EP4168688A1 - Dispositif de transmission de couple et procédé d'installation - Google Patents

Dispositif de transmission de couple et procédé d'installation

Info

Publication number
EP4168688A1
EP4168688A1 EP21724563.8A EP21724563A EP4168688A1 EP 4168688 A1 EP4168688 A1 EP 4168688A1 EP 21724563 A EP21724563 A EP 21724563A EP 4168688 A1 EP4168688 A1 EP 4168688A1
Authority
EP
European Patent Office
Prior art keywords
clutch
actuating
damper
transmission device
torque transmission
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
EP21724563.8A
Other languages
German (de)
English (en)
Inventor
Roman Weisenborn
Pascal Strasser
Marc Finkenzeller
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 EP4168688A1 publication Critical patent/EP4168688A1/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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • 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
    • F16F15/13121—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 clutch arrangements, e.g. for activation; integrated with clutch members, e.g. pressure member
    • 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
    • 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 torque transmission device according to the preamble of claim 1. Furthermore, the invention relates to a method for assembling a torque transmission device.
  • a torque transmission device is known from WO 2017/067554 A1, for example. It describes a torsional vibration damper connected to an internal combustion engine and designed as a dual mass flywheel with a damper input and a damper output and an arc spring arranged between the damper input and the damper output, the damper output having a separating clutch that can be adjusted between an open actuation position and a closed actuation position.
  • the separating clutch is integrated between the internal combustion engine and an electric motor radially inside of an output flange of the damper output that is designed as a pot-shaped section.
  • a centrifugal pendulum is arranged radially outside of the output flange and axially overlapping with respect to the separating clutch.
  • the object of the present invention is to provide a
  • the torque transmission device To make the torque transmission device more compact and to increase the transmittable torque. Furthermore, the assembly of the torque transmission device should be simplified. The torque transmission device should be made more cost-effective.
  • At least one of these tasks is performed by a
  • Torque transmission device having the features of claim 1 solved.
  • the torque transmission device can be made more compact.
  • the axial installation space of the torque transmission device is reduced.
  • the torque that can be transmitted via the torque transmission device can be increased.
  • the torque transfer device can be arranged in a drive train of a vehicle.
  • the first drive element can be an internal combustion engine or an electric motor.
  • the drive train can be a hybrid drive train and have a second drive element, for example an electric motor.
  • the output element can be designed as a torque converter, clutch, double clutch and / or transmission.
  • the torsional vibration damper can be designed as a two-mass flywheel.
  • the damper input can have a primary flywheel.
  • the spring element can have at least one compression spring or arc spring.
  • the damper output can have an arc spring flange.
  • the damper output can be mounted opposite the damper input, preferably via a plain bearing or roller bearing.
  • a bearing flange for mounting the damper output can be attached to the damper inlet.
  • the spring element can be arranged in a damper interior which can be at least partially filled with a fluid.
  • the torsional vibration damper can run wet or dry.
  • the centrifugal pendulum can be effectively arranged on the damper output side.
  • the pendulum mass carrier can be permanently connected to the damper output.
  • a burst protection can be arranged radially outside of and axially overlapping with respect to the pendulum mass.
  • the burst protection can be connected to a cover element which radially overlaps at least in sections the spring element on at least one axial side.
  • the burst protection can be made in one piece with the cover element.
  • the centrifugal pendulum can be arranged inside or outside of the damper interior.
  • the separating clutch can be arranged on the damper output side.
  • the clutch input can be connected non-rotatably to the damper output.
  • the damper output and the clutch input can be made in one piece.
  • the separating clutch can be designed as a KO clutch.
  • the disconnect clutch can run dry or wet.
  • the separating clutch can be arranged inside or outside of the interior of the damper.
  • the separating clutch can be designed as a multi-disc clutch.
  • the clutch plate can be designed as a clutch disc, preferably carrying at least one friction lining.
  • the actuating device can have a fluid space. A fluid pressure in the fluid space can bring about the actuation force on the actuation element.
