United States Patent [19]
`Sudau
`
`[54] LOCKUP CLUTCH WITH A
`COMPENSATION FLYWHEEL MASS AT THE
`TORSIONAL VIBRATION DAMPER
`
`[75]
`
`Inventor:
`
`Jiirg Sudau, Niederwerrn, Germany
`
`[73] Assignee: Mannesmann Sachs AG, Schweinfurt,
`Germany
`
`[21] Appl. No.: 09/239,218
`
`[22] Filed:
`
`Jan. 28, 1999
`
`[30]
`
`Foreign Application Priority Data
`
`Feb. 4, 1998
`
`[DE]
`
`Germany ........................... 198 04 227
`
`Int. CI? ............................. F16D 33/00; F16H 45/02
`[51]
`[52] U.S. CI. .......................... 192/3.28; 192/3.29; 192/3.3
`[58] Field of Search .................................. 192/3.28, 3.29,
`192/3.3, 103 R; 74/574
`
`[56]
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`
`6/1993 Gimmler .................................. 192/3.3
`5,215,173
`5,836,217 11/1998 Sudau et al. .............................. 74/574
`
`FOREIGN PATENT DOCUMENTS
`
`111111
`
`1111111111111111111111111111111111111111111111111111111111111
`US006026940A
`[11] Patent Number:
`[45] Date of Patent:
`
`6,026,940
`Feb. 22,2000
`
`196 18 864 11/1997 Germany ...................... F16F 15/131
`
`Primary Examiner-Rodney H. Bonck
`Assistant Examiner-Tisha D. Waddell
`Attorney, Agent, or Firm---Cohen, Pontani Lieberman &
`Pavane
`
`[57]
`
`ABSTRACT
`
`A lockup clutch at a hydrodynamic torque converter is
`constructed with a torsional vibration damper which has a
`drive-side transmission element and a driven-side transmis(cid:173)
`sion element which is rotatable relative to the latter. Both of
`the transmission elements are provided with driving devices
`for driving elastic elements of a damping device. A carrier
`for a compensation flywheel mass is associated with the
`driven-side transmission element, wherein the carrier is
`connected with the turbine wheel on the one hand and with
`the driven-side driving device of the elastic elements on the
`other hand so as to be fixed with respect to rotation relative
`thereto and is provided at least with a cutout for receiving
`the compensation flywheel mass. The cutout has a guide
`path at least in its area of contact with the compensation
`flywheel mass, which guide path allows a movement of the
`compensation flywheel mass with at least one component
`perpendicular to the radial direction at the carrier.
`
`41 21 586
`
`1/1993 Germany ........................ F16H 45/02
`
`6 Claims, 2 Drawing Sheets
`
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`Valeo Exhibit 1005, pg. 1
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`
`

`
`u.s. Patent
`
`Feb. 22, 2000
`
`Sheet 2 of 2
`
`6,026,940
`
`Fig.2
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`Valeo Exhibit 1005, pg. 3
`
`

`
`6,026,940
`
`1
`LOCKUP CLUTCH WITH A
`COMPENSATION FLYWHEEL MASS AT THE
`TORSIONAL VIBRATION DAMPER
`
`BACKGROUND OF THE INVENTION
`
`1. Field of the Invention
`The present invention is directed to a lockup clutch for a
`hydrodynamic torque converter with a torsional vibration
`damper.
`2. Description of the Related Art
`A prior art lockup clutch is disclosed by FIGS. 1 and 2 of
`reference DE 41 21 586 A1. This prior art lockup clutch is
`arranged in a hydrodynamic torque converter axially
`between the converter housing and the turbine wheel. The
`lockup clutch has a piston which is arranged so as to be
`rotatable and axially displaceable on a turbine hub. The
`lockup clutch also acts, via a rivet connection, on driving
`means on a drive side for elastic elements of a damping
`device. The lockup clutch forms, with these driving means, 20
`a drive-side transmission element of a torsional vibration
`damper of the lockup clutch. The elastic elements in the
`form of circumferential springs couple the drive-side driving
`means with a driven-side driving means in the form of a hub
`disk which is provided with an inner too thing for meshed 25
`coupling with an outer toothing of a carrier which is fixed
`with the turbine hub so as inot to be rotatable relative to it.
