Nicholas Hartmann
`8813 N. 85th Court
`Scottsdale, AZ 85258
`
`+1414731-0211
`nh@nhartmann.com
`
`http://www.nhartmann.com
`
`Certified by the American Translators Association -
`
`Technical and scientific translator
`French> English • German> English • Italian> English
`
`Translator's Declaration
`
`Verlfy alwww.aianel.orgIvenfy
`
`I, Nicholas Hartmann, translator, having an office at 8813 N. 85th Court, Scottsdale, Arizona,
`85258, declare that I am well acquainted with the English and German languages and that to
`the best of my knowledge, the appended document is a complete and faithful translation of:
`
`International patent application PCTIEP20031007973, entitled
`
`''Antriebsstrang eines Kraftfahrzeuges"
`
`[Drive train of a motor vehicle]
`
`All statements made herein are to my own knowledge true, and all statements made on
`information and belief are believed to be true; and further, these statements are 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 Tille 18 of the United States Code, and that
`such willful false statements may jeopardize the validity of the document.
`
`Date: April 10, 2014
`
`Valeo Exhibit 1110, pg. 1
`
`

`
`DRIVE TRAIN OF A MOTOR VEHICLE
`
`The invention relates to the drive train of a motor vehicle, in accordance with selected
`
`features of Claim 1.
`
`5
`
`Known drive trains of a motor vehicle possess a drive unit that is in driving connection
`with two vehicle wheels via a startup element, a transmission, an output shaft of the
`
`transmission, and a final drive. The drive train is a multidimensional oscillator or
`continuum oscillator that is excited to torsional vibrations as a consequence of
`
`10
`
`fluctuating, nonlinear, or time-variable excitation resulting from the drive unit, from
`clutching conditions or shifting conditions, and from time-variable output drive
`
`conditions at the vehicle wheels. Further excitation mechanisms for torsional vibrations
`are the tooth sets of gear drive systems, a parameter excitation, and excitations as a
`
`result of the transfer behavior of universal joints in propeller shafts. In addition, when a
`15 hydrodynamic torque converter and a converter lockup clutch are used, further torsional
`
`vibrations of the drive train can occur upon actuation of the converter lockup clutch.
`Torsional vibrations of this kind have a disadvantageous effect on the dynamics of the
`
`motor vehicle, in particular with regard to noise characteristics and/or driving comfort
`characteristics.
`
`20
`
`In order to reduce such torsional vibrations, it is known to interpose spring-damper
`
`elements in the power path of the drive train. A two-mass flywheel is used, for example,
`in which the spring is arranged between a primary flywheel and a secondary flywheel
`
`(before a startup clutch in the power path). The inertial torque of the transmission parts
`is increased by the flywheels. The resonance region of the drive train is thus below the
`
`25
`
`idle rotation speed of the drive unit, so that there is less transfer of rotation-speed
`fluctuations of the drive unit (see, for example, the documents listed in IPC class
`
`F16D003-14).
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`1
`
`Valeo Exhibit 1110, pg. 2
`
`

`
`A further action for avoiding undesired torsional vibrations is the placement of a
`torsional damper in the region of the startup element. This is, for example, integrated
`into the entraining disc of a dry clutch, and/or associated on the input/output side with a
`hydrodynamic torque converter.
`
`5
`
`A further possibility for influencing torsional vibrations is represented by the use of a
`hydrodynamic torque converter that exhibits improved vibration behavior as a result of
`the hydrodynamic power transfer.
`
`10 Also known is the use of a constantly or intermittently slipping wet or dry friction clutch
`in electronically controlled clutch systems. It is furthermore possible, when a
`hydrodynamic torque converter is used, to employ a controlled converter lockup clutch
`that likewise brings about an improvement in vibration behavior.
`
`15
`
`In particular in order to attenuate resonance phenomena, it is furthermore known to
`utilize a canceller in the region of the universal joint shaft (cf. DE 19733478 A 1, DE 42
`01 049, DE 199 14871 A1, DE 19604160 C1, DE 42 38 683 C1). The use of a
`canceller in the region of a flywheel, of a two-mass flywheel, or of a clutch is known, for
`example, from the documents DE 10037680 A1, DE 19951577 A1, DE 19709092
`20 C1, DE 19709092 C1, and DE 19831 158 A1.
`
`The underlying object of the present invention is to propose a drive train that is
`improved in terms of dynamic transfer behavior.
`
`25 The object on which the invention is based is achieved by the features of Claim 1. The
`drive unit is in driving connection with one or more vehicle wheels via at least one
`startup element, in particular a clutch or a hydrodynamic torque converter; one or more
`(sub-)transmissions; at least one output shaft of the transmission which is connected,
`for example, to a propeller shaft; and one (or, in the case of all-wheel drive, two) final
`30 drives. The drive unit can be embodied as an internal combustion engine, hybrid drive,
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`2
`
`Valeo Exhibit 1110, pg. 3
`
`

