WO2009027303A1 - Unité d'entraînement pour un dispositif d'actionnement d'un véhicule - Google Patents

Unité d'entraînement pour un dispositif d'actionnement d'un véhicule Download PDF

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Publication number
WO2009027303A1
WO2009027303A1 PCT/EP2008/060923 EP2008060923W WO2009027303A1 WO 2009027303 A1 WO2009027303 A1 WO 2009027303A1 EP 2008060923 W EP2008060923 W EP 2008060923W WO 2009027303 A1 WO2009027303 A1 WO 2009027303A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive unit
unit according
shaft
drive
transmission shaft
Prior art date
Application number
PCT/EP2008/060923
Other languages
German (de)
English (en)
Inventor
Helmut Sesselmann
Holger Schrepel
Original Assignee
Brose Fahrzeugteile Gmbh & Co. Kg, Hallstadt
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 Brose Fahrzeugteile Gmbh & Co. Kg, Hallstadt filed Critical Brose Fahrzeugteile Gmbh & Co. Kg, Hallstadt
Publication of WO2009027303A1 publication Critical patent/WO2009027303A1/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
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
    • F16D3/06—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions specially adapted to allow axial displacement
    • 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
    • F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
    • F16D3/16—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts
    • F16D3/20—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members
    • F16D3/202—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members one coupling part having radially projecting pins, e.g. tripod joints
    • F16D3/205—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members one coupling part having radially projecting pins, e.g. tripod joints the pins extending radially outwardly from the coupling part
    • F16D3/2052—Universal joints in which flexibility is produced by means of pivots or sliding or rolling connecting parts one coupling part entering a sleeve of the other coupling part and connected thereto by sliding or rolling members one coupling part having radially projecting pins, e.g. tripod joints the pins extending radially outwardly from the coupling part having two pins