`The driven-side driving means. together with the holder,
`forms a driven-side transmission element of the torsional
`vibration damper of the lockup clutch.
`In this torsional vibration damper, the transmission ele(cid:173)
`ments which act relative to one another via the damping
`device operate in such a way that a complete frequency
`range can be filtered. However, torsional vibrations of a
`determined order cannot be overcome.
`In another prior art vibration damper disclosed, for
`example, in FIG. 1 of DE 196 18 864 AI, a torsional
`vibration damper which is constructed with a drive-side
`transmission element in the form of a first flywheel mass
`and, rotatable thereto, a driven-side transmission element in 40
`the form of a second flywheel mass. Both flywheel masses
`have driving means for elastic elements of a damping device
`which act in the circumferential direction between the
`flywheel masses. The driven-side transmission element has
`a recess or cutout in which a compensation flywheel mass is 45
`arranged so as to be movable along a guide path. Both the
`guide path and the compensation flywheel mass are con(cid:173)
`structed with a curvature, so that a rolling movement of the
`compensation flywheel mass is carried out along the guide
`path when a torsional vibration is introduced. On the one 50
`hand, because of the two flywheel masses connected with
`one another by a damping device, a complete frequency
`range can be filtered with a device of the kind mentioned
`above, that is, amplitudes of different orders are damped,
`while, on the other hand. torsional vibrations of a deter- 55
`mined order at determined amplitude magnitudes can be
`reduced by a determined amount in an outstanding manner
`due to the compensation flywheel mass.
`
`SUMMARY OF THE INVENTION
`It is the object of the invention to construct the torsional
`vibration damper at the lockup clutch of a hydrodynamic
`torque converter in such a way that torsional vibrations
`delivered by a drive, for example, by an internal combustion
`engine, can be filtered out to the greatest possible extent.
`This object is met by a lockup clutch for use with a
`hydrodynamic torque converter including a torsional vibra-
`
`2
`tion damper having an elastic element, a drive-side trans(cid:173)
`mission element rotatable about an axis of rotation and
`having driving means drivably connectable for driving one
`side of the elastic element, and a driven-side transmission
`5 element rotatable relative to said drive-side transmission
`element about said axis of rotation and having driving means
`drivably connectable for driving the other side of the elastic
`element, the lockup clutch further including a compensation
`flywheel mass and a carrier connected with the driven-side
`10 transmission element and connectable with a turbine wheel
`of the hydrodynamic torque converter, the carrier having a
`cutout for receiving the compensation flywheel mass, and
`the cutout comprising a guide path for the compensation
`flywheel mass operatively arranged for allowing movement
`15 of the compensation flywheel mass for reducing an accel(cid:173)
`eration of the driven side transmission element, at least one
`component of said movement of said compensation flywheel
`mass being perpendicular to a radial direction relative to the
`carner.
`Through the construction of the torsional vibration
`damper at a lockup clutch of a hydrodynamic torque con(cid:173)
`verter around a compensation flywheel mass, the accelera(cid:173)
`tion at the transmission input shaft can be reduced over the
`entire speed range and function range. In this respect, the
`compensation flywheel mass is adjusted to a determined
`order of vibration excitation. Through the arrangement of
`the compensation flywheel mass on the side of the turbine
`wheel, the compensation flywheel mass is also effective
`during the switching processes at the lockup clutch, so that
`30 the slip phase is appreciably reduced during engagement of
`the clutch because the engagement shock transmitted to the
`gear unit is reduced.
