EP4139585A1 - Amortisseur de vibrations de torsion avec système amortisseur pouvant être accouplé, et groupe motopropulseur comprenant un amortisseur de vibrations de torsion - Google Patents

Amortisseur de vibrations de torsion avec système amortisseur pouvant être accouplé, et groupe motopropulseur comprenant un amortisseur de vibrations de torsion

Info

Publication number
EP4139585A1
EP4139585A1 EP21714306.4A EP21714306A EP4139585A1 EP 4139585 A1 EP4139585 A1 EP 4139585A1 EP 21714306 A EP21714306 A EP 21714306A EP 4139585 A1 EP4139585 A1 EP 4139585A1
Authority
EP
European Patent Office
Prior art keywords
damping device
torsional vibration
damper
vibration damper
torque
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
Application number
EP21714306.4A
Other languages
German (de)
English (en)
Inventor
Alain Rusch
Martin HÄSSLER
Laurent Theriot
László Sarkadi
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 EP4139585A1 publication Critical patent/EP4139585A1/fr
Pending 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
    • F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
    • F16F15/1407—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers the rotation being limited with respect to the driving means
    • F16F15/145—Masses mounted with play with respect to driving means thus enabling free movement over a limited range
    • 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
    • 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
    • F16F2230/00—Purpose; Design features
    • F16F2230/0052—Physically guiding or influencing
    • F16F2230/0064—Physically guiding or influencing using a cam