Definitions

  • the invention relates to a drive unit for an adjusting device of a motor vehicle according to the preamble of claim 1.
  • Such a drive unit comprises a drive motor which drives a rotatably mounted drive shaft, and a transmission shaft which is connected to the drive shaft via a
  • Coupling is coupled so that upon rotation of the drive shaft, the transmission shaft is taken.
  • the drive shaft and the gear shaft along a
  • Axis that is, coaxial, arranged one behind the other, so that they form a continuous shaft as a result, whose length (extension in the axial direction) substantially equal to the sum of the length of the drive shaft and the transmission shaft.
  • the transmission shaft is used to drive a transmission element of the drive unit, which may be rotatably mounted on the transmission shaft, such as a mounted on the transmission shaft screw.
  • a transmission element of the drive unit can be produced during operation of the drive motor and a rotational movement of the drive shaft and the transmission shaft generating torque in an adjustment of a Motor vehicle are introduced to move an adjustment of the adjustment, such as an adjustable seat portion of a motor vehicle seat or an adjustable window, along a desired direction.
  • the motor-side drive shaft and the transmission shaft are axially supported (supported) so that axial forces occurring on the drive unit can be diverted, in particular into the vehicle structure or into a bearing or housing assembly provided on the vehicle structure the drive unit.
  • the invention is based on the problem of further improving a drive unit for adjusting devices in motor vehicles of the type mentioned above with regard to axial play compensation.
  • the drive shaft and the transmission shaft are coupled together by elastic means, via which the drive shaft and the transmission shaft axially support one another.
  • elastic means in the axial direction are under a certain bias and the two shafts, so the drive shaft and the gear shaft, along this direction are limited to each other displaced, the axial extent of the resulting wave can be adjusted so that assembly and manufacturing tolerances readily can be compensated.
  • the elastically biased elastic means press the drive shaft and the gear shaft in the axial direction apart so that both the drive shaft and the gear shaft can be pressed with its outer end facing away from the coupling in each case against an associated (body structure side) bearing point.
  • the elastic means are formed by at least one elastic element, for example in the form of an elastomer element (rubber element) or in the form of a spring (compression spring, for example designed as a helical spring).
  • elastomer element rubber element
  • compression spring for example designed as a helical spring
  • the rotor / armature by a (separate from the drive motor) braking device (Gehemmebremse) in the idle state of the engine torque-free is held.
  • the motor-side pressure load of the elastic element is minimized.
  • the coupling which serves to connect the drive shaft and the gear shaft at their ends facing each other, may comprise a receptacle or a cage in which the two shafts can be supported against each other via the said elastic means, with limited axial displaceability of the two shafts must be made possible to each other.
  • the elastic means are also arranged, over which the two shafts support each other.
  • one of the two shafts, in particular the gear shaft, at one end portion form a (circular in cross section) receptacle in which the end portion of the other shaft, so in particular the drive shaft is received.
  • the latter, other shaft may be provided for this purpose, for example, at the corresponding end portion with a (spherical) cap, over which it is stored in the associated receptacle of the other shaft.
  • the receptacle formed on one of the two shafts, in which the other of the two shafts is received with an end portion need not consist (exclusively) of integrally formed on that shaft components, but it can also at least partially rotatably fixed to that shaft component consist, by means of which a bearing is formed for receiving the associated end portion of the other shaft.
  • a modular system can be realized, for example by driving shafts (Motor shafts) are assigned with different diameter calottes, each having identical outer dimensions and only in their through hole (hole) differ, in which an end portion of the drive shaft must be received.
  • driving shafts Motor shafts
  • a dome with certain outer dimensions and an associated receptacle (bearing)
  • the dome can for example be pressed onto the associated shaft (drive shaft), in particular when using a metal dome, or it can be sprayed onto the associated shaft, in particular when using a plastic dome. Furthermore, between dome and associated recording and adapter elements such. As plastic bushings are inserted.
  • the two shafts are so interconnected (for tolerance compensation purposes) also in directions other than axial Direction, ie in particular with a component along the circumferential direction and / or along the radial direction, limited relative to each other can be moved.
  • the two waves are connected to each other via a dome and an associated Kalottenpfanne, between the dome and the Kalottenpfanne additional (game-afflicted) connecting means, for. B. in the form of at least one pin and an associated opening, can act.
  • FIG. 1 is a perspective view of a drive unit of an adjusting device for a motor vehicle comprising a motor assembly and a transmission assembly, wherein a drive shaft of the
  • Motor assembly is coupled to a transmission shaft of the transmission assembly via a coupling
  • Fig. 2a shows a detail of the representation of Figure 1 in the region of the coupling between
  • FIG. 2b shows a representation according to FIG. 2a without a substantial pressure load on the elastic element
  • FIG. 3 is a superimposed representation of the states of FIGS. 2a and 2b; FIG.
  • Fig. 4 is a detailed view of the coupling between the drive shaft and gear shaft of Figure 1 without elastic element.
  • FIG. 1 shows a drive unit of an adjusting device for a motor vehicle, which has an engine subassembly 1 and a gear subassembly 2.
  • the motor assembly 1 comprises a rotor 15 mounted on a drive shaft 10 (motor shaft) in the form of an armature, which is rotated about the longitudinal axis of the drive shaft 10 during operation of the motor assembly 1 whose stator is not shown here
  • Rotor 15 connected drive shaft 10 is taken so that it also rotates about its longitudinal axis.
  • the drive shaft 10 of the motor assembly 1 is coupled in a manner to be described later with a coaxial with the drive shaft 10 gear shaft 20 so that upon rotation of the drive shaft 10 during operation of the motor assembly 1, the transmission shaft 20 is taken and (about the same axis as the drive shaft 10) rotates.
