A damper device 10 includes a dynamic damper 30 that has third springs SP3 coupled to an intermediate member 12 and that also has, as a mass body coupled to the third springs SP3, a turbine runner 5, a coupling member 31, etc. The third springs SP3 of the dynamic damper 30 are disposed so as to overlap both in the axial and radial directions of the damper device 10 second springs SP2 that are disposed inward of the first springs SP1 to transfer torque between a drive member 11 and a driven member 15. A plane PL including the axes of the third springs SP3 and perpendicular to the axis of the damper device 10 is included in the range of the thickness of spring contact portions 31c of the coupling member 31 in the axial direction of the damper device 10.

The invention relates to a damper, in particular for an automobile clutch, comprising:

an input element and an output element rotationally movable with respect to one another around a rotation axis (X); and one of the input and output elements is equipped with a cam follower (21);

damping means interposed between the input and output elements; the damping means have a flexible blade (17a; 17b), and the flexible blade is provided with a cam surface (20) arranged to interact with the cam follower, that cam surface extending over an opening angle (A) greater than 30°, in particular 45°.

A damper device with a first intermediate element; a second intermediate element; a first elastic body that transmits torque between the input element and the first intermediate element; a second elastic body that transmits torque between the first intermediate element and the output element; a third elastic body that transmits torque between the input element and the second intermediate element; a fourth elastic body that transmits torque between the second intermediate element and the output element; and a fifth elastic body that transmits torque between the first intermediate element and the second intermediate element.

A wet clutch system includes fluid-flow apertures in the clutch piston which allow for reduction of oil shear forces between rotating clutch plates and a stationary piston. In particular the apertures pass through the piston in the area of the piston's engagement with the clutch plates. When the piston is in its deactivated position and spaced from the clutch plates, the radially-outward position of these apertures allows high-pressure, centrifugally-driven clutch fluid to migrate away from the clutch plates through the piston to a backfill cavity on the opposite side of the piston. An air-inlet aperture may be provided in or near the clutch hub to facilitate this oil migration.

A coupling arrangement is provided with a vibration reduction device and with a clutch device. The vibration reduction device has at least one torsional vibration damper, an input connected to a drive, and an output connected to the clutch device by which a connection between the vibration reduction device and a driven end is at least substantially produced in a first operating state, and this connection is at least substantially cancelled in a second operating state. The vibration reduction device has a mass damper system that cooperates with the torsional vibration damper and is connected to the output of the vibration reduction device.

A torsional vibration damper for a clutch disk within a drive train of a motor vehicle includes an input part arranged around an axis of rotation (d), a spring device with at least three spring elements, an output part, and torque-transmitting intermediate elements. The output part can be rotated relative to the input part about the axis of rotation (d) to a limited extent against the spring device. The torque-transmitting intermediate elements are arranged between the input part and the output part for forcible radial displacement by means of cam mechanisms when the input part rotates relative to the output part. The spring device is arranged between the torque-transmitting intermediate elements, and a number of intermediate elements corresponds to a number of spring elements.

A vehicle control system for improving vibration suppressing performance and acceleration response is provided. A controller is configured to set the torque transmitting capacity of an engagement device to a first torque transmitting capacity that is smaller than a value required to transmit a peak value of a second drive torque applied to an output shaft of a transmission having the engagement device but greater than a value required to transmit an estimated first drive torque generated by an engine, when the second drive torque is amplified by pulsation of the first drive torque.

The present invention relates to a decoupler with free wheel system and comprising a vibration damping pulley, a shaft actionable by the pulley, hub pieces having a first hub piece and a second hub piece, hub pieces being mounted between the inner race of the pulley and the outer surface of the shaft, at least one journal element between the shaft and pulley, along with a torsion spring, and a clutch spring, with the first hub piece being mounted on the shaft and the second hub piece being mounted around the shaft and can rotate relative to it, the torsion spring being disposed between the outer race of the hub pieces and the inner race of pulley, having a first end operatively attachable to the pulley and a second end operatively attachable to the second hub piece and the clutch spring being disposed internally in relation to the torsion spring and which is frictionally engaged with the hub pieces for transmission of torque to the shaft.

A damper device includes: a first rotary body including a first plate rotating around a rotation shaft and a second plate disposed facing the first plate and integrally rotating with the first plate; a second rotary body rotating relative to the first rotary body; a control plate disposed between the first plate and the second rotary body in an axial direction and engaged with the second rotary body to rotate integrally therewith; a first thrust member a part of which is disposed between the first plate and the control plate in the axial direction and engaged with the first plate to rotate integrally therewith; and a second thrust member a part of which is disposed between the second plate and the second rotary body and engaged with the second plate to rotate integrally with the first rotary body.

A clutch disk (10) for a motor vehicle includes at least two axially opposed friction linings (18), a lining spring (16) and a drive carrier disk (14) with a spring window (24), wherein the lining spring (16) has at least one fastening portion (16a), a supporting portion (16b) and a plurality of spring segments (16c) arranged adjacent to one another in circumferential direction, and the spring segments (16c) are arranged radially outside at the supporting portion (16b) of the lining spring (16), and the fastening portion (16a) is arranged radially inside at the supporting portion (16b).