WO2019007617A1 - Ensemble embrayage de démarrage à inertie, ensemble amortisseur de torsion et véhicule à moteur - Google Patents

Ensemble embrayage de démarrage à inertie, ensemble amortisseur de torsion et véhicule à moteur Download PDF

Info

Publication number
WO2019007617A1
WO2019007617A1 PCT/EP2018/064828 EP2018064828W WO2019007617A1 WO 2019007617 A1 WO2019007617 A1 WO 2019007617A1 EP 2018064828 W EP2018064828 W EP 2018064828W WO 2019007617 A1 WO2019007617 A1 WO 2019007617A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch assembly
flywheel
clutch
assembly according
friction
Prior art date
Application number
PCT/EP2018/064828
Other languages
German (de)
English (en)
Inventor
Monika Rössner
Gerald Viernekes
Alessio Paone
Axel Rohm
Alexander Bartha
Michael KUNTH
Guido Schmitt
Wolfgang Kundermann
Stephan Stroph
Thomas Riedisser
Original Assignee
Zf Friedrichshafen 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 Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Priority to EP18733191.3A priority Critical patent/EP3649359A1/fr
Publication of WO2019007617A1 publication Critical patent/WO2019007617A1/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
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D11/14—Clutches in which the members have interengaging parts with clutching members movable only axially
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/022—Gearing between starting-engines and started engines; Engagement or disengagement thereof the starter comprising an intermediate clutch
    • 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
    • F16D13/22—Friction clutches with axially-movable clutching members
    • F16D13/24—Friction clutches with axially-movable clutching members with conical friction surfaces cone clutches
    • F16D13/32—Friction clutches with axially-movable clutching members with conical friction surfaces cone clutches in which two or more axially-movable members are pressed from one side towards an axially-located 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • 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
    • F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
    • F16D25/082—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation
    • F16D25/083—Actuators therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N5/00—Starting apparatus having mechanical power storage
    • F02N5/04—Starting apparatus having mechanical power storage of inertia type

