EP3280928A1 - Amortisseur de vibrations torsionnelles - Google Patents

Amortisseur de vibrations torsionnelles

Info

Publication number
EP3280928A1
EP3280928A1 EP16714229.8A EP16714229A EP3280928A1 EP 3280928 A1 EP3280928 A1 EP 3280928A1 EP 16714229 A EP16714229 A EP 16714229A EP 3280928 A1 EP3280928 A1 EP 3280928A1
Authority
EP
European Patent Office
Prior art keywords
friction
torsional vibration
input part
vibration damper
output part
Prior art date
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.)
Withdrawn
Application number
EP16714229.8A
Other languages
German (de)
English (en)
Inventor
Ad Kooy
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP3280928A1 publication Critical patent/EP3280928A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F16F15/131—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 the rotating system comprising two or more gyratory masses
    • F16F15/139—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 the rotating system comprising two or more gyratory masses characterised by friction-damping means
    • 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
    • F16F15/131—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 the rotating system comprising two or more gyratory masses
    • F16F15/13128—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 the rotating system comprising two or more gyratory masses the damping action being at least partially controlled by centrifugal masses
    • 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
    • F16F15/131—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 the rotating system comprising two or more gyratory masses
    • F16F15/133—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 the rotating system comprising two or more gyratory masses using springs as elastic members, e.g. metallic springs