Definitions

  • Torsion vibration damper with a couplable damper system and drive train with torsion vibration damper
  • the invention relates to a torsional vibration damper for damping rotational uniformities of a shaft that can be driven by an internal combustion engine, for example a crankshaft, with a damping device which, in the torque flow from the shaft to an output shaft, such as a transmission input shaft, has a primary side prepared to absorb torque and a primary side for transmission of the torque to the output shaft provided secondary side, and a coupling arrangement / damper coupling with the damping device via a coupling system Tilgersys system, the clutch arrangement in a first switching position at least partially creates an operative connection between the damper system and the damping device and this operative connection in a second Switch position releases.
  • Separable centrifugal pendulums are already known from the prior art.
  • DE 102017204558 A1 discloses a torsional vibration damper, ie a centrifugal force pendulum, with a damping device and a damper system that can be connected to the damping device via a clutch arrangement.
  • the coupling arrangement is adjustable for a switching operation to release an at least partial operative connection between a structural unit of the damper system and the damping device in a first switching position and for a switching operation to cancel an at least partial operative connection between the structural unit of the damper system and the damping device in a second switching position .
  • the clutch arrangement has on the one hand a control device through which the switching processes of the clutch arrangement can be triggered depending on the load, and on the other hand is provided with an adjusting device through which the clutch arrangement can be adjusted in one of its two switching positions.
  • DE 10 2017 204 558 A1 discloses a system in which the separating clutch (friction clutch) is activated between the centrifugal pendulum and the clutch disc with a control device. It is activated by the relative rotation between the drive plate and the hub flange.
  • Another document discloses a friction clutch for coupling a drive shaft of a motor vehicle engine with a gearbox input shaft of a motor vehicle transmission with a counter plate for introducing a torque, a clutch disc that can be frictionally pressed with the counter plate for transferring the torque to the Transmission input shaft and a centrifugal pendulum rotatable in the axial direction between the counter plate and the clutch disc relative to the transmission input shaft for damping torsional vibrations of rotational irregularities in the torque, the centrifugal pendulum being coupled in the closed state of the friction clutch between the counter plate and the clutch disc in particular frictionally and / or positively , is.
  • the centrifugal force pendulum which can be pressed between the counterplate and the clutch disc, enables torsional vibration damping for the transmission input shaft to be switched on in a simple manner, so that a simple construction of a vibration-damped drive train is made possible.
  • the centrifugal pendulum can be switched off with the main clutch actuation.
  • a vibration damper unit in particular a clutch disc for a friction clutch for coupling a drive shaft of a motor vehicle engine with a gear input shaft of a motor vehicle transmission, with a hub, in particular for the non-rotatable connection with the transmission input shaft, a damper system, in particular a disc damper, for damping torsional vibrations in an initiated Torque Flauptflansch is supported
  • a torsion vibration damper mounted relatively rotatable on the hub, in particular centrifugal pendulum, for damping rotational irregularities by generating one of the Dre Unequality counteracting the restoring torque, the torsional vibration damper frictionally in a closed position of the ramp system by a frictional force impressed by the secondary flange is coupled to the hub and is decoupled from the hub in an open position of the ramp system.
  • the moment of inertia of the torsional vibration damper unit can be disconnected during a shifting operation of a transmission input shaft that is coupled to the vibration input shaft , so that a damping of torsional vibrations in a drive train of a motor vehicle is made possible with a low level of wear and a low construction space requirement.
  • WO 2018/215018 A1 shows a further torsional vibration damper with a torque limiter, in particular for a clutch disc within a drive train of a motor vehicle.
  • the torsional vibration damper has an input part rotatably mounted about an axis of rotation and an output part that is rotatably arranged with respect to the input part about the axis of rotation in a limited manner counter to the action of a spring device.
  • At least two torque-transmitting intermediate elements are driven by means of cams in the event of a relative rotation of the input part and output part radially verla like arranged, whereby due to the design of the cam mechanism and / or a design of the spring device in a relative rotation between the input part and the output part a torsional characteristic of a drive torque is formed over the angle of rotation, which has a damper stage and an output stage adjacent to the damper stage, the damper stage specifying a damper capacity of the drive torque over the angle of rotation, and the output stage includes a torque limitation of the drive torque over the angle of rotation.