Definitions

  • the invention relates to a flywheel starting clutch arrangement for a motor vehicle with at least one friction clutch, wherein the friction clutch can be actuated with an actuating piston.
  • Torsionsdämpferanssenen for example, dual-mass flywheels, found in the drive train of a motor vehicle for damping torsional vibrations. These can be combined with centrifugal pendulums, it can also be used several torsion damper in a drive train.
  • a friction surface of the friction clutch is formed on the actuating piston.
  • the torsion damper assembly can receive the flystart clutch assembly.
  • the torsion damper assembly may be formed as a dual mass flywheel.
  • a dual-mass flywheel differs from other torsion damper arrangements in particular in the ratio of the masses of primary and secondary side.
  • the flywheel start clutch assembly may include a friction clutch and a dog clutch.
  • the friction clutch may be designed so that it can lift only a part of these negative moments, and thus allows a smooth edge change of the dog teeth.
  • the friction clutch can advantageously be designed so that it alone can transmit the entire negative torque in the pulling direction and the dog clutch can take over the remaining torque in the pulling direction.
  • the friction clutch can lift it alone or be designed, for example, to 700 Nm, so that a safety reserve is available.
  • the dog clutch is designed so that it can transfer 1,400 Nm. The positive torque in the pulling direction is therefore transmitted together when the 700 Nm is exceeded by both clutches, while the negative torques can be taken over by the friction clutch alone. As a result, in particular rattling noises on the dog clutch can be avoided.
  • actuating piston As a piston are basically understood all parts of the operation that follow the pressure chamber.
  • An actuating piston can therefore be designed in several parts. Preferably, however, it is designed in one piece.
  • the flywheel clutch assembly comprises at least one clutch, which may be basically wet or dry running.
  • the use of two pistons results only when using at least two clutches.
  • the embodiment or combination of a friction clutch and a dog clutch is a preferred embodiment, for example, a friction clutch and a freewheel or other variations are conceivable.
  • a jaw member of a dog clutch may be formed on one of the pistons. Accordingly, one of the clutches is designed as a dog clutch. Due to the design of the claw element on the piston, two functions can be combined on one component, whereby a compact design can be realized.
  • the actuating device may have a single supply line. This is the case even if the flywheel clutch assembly has multiple clutches. These are namely not independent of each other to operate, but yes, the clutches are indeed transmitted together the positive torques in the pulling direction. Accordingly, the actuation takes place, with normally-opened clutches the engagement and with normally-closed clutches the disengagement, according to a predeterminable pattern. Accordingly, the pressurized surfaces of the actuating pistons may have a predetermined ratio, which is selected in dependence on at least one biasing element. In normally-opened couplings, biasing elements may be present to bring the couplings into a defined home position. When engaging, this biasing force is overcome.
  • the friction clutch may be engaged first. If it then already transmits a defined torque in slip mode, the dog clutch is engaged. This moment can be precisely defined by the selection of the pressure surfaces. Thus, therefore, the dog clutch can be engaged depending on the engagement state of the friction clutch.
  • the friction clutch is the one that remains closed longer. This is advantageous because it allows a jerk-free disengagement.
  • the friction surface may be formed as a friction cone.
  • This piston may preferably be used or arranged on the output side of the friction clutch.
  • the friction clutch On the input side of the friction clutch may advantageously be arranged a friction element that is connected to one or the input hub.
  • the friction element may be a lamella.
  • the friction clutch preferably has a single lamella. Then the friction clutch is formed as a kind of single-disc friction clutch, the clutch disc is extremely simple.
  • the friction surface on the piston is cone-shaped. Accordingly, the friction element, in particular the lamella, is then arranged obliquely.
  • a part of the housing of the torsion damper assembly is a friction surface of the friction clutch.
  • this part of the housing can be located on the output side of the friction clutch and at the same time belong to the primary side of the Torsionsdämpferaniser.
  • the actuating device can have a single supply line. This makes it possible that the actuator is charged via the transmission input shaft with oil. As a result, expensive lines for the oil of the actuator can be avoided.
  • the pistons can be mounted on an intermediate wall of the torsion damper arrangement.
  • the oil supply can also be formed on this intermediate wall.
  • the additional partition is connected to the Torsionsdämpferanssen.
  • connecting to the hub or hubs on the input side would only increase the weight of the flywheel clutch assembly. But so the flywheel can be increased. At the same speed while a larger rotational energy can be stored.
  • the intermediate wall between the primary side and the secondary side may be arranged. At this point, the most space-saving installation is possible.
  • the intermediate wall can be supported on an input hub.
