WO2007055620A1 - Module de disque de frein ainsi que boite de vitesses automatique et vehicule comportant un tel module de disque de frein - Google Patents

Module de disque de frein ainsi que boite de vitesses automatique et vehicule comportant un tel module de disque de frein Download PDF

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Publication number
WO2007055620A1
WO2007055620A1 PCT/SE2005/001690 SE2005001690W WO2007055620A1 WO 2007055620 A1 WO2007055620 A1 WO 2007055620A1 SE 2005001690 W SE2005001690 W SE 2005001690W WO 2007055620 A1 WO2007055620 A1 WO 2007055620A1
Authority
WO
WIPO (PCT)
Prior art keywords
discs
brake disc
disc unit
stationary
unit according
Prior art date
Application number
PCT/SE2005/001690
Other languages
English (en)
Inventor
Dan Popescu
Original Assignee
Volvo Construction Equipment Holding Sweden Ab
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 Volvo Construction Equipment Holding Sweden Ab filed Critical Volvo Construction Equipment Holding Sweden Ab
Priority to PCT/SE2005/001690 priority Critical patent/WO2007055620A1/fr
Publication of WO2007055620A1 publication Critical patent/WO2007055620A1/fr

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
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/60—Clutching elements
    • F16D13/64—Clutch-plates; Clutch-lamellae
    • F16D13/68—Attachments of plates or lamellae to their supports
    • F16D13/683—Attachments of plates or lamellae to their supports for clutches with multiple lamellae
    • 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
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/60—Clutching elements
    • F16D13/64—Clutch-plates; Clutch-lamellae
    • F16D13/69—Arrangements for spreading lamellae in the released state
    • 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
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • 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
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D2065/13—Parts or details of discs or drums
    • F16D2065/134—Connection
    • F16D2065/1356—Connection interlocking
    • F16D2065/1368—Connection interlocking with relative movement both radially and axially

