of the torsional
`vibration damper because, if no reduction of the ignition excitations were to be
`achieved, these could lead to damage or even destruction at least in the region of the
`elastic elements. Normally this problem is alleviated by making the elastic elements
`particularly flexible with large spring deflections and disposing them in a chamber filled
`with viscous fluid, while constructing the inertial masses with large weight. By these
`features it is possible to limit instability of the motion of the inertial masses relative to
`one another, especially during passage through the resonance range since, due to the
`flexible elastic elements constructed with long-stroke spring action and the high inertial
`mass, the resonance range of the torsional vibration damper is lowered sufficiently that
`it lies just above the ignition frequency of the internal combustion engine, i.e. in a
`frequency range in which the ignition excitations have not yet reached full intensity. By
`using the compensation inertial mass according to the claims, it is now possible to
`increase the stiffness of the elastic elements of the damping device since, by virtue of
`the reduced effect of the ignition excitations, the deflection angle between the two
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`Reg. no. 14 036
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`Valeo Exhibit 1024, pg. 11
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`inertial masses can be made smaller. Furthermore, it is possible to reduce the weight of
`the inertial masses. Although the resonance range of the torsional vibration damper is
`indeed shifted to higher rotational speeds by these aforesaid features, this is uncritical
`because of the at least partial absorption of the ignition excitations. Furthermore,
`because of the smaller deflection angle between the inertial masses, it is possible to
`construct the damping device without viscous fluid as the damping medium. On the
`whole, therefore, it is possible to reduce the costs and weight of the torsional vibration
`damper by using the compensating inertial mass.
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`Advantageously, the compensating inertial mass is disposed in a completely or partly
`sealed housing, which is filled with a viscous fluid, preferably oil, in order to safeguard
`the useful life. This housing may contain a coupling means for the compensating inertial
`mass, such as levers, linkages or roller tracks. The housing may be an independent
`structural part or be integrated at least partly in another component of the torsional
`vibration damper, for example in one of the inertial masses.
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`If the torsional vibration damper is constructed with only one inertial mass, the
`compensating inertial mass may be provided with an additional shift clutch, since it
`should be separated
`from
`the gear-train
`input shaft,
`for example
`to avoid
`synchronization problems in a downstream gear train. As an example, a common
`actuating system for separating and starting clutch on the one hand and shift clutch of
`the compensating inertial mass on the other hand, wherein the two clutches can be
`actuated successively or simultaneously, makes sense for cost reasons in this situation.
`During the disengagement process, the preferred sequence is first to actuate the
`separating and starting clutch and only after that to actuate the shift clutch of the
`compensating inertial mass, in order to avoid clashing noises when starting. All known
`types of releasing means may be considered for the actuating system, such as rocker
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`Reg. no. 14 036
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`Valeo Exhibit 1024, pg. 12
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`arms, forks or a releasing means concentrically surrounding the gear shaft, wherein
`actuation may take place mechanically or hydraulically in both cases.
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`According to a further advantageous embodiment, the coupling means for the
`compensating weights of the compensating inertial mass may be provided on its carrier
`element radially outside the center of gravity of the compensating weights. In addition to
`expanding the scope of use of the compensating inertial mass by a variable geometry,
`this has the advantage that, by disposing the compensating inertial mass in a housing
`that can be filled at least partly with oil, the coupling means can be disposed in regions
`that remain inside the oil ring urged radially outward under the effect of centrifugal force
`even if the housing is filled only partly with oil, while the part of the compensating
`weights lying radially inside the coupling means as well as of the carrier element for
`these is surrounded by air acting as insulation.
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`In a further advantageous embodiment, the compensating inertial mass may be seated
`on a separate hub of the gear-train input shaft, wherein axially active energy
`accumulators, which cooperate with a releasing means, are preferably matched
`sufficiently
`that
`the desired disengagement sequence
`is maintained, namely
`disengagement of the separating and starting clutch first and then separation of the shift
`clutch of the compensating mass.