  • a transmission element 25 here in the form of a worm, mounted on the one generated by the engine assembly 1 and introduced from the drive shaft 10 in the transmission shaft 20 torque can be transmitted to subsequent, not shown components of the transmission assembly 2 ,
  • a meshing with the transmission element 25 further transmission part, for. B. in the form of a worm wheel.
  • the drive unit 1, 2 shown in Figure 1 serves as part of an adjustment of a motor vehicle to, by means of the motor assembly 1 a
  • a motor vehicle part to be adjusted In the motor vehicle part it can be, for example, a window pane of a motor vehicle to be adjusted, a seat part to be adjusted (cushion support, backrest, leg support, etc.), an adjustable armrest or the like.
  • the corresponding adjustment is to be coupled in a known manner via suitable transmission components with the output-side gear element 25 of the drive unit 1, 2.
  • a further gear component in the form of a worm wheel engaging with the gear element 25 can be used to drive a rotatably mounted cable drum which has a flexible traction device looping around the cable drum and at least one driver fixed to the flexible traction element communicates with a window pane to be adjusted.
  • the torque acting on the output-side gear element 25 can be used, for example, to drive a pivotally mounted adjusting lever, via which the cushion support is connected in a known manner to the body floor of a motor vehicle or with a longitudinal guide provided there for the seat ,
  • the bearings L1, L2 may be
  • both the distance between the two bearing points L1, L2 in the axial direction a and the total length of the two shafts 10, 20, ie the sum of the length of the drive shaft 10 and the gear shaft 20 in the axial direction a, tolerances, at Manufacturing and assembly are caused (manufacturing and assembly tolerances).
  • a defined axial support of the drive shaft 10 and the gear shaft 20 with its respective outer end portion provided for this purpose 12 and 22 at the associated bearing point L1, L2 in the form of an axial support bearing ensure the two shafts 10, 20 at their mutually facing inner end portions 1 1, 21 via an elastic Element 3, z. B. in the form of a rubber element (as an extrusion), coupled together so that over the elastic member 3 automatically tolerance compensation in the axial direction (axial play compensation) can be achieved.
  • the gear shaft 20 at its inner end portion 21 to a broadening, in which a recess 23 is provided in the form of a blind hole, as clearly apparent from the partially cutaway view of said end portion 21 in Figure 1.
  • This recess 23 forms in a first portion 23a a receptacle for the elastic element 3 and in an axially adjacent thereto second portion 23b a Kalottenpfanne for receiving a (spherical section-shaped) cap 13, which is rotatably on the inner end portion 1 1 of the drive shaft 10 is arranged.
  • the cap 13 may be pressed, for example, as a metal part on the inner end 1 1 of the drive shaft 10 or molded as a plastic part thereto.
  • the recording of the cap 13 and thus the inner end portion 1 1 of the drive shaft 10 serving second portion 23b of the recess 23 of the transmission shaft 20 is dimensioned in the axial direction a so that the inner end portion 1 1 of the drive shaft 10 herein together with the Cap 13 is limited in the axial direction is movable, compare the indicated in Figure 2b axial clearance s of the cap 13 in the associated portion 23b of the recess 23rd
  • the inner end 1 1 of the drive shaft 10 is supported with its cap 13 via the under axial bias outward elastic element 3 in the axial direction at the associated inner end portion 21 of the transmission shaft 20 from.
  • elastic element 3 in the axial direction a under bias on the one hand at the inner end portion 1 1 of the drive shaft 10 or more precisely on the provided there dome 13 and on the other hand at the inner end portion 21 and more precisely on a wall of the recess provided there 23 of the transmission shaft 20th
  • the biased elastic element 3 between the motor shaft 10 and the transmission shaft 20 of the drive unit 1, 2 is arranged and these two shafts 10, 20 apart in the axial direction, they are defined with their respective outer end 12 and 22 against the bearing provided for this purpose L1 or L2 of the respective associated axial support bearing, so that a defined axial bearing of both shafts 10, 20 is achieved.
  • the coupling of the two shafts 10, 20 via a spherical segment-shaped cap 13 and an associated Kalottenpfanne (second portion 23 a of the recess 23 of the transmission shaft 20) in combination with the elastic element 3 has the further advantage that because of the articulated coupling associated therewith other can be compensated as axial tolerances.
  • a ring-shaped, more precisely annular, rotating main bearing 4 is provided, which is here on the outer periphery of the transmission shaft 20, more precisely on the outer periphery of the inner end portion 21 and the radial bearing in an associated storage area, for.
  • a housing assembly of the drive unit 1, 2 is used.
  • the guideways in the form of slots provided for guiding the at least one guide element 14 in the form of a pin can, for example, also be formed in this main bearing 4.
  • Figure 4 shows a section of the drive unit 1, 2 of Figure 1 in the region of the coupling, but without elastic element 3, so that in Figure 4, in particular the configuration of the recess 23 of the transmission shaft 20 with its first, the storage of an elastic member serving portion 23a and its second, the storage of the cap 13 serving and designed as Kalottenpfanne section 23b is clear. Further is the axial play s can be seen, which is due to the axial excess of the formed as Kalottenpfanne second portion 23b of the recess 23 with respect to the calotte 13.
  • Figure 2a shows a section corresponding to Figure 4, but together with the elastic element 3, in a state in which the elastic member 3 is in operation of the motor assembly 1 and thus the drive unit 1, 2 under great pressure load and accordingly in axial Direction is compressed.
  • the elastic element 3 as can be seen in FIG. 2a, is not only compressed in the axial direction but also bulges in the radial direction at the same time.
  • the intended for receiving the elastic member 3 first portion 23a of the recess 23 of the transmission shaft 20 must be dimensioned sufficiently large in the radial direction accordingly, to allow buckling of the elastic element 3 in this direction.
  • the pressure load of the elastic element 3 depends on the direction in which the drive unit 1, 2 counteracts forces in the output-side gear element 25, here in the form of a worm, along which direction.
