GB2027847A – Extended travel vibration damper assembly
– Google Patents
GB2027847A – Extended travel vibration damper assembly
– Google Patents
Extended travel vibration damper assembly
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Publication number
GB2027847A
GB2027847A
GB7927758A
GB7927758A
GB2027847A
GB 2027847 A
GB2027847 A
GB 2027847A
GB 7927758 A
GB7927758 A
GB 7927758A
GB 7927758 A
GB7927758 A
GB 7927758A
GB 2027847 A
GB2027847 A
GB 2027847A
Authority
GB
United Kingdom
Prior art keywords
separator
pair
damper assembly
vibration damper
equalizer
Prior art date
1978-08-14
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB7927758A
Other versions
GB2027847B
(en
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Borg Warner Corp
Original Assignee
Borg Warner Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
1978-08-14
Filing date
1979-08-09
Publication date
1980-02-27
1979-08-09
Application filed by Borg Warner Corp
filed
Critical
Borg Warner Corp
1980-02-27
Publication of GB2027847A
publication
Critical
patent/GB2027847A/en
1982-10-06
Application granted
granted
Critical
1982-10-06
Publication of GB2027847B
publication
Critical
patent/GB2027847B/en
Status
Expired
legal-status
Critical
Current
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Classifications
F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
F16F15/123—Wound springs
F16F15/1232—Wound springs characterised by the spring mounting
F16F15/1234—Additional guiding means for springs, e.g. for support along the body of springs that extend circumferentially over a significant length
F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
F16D43/00—Automatic clutches
F16D43/02—Automatic clutches actuated entirely mechanically
F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
F16D43/14—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members
F16D43/18—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members with friction clutching members
F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
F16H—GEARING
F16H41/00—Rotary fluid gearing of the hydrokinetic type
F16H41/24—Details
F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
F16H—GEARING
F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
F16H—GEARING
F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
F16H2045/0221—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means
F16H2045/0226—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means comprising two or more vibration dampers
F16H2045/0231—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type with damping means comprising two or more vibration dampers arranged in series
Description
1 1 GB2027847A 1
SPECIFICATION
Extended travel vibration damper assembly A vibration damper assembly conventionally is utilized in a clutch assembly in the drive train between an automotive engine and a manual transmission to neutralize any torsional vibra tions emanating from the engine. A torque converter normally does not require a vibra tion damper as undesirable vibrations are hy draulically dampened in the converter. How ever, where a lock-up coupling is inserted into the torque converter to improve efficiency at high speeds, vibrations again become a prob lem.
In the present invention, a plurality of cen trifugally actuated friction clutches form the lock-up coupling between the impeller and turbine of the torque converter, and an ex tended travel vibration damper is inserted in the carrier for the friction clutches and acts to overcome the problems of torsional vibrations in the torque converter.
The present invention relates to an im- 90 proved vibration damper assembly for use in a lock-up coupling for a torque converter of the centrifugal ly-actuated type to provide a rela tively high amplitude damping at a low spring rate. The damper is compact, self-contained and substantially completely enclosed except for the hub barrel. The compression springs in the damper assembly are chosen to comple ment the performance curve of the centrifu gaily-actuated lock-up coupling, and the dam per is arranged to be positioned within a relatively small space provided between the housing and the turbine of the torque conver ter.
The present invention also comprehends a vibration damper assembly inserted in a carrier for a centrifugally actuated lock-up coupling where a suitable one-way clutch is located between the hub of the torque converter turbine and the hub of the vibration damper. A one-way clutch is utilized in the vibration damper assembly so that the lock-up coupling will only be engaged in the drive direction; the one-way clutch preventing engagement of the lock-up coupling in the coast direction.
The present invention further comprehends a vibration damper assembly having improved compression spring separators in each equalizer which are rockable over a limited extent to prevent unequal engagement of the compression spring sets. Each equalizer comprises a pair of generally flat plates journalled on the hub and having oppositely extending projections or tabs on the periphery thereof with an opening in each tab. A flat yoke bridges the spacing between the plates and is provided with a pair of lugs extending into and through the openings for swaging. A generally Vshaped spring separator is positioned in a central slot in the flat yoke and has inclined edges adapted to be engaged by the damper springs.
