WO2013064218A1 - Système de palier d'engrenage différentiel et véhicule automobile comprenant un système de palier d'engrenage différentiel - Google Patents

Système de palier d'engrenage différentiel et véhicule automobile comprenant un système de palier d'engrenage différentiel Download PDF

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Publication number
WO2013064218A1
WO2013064218A1 PCT/EP2012/004398 EP2012004398W WO2013064218A1 WO 2013064218 A1 WO2013064218 A1 WO 2013064218A1 EP 2012004398 W EP2012004398 W EP 2012004398W WO 2013064218 A1 WO2013064218 A1 WO 2013064218A1
Authority
WO
WIPO (PCT)
Prior art keywords
bearing
motor vehicle
differential gear
operating parameters
control device
Prior art date
Application number
PCT/EP2012/004398
Other languages
German (de)
English (en)
Inventor
Thomas Müller
Stefan Vollmann
Original Assignee
Audi Ag
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 Audi Ag filed Critical Audi Ag
Publication of WO2013064218A1 publication Critical patent/WO2013064218A1/fr

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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
    • F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
    • F16F13/04—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper
    • F16F13/06—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper the damper being a fluid damper, e.g. the plastics spring not forming a part of the wall of the fluid chamber of the damper
    • F16F13/08—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper the damper being a fluid damper, e.g. the plastics spring not forming a part of the wall of the fluid chamber of the damper the plastics spring forming at least a part of the wall of the fluid chamber of the damper
    • F16F13/14—Units of the bushing type, i.e. loaded predominantly radially
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • 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
    • F16F13/00—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs
    • F16F13/04—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper
    • F16F13/26—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper characterised by adjusting or regulating devices responsive to exterior conditions
    • F16F13/30—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper characterised by adjusting or regulating devices responsive to exterior conditions comprising means for varying fluid viscosity, e.g. of magnetic or electrorheological fluids
    • F16F13/305—Units comprising springs of the non-fluid type as well as vibration-dampers, shock-absorbers, or fluid springs comprising both a plastics spring and a damper, e.g. a friction damper characterised by adjusting or regulating devices responsive to exterior conditions comprising means for varying fluid viscosity, e.g. of magnetic or electrorheological fluids magnetorheological
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/19—Mounting of transmission differential
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/916—Body Vibration Control

