A torsion damping device for a vehicle transmission line including a first rotating element, a second rotating element, a main damper, a third rotating element and an additional damper, so that: when the angular displacement between the first and second rotating elements is greater than zero and less than said first threshold, the at least one main spring is compressed while the third rotating element is rotated by the first rotating element via the uncompressed additional spring; and when the angular displacement between the first and second rotating elements is greater than said first threshold, the at least one main spring is compressed and the at least one additional spring is compressed in parallel, the compression of the additional spring being accompanied by the relative rotation of the first rotating element and the third rotating element.

A damper device that includes an elastic body support provided to the intermediate element to support both end portions of the third elastic body at least when torque is not transferred between the input and the output; and an elastic body abutment provided to one of the input and the output, the elastic body abutment not abutting against an end portion of the third elastic body at least when torque is not transferred between the input and the output, but abutting against one of the end portions of the third elastic body as a relative torsional angle between the one of the input and the output and the intermediate element is increased when torque is transferred between the input and the output.

A power transmission apparatus with a centrifugal pendulum damper is realized, which can effectively suppress torque fluctuation and vibration noise of a vehicle while avoiding size increase of a centrifugal pendulum damper and deterioration of reliability of the centrifugal pendulum damper by high-speed rotation. A power transmission apparatus with a centrifugal pendulum damper includes: a centrifugal pendulum damper coupled to an input shaft through a speed-increasing mechanism configured to increase speed of rotation of the input shaft; and an engagement/disengagement mechanism capable of realizing and cutting off power transmission from the input shaft to the centrifugal pendulum damper.

A torque transmitting assembly is provided. The torque mission assembly includes a first cover plate and a second cover plate supporting a radially inner set of springs therebetween; and a first radially outer set of springs and a second radially outer set of springs in series with the first radially outer set of springs. The first radially outer set of springs are arranged for transferring torque from the second radially outer set of springs to the radially inner set of springs via the second cover plate. A method of constructing a torque transmission assembly is also provided. The method includes providing a first cover plate and a second cover plate supporting a radially inner set of springs therebetween; providing a first radially outer set of springs and a second radially outer set of springs in series with the first radially outer set of springs; and arranging the first radially outer set of springs for transferring torque from the second radially outer set of springs to the radially inner set of springs via the second cover plate.

A power transmission device includes a first rotary member, a second rotary member, and a damper mechanism. The first rotary member includes a chamber in an interior thereof. The second rotary member is disposed to be rotatable relative to the first rotary member. The damper mechanism is configured to elastically couple the first rotary member and the second rotary member in a rotational direction. The damper mechanism includes a first damper part disposed inside the chamber and configured to transmit power together with the first rotary member therebetween, a second damper part disposed outside the chamber and radially inward of the first damper part and configured to transmit the power together with the second rotary member therebetween, and an intermediate member including an inertia portion disposed outside the chamber and configured to couple the first damper part and the second damper part.

A torque transmission device for a motor vehicle includes a torque input element for coupling to a driving shaft, a torque output element for coupling to an input shaft of a gearbox, the torque output element and the torque input element pivotable with respect to one another, and first and second elastic damping stages installed in series between the torque input element and torque output element. The first damping stage has an elastic member installed between the torque input element and a guidance device so as to act against the rotation of the guidance device with respect to the torque input element. The second damping stage has at least one elastic member installed between the guidance device and the torque output element so as to act against the rotation of the torque output element with respect to the guidance device. The guidance device has first and second stop means.

A damper device includes a first rotary element, a second rotary element, and a third rotary element being each rotatable about a rotary center, a first elastic member elastically expanding and contracting in response to a relative rotation of the first rotary element and the second rotary element, a first stopper being provided at the first rotary element and the second rotary element, the first stopper restricting the relative rotation of the first rotary element and the second rotary element by a contact thereof, a second elastic member elastically expanding and contracting in response to a relative rotation of the second rotary element and the third rotary element, and a second stopper being provided at the first rotary element and the third rotary element, the second stopper restricting the relative rotation of the first rotary element and the third rotary element by a contact thereof.

A drive assembly for a motor vehicle drive train includes a first subassembly configured for connecting to an engine crank. The first subassembly includes a slip clutch plate. The drive assembly also includes a second subassembly connected to the first subassembly via a radially outer portion of the slip clutch plate. The second subassembly includes a damper assembly. A method of forming a drive assembly for a motor vehicle drive train is also provided.

The present invention concerns a torsion damper (1) between an input first element (3) and an output second element (5) mounted mobile in rotation relative to one another about a rotation axis X, comprising: at least one internal first spring (7), at least one external second spring (9), a first guide washer (11, 11) of the at least one internal first spring (7), a second guide washer (13, 13) of the at least one external second spring (9),
in which one of the guide washers (11, 11, 13, 13) includes at least one phasing member (110, 112) configured to come into contact with the at least one spring (7, 9) guided by the other guide washer (11, 11, 13, 13) to take up the force transmitted by said at least one spring (7, 9) guided by the other guide washer (11, 11, 13, 13).

A lock-up device includes an input rotary member into which the torque is inputted and an output rotary member rotatable relatively to the input rotary member in a predetermined torsion angular range. The output rotary member outputs the torque. The lock-up device also includes a plurality of first coil springs coupling the input rotary member and the output rotary member. The plurality of first coil springs are actuated in an entirety of the torsion angular range. The lock-up device further includes a plurality of second coil spring pairs or sets on either an outer peripheral side or an inner peripheral side of the plurality of first coil springs so as to be actuated in parallel to the plurality of first coil springs. The two or more coil springs have different magnitudes of stiffness and are actuated in series.