  • FIG. 2 a shows the drive unit in a state in which the counterforces acting on the worm 25 during operation of the drive unit 1, 2 are introduced along a direction R 1 (parallel to the longitudinal axis of the two shafts 10, 20), that of the transmission element 25 in the direction points to the drive shaft 10 and thus to the drive shaft side axial bearing L1.
  • the elastic element 3 is exposed to the pressure load explained above.
  • the drive unit 1, 2 should in this case be designed and arranged in a motor vehicle such that the counterforces acting on the output-side gear element 25 then lead to an increased pressure load of the elastic element 3, if the adjustment part of a motor vehicle to be moved with the drive unit 1, 2 , such as B. a window pane, a seat part or an armrest, moves with a movement component along the force acting on the adjustment weight.
  • the adjustment part of a motor vehicle to be moved with the drive unit 1, 2 such as B. a window pane, a seat part or an armrest, moves with a movement component along the force acting on the adjustment weight.
  • a lower adjusting force or a lower adjusting torque for generating the adjustment is applied as in the case of an adjustment against the weight.
  • the opposing forces are limited, which generate a compressive load of the elastic element 3.
  • the elastic element 3 as simple as possible, cost-effective component such. B. a rubber element (extrusion) should be used. If necessary, however, other elastic elements, such as. B. a compression spring in the form of a spiral or conical spring, are used.
  • a further deformation of the elastic element 3 is not possible, since now the axial forces between the two shafts 10, 20 are transmitted directly via the cap 13 and the side wall of the associated portion 23b of the recess 23.
  • FIG. 2 b shows a section according to FIG. 2 a in a state in which the opposing forces acting on the output-side gear element 25, here in the form of a worm, are directed primarily along a direction R 2 away from the shaft Drive shaft 10 points in the direction of the transmission shaft side bearing L2.
  • the axial compressive load of the elastic member 3 is significantly reduced as compared with the state shown in Figure 2a, so that the elastic member 3 in the axial direction a is under low bias and accordingly hardly compressed in the axial direction a.
  • the inner end 1 1 of the drive shaft 10 and the dome 13 provided there is then supported only via that elastic element 3 at the inner end 21 of the transmission shaft 2 or more precisely on the rear wall of the local recess 23.
  • a direct axial support between the cap 13 and a wall of the associated second portion 23b of the recess 23 does not take place, as indicated by the axial play s in Figure 2b.
  • the drive unit 1, 2 can in particular be installed in a motor vehicle such that the state shown in FIG. 2b, in which the forces acting on the output-side gear element 25 during operation of the drive unit 1, 2 are directed away from the elastic element 3, is then assumed when the by means of the drive unit to be moved adjusting part, such. B.
  • Figure 3 shows a superimposition of Figures 2a and 2b, wherein in Figure 3, the elastic member 3 in the compressed state corresponding to Figure 2a and the dome 13 are shown together with the guide member 14 in the axial position corresponding to Figure 2a and the said
  • the elastic element 3 in the axial direction a is biased so that it has a tendency to push the two shafts 10, 20 apart in the axial direction and thus each of the two shafts 10, 20 with their respective outer end portion 12 and 22 to press against the associated bearing point L1, L2 of an axial support bearing.
  • the drive unit illustrated above with reference to FIGS. 1 to 4 is characterized in that an engine-side drive shaft 10 and a transmission shaft 20 of the drive unit 1, 2 are coupled to one another via an elastic element 3 such that axial tolerances with respect to the total length of the coaxially arranged one another Drive shaft 10 and gear shaft 20 can be compensated (axial play compensation) to ensure a defined axial bearing of the two shafts 10, 20.
  • the drive unit 1, 2, in particular their gear assembly 2 interpreted and arranged so that during adjustment movements that go hand in hand with particularly high adjustment forces, especially when moving an adjustment against the force acting on the adjustment weight, acting on the transmission shaft 20 opposing forces preferably not on the elastic element 3, but rather act on the axial bearing L2.
  • the elastic element 3 is relieved of compressive forces that could lead to a particularly large deformation and thus stress.
  • the opposing forces occurring on the transmission shaft 20 during operation of the drive unit 1, 2 therefore always act in the direction of a greater pressure load on the elastic element 3 when the associated adjustment part is moved with the weight force.
  • the necessary adjusting forces or Verstellmomente and thus also the counter-forces occurring during operation are correspondingly lower, so that the axial pressure load of the elastic element 3 is reduced.
  • This allows the use of simple, cost-effective elastic elements as Axialspielaus GmbH, such as a rubber element in the form of an extrusion part.
  • the maximum possible deformation of the elastic element 3 is limited by the fact that when a maximum additional deformation path in the axial direction a is exceeded, the two shafts 10, 20 immediately, ie not only via the elastic element 3, in the axial direction with each other, so that now forces can be transmitted, bypassing the elastic element 3 between the drive shaft 10 and the transmission shaft 20.
  • the motor assembly 1 without self-locking, so that a reaction on the output side applied forces on the position of the associated Verilloniles with a separate braking device must be prevented, such as with a known spring wrap brake or other Gehemmebremse, with a suitable Gehemmebremse the rotor 15 and thus the drive shaft 10 in the idle state (standstill) are held torque-free, the load of the elastic element 3 in the idle state of the motor assembly 1 are minimized.
  • the above measures further contribute to the fact that the load on the elastic element 3 is kept as low as possible, so that even over long periods and under changing (extreme) temperature conditions of the desired axial play compensation can be achieved. Due to the elastic bias of the elastic element 3 while temporal changes of the axial clearance can be compensated.
  • the described arrangement can be provided in the manner of a modular system in which, for example, always one and the same dimensions of

