EP3994373A1 - Antriebsstrangeinheit mit torsionsdämpfer und innenliegender zwischennabe - Google Patents
Antriebsstrangeinheit mit torsionsdämpfer und innenliegender zwischennabeInfo
- Publication number
- EP3994373A1 EP3994373A1 EP20729938.9A EP20729938A EP3994373A1 EP 3994373 A1 EP3994373 A1 EP 3994373A1 EP 20729938 A EP20729938 A EP 20729938A EP 3994373 A1 EP3994373 A1 EP 3994373A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- damper
- drive train
- torque
- hub
- train unit
- 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.)
- Pending
Links
- 238000013016 damping Methods 0.000 claims abstract description 5
- 239000000463 material Substances 0.000 claims description 4
- 239000000543 intermediate Substances 0.000 claims 5
- 230000005540 biological transmission Effects 0.000 description 7
- 125000006850 spacer group Chemical group 0.000 description 5
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000002730 additional effect Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 229920000136 polysorbate Polymers 0.000 description 1
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
- F16F15/121—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 using springs as elastic members, e.g. metallic springs
- F16F15/123—Wound springs
- F16F15/1232—Wound springs characterised by the spring mounting
-
- 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
- F16F15/121—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 using springs as elastic members, e.g. metallic springs
- F16F15/123—Wound springs
- F16F15/1238—Wound springs with pre-damper, i.e. additional set of springs between flange of main damper and hub
-
- 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
- F16F15/121—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 using springs as elastic members, e.g. metallic springs
- F16F15/123—Wound springs
- F16F15/12353—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations
- F16F15/1236—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations resulting in a staged spring characteristic, e.g. with multiple intermediate plates
- F16F15/12366—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations resulting in a staged spring characteristic, e.g. with multiple intermediate plates acting on multiple sets of springs
-
- 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
- F16F15/129—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 characterised by friction-damping means
- F16F15/1297—Overload protection, i.e. means for limiting torque
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Definitions
- the invention relates to a drive train unit for a drive train of a motor vehicle, in particular a hybrid drive train in which both electrical and internal combustion engine driving states are possible.
- the drive train unit has an input component for introducing a torque, a torsional damper connected to the input component in a torque-transmitting manner to dampen rotational irregularities and an output component connected to the torsional damper in a torque-transmitting manner for discharging the torque, the output component being radially further outward than a spring element of a flauptor damper is arranged.
- EP 2 765 330 A2 discloses a power transmission device with a first rotary element rotatable about a first axis of rotation, a second rotary element rotatable about a second axis of rotation, a third rotary element arranged between the first and the second rotary element, one between the first and the third rotary element arranged torsional damper, a torque limiter arranged between the second and the third rotary element and a provided on the third rotary element, dynamic vibration damper.
- the torque limiter is arranged in the power flow behind the torsion damper or in the power flow before the torsion damper. Irrespective of the arrangement in the power flow, the torque limiter is arranged above the torsion damper, ie radially further outside than the torsion damper, and outside, ie on a radial outside of the torsion damper, with this ver related.
- a downstream torque limiter there is a power flow in which the torque is introduced into the torsion damper via an input shaft and a flywheel, is passed on outside of the torsion damper into the torque limiter, and is directed from the torque limiter to an output shaft.
- the prior art always has the disadvantage that a connection of the torque limiter to the torsion damper is a technical challenge due to the space requirements and the functionality and, in particular, a connection to the outside of the torsion damper is not desired.
- a torsion damper with a downstream torque limiter i.e. a torque limiter arranged behind it, is to be provided, which is designed to be particularly space-saving, especially in the radial direction, and functionally.
- a suitable flow of force should therefore be made possible in which above all a transmission input shaft is protected, in particular by arranging the torque limiter close to this transmission input shaft.
- torsion damper is connected to the output component via an intermediate hub that engages on a radial inside of the torsion damper.
- the output component can be designed as a torque limiter.
- the torque limiter By providing the torque limiter, it is avoided that downstream components in the torque flow are overloaded due to high torque peaks.
- the torque limiter is connected downstream of the torsional damper.
- a centrifugal pendulum can also be provided in the drive train unit.
- the torque limiter can have a sliding plate, friction linings which are axially adjacent to the sliding plate, preferably on both sides, and a plate spring which applies a defined clamping force to the friction linings.