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`The invention will now be explained in more detail hereinafter on the basis of exemplary
`embodiments, wherein, in particular:
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`Fig. 1
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`shows a compensating inertial mass with compensating weights, which are
`linked via a coupling means to a carrier element, wherein the center of
`gravity of the compensating weights lies radially outside the coupling
`means;
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`Reg. no. 14 036
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`Valeo Exhibit 1024, pg. 13
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`is the same as Fig. 1, but with the coupling means disposed radially
`outside the center of gravity of the compensating weights;
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`shows a half representation of a torsional vibration damper with two inertial
`masses capable of rotating relative to one another, one of which is
`provided for receiving the compensating inertial mass radially inside elastic
`elements of the damping device;
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`is the same as Fig. 3, but with the compensating inertial mass disposed
`radially outside the elastic elements;
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`is the same as Fig. 4, but with the compensating inertial mass disposed in
`the heat-dissipating region of a friction clutch;
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`is the same as Fig. 4, but with the compensating inertial mass disposed on
`the clutch housing of the friction clutch;
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`is the same as Fig. 3, but with the compensating inertial mass joined to a
`structural part of the friction clutch so as to rotate therewith;
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`shows the construction of a torsional vibration damper equipped with only
`one inertial mass together with the compensating inertial mass, which can
`be connected and disconnected via an additional shift clutch;
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`Fig. 2
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`Fig. 3
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`Fig. 4
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`Fig. 5
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`Fig. 6
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`Fig. 7
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`Fig. 8
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`Fig. 9
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`is the same as Fig. 7, but with different construction of the shift clutch for
`the compensating inertial mass;
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`Fig. 10
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`is the same as Fig. 7, but with yet another construction of the shift clutch;
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`Fig. 11
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`is the same as Fig. 8, but with two-piece construction of the inertial mass;
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`Valeo Exhibit 1024, pg. 14
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`Fig. 12
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`is the same as Fig. 8, but with inversion of inertial mass and friction clutch
`in axial direction.
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`The inventive inertial mass 22 is illustrated in Fig. 1. It has a carrier element 102, on
`which, for each compensating weight 100, two guides 104 are provided that respectively
`extend along a predeterminable angle segment, preferably on a path in the form of a
`circular segment, and indeed in such a way that their middle region forms the point of
`guide 104 located furthest outward in radial direction. In contrast to this, compensating
`weight 100 is formed with guides 105, which have the same shape as guides 104 but
`are disposed with inverse direction of curvature. Between guides 104 and 105, a
`connecting element 108 in the form of a pin, which is securely retained axially in a way
`not shown in more detail, is respectively active as part of a coupling means 106. The
`function of compensating inertial mass 22 is such that, upon deflection of carrier
`element 102, compensating weight 100 tends, because of its inertia, to remain in its
`initial position and hereby cause a rolling movement of connection elements 106 in
`guides 104 and 105.
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`In compensating weight 100 according to Fig. 1, the center of gravity lies radially
`outside connecting element 108. In contrast, Fig. 2 shows an arrangement in which the
`center of gravity of compensating weight 100 lies radially inside connecting element
`108. The latter is of advantage in particular when compensating inertial mass 22 is
`disposed in a housing 110 (e.g. Fig. 5) filled at least partly with viscous fluid, such as oil,
`and the oil migrates radially outward under the action of centrifugal force upon rotation
`of the torsional vibration damper. For this case, connecting elements 108 are still
`always disposed inside the oil ring and therefore in a lubricant. On the other hand, an air
`layer, which surrounds carrier element 102 and compensating weight 100 received
`thereby and acts as insulation relative to the wall of housing 110, is formed radially
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`Valeo Exhibit 1024, pg. 15
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`inside the oil ring, and so compensating inertial mass 22 may also be disposed without
`concern in a region of the torsional vibration damper in which increased thermal stress
`exists for compensating inertial mass 22.
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`Fig. 3 shows a torsional vibration damper, which is connected to a crankshaft 1 of a
`drive, for example of an internal combustion engine, by fastening means 41. The
`torsional vibration damper has a primary flange 2, which extends radially outward
`relative to crankshaft 1 and in its radial outer region has a cover plate 6, together with
`which it encloses a chamber 28, which can be filled with viscous fluid. Together with
`cover plate 6, primary flange 2 is part of an inertial mass 3, which is active as drive-side
`transmission element 4 of the torsional vibration damper. In the radially outer region of
`chamber 28, elastic elements 7 of a damping device 8, which extend substantially in
`circumferential direction and can be urged by drive means 9, which are provided both
`on primary flange 2 and on cover plate 6, respectively on their side facing chamber 28,
`are guided via sliding shoes 30 which are known in themselves and are braced radially
`outwardly. Elastic elements 7 are braced with their respective opposite ends on radial
`projections 5 of a hub plate 10, which is fastened via rivets 12 to a second inertial mass
`13, wherein the latter is active as a power-takeoff-side transmission element 14. In the
`circumferential region, inertial mass 13 has, on its side facing away from first inertial
`mass 3, a friction face 15, on which there bears a friction lining 16 of a clutch plate 17,
`which further has a disk part 21 for connection to a hub 18, which is engaged to rotate
`with gear shaft 20 via a toothing 19. Clutch plate 17 is part of a clutch housing 49, which
`is connected to second inertial mass 13, is formed in known manner and is illustrated,
`for example, in Fig. 5. Clutch housing 49 receives a pressing spring 48, which via a
`pressure plate 47 can be brought into engagement with associated friction lining 16 of
`clutch plate 17, thus establishing the frictional contact between crankshaft 1 and gear
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`Reg. no. 14 036
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`Valeo Exhibit 1024, pg. 16
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`12 March 1996
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`shaft 20. A friction clutch 64 is formed by clutch housing 49, pressure plate 47 and
`clutch plate 17.