Definitions

  • a BRAKE DISC UNIT AS WELL AS AN AUTOMATIC TRANSMISSION AND A VEHICLE COMPRISING SUCH A BRAKE DISC UNIT
  • the present invention relates generally to the field of automatic transmissions comprised in powered vehicles, and more specifically to a brake disc unit comprised in such an automatic transmission.
  • the present invention also relates to a vehicle comprising such a brake disc unit.
  • Said brake disc unit for an automatic transmission is arranged to temporarily stop the rotation of a moving part, the brake disc unit comprising a set of stationary discs, and a set of rotatable discs, in which set each rotatable disc is connected to said moving part and located between two adjacent stationary discs of the set of stationary discs, and activation means for said brake disc unit.
  • the invention is applicable to all kinds of powered vehicles, e.g. cars, trucks, work vehicles, equipped with an automatic transmission.
  • powered vehicles e.g. cars, trucks, work vehicles, equipped with an automatic transmission.
  • work vehicles e.g. articulated hauler, wheel loaders, and the like, operated on sloping ground.
  • the automatic transmissions comprises sun wheels, planet wheels, planet wheel carriers, internal ring gears, connectable in different ways to each other depending on the application in question.
  • the movement of the different elements mentioned above is stoppable by activating brake disc units.
  • Said brake disc units may have some drawbacks, e.g. during some circumstances they may be in braking state even though they are deactivated.
  • Conventionally these brake disc units comprises two sets of discs, the discs of a first set of discs being located between the discs of a second set of discs. The first set of discs are stationary, e.g. by being connected to the housing of the automatic transmission.
  • the second set of discs are movable, by being rotatable around the centre axis as well as being movable along said centre axis.
  • the second set of discs are generally called frictional discs.
  • the stationary discs Upon activation of the brake disc unit the stationary discs are forced towards each other by means of a piston, or the like, and thereby clamping the frictional discs located between each pair of stationary discs.
  • the free distance between two adjacent discs from different sets of discs, or from the same set of discs, is not definite when the brake disc unit is deactivated.
  • the discs are solely allowed to diverge upon deactivation by retracting the activation means, but the diversion of the discs are not controlled.
  • a primary object of the present invention is to provide an improved brake disc unit of the initially defined kind. It is another object of the present invention to provide a brake disc unit, in which the discs are separated upon deactivation of the brake disc unit. It is another object of the present invention to provide a brake disc unit, consuming less energy when not activated by reduction of friction losses. It is yet another object of the present invention to provide a brake disc unit, contributing to a lower fuel consumption as a consequence of the reduction of friction losses. Yet another object of the present invention is to provide a brake disc unit, which does not need a separate return spring unit for the activation means, and thereby reducing the material cost and the assembly work needed.
  • At least the primary object is attained by means of the initially defined brake disc unit, characterized in that at least one element is positioned between at least two adjacent discs of one of the sets of stationary discs or rotatable discs, for keeping a predetermined distance between them when the brake disc unit is in a deactivated state.
  • Preferred embodiments of the present invention are further defined in the dependent claims.
  • said element is variable between a first state, in which a corresponding intermediate disc, located between the same discs of the other set of discs as said element, is clamped, and a second state, in which said corresponding disc is idle between the discs of the other set of discs.
  • a brake disc unit of the initially defined kind in which said at least one element is a first finger, said finger being connected to one of the discs of one of the sets of discs.
  • said first finger may abut a second finger extending from the main disc body of an adjacent disc of the same set of discs.
  • the present invention is based on the insight of by means of one set of stationary discs stop a set of rotatable discs in a brake disc unit of an automatic transmission, without running the risk of poor separation of said discs upon deactivation and until the next activation.
  • Fig. 1 is a side view of an articulated hauler
  • Fig. 2 is a schematic sectional view of an automatic transmission of planetary gear type
  • Fig. 3 is a schematic sectional view of a brake disc unit
  • Fig. 4 is a sectional perspective view of a brake disc unit according to the invention.
  • Fig. 5 is an enlarged sectional perspective view of a detail of the brake disc unit according to fig. 4.
  • the invention is applicable on all kinds of powered vehicles, such as cars, buses, trucks, work vehicles, etc.
  • work vehicle comprises different types of material handling vehicles like construction machines, such as wheel loaders, articulated haulers, backhoe loaders, motor graders and excavators.
  • the invention will be described below arranged in an articulated hauler . This is to be regarded only as an example of a preferred application, and not as a limitation. It shall be pointed out that the vehicle not necessary has to be an articulated vehicle, due to the fact that many of the work vehicles are not articulated.
  • fig 1 is shown a side elevation view of an articulated hauler 1.
  • Said articulated hauler 1 comprises a front body section 2 comprising a front frame 3, a front wheel axel 4 and a cab 5 for an operator who drives the vehicle. Further, the articulated hauler 1 comprises a rear body section 6 comprising a rear frame 7, a centre wheel axel 8, a rear wheel axel 9 and an equipment for handling objects, e.g. a tiltable loading platform 10.
  • the centre 8 and rear wheel axels 9 of the rear body section 6 are connected to the rear frame 7 via a bogie arrangement, not shown, and are hereinafter referred to as front bogie axel 8 and rear bogie axel 9.
  • Each of the front wheel axel 4, the front bogie axel 8 and the rear bogie axel 9 comprises a left ground engagement element 11, 12, 13 and a right ground engagement element, not shown, in the form of wheels having rubber tyres.
  • the front frame 3 is connected to the rear frame 7 via a first turning joint 14, which allows the front frame 3 and the rear frame 7 to be turned in relation to each other around a vertical axel 15 in order to turn and steer the articulated hauler 1.
  • a first pair of actuators in the shape of hydraulic cylinders 16 are arranged one on each side if the turning joint 14.