Definitions

  • the invention relates to a torsional vibration damper, in particular two-mass flywheel, comprising an input part and an output part with a common axis of rotation about which the input part and the output part are rotatable together rotatable and limited relative to each other, and a spring acting between the input part and the output part Damper device with at least one energy storage and a friction device for damping the relative rotation between the input part and the output part.
  • a torsional vibration damper is known, in particular for motor vehicle couplings with at least one input part and at least one output part, which are rotatable relative to each other and between which at least one energy storage device having damping device is provided, wherein the input and / or output part at least one disc-shaped Have component.
  • a friction control disk is arranged on one side of a disk-shaped component, which is fixedly connected axially with an annular component arranged on the other side of the disk-shaped component.
  • at least one energy store in particular a disk spring, is braced.
  • the friction device has a plurality of more than two friction surface contacts to provide a dual mass flywheel with an improved friction device.
  • the plurality of Reibvidessore acts as a parallel circuit, which advantageously a occurring friction torque for inhibiting the relative rotational movement of the centrifugal masses multiplied.
  • the object of the invention is to structurally and / or functionally improve a torsional vibration damper mentioned above.
  • a resonance between the input part and the output part is to be damped below an idling speed of an internal combustion engine connected to the torsional vibration damper.
  • an attenuation in the range of the natural frequency is to be achieved.
  • the damping should only take place in a speed range below the idling speed.
  • the vibration-isolating function of the torsional vibration damper at idle speed and above idle speed should not be affected by the damping.
  • a torsional vibration damper in particular two-mass flywheel, comprising an input part and an output part with a common axis of rotation about which the input part and the output part are rotatable together rotatable and limited relative to each other, and an effective between the input part and the output part spring.
  • Damper device with at least one energy storage and a friction device for damping the relative rotation between the input part and the output part, wherein the friction device is ineffective above a limit speed, in particular due to a centrifugal force. Characterized in that the friction device is ineffective above a limit speed, the vibration-isolating function of the torsional vibration damper is not affected by the damping at a speed above the limit speed.
  • the friction device is effective for damping the relative rotation between the input part and the output part below a limiting rotational speed, a resonance between the input part and the output part is effectively damped below the limit rotational speed.
  • the torsional vibration damper may be connectable to an internal combustion engine.
  • the limit speed may be less than an idle speed of the internal combustion engine. When operating below idle speed, such as during a startup or during the shutdown phase of the combustion engine, occurring resonance effects can be significantly attenuated by the friction device.
  • the torsional vibration damper can be used for arrangement in a drive train of a motor vehicle.
  • the drive train may include an internal combustion engine.
  • the powertrain may include a friction clutch device.
  • the friction clutch device may have a double clutch.
  • the drive train may have a transmission.
  • the transmission can be a dual-clutch transmission.
  • the drive train may have at least one drivable wheel.
  • the rotary damper can be used for the arrangement between the internal combustion engine and the friction clutch device.
  • the torsional vibration damper may be part of the friction clutch device.
  • the torsional vibration damper can serve to reduce torsional vibrations, which are excited by periodic processes, in particular in the internal combustion engine.
  • the torsional vibration damper can be effective in the thrust direction and / or in the pulling direction.
  • a thrust direction is a power flow direction directed toward the engine.
  • a pulling direction is a power flow direction emanating from the internal combustion engine.
  • the input part and the output part can be mounted rotatable by means of a bearing.
  • the input part can serve for the drive-side connection, in particular with the internal combustion engine.
  • the output part can serve for connection on the output side, in particular with the friction clutch device.
  • the terms "input part” and “output part” refer to a power flow direction emanating from the internal combustion engine.
  • the input part may have a flange portion.
  • the input part may have a lid portion.
  • the input part may have a flange portion and a lid portion.
  • the flange portion and the lid portion can be firmly connected to each other, in particular welded, be.
  • the flange section and the cover section can limit a torus-like receiving space for the at least one first energy store.
  • the input part may have primary stops.
  • the flange portion of the input part may have primary stops.
  • the lid portion may have primary stops.
  • the primary attacks can protrude into the receiving space.
  • the primary stops of the input part can serve to support the input part of the at least one energy store.
  • the primary stops of the input part can be formed by means of through-adjustments of the flange portion and / or the lid portion.
  • the primary stops of the input part can be arranged diametrically opposite one another.
  • the flange part of the output part may have primary stops.
  • the flange part of the output part may have radially outwardly projecting into the receiving space flange wings.
  • the flange wings can form the primary stops of the output part.