  • the support can via two sealing elements, in particular radial shaft seals or rectangular sealing rings, done. Then, at this point, the supply of oil in the partition can be done.
  • the intermediate wall may have at least one passage opening for oil. Then cooling oil of the couplings can be forwarded.
  • the at least one passage opening is preferably arranged radially outside the clutch or couplings of the fly-starting clutch arrangement. Then the oil is guided by the prevailing centrifugal forces to the openings.
  • the pistons can be arranged on the same side of the torsion damper arrangement, in particular on the same side of the intermediate wall.
  • the engagement movement can take place towards the housing or towards the interior of the torsion damper arrangement. Preferably, a movement towards the housing. This results in an extremely space-saving design.
  • the pistons may be arranged on different sides of the intermediate wall.
  • the input hub in two parts, whereby the friction clutch and the dog clutch can be decoupled. This is possible with an arrangement of both pistons on the same side with less effort.
  • the intermediate wall is preferably connected to the primary side of the torsion damper arrangement. More preferably, the fly-starting clutch arrangement is preferably arranged between the primary side and the secondary side of the torsion damper arrangement. In this case, the primary side of the torsion damper assembly form part of the housing of the torsion damper assembly.
  • the actuating device can have a single pressure chamber.
  • the engagement of the clutches can be designed via the design of the pressurized surfaces. Then a single pressure chamber is sufficient, so valves for controlling the pressure chambers can be omitted.
  • the torsion damper assembly may have two input hubs. As already described, the couplings can thereby be decoupled.
  • all of the torque can be transmitted via the flywheel clutch assembly.
  • the torsion damper assembly is installed and transmits torque.
  • the structure is such that all the torque is transferable via the fly-starting clutch assembly.
  • the actuator assembly of the flywheel clutch assembly may form part of the flywheel assembly of the torsion damper assembly.
  • the storable rotational energy can be increased. This results, for example, when the intermediate wall of the primary side of the torsion damper assembly is connected and the actuating arrangement is formed in the intermediate wall.
  • the primary side of the torsion damper assembly may be supported on an input hub of the flywheel clutch assembly.
  • the primary side forms part of the housing of the torsion damper assembly, which again space is saved in the axial direction.
  • the dog clutch may be formed as a radial claw clutch. This means that the teeth of the dog clutch point in the radial direction.
  • At least one clutch of the flywheel clutch assembly may be formed as a normally-opened clutch.
  • both clutches of the flywheel clutch assembly may be formed as normally-opened clutches. This is advantageous when the motor vehicle is approached via the electric motor and accordingly emits no moment at the start of the motor vehicle, the engine. Then there is no actuating pressure available to open the clutches. Thus, an additional pumping device can be avoided.
  • the invention relates to a motor vehicle with a Torsionsdämpferanssen.
  • the motor vehicle is characterized in that the torsion damper arrangement is designed as described.
  • FIG. 2 shows a torsion damper arrangement in a first embodiment
  • FIG. 3 shows a torsion damper arrangement in a second embodiment.
  • FIG. 1 shows a drive train 1 with an internal combustion engine 2, a
  • Flywheel clutch assembly 3 a flywheel device 4, a clutch 5, an electric motor 6 and a transmission 7.
  • the electric motor 6 can be configured as a single electric motor or as series-connected electric motors, it is essential here that the electric motor 6 in front of the transmission 7 on the drive train attacks.
  • the flywheel clutch assembly 3 is characterized by its position in front of the flywheel device 4. This is due to the particular function of the flywheel clutch assembly 3, which only serves for the high travel of the internal combustion engine 2 and otherwise transmits the torque of the internal combustion engine 2.
  • the flywheel clutch assembly 3 By providing the flywheel clutch assembly 3, it is possible to design the electric motor 6 with lower power reserves, whereby it is cheaper to produce.
  • the flywheel clutch assembly 3 separates the engine 2 from the remainder of the drive train in purely electronic operation, the electric motor 6 thus drives the flywheel device 4 as an energy store in purely electric motor operation.
  • the fly-starting clutch assembly 3 is not a starting clutch since it is not used to move the motor vehicle. Regardless of whether or not the motor vehicle is already in motion, the fly-starting clutch assembly 3 merely serves to start the engine 2. It is therefore interpreted by the interpretation forth, for example, in relation to the removal of heat differently interpretable as a starting clutch. In this respect, the different function, for example, in the amount of material of the pressure plate noticeable.
  • FIG. 2 shows a torsion damper arrangement 8 as a flywheel device 4.
  • the flywheel start coupling arrangement 3 is arranged inside the torsion damper arrangement 8 and therefore also inside the flywheel device 4.