  • the separating clutch can be actuated hydraulically or via a CSC actuation.
  • the actuating element can be designed as a clutch piston.
  • the actuating element can delimit the fluid space at least in sections.
  • the fluid space can be delimited at least in sections by an actuating housing.
  • the actuation housing can be connected, preferably screwed, to the output element, in particular to an input shaft, preferably a transmission input shaft, of the output element.
  • the actuating element can be connected to a pressure plate.
  • the separating clutch can have a counter pressure plate to support the actuating force.
  • the counter pressure plate can be firmly connected to the actuation housing.
  • the separating clutch can have a carrier element, for example a carrier plate.
  • the carrier element can be positively, non-positively and / or materially connected to the actuating housing.
  • the actuating housing can be connected to the output element with a radially inner section and to the carrier element with a radially outer section.
  • the centrifugal pendulum is arranged radially overlapping to and axially next to the spring element and the actuating element is arranged axially overlapping to an axial extent area spanned to the maximum extent by the spring element and the pendulum mass.
  • the actuating element is arranged at least in sections so as to axially overlap the spring element.
  • the actuating element can be arranged axially between the centrifugal pendulum and the spring element.
  • the actuating force of the actuating element can be supported in a closed manner inside the clutch. This can place the load on adjacent components of the torque transmission device be reduced.
  • the actuation force can be supported via the counter-pressure plate and the actuation housing.
  • the friction area is arranged radially outside of the actuating element.
  • the friction area can be arranged radially between the centrifugal pendulum and the actuating element.
  • a transmission element is attached to the damper output which forms a receiving area for the centrifugal pendulum and which is made in one piece with the clutch input.
  • the transmission element can be designed in the shape of a pot.
  • the transmission element can have a radial section with which it is attached to the damper output.
  • the transmission element can have an axial section that completely axially overlaps the friction area.
  • the clutch plate is axially displaceable and non-rotatably suspended in the transmission element.
  • the clutch plate can have an external toothing which positively engages in a toothing in the transmission element.
  • the damper outlet is designed as an arc spring flange.
  • the damper output can be riveted to a transmission element.
  • the transmission element can form a receiving area for the centrifugal pendulum.
  • the transmission element can have a toothing in which the clutch plate is suspended in a rotationally fixed and axially displaceable manner.
  • the friction area can furthermore have a pressure plate that can be acted upon by the actuation element with an actuation force and a counter-pressure plate connected to it in a toothed manner.
  • the actuating force can be supported in a closed manner inside the clutch via at least the counter-pressure plate and a carrier plate firmly connected to an actuating housing.
  • the actuation force on the actuation element can be at least partially dependent on a fluid pressure in a through the actuation housing, which is preferably screwed to an input shaft of the output element be delimited fluid space.
  • the fluid space can be arranged axially overlapping at least in sections with respect to the friction area.
  • At least one of the objects specified above is achieved by a method for assembling a torque transmission device with at least one of the features specified above.
  • the torsional vibration damper and the centrifugal pendulum form a first assembly group and the separating clutch with the actuating device form a second assembly group, which are constructed separately from one another and are connected to one another when the first drive element is assembled with the output element. This allows the torque transmission device to be assembled more easily.
  • the assembly interface between the first and second assembly groups is located directly on the clutch plate.
  • the clutch plate preferably has a toothing which can be inserted axially into a toothing in the clutch input and / or the transmission element when the torque transmission device is being assembled.
  • Figure 1 A half section of a torque transmission device in a special embodiment of the invention.
  • FIG. 2 A method for assembling the torque transmission device from FIG. 1 in a special embodiment of the invention.
  • Figure 3 A detail of a cross section of a
  • FIG. 4 A half section of a torque transmission device in a further special embodiment of the invention.
  • Figure 1 shows a half section of a torque transmission device 10 in a special embodiment of the invention.
  • Torque transfer device 10 is arranged for transferring a torque between a first drive element 12 and an output element 14 in a drive train of a motor vehicle.