Definitions

  • the invention relates to a differential gear bearing system for a motor vehicle specified in the preamble of claim 1 and a motor vehicle with at least one differential gear bearing system.
  • a differential gear storage for a motor vehicle different requirements, for example, in terms of acoustics, bearing paths, bearing loads and vibration comfort, made during operation of the motor vehicle.
  • differential gear bearings should help to isolate operationally occurring noises and vibrations as effectively as possible on the differential gear itself or in the interaction between the differential gear and the drive train of the motor vehicle.
  • differential gear bearings but also help to ensure that the best possible vibration and load change behavior of the differential gear is achieved in a variety of operating conditions of the differential gear or the motor vehicle.
  • a differential gear bearing system for a motor vehicle is characterized in that a magnetorheological fluid is received in a bearing and the bearing has a device by means of which a magnetic field acting on the magnetorheological fluid can be provided and the operating parameters of the bearing can be changed. and the differential storage system comprises a control device, by means of which the device is controllable. It is therefore provided according to the invention to store the differential gear by means of one or more bearings on the motor vehicle whose operating parameters, in particular the damping and / or the rigidity, by means of a control device are changeable.
  • an improved differential gear bearing system is provided for a motor vehicle, since the operating parameters of the differential gear storage are variable so that they can be adapted to different operating situations of the motor vehicle or the differential gear.
  • both the stiffness and the damping of the bearing can be adjusted so that acoustic and / or dynamic requirements that are placed on the bearing, depending on the situation can best be met.
  • the peculiarity of the designed as a hydraulic bearing bearing is that within the camp a magnetorheological fluid is added, which changes its properties depending on which magnetic field it is exposed.
  • the bearing properties can be adapted particularly quickly to changing operating situations, with the changes made to the operating parameters being reversible at all times.
  • control device is adapted to change the operating parameters of the bearing as a function of this information transmitted via the motor vehicle.
  • the bearing properties can be permanently adapted to changing operating situations of the motor vehicle.
  • the adaptation of the operating parameters of the bearing can be carried out completely automatically by means of the control device, whereby the bearing properties can be adapted particularly quickly to changing boundary conditions.
  • a further advantageous embodiment of the invention provides that the control device is adapted to receive information from at least one sensor arranged on the motor vehicle and to change the operating parameters of the bearing as a function of this information.
  • sensors are used, which are already mounted in the car.
  • additional sensors may be provided to detect important parameters for setting the bearing and to transmit them to the control device.
  • information about the operating states of individual components of the drive train can be detected and transmitted to the control unit, so that the operating parameters of the bearing can be set in dependence on the information such that the differential gear storage that best meets these requirements ,
  • the control device is suitable for receiving information from at least one driving dynamics system and / or driver assistance system of the motor vehicle in order to change the operating parameters of the bearing in dependence on this information.
  • vehicle dynamics system By means of the vehicle dynamics system, a driver of the motor vehicle, for example, adjust the response or the characteristic of the steering, the chassis or the engine. By transmitting this information, the bearing of the differential gear can be adjusted as best as possible to the boundary conditions.
  • the driver assistance system may, for example, be a specific form of traction control which serves to accelerate the motor vehicle as effectively as possible. Such a driver assistance system can be actuated manually by a driver of the motor vehicle before he sets the motor vehicle in motion with the maximum possible acceleration.
  • An information Information about this planned action of the driver can be forwarded to the control device already when the driver assistance system is actuated, so that the operating parameters of the bearing can be preset even before the correspondingly high loads occur, for example by limiting the range of movement of the bearing. As a result, an increased wear of the differential gear and the rest of the drive train can be prevented.
  • a further advantageous embodiment of the invention provides that the operating parameters of the bearing are variable in dependence on the engine speed of the motor vehicle.
  • Propeller shaft non-uniformity effects may be affected by a defined, e.g. cyclic or frequency dependent, adjusting the stiffness of the differential gear storage can be significantly reduced.
  • the differential gear can be easily adapted to different mechanical and acoustic requirements, which correlate with the engine speed.
  • the differential gear bearing system comprises three bearings, wherein a first bearing is arranged on the motor vehicle and the differential gear, that it receives substantially forces in the direction of the vehicle vertical axis and a second and a third bearing so on the force carriages are arranged on the differential gear, that they absorb substantially forces in the direction of the vehicle longitudinal axis and the vehicle vertical axis.
  • Figure 1 is a schematic perspective view of a plurality of drive train components of a motor vehicle, wherein a differential gear is supported by means of three bearings on a rear axle of a motor vehicle.