- the sliding plate can be connected directly or indirectly to the intermediate hub, for example via a riveted connection, in particular at a radially outer end of the intermediate hub.
- the sliding plate can be connected to the intermediate hub on the left or right.
- the friction linings, the plate spring and the sliding plate are arranged axially between two side plates which define a position of the components.
- a support plate can preferably be provided in the axial direction between the disk spring and the friction linings, which advantageously enables a uniform clamping force to be introduced into the friction linings.
- spacer plates are provided between the side plates in the axial direction.
- the components of the torque limiter can be arranged at a desired axial distance.
- the support plate has an external toothing that engages between the spacer plates. As a result, the support plate is axially displaceable between the side plates, but at the same time attached radially and tangentially over the external teeth.
- one of the two side panels or both side panels can be stiffened.
- one of the two side panels surface or both side plates can have a lateral axial pot at a radially outer end, in particular ra dial outside the friction linings.
- the pot can be formed axially inwards or axially outwards.
- the intermediate hub can have a main body extending essentially in the axial direction and a disk section extending outwardly from the main body essentially in the radial direction.
- the torque can be passed on from the radial inside of the torsional damper to the axially adjacent and radially further outwardly arranged output component.
- the Hauptkör and the disk portion can be formed in one piece.
- the intermediate hub is made from a complete part, i.e. made of one piece.
- the main body and the disk section can be formed as separate components.
- the intermediate hub is made from several, in particular two, parts which are then joined together.
- the main body and the disc section can be connected via a material connection, such as a welded connection, and / or via a non-positive and form-fitting connection, such as a caulking connection, and / or via a form-fitting connection such as a rivet connection be connected to each other.
- a particularly strong joint connection is advantageously provided, which is also suitable for transmitting high torque.
- an outer contour of the intermediate hub in particular an axial end face of the intermediate hub facing away from the torsion damper, or the entire intermediate hub can be machined. In particular, turning has proven to be advantageous for reasons of installation space, manufacturing technology and / or assembly technology in order to efficiently produce the outer contour.
- the intermediate hub can preferably be hardened, in particular case-hardened.
- a surface hardness between 500 and 2000 HV has proven to be suitable. It is particularly preferred if the surface hardness of the intermediate hub is greater than 680 HV.
- the main damper has a drive plate and a hub flange that is rotatably coupled to the drive plate via the spring element. It is also preferred if the main damper has a counter disk which is firmly connected to the drive disk, for example via a rivet connection.
- the torsional damper (in addition to the main damper) can have a pre-damper.
- the damping properties of the torsional damper can be set particularly precisely and, for example, can be designed differently in different torques.
- the torsional damper can also only
- the pre-damper has, for example, a two-part pre-damper cage and a pre-damper hub flange that is rotatably coupled to the pre-damper cage via a pre-damper spring element.
- the pre-damper can be arranged parallel to the main damper or preferably in series with the main damper.
- the hub flange and / or the pre-damper hub flange can be connected to the intermediate hub in a torque-transmitting manner via a profile toothing.
- an intermediate hub connection of the (main damper) hub flange via a profile toothing with a clearance angle and an intermediate hub connection of the (pre-damper) hub flange via a profile toothing without a clearance angle has proven to be particularly preferred, as this allows a clearance angle Rotation angle of the pre-damper can be defined.
- the hub flange in particular when the torsion damper is designed without the front damper, can be connected to the intermediate hub via a profile toothing without a clearance angle to transmit torque.
- a torsionally rigid / rotationally fixed connection between the hub flange and the intermediate hub such as a cohesive connection such as a welded connection, or a non-positive and positive connection such as a caulking connection, can be provided.
- the intermediate hub can be mounted centered on an output hub connected to the output component in a torque-transmitting manner, for example via a centering sleeve. This ensures that the output component and the torsion damper are aligned coaxially with respect to one another.
- the intermediate sleeve can be constructed from plastic.
- the output component is fixed axially relative to the torsion damper, for example by a safety ring.
- the locking ring can act on the output hub and a friction sleeve of the torsional damper.
- 1 shows a longitudinal sectional view of a drive train unit according to the invention in a first embodiment
- 2 shows a longitudinal sectional view of the drive train unit according to the invention in a second embodiment
- FIG. 3 shows a side view of a profile toothing without clearance angle between a hub flange and an intermediate hub of the drive train unit
- FIG. 6 shows a longitudinal sectional view of the intermediate hub in two-part design
- FIG. 7 shows an enlarged illustration of a section from FIG. 1 or FIG. 2, which shows a stiffening of side plates of a torque limiter of the drive train unit.