`Through the construction of the compensation flywheel
`mass with an axial center pin and securing flanges which act
`35 at the latter on both sides and whose outer dimensions
`exceed the dimensions of the cutout vertical to the guide
`path, it is ensured that the compensation flywheel mass
`cannot exit from the cutout and, therefore, from the guide
`path. However, to move a compensation flywheel mass of
`this type into the cutout, an insertion or lead-in located
`radially inside of the cutout is associated with the cutout. At
`a low rate of rotation of the transmission elements of the
`torsional vibration damper, for example, during the shut
`down phase of the engine in which the compensation
`flywheel mass is only slightly subject to the effect of
`centrifugal force and, in some cases, no longer contacts the
`guide path, the compensation flywheel mass should be
`prevented from falling inward and thus reaching the area of
`the lead-in, from which it could exit the transmission ele(cid:173)
`ment. To prevent this occurrence, an access provided radi(cid:173)
`ally between the cutout and the lead-in adjoins the cutout via
`a connection, wherein this access should cause the compen(cid:173)
`sation flywheel mass to remain in the cutout. According to
`the invention, the compensation flywheel mass usually
`moved in one direction along the guide path during the shut
`down phase of the engine. Therefore, a flat connection
`arranged on a side of the access toward which the compen(cid:173)
`sation flywheel mass normally moves prevents the compen(cid:173)
`sation flywheel mass from falling into the lead-in with a
`60 component vertical to the radial direction, so that the com(cid:173)
`pensation flywheel mass is drawn away from the internal
`combustion engine via the lead-in and thus comes to rest in
`the end position portion of the cutout. A steep connection
`between the access and cutout is arranged on the other side
`65 of the access opposing the direction in which the compen(cid:173)
`sation flywheel mass normally moves, due to an ascending
`path in the area of extension of the connection and due to a
`
`Valeo Exhibit 1005, pg. 4
`
`

`
`6,026,940
`
`3
`small radius at this location, the compensation flywheel
`mass is drawn away over the access during its movement in
`the direction of the guide path.
`The various features of novelty which characterize the
`invention are pointed out with particularity in the claims
`annexed to and forming a part of the disclosure. For a better
`understanding of the invention, its operating advantages, and
`specific objects attained by its use, reference should be had
`to the drawing and descriptive matter in which there are
`illustrated and described preferred embodiments of the 10
`invention.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`4
`connection, reference is also had to the above-mentioned
`reference DE 41 21 586 Al for an example of a means for
`supplying the pressure medium to the chamber 35.
`The piston 27 has a rivet connection 37 with drive-side
`5 driving means 39 in the form of cover plates, together with
`which it forms a drive-side transmission element 40. The
`drive-side driving means 30 act, via elastic elements 41
`which are preferably springs oriented in the circumferential
`direction, at driven-side driving means 43 in the form of a
`hub disk having an inner too thing 45 by which it engages
`with an outer too thing 47 of a holder 49. The turbine hub 15
`fixedly receives a carrier 51 for a compensation flywheel
`mass 54, wherein this compensation flywheel mass 54,
`together with the driven-side driving means 43 and the
`15 holder 49, forms a transmission element 52 on the driven
`side. Torsional vibrations that are introduced from the con-
`verter housing 9 via the piston 27 will consequently cause a
`deflection of the compensation flywheel mass 54 in oppo(cid:173)
`sition to the working direction of the torsional vibrations, so
`that the compensating function of this compensation fly(cid:173)
`wheel mass 54 takes effect. The basic manner of operation
`of a compensation flywheel mass 54 in a torsional vibration
`damper is, for example, described in the above-cited DE 196
`18864 AI.
`FIG. 2 shows the construction of a carrier 51 in the area
`of extension of a cutout 53 which acts in the radial outer area
`as a guide path 55 for the compensation flywheel mass 54.
`With increasing deflection from its center position in the
`circumferential direction, the compensation flywheel mass
`30 54 is increasingly forced radially inward. The inward move(cid:173)
`ment of the compensation flywheel mass 54 occurs against
`the applied centrifugal force, so that, as the deflection
`increases, the impression is given that the deflection is
`carried out against a spring of increasing stiffness.