  • the primary stops of the output part can serve for the output part-side support of the at least one energy store.
  • the primary stops of the output part can be arranged diametrically opposite one another.
  • the at least one energy store can be supported on the one hand on the primary stops of the input part and on the other hand on the primary stops of the output part.
  • the at least one energy store can have at least one spring.
  • the at least one spring may be a compression spring.
  • the at least one spring may be a coil spring.
  • the at least one spring may be a bow spring.
  • the at least one energy store can be effective in the thrust direction and / or in the pulling direction.
  • the at least one energy store can be effective with respect to the axis of rotation with an effective radius.
  • the at least one energy store can be a high-capacity spring.
  • the torsional vibration damper may have a secondary impactor, wherein the input part and the output part each have corresponding secondary stops.
  • the input part-side secondary strikes and the output part-side secondary strikes can come to rest against each other when a predetermined maximum twist angle between the input part and the output part is exceeded.
  • the secondary stops can limit the relative rotation between input part and output part in case of overload and thus damage avoid or at least minimize components. In particular, the secondary stops can ensure driveability of a motor vehicle in the event of a failure of the energy store.
  • the output part may have a flange part. The output part can be
  • the output part may be a flange part and a
  • the flange and the Schwungmasseteil can be firmly connected.
  • the flange and the Schwungmasseteil can be interconnected by means of several rivets. This can be done by means of a so-called main riveting.
  • the flange portion of the output member may be disposed axially between the flange portion and the lid portion of the input member.
  • the flywheel mass portion of the output part may have a larger outer diameter than the effective radius of the at least one energy store.
  • the friction device may comprise a carrier.
  • the friction device may comprise a friction disk.
  • the friction device may have at least one locking element for locking the carrier to the friction disk.
  • the friction device may comprise at least one centrifugal force-controlled locking element for locking the carrier with the friction disc.
  • the friction device may have a force accumulator for biasing the locking element in the direction of a locking position.
  • the at least one locking element may be pivotally mounted on a carrier.
  • the at least one locking element can be rotatably mounted on a support. In comparison to linearly guided locking elements, rotatably mounted locking elements are less prone to tilting.
  • the at least one locking element may be pivotally mounted on the carrier and lockingly cooperate below the limit speed with a counter element of the friction disc.
  • the carrier may be connected to the output part.
  • the carrier may be connected to a flange part of the output part.
  • the friction disc can rotate on the Be stored front part.
  • a friction surface of the friction disc may be biased against a component of the input part.
  • a friction surface of the friction disc may be biased against a flange portion of the input part.
  • the friction disc can be resiliently biased in the axial direction against the input part.
  • the friction disc can be biased by a plate spring in the axial direction against the input part.
  • the diaphragm spring can be supported in the axial direction on the input part.
  • the plate spring can be supported in the axial direction on a support plate of the input part.
  • the support plate may have an annular disk-like shape.
  • the support plate can support the plate spring in the axial direction.
  • the support plate can center the plate spring.
  • the diaphragm spring can center the friction disc.
  • the friction disc Due to the bias of the friction surface against the input part causes a relative rotation between the friction surface and the input part a damping friction. Below the limit speed, the friction disc is locked to the carrier and thus the output part, so that a relative rotation between the output part and the input part causes a relative rotation between the friction surface and the input part. Above the limit speed, the friction disc is decoupled from the carrier and is taken without relative rotation between the friction surface and the input part of the input part.
  • the locking element may be centrifugal force controlled.
  • the locking element may be a latch.
  • the locking element may be a bolt.
  • the locking element may be a pivot bolt.
  • the locking element may be a centrifugally controlled rotary latch.
  • the locking element can cooperate lockingly with a counter element.
  • the locking element may be mounted on a carrier and the counter element may be formed or fixed to a friction disc.
  • the counter element may be a recess in the radial direction in the outer periphery of the friction disc.
  • the counter element may be a trough-like depression in the friction disk.
  • the counter element can be a bolt, for example for interaction with a rotary latch.
  • the counter element may be a bracket, for example, for cooperation with a rotary latch.
  • the Vernagelungselennent may be biased in the direction of an interaction with the counter-element.
  • the locking element may be biased radially inward.
  • the locking element can be prestressed by means of a force generated by a force accumulator in the direction of an interaction with the counter element.
  • the energy storage can be a spring.
  • the energy storage can be a compression spring.
  • the energy accumulator may be a helical compression spring.
  • Below a limit speed the friction disc can be connected by means of the locking element with the carrier and thus with the output part. Above the limit speed, a centrifugal force on the at least one locking element can exceed the force of the force accumulator, so that the locking element is released from the counter element. As a result, the friction disc is no longer carried along by the carrier. The friction disk is then rotated by the input part due to a frictional torque between the input part and the friction surface of the friction disk, without any relative movement between the friction disk and the input part.