- Fig. 1 shows a first embodiment of a drive train unit 1 according to the invention for a motor vehicle.
- the drive train unit 1 has an input component 2 for introducing a torque.
- the drive train unit 1 also has a torsional damper 3 connected to the input component in a torque-transmitting manner for damping rotational irregularities.
- the drive train unit 1 has egg NEN with the torsion damper 3 torque-transmitting connected output component 4 for diverting the torque.
- the output component 4 is arranged radially further outward than a spring element 5 of the torsion damper 3.
- the torque flow can also take place in the opposite direction, the output component 4 then being used to introduce the torque and the input component 2 to discharge the torque.
- the torque flow is only described in one direction below.
- the torsion damper 3 is connected to the output component 4 via an intermediate hub 6 engaging on a radial inside of the torsion damper 3. Accordingly, the intermediate hub 6 is implemented radially on the inside on the torsion damper 3 and is guided radially outwards above the spring element 5. This means that the torque is transmitted or deflected radially on the inside of the torsion damper 3 and is introduced from there via the intermediate hub 6 radially outward into the output component 4.
- the torque is passed into the drive train unit 1 via a drive shaft 7. From there the torque is passed on to a flywheel 8.
- the drive shaft 7 is connected to the flywheel 8 via a screw connection 9. From the flywheel 8, the torque is passed on to the torsional damper 3.
- the flywheel 8 is connected to the torsion damper 3 via a screw connection 10.
- the torque is introduced into the torsion damper 3 from the radial outside. Accordingly, the drive shaft 7 and the flywheel 8 serve as the input member 2.
- the torsion damper 3 has a drive plate 11.
- the drive plate 11 is connected to the flywheel 8 via the screw connection 10. The torque is thus introduced into the torsion damper 3 via the drive plate 11.
- the torsion damper 3 has a counter disk 12.
- the counter disk 12 is firmly connected to the drive disk 11 via a rivet connection 13.
- the torsion damper 3 has the spring element 5.
- the spring element 5 is formed, for example, by a plurality of compression springs, such as spiral springs or arc springs.
- the torsion damper 3 has a hub flange 14.
- the hub flange 14 and the slave disk 11 are relative to one another over a limited angular range. rotatable.
- the hub flange 14 is connected to the driver disk 11 (and the counter disk 12) via the spring element 5 in a torque-transmitting and vibration-damping manner.
- the torque is therefore passed on to the hub flange 14, in which the drive plate 11 rotates relative to the hub flange 14 against the spring force of the spring element 5.
- the maximum rotation is limited by the ma ximal compression of the spring element 5 or preferably by a stop.
- the hub flange 14 extends from the spring element 5 radially in NEN.
- the torque is diverted from the torsion damper 3 via the hub flange 14.
- the hub flange 14 of the torsion damper 3 is connected to the intermediate hub 6 on its radial inside with torque transmission.
- the intermediate hub 6 has a main body 15 extending essentially in the axial direction and a disc section 16 extending substantially in the radial direction outward from the main body 15.
- the main body 15 and the disc section 16 are integral
- the torque is introduced into the main body 15 from the hub flange 14.
- the flake body 15 extends from the torsion damper 3 in the axial direction to the drive shaft 7 (or an engine side). From an axial end of the flake body 15, the disc portion 16 extends ra dial outward. The torque is passed on from the disk section 16 to the output component 4.
- the output component 4 is formed by a torque limiter 17.
- the torque limiter 17 has a sliding plate 18, via which the torque is introduced from the intermediate hub 6.
- the sliding plate 18 is connected to the intermediate hub 6 via a Nietver connection 19.
- the sliding plate 18 can be riveted to the intermediate hub 6 on the left or right.
- the torque limiter 17 has friction linings 20.
- the sliding plate 18 is clamped in the axial direction between the friction linings 20.
- the friction linings 20 are arranged radially further out than the spring element 5 of the torsion damper 3.
- a plate spring 21 of the torque limiter 17 applies a defined clamping force to the friction linings 20 in the axial direction.
- the friction linings 20, the sliding plate 18 and the plate spring 21 are in the axial direction between a first side plate 22 and a second side plate 23 of the torque limiter 17 is fixed.
- the disc spring 21 is arranged in the axial direction between tween the first side plate 22 and a support plate 24.