  • a schematic partially sectioned side view of a substantially identical bearing as shown in Figure 2 wherein on the support body two chambers are arranged with a magnetorheological fluid contained therein, and the chambers are interconnected by means of two passage elements.
  • FIG. 3 a schematic partially sectioned side view of a substantially identical bearing, as shown in Figure 3, wherein a coil assembly is disposed within the bearing in the region of the passage elements.
  • FIG. 3 a schematic sectional side view of a rotationally symmetrical bearing with a support body and two chambers in which a magnetorheological fluid is recorded, wherein between the two chambers, a separator with three through holes and the outer periphery of the bearing is arranged a coil assembly; and in
  • FIG. 6 is a schematic circuit diagram of a differential gear bearing system for a motor vehicle, which includes a bearing connected to a control device, wherein the control device tion is connected to a plurality of units arranged in the motor vehicle, which convey information about an operating situation of the motor vehicle to the control unit.
  • a portion of a powertrain 10 of a motor vehicle is shown in FIG.
  • the drive train shown here comprises a motor 12, a gear 14 connected thereto and a differential gear 18, which is coupled to the gearbox 14 by means of a propeller shaft 16, which is mounted on a rear axle carrier 22 by means of three bearings 20.
  • the differential gear 18 is mounted cardan shaft side with one of the bearings 20 such that by means of the bearing 20 substantially forces are absorbed in the direction of the motor vehicle vertical axis.
  • the differential gear 8 is arranged by means of two bearings 20 on the rear axle 22, that substantially forces in the direction of the motor vehicle longitudinal axis and motor vehicle vertical axis are added.
  • the bearings 20 serve on the one hand to absorb the forces occurring during operation of the motor vehicle on the differential gear. On the other hand, the bearings 20 also serve to dampen or isolate unwanted operating noises of the differential gear 18.
  • FIG. 2 an embodiment of the bearing 20 shown in Fig. 1 is shown in a schematic partially sectioned view.
  • the substantially sleeve-shaped bearing 20 comprises a support body 24, which is enclosed radially outwardly by a sleeve 26.
  • a chamber 28 is arranged, which is formed in the form of a bellows and in which a magnetorheoiogische liquid 30 is received.
  • the chamber 28 has a first region 32 and a second region 34, which communicate with each other via a constricted region 36.
  • a device 40 Opposite the constricted region 36 is a device 40, in the present case a coil or an electromagnet, arranged on the outside of the sleeve 26, by means of which a magnetic field acting on the magnetorheoische 30 magnetic field can be provided.
  • the device 40 has lines 42, which are connected to a control device 44, not shown here, by means of which the device 40 is controllable.
  • a fastening device 38 is arranged, which serves to the bearing 20 at the Diffe- Rentialgetriebe 18 and the motor vehicle, for example, to the rear axle 22 as shown in Fig. 1, to attach.
  • the fastening device 38 has a T-shaped cross section, on which the chamber 28 is attached fitting.
  • a thread not shown here, which may be attached to the radially inwardly facing surface of the fastening device 38, the fastening device 38 can be attached in a simple manner, for example by means of screws to the differential gear 18 and the rear axle 22.
  • a through hole may also be provided in the bearing 20, wherein a thread is provided in a housing of the differential gear 18 and an attachment of the bearing 20 is achieved by means of a screw passed through the bearing 20 and screwed into the housing.
  • the operating principle of the bearing 20 will be explained below.
  • the device 40 is actuated, whereby it generates a magnetic field which essentially affects the magnetorheological fluid 30 located in the constricted region 36.
  • polarizable particles in the magnetorheological fluid 30 are polarized and form chains in the direction of the field lines of the applied magnetic field.
  • the magnetorheological fluid 30 becomes more viscous in accordance with the field strength of the magnetic field, wherein the properties of the magnetorheological fluid 30 can be changed very rapidly and reversibly by means of the magnetic field.
  • the operating parameters of the bearing 20, in particular its rigidity and / or damping, can thus be changed by means of the control device 44.
  • the static and the dynamic behavior of the bearing 20 are influenced, especially in the direction of the vertical axis 46.
  • the operating parameters of the bearing 20 can be changed such that the bearing behavior preferably meets the requirements of the mounting of the differential gear 18 which are to be fulfilled in each case.
  • FIGS. 3 and 4 a substantially identical bearing 20 is shown as in FIG. 2.
  • the bearing 20 shown in FIG. 3 differs from the bearing 20 shown in FIG. 2 in having a first chamber 48 and a second chamber 50 instead of the single chamber 28.
  • a magneto-rheological fluid 30 is received in both chambers 48, 50, the two chambers 48, 50 being interconnected by means of two passage elements 52, so that the magnetic fluid 30 can flow from the first chamber 48 into the second chamber 50 and vice versa ,
  • the influencing of the operating parameters of the bearing 20 is analogous to the explained in connection with the description of FIG. 2 operation.
  • the bearing 20 shown in FIG. 4 differs from the embodiment shown in FIG. 3 only in the arrangement of the device 40, which in the present case is arranged within the bearing 20 in the region of the passage elements 52 or adjacent to the passage elements 52 ,
  • the influencing of the operating parameters of the bearing 20 also takes place analogously to the operation explained in connection with the description of FIG. 2.