`Referring again to FIG. 1, the compensation flywheel
`mass 54 has a center pin 57 by which it is guided into the
`cutout 53. Axially adjoining this center pin 57 on both sides
`are securing flanges 59 which are constructed such that their
`diameter is greater than the radial extension of the cutout 53
`40 and the compensation flywheel mass 54 is accordingly
`prevented from falling out of the cutout 53. But in order for
`the compensation flywheel mass 54 to be inserted without
`difficulty into the cutout 53, as is shown in FIG. 2, a lead-in
`61 is provided radially inside of the cutout 53. The diameter
`45 of the lead-in 61 is constructed such that a securing flange
`59 slides through axially and therefore the compensation
`flywheel mass 54 can be inserted. During rotational move(cid:173)
`ment of the torsional vibration damper, the compensation
`flywheel mass 54, due to centrifugal force, moves radially
`50 outward via an access 63 which couples the lead-in 61 to the
`cutout 53. The access 63 is constructed as a bottleneck and
`has, at both sides, a connection 65, 67 for the cutout 53. The
`connection 65 extends flat as shown on the left-hand side of
`the view in FIG. 2, but is very steep according to the
`construction shown on the right-hand side. The shapes of the
`connections are designed to prevent the compensation fly(cid:173)
`wheel mass 54 from falling back into the lead-in 61 and
`possibly exiting the carrier 51 even when the engine is shut
`off. The centrifugal force acting on the compensation fly(cid:173)
`wheel mass 54 at a low rate of rotation of the carrier 51, for
`example, when the internal combustion engine is shut down,
`is so slight that the compensation flywheel mass 54 may
`possibly no longer contact the radial outside of the guide
`path 55. However, since, at the same time, a component
`always acts on the compensation flywheel mass 54 in the
`direction of extension of the guide path 55 because of
`torsional vibrations, this compensation flywheel mass 54 is
`
`35
`
`In the drawings, wherein like reference characters denote
`similar elements throughout the several views:
`FIG. 1 shows the upper half of a longitudinal section
`through a hydrodynamic torque converter with a lockup
`clutch and a torsional vibration damper with a compensation
`flywheel according to an embodiment of the present inven- 20
`tion; and
`FIG. 2 shows a view of a radially outer area of a carrier
`of the lockup clutch of FIG. 1 which receives the compen(cid:173)
`sation flywheel mass.
`
`25
`
`DETAILED DESCRIPTION OF THE
`PRESENTLY PREFERRED EMBODIMENTS
`
`FIG. 1 shows a hydrodynamic torque converter 100
`having a bearing journal 1 from which a primary flange 3
`extends radially outward. The primary flange 3 is fixedly
`connected to an impeller shell 5 that carries a converter hub
`7 at its radial inner end. The primary flange 3 and the
`impeller shell 5 form a converter housing 9 of the torque
`converter 100.
`The impeller shell 5 has a vane arrangement for forming
`an impeller wheel 11 of the torque converter 100. The
`impeller wheel 11 cooperates with a turbine wheel 13 which
`also has a vane arrangement. The turbine wheel 13 is
`fastened to a turbine hub 15 which has an inner too thing 16.
`The turbine hub 15 is connectable with a conventionally
`constructed driven shaft via the inner toothing 16. For
`example, a driven shaft of the kind shown and described in
`reference DE 4121586 Al which was cited above, may be
`used.
`The turbine hub 15 is clamped between an axial bearing
`17 and an axial bearing 19. The axial bearing 17 separates
`the turbine hubl5 from the primary flange 3. The axial
`bearing 19, together with another axial bearing 21 which is
`supported in the region of the converter hub 7 at the
`converter housing 9, fixes a stator wheel 23 which, together
`with the impeller wheel 11 and the turbine wheel 13, forms
`a hydrodynamic converter circuit 24.