  • DE 10 2018 108 049 A1 also shows, for example, a clutch disc for a friction clutch of a motor vehicle, with an input part rotatable about an axis of rotation and having a friction lining, an output part also rotatable about the axis of rotation and a pendulum rocker damper coupling the input part to the output part, the pendulum rocker damper continue one with the input part connected first flange area, a second flange area that can be rotated in a limited angular area relative to the first flange area about the axis of rotation and connected to the output part, as well as two intermediate parts each movement-coupled to the two flange areas via a link device, and wherein a spring unit interacts with the link devices in this way, that with a relative rotation of the flange areas to each other a relative movement of the intermediate parts towards each other is inhibited by the spring unit, wherein a Reibein direction is arranged inside or outside of a spring element of the spring unit and acts that
  • WO 2019/158148 A1 discloses an example of a friction clutch with a centrifugal pendulum, a hub and a common axis of rotation.
  • the centrifugal pendulum has at least at least one flange and a plurality of pendulum masses, the pendulum masses being movably arranged on the at least one flange at least along a radial direction opposite the axis of rotation and opposite the at least one flange, the centrifugal pendulum rotatably switchable with the hub can be connected and the at least one flange and the hub can be connected non-rotatably via a first connection which is positive in a circumferential direction.
  • a Tor sion vibration damper should therefore be provided, which enables operation with an additional damper system without interfering with or negatively affecting the function of a main clutch.
  • the separable damper system according to the invention should be directed to provide / generate main friction in the clutch disc of the damping device
  • damper system can be decoupled from the damping device or coupled to the damping device depending on the applied load, i.e. the torque of the shaft.
  • the clutch arrangement can be switched between the first switching position and the second switching position, in particular automatically, due to a relative rotational movement between a driver disk and a hub disk of the damping device. This means that the coupling and uncoupling of the damper system is triggered automatically so that no further external switching device is required.
  • the clutch arrangement is designed as a normally disengaged clutch.
  • the clutch arrangement can be set up to establish the operative connection between the damping device and the damper system in the first shift position in a frictional or form-fitting manner.
  • the clutch arrangement can preferably be set up the damper system in the first switching position to couple frictionally with the damping device.
  • the clutch arrangement is designed as a conical clutch with a conical ring arranged on the damping device, which is frictionally connected to a conical surface of the damper system in the first switching position.
  • an intermediate ring preferably made of plastic, can be arranged between the conical ring of the damping device and the conical surface of the damper system to improve the friction properties.
  • the damping device is designed as a pendulum rocker pendammer.
  • the damping device can also be designed differently, so that on the one hand as many standard parts as possible can be used, but on the other hand a high degree of modularity is also guaranteed.
  • the damper system is designed as a centrifugal pendulum, preferably in a two-flange design, i.e. with a two-part centrifugal pendulum flange arranged on both sides of the pendulum masses, which enables the use of standard parts or standardized assemblies with high modularity at the same time.
  • a ramp system is provided with a non-rotatable ramp plate arranged on the damping device and a ramp ring that can be axially displaced relative to the ramp plate as a function of the load on the shaft, as this makes it simple and automatic a shift of the ramp ring and thereby the production of the operative connection between the damping device and the damper system can be implemented.
  • a plate spring can be provided to produce the active connection between the damping device and the damper system in addition to generating an axial force.
  • the use of standard parts, such as the disc spring, helps to reduce costs.
  • the invention also relates to a drive train for a motor vehicle to transmit torque from a crankshaft connected to a drive source, preferably designed as an internal combustion engine, to a transmission input shaft, with a torsional vibration damper according to the invention arranged in the torque flow between the crankshaft and the transmission input shaft.