`
`or starter-generator system. A vibration-capable spring-mass system is not connected
`
`in series with the drive train, but instead is located in a parallel configuration with
`respect to it. This has the advantage that the elasticity of the drive train is not modified
`
`by the action according to the present invention, so that direct influence on the agility of
`the vehicle is precluded. The spring-mass system forms a canceller (cf. in this regard
`
`5
`
`Magnus, Popp: Schwingungen [Vibrations], Teubner StudienbOcher Mechanik,
`Stuttgart, 1977). The canceller interacts with the torsional vibrations of the drive train.
`
`According to the present invention, energy exchange with the drive train, in particular
`
`10
`
`the mechanical connection between the spring-mass system and other series(cid:173)
`connected members of the drive train, occurs between the startup element and the
`
`output shaft of the transmission. This on the one hand has the advantage that
`installation spaces present in any case between the startup element and the
`
`transmission output can be used, so that no (or only insignificant) increases in
`installation space result despite the placement according to the present invention of the
`
`15
`
`canceller. In addition, according to the present invention, interference forces caused by
`the startup element are attenuated by the canceller on the way to the output shaft.
`
`According to a preferable embodiment of the invention, the startup element is
`
`20 embodied as a hydrodynamic torque converter. In this case the damping influence of
`the torque converter, which is arranged in a serial configuration in the drive train, can be
`
`superimposed on the properties of the canceller. The use of the canceller in conjunction
`with a converter lockup clutch is advantageous because the canceller can attenuate
`
`any power pulses upon closure of the converter lockup clutch. The damping influence
`25 of the torque converter is eliminated when the converter lockup clutch is closed, so that
`
`by means of the canceller, the torsional vibrations can be influenced or reduced in
`targeted fashion in this working region of the hydrodynamic torque converter.
`
`According to a refinement of the invention, a torsional damper having two torsional
`
`30 damper stages is placed after the startup element. The torsional damper is located in
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`3
`
`Valeo Exhibit 1110, pg. 4
`
`

`
`the power path of the drive train and produces a soft, damped drive train. The
`
`embodiment of the torsional damper with two torsional damper stages connected in
`series allows particularly soft transfer behavior to be achieved, ensuring long travel
`
`paths. According to the present invention the spring-mass system is arranged between
`the first torsional damper stage and the second torsional damper stage. This results in
`
`5
`
`particularly good dynamic transfer behavior. The spring-mass system can moreover be
`integrated particularly effectively into the installation space provided for the two
`
`torsional damper stages, in particular radially between the two torsional damper stages.
`
`10 A torsional damper is preferably placed after the startup element. In this case the
`spring-mass system is coupled to the drive train between the torsional damper and a
`
`transmission member of a transmission stage. This is preferably the transmission input
`shaft. For example, the spring-mass system is embodied in accordance with known
`
`(tubular) vibration cancelling systems.
`
`15
`
`In a further drive train according to the present invention, the spring-mass system
`possesses a damper connected in parallel or in series with respect to a spring of the
`
`spring-mass system. The transfer behavior of the drive train can be further influenced
`by way of the damper. The damper is any nonlinear or linear damper known per se, for
`
`20 example a viscous damper. Alternatively, the spring and the damper can be embodied
`as one integral component, for example by means of a material that simultaneously
`
`possesses resilient and damping properties. Also conceivable is the use of a damper
`that (at least in part) possesses a dry friction, thereby making possible particularly
`
`effective damping of vibrations.
`
`25
`
`According to a preferable embodiment of the drive train, the spring-mass system is
`embodied as a torsion canceller. This embodiment represents a particularly simple
`
`implementation of the canceller, since the rotary motion of the drive train can be
`converted directly into the torsional vibrations of the spring-mass system. The torsional
`
`30 oscillator executes rotational vibrations around a shaft of the transmission. This results
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`4
`
`Valeo Exhibit 1110, pg. 5
`
`