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear Transmission (AREA)

Abstract

L'invention concerne une unité d'entraînement pour un dispositif d'actionnement d'un véhicule, comportant un moteur d'entraînement entraînant un arbre d'entraînement logé rotatif, et un arbre de boîte accouplé à l'arbre d'entraînement de telle manière qu'en cas de rotation de l'arbre d'entraînement, l'arbre de boîte est entraîné, l'arbre d'entraînement et l'arbre de boîte étant disposés coaxialement l'un derrière l'autre. Selon l'invention, l'arbre d'entraînement (10) et l'arbre de boîte (20) sont accouplés par des éléments élastiques au moyen desquels l'arbre d'entraînement (10) et l'arbre de boîte (20) s'appuient l'un contre l'autre dans la direction axiale.
PCT/EP2008/060923 2007-08-30 2008-08-21 Unité d'entraînement pour un dispositif d'actionnement d'un véhicule WO2009027303A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102007041797.9 2007-08-30
DE102007041797A DE102007041797A1 (de) 2007-08-30 2007-08-30 Antriebseinheit für eine Verstelleinrichtung eines Kraftfahrzeugs
DE202007012980.7 2007-09-11
DE202007012980U DE202007012980U1 (de) 2007-08-30 2007-09-11 Antriebseinheit für eine Verstelleinrichtung eines Kraftfahrzeugs