  • At least one locking element can be provided.
  • a plurality of locking elements distributed over the circumference of the friction device can be provided.
  • For each direction of rotation of the relative rotation between the input part and the output part exactly three distributed over the circumference of the friction device arranged locking elements can be provided.
  • For each direction of rotation of the relative rotation between the input part and the output part more than three distributed over the circumference of the friction device arranged locking elements may be provided which can cooperate with a corresponding number of counter-elements. In each case two locking elements for different directions of rotation of a relative rotation between the input part and the output part can be combined and interact with exactly one counter element.
  • the friction disk may partially have a metallic region or a plurality of metallic regions.
  • the friction disc can be made in sections of sheet metal.
  • the counter elements of the friction disc can be formed from sheet metal.
  • high-strength counter-elements can be formed on the friction disk.
  • the friction disc may have a section of plastic in sections.
  • the friction disc may have sections of plastic several sections.
  • the friction disc can have a friction region made of plastic.
  • the friction disc may have a friction surface made of plastic.
  • the friction disc may have a friction surface made of plastic.
  • the friction disc may have a friction surface made of a known material with high wear resistance.
  • the friction disc may have a friction surface made of a material known per se having a high coefficient of friction.
  • the carrier can be connected to the input part and the friction disc can be rotatably mounted on the output part.
  • a friction surface of the friction disc can be biased against a component of the starting part.
  • the torsional vibration damper may comprise a centrifugal pendulum device.
  • a centrifugal pendulum device can serve to improve the effectiveness of the torsional vibration damper.
  • the centrifugal pendulum device can be arranged radially within the at least one energy store.
  • the centrifugal pendulum device can be arranged axially between the flange portion and the lid portion of the input part.
  • the centrifugal pendulum device may be arranged on the output part.
  • the centrifugal pendulum device may have a pendulum mass carrier part.
  • the flange part of the output part can serve as a pendulum mass carrier part.
  • the centrifugal pendulum device may have at least one pendulum mass.
  • the at least one pendulum mass can be arranged to be displaceable on the pendulum mass carrier part along a pendulum track.
  • the at least one pendulum mass can ter centrifugal force to be displaced into an operating position. In the operating position, the at least one pendulum mass can oscillate along the pendulum track in order to eliminate torsional vibrations.
  • the at least one pendulum mass can oscillate starting from a middle position between two end positions.
  • the invention relates to a dual mass flywheel hysteresis device, such as a friction device.
  • the invention comprises an outer (jack) carrier, which is optionally mounted on the secondary side (flange) or mirror-symmetrically primary side. It includes a pawl, which is pressed radially inwards via a spring.
  • the spring preload is designed so that it is overcome by the centrifugal force of the pawl at a certain speed (limit speed) below the idle speed: This latches the pawl from the friction disc. It makes sense to arrange at least three pawls in one direction of rotation and three pawls in the opposite direction. Even more latches allow a speed-wise more precise latching, as the time is reduced until it latches.
  • limit speed speed below the idle speed
  • a resonance between the input part and the output part is damped below an idling speed of an internal combustion engine connected to the torsional vibration damper.
  • an attenuation in the region of the natural frequency is achieved.
  • the damping takes place Only in a speed range below the idle speed.
  • the vibration-isolating function of the torsional vibration damper at idle speed and above idle speed is not affected by the friction device.
  • FIG. 1 shows a detail of a radial section through a torsional vibration damper according to the invention
  • Fig. 2 shows a detail of a friction device of the torsional vibration damper.
  • Fig. 1 shows a torsional vibration damper 100.
  • the torsional vibration damper 100 is used here for arrangement in a drive train of a motor vehicle between see an internal combustion engine and a friction clutch device, for example as a dual mass flywheel or dual clutch damper.
  • the torsional vibration damper 100 has an input part 102 and an output part 104.
  • the torsional vibration damper 100 has an axis of rotation 106 about which the input part 102 and the output part 104 are rotatable together and limited relative to each other rotatable.
  • the directions used "axial", “radial” and “circumferential direction” are based on the axis of rotation 106.
  • the input part 102 and the output part 104 are supported by a bearing 108 rotatable against each other. Between the input part 102 and the output part 104 bow springs 1 10 are effective as energy storage.
  • the torsional vibration damper 100 has two approximately semicircular arc-shaped bow springs 110.
  • nander store the bow springs 1 10 energy or give off energy.
  • a friction device 1 12 effective between the input part 102 and the output part 104.
  • the friction device 1 12 attenuates the particular periodic relative rotation between the input part 102 and the output part 104, in this case below a limit speed of the internal combustion engine, which is smaller than an idling speed of the internal combustion engine.