`
`in a particularly compact arrangement, in particular without additional inertial forces
`
`such as those that occur, for example, with translational vibrations. In addition, large
`inertial torques can be achieved for torsional vibrations with small masses over large
`
`radii.
`
`5
`
`According to a particular embodiment of the invention, the spring-mass system is
`embodied as a transmission canceller. In accordance with this embodiment of the
`
`invention, the canceller is associated with a transmission member that is arranged in
`the power path between the transmission input shaft and the transmission output shaft.
`
`10 For example, the spring-mass system is articulated on a gear of a gear pair, on a
`transmission shaft, or on a transmission member of a planet gear set. Advantageously,
`
`the already-present conversion ratio of the transmission members can be used, so that
`the canceller is operated at a rotation speed that is modified with respect to the rotation
`
`speed of the drive unit. At the same time, the transmission member is embodied
`15 multifunctionally, thereby also ensuring a compact design.
`
`According to a refinement of the invention, the spring-mass system possesses a
`
`variable natural frequency. This makes possible particularly effective utilization of the
`canceller effect over a wider frequency band.
`
`20
`
`The vibration behavior of the spring-mass system can preferably be influenced by way
`
`of an open- or closed-loop control system. This influence can consist, for example, in
`bringing the canceller on- and offline in particular operating situations. It is furthermore
`
`possible to influence the natural frequency by way of the open- or closed-loop control
`25 system. A switchover of the dynamic parameters of the spring-mass system can
`
`likewise occur by way of the open- or closed-loop control system. Alternatively or
`additionally, the vibration behavior can be influenced by way of constant, harmonic, or
`
`stochastic interference forces in the region of the canceller.
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`5
`
`Valeo Exhibit 1110, pg. 6
`
`

`
`According to a particular proposal of the invention, the spring of the spring-mass system
`
`is constituted by a steel spring. Such springs have the advantage that their mechanical
`properties are substantially uninfluenced by temperature, service life, and material
`
`tolerances, so that no changes in the dynamic behavior of the drive train can occur
`5 during operation or as a consequence of production inaccuracies.
`
`Advantageous refinements are evident from the description and from the drawings.
`
`Preferred exemplifying embodiments of the drive train according to the present
`invention are explained in further detail below with reference to the drawings, in which:
`
`FIG. 1
`
`shows a mechanical equivalent model of a drive train,
`
`FIG.2
`
`shows a mechanical equivalent model of a further drive train having a turbine
`
`torsional damper,
`
`FIG.3
`
`shows a mechanical equivalent model of a further drive train having a turbine
`torsional damper and a universal joint shaft canceller,
`
`10
`
`15
`
`FIG.4
`
`shows a mechanical equivalent model of a drive train having a transmission
`
`20
`
`canceller,
`
`FIG.5
`
`shows a mechanical equivalent model of a drive train having a turbine
`torsional damper and a canceller arranged between the transmission and
`
`turbine torsional damper,
`
`25
`
`FIG.6
`
`is a partial cross section of an example of a physical embodiment of a drive
`train having a canceller,
`
`FIG.7
`
`is a partial cross section of an alternative physical embodiment of a drive train
`
`30
`
`having a canceller, and
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`6
`
`Valeo Exhibit 1110, pg. 7
`
`