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WO2009027303A1 true WO2009027303A1 (fr) 2009-03-05

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PCT/EP2008/060923 WO2009027303A1 (fr) 2007-08-30 2008-08-21 Unité d'entraînement pour un dispositif d'actionnement d'un véhicule

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DE (2) DE102007041797A1 (fr)
WO (1) WO2009027303A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014009809B3 (de) * 2014-07-03 2015-12-17 Webasto SE Fahrzeugdach mit einem Deckel zum wahlweisen Öffnen und Verschließen einer Dachöffnung

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FR819210A (fr) * 1936-06-20 1937-10-13 Perfectionnements aux accouplements élastiques d'arbres sensiblement en prolongement
DE9402756U1 (de) * 1994-02-22 1994-04-14 Rostock Dieselmotoren Antrieb für Kurbelwellenabzweiggetriebe
DE4425272A1 (de) * 1994-07-18 1996-01-25 Rhein Getriebe Gmbh Hubwerk
EP0710781A1 (fr) * 1994-11-03 1996-05-08 Valeo Dispositif d'accouplement entre deux arbres
US6244966B1 (en) * 1998-09-19 2001-06-12 Preh-Werke Gmbh & Co. Kg Torsionally-rigid compensating coupling

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DE754589C (de) * 1941-07-01 1954-07-26 Stahl R Fa Gekapselte Blockwinde mit Verschiebeankermotor
US3301081A (en) * 1964-02-25 1967-01-31 Franklin Electric Co Inc Noise eliminating coupling in gear unit
DE3744274C2 (de) 1987-12-24 1996-09-26 Teves Gmbh Alfred Elektromotor, insbesondere elektrischer Kleinmotor
DE3835544C1 (fr) * 1988-10-19 1989-06-01 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De
DE4210302C2 (de) 1992-03-28 1994-11-24 Licentia Gmbh Getriebemotor, insbesondere elektromotorischer Fensterantrieb oder Schiebedachantrieb
DE19513970C2 (de) 1995-04-13 1998-07-16 Webasto Karosseriesysteme Vorrichtung zum Antreiben von Schiebedächern, Fensterhebern und dergleichen
JP3988519B2 (ja) * 2001-06-20 2007-10-10 株式会社ジェイテクト 電動式動力舵取装置
FR2833556B1 (fr) * 2001-12-18 2004-05-14 Soc Mecanique Irigny Direction assistee electrique pour vehicule automobile
EP1619341A1 (fr) * 2004-07-23 2006-01-25 Siemens Aktiengesellschaft Dispositif d'actionnement pour véhicule avec palier commun pour l'arbre de moteur et l'arbre de transmission

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Publication number Priority date Publication date Assignee Title
FR819210A (fr) * 1936-06-20 1937-10-13 Perfectionnements aux accouplements élastiques d'arbres sensiblement en prolongement
DE9402756U1 (de) * 1994-02-22 1994-04-14 Rostock Dieselmotoren Antrieb für Kurbelwellenabzweiggetriebe
DE4425272A1 (de) * 1994-07-18 1996-01-25 Rhein Getriebe Gmbh Hubwerk
EP0710781A1 (fr) * 1994-11-03 1996-05-08 Valeo Dispositif d'accouplement entre deux arbres
US6244966B1 (en) * 1998-09-19 2001-06-12 Preh-Werke Gmbh & Co. Kg Torsionally-rigid compensating coupling

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Title
EUGENE CLOUTIER: "QUICK DISCONNECT COUPLING", XEROX DISCLOSURE JOURNAL, XEROX CORPORATION. STAMFORD, CONN, US, vol. 11, no. 2, 1 March 1986 (1986-03-01), pages 103, XP002123794 *

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DE102007041797A1 (de) 2009-03-05
DE202007012980U1 (de) 2009-01-02

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