  • the first drive element 12 is preferably an internal combustion engine and the output element 14 can be designed as a torque converter, clutch, double clutch and / or transmission.
  • the torque transmission device 10 has a torsional vibration damper 16, which is preferably designed as a dual-mass flywheel 18 and has a damper input 22 which can be rotated about an axis of rotation 20.
  • the damper input 22 comprises a primary flywheel 24 which is firmly connected to the first drive element 12 via a screw connection 26.
  • the primary flywheel 24 has a starter ring gear 28 on an outer circumference for connection to a starter.
  • the primary flywheel 24 is firmly connected, in particular welded, to a cover element 30.
  • the primary flywheel 24 delimits, at least in sections with the cover element 30, a damper interior 32 in which spring elements 34, here in particular bow springs, are accommodated.
  • the individual spring element 34 is supported radially via a sliding shell 36 on the damper inlet 22, here on the primary flywheel 24.
  • the damper input 22 can be rotated to a limited extent with respect to a damper output 38 via the action of the spring elements 34.
  • the damper outlet 38 is designed as an arc spring flange 40, which is received on the damper inlet 22 so as to be rotatable via a friction ring 42 with sliding bearings.
  • the friction ring 42 is fixed via a bearing flange 44 which is riveted to the damper input 22.
  • a plate spring 46 is attached to the damper outlet 38.
  • the plate spring 46 rests against a further friction ring 50 which is arranged axially between the plate spring 46 and the cover element 30.
  • the damper interior 32 is thereby over the Friction rings 42, 50 are closed and can be filled with a fluid, in particular a lubricant, for example a lubricating grease.
  • a pot-shaped transmission element 52 here a torque pot 54, is fastened to the damper outlet 38 via a rivet connection 48.
  • the transmission element 52 has a radial section 56 on which the riveted connection 48 is arranged for attachment to the damper outlet 38. Starting from the radial section 56, an axial section 58 extends, on the axial end of which facing away from the riveted connection 48 a receiving area 60 for fastening a centrifugal pendulum 62 is implemented.
  • the centrifugal pendulum 62 has a pendulum mass carrier 64 which is welded to the transmission element 52, for example.
  • a pendulum mass carrier 64 On the pendulum mass carrier 64, a plurality of pendulum masses 66 are arranged around the circumference so that they can be deflected to a limited extent along a pendulum track.
  • a burst protection 68 here an annular plate, is firmly connected to the cover element 30, for example welded, radially outside of the pendulum mass 66.
  • a separating clutch 70 integrated into the torsional vibration damper 16 is arranged radially within the centrifugal pendulum 62 and the spring element 34.
  • the separating clutch 70 is effectively arranged between the damper output 38 and the output element 14 and / or a second drive element, for example an electric motor, and has a clutch input 72 that can be rotated about the axis of rotation 20 and a clutch output 76 that can be frictionally connected to this via a friction area 74.
  • the clutch input 72 is designed in one piece with the transmission element 52, which has a toothing 78 in which a clutch plate 80, here in particular a clutch disc, which is assigned to the friction area 74, is suspended in a rotationally fixed and axially displaceable manner.
  • the clutch plate 80 comprises a friction lining carrier 82 on which friction linings 84 are arranged on both sides.
  • the clutch plate 80 is arranged axially between a pressure plate 86 and a counter pressure plate 88.
  • the pressure plate 86 is axially displaceable to a carrier plate 92 via leaf springs 90, but is connected non-rotatably.
  • the separating clutch 70 can be actuated via an actuating device 94 which, via an axially displaceable actuating element 96, exerts an actuating force on the friction area 74 for the frictional connection between the clutch input 72 and the clutch output 76.
  • the separating clutch 70 is preferably designed as a normally-open clutch and is actuated when the actuating force increases and is closed for torque transmission between the clutch input 72 and clutch output 76.
  • the leaf springs 90 bring about a restoring force on the pressure plate 86 to open the separating clutch 70.
  • the axially displaceable actuating element 96 is designed as a clutch piston 98, which is received on an actuating housing 100, in particular an actuator housing.
  • a scraper 102 is arranged between the actuating element 96 and the actuating housing 100 and excludes the dirt acting from outside.
  • the actuation element 96 together with the actuation housing 100, encloses a fluid space 104 in which a fluid is introduced, the fluid pressure of which triggers an actuation force on the actuation element 96.