- the Reibbe would be 20 and the sliding plate 18 are arranged in the axial direction between the support plate 24 and the second side plate 23.
- the support plate 24 has external teeth which engage between the spacer plates 25.
- the support plate 24 is axially displaceable relative to the side plates 22, 23 but fixed radially and in the circumferential direction / tangentially.
- the torque is transmitted from the second side plate 23 to an output hub 26.
- the second side plate 23 is connected to the output hub 26 via a riveted connection 27.
- the output hub 26 is in turn connected to an output shaft 28 to transmit torque.
- the intermediate hub 6 is rotatably mounted on the output hub 26. Between the intermediate hub 6 and the output hub 26, a centering sleeve 29 is arranged, which supports the intermediate hub 6 in a centered manner.
- a locking ring 30 is provided to axially fix the torque limiter 17 on the torsion damper 3.
- the torsion damper 3 has a friction sleeve 31 which is fixedly inserted into the driver plate 11, i.e. via a torsionally rigid connection.
- the friction sleeve 31 has some play to the locking ring 30 and the output hub 26.
- the friction sleeve 31 is mainly used for centering.
- the torsional damper 3 also has a friction device which is formed by a first friction ring 32, a second friction ring 33 and a plate spring 34 ge.
- the first friction ring 32 is clamped between the counter disk 12 and the hub flange 14 in the axial direction by the force of the plate spring 34.
- the second friction ring 33 is clamped in the axial direction between the hub flange 14 and the slave disk 11 with.
- the second embodiment shows a second embodiment of the drive train unit 1 according to the invention.
- the second embodiment essentially corresponds to the first embodiment and has an internal intermediate hub 6 according to the invention which connects the torsion damper 3 to the torque limiter 17.
- the second embodiment only differs from the first embodiment in that Instead of the second friction ring 33, a pre-damper 35 is provided.
- the pre-damper 35 is arranged in the axial direction between the hub flange 14 and the drive plate 11.
- the pre-damper 35 has a pre-damper cage 36, a pre-damper spring element 37 and a pre-damper hub flange 38.
- the pre-damper cage 36 is designed in two parts.
- the torque is transmitted from the hub flange 14 or the drive plate 11 to the pre-damper cage 36 and passed on from this via the pre-damper spring element 37 to the pre-damper hub flange 38.
- the pre-damper hub flange 38 is connected to the intermediate hub 6 in a torque-transmitting manner.
- FIG. 3 shows a torque transmission via a profile toothing without a clearance angle.
- Fig. 4 shows a torque transmission via a profile toothing with clearance angle.
- the hub flange 14 can be connected to the intermediate hub 6 via a torsionally rigid connection.
- a material connection such as a welded connection, and / or a non-positive and positive connection, such as a caulking connection, can be seen between the hub flange 14 and the intermediate hub, even if this is not shown.
- the torsion damper 3 has the pre-damper 35 (compare second Ausrete shape)
- a profile toothing without clearance angle between the toothing of the Vordämpfernabenflansches 38 and the toothing of the intermediate hub 6 and a profile toothing with clearance angle between the toothing of the hub flange 14 and the toothing of the intermediate hub 6 is provided .
- the clearance angle thus corresponds to a twist angle of the pre-damper 35.
- the toothing of the pre-damper hub flange 38 rests on the intermediate hub 6, since the pre-damper hub flange 38 is formed via a profile toothing without a clearance angle.
- the pre-damper cage 36 is connected in a torsionally rigid / rotationally fixed manner to the hub flange 14, for example in it hung.
- the pre-damper hub flange 38 acts on the intermediate hub 6 and only when the clearance angle between the hub flange 14 and the intermediate hub 14 has been overcome is the pre-damper 35 bridged and the hub flange 14 also engages the intermediate hub 6.
- Figs. 5 and 6 show different embodiments of the intermediate hub 6.
- Fig. 5 and 6 show different embodiments of the intermediate hub 6.
- the main body 15 and the disk section 16 are integrally formed as a one-piece intermediate hub 6.
- the flake body 15 and the Scheibenab section 16 are formed as separate components as a two-part intermediate hub 6.
- the flake body 15 and the Scheibenab section 16 are connected to one another via a form-fitting connection, here a rivet connection 39.
- the flake body 15 and the disk section 16 can also be connected to one another via a material connection, such as a welded connection, and / or via a non-positive and positive connection, such as a caulking connection, even if this is not shown.