`
`FIG.8
`
`shows an alternative physical embodiment of a drive train having a
`transmission canceller.
`
`5
`
`In accordance with the drive train depicted in FIG. 1, the latter possesses a startup
`
`element, in particular a wet or dry clutch or a hydrodynamic torque converter 10
`(depicted here) having a pump 11 and a turbine 12; an input shaft 13; a transmission
`
`14; a universal joint shaft 15; a rear final drive 16; and at least one driven stub shaft 17,
`which are arranged between a drive unit delivering a drive torque 18, and a vehicle
`
`10 wheel 19.
`
`Drive torque 18 is constant or variable, in particular as stipulated by a driver's input, and
`is overlaid by torque fluctuations over time as a consequence of irregular driving by the
`
`drive unit.
`
`15
`
`Hydrodynamic torque converter 10 can possess a guide wheel in addition to pump 11
`and turbine 12.
`
`Transmission 14 is embodied as any transmission, for example as a manual
`
`20
`
`transmission, as an automatic transmission, as a planetary gearbox, or as a
`transmission of countershaft design, and can be operated manually or (partly)
`
`automatically.
`
`Rear final drive 16 is a transfer case or differential gear known per se.
`
`25
`
`Vehicle wheel 19 is in working engagement with road surface 20 via a frictional contact.
`The frictional contact constitutes a boundary condition for the oscillator chain depicted
`
`in FIG. 1.
`
`1200.950 (PCT/EP2003/007973. WO 2004/018897)
`
`7
`
`Valeo Exhibit 1110, pg. 8
`
`

`
`Drive shaft 13, universal joint shaft 15, and stub shaft 17 are depicted in FIG. 1 as
`
`torsional springs, and hydrodynamic torque converter 10, transmission 14, rear final
`drive 16, and vehicle wheel 19 as (rigid) masses. In actuality, the resilient components
`
`13,15,17 can possess a mass, and components 10, 14, 16, and 19 can possess a
`finite stiffness. Components 11, 12, 13, 14, 15, 16, 17, and 19 are arranged in the
`
`5
`
`aforementioned serial configuration one behind another in the power path.
`
`In a configuration otherwise corresponding to the drive train in accordance with FIG. 1,
`in the drive train depicted in FIG. 2 a turbine torsional damper 21 is interposed in a
`
`10 serial configuration between hydrodynamic torque converter 10 and input shaft 13.
`
`Divergently from the drive train depicted in FIG. 2, the drive train depicted in FIG. 3
`possesses a universal joint shaft canceller that is arranged in a mechanically parallel
`
`configuration with respect to the drive train and that, in the region of stub shaft 17, of
`rear final drive 16, or of universal joint shaft 15, performs an energy exchange or power
`
`15
`
`introduction with the drive train. The universal joint shaft canceller is embodied as a
`spring-mass system 22. Spring-mass system 22 constitutes a vibration-capable system
`
`that possesses at least one degree of freedom. Spring-mass system 22 is embodied as
`a translational oscillator that engages at the circumference of an element of the drive
`
`20
`
`train, or as a rotational oscillator that introduces a torque into the drive train. The spring(cid:173)
`mass system is embodied in accordance with FIG. 3, in the simplest case, as a system
`
`having a linear or nonlinear constant or variable stiffness, and having a constant or
`variable mass. In supplementary fashion, the system can possess a linear or nonlinear,
`
`dry or viscous damping. The stiffness and damping of the spring-mass system can be
`25 arranged in a serial and/or parallel configuration between the drive train and the
`
`vibrating mass.
`
`Spring-mass system 22 is preferably embodied as a rotational oscillator; mass 24 at
`least partly surrounds a component of the drive train and is embodied, for example, in
`
`30
`
`the shape of a hollow cylinder or a segment of a hollow cylinder. Mass 24 and the
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`8
`
`Valeo Exhibit 1110, pg. 9
`
`

