Torsional Vibration Damper and Clutch Assembly

This invention relates to torsional vibration dampers and more particularly to torsional vibration dampers incorporated in torque converter clutches and utilizing an elastomeric member to transmit torque.

It is an object of this invention to provide an improved torsional vibration damper for a clutch wherein a plurality of elastomeric band members extend radially between the input and output members of the clutch and in which said band members are operable to transmit torque while permitting relative angular motion.

It is another object of this invention to provide an improved torsional vibration damper for a torque converter clutch wherein the damper comprises a plurality of radially extending elastomeric band members pivotally connected to the clutch input member and drivingly connected to a clutch output member through a plurality of cam surfaces formed thereon.

These and other objects and advantages of the present invention will be more apparent from the following description and drawings in which:

FIG. 1 is a cross-sectional side elevational view of a torque converter clutch and damper, and

FIG. 2 is a view taken along line 2--2 of FIG. 1.

Referring to the drawings, there is seen a conventional engine crankshaft 10 to which is secured, by a plurality of fasteners 13, a conventional flex plate 12. The flex plate 12 is also secured to an input shell 14 through threaded lugs 16 formed on the shell 14 and fasteners 18 which are threadably secured to the lugs 16. The input shell 14 has a central hub portion 20 which is piloted in a bore 22 formed in the crankshaft 10. The input shell 14 forms a portion of a conventional fluid torque converter partially shown in FIG. 1 in the form of an impeller 24 secured to the input shell 14 and a turbine 26.

The turbine 26 has a hub 28 having an inner splined diameter 30 and an outer splined diameter 32 adapted to be connected to a transmission input shaft, not shown, and a clutch output hub 34, respectively. The hub 28 is spaced from the input shell 14 by a conventional spacer member 36 which has an outer diamter 38 on which is slidably disposed a clutch plate 40.

The clutch plate 40 is connected to the clutch output hub 34 by a plurality of identical elastomeric band members 42 which are preferably mounted in pairs, as seen in FIG. 1. The bands 42 are pivotally connected at their outer end 44 to a steel band 46 by rivets 48. The steel band 46 is riveted or otherwise secured to the clutch plate 40. The inner end 50 of the elastomeric bands 42 are operatively connected to a cam surface 52, formed on the output hub 34, through a pin 54 and a roller 56.

The clutch plate 40, which forms an input member for the clutch and torsional vibration mechanism comprised of the elastomeric bands 42, is selectively engageable with the input shell 14 by controlling fluid pressure in the area 58 formed between the clutch plate 40 and the turbine 26 and the area 60 formed between the clutch plate 40 and input shell 14. Generally, the fluid pressure in these areas is controlled by reversal of the fluid through the torque converter which can be accomplished in many ways including that shown in U.S. Pat. No. 3,252,352 issued to General et al. When the clutch plate 40 is engaged with the input shell 14, torque is transmitted to the turbine hub 28 through the elastomeric bands 42 and the clutch output hub 34. As the amount of torque transmitted increases, the clutch plate 40 will move angularly relative to the output hub 34 and the inner end 50 of elastomeric bands 42 will move along the cam surface 52 thereby increasing the length of the elastomeric bands 42 to accommodate the increased stress level required by the increased torque transmission and the angular excursion of the clutch plate 40 relative to the output hub 34. Because of the flexibility and resiliency of the elastomeric bands 42, rapid torsional fluctuations commonly accompanying an internal combustion engine will be dampened. The stress in bands 42 will rise slowly while the rollers 56 traverse the cam surface 52. However, when the rollers 56 abut the ends 61 of cam surfaces 52, the stress in bands 42 will rise more rapidly.

The cam surface 52 permits relative rotation in both directions from the "at rest" position shown in FIG. 2. This permits the damper to accommodate torsional vibrations which might occur both when the engine is driving the vehicle and when the vehicle is coasting and thereby driving the engine. It will be obvious that mechanical stops can be incorporated in the system to limit the maximum angular excursion permitted between the input and output members of the clutch. It will also be obvious to those skilled in the art that frictional damping can be incorporated at surface 62 where the clutch plate 40 and output clutch hub 34 are in abutting relationship. While a total of four elastomeric bands 42 are shown, it is obvious that more bands could be incorporated in the system if desirable to reduce the stress level which might occur in a single band or to increase the overall total capacity of the vibration damper.

Obviously, many modifications and variations of the present invention are possible in light of the above teaching. It is therefore to be understood, that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described.