A lock-up device for a torque converter is provided with a simple structure which reduces manufacturing costs, and which may reduce a size of the entire torque converter by minimizing an installation space of a dynamic damper.

A damper device includes rotating elements including an input element and an output element, first elastic bodies that each transmit torque between the input element and the output element, a plurality of second elastic bodies that act in parallel with the plurality of first elastic bodies when torque transmitted between the input element and the output element is greater than or equal to a predetermined value, and a rotary inertia mass damper. The rotary inertia mass damper includes a sun gear, a carrier that rotatably supports a plurality of pinion gears, and a ring gear that meshes with the plurality of pinion gears and that serves as a mass body. The plurality of second elastic bodies are located at a different position than the plurality of first elastic bodies in a radial direction of the rotating elements and are circumferentially aligned with the plurality of pinion gears.

A damper device including an input element and an output element; an elastic body transmitting torque between the input element and the output element; and a rotary inertia mass damper having a mass body. The rotary inertia mass damper includes a sun gear, a carrier rotatably supporting pinion gears, and a ring gear that meshes with the pinion gears and serving as the mass body. A pair of washers is located on both sides of each pinion gear axially. The ring gear includes an annulus gear having internal teeth meshing with the pinion gears and a weight body fixed to the annulus gear such that the weight body is in contact with a side surface of the annulus gear. An inner circumferential surface of the weight body is supported in a radial direction by a tip of the pinion gear or an outer circumferential surface of the washer.

A torsional vibration damper has an input, an output and an intermediate mass arranged therebetween, a first plurality of spring elements coupled between the input and the intermediate mass that form a first stage, a second plurality of spring elements coupled between the intermediate mass and the output that form a second stage of the torsional vibration damper, at least one damper mass to damp the vibration component of the rotational movement. The first stage of the torsional vibration damper has a progressive first characteristic with at least one transition point. The second stage of the torsional vibration damper has a progressive, second characteristic with at least one transition point. All of the transition points of the first characteristic and the second characteristic are spaced apart from one another with respect to torque.

A drive assembly for a motor vehicle drive train is provided. The drive assembly 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.

A torque converter includes a torque converter body and a lock-up device. The torque converter body includes an impeller, a turbine having a turbine shell, and a stator. The lock-up device directly transmits a torque from a front cover to the turbine, and includes a damper portion and a clutch portion to which the torque from the front cover is inputted. The damper portion includes an output-side member, a plurality of elastic members and a holder plate. The output-side member is coupled to the turbine shell. The plurality of elastic members elastically couple the clutch portion and the output-side member in a rotational direction. The holder plate is rotatable relatively to the output-side member, and holds the plurality of elastic members. The holder plate is supported at an inner peripheral end thereof by an outer peripheral surface of the turbine shell and positions the damper portion in a radial direction.

A design method for an inerter with adaptively adjusted inertia ratio is based on a lead screw-flywheel inerter, which is to change the positions of mass blocks on a flywheel along the radial direction of the flywheel, so as to change of the moment of inertia of the flywheel, and thus to realize adaptive adjustment of the inertia ratio of the inerter. Specifically, the change of angular velocity of the flywheel is caused by the change of an external force load on a lead screw, a centrifugal force on the mass blocks in spring-mass block structures is changed by the angular velocity, and the positions of the mass blocks in the radial direction of the flywheel is determined by the balanced relation of the centrifugal force and a spring restore force, so that the design purpose is achieved.

A torque converter includes a front cover arranged to receive a torque. The torque converter further includes a lock-up clutch engaged with the front cover and including a clutch plate. The torque converter further includes a damper assembly engageable with the lock-up clutch. The damper assembly includes a cover plate defining a spring retainer extending about an axis. The damper assembly further includes a spring disposed in the spring retainer. The damper assembly further includes a spring support plate fixed to the cover plate. The spring support plate includes inner tabs and outer tabs disposed radially outside of the inner tabs. The outer tabs are configured to radially constrain the spring in the spring retainer. The inner tabs are configured to position the clutch plate relative to the axis.

A damper device includes an input element; an intermediate element; art output element; a first elastic body that transmits a torque between the input element and the intermediate element; and a second elastic body that transmits a torque between the intermediate element and the output element. The damper device also includes a rotary inertia mass damper that includes a first mass body rotating in accordance with relative rotation between the input element and the output element and that is arranged between the input element and the output element to be parallel to a torque transmission path including the first elastic body, the intermediate element and the second elastic body. Finally, the damper devices includes a second mass body; and an elastic body arranged to couple the second mass body with the output element.

A triple mass flywheel (104, 304, 504, 604) includes a first flywheel part (112, 312, 512, 612), a second flywheel part (114, 314, 514, 614), and a third flywheel part (116, 316, 516, 616) all arranged for rotation on an axis (118, 318). The triple mass flywheel (104, 304, 504, 604) also includes a first torsional damper (120, 320, 520, 620) connected to the first flywheel part (112, 312, 512, 612) and the second flywheel part (114, 314, 514, 614) and a second torsional damper (122, 322, 522, 622) connected to the second flywheel part (114, 314, 514, 614) and the third flywheel part (116, 316, 516, 616). The second flywheel part (114, 314, 514, 614) is driven by an electric motor (110, 310, 510, 610) to adjust the loading of the first torsional damper (120, 320, 520, 620) in relation to the first flywheel part 112, 312, 512, 612) and the second torsional damper (122, 322, 522, 622) in relation to the third flywheel part (116, 316, 516, 616). The electric motor (110, 310, 510, 610) can also be driven by the second flywheel part (114, 314, 514, 614) to store electrical energy for use in a vehicle.