`
`component of the drive train are interconnected via a torsional spring 23, one spring
`
`base point of torsional spring 23 being connected to the component of the drive train, in
`particular in the region of its outer surface, and the other spring base point of spring
`
`element 23 being connected to mass 24, in particular in the region of its inner surface.
`5 Spring 23 is in particular an elastic intermediate material that at least partly fills up the
`
`cavity formed between mass 24 and the component of the drive train.
`
`Divergently from the drive train depicted in FIG. 2, the drive train depicted in FIG. 4 is
`equipped with a spring-mass system 22 corresponding to FIG. 3; divergently from FIG.
`
`10 3, spring-mass system 22 interacts with the drive train in the region of transmission 14.
`Coupling can occur between spring-mass system 22 and the input shaft of the
`
`transmission, the output shaft of the transmission, or any transmission element located
`in the power path between the input shaft and output shaft.
`
`15 Divergently from the drive train depicted in FIG. 2, the drive train in FIG. 5 possesses a
`
`spring-mass system 22 that, divergently from FIG. 3, interacts with the drive train
`between turbine torsional damper 21 and transmission input shaft 13. For the case in
`
`which multiple turbine torsional dampers 21 are provided in a series configuration one
`behind another, divergently from the embodiment depicted in FIG. 5 the spring-mass
`
`20 system 22 can be coupled between individual turbine torsional dampers 21.
`Divergently, coupling of spring-mass system 22 can occur between turbine 12 and
`
`turbine torsional damper 21.
`
`FIG. 6 shows a drive train having a hydrodynamic torque converter 30 that is connected
`25 on the input side to a crankshaft of a drive unit and on the output side, via a bushing 32
`
`by means of an internal tooth set 33, to a transmission input shaft (not depicted in FIG.
`6). A torque transfer occurs between the crankshaft and transmission input shaft by
`
`means of hydrodynamic torque converter 30, ensuring hydrodynamic slip in selected
`operating situations.
`
`30
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`9
`
`Valeo Exhibit 1110, pg. 10
`
`

`
`Hydrodynamic torque converter 30 possesses a pump wheel 34, a turbine wheel 35,
`
`and a guide wheel 36. Pump wheel 34 is connected nonrotatably to housing 31. Guide
`wheel 36 is braced, in a manner usual per se, against a freewheel 37. Inner hub 38 of
`
`freewheel 37 is connected nonrotatably, by means of an internal tooth set 39, to a shaft
`(not depicted) arranged concentrically with the transmission input shaft. Turbine wheel
`
`5
`
`35 is connected nonrotatably to an input side 39 of a turbine torsional damper 40.
`
`Turbine torsional damper 40 constitutes a torsional oscillator, having a rotational degree
`of freedom, in which the rotational stiffness is constituted by springs oriented in a
`
`10 circumferential direction. Torsional damper 40 can furthermore possess damping
`properties, for example as a consequence of viscous damping elements or dry friction
`
`such as the friction between the outer surfaces of springs 41 at the input or output side
`of turbine torsional damper 40. On the output side, turbine torsional damper 40 is
`
`connected via a transfer element 42 to the input side of a turbine torsional damper 43.
`15 Transfer element 42 is connected to the output side of turbine torsional damper 43 via
`
`springs 44, in particular multiple springs configured in series or in parallel, or springs
`nested inside one another. The output side is formed by a support ring 45 that is
`
`connected nonrotatably to bushing 32.
`
`20 Turbine torsional dampers 40, 43 are preferably arranged in a plane perpendicular to
`the longitudinal axis of the crankshaft. The turbine torsional dampers are connected
`
`one behind another in the power path. Turbine torsional damper 43 is arranged radially
`internally from turbine torsional damper 40.
`
`25 Hydrodynamic torque converter 30 furthermore possesses a converter lockup clutch 46.
`
`Connected nonrotatably to housing 31 is a plate carrier 47 in which plates 48 are
`received nonrotatably and axially displaceably. Converter lockup clutch 46 furthermore
`
`possesses an inner plate carrier 49 on whose outer surface plates 50 are held
`nonrotatably and axially displaceably. By way of a clutch actuation device 51, plates 48,
`
`30 49 are displaceable in an axial direction in such a way that they can be clamped
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`10
`
`Valeo Exhibit 1110, pg. 11
`
`