  • the inventive solution to the above task is that the separable centrifugal pendulum is fixed by a cone clutch (friction clutch with power amplification) on the hub flange of the pendulum rocker damper.
  • the necessary axial force and axial movement for the cone coupling is generated by a ramp system.
  • the ramp system is driven by the relative rotation of the drive plate and the hub flange of the pendulum rocker damper.
  • the cone clutch is regulated by the main clutch torque.
  • the moment structure of the cone clutch In a first case without torque transmission in the main clutch, the cone clutch is opened and therefore the centrifugal pendulum is decoupled, which is why the clutch disc forms the moment of inertia without the centrifugal pendulum.
  • the cone clutch is closed and the centrifugal pendulum is coupled so that the clutch disc interacts with the centrifugal pendulum as a mass moment of inertia and is represented by the main damper friction.
  • the system can be combined not only with pendulum rocker dampers, but also with conventional, damped clutch discs.
  • the invention relates to a Pendelwippendämp fer with centrifugal pendulum, preferably in a two-flange design, which is separable by means of egg ner (normally disengaged) cone coupling connected to the flange of the Pendelwippendämp fers.
  • the necessary axial force and axial movement for the cone coupling is generated by a ramp system.
  • the ramp system is actuated by the relative rotation of the drive plate of the pendulum rocker damper to the hub flange of the pendulum rocker damper. In principle, this type of actuation is also possible with other torsional vibration dampers.
  • the invention is explained below with the aid of a drawing. Show it:
  • Fig. 1 is a schematic representation of a drive train with a torsional vibration damper according to a preferred embodiment
  • Fig. 2 is a perspective exploded view of the torsional vibration damper according to the preferred embodiment
  • Fig. 3 is a sectional view of the torsional vibration damper according to the before ferred embodiment
  • FIG. 4 shows a further sectional illustration of the torsional vibration damper according to the preferred exemplary embodiment.
  • the torsional vibration damper 1 shows a schematic view of a torsional vibration damper 1, which is set up to dampen rotational irregularities of a crankshaft 2 with a damping device 3.
  • the damping device 3 is arranged in the torque flow between the crankshaft 2 and an output shaft 4, for example designed as a transmission input shaft.
  • the torsional vibration damper 1 according to the preferred embodiment has the damping device 3, which has a primary side 5 or an input part for absorbing torque from the crankshaft 2 and a secondary side 6 or an output part for transmitting torque to an output shaft 4, such as a transmission input shaft, comprises, and a damper system 8 which can be coupled to the damping device 3 via a coupling arrangement / damper coupling 7.
  • the clutch arrangement 7 can be divided into a first and a second Switch position can be switched. In the first switching position, the damping device 3 and the damper system 8 are operatively connected to one another. If the clutch arrangement 7 is switched into the second switching position, this operative connection between tween the damping device 3 and the damper system 8 is, however, solved.
  • the torsional vibration damper 1 is formed as part of a friction clutch / main clutch 9 for a drive train 10 of a motor vehicle from.
  • Torque from a drive source such as an internal combustion engine, is thus transmitted to the output shaft 4, e.g. a transmission input shaft, via the crankshaft 2 rotatable about an axis of rotation 11 and operatively connected to the drive source, and the friction clutch 9 when the friction clutch 9 is closed.
  • a flywheel 12 is arranged non-rotatably on the crankshaft 2 and is connected to a friction lining 13 of the friction clutch 9 in a manner not shown.
  • the friction clutch 9 also has a pressure plate 14 which is connected to a further friction lining 13. If now the friction clutch 9 is to be closed for torque transmission, the pressure plate 14 with the further friction lining 13 is pressed against a clutch disc 15 arranged between the friction linings 13 and the flywheel 12.
  • the clutch disk 15 is non-rotatably connected to a first driver disk 16 and a second driver disk 17 of the damping device 3 designed as a pendulum rocker damper 18.
  • the clutch disk 15 and the drive disks 16, 17 connected to it in a rotationally fixed manner serve as the primary side 5 of the damping device 3 in the torsional vibration damper 1 according to the preferred embodiment , the hub 19 being held non-rotatably on the output shaft 4.
  • the driver disks 16, 17 transmit the torque introduced via the clutch disk 15 with the interposition of the pendulum rocker damper 18 to the hub disk 20, which functions as the secondary side 6, and thus via the hub 19 to the output shaft 4. Furthermore, as shown in FIG.
  • the absorber system 8 can be coupled to the hub disk 20 via the clutch assembly 7, so that the absorber system 8 can be coupled to the hub disk 20 as a function of the torque applied to the crankshaft 2 and thus to the hub disk 20 can be coupled or uncoupled.