  • the swing start clutch arrangement 3 comprises a friction clutch 9 and a dog clutch 10. Through the structure explained in more detail below, most of the parts of the swing start clutch arrangement 3 form part of the flywheel device 4. This therefore consists of the torsion damper arrangement 8 and parts of the swing start clutch arrangement 3.
  • two input hubs 12 and 14 By the input hubs 12 and 14, the torque can be divided and thus the dog clutch 10 are protected against torque changes.
  • the input hubs 12 and 14 can be screwed to the crankshaft 16 as shown in FIG. but they can also be positively connected via a Hirth toothing with the crankshaft.
  • the input hubs 12 and 14 may be connected to the crankshaft via a plate assembly. In this case, the crankshaft can be screwed to a first plate and this with a second, which in turn is connected to the two input hubs. This results in an axially elastic connection between the crankshaft and the input hubs 12 and 14.
  • the input hub 12 With the input hub 12 is connected as a friction member 18, a blade. This is attached to a hub shield of the input hub 12.
  • the input side of the friction clutch 9 accordingly includes the input hub 12 with hub shield and the blade 18th
  • the housing part 22 is at the same time the primary part of the torsion damper arrangement 8.
  • the friction surface 24 can be arranged on the housing part 22 in the oblique part, in particular on a crank 26.
  • the actuating piston 20 comprises a friction cone 28, which is also arranged on the output side.
  • the friction clutch 9 is accordingly designed as a single-disc friction clutch, wherein the clutch disc is formed as a lamella and the output-side friction partners are formed on the one hand on the actuating piston 20 and the other on the housing part 22. Accordingly, the output side of the friction clutch 9 is realized exclusively by already existing on the torsional damper or on the actuator components.
  • the input hub 14 forms the input of the dog clutch 10, wherein the actuating piston 30 is also the jaw member of the dog clutch 10.
  • the jaw clutch 10 is designed as a radial claw clutch, which is why the teeth 32 and 34 are formed in the radial direction.
  • the counter teeth 36 and 38 are located on the one hand on the input hub 14 and on the output hub on the intermediate wall 40.
  • the intermediate wall 40 supports the actuating piston 20 and 30, while it is connected to the housing part 22.
  • a portion of the supply line 42 passes through the intermediate wall 40, wherein both pistons 20 and 30 are actuated by the single supply line 42.
  • the pressurized surfaces 44 and 46 are selected as a function of the biasing elements 48 and 50, so that the engagement of the dog clutch 10 can be done for example in a defined engagement state of the friction clutch 9.
  • the actuating surface 44 of the friction clutch 9 is larger and, for example, the force of the biasing member 48 is smaller, so that the friction clutch 9 is first engaged. Only when a defined engagement state of the friction clutch 9, the force of the biasing member 50 is then overcome, so that the dog clutch 10 is engaged.
  • the biasing elements 48 and 50 are preferably designed as tension springs, so that the friction clutch 9 and the dog clutch 10 are formed as normally-opened couplings.
  • the intermediate wall 40 and the actuating piston 20 and 30 form part of the flywheel device 4. So they belong to the rotational energy storing mass, which is held rotating by the electric motor 6, while the engine is decoupled.
  • the torsion damper arrangement 8 On the secondary side, the torsion damper arrangement 8 has a secondary element 52 which also forms the output of the torsion damper arrangement 8. This is enclosed by the housing part 54, which is connected to the housing part 22.
  • the housing part 22 is supported by means of a bearing 56 on the input hub 12. Further thrust bearings 58 separate the intermediate wall 40 from the input hubs 12 and 14.
  • the housing parts 22 and 54 enclose a wet space, wherein the torsion damper assembly 8 and the friction clutch 9 and the dog clutch 1 0 are designed to run wet.
  • a centrifugal pendulum is arranged at the output of the torsion damper assembly 8.
  • a second torsion damper arrangement also follows before the separating clutch 5. These are therefore arranged in the diagram according to FIG. 1 between the flywheel mass device 4 and the separating clutch 5.
  • FIG. 3 shows a further embodiment of the torsion damper arrangement 8.
  • the actuating pistons 20 and 30 are arranged on the same side of the intermediate wall 40, which is why only a single input hub 16 is present. But the intermediate wall 40 is still connected to the housing part 22 and thus to the primary side and a part of the friction clutch 9 is formed by the housing part 22 and by the actuating piston 20 as already described for Figure 2.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un ensemble embrayage de démarrage à inertie (3) pour un véhicule à moteur, qui comprend au moins un embrayage à friction (9), ledit embrayage à friction (9) pouvant être actionné par un piston d'actionnement (20), caractérisé en ce qu'une surface de friction de l'embrayage à friction (9) est formée sur le piston d'actionnement (20). L'invention concerne par ailleurs un ensemble amortisseur de torsion. L'invention concerne en outre un véhicule à moteur.
PCT/EP2018/064828 2017-07-03 2018-06-06 Ensemble embrayage de démarrage à inertie, ensemble amortisseur de torsion et véhicule à moteur WO2019007617A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP18733191.3A EP3649359A1 (fr) 2017-07-03 2018-06-06 Ensemble embrayage de démarrage à inertie, ensemble amortisseur de torsion et véhicule à moteur