  • FIGS. 2 to 4 a further embodiment of the bearing 20 is shown, wherein the same, already described in FIGS. 2 to 4 elements are provided with the same reference numerals and will not be explained again in detail.
  • the bearing 20 has in the present case no in the direction of the vertical axis 46 of the bearing 20 extending through hole in the form of the fastening device 38. Instead, the bearing 20 has a first chamber 54 and a second chamber 56, which are delimited from one another by means of a separating element 60 having three passage openings 58. The number of through holes 58 can also be varied depending on the boundary conditions. In both chambers 54, 56 a magnetorheological fluid 30 is received, which can flow through the passage openings 58 from the first chamber 54 into the second chamber 56 and vice versa.
  • Fig. 6 is a schematic diagram of a Differentialgetriebelager- system shown.
  • the differential gear bearing system comprises the differential gear 18, not shown here, the bearing 20, by means of which the differential gear 18 on the motor vehicle, for example, as shown in Fig. 1, is mounted on the rear axle 22, and the control device 44, which with the Bearings 20 and a plurality of units arranged in the motor vehicle is connected, which transmit information about an operating situation of the motor vehicle to the control device 44.
  • the differential gear bearing system in a motor vehicle having two or more driven axles may also include two or more differential gears 18 having a corresponding number of bearings 20 which may be selectively driven by a central controller 44 or a plurality of controllers 44.
  • an electric drive is provided, which serves for the direct drive of the rear axle.
  • control device 44 is connected to a driving dynamics system 64, a driver assistance system 66 and to three sensors 68, 70, 72.
  • the vehicle dynamics system 64 allows a driver of the motor vehicle to preselect or manually adjust the characteristics of, for example, the engine 12, the transmission 14, the steering, and the chassis characteristics to adjust them to his liking.
  • Information about the respective setting of the vehicle dynamics system 64 is transmitted to the control device 44 by means of a signal 74.
  • a vehicle dynamics system 64 can be set in a comfort mode or in a sports mode. In a comfort mode, the mechanical loads of the drive train and thus also of the differential gear are usually not very high. In this mode ostensible acoustic noise should be damped or isolated, so that the control device 44 would adjust the operating parameters of the bearing 20 in this case accordingly.
  • the loads occurring in the drive train and thus also on the differential gear are usually higher, so that the operating parameters of the bearing 20 are set such that the increased loads can be absorbed in the best possible way.
  • the sensor 68 detects movements of the propeller shaft 16 and transmits this information, which can also be deduced from the cardan shaft deformity, by means of a signal 76 to the control device 44.
  • a defined adaptation of the rigidity of the bearing takes place through the Control device 44 to compensate for the propeller shaft deformity as possible.
  • the effects of cardan shaft deformity are reduced by a defined adjustment of the stiffness of the bearing 20 as a function of the engine speed.
  • the sensor 70 detects the movements of a front axle 78 of the motor vehicle, in the present case when driving over a roadway unevenness 80, and forwards this information in the form of a signal 82 to the control device 44.
  • the control device 44 can already adapt the operating parameters of the bearing 20 when driving over the roadway unevenness 80 with the front axle 78 in such a way that the loads occurring in the drive train 10 or at the differential gear 18 as a result of overrunning the roadway unevenness 80 can be compensated in the best possible way ,
  • the driver assistance system 66 in the present case is a form of traction control, which serves to accelerate the motor vehicle optimally out of state, if necessary, until it reaches its maximum speed.
  • the driver can accordingly activate the driver assistance system 66 before accelerating the motor vehicle.
  • the information about the activation of the driver assistance system 66 and optionally also a subsequent actuation of an accelerator pedal 48 are transmitted to the control device 44 via a signal 86.
  • the control device 44 can adjust the operating parameters of the bearing 20 even before the acceleration of the motor vehicle such that the loads occurring during the acceleration process of the drive train 10 and of the differential gear 18 can be absorbed in the best possible way.
  • the sensor 72 detected in the present case load changes and / or movements of the transmission 14, which may occur, for example, during switching operations and transmits this information in the form of a signal 88 to the controller 44.
  • This can be in function of the transmitted Information adjust the operating parameters of the bearing 20 in accordance with the situation.
  • the control device 44 controls the device 40 and adjusts the magnetic field acting on the bearing 20 in such a way that its operating parameters, in particular its stiffness and damping, are adjusted be that the dynamic behavior of the bearing 20 best possible meets the demands placed on this depending on the given operating situation of the motor vehicle.
  • the signals 74, 76, 82, 86, 88 transmitted to the control device 44 may each require a different setting of the operating parameters of the bearing 20. Therefore, in the control device 44, a decision logic or an algorithm is provided which prioritizes the signals 74, 76, 82, 86, 88 and makes an adjustment of the operating parameters of the bearing 20, which best possible depending on the requirements placed on the bearing 20 of the differential gear 18 situation Fulfills.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Retarders (AREA)
  • Motor Power Transmission Devices (AREA)