`
`between clutch actuation device 51 and a stop 52 embodied on outer plate carrier 47.
`
`Clutch actuation device 51 is constituted by a basket that can be actuated via a
`hydraulic means as stipulated by a control device of clutch actuation device 51. Inner
`
`plate carrier 49 is connected nonrotatably to the input side of turbine torsional damper
`5 43 and to transfer element 42.
`
`When converter lockup clutch 46 is open, power flows from the crankshaft via housing
`
`31, pump wheel 34, the hydraulic medium, turbine wheel 35, input side 39, springs 41,
`transfer element 42, springs 44, support ring 45, and bushing 32, in the aforementioned
`
`10 sequence, to the transmission input shaft. When the converter lockup clutch is closed,
`transfer occurs via housing 31, outer plate carrier 47, outer plates 38, the frictional
`
`engagement between outer plates 48 and inner plates 50, inner plate carrier 49, springs
`44, support ring 45, and bushing 32, in the aforementioned sequence, toward the
`
`transmission input shaft.
`
`15
`
`In accordance with the exemplifying embodiment depicted in FIG. 6, a spring-mass
`system 22 is arranged in the region of input side 39 of turbine torsional damper 40 in a
`
`parallel configuration with respect to the power path. Spring-mass system 22 possesses
`an elastic holding element 60 that carries a mass 61. Mass 61 executes vibrating
`
`20 motions with respect to input side 39 of turbine torsional damper 40.
`
`In the embodiment according to FIG. 7, alternatively or in addition to the embodiment
`depicted in FIG. 6, a spring-mass system 22 is arranged in a parallel configuration with
`
`respect to support ring 45 or bushing 32. Spring-mass system 22 possesses a holding
`ring 70 that carries, via an elastic coupling element 71, a mass 72, in particular a
`
`25
`
`hollow-cylindrical ring.
`
`Spring-mass system 22 is preferably arranged in a cavity 73 constituted by inner plate
`carrier 49, support ring 45, and clutch actuation device 51 (see FIG. 7). Spring-mass
`
`30 system 22 can likewise be arranged in a cavity 74 constituted by the outer surface of
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`11
`
`Valeo Exhibit 1110, pg. 12
`
`

`
`turbine guide wheel 35, the housing, and input side 39 of turbine torsional damper 40
`
`(see FIG. 6).
`
`FIG. 8 shows a torque converter 80 as well as a portion of an automatic transmission
`5 81 located after it. In this case spring-mass system 22 is connected nonrotatably to
`
`transfer element 42 or to support ring 45. Spring-mass system 22 is arranged in a cavity
`82 formed between turbine torsional damper 43 and a constriction of turbine wheel 35
`
`in the direction of automatic transmission 81.
`
`10 Drive torque is transferred from bushing 32 to transmission input shaft 83 of automatic
`transmission 81. At least one further spring-mass system 22 is arranged parallel to the
`
`power path in the interior of automatic transmission 81, in particular in cavities formed
`between transmission members. In accordance with the exemplifying embodiment
`
`depicted in FIG. 8, spring-mass system 22 is directly coupled nonrotatably to
`transmission input shaft 83. Divergently, the spring-mass system can be coupled to a
`
`15
`
`different transmission element, in particular one rotating at a divergent rotation speed.
`
`The embodiments depicted can be combined arbitrarily with one another. For example,
`the use of several spring-mass systems 22 is possible.
`
`20
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`12
`
`Valeo Exhibit 1110, pg. 13
`
`

