Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D25/00—Fluid-actuated clutches
  • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
  • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
  • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
  • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
  • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. 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
  • F16D21/00—Systems comprising a plurality of actuated clutches
  • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
  • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
• • 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
  • F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
• • 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
  • F16D21/00—Systems comprising a plurality of actuated clutches
  • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
  • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
  • F16D2021/0661—Hydraulically actuated multiple lamellae clutches
• • 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
  • F16D2300/00—Special features for couplings or clutches
  • F16D2300/22—Vibration damping

Definitions

• the present invention relates to a compact double clutch mechanism as used in the automotive field.
• the invention also relates to a transmission system incorporating such a double clutch mechanism.
• the transmission system being intended to be disposed in the traction chain between a heat engine and a gearbox, in particular of a motor vehicle or of a so-called industrial vehicle, the latter being for example a heavy goods vehicle, a public transportation, or an agricultural vehicle.
• Clutch mechanisms comprising a clutch in rotation about an axis of rotation and a force generator arranged to configure the clutch in a configuration known as disengaged or engaged by means of a moving part, called piston , allowing the force generated at the force generator to be transmitted to said clutch.
• an actuation system can be formed by a hydraulic force generator comprising (i) a pressure chamber arranged to receive a pressurized fluid, (ii) a piston movable axially in the pressure chamber and extending radially outside the pressure chamber in order to engage or disengage the clutch, (iii) a balancing chamber situated opposite the pressure chamber relative to the piston, the balancing chamber comprising an elastic return element making it possible to generate a force, called a return force, against the piston.
• the balancing chamber is supplied with a hydraulic fluid via so-called low pressure fluid lines. At any time during operation, this balancing chamber is thus filled with said fluid.
• the radial dimensions of this balancing chamber are opposite those of the pressure chamber so that the axial forces subjected to the piston by centrifugal force cancel each other out, making it impossible to move the piston by centrifugal force alone
• the pressure chamber is supplied with a pressurized hydraulic fluid in order to allow the displacement of the piston between a first position corresponding to a clutched configuration of the clutch and a second position corresponding to a disengaged clutch configuration.
• the pressurized hydraulic fluid is routed to the pressure chamber via so-called high pressure fluid lines.
• the object of the invention is in particular to provide a simple, effective and economical solution to this problem.
• Another object of the present invention is to reduce the vibrations generated in the clutch area and manifesting in the kinematic chain of a vehicle during the sliding phase of the clutch (also called "chatter").
• the aim of the present invention is in particular to propose a wet double clutch mechanism making it possible to solve at least part of certain drawbacks of the prior art while retaining the same dimensions.
• the invention achieves this by proposing a double clutch mechanism comprising:
• first and second wet clutch of the multidisc type in rotation around an X axis, controlled to selectively couple a shaft leading to a first and second driven shaft respectively, the first clutch being located radially outside relative to the second clutch,
• each actuation system including:
• a pressure chamber arranged to receive a pressurized fluid, o an axially movable piston, in particular inside the pressure and / or balancing chamber
• outside diameter of the pressure chamber of the first clutch is less than the outside diameter of the pressure chamber of the second clutch.
• the double clutch mechanism according to the first aspect of the invention may advantageously comprise at least one of the improvements below, the technical characteristics forming these improvements can be taken alone or in combination:
• each actuation system further comprises an elastic return element, the elastic return element of the actuation system of the first clutch being located radially outside the balancing chamber of the first clutch.
• the externalization of this return element thus allows the piston of the actuation system of the first clutch to receive during its actuation a force opposite to that of the actuation whose origin of its vector is located radially close to the contact radius. between the piston and all of the clutch discs of the clutch 1. This makes it possible in particular to help the piston to remain as perpendicular as possible to the axis during actuation reducing the chatter phenomenon.
• the elastic return element of the actuation system of the first clutch is a Belleville washer or is composed of helical springs
• the elastic return element of the actuation system of the second clutch is composed of helical springs
• the elastic return element of the actuation system of the first clutch is disposed axially between an input disc carrier common to the clutches and the piston of the actuation system of the first clutch;
• the second clutch and the elastic return element of the actuation system of the first clutch overlap radially;
• the elastic return element of the actuation system of the first clutch comprises a balancing cover intended to radially close the corresponding balancing chamber;
• each piston is formed by:
• the second part of the piston of the actuation system of the first clutch consists of a first radial extension seat connected to a first axial extension seat;
• the outside diameter of the balancing chamber of the first clutch is less than the outside diameter of the balancing chamber of the second clutch.