  • the hydraulic cylinders 16 works as a pair, when one of them is extended the other one is contracted.
  • the hydraulic cylinders 16 are arranged one on each side of a longitudinal centreline of the vehicle in the travelling direction of the vehicle in order to turn the vehicle.
  • the hydraulic cylinders 16 are operated by the operator of the vehicle via a steering wheel and/or a joystick (not shown) .
  • a second turning joint 17 is arranged to allow the front frame 3 and the rear frame 7 to be twisted in relation to each other around an imaginary longitudinal axis, i.e. an axis that extends in the travelling direction of the vehicle.
  • the loading platform 10 is connected to the rear end of the rear frame 7.
  • a pair of tilting actuators 18, in the shape of hydraulic cylinders, are connected in a first end to the rear frame 7 and in a second end to the loading platform 10.
  • the tilting cylinders 18 are arranged one on each side of the longitudinal centreline of the vehicle.
  • the loading platform 10 is tilted in relation to the rear frame 7 by activation of the tilting cylinders 18.
  • fig 2 shows a schematic sectional view of an automatic transmission 19 of planetary gear type (insignificant components are eliminated) .
  • the automatic transmission 19 has an input shaft 20 operatively connected to the output shaft of the engine (not shown) , and an output shaft 21 operatively connected to the ground engagement elements of the vehicle. It shall be pointed out that the automatic transmission 19 in fig 2 is rotary symmetrical around said input shaft 20 and output shaft 21, if nothing else is stated.
  • the automatic transmission 19 comprises several moving parts, an example of these parts and their mutual correlation is described below.
  • the input shaft 20 is rotationally rigidly connected to a first sun wheel 22, which is in mesh with a first set of planet wheels 23, of which two are shown, one positioned above the first sun wheel 22 and one positioned under the first sun wheel 22.
  • Said first set of planet wheels 23 are mounted in bearings on a first planet wheel carrier 24, which on its part is rotationally rigidly connected to the output shaft 21.
  • the first set of planet wheels 23 are in mesh with an internal ring gear 25.
  • Said first planet wheel carrier 24 is also rotationally rigidly connected to a second sun wheel 26, which is in mesh with a second set of planet wheels 27, of which two are shown, one positioned above the second sun wheel 26 and one positioned under the second sun wheel 26.
  • the second set of planet wheels 27 are in mesh with said internal ring gear 25, and mounted in bearings on a second planet wheel carrier 28.
  • a first set of rotatable discs comprising one or more rotatable discs 29, is connected to the outer circumference of the internal ring gear 25 and a second set of rotatable discs comprising one or more rotatable discs 29 is connected to the outer circumference of the planet wheel carrier 28.
  • the rotatable discs 29 are connected to the respective moving/rotating part of the automatic transmission 19 by means of rotational movement transmission joint, which at the same time allows mutual axial movement, e.g. a spline joint.
  • the rotatable discs 29 may be coated with a friction lining, e.g. made up of pressed paper glued to the discs, and is hereinafter called frictional discs 29.
  • the first set of frictional discs is comprised in a first brake disc unit 30, which also comprises a first set of stationary discs comprising one or more stationary discs 31.
  • the second set of frictional discs is comprised in a second brake disc unit 32, which also comprises a second set of stationary discs comprising one or more stationary discs 31.
  • the brake disc units 30, 32 are axially compressible.
  • Said stationary discs 31 are stationary e.g. by being connected to the housing (not shown) of the automatic transmission 19. More precisely the stationary discs 31 are not allowed to rotate around their centre axis, but naturally they may move along said centre axis in order to fulfil the main function of the brake disc unit 30, 32.
  • the stationary discs 31 may be connected to the housing of the automatic transmission 19 by means of a spline joint, which allows axial movement of the stationary discs 31 in relation to the housing but prevents mutual rotational movement.
  • the frictional discs 29 are movable along a centre axis as well.
  • Each disc in the sets of stationary discs and rotatable discs are preferably in the shape of a washer, i.e. a flat ring.
  • the first brake disc unit 30 and the second brake disc unit 32, respectively, is activated by forcing the stationary discs 31 of each set of stationary discs together, and thereby clamping and stopping the frictional discs 29 of each set of frictional discs.
  • fig 3 shows an enlarged schematic sectional view of a detail of an automatic transmission 19. More precisely, the lower part if -,the second brake disc unit 32 according to fig 2, but it shall be pointed out that the following description is applicable on the first brake unit 30 as well.
  • the shown brake disc unit 32 is activated by moving a first member 33 and a second member 34 towards each other by means of a piston (not shown) , or another suitable activating means.
  • a piston not shown
  • the mutual distance between two adjacent stationary discs 31 of the set of stationary discs is reduced in order to clamp the intermediate frictional disc 29.
  • at least one element 35 is positioned between and span the distance between two adjacent discs of one of the sets of stationary discs or rotatable discs.
  • the element 35 is positioned between two adjacent stationary discs 31 of the set of stationary discs. Said at least one element 35 span the distance between said two stationary discs 31 of the set of stationary discs and the abovementioned mutual distance is wider than the corresponding intermediate frictional disc 29 of the set of frictional discs when the brake disc unit 32 is deactivated and at least as narrow as said corresponding intermediate frictional disc 29 of the set of frictional discs when the brake disc unit 32 is activated.
  • said element 35 is variable between a first state, in which a corresponding intermediate disc, located between the same discs of the other set of discs as said element, is clamped, and a second state, in which said corresponding disc is idle between the discs of the other set of discs.
  • the brake disc unit 32 is activated in said first state, and deactivated in said second state.
  • said at least one element 35 allows contact between the stationary discs 31 and the frictional discs 29 upon activation of the brake disc unit 32, and secures a predetermined mutual distance between the adjacent stationary discs 31 of each pair of the stationary discs 31 upon deactivation of the brake disc unit 32. Said predetermined mutual distance is wider than the width of the corresponding intermediate frictional disc 29. It shall be pointed out that the predetermined distance is retained until the next activation.