- the intermediate hub 6 can be partially machined, in particular an outer contour of the intermediate hub 6, or entirely machined, for example turned.
- the intermediate hub is
- Fig. 7 shows an enlarged view of the torque limiter 17.
- the side plates 22, 23 are reinforced at their radially outer end to counteract any expansion ent.
- the torque limiter 17 has a first lateral pot 40 and a second lateral pot 41.
- the pots 40, 41 can go both axially inwards (see FIG. 7) and outwards. It is also possible for only the first pot 40 or only the second pot 41 to be provided. List of reference symbols for drive train unit
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102019117987 | 2019-07-03 | ||
DE102019125611.9A DE102019125611A1 (de) | 2019-07-03 | 2019-09-24 | Antriebsstrangeinheit mit Torsionsdämpfer und innenliegender Zwischennabe |
PCT/DE2020/100379 WO2021000983A1 (de) | 2019-07-03 | 2020-05-06 | Antriebsstrangeinheit mit torsionsdämpfer und innenliegender zwischennabe |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3994373A1 true EP3994373A1 (de) | 2022-05-11 |
Family
ID=74092728
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20729938.9A Pending EP3994373A1 (de) | 2019-07-03 | 2020-05-06 | Antriebsstrangeinheit mit torsionsdämpfer und innenliegender zwischennabe |
Country Status (7)
Country | Link |
---|---|
US (1) | US20220252133A1 (de) |
EP (1) | EP3994373A1 (de) |
JP (1) | JP7309930B2 (de) |
KR (1) | KR20220029578A (de) |
CN (1) | CN113939669B (de) |
DE (1) | DE102019125611A1 (de) |
WO (1) | WO2021000983A1 (de) |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
BR9303267A (pt) * | 1992-08-03 | 1994-03-15 | Fichtel & Sachs Ag | Vilante de duas massas |
DE102004012086A1 (de) * | 2003-03-20 | 2004-09-30 | Zf Sachs Ag | Torsionsschwingungsdämpfer |
JP4495936B2 (ja) * | 2003-09-25 | 2010-07-07 | 株式会社エクセディ | クラッチディスク組立体 |
BRPI0405406B1 (pt) * | 2004-12-02 | 2018-01-23 | ZF do Brasil LTDA. - Divisão ZF Sachs | Disco de embreagem |
JP5458612B2 (ja) * | 2009-03-13 | 2014-04-02 | アイシン精機株式会社 | ダンパ装置 |
JP2014152835A (ja) | 2013-02-06 | 2014-08-25 | Aisin Seiki Co Ltd | 動力伝達装置 |
JP5983861B2 (ja) * | 2013-03-22 | 2016-09-06 | トヨタ自動車株式会社 | 車両用ダンパ装置 |
JP5561413B2 (ja) * | 2013-07-04 | 2014-07-30 | アイシン精機株式会社 | ダンパ装置 |
JP2016056893A (ja) * | 2014-09-10 | 2016-04-21 | アイシン精機株式会社 | ダンパ装置 |
CN212338025U (zh) * | 2019-12-30 | 2021-01-12 | 舍弗勒技术股份两合公司 | 用于驱动系的扭矩限制器、混合动力驱动系及混合动力车辆 |
-
2019
- 2019-09-24 DE DE102019125611.9A patent/DE102019125611A1/de active Pending
-
2020
- 2020-05-06 WO PCT/DE2020/100379 patent/WO2021000983A1/de unknown
- 2020-05-06 JP JP2021578146A patent/JP7309930B2/ja active Active
- 2020-05-06 US US17/618,911 patent/US20220252133A1/en active Pending
- 2020-05-06 CN CN202080042364.XA patent/CN113939669B/zh active Active
- 2020-05-06 EP EP20729938.9A patent/EP3994373A1/de active Pending
- 2020-05-06 KR KR1020217041975A patent/KR20220029578A/ko unknown
Also Published As
Publication number | Publication date |
---|---|
US20220252133A1 (en) | 2022-08-11 |
CN113939669A (zh) | 2022-01-14 |
JP2022538664A (ja) | 2022-09-05 |
KR20220029578A (ko) | 2022-03-08 |
WO2021000983A1 (de) | 2021-01-07 |
DE102019125611A1 (de) | 2021-01-07 |
JP7309930B2 (ja) | 2023-07-18 |
CN113939669B (zh) | 2023-08-04 |
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