  • the input part 102 has a flange portion 1 14 and a lid portion 1 16.
  • the lid portion 1 16 has an annular disk-like shape.
  • Flange portion 1 14 and the lid portion 1 16 are welded together.
  • the flange portion 1 14 and the lid portion 1 16 define a toroidal receiving space for the bow springs 1 10.
  • the input part 102 has projecting into the receiving space primary stops for input part-side support of the bow springs 1 10 on.
  • the primary stops of the input part 102 are arranged axially opposite one another in each case on the flange section 14 and on the cover section 16.
  • the lid section 16 has two primary stops, which are not recognizable in the figures.
  • the primary stops are arranged diametrically opposite one another.
  • the primary stops are local areas of the lid portion 1 16, which are each formed from the material of the lid portion 1 16 against a cross-sectional curvature in the receiving space inside.
  • the output part 104 has a flange part 1 18 and a flywheel mass part 120.
  • the flange 1 18 has radially outwardly into the receiving space projecting flange wings.
  • the flange wings serve as primary stops for the output part side support of the bow springs 1 10.
  • the flange 1 18 and the flywheel member 120 are connected to each other by means of several rivets 122.
  • the friction device 1 12 is arranged spatially and functionally between the flange section 14 of the input part 102 and the flange part 1 18 of the output part 104. net.
  • the friction device 12 has a carrier 124 connected to the output part 104, a friction disk 126 rotatably mounted on the input part 102, and six locking elements 128 for locking the carrier 124 with the friction disk 126 below the limit speed.
  • Fig. 2 shows one of the six locking elements 128. Three of the six locking elements 128 are effective in a first direction of rotation. Three of the six locking elements 128 are effective in a second direction of rotation opposite to the first direction of rotation.
  • the friction disc 126 has an annular disk-like basic shape. At the radially outer periphery of the friction disc 126 six counter-elements 130 are arranged. Each of the counter-elements 130 is a radially inwardly formed, trough-like depression in the radially outer periphery of the friction disc 126. In the region of the counter-elements 130, the friction disc 126 is formed from sheet metal and has a U-shaped cross section. For this locally U-shaped cross-section results over the circumferential direction, the trough-like depression. On a side facing the flange portion 1 14 of the input part 102 of the friction disc 126, the friction disc 126 has a friction surface 132 made of plastic, which bears against the flange portion 1 14.
  • the friction disc 126 is biased by a plate spring 134 in the axial direction against the flange portion 1 14, so that a possible relative rotation between the friction disc 126 and the flange portion 1 14 counteracts a friction torque.
  • the plate spring 134 is supported in the axial direction on a support plate 136.
  • the support plate 136 has an annular disk-like shape.
  • a radially inner region of the support plate 136 is riveted to the flange portion 1 14.
  • a relative to the radially inner region axially bent, radially outer region of the support plate 136 supports the plate spring 134 in the axial direction and also centered the plate spring 134 in the radial direction.
  • the plate spring 134 centers the friction plate 126.
  • the carrier 124 has an annular disk-like base body with a U-shaped base cross-section. On a flange part 1 18 of the output part 104 facing side of the U-shaped body is radially outwardly a disc-shaped mounting flange.
  • the mounting flange of the carrier 124 is by means of a plurality of circumferentially distributed rivets 138 connected to the flange portion 1 18 of the output part 104.
  • the carrier 124 is disposed radially outside the friction disc 126. In the axial direction, the carrier 124 and the friction disc 126 overlap.
  • the locking elements 128 are each elongated pawls.
  • the locking elements 128 are each centrifugally controlled pawls.
  • a first end region of each locking element 128 is limited pivotably about a pivot axis 140 hinged to the carrier 124.
  • the pivot axis 140 is in each case arranged eccentrically relative to a center of gravity of the locking element 128, so that a rotational force acting on the locking element 128 centrifugal force about the pivot axis 140 exerts an opening moment on the locking element 128.
  • the principle of action of one of the six locking elements 128 is described below.
  • the operating principle of the other locking elements 128 is corresponding.
  • the locking element 128 is biased by means of a force accumulator 142 designed as a compression spring such that a second end region of the locking element 128 is stretched radially inwards and thus in the direction of the counter-elements 130 of the friction disc 126. Below the limiting rotational speed, the second end region of the locking element 128 thereby pivots into the trough-like depression acting as counter-element 130 in the radially outer circumference of the friction disk 126. The pivoting in of the second end region of the locking element 128 is limited by the contour of the opposing element 130. In the pivoted state, the locking element 128 is disposed at an acute angle to the circumferential direction and locked in a rotational direction under pressure forces received the carrier 124 with the friction disc 126.
  • the bow springs 1 10 are based on the one hand on the primary stops 1 14 of the input part 102 and on the other hand on the primary stops of the output part 104 from. Upon rotation of the input part 102 and the output part 104 relative to each other, the bow springs 110 are compressed or relaxed. In a regular operation of the torsional vibration damper 100, that is, a speed of the internal combustion engine and thus of the torsional vibration damper 100 equal to or greater than the idling speed of the internal combustion engine, the bow springs 1 10 are actuated in their elastic range.