  • the fluid space 104 is sealed by a sealing element 106 arranged between the actuation element 96 and the actuation housing 100.
  • the fluid space 104 is connected via a bore 108 in the actuation housing 100.
  • the actuating element 96 is connected to the pressure plate 86 and enables the actuation force to be transmitted to the pressure plate 86.
  • the pressure plate 86 rests on the friction lining 84 of the clutch plate 80.
  • the counter-pressure plate 88 lies axially opposite on the friction lining 84 of the clutch plate 80 and supports the actuating force.
  • the counter-pressure plate 88 is axially fixedly connected to the carrier plate 92 via a securing ring 106. The actuation force is thus supported within the clutch closed. As a result, a load on the components arranged outside of the separating clutch 70 can be reduced.
  • the actuation housing 100 is firmly connected to the output element 14, in particular to an input shaft, here a transmission input shaft, of the output element 14 via a screw connection 110.
  • the actuation element 96 has a cover cap 112 that covers the fluid space 104 seals.
  • the cover cap 112 is preferably removable in order to allow access to the screw connection 110 for releasing the actuating device 94 and possibly also the separating clutch 70 from the output element 14.
  • the separating clutch 70 is arranged radially inside of the centrifugal pendulum 62 and at least in sections axially overlapping with the centrifugal pendulum 62.
  • the actuating element 96 and the friction region 74 are arranged radially offset from one another and axially overlapping at least in sections.
  • the centrifugal pendulum 62 is arranged so as to overlap the spring element 34 radially and axially next to the spring element 34.
  • the actuating element 96 is arranged so as to axially overlap with respect to an axial extension region 114 that is maximally spanned by the spring element 34 and the pendulum mass 66.
  • the actuating element 96 is arranged so as to axially overlap the spring element 34 at least in sections.
  • the friction area 74 is arranged radially outside of the actuating element 96.
  • FIG. 2 shows a method 118 for assembling the torque transmission device 10 from FIG. 1 in a special embodiment of the invention.
  • the torsional vibration damper 16 and the centrifugal pendulum 62 are preassembled as a first assembly group 120.
  • the separating clutch 70 with the actuating device 94 is constructed in advance as a second assembly group 122.
  • the torsional vibration damper 16 is first attached to the first drive element 12, in particular to the crankshaft, via the screw connection 26.
  • the separating clutch 70 is screwed to the output element 14, in particular to the transmission input shaft, via the screw connection 110.
  • the torsional vibration damper 16 and the separating clutch 70 are connected via the transmission element 52 and the clutch plate 80.
  • the clutch plate 80 is pushed into the toothing 78 in a form-fitting manner and connected in a rotationally fixed manner to the clutch input 72 formed by the transmission element 52.
  • the clutch plate 80 and the transmission element 52 form the assembly interface between the first assembly 120 with the torsional vibration damper 16 and the centrifugal pendulum 62 and the second assembly 122 with the separating clutch 70 and the actuating device 94. It is advantageous if the clutch plate 80 before assembly of the torsional vibration damper 16 is aligned circumferentially with the separating clutch 70 and remains in this position. For example, this can be achieved by actuating and holding the separating clutch 70.
  • FIG. 3 shows a detail of a cross section of a torque transmission device 10 in a further special embodiment of the invention.
  • the structure is the same as that from FIG. 1, except for the differences mentioned below.
  • the arc spring flange 40 assigned to the damper output 38 has an axial section 124 which protrudes axially from a radial section 126 and forms a bearing dome for bearing on the friction ring 42.
  • the sliding bearing between the damper outlet 38 and the damper inlet 22 takes place via the friction ring 42, which is received on a bearing flange 44 riveted to the damper inlet 22.
  • FIG. 4 is a half section of a torque transfer device 10 in a further specific embodiment of the invention.
  • the structure is the same as that from FIG. 1 except for the differences mentioned below.
  • the centrifugal pendulum 62 connected to the damper outlet 38 has a burst protection 68 radially on the outside, which is embodied in one piece with the cover element 30, which is welded to the primary flywheel 24.
  • the burst protection 68 covers the centrifugal pendulum 62 axially and is arranged radially outside of the centrifugal pendulum 62.
  • Torque transmission device first drive element
  • Transmission element 54 torque pot 56 radial section 58 axial section 60 receiving area 62 centrifugal pendulum
  • Pendulum mass carrier 66 Pendulum mass 68 Burst protection 70 Separating clutch 72 Coupling input
  • Friction lining carrier 74 Friction area 76 Clutch output 78 Tooth 80 Clutch plate 82 Friction lining carrier