The present invention also comprehends a vibration damper assembly having a generally wedge-shaped spring separaor member pivotally mounted between the aligned ams of an equalizer. The aligned equalizer arms of the two plates journalled on the hub are joined together by a pivotpin securing the arms together and passing through an opening in the separator located between the two arms. The separator has inclined edges to engage the ends of adjacent compression springs and a slightly elongated opening receiving the pivot pin to allow a limited amount of adjustment by the separator.
The present invention further provides a vibration damper assembly capable of receiving oversized springs for the central spring pocket to enhance the damping characteristics. In this arrangement, arcuate cut-outs are provided in the side walls of the damper housing to allow larger than normal diameter compression springs for damping.
The present invention further envisions a vibration damper assembly which may easily be utilized for a clutch friction plate in a vehicle clutch as well as for a lock-up coupling for a torque converter.
Further objects are to provide a construction of maximum simplicity, efficiency, economy, and ease of assembly and operation, and such further objects, advantages and capabilities as will later be described and are inherently possessed thereby.
One way of carrying out the invention is described in detail below with reference to drawings which illustrate only one specific embodiment, in which:- Figure 1 is a partial rear elevational view with portions broken away of an extended travel vibration damper utilized with a speed responsive lock- up coupling in a torque converter with the converter structure omitted.
Figure 2 is a partial cross sectional view taken on the irregular fine 22 of Fig. 1 and showing a portion of the torque converter.
Figure 3 is a partial exploded perspective view of the damper housing.
Figure 4 is a partial exploded perspective view of the hub, equalizer and spring separator and the damper.
Figure 5 is a partial rear elevational view with portions broken away of a second em- bodiment of damper.
Figure 6 is a partial vertical cross sectional view taken on the irregular line 6-6 of Fig. 5.
Figure 7 is a partial vertical cross sectional view similar to the upper portion of Fig. 6 but showing a third embodiment of damper.
Figure 8 is a partial exploded perspective view of a portion of an equalizer.
Figure 9 is a partial cross sectional view taken on the line 9-9 of Fig. 7.
Figure 10 is a partial perspective view of a 2 GB2027847A 2 portion of an equalizer in assembled relation.
Figure 11 is a rear elevational view partially broken away of a fourth embodiment of dam per in a friction clutch.
Figure 12 is a cross sectional view taken on the irregular line 12-12 of Fig. 12.
Figure 13 is a partial rear elevational view with portions broken away of a fifth embodi ment of damper.
Figure 14 is a cross sectional view taken on the irregular line 14-14 of Fig. 13. – Figure 15 is a partial exploded perspective view of a portion of an equalizer for the damper.
Referring more particularly to the disclosure in the drawings wherein are shown illustrative embodiments of the present invention, Figs. 1 through 4 disclose an extended travel damper assembly 10 utilized in conjunction with a speed responsive lock-up coupling or clutch 11 for a torque converter 12 of an automatic transmission in an automotive vehicle (not shown). The torque converter 12 includes a housing 13 operatively connected to an en- gine drive shaft (not shown) at its inner periphery, an impeller 14 connected to the housing, a turbine 15 and a stator 16 conventionally arranged to provide torque multiplication for the automatic transmission. The inner periphery of the turbine shell 17 is secured to a turbine hub 18 having an outer splined surface 19 and an interior splined recess 21 to receive the splined end 22 of a transmission input shaft. A thrust washer 23 is posi- tioned on the reduced end 24 of the turbine hub 18 between the housing 13 and the damper assembly 10 to provide a bearing surface therefor.
A rotatable member 25 is positioned be- tween the housing 13 and the turbine shell 17 and is secured at its inner periphery to the damper assembly 10 by a series of suitable securing means, such as rivets 26. The outer periphery of member 25 supports a plurality of friction shoe assemblies 27 in circumferentially spaced openings 28.
The vibration damper assembly 10 includes a rotatable hub 31 having a barrel 32 with a central splined opening 33 receiving therein the outer splined surface 19 of the turbine hub 18, an integral radial flange 34 defining shoulders 35, 35, and a pair of oppositely disposed outwardly extending arms 36, 36, each having a central V-shaped notch 37 in the outer edge. Each arm has outwardly diverging edges 39, 39 terminating in a pair of circurnferentially oppositely extending fingers 38,38.