  • the damper system 8 is also supported / stored on the hub disk 20 via a bearing / bearing point 21.
  • FIG. 2 shows an exploded perspective view of the torsional vibration damper 1 according to the preferred exemplary embodiment.
  • the drive plate 16 is arranged on the pendulum rocker damper 18.
  • a connecting element 22 is fixed to the hub disk 20 in a rotationally test.
  • the connecting element 22 is cylindrical and has axially formed recesses 23 that are uniformly distributed over its outer circumferential surface.
  • teeth 24 formed on an inner circumference of an annular ramp disk 25 engage in the recesses of the connecting element 22 in order to fix the ramp disk 25 on the connecting element 22.
  • the ramp disk 25 has ramps 26 evenly distributed over its circumference, which can move relative to ramps 27 of a ramp ring 28 when the ramp disk 25 rotates, whereby an axial relative distance between the ramp disk 25 and the ramp ring 28 is changed.
  • the ramp ring 28 is provided with windows 29 which protrude as radial recesses from the outer circumferential surface of the ramp ring 28 inward. Tongues 30 formed on the drive plate 16 engage in this window 29 in the assembled state, so that the ramp ring 28 is essentially driven by the drive plate 16.
  • centrifugal pendulum 31 which acts as a damper system 8 and is preferably designed in a two-flange design is arranged.
  • the centrifugal pendulum 31 contains it in a known manner several over the circumference distributed and relative to a two-part executed centrifugal force pendulum flange 32 displaceable pendulum masses 33 to be able to til possible vibrations.
  • a plate spring 34 is interposed in the axial direction between the centrifugal pendulum 31 and the Ram penring 28. The plate spring 34 applies an axial force to the centrifugal pendulum 31 or the ramp ring 28.
  • the centrifugal pendulum 31 is supported in the assembled state of the torsion vibration damper 1 on an outer surface of the ramp ring 28. That is to say, the outer surface of the Ram penrings 28 serves as a bearing 23 of the centrifugal pendulum 31 and thus, as discussed above, of the damper system 8.
  • the torsional vibration damper 1 has a conical ring 35, which is fixed to the connecting element 22 in the assembled state, preferably via a screw connection.
  • the conical ring 35 thus fixes the centrifugal pen del 31, the plate spring 34, the ramp ring 28 and the ramp disk 25 in the axial direction in this order on the connecting element 22.
  • the conical ring 35 has an outer circumferential conical surface 36 which, depending on the switching position is in operative connection with a conical surface 37 formed on the inner circumference of the centrifugal pendulum flange 32.
  • the two conical surfaces 36, 37 are therefore frictionally engaged to transmit torque, and in the second switching position, the two conical surfaces 36, 37 are axially spaced from one another so that no torque is transmitted to the centrifugal pendulum 31.
  • the torsional vibration damper 1 has the ramp system of ramp ring 28 and ramp disk 25 in order to trigger the switching process between the first switching position and the second switching position.
  • the plate spring 34 in the torsional vibration damper 1 according to the preferred exemplary embodiment is used to apply an axial force.
  • the coupling arrangement 7 in the torsional vibration damper 1 according to the preferred embodiment is via the gel surfaces 36, 37 of the conical ring 35 or of the centrifugal pendulum flange 32 implemented cone clutch.
  • the connecting element 22 is fixed on the hub disk 20 of the pendulum rocker damper 18.
  • the conical ring 35 is fixed to the connecting element 22.
  • any connection method such as screwing, welding, soldering, riveting, cold forming, can be used for this.
  • the connecting element 22 can also be made of sheet metal who the.
  • the conical ring 35 and the centrifugal pendulum flange 32 are equipped with conical surfaces 36, 37 for the transmission of frictional torque (conical clutch surfaces).
  • the ramp ring 28 is equipped with the windows 29.
  • the drive plate 16 of the pendulum rocker damper 18 is equipped with tongues 30 that fit into the windows 29 of the ramp ring 28.
  • the ramp ring 28 is driven by the tongues 30 of the driver disk 16.
  • the ramp ring 28 is also equipped with the ramps 27.
  • the ramp disk 25 is fixed on the connecting element 22.
  • the ramp disk 25 is equipped with the ramps 26. If now torque transmission occurs in the friction clutch 9, the Ram p system, ie the ramp ring 25 and the ramp disk 25 by the relative rotation of the drive disk 16 and the hub disk 20 is driven.
  • the ramp ring 28 moves to the left in FIG. 2 and presses the plate spring 34 onto the centrifugal pendulum flange 32. As a result, the conical surfaces 36, 37 are compressed and the centrifugal pendulum 31 is coupled.
  • conical surfaces 36, 37 can be equipped with an additional friction ring (e.g. an intermediate ring made of plastic) for the transmission of frictional torque in order to improve the frictional properties.
  • an additional friction ring e.g. an intermediate ring made of plastic
  • the mounting of the centrifugal pendulum 31 is ensured by the outer peripheral surface of the Ram penrings 28.