• the difference d1 between the outside diameter of the pressure chamber of the first clutch and the outside diameter of the pressure chamber of the second clutch is equal to the difference d2 between the outside diameter of the balancing chamber of the first clutch and the outside diameter of the balancing chamber of the second clutch;
• the internal diameter of the pressure chamber of the first clutch is equal to the internal diameter of the pressure chamber of the second clutch and / or in that the internal diameter of the balancing chamber of the first clutch is equal to the internal diameter of the balancing chamber of the second clutch.
• the invention also relates to a transmission system for a motor vehicle comprising such a double-clutch mechanism in which:
• the first clutch is coupled in rotation to a first output shaft of the transmission by means of a first output disc holder;
• the second clutch is coupled in rotation to a second output shaft of the transmission by means of a second output disc holder; - The first and the second clutch are alternately coupled in rotation to an inlet sail, said inlet runner being coupled in rotation to an inlet shaft driven in rotation by at least one crankshaft.
• Figure 1 is an axial sectional view of a first embodiment of the double clutch mechanism according to the first aspect of the invention.
• FIG. 1 there is shown a first embodiment of the double clutch mechanism 10 in accordance with the first aspect of the invention.
• the double clutch mechanism is preferably of the wet double clutch type of the multidisk type and has a main axis of rotation X.
• the double clutch mechanism 10 is integrated on a transmission chain 1 comprising a transmission coupled in rotation to the double clutch mechanism 10.
• the double clutch mechanism 10 comprises around the axis X at least one input element 2, said torque input element which is linked in rotation to a driving shaft (not shown).
• the input element 2 is located at the front of the wet double clutch mechanism 10.
• the input element 2 generally having an "L" shape, comprises an annular portion of radial orientation formed by an entry web 3 and a portion of axial orientation formed by a hub 4.
• the inlet web 3 and the inlet hub 4 are integral, preferably fixed together by welding such as laser welding by transparency and / or riveting.
• the hub 4 is arranged radially inside with respect to the entry web 3.
• the input hub 4 is for example linked in rotation by means of grooves at the output of a damping device (such as a double flywheel shock absorber) whose input is linked, in particular by means of a flywheel, to the driving shaft formed by a crankshaft which is driven in rotation by an engine fitted to the motor vehicle.
• a damping device such as a double flywheel shock absorber
• the entry web 3 has, at its external radial end of axial orientation, teeth 9 which extend radially outwards and which are supported on a common entry disc holder 8 with clutches E1, E2 .
• the hub 4 being located at the internal radial end.
• a circlip 5 makes it possible to axially lock the assembly.
• the common input disc holder 8 with clutches E1, E2 is composed of an outer disc holder 14 of the first clutch E1 and an inner disc holder 24 of the second clutch E2.
• the outer disc holder 14 and the inner disc holder 24 are fixedly joined together by welding.
• the wet double clutch mechanism 10 is controlled to selectively couple said shaft leading to a first shaft (not shown) and to a second driven shaft (not shown) via the first clutch E1 or the second clutch E2, respectively.
• the input shaft is rotated by at least one crankshaft of an engine, for example a heat engine; and the first and second transmission shafts are intended to be coupled in rotation to the transmission, such as for example a gearbox of the type of those fitted to motor vehicles.
• an engine for example a heat engine
• the first and second transmission shafts are intended to be coupled in rotation to the transmission, such as for example a gearbox of the type of those fitted to motor vehicles.
• the first driven shaft and the second driven shaft are coaxial.
• the first driven shaft is rotated when said first clutch E1 is closed and the second driven shaft is rotated when said second clutch E2 is closed.
• the multi-disc assembly of the first clutch E1 comprises flanges 11 linked in rotation to the input disc holder 8 and friction discs 12 linked in rotation to a disc support 13, also called the output disc holder 13.
• the discs 12 of friction are, unitarily, axially interposed between two successive flanges 11.
• the first drive shaft is coupled in rotation to the input shaft.
• the first drive shaft is driven by the input shaft in rotation when the first clutch E1 is configured in a so-called engaged position for which the plurality of flanges 11 is coupled in rotation to the plurality of friction disks 12.
• the first drive shaft is decoupled in rotation from the input shaft when the first clutch E2 is configured in a so-called disengaged position for which the plurality of flanges 11 is decoupled in rotation to the plurality of friction discs 12.
• the second transmission shaft is coupled analogously to the input shaft via the second clutch E2.
