EP3583328A1 - Embrayage centrifuge pour une chaîne cinématique d'un véhicule automobile, comprenant des masselottes freinées - Google Patents

Embrayage centrifuge pour une chaîne cinématique d'un véhicule automobile, comprenant des masselottes freinées

Info

Publication number
EP3583328A1
EP3583328A1 EP18701661.3A EP18701661A EP3583328A1 EP 3583328 A1 EP3583328 A1 EP 3583328A1 EP 18701661 A EP18701661 A EP 18701661A EP 3583328 A1 EP3583328 A1 EP 3583328A1
Authority
EP
European Patent Office
Prior art keywords
centrifugal
centrifugal clutch
flyweight
force
spring
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Withdrawn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
EP18701661.3A
Other languages
German (de)
English (en)
Inventor
Sebastian Heuberger
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 EP3583328A1 publication Critical patent/EP3583328A1/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Withdrawn legal-status Critical Current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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/06—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like
    • F16D43/08—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like the pressure ring actuating friction plates, cones or similar axially-movable friction surfaces
    • F16D43/10—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like the pressure ring actuating friction plates, cones or similar axially-movable friction surfaces the centrifugal masses acting directly on the pressure ring, no other actuating mechanism for the pressure ring being provided
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D43/00—Automatic clutches
    • F16D43/02—Automatic clutches actuated entirely mechanically
    • F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
    • F16D43/14—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating the clutching members directly in a direction which has at least a radial component; with centrifugal masses themselves being the clutching members