`
`CLAIMS
`
`1.
`
`A drive train of a motor vehicle, having a drive unit that is in driving connection
`
`with at least one vehicle wheel (19) via at least one startup element, a
`
`5
`
`transmission (14), an output shaft (universal joint shaft 15) of the transmission
`
`(14), and a final drive (16),
`
`a vibration-capable spring-mass system (22) being provided parallel to the
`
`aforesaid power path, which system interacts as a canceller with torsional
`
`vibrations of the drive train, and the energy exchange of which system with the
`
`10
`
`drive train occurs between the startup element and the output shaft (universal
`
`joint shaft 15) of the transmission.
`
`2.
`
`The drive train according to Claim 1,
`
`wherein the startup element is embodied as a hydrodynamic torque
`
`15
`
`converter (10).
`
`3.
`
`The drive train according to Claim 1 or 2,
`
`wherein a torsional damper (21), in particular having two torsional damper
`
`stages, is placed after the startup element (torque converter 10), and the spring-
`
`20
`
`mass system (22) is arranged between the first torsional damper stage (18) and
`
`the second torsional damper stage (19).
`
`4.
`
`The drive train according to Claim 1 or 2,
`
`wherein a torsional damper (21) is placed after the startup element
`
`25
`
`(torque converter 10), and the spring-mass system (22) is arranged between the
`
`torsional damper (21) and a transmission member of a transmission stage of the
`
`transmission (14).
`
`5.
`
`The drive train according to one of the preceding claims,
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`13
`
`Valeo Exhibit 1110, pg. 14
`
`

`
`wherein the spring-mass system (22) possesses a damper (25) connected
`
`in parallel or in series with respect to a spring (23) of the spring-mass system
`(22).
`
`5 6.
`
`The drive train according to one of the preceding claims,
`
`wherein the spring-mass system (22) is embodied as a torsion canceller that
`executes rotational vibrations around a shaft of the transmission (14).
`
`10
`
`15
`
`20
`
`7.
`
`The drive train according to Claim 1, 2, 5, or 6,
`
`wherein the spring-mass system (22) is embodied as a transmission
`canceller.
`
`8.
`
`The drive train according to one of the preceding claims,
`
`wherein the mass (24) of the spring-mass system (22) is arranged with a
`radial spacing from a shaft of the drive train.
`
`9.
`
`The drive train according to one of the preceding claims,
`
`wherein the spring-mass system (22) possesses a variable natural
`frequency.
`
`10.
`
`The drive train according to one of the preceding claims,
`
`wherein the vibration behavior of the spring-mass system (22) can be
`influenced by way of an open- or closed-loop control system.
`
`25 11.
`
`The drive train according to one of the preceding claims,
`
`wherein the spring (23) of the spring-mass system (22) is constituted by a
`steel spring.
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`14
`
`Valeo Exhibit 1110, pg. 15
`
`

`
`ABSTRACT
`
`The invention relates to the drive train of a motor vehicle. The interposition of spring(cid:173)
`
`damper elements, two-mass flywheels, or universal joint shaft cancellers in order to
`reduce torsional vibrations of the drive train is known. The object of the invention is to
`
`5
`
`propose a drive train that is improved in terms of dynamics. According to the invention
`a vibration-capable spring-mass system (22) is provided parallel to the drive train, which
`
`system is arranged as a canceller between the startup element (10) and the output
`shaft (13) of the transmission. This brings about an effective reduction in vibrations of
`
`10
`
`the drive train, with a space-saving design. The invention is utilized in drive trains of
`motor vehicles, in particular passenger cars.
`
`1200.950 (PCT/EP2003/007973, WO 2004/018897)
`
`15
`
`Valeo Exhibit 1110, pg. 16
`
`