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

La présente invention concerne un dispositif de transmission de couple (10) pour transmettre un couple entre un premier élément d'entraînement (12) et un élément de sortie (14), comportant un amortisseur de vibrations de torsion (16) avec une entrée d'amortisseur (22) qui peut être mise en rotation autour d'un axe de rotation (20), au moins un élément ressort (34), et une sortie d'amortisseur (38) qui peut être mise en rotation par rapport à l'entrée d'amortisseur (22) à un degré limité contre l'effet de l'élément ressort (34) ; un pendule centrifuge (62) avec un support de masse pendulaire (64) et au moins une masse pendulaire (66) qui est disposée sur celui-ci d'une manière pouvant être déviée vers un degré limité le long d'un trajet de pendule ; et un embrayage de séparation (70) qui est intégré dans l'amortisseur de vibrations de torsion (16) et qui comprend une entrée d'embrayage (72) qui peut être mise en rotation autour de l'axe de rotation (20) et une sortie d'embrayage (76) pouvant être raccordée par friction à l'entrée d'embrayage par l'intermédiaire d'une zone de friction (74) avec au moins une plaque d'embrayage (80) sur la base d'une force d'actionnement d'un élément d'actionnement axialement mobile (96) d'un dispositif d'actionnement (94), l'embrayage de séparation (70) étant disposé radialement à l'intérieur du dispositif et de manière à chevaucher au moins partiellement axialement le pendule centrifuge (62). La présente invention concerne également un procédé (118) permettant d'installer ledit dispositif de transmission de couple (10).
EP21724563.8A 2020-06-19 2021-04-29 Dispositif de transmission de couple et procédé d'installation Pending EP4168688A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020116229 2020-06-19
PCT/DE2021/100390 WO2021254555A1 (fr) 2020-06-19 2021-04-29 Dispositif de transmission de couple et procédé d'installation

Publications (1)

Publication Number Publication Date
EP4168688A1 true EP4168688A1 (fr) 2023-04-26

Family

ID=75887797

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21724563.8A Pending EP4168688A1 (fr) 2020-06-19 2021-04-29 Dispositif de transmission de couple et procédé d'installation

Country Status (4)

Country Link
EP (1) EP4168688A1 (fr)
CN (1) CN115398122A (fr)
DE (2) DE112021003311A5 (fr)
WO (1) WO2021254555A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022131145A1 (de) 2022-11-24 2024-05-29 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer mit einem Anlageelement zur Abgrenzung eines Dämpferinnenraums

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2387674B1 (fr) * 2009-01-19 2013-05-15 Schaeffler Technologies AG & Co. KG Système à embrayages multiples
DE102013225601A1 (de) * 2012-12-14 2014-06-18 Schaeffler Technologies Gmbh & Co. Kg Kupplungseinrichtungen
EP3365579B1 (fr) 2015-10-22 2019-12-18 Schaeffler Technologies GmbH & Co. KG Amortisseur de vibrations de torsion et groupe propulseur hybride
DE102017206229A1 (de) * 2017-04-11 2018-10-11 Zf Friedrichshafen Ag Mehrfachkupplungsanordnung, Doppelkupplungsgetriebeanordnung sowie Kraftfahrzeug
DE102018203128A1 (de) * 2018-03-02 2019-09-05 Zf Friedrichshafen Ag Kupplungsanordnung für ein Kraftfahrzeug

Also Published As

Publication number Publication date
DE112021003311A5 (de) 2023-03-30
WO2021254555A1 (fr) 2021-12-23
CN115398122A (zh) 2022-11-25
DE102021111024A1 (de) 2021-12-23

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