Definitions

  • the present invention relates to a centrifugal clutch for a drive train of a motor vehicle.
  • Centrifugal clutches are used in drive trains of motor vehicles, such as motorcycles, light motorcycles or scooters, the compensation of a drive speed and a transmission speed, in particular during startup of the motor vehicle.
  • centrifugal clutches can be combined with an automated transmission, such as a continuously variable transmission (CVT).
  • CVT continuously variable transmission
  • a centrifugal clutch which has a centrifugal force-switching switching device and additionally an operable by the driver release device as a clutch.
  • the driver operable disengaging device opens and closes the closed centrifugal clutch against the centrifugal force.
  • the centrifugal force dependent switching switching device closed centrifugal clutch closes under the influence of centrifugal force only at relatively high speeds of the drive to provide a required starting torque can. At falling speeds, however, the centrifugal clutch thereby opens at a comparatively high rotational speed. pay so that at low speeds above the idle speed of the drive no torque of the drive is still running motor vehicle available.
  • centrifugal clutches are also known whose output part have a second centrifugal force-switching switching device.
  • both a start of the motor vehicle at a high rotational speed of the drive and a driving at low speeds, for example, in a partial load operation, made possible by centrifugal force disengagement of the centrifugal clutch takes place only at lower speeds.
  • the input part in a known manner on a first (drive side) centrifugally dependent switching switching device and in addition the output part on a second (gearbox side) centrifugally dependent switching switching device. Both centrifugally dependent switching switching devices act on the friction elements with an axial force to form a frictional connection.
  • centrifugal clutch centrifugal force dependent ie depending on the speed of the drive and the transmission
  • the centrifugal clutch can be closed only at relatively high speeds and thus for a speedy start-up sufficient power.
  • the centrifugal clutch remains closed up to rotational speeds below the clutch rotational speed during the starting process or transmits torque at least in a slip operation.
  • a disadvantage of such centrifugal clutches is their high axial space requirement, their increased weight and high installation costs due to the large number of individual parts.
  • the object of the invention is therefore to solve the problems described with reference to the prior art, at least partially, and in particular to provide a centrifugal clutch, which has a smaller space requirement, a lower weight and lower installation costs.
  • a centrifugal clutch according to the features of the independent claim.
  • Further advantageous embodiments of the centrifugal clutch are given in the dependent formulated claims. It should be noted that the features listed individually in the dependent claims can be combined with each other in any technologically meaningful manner and define further embodiments of the invention. In addition, the features specified in the claims are specified and explained in more detail in the description, wherein further preferred embodiments of the invention are shown.
  • the centrifugal clutch according to the invention for a drive train of a motor vehicle has an input part, a coaxially and rotatably arranged relative to the input part output part and a centrifugally dependent switchable friction unit, wherein the friction unit with the input part rotationally connected first friction elements and with the output member rotationally connected second friction comprises, which are arranged alternately layered in an axial direction and for closing the centrifugal clutch by means of at least one centrifugal force switching switching device can be brought into frictional engagement, wherein the at least one centrifugally dependent switching means comprises at least one flyweight, which occurs by a at least one centrifugal force switching switching device Centrifugal force from an open position into a closed position is movable, wherein the at least one flyweight in its movement from the most open in a closed position in a first range of motion by at least one brake spring counter to a direction of movement of the at least one flyweight with a first braking force and in a second range of motion by the at least one brake spring against the
  • the proposed centrifugal clutch is provided for a drive train of a motor vehicle, such as a motorcycle, light motor, scooter, lightweight scooter, passenger car or the like.
  • a motor vehicle such as a motorcycle, light motor, scooter, lightweight scooter, passenger car or the like.
  • Such motor vehicles regularly have a drive, for example an internal combustion engine, and a transmission.
  • the transmission can, for example, in the manner of a belt drive (CVT, Continuously variable transmission), automatic transmission or manual transmission manually switched by a driver.
  • the centrifugal clutch comprises a about an axis of rotation by means of the drive rotatably arranged, drive-side input part, which can be connected directly or indirectly, for example, with a crankshaft of the drive. Furthermore, the centrifugal clutch comprises a relative to the input part coaxially and rotatably arranged output part, which is indirectly or directly connectable, for example, with a transmission input shaft of the transmission. Between the input part and the output part a circumferentially effective, centrifugally dependent switchable friction unit is provided.
  • the friction unit includes with the input part rotationally connected first friction elements and with the output part, in particular with a leaf spring core of the output part, connected second friction elements, which may be arranged alternately layered in an axial direction and for closing the centrifugal clutch by means of at least one centrifugally dependent switching switching means frictionally engageable are.
  • the first friction elements and / or the second friction elements are in particular annular and / or at least partially made of metal. Furthermore, the first friction elements and / or the second friction elements may comprise friction linings.
  • the first friction elements and second friction elements can be braced in the axial direction, in particular between a counterpressure plate and, for example, a pressure plate of the leaf spring ring or a contact pressure ring of an inner disk carrier.
  • the at least one centrifugal force-switching switching device is in particular rotationally connected to the input part and has at least one flyweight. It should be clarified that the centrifugal clutch has in particular only a single centrifugally dependent switching switching device.
  • the centrifugal force-switching switching device By means of the at least one centrifugal force-switching switching device, the first friction elements and second friction elements of the friction unit in an axial direction with a contact force to form a frictional engagement can be acted upon. This means that with increasing rotational speed of the input part, the centrifugal clutch is centrifugally dependent, ie depending on the speed of the drive, closed or remains closed until, for example, at an idle speed of the drive and substantially stationary motor vehicle, the centrifugal clutch is opened again.