`
`(12) NACH DEM VERTRAG UBER DIE TERNATIONALE ZUSAMIVIENARBEIT AUF DEM GEBIET DES
`PATENTWESENS (PCT) VEROFFENTLICHTE INTERNATIONALE ANMELDUNG
`
`4/7?; _
`
`(19)W1
`
`'
`
`'
`
`e‘°”g?,?::fJ;:2na1:f%‘:?§“ ‘g°““““ V4119,
`
`fii " E‘
`
`I|||||||||||||H|||||||||||||||||||||||||Ill||||||||H|||||||||||||||||||||||||||||||||||||||||
`
`(43) Internationales Veriiffentlichungsdatum
`4. Méirz 2004 (04.03.2004)
`
`(10) 111tel'113ti01131€ Verfiffentlichungsnllmmer
`W0 2004/013397 A1
`
`(51) Internationale Patentklassifikation7:
`B60K 17/00, Fl6H 45/02
`
`F16F 15/14,
`
`(21) Internationales Aktenzeichen:
`
`PCT/EP2003/007973
`
`(22) Internationales Anmeldedatum:
`22. Juli 2003 (22.07.2003)
`
`(25) Einreichungssprache:
`
`(26) Veriiffentlichungssprache:
`
`Deutsch
`
`Deutsch
`
`(30) Angaben zur Prioritat:
`102 36 752.3
`10. August 2002 (10.08.2002)
`
`DE
`
`(71) Anmelder (fiir alle Bestimmungsstaaten mitAusnahme van
`US): DAIMLERCHRYSLER AG [DE/DE]; Epplestrasse
`225, 70567 Stuttgart
`
`(72) Erfinder; und
`(75) Erfinder/Anmelder (nur fiir US): HALLER, Andreas
`[DE/DE]; Taubenheimstrasse 44, 70372 Stuttgart (DE).
`KOPPITZ, Bernd [DE/DE]; Wiesenstrasse 10, 73650
`Winterbach (DE). SCHULTZ, Heinz [DE/DE]; Wein-
`bergstrasse 26, 73269 Hochdorf (DE). WDRNER, Giinter
`[DE/DE]; Falkenstrasse 15, 71394 Kemen (DE).
`
`(74) Anwalte: KOCHER, Klaus-Peter usw.; DaimlerChrysler
`AG, Intellectual Property Management, IPM—C106, 70546
`Stuttgart (DE).
`
`[Fortsetzung auf der ndchsten Seite]
`
`(54) Title: DRIVE TRAIN OF A MOTOR VEHICLE
`
`(54) Bezeichnung: ANTRIEBSSTRANG EINES KRAFTFAHRZEUGES
`
`10
`
`11
`
`12
`
`21
`
`13
`
`V-1
`< (57) Abstract: The invention relates to the drive train of a motor Vehicle. In order to reduce torsional Vibrations of the drive train,
`l\ the use of spring damper elements, dual—mass flywheels or drive shaft amortizing elements is already known per se. The aim of the
`a\ invention is to provide a drive train that has improved dynamics. According to the invention, a vibratable spring—mass system (22)
`% is disposed parallel to the drive train. Said system acts as an amortizer between the starting element (10) and the output shaft (13)
`1 of the gearbox. Said compact, space—saving structure results in effective reduction of vibrations of the drive train. The invention can
`‘_l be used in the drive trains of motor vehicles, especially passenger cars.
`
`3 (57) Zusammenfassung: Die Erfindung betrifft den Antriebsstrang eines Kraftfahrzeuges. Zur Reduzierung Von Torsionsschwin—
`: gungen des Antriebsstranges ist die Zwischenschaltung von Feder—DampferElementen, Zweimassenschwungradern oder Gelenk—
`(Kl wellentilgern bekannt. Aufgabe der Erfindung ist es, einen hinsichtlich der Dynamik verbesserten Antriebsstrang vorzuschlagen.
`Erfindungsgemass ist parallel zum Antriebsstrang ein schwingungsfahiges Feder—Masse—System (22) vorgesehen, welches als Tilger
`zwischen dem Anfahrelement
`
`g
`
`[Furtsetzung aufder m'1’chsten Seite]
`
`Valeo Exhibit 1110, pg. 17
`
`Valeo Exhibit 1110, pg. 17
`
`

`
`WO 2004/018897 A1
`
`I|||||||||||||ll|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
`
`(81) Bestimmungsstaat (national): US.
`
`(84) Bestimmungsstaaten (regional): européiisches Patent (AT,
`BE, B