Journalled on the hub barrel 32 are a pair of floating equalizers 41, 41′, each equalizer including a pair of generally flat plates 42, 42 mounted on opposite sides of the hub flanges 34. Each plate 42 is generally circular wi-ih a central opening 43 receiving a shoulder 35 of the barrel 32 and has a pair of oppositely disposed projections or tabs 44, 44; each tab having a generally rectangular opening 45 formed therein. Mounted between aligned tabs 44, 44 of the two plates is a generally flat yoke 46 having an elongated body with a rounded end 47 and a pair of laterally extending lugs 48, 48 at the opposite end received within the aligned openings 45, 45 and adapted to be upset to retain the plates to- gether. The yoke is provided with an elongated slot 49 receiving a V- shaped spring separator 51 having outwardly diverging edges 52, 52, a central notch 53 in the outer edge and a pair of circurnferentially oppositely extending fingers 54, 54. As seen in Fig. 2, the two inner plates 42, 42 form one equalizer 41 with the tabs 44 outwardly offset at 55, while the two outer plates form the second equalizer 41′ with the tabs of these plates lying in the same plane as the plate.
Substantially completely encompassing the hub and equalizers is a damper cover or housing 56 formed of a pair of generally flat cover plates 57, 57, each having an inwardly offset central portion 58 defining a central opening 59 receiving an end of the hub barrel 32. Adjacent the rounded ends 47 of the yokes, the plates are inclined inwardly at 61 with the front plate 57 terminating in a radial flange 62 and the rear plate 57 having an annular portion 63 beyond the outer edges of the hub arms 36 and spring separators 51 and terminating in a radial flange 64 abutting the flange 62; the flanges being secured to the rotatable member 25 by the rivets 26.
Stamped out of the plates are oppositely disposed inwardly extending drive straps 65 having inward offsets 66; the straps lying closely adjacent and generally parallel to the hub arms 36. Also formed out of the cut-outs 67 provided by the stamped straps 65 are a pair of ears 68 to prevent excessive wear between the damper springs and the housing. Reentry ramps 69 are also formed at the cut- outs 67 which both act as retainers for the springs and as inclined planes to prevent outward movement of the springs as the straps 65 are moved away from the hub arms 32. Two groups of spring sets 71, 72, 73 are provided within the damper housing between the hub arms 32 and spring separators 51 on the equalizers. The spring sets engage the diverging edges 52 of the separators 51 to urge them outwardly from the hub barrel as limited by the yoke 46. The two groups of springs act in parallel with the spring sets in each group acting in series. Each spring set consists of two or three concentric springs, and each set may vary in its spring rate.
Although the spring sets in each group may have identical rates or differing rates, it is preferred that the central spring set 73 between the equalizers has the highest rate while the other two spring sets 71 and 72 have lower identical rates.
9 3 0 GB 2 027 847A 3 For example, the friction shoe assemblies 27 do not move outwardly under centrifugal force to engage the interior surface 74 of the torque converter housing 13 until a speed of 500 rpm is reached. As the lock-up coupling begins to engage to provide a direct drive between the impeller 14 and turbine 15 of the torque converter, the damper assembly is also actuated. Rotation of the member 25 causes rotation of the damper housing 56 so that the drive straps 65 engage the spring sets 71, 71 of the two groups of spring sets. Compression of these two diametrically opposite spring sets causes the spring sets to react with one another through the equalizers 41, 41 1. As the spring sets 71 and 72 are preferably of equal rates, they will be compressed substantially equally as torque is applied, with the higher rate spring sets 73 being com- pressed to a lesser degree. As the torque increases due to the lock-up action, the spring sets 71 and 72 will be compressed until they reach solid height while the spring sets 73 are capable of additional compression. Obviously, the maximum deflection allowed by compression of the spring sets to their solid heights need not be reached, depending on the resistance to rotation of the hub 31 by the torque output means. Torque is transferred from the drive straps 65 through the spring sets 71, 72, 73 are equalizers 41, 41′ to the hub arms 36 to cause rotation of the hub under lock-up conditions. The spring rates in the damper assembly are designed to complement the action of the lock-up coupling.