  • the least a flyweight of the at least one centrifugal force-switching switching device is movable in a radial direction, that is in particular orthogonal to the axis of rotation of the at least one centrifugal force switching switching device, between an open position in which the centrifugal clutch is disengaged, and a closed position in which the centrifugal clutch is engaged ,
  • the at least one flyweight is movable from the open position into the closed position by a centrifugal force occurring during a rotation of the at least one centrifugal force-dependent switching device.
  • the at least one flyweight in the radial direction is in particular maximally inward and / or in the closed position in the radial direction at the maximum outside.
  • the at least one flyweight During the movement of the at least one flyweight from the open position into the closed position, the at least one flyweight initially moves in a first movement range, in which the at least one flyweight is acted upon by at least one brake spring counter to a direction of movement of the at least one flyweight with a first brake force.
  • a second range of movement of the at least one flyweight connects to the first movement region (directly) in the radial direction, in which the at least one flyweight is acted upon by the at least one brake spring against the direction of movement of the at least one flyweight with a second braking force the first braking force is greater than the second braking force.
  • the at least one brake spring has a first braking stage with a higher braking force, for example for a starting process of the motor vehicle, and a second stage with a lower braking force, for example for a driving operation of the motor vehicle.
  • the centrifugal clutch can be closed only at relatively high speeds and thus for a quick start sufficient drive power. Due to the lower second braking force of the at least one brake spring in the second range of motion of the at least one flyweight, the centrifugal clutch remains closed up to speeds below the clutch speed during the starting process or at least transmits torque in a slip mode.
  • the at least one brake spring is designed in the manner of a plate spring.
  • the at least one brake spring is in particular (essentially) annular and / or made of metal.
  • the at least one brake spring has at least one spring arm.
  • the at least one spring arm may in particular be formed on an outer peripheral surface of the at least one brake spring.
  • the at least one spring arm can be bent at least partially U-shaped or V-shaped.
  • the at least one brake spring has a plurality of spring arms which are arranged in pairs in a V-shape.
  • the individual spring arms of the paired V-shaped spring arms can each act on a flyweight with a braking force which, for example, are arranged adjacent to one another in a circumferential direction.
  • the at least one flyweight has at least one oblique first contact surface on which the at least one brake spring contacts the at least one flyweight in the first movement region.
  • first contact surface is not orthogonal to the axis of rotation of the at least one centrifugal force-switching switching device.
  • the at least one inclined first contact surface may be formed, for example, as a recess at a radial outer end of the at least one flyweight.
  • the at least one flyweight has two oblique first contact surfaces, which are formed on two opposite in a direction of rotation of the at least one flyweight ends of the at least one flyweight.
  • the at least one flyweight has at least one second contact surface on which the at least one brake spring contacts the at least one flyweight in the second movement region.
  • the at least one second contact surface is, in particular, an end face of the at least one flyweight in a longitudinal direction parallel to the axis of rotation of the at least one switching device which switches by centrifugal force and / or a surface extending orthogonally to the axis of rotation of the at least one switching device which switches by centrifugal force.
  • the At least one flyweight, the at least one brake spring directs only a normal force, that is, a force perpendicular to the at least one second contact surface and / or in the longitudinal direction, in the at least one flyweight.
  • the second braking force is thus in particular (exclusively) a friction force resulting from the normal force between the at least one flyweight and the at least one brake spring.
  • the first contact surface and the second contact surface are not parallel to each other. This ensures that the first braking force and the second braking force are not the same.
  • the at least one flyweight has at least one oblique third contact surface by means of which an angle plate of the at least one centrifugal force-switching switching device is adjustable.
  • the angle plate has at least one ramp over which the angle plate is adjustable by the at least one flyweight in the longitudinal direction.
  • the angle plate has at least one opening through which the at least one brake spring extends at least partially.
  • a rotary bearing is arranged between the at least one centrifugal force-switching switching device and a leaf spring core of the centrifugal clutch.
  • the leaf spring core is in particular part of the starting part and in particular comprises a hub and a pressure plate.
  • the hub of the leaf spring core is in particular rotationally fixed to a transmission input shaft of a transmission fastened.
  • the second friction elements are in particular rotationally connected to the hub and / or the pressure plate.
  • the hub and the pressure plate are rotationally fixed to each other by means of leaf springs and limited to each other in the longitudinal direction displaced.
  • the rotary bearing is, in particular, a needle bearing and / or thrust bearing, by means of which a differential rotational speed between the input part and the output part can be compensated.
  • a differential rotational speed between the input part and the output part can be compensated.
  • FIGS. show a particularly preferred variant of the invention, but this is not limited thereto.
  • the same components are provided in the figures with the same reference numerals. They show by way of example and schematically:
  • Fig. 1 a centrifugal clutch in longitudinal section
  • Fig. 2 a centrifugally dependent switchable switching device of the centrifugal clutch in a plan view
  • Fig. 3 the centrifugally dependent switchable switching device without angle plate in a plan view
  • FIG. 4 shows a partial view of FIG. 3 in a perspective view
  • FIG. 5 is a sectional view of a flyweight of the centrifugal clutch in an open position
  • FIG. 6 is a sectional view of the flyweight of the centrifugal clutch in a
  • FIG. 8 shows a diagram of the contact force of a friction unit of the centrifugal clutch in FIG.