Abstract

La présente invention concerne un système de palier d'engrenage différentiel pour un véhicule automobile, comprenant au moins un engrenage différentiel (18) monté sur le véhicule automobile au moyen d'au moins un palier (20), un liquide magnétorhéologique (30) étant contenu dans le palier (20) et le palier (20) comprenant un dispositif (40) permettant de fournir un champ magnétique agissant sur le liquide magnétorhéologique (30) et les paramètres de fonctionnement du palier (20) pouvant être modifiés, et le système de palier d'engrenage différentiel comprenant un dispositif de commande (44) permettant de régler le dispositif (40). L'invention concerne en outre un véhicule automobile comprenant au moins un système de palier d'engrenage différentiel.
PCT/EP2012/004398 2011-11-05 2012-10-19 Système de palier d'engrenage différentiel et véhicule automobile comprenant un système de palier d'engrenage différentiel WO2013064218A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201110117749 DE102011117749A1 (de) 2011-11-05 2011-11-05 Differentialgetriebelager-System und Kraftwagen mit einem Differentialgetriebelager- System
DE102011117749.7 2011-11-05

Publications (1)

Publication Number Publication Date
WO2013064218A1 true WO2013064218A1 (fr) 2013-05-10

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PCT/EP2012/004398 WO2013064218A1 (fr) 2011-11-05 2012-10-19 Système de palier d'engrenage différentiel et véhicule automobile comprenant un système de palier d'engrenage différentiel

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DE (1) DE102011117749A1 (fr)
WO (1) WO2013064218A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9303709B2 (en) 2014-08-11 2016-04-05 Ggodrich Corporation Shock damper
DE102015113782A1 (de) * 2015-08-20 2017-02-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur Steuerung eines Entkopplungselementes eines Aggregatlagers

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Publication number Priority date Publication date Assignee Title
TR201515094A2 (tr) * 2015-11-27 2017-06-21 Tobb Ekonomi Ve Teknoloji Ueniversitesi Bir ayarlanabilir sönümleyici.
JP2023013310A (ja) 2021-07-15 2023-01-26 住友理工株式会社 流体封入式筒型防振装置
JP2023128785A (ja) 2022-03-04 2023-09-14 住友理工株式会社 流体封入式防振装置
JP2024003598A (ja) 2022-06-27 2024-01-15 住友理工株式会社 防振装置

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Publication number Priority date Publication date Assignee Title
JPS63240410A (ja) * 1987-03-26 1988-10-06 Mazda Motor Corp 自動車のサスペンシヨン装置
JPH01223024A (ja) * 1988-02-29 1989-09-06 Nissan Motor Co Ltd 車両の振動減衰装置
DE19623936C1 (de) * 1996-06-15 1997-09-04 Daimler Benz Ag Lagerung eines Achsgetriebegehäuses eines Kraftfahrzeuges
KR20040050299A (ko) * 2002-12-10 2004-06-16 현대자동차주식회사 Ｍｒ 유체를 이용한 액슬 들림 방지용 하이드로릭 마운터
WO2005001308A1 (fr) * 2003-06-27 2005-01-06 Audi Ag Procede et dispositif pour amortir les vibrations
DE10359243A1 (de) * 2003-07-30 2005-03-03 Hyundai Motor Co. Fahrzeughalterungsvorrichtung mit asymmetrischer, variabler Steifigkeit
WO2005043001A1 (fr) * 2003-11-04 2005-05-12 Toyo Tire & Rubber Co.,Ltd. Structure de montage differentielle d'automobile
JP2007030618A (ja) * 2005-07-25 2007-02-08 Fuji Heavy Ind Ltd 駆動系のマウント装置
DE102006051605A1 (de) * 2006-11-02 2008-05-08 Dr.Ing.H.C. F. Porsche Ag Vorrichtung und Verfahren zur Steuerung eines Lagerelements
KR20090062407A (ko) * 2007-12-13 2009-06-17 현대자동차주식회사 리어디퍼렌셜 마운팅장치

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9303709B2 (en) 2014-08-11 2016-04-05 Ggodrich Corporation Shock damper
DE102015113782A1 (de) * 2015-08-20 2017-02-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur Steuerung eines Entkopplungselementes eines Aggregatlagers

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