Figs. 5 and 6 disclose a second embodiment of damper assembly generally similar to that shown in Figs. 1 -4 with the addition of a one-way clutch 79, wherein identical parts will be designated by the same reference number with a script a. The damper assembly 1 Oa is journalled on a thrust transfer member 76 operatively connected to the turbine hub 18a, with a pair of one-way clutch guides 77, 77 mounted on the thrust transfer member 76 and providing shoulders 78, 78 to journal the equalizer plates 42a, 42a thereon. The guides enclose the clutch rollers 81 with the thrust transfer member exterior surface 82 providing the inner race of the clutch. An outer race 83 for the rollers 81 is press fitted within the hub 31 a. A yoke 46a is mounted between pairs of equalizer plates 42a to carry a spring separator 51 a, and spring sets 71 a, 72a, 73a are positioned between the hub arms 36a and the separators 51 a.
The one-way clutch 79 is arranged to lockup in the drive direction of the torque converter so that the lock-up coupling and vibration damper will operate in the same manner as previously described. However, in the coast direction, the one-way clutch will free-wheel so that the lock-up coupling will positively disengage and the torque converter will oper- ate in a conventional manner.
Figs. 7 through 10 disclose an alternate method of positioning the spring separators in the equalizer and like parts will receive the same reference numeral with a script b. In this embodiment, the spring separator 51 b is substantially identical with the previous embodiments except that the notch 53b has a wide rectangular channel 85. Each equalizer plate 42b has a pair of diametrically opposed outwardly extending ams 86 having converging edges 87; the arms being in generally the same plane as the plate and provided with outer inwardly inclined portions 88 and transverse portions 89, each portion 89 terminat- ing in a cross bar 91 to provide a T-shape. The transverse portions 89, 89 of the aligned arms of the two plates are arranged in abutting relation within the channel 85 of the separator 5 1 b and the cross bars 9 1, 9 1 are positioned on the opposite surfaces of the separator so as to lock the arms in position (see Figs. 7, 9 and 10). The spring sets (shown in dotted outline) react with the spring separator 51 b to urge the separator against the transverse arm portions 89.
Figs. 11 and 12 disclose a fourth embodiment of vibration damper utilized for a vehicle clutch in a manual transmission with like parts having the same reference numeral with a script c. The vibration damper assembly 1 Oc includes a hub 31 c with a barrel 32c having a central splined opening 33c to receive the end of a transmission input shaft 22c and a radial flange 34c with a pair of arms 36c having diverging edges 39c terminating in circumferentially extending fingers 38c.
A pair of floating equalizers 41 c, 41 c’ are journalled on the shoulders 35c of the hub barrel 32c, with each equalizer consisting of a pair of plates 42c having central openings to receive the barrel. Each plate has a pair of oppositely disposed projections or tabs 44c with openings 45c to receive the lateral lugs 48c on a yoke 46c. A spring separator 51 c having outwardly diverging edges 52c terminating in circumferentially extending ears 54c is received in an elongated slot in the yoke. Spring sets 71 c, 72c, 73c are positioned between the hub arms 36c and the separators 51 c of the equalizers 41 c, 41 c’.
The damper housing 56c comprises a pair of generally flat housing plates 92 with central openings 94 receiving the hub barrel 32c and rounded portions 95 terminating in radial flanges 96, 96; the flanges being slightly offset from the center of the damper assembly. An annulara clutch plate 97 has its inner periphery located between the flanges 96, 96, with the flanges and plate being suitably secured together, such as by rivets 98. A pair of annular clutch facings 99, 99 are suitably secured to the opposite faces of the clutch plate 97 for engagement with a conventional flywheel and pressure plate of a vehicle clutch (not shown).
4 GB 2 027 847A 4 The dimensions of the rounded portions 95 of the housing plates effectively limits the spring rate of any given spring set by limiting the diameter of the outer spring in the set.
The spring set 73c between the two equaliz ers normally has the highest spring rate and is the last of the three spring sets in the group to continue offering resistance to applied torque. To increase the spring rate of the central spring set 7 ic, an arcuate slot 10 1 is cut in the rounded portion 95 of each plate 92 at oppositely disposed locations so as to extend arcuately over a distance greater than the spring set 73c and the separators 51 c.
These slots allow a larger diameter outer spring to be utilized in the spring set.