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017211261.1A DE102017211261B4 (de) 2017-07-03 2017-07-03 Schwungstartkupplungsanordnung, Torsionsdämpferanordnung sowie Kraftfahrzeug
DE102017211261.1 2017-07-03

Publications (1)

Publication Number Publication Date
WO2019007617A1 true WO2019007617A1 (fr) 2019-01-10

Family

ID=62705553

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2018/064828 WO2019007617A1 (fr) 2017-07-03 2018-06-06 Ensemble embrayage de démarrage à inertie, ensemble amortisseur de torsion et véhicule à moteur

Country Status (3)

Country Link
EP (1) EP3649359A1 (fr)
DE (1) DE102017211261B4 (fr)
WO (1) WO2019007617A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021116065A1 (de) * 2021-06-22 2022-12-22 Schaeffler Technologies AG & Co. KG Hybridmodul

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015116936A1 (de) * 2014-10-16 2016-04-21 American Axle & Manufacturing, Inc. Doppelkolbenaktuator
DE102015201931A1 (de) * 2015-02-04 2016-08-04 Bayerische Motoren Werke Aktiengesellschaft Antriebssystem für ein Hybridfahrzeug
DE102015217664A1 (de) * 2015-09-15 2017-03-16 Schaeffler Technologies AG & Co. KG Kolben-Ausrücker

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2748697C2 (de) 1977-10-29 1985-10-24 Volkswagenwerk Ag, 3180 Wolfsburg Antriebsanordnung für ein Fahrzeug, insbesondere Personenkraftfahrzeug
GB2091812B (en) 1981-01-28 1984-04-04 Automotive Prod Co Ltd Motor vehicles
DE10034730B4 (de) 1999-09-30 2010-10-14 Zf Sachs Ag Mehrfach-Kupplungseinrichtung, ggf. in Kombination mit einer Torsionsschwingungsdämpferanordnung oder/und einer Elektromaschine
AT511147A1 (de) 2011-02-17 2012-09-15 Avl List Gmbh Getriebe mit zumindest einer welle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015116936A1 (de) * 2014-10-16 2016-04-21 American Axle & Manufacturing, Inc. Doppelkolbenaktuator
DE102015201931A1 (de) * 2015-02-04 2016-08-04 Bayerische Motoren Werke Aktiengesellschaft Antriebssystem für ein Hybridfahrzeug
DE102015217664A1 (de) * 2015-09-15 2017-03-16 Schaeffler Technologies AG & Co. KG Kolben-Ausrücker

Also Published As

Publication number Publication date
EP3649359A1 (fr) 2020-05-13
DE102017211261B4 (de) 2022-09-15
DE102017211261A1 (de) 2019-01-03

Similar Documents

Publication Publication Date Title
EP2334948B1 (fr) Dispositif de transmission de couple de rotation
EP1275867B1 (fr) Embrayage double
EP2655113B1 (fr) Module hybride pour un groupe motopropulseur d'un véhicule
DE10155458B4 (de) Kupplungsaggregat
EP3377783B1 (fr) Embrayage à friction présentant un axe de rotation
EP2724050B1 (fr) Dispositif de transmission de couple de rotation
DE102016206854A1 (de) Drehschwingungsdämpfer und Hybrid-Antriebsstrang
DE102014213818A1 (de) Antriebsanordnung
EP3478524A1 (fr) Dispositif de transmission de couple
WO2019007618A1 (fr) Ensemble amortisseur de torsion et véhicule à moteur
WO2012149924A1 (fr) Module hybride pour une chaîne cinématique d'un véhicule
DE102012214362A1 (de) Torsionsschwingungsdämpfer
DE102017209393A1 (de) Schwungstartkupplungsanordnung sowie Antriebsstrangeinheit
WO2019007617A1 (fr) Ensemble embrayage de démarrage à inertie, ensemble amortisseur de torsion et véhicule à moteur
WO2019007619A1 (fr) Ensemble embrayage de démarrage à inertie, ensemble amortisseur de torsion et véhicule à moteur
EP3649362A1 (fr) Ensemble chaîne cinématique et véhicule à moteur
WO2018219594A1 (fr) Système d'embrayage de démarrage à inertie et unité chaîne cinématique
DE102019130603A1 (de) Hybridmodul für einen Antriebsstrang eines Kraftfahrzeugs
WO2019105790A1 (fr) Module de démarrage et de ralentissement
WO2004003399A1 (fr) Systeme d'entrainement pour vehicules
DE102014225376A1 (de) Drehschwingungsdämpfer, Drehmomentübertragungseinrichtung und Verfahren zum Betätigen einesDrehschwingungsdämpfers und/oder einer Drehmomentübertragungseinrichtung
DE102018219317A1 (de) Kupplungsanordnung
DE102015221018A1 (de) Booster-Kupplung für ein Nutzfahrzeug

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18733191

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2018733191

Country of ref document: EP

Effective date: 20200203