Abstract

Amortisseur de vibrations torsionnelles (100), notamment double volant amortisseur, comprenant un élément d'entrée (102) et un élément de sortie (104) pourvus d'un axe de rotation (106) commun, autour duquel l'élément d'entrée (102) et l'élément de sortie (104) peuvent tourner ensemble et peuvent tourner de manière limitée l'un par rapport à l'autre, et un dispositif amortisseur à ressort qui agit entre l'élément d'entrée (102) et l'élément de sortie (104), qui est pourvu au moins d'un accumulateur d'énergie (110) et d'un dispositif de frottement (112) et qui est destiné à l'amortissement de la rotation relative entre l'élément d'entrée (102) et l'élément de sortie (104), le dispositif de frottement (112) étant inactif au-delà d'une vitesse de rotation limite, notamment en raison d'un effet centrifuge, ce qui permet l'amélioration de l'amortisseur de vibrations de torsion (100) en termes de construction et/ou de fonctionnement.
EP16714229.8A 2015-04-09 2016-03-11 Amortisseur de vibrations torsionnelles Withdrawn EP3280928A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015206284.8A DE102015206284A1 (de) 2015-04-09 2015-04-09 Drehschwingungsdämpfer
PCT/DE2016/200136 WO2016162025A1 (fr) 2015-04-09 2016-03-11 Amortisseur de vibrations torsionnelles

Publications (1)

Publication Number Publication Date
EP3280928A1 true EP3280928A1 (fr) 2018-02-14

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP16714229.8A Withdrawn EP3280928A1 (fr) 2015-04-09 2016-03-11 Amortisseur de vibrations torsionnelles

Country Status (4)

Country Link
EP (1) EP3280928A1 (fr)
CN (1) CN107429789B (fr)
DE (2) DE102015206284A1 (fr)
WO (1) WO2016162025A1 (fr)

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DE102016223915A1 (de) 2016-12-01 2018-06-07 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
WO2019178745A1 (fr) * 2018-03-20 2019-09-26 舍弗勒技术股份两合公司 Amortisseur de torsion
DE102018127874A1 (de) * 2018-11-08 2020-05-14 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
FR3094055B1 (fr) * 2019-03-21 2022-06-03 Valeo Embrayages Dispositif amortisseur
DE102019109245A1 (de) * 2019-04-09 2020-10-15 Schaeffler Technologies AG & Co. KG Schwungradanordnung und Antriebsstrang
DE102019117157A1 (de) * 2019-06-26 2020-12-31 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer mit einem Fliehkraftpendel
DE102019120001A1 (de) * 2019-07-24 2021-01-28 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
DE102019120004A1 (de) * 2019-07-24 2021-01-28 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
CN114341523B (zh) * 2019-09-02 2024-03-05 舍弗勒技术股份两合公司 具有离心摆和预减振器的扭振减振器

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DE102015206284A1 (de) 2016-10-13
CN107429789B (zh) 2020-03-17
CN107429789A (zh) 2017-12-01
WO2016162025A1 (fr) 2016-10-13

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