Figs. 13 through 15 disclose a fifth embod iment of damper assembly wherein like parts will have the same refrence numeral with the addition of a script d. The damper assembly 1 Od is also shown utilized for a vehicle clutch in a manual transmission, wherein a hub 31 d includes a barrel 32d with a splined opening 33d, and a radial flange 34d has a pair of oppositely disposed hub arms 36d with di verging edges 39d terminating in circumfer entially extending fingers 38d. A pair of float ing equalizers 41 d, 41 d’ are journalled on shoulders 35d of the barrel, with each equal izer comprising a pair of annular plates 42d; each plate having a pair of oppositely dis posed elongated rounded tabs 103 having openings 104 therein. The tabs are inwardly offset at 105 relative to the plane of the plate 42d.
Positioned between a pair of axially aligned tabs 103 is a spring separator 51 d of a generally wedge shape with outwardly diverg ing edges 52d terminating in circumferentially extending fingers 54d. Each separator 51 d has a slightly elongated generally centrally located opening 106 axially aligned with the openings 104 so as to receive a rivet 107 to loosely mount the separator 51 d in the equal izer; wherein the separator is allowed to pivot or shift slightly to adjust for the spring sets 71 d, 72d, 73d if there are any problems of dimensions or angles.
The damper housing 56d comprises a pair of cover plates 92d which are substantially identical in configuration with the plates 92 of the previous embodiment. An annular clutch plate 97d has its inner periphery sandwiched between the flanges 96d of the housing plates and secured by rivets 98d extending therethrough. Annular friction facings 99d are secured to the opposite surfaces of the clutch plate 97d.
The operation of each of the succeeding embodiments of damper assembly is substan- 125 tially identical with that described for the damper of Figs. 1 through 4; although the compression of the spring sets may vary de pending on the spring rates of each set. If required, friction washers may be utilized ad- 130 jacent the hub barrel between the equalizer plates, the housing plates and the hub flange.
Although particular speed-responsive friction shoe assemblies are shown, other speed- responsive friction couplings can be utilized with the vibration dampers of Figs. 1 – 10, such as those shown in U. S. Patents Nos. 4,037,691; 4, 049,094; 4,063,623; and 4,083,440.
Claims (11)
1. A vibration damper assembly to transmit torque between driving and driven members, comprising an input member adapted to engage torque input means, a hub operatively connected to torque output means and having a pair of diametrically opposed radial arms, resilient means, a pair of equalizers journalled on and floating independently of said hub, a pair of cover plates substantially enclosing said hub, equalizers and resilient means and operatively connected to said input member, each cover plate having integral drive means therein interposed in the path of said resilient means characterized in that each equalizer includes a pair of equalizer plates located on opposite sides of said hub, each plate having a pair of oppositely disposed peripheral tabs, a wedge-shaped separator mounted between each pair of axially aligned tabs of a pair of equalizer plates, said resilient means interposed between said hub arms and separators.
2. A vibration damper assembly as set forth in Claim 1, characterized in that each separator has a pair of outwardly diverging edges terminating in circurnferentially oppositely extending fingers.
3. A vibration damper assembly as set forth in Claim 2, characterized by a flat yoke extending between said equalizer plates and having laterally extending lugs, each tab of each equalizer plate having a generally rectangular opening therein to receive a lug, said yoke having an elongated slot receiving said separator.
4. A vibration damper assembly as set forth in Claim 2, characterized in that each equalizer plate has a pair of oppositely disposed radial arms terminating in T-shaped ends, and said separator has a V-shaped notch terminating in a rectangular channel adapted to receive the T-shaped ends of the aligned arms of the pair of equalizer plates.
5. A vibration damper assembly as set forth in Claim 2, characterized in that each equalizer plate is substantially flat with the tabs being inwardly offset and having an openino, therein, and said separator has a generally central opening to receive a rivet extending through the openings in a pair of axially aligned tabs.
6. A vibration damper assembly as set forth in Claim 3, characterized in that said separator has a generally V-shaped notch in its outer edge between said fingers.
4 GB2027847A 5
7. A vibration damper assembly as set forth in Claim 4, characterized in that said Tshaped end extends transversely of the arm and lie in abutting relation in the channel, the cross bar of each arm lying on opposite sides of the separator.
8. A vibration damper assembly as set forth in Claim 7, characterized in that said Tshaped ends and separator lock together and prevent outward movement of the separator.
9. A vibration damper assembly as set forth in Claim 5, characterised in that said separator opening is slightly elongated to allow limited movement of the separator relative to said equalizer.
10. A vibration damper assembly as set forth in Claim 9, characterized in that said separator has pivotal movement relative to said equalizer.