  • FIG. 1 shows a sectional view of a centrifugal clutch 1 in a longitudinal section.
  • the centrifugal clutch 1 has an input part 2 with an input plate 23 rotatable about a rotation axis 26 by a drive, not shown here, and an outer plate carrier 24 fastened rotationally fixed to the input plate 23.
  • first friction elements 5 of a friction unit 4 are rotationally connected.
  • the friction unit 4 also has second friction elements 6, which are secured against rotation on a hub 27 and a pressure plate 29 of a leaf spring core 21.
  • the hub 27 has a toothing 28, via which the hub 27 is rotationally connected to a transmission input shaft of a transmission, not shown here, connectable.
  • the pressure plate 29 by means of leaf springs 44 is rotationally fixed and in an axial direction 7 parallel to the axis of rotation 26 limited displaced.
  • the leaf spring core 21 is part of an output part 3 of the centrifugal clutch 1. In a disengaged state of the centrifugal clutch 1, the output part 3 with respect to the input part 2 (substantially) freely rotatable about the rotation axis 26.
  • the input part 2 has a rotatable with the input part 2 centrifugally dependent switching switching device 8.
  • the switching device 8 is secured by means of bolts 32 rotationally fixed to the input plate 23 of the input part 2.
  • the switching device 8 comprises flyweights 9, which are here in an open position 10, that is, in a radial direction 25 maximum inside.
  • the flyweights 9 are moved outward by a centrifugal force in the radial direction 25.
  • the flyweights 9 contact with an oblique third contact surface 18 ramps 31 of an angle plate 19 of the switching device 8, whereby the angle plate 19 is moved in the axial direction 7 in the direction of the leaf spring core 21.
  • the angle plate 19 adjusts the pressure plate 29, so that the first friction elements 5 and the second friction elements 6 are clamped and frictionally engaged between the pressure plate 29 and a counter-pressure plate 30, so that torque can be transmitted from the input part 2 to the output part 3.
  • a pivot bearing 22 is disposed between the angle plate 19 and a support 45 of the leaf spring core 21, which is designed here in the manner of a needle bearing.
  • a brake spring 13 is arranged in the axial direction 7 between the angle plate 19 and the flyweights 9. 2 shows the switching device 8 of the centrifugal clutch 1 shown in FIG. 1 in the direction of the axis of rotation 26 from above.
  • the angle plate 19 has in the variant shown here six openings 20 through which at least partially a spring arm 15 of the brake spring 13 extends. It can also be seen in FIG. 2 that the angle plate 19 in the variant shown here has three ramps for the flyweights 9 shown in FIG. Furthermore, the input plate 23 on its outer circumferential surface on an external toothing 33, via which the input plate 23 is rotatable about the rotation axis 26 by a drive, not shown here.
  • FIG. 3 shows the switching device 8 without the angle plate 19 shown in FIG. 2.
  • the brake spring 13 which has six resilient spring arms 15 arranged in pairs V-shaped on an outer peripheral surface, can be seen here.
  • the brake spring 13 also has three tabs 34, via which the brake spring 13 with the bolt 32 is secured against rotation on the input plate 23.
  • the three flyweights 9 are here in the open position 10. In the open position 10 contact the spring arms
  • the flyweights 9 are adjusted by the centrifugal force in the radial direction 25 to the outside, so that the spring arms 15 via the first oblique contact surfaces 16 in the direction of a second contact surface 17 of the Slide flyweights 9.
  • the spring arms 15 of the brake spring 13 lead against the movement directions of the flyweights 9 via the inclined first contact surface 16, a first braking force in the flyweights 9 a.
  • the spring arms 15 of the brake spring 13 against the direction of movement of the flyweights 9, a second braking force in the flyweights 9, which is smaller than the first braking force.
  • the first contact surfaces 16 are formed here as recesses 35 and extend obliquely or at an angle to the radial direction 25.
  • the first contact surfaces 16 and the third contact surfaces 18 can also be designed as a single or contiguous oblique contact surface.
  • the spring arms 15 are bent in a U-shaped or V-shaped manner.
  • the flyweight 9 is here in the open position 10 and in the first movement region 12.
  • the spring arms 15 contact one another the brake spring 13, the flyweights 9 (only) on the first contact surface 16 so that the brake spring 13 initiates a first braking force in the direction of the radial direction 25 inward.
  • the first movement region 12 of the flyweights 9 extends from the open position 10 shown here in the radial direction 25 to the outside, until that the brake spring 13, the flyweights 9 no longer at the oblique first contact surface 16, but only in the region of a boundary 37 between the first contact surface 16 and second contact surface 17 contacted.
  • FIG. 6 shows the sectional illustration shown in FIG. 5, after the flyweight 9 has been displaced maximally outwards in the radial direction 25.
  • the spring arms 15 of the brake spring 13 no longer contact the flyweight 9 in the region of the first contact surface 16, but only on the second Contact surface 17.
  • the brake spring 13 initiates in the longitudinal direction 38 a normal force in the flyweight 9, which causes a second braking force against the direction of movement of the flyweight 9 in the radial direction 25 in the form of a frictional force resulting from the normal force less than the first braking force.
  • FIG. 7 shows a perspective view of the brake spring 13.
  • FIG. 8 shows the course of a contact force 46 of the friction unit 4 shown in FIG. 1 between a starting process of a motor vehicle, not shown here, and a subsequent standstill of the motor vehicle.
  • On an x-axis 39 is a speed of a drive of the motor vehicle, not shown here in revolutions per minute [rpm] and on a y-axis 40, the height of the force acting on the friction unit 4 contact pressure 46 in Newton [N] plotted.
  • the contact pressure 46 is substantially 0 N.
  • the speed of the drive or the input part has been increased to a starting speed.
  • the contact pressure 46 between the first point 41 and the second point 42 substantially does not increase. Only with a further increase in the rotational speed of the drive or the rotational speed of the input part is the contact pressure 46 increased until a third point 43 is reached to a maximum value of the contact pressure 46.
  • the flyweights 9 are in the closed position 1 1 in the second movement area 14, so that the brake spring 13 counteracts the flyweights 9 counter to the direction of movement of the flyweight only with a smaller compared to the first braking force second braking force.
  • the contact pressure 46 is always greater than 0 N, so that until reaching the first point 41, that is, the idle speed of the drive, a torque from the input part 2 to the output part 3 is transferable.
  • the present invention is characterized by a smaller space requirement, a lower weight and a lower assembly costs.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)