  • the at least one element 35 may be a separate element (not shown) extending from the housing of the automatic transmission 19 or extending from each stationary disc 31.
  • Said element 35 may present an oval shape, or another suitable geometrical shape, having a first diameter bigger than the width of the frictional disc 29 and a second diameter smaller than the width of the frictional disc 29.
  • said element 35 in this embodiment is turnable, in order to allow movement of the stationary discs 31 towards each other when the second diameter is more or less parallel with the centre axis of the frictional discs 29, and in order to separate the stationary discs 31 when the first diameter is more or less parallel with said centre axis.
  • said element 35 may be resilient between a first state and a second state, instead of turnable .
  • said at least one element 35 is a first projection protruding from each disc of one of the sets of stationary discs or rotatable discs.
  • Said first projection 35 may be a first finger connected to the disc, or a first finger constituting a part of the disc, extending from a main disc body 36 of the disc.
  • said first finger 35 extends in a radial direction from the main disc body 36 of a stationary disc 31 and is inclined towards an adjacent stationary disc 31, in order to span the width of the intermediate frictional disc 29.
  • said first finger 35 may be resilient.
  • each stationary disc 31 is equipped with at least one second projection 37.
  • Said second projection 37 may be a second finger, or a second part of the stationary disc 31, extending in a radial direction from the main disc body 36 and abuts the first finger 35 of an adjacent stationary disc 31 of the set of stationary discs. More precisely, the second finger 37 is preferably in flush with the main disc body 36, and the first finger 35 of the adjacent stationary disc 31 may span the whole width of the intermediate frictional disc 29. Furthermore, said second finger 37 may be resilient. In such an embodiment, the second finger 37 will be pushed back by means of the first finger 35 of the adjacent stationary disc 31, or vice versa, or a combination thereof depending on the nature of resilience and geometry of the first 35 and second finger 37.
  • every second stationary discs 31 in the brake disc unit 32 is equipped with at least one first finger 35, but for some applications an appropriate effect is fulfilled if solely every second of the stationary discs 31 are equipped with one first finger 35 on each side of the disc.
  • every other second stationary discs 31 of the set of stationary discs of the brake disc unit 32 may be equipped with at least one second finger 37, in order to abut every existing first finger 35 of the stationary discs.
  • the stationary discs 31 stays separated and do not vibrate together, and can by that not obstruct the rotation of the frictional discs 29 of the set of frictional discs, until the next activation.
  • FIG. 1 shows a preferred embodiment of the brake disc unit 30, 32 according to the invention. More precisely, it is shown sectional views of three stationary discs 31 and two intermediate rotatable discs 29.
  • the stationary discs 31 presents protrusions extending from the main disc body 36 on the outer periphery thereof, preferably in flush with said main disc body 36.
  • the task of the protrusions/teeth is to interact with oblong spline teeth connected to the housing of the automatic transmission 19, or the like.
  • some of the protrusions/teeth are bended and forms the abovementioned elements 35, or first fingers, which keeps the predetermined distance between the stationary discs 31 when the brake disc unit 30, 32 is in a deactivated state.
  • the entire protrusions, or the outer part of the protrusion are bend.
  • the protrusions, on the adjacent stationary disc 31, abutting the first fingers 35 forms the abovementioned second fingers 37.
  • the protrusions forming the first fingers 35 may preferably be bend in two directions along the length of the protrusion. More precisely, in a first direction, close to or at the attachment to the main disc body 36, directed towards the adjacent disc and then in a second direction, close to or a small distance from the free end of the protrusion 35, directed substantially parallel with the adjacent second finger 37.
  • an automatic transmission may comprise one' or several brake disc units according to the invention.
  • the element, projections, or first and second fingers may extend from the inner circumference of the stationary discs.
  • the frictional discs may be connected to the planet carrier at the outer circumference of the frictional discs and the stationary discs may then have the projections extending inwards .
  • each stationary disc preferably has three or five first fingers, or elements, and three or five corresponding second fingers, or elements. But any other suitable number of fingers is possible. In the case of several elements, these are distributed along the discs and preferably equidistant distributed along the circumference of the discs. It shall be pointed out that the ground engagement elements not necessarily have to be a wheel having a rubber tyre. Other suitable ground engagement elements are included.
  • the element may be controlled by means of pneumatics, hydraulics, electricity, etc., or be constituted by a helical spring, a rubber pin, or the like, in order to be variable between at least two states.
  • each stationary disc may be constituted by several discrete disc members distributed along the extension of the rotatable discs.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un module de disque de frein pour une boîte de vitesses automatique, le module de disque de frein (32) comportant un jeu de disques fixes (31), et un jeu de disques rotatifs (29), chaque disque rotatif (29) du jeu de disques rotatifs étant connecté sur une pièce mobile et placé entre deux disques fixes (31) adjacents, et un moyen d'activation pour ledit module de disque de frein (32). Le module de disque de frein (32) comporte au moins un élément (35) positionné entre au moins deux disques adjacents de l'un des jeux de disques fixes et de disques rotatifs, pour maintenir une distance prédéterminée entre eux quand le module de disque de frein se trouve dans un état désactivé. L'invention concerne aussi une boîte de vitesses automatique et un véhicule comportant un tel module de disque de frein.
PCT/SE2005/001690 2005-11-09 2005-11-09 Module de disque de frein ainsi que boite de vitesses automatique et vehicule comportant un tel module de disque de frein WO2007055620A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/SE2005/001690 WO2007055620A1 (fr) 2005-11-09 2005-11-09 Module de disque de frein ainsi que boite de vitesses automatique et vehicule comportant un tel module de disque de frein