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`Returning now to second inertial mass 13, this together with hub plate 10 secures, in
`axial direction, a bearing 24, for example a rolling bearing, which in turn is disposed on
`a hub 25 of first inertial mass 3. At this place a region of hub 25 protruding radially
`relative to the radially inner part of bearing 24 takes over the axial securing of bearing
`24 toward one side, while the other side of bearing 24 is secured by a cover disk 27,
`which is held axially in contact against hub 25 and thus primary flange 2 by fastening
`means 41 mentioned initially.
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`Via a fastening 23, and axially between hub plate 10 of second inertial mass 13 and the
`latter, the already mentioned housing 110 is received radially inside elastic elements 7,
`wherein compensating inertial mass 22 is integrated in this housing in a manner not
`illustrated. What is important here is that, by virtue of the initially described connection
`of compensating weights 100 with carrier element 102 of compensating inertial mass 22
`via coupling means 106, a torsional vibration, which is imposed on first inertial mass 3,
`causes a relative deflection of compensating weights 100 of compensating inertial mass
`22 relative to inertial mass 3. This deflection of compensating weights 100 at least partly
`compensates the torsional vibration, which is caused by ignition excitations in the
`internal combustion machine, so that, by virtue of compensating inertial mass 22 alone,
`the torsional vibration is already considerably reduced in magnitude when it reaches
`gear shaft 20 via clutch plate 17. This process is assisted in a manner known in itself by
`damping device 8 of the torsional vibration damper.
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`Fig. 4 shows a further torsional vibration damper with drive-side transmission element 4,
`which is formed by a first inertial mass 3, and with a power-takeoff-side transmission
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`Reg. no. 14 036
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`Valeo Exhibit 1024, pg. 17
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`12 March 1996
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`element 14, with which a second inertial mass 13 is associated. On primary flange 2 of
`first inertial mass 3, axially between this and hub 25, which extends substantially axially,
`a hub plate 32 is fixed which engages with its radially middle and outer region between
`two cover plates 36, 37 disposed axially on both sides, of which that facing second
`inertial mass 13 is joined to the latter via rivet 12 and functions together with this for
`axial securing of bearing 24 disposed on hub 25. Hub plate 32 has windows 39 for
`receiving elastic elements 7 of damping device 8, wherein these windows 39 extend in
`circumferential direction and are aligned with windows 38 in cover plates 36, 37, in
`which elastic elements 7 also engage. The respective edges of these windows 38, 39
`function as activating means for elastic elements 7. Radially outside elastic elements 7,
`hub plate 32 is formed with radial projections 33, which respectively project with
`clearance in circumferential direction into axial expansions 34, which, viewed in
`circumferential direction, are formed by cover plates 36 and 37 between respectively
`two axial constrictions 111 and, by being filled with viscous fluid, are active as annular-
`segment chambers 35. Hereby damping of movements of hub plate 32
`in
`circumferential direction relative to cover plates 36, 37 is damped. Escape of the
`viscous fluid in radially inward direction is prevented by means of a seal 44 disposed
`axially between hub plate 32 and the respective associated cover plate 36, 37. Radially
`outside annular-segment chambers 35, cover plates 36, 37 undergo an axial expansion
`and thereby form housing 110 for receiving the initially described compensating inertial
`mass 22.
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`For the case that cooling of the latter seems necessary, second inertial mass 13 is
`provided in its radially inner region with cooling-air openings 40, so that air that has
`entered there is passed radially outward via an air guide 42 disposed axially between
`cover plate 37 and second inertial mass 13.
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`Reg. no. 14 036
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`Valeo Exhibit 1024, pg. 18
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`12 March 1996
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`In the embodiment of the torsional vibration damper according to Fig. 5, primary flange
`2 is provided directly for receiving bearing 24 , which in turn carries a hub plate 45. Both
`primary flange 2 and hub plate 45 as well as a cover plate 112 joined firmly with the
`primary flange via spacer pins 46 are formed with respective windows 38, 39, which are
`provided in the way already described with respect to Fig. 4 for receiving elastic
`elements 7 of damping device 8. Second inertial mass 13