Abstract

L'invention concerne un embrayage centrifuge (1) pour une chaîne cinématique d'un véhicule automobile. L'embrayage comprend une partie d'entrée (2), une partie de sortie (3) agencée de manière coaxiale et rotative par rapport à la partie d'entrée (2) et une unité (4) à friction pouvant être enclenchée en fonction de la force centrifuge. L'unité (4) à friction comporte des premiers éléments (5) de friction reliés de manière solidaire en rotation à la partie d'entrée (2) et des deuxièmes éléments (6) de friction reliés de manière solidaire en rotation à la partie de sortie (3), qui sont superposés alternativement dans une direction axiale (7) et qui peuvent être amenés en contact de friction pour fermer l'embrayage centrifuge (1) au moyen d'au moins un dispositif d'enclenchement (8) s'enclenchant en fonction de la force centrifuge. Le ou les dispositifs d'activation (8) s'enclenchant en fonction de la force centrifuge comportent au moins une masselotte (9), qui peut être déplacée d'une position d'ouverture (10) dans une position de fermeture (11) par un dispositif d'enclenchement (8) s'enclenchant lors d'une rotation du ou des dispositifs d'enclenchement s'enclenchant en fonction de la force centrifuge. La ou les masselottes (9), lorsqu'elles se déplacent de la position d'ouverture (10) dans la position de fermeture (11), sont soumises dans une première zone de mouvement par au moins un ressort de freinage, à l'encontre du sens de mouvement de la ou des masselottes, à une première force de freinage, et dans une deuxième zone de mouvement par le ou les ressorts de freinage, à l'encontre du sens de mouvement de la ou des masselottes, à une deuxième force de freinage, et la première force de freinage est supérieure à la deuxième force de freinage.
EP18701661.3A 2017-02-16 2018-01-17 Embrayage centrifuge pour une chaîne cinématique d'un véhicule automobile, comprenant des masselottes freinées Withdrawn EP3583328A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017103108.1A DE102017103108A1 (de) 2017-02-16 2017-02-16 Fliehkraftkupplung für einen Antriebsstrang eines Kraftfahrzeugs mit gebremsten Fliehmassen
PCT/DE2018/100037 WO2018149440A1 (fr) 2017-02-16 2018-01-17 Embrayage centrifuge pour une chaîne cinématique d'un véhicule automobile, comprenant des masselottes freinées