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/SE2005/001690 WO2007055620A1 (fr) 2005-11-09 2005-11-09 Module de disque de frein ainsi que boite de vitesses automatique et vehicule comportant un tel module de disque de frein

Publications (1)

Publication Number Publication Date
WO2007055620A1 true WO2007055620A1 (fr) 2007-05-18

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PCT/SE2005/001690 WO2007055620A1 (fr) 2005-11-09 2005-11-09 Module de disque de frein ainsi que boite de vitesses automatique et vehicule comportant un tel module de disque de frein

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007038155A1 (de) * 2007-08-13 2009-02-19 Magna Powertrain Ag & Co Kg Lamellenkupplung
DE102009001701A1 (de) * 2009-03-20 2010-09-30 Zf Friedrichshafen Ag Lamellenschaltelementanordnung
DE102009027017A1 (de) * 2009-06-18 2010-12-23 Zf Friedrichshafen Ag Lamellenpaket für eine Lamellenbremse oder Lamellenkupplung
JP2017040310A (ja) * 2015-08-20 2017-02-23 トヨタ自動車株式会社 多板クラッチ
EP3444153A1 (fr) * 2017-08-17 2019-02-20 Robert Bosch GmbH Entraînement d'essieu monté

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2174240A (en) * 1937-11-10 1939-09-26 Carlyle Johnson Machine Co Clutch
US2738864A (en) * 1951-08-18 1956-03-20 Borg Warner Clutch belleville spring type
US3994378A (en) * 1975-11-05 1976-11-30 International Harvester Company Friction-type multi-disk engaging device
US4058027A (en) * 1976-07-09 1977-11-15 Gkn Transmissions Limited Control couplings
US5295908A (en) * 1989-08-22 1994-03-22 Viscodrive Gmbh Spacing mechanism for the plates of a fluid friction coupling

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2174240A (en) * 1937-11-10 1939-09-26 Carlyle Johnson Machine Co Clutch
US2738864A (en) * 1951-08-18 1956-03-20 Borg Warner Clutch belleville spring type
US3994378A (en) * 1975-11-05 1976-11-30 International Harvester Company Friction-type multi-disk engaging device
US4058027A (en) * 1976-07-09 1977-11-15 Gkn Transmissions Limited Control couplings
US5295908A (en) * 1989-08-22 1994-03-22 Viscodrive Gmbh Spacing mechanism for the plates of a fluid friction coupling

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007038155A1 (de) * 2007-08-13 2009-02-19 Magna Powertrain Ag & Co Kg Lamellenkupplung
DE102009001701A1 (de) * 2009-03-20 2010-09-30 Zf Friedrichshafen Ag Lamellenschaltelementanordnung
DE102009027017A1 (de) * 2009-06-18 2010-12-23 Zf Friedrichshafen Ag Lamellenpaket für eine Lamellenbremse oder Lamellenkupplung
JP2017040310A (ja) * 2015-08-20 2017-02-23 トヨタ自動車株式会社 多板クラッチ
EP3444153A1 (fr) * 2017-08-17 2019-02-20 Robert Bosch GmbH Entraînement d'essieu monté

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