`A lockup clutch 25 having, a piston 27 which is mounted
`on the turbine wheel 15 so as to be rotatable and axially 55
`displace able is provided axially between the primary flange
`3 and the turbine wheel 13. A radial outer end of the piston
`27 has a friction facing 29 that cooperates with a friction
`surface 31 on the primary flange 3. Pressure may be applied
`to the back of the piston 27 by the converter circuit 24, so 60
`that the friction facing 29 of the piston 27 contacts the
`friction surface 31 and at torque which is introduced at the
`converter housing 9 can be transferred to the piston 27. A
`chamber 35 which is situated axially between the primary
`flange 3 and the piston 27 may be supplied with pressure 65
`medium via grooves 33 in the axial bearing 17 for a lifting
`of the piston 27 from the primary flange 3. In this
`
`Valeo Exhibit 1005, pg. 5
`
`

`
`6,026,940
`
`5
`conducted in the direction of the lateral extension of the
`cutout 53 over the flat connection 65 and drops into this
`portion 70 of the cutout 53 as the rate of rotation further
`decreases. A similar effect is caused by the steep connection
`67. However, due to the fact that its path continues to ascend 5
`at the access 63 and because of its small radius, this steep
`connection 67 provides that the compensation flywheel mass
`54 is drawn over the access 63 and falls into the correspond(cid:173)
`ing portion 72 of the cutout 63. Therefore, the compensation
`flywheel mass 54 is prevented from falling back into the
`lead-in 61 and possibly exiting the carrier 51 even when the
`engine is shut off.
`The invention is not limited by the embodiments
`described above which are presented as examples only but
`can be modified in various ways within the scope of pro(cid:173)
`tection defined by the appended patent claims.
`We claim:
`1. A lockup clutch for use with a hydrodynamic torque
`converter, comprising:
`a torsional vibration damper having an elastic element 20
`having a first end and a second end, a drive-side
`transmission element rotatable about an axis of rotation
`and having driving means drivably connectable for
`driving said first end of said elastic element, and a
`driven-side transmission element rotatable relative to
`said drive-side transmission element about said axis of
`rotation and having driving means drivably connect(cid:173)
`able for driving said second end of the elastic element;
`a compensation flywheel mass; and
`a carrier connected with said driven-side transmission
`element and connectable with a turbine wheel of the
`hydrodynamic torque converter, said carrier having a
`cutout for receiving said compensation flywheel mass,
`and said cutout comprising a guide path for said
`compensation flywheel mass operatively arranged for
`allowing movement of said compensation flywheel
`mass for reducing acceleration of said driven side
`
`6
`transmission element, at least one component of said
`allowed movement of said compensation flywheel
`mass being perpendicular to a radial direction relative
`to said carrier.
`2. The lockup clutch of claim 1, wherein said drive-side
`transmission element comprises a piston, said carrier for
`said compensation flywheel mass being arranged axially
`between said piston and the turbine wheel of the hydrody(cid:173)
`namic torque converter, and a radially inner end of said
`10 carrier being rotatably fixedly connected with said driving
`means of said driven-side transmission element.
`3. The lockup clutch of claim 1, wherein said compen(cid:173)
`sation flywheel mass comprises an axial center pin penetrat-
`15 ing said cutout and securing flanges connected at both axial
`ends of said center pins, said flanges having a larger dimen(cid:173)
`sion than a dimension of said cutout perpendicular to said
`guide path, thereby retaining said compensation flywheel
`mass in said cutout.
`4. The lockup clutch of claim 1, wherein said carrier
`comprises a lead-in portion for insertion and removal of said
`compensation flywheel mass arranged radially inside of said
`cutout and connected with said cutout via an access.
`5. The lockup clutch of claim 4, wherein said access
`25 passes into said cutout via a flat connection operatively
`arranged for preventing said compensation flywheel mass
`from entering said access during a decrease in rotational
`speed of the torque converter.
`6. The lockup clutch of claim 4, wherein said access
`30 comprises a steep connection to said cutout so that said
`access is only slightly wider than an outer diameter of said
`center pin until the immediate area of transition to said
`cutout, said steep connection being operatively arranged for
`preventing said compensation flywheel mass from entering
`35 said access during a decrease in rotational speed of the
`torque converter.
`
`* * * * *
`
`Valeo Exhibit 1005, pg. 6