Publications (1)

Publication Number Publication Date
EP3583328A1 true EP3583328A1 (fr) 2019-12-25

Family

ID=61054097

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18701661.3A Withdrawn EP3583328A1 (fr) 2017-02-16 2018-01-17 Embrayage centrifuge pour une chaîne cinématique d'un véhicule automobile, comprenant des masselottes freinées

Country Status (6)

Country Link
US (1) US20210285506A1 (fr)
EP (1) EP3583328A1 (fr)
JP (1) JP2020504274A (fr)
CN (1) CN110234898A (fr)
DE (2) DE102017103108A1 (fr)
WO (1) WO2018149440A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017113349A1 (de) 2017-06-19 2018-12-20 Schaeffler Technologies AG & Co. KG Fliehkraftkupplung mit spanlos gefertigten Fliehkraftmassen
DE102019100728B3 (de) 2019-01-14 2020-06-18 Schaeffler Technologies AG & Co. KG Reibungskupplung für ein Kraftfahrzeug
DE102019131168A1 (de) * 2019-11-19 2021-05-20 Schaeffler Technologies AG & Co. KG Fliehkraftbetätigte Reibkupplung mit Torsionsschwingungsdämpfeinrichtung sowie Stützplatte zur Aufnahme von Axialkräften
US11572924B1 (en) 2022-02-01 2023-02-07 Schaeffler Technologies AG & Co. KG Centrifugal mass assembly for a clutch

Family Cites Families (9)

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Publication number Priority date Publication date Assignee Title
FR2729726B1 (fr) * 1995-01-23 1997-04-18 Antonov Automotive Europ Embrayage multi-disques, transmission automatique ainsi equipee et procede de realisation
CN1179202A (zh) * 1995-01-23 1998-04-15 安东诺夫汽车技术有限公司 用于自动传动装置的多盘耦合装置及其制造方法
US6698564B2 (en) * 2001-08-30 2004-03-02 Eaton Corporation Ramp segments for centrifugal ramp reaction plate
US7137498B2 (en) * 2004-03-11 2006-11-21 Eaton Corporation Centrifugal clutch with improved wear life and disengagement characteristics
JP3894454B2 (ja) * 2005-07-19 2007-03-22 株式会社エクセディ モータサイクル用クラッチ装置
US8770367B2 (en) * 2010-10-12 2014-07-08 GM Global Technology Operations LLC Passive mechanical launch device
CN102777512A (zh) * 2012-07-03 2012-11-14 洪涛 可快速动作的空间楔合式离心离合器、具有该离合器的双离合器自动变速器及其操纵方法
DE112015001174A5 (de) 2014-03-12 2016-12-01 Schaeffler Technologies AG & Co. KG Fliehkraftbetätigte Reibungskupplung
DE102016204111A1 (de) * 2016-03-14 2017-09-14 Schaeffler Technologies AG & Co. KG Reibungskupplung

Also Published As

Publication number Publication date
CN110234898A (zh) 2019-09-13
DE112018000856A5 (de) 2019-10-31
JP2020504274A (ja) 2020-02-06
WO2018149440A1 (fr) 2018-08-23
DE102017103108A1 (de) 2018-08-16
US20210285506A1 (en) 2021-09-16

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