11. Vibration dampers constructed and ar ranged to operate substantially as hereinbe fore described with reference to and as illus trated in the accompanying drawings.
Printed for Her Majestys Stationery Office by Burgess & Son (Abingdon) Ltd.-I 980. Published at The Patent Office, 25 Southampton Buildings, London, WC2A 1 AY, from which copies may be obtained.
GB7927758A
1978-08-14
1979-08-09
Extended travel vibration damper assembly
Expired
GB2027847B
(en)
Applications Claiming Priority (1)
Application Number
Priority Date
Filing Date
Title
US05/933,392
US4232534A
(en)
1978-08-14
1978-08-14
Extended travel vibration damper assembly
Publications (2)
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Publication Date
GB2027847A
true
GB2027847A
(en)
1980-02-27
GB2027847B
GB2027847B
(en)
1982-10-06
Family
ID=25463856
Family Applications (1)
Application Number
Title
Priority Date
Filing Date
GB7927758A
Expired
GB2027847B
(en)
1978-08-14
1979-08-09
Extended travel vibration damper assembly
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US
(1)
US4232534A
(en)
JP
(1)
JPS6059455B2
(en)
AR
(1)
AR216262A1
(en)
BR
(1)
BR7905186A
(en)
CA
(1)
CA1119978A
(en)
DE
(1)
DE2932972C2
(en)
ES
(1)
ES483355A1
(en)
FR
(1)
FR2433673A1
(en)
GB
(1)
GB2027847B
(en)
IT
(1)
IT1122721B
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SE438535B
(en)
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1981-02-07
1984-10-23
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1992-03-25
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1987-06-23
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1983-08-30
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1982-11-23
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1981-03-30
1983-11-08
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Torque Filter having Impact Spring Constant
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强海胜
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1977-12-14
1980-02-19
Borg-Warner Corporation
Torsional vibration damper assembly
1978
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US
US05/933,392
patent/US4232534A/en
not_active
Expired – Lifetime
1979
1979-08-03
SE
SE7906584A
patent/SE438535B/en
not_active
IP Right Cessation
1979-08-07
IT
IT24971/79A
patent/IT1122721B/en
active
1979-08-09
CA
CA000333435A
patent/CA1119978A/en
not_active
Expired
1979-08-09
GB
GB7927758A
patent/GB2027847B/en
not_active
Expired
1979-08-10
FR
FR7920537A
patent/FR2433673A1/en
active
Granted
1979-08-13
ES
ES483355A
patent/ES483355A1/en
not_active
Expired
1979-08-13
BR
BR7905186A
patent/BR7905186A/en
unknown
1979-08-14
AR
AR277715A
patent/AR216262A1/en
active
1979-08-14
JP
JP54103486A
patent/JPS6059455B2/en
not_active
Expired
1979-08-14
DE
DE2932972A
patent/DE2932972C2/en
not_active
Expired
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Priority date
Publication date
Assignee
Title
US4478323A
(en)
*
1981-02-07
1984-10-23
Fichtel & Sachs Ag
Hydrodynamic clutch with torsional vibration damping
EP0476803A2
(en)
*
1990-09-19
1992-03-25
Borg-Warner Automotive Transmission And Engine Components Corporation
Hydraulic torsional vibration damper
EP0476803A3
(en)
*
1990-09-19
1992-11-19
Borg-Warner Automotive Transmission And Engine Components Corporation
Hydraulic torsional vibration damper
Also Published As
Publication number
Publication date
SE438535B
(en)
1985-04-22
GB2027847B
(en)
1982-10-06
IT7924971D0
(en)
1979-08-07
AR216262A1
(en)
1979-11-30
CA1119978A
(en)
1982-03-16
SE7906584L
(en)
1980-02-15
DE2932972A1
(en)
1980-02-28
JPS5527592A
(en)
1980-02-27
BR7905186A
(en)
1980-05-06
FR2433673A1
(en)
1980-03-14
JPS6059455B2
(en)
1985-12-25
ES483355A1
(en)
1980-04-01
US4232534A
(en)
1980-11-11
FR2433673B1
(en)
1984-05-11
DE2932972C2
(en)
1982-08-19
IT1122721B
(en)
1986-04-23
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Legal Events
Date
Code
Title
Description
1990-04-04
PCNP
Patent ceased through non-payment of renewal fee