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

L'invention concerne un amortisseur de vibrations de torsion (1) pour amortir les irrégularités de rotation d'un arbre entraînable (2) pouvant être entraîné par un moteur à combustion interne, comprenant un dispositif d'amortissement (3) qui présente un côté primaire (5) qui est prévu pour recevoir un couple et un côté secondaire (6) qui est prévu pour transférer le couple à un arbre de sortie (4) dans le flux de couple de l'arbre (2) vers l'arbre de sortie (4), et un système amortisseur (8) qui peut être accouplé au dispositif d'amortissement (3) par l'intermédiaire d'un ensemble d'accouplement (7). L'ensemble d'accouplement (7) établit une liaison au moins partiellement fonctionnelle entre le système amortisseur (8) et le dispositif d'amortissement (3) dans une première position de commutation et libère ladite liaison fonctionnelle dans une seconde position de commutation, et le système amortisseur (8) est supporté contre le côté secondaire (6) du dispositif d'amortissement (3). L'invention concerne également un groupe motopropulseur (11) pour un véhicule à moteur entraîné par un moteur à combustion interne afin de transmettre un couple à partir d'un vilebrequin (2) relié à une source d'entraînement à un arbre de sortie (13), comprenant un amortisseur de vibrations de torsion selon l'invention qui est disposé entre le vilebrequin (2) et l'arbre de sortie (13) dans le flux de couple.
EP21714306.4A 2020-04-22 2021-03-10 Amortisseur de vibrations de torsion avec système amortisseur pouvant être accouplé, et groupe motopropulseur comprenant un amortisseur de vibrations de torsion Pending EP4139585A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020110889.3A DE102020110889B4 (de) 2020-04-22 2020-04-22 Torsionsschwingungsdämpfer mit koppelbarem Tilgersystem, sowie Antriebsstrang mit Torsionsschwingungsdämpfer
PCT/DE2021/100246 WO2021213569A1 (fr) 2020-04-22 2021-03-10 Amortisseur de vibrations de torsion avec système amortisseur pouvant être accouplé, et groupe motopropulseur comprenant un amortisseur de vibrations de torsion

Publications (1)

Publication Number Publication Date
EP4139585A1 true EP4139585A1 (fr) 2023-03-01

Family

ID=75223019

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21714306.4A Pending EP4139585A1 (fr) 2020-04-22 2021-03-10 Amortisseur de vibrations de torsion avec système amortisseur pouvant être accouplé, et groupe motopropulseur comprenant un amortisseur de vibrations de torsion

Country Status (4)

Country Link
EP (1) EP4139585A1 (fr)
CN (1) CN115427708A (fr)
DE (1) DE102020110889B4 (fr)
WO (1) WO2021213569A1 (fr)

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012219012B4 (de) 2011-10-21 2018-06-21 Schaeffler Technologies AG & Co. KG Schwingungstilger
DE102014208563A1 (de) 2013-06-05 2014-12-11 Schaeffler Technologies Gmbh & Co. Kg Kupplungsscheibeneinrichtung und Reibungskupplung mit entsprechender Kupplungsscheibeneinrichtung
DE102014222636B4 (de) * 2014-11-06 2018-08-02 Schaeffler Technologies AG & Co. KG Verfahren zum Betreiben einer Reibungskupplung
DE102014223477A1 (de) 2014-11-18 2016-05-19 Schaeffler Technologies AG & Co. KG Schwingungsdämpfereinheit
DE102014225605A1 (de) 2014-12-11 2016-06-16 Zf Friedrichshafen Ag Kupplungsscheibe
DE102017204558A1 (de) 2017-03-20 2018-09-20 Zf Friedrichshafen Ag Torsionsschwingungsdämpfer
KR102541840B1 (ko) 2017-05-23 2023-06-12 섀플러 테크놀로지스 아게 운트 코. 카게 토크 리미터를 갖춘 비틀림 진동 댐퍼
DE102017130831A1 (de) 2017-12-21 2019-06-27 Schaeffler Technologies AG & Co. KG Reibungskupplung
DE102018103365A1 (de) 2018-02-15 2019-08-22 Schaeffler Technologies AG & Co. KG Reibungskupplung mit Fliehkraftpendel und Verfahren zur schaltbaren Verbindung eines Fliehkraftpendels mit einer Nabe einer Reibungskupplung
DE102018108049A1 (de) 2018-04-05 2019-10-10 Schaeffler Technologies AG & Co. KG Kupplungsscheibe mit Reibeinrichtung aufweisendem Pendelwippendämpfer; sowie Reibkupplung

Also Published As

Publication number Publication date
CN115427708A (zh) 2022-12-02
DE102020110889A1 (de) 2021-10-28
DE102020110889B4 (de) 2022-01-05
WO2021213569A1 (fr) 2021-10-28

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