• the first clutch E1 and the second clutch E2 are arranged to alternately transmit a so-called input power - a torque and a speed of rotation - from the input shaft, to one of the two transmission shafts, depending on the respective configuration of each clutch E1 and E2 and via the entry sail 3.
• the first clutch E1 and the second clutch E2 are arranged so as not to be simultaneously in the same engaged configuration. On the other hand, the first clutch E1 and the second clutch E2 can simultaneously be configured in their disengaged position.
• the disc holder 13 in the shape of a revolution around the axis X comprises an axial extension 54 arranged to receive the multidisk assembly of the wet clutch E1, an annular portion 55 extending radially inwards from the extension axial along a plane perpendicular to the X axis.
• the output disc holder 13 of the first clutch E1 is linked in rotation by meshing with the friction discs 12 and by a splined connection with said first driven shaft.
• the output disc holder 13 generally has an “L” shape, the inner radial end of which is secured preferably by laser welding by transparency, friction or discharge of the capacitor to a first output hub 120.
• the first output hub 120 comprises radially inside the axial grooves arranged to cooperate with complementary grooves located on the first drive shaft, so as to produce a coupling in rotation.
• the multi-disc assembly of the second clutch E2 also includes flanges linked in rotation to the assembled disc holder 10 and friction discs linked in rotation to a disc support 23, also called output disc holder 23.
• the output disc holder 23 in the form of a revolution around the axis X comprises an axial extension 44 arranged to receive the multidisk assembly of the wet clutch E2, an annular portion 45 extending radially inwards from the 'axial extension along a plane perpendicular to the X axis.
• the output disc holder 23 of the second clutch E2 is linked in rotation by meshing with the friction discs and by a splined connection with said second driven shaft.
• the output disc holder 23 generally has an “L” shape, the inner radial end of which is preferably joined by laser welding by transparency, friction or discharge of the capacitor to a second output hub 220.
• the second output hub 220 has radially inside the axial grooves arranged to cooperate with complementary grooves located on the second drive shaft, so as to achieve rotation coupling.
• the clutches E1, E2 comprise between two and seven friction discs, preferably four friction discs.
• the double clutch mechanism further comprises a main hub 7 of axis of rotation X.
• the common input disc carrier 8 is fixedly welded to the main hub 7.
• the main hub 7 supports the first and second clutches E1, E2 via the common input disc holder 8.
• the main hub 7 is therefore coupled in rotation to the input hub 4 of the double clutch mechanism 10
• the input hub 4 is coupled to a drive shaft driven in rotation by the crankshaft of an engine, as described above, then the main hub 7 is driven in a rotation movement similar to that of the shaft. engine.
• the first clutch E1 is arranged radially above the second clutch E2.
• the first clutch E1 and the second clutch E2 are in the open state, also called “normally open”, and are selectively actuated in operation by a control device (not shown) to pass from the open state to the 'closed state.
• the first clutch E1 and the second clutch E2 are each controlled by an actuation system 30, 40 which will be described later.
• Each actuation system 30, 40 is arranged to be able to configure the first clutch E1 and the second clutch E2 in any configuration between the engaged configuration and the disengaged configuration.
• control device manages the oil supply.
• the control device is connected to the main hub 7 which has channels which are not visible on the section planes of FIG. 1.
• Each actuation system 30, 40 includes:
• a pressure chamber 31, 41 arranged to receive a pressurized fluid
• a balancing chamber 33, 43 located opposite the pressure chamber 31, 41 relative to the piston 32, 42.
• Each actuation system 30, 40 further comprises an elastic return element 34, 44, arranged to generate an axial force opposing the displacement of the corresponding piston 32, 42 to engage the corresponding clutch E1, E2. This automatically recalls the piston 32, 42 in the disengaged position, corresponding to an open state of the clutch. In this position, the piston 32, 42 axially releases the corresponding multidisk assembly which then no longer transmits torque towards the first or second driven shaft.
• the first actuation system 30 is linked to the first clutch E1 by means of a first piston 32 comprising: a first part 32a extending radially outside the pressure chamber 31 in order to engage or disengage the corresponding clutch, and
• the second part 32b of the piston 32 consists of a first radial extension seat 320 connected to a first axial extension seat 321.
• the first and second bearing 320, 321 being in one piece.
• the first piston 32 is designed to transmit a first axial force, exerted parallel to the longitudinal axis X, to the first clutch E1 by means of its first part 32a collaborating with the friction elements (flanges 11 and friction discs 12) of said first clutch E1, and of its second part 32b collaborating with a force generator to configure the first clutch E1 in one of the configurations detailed above.
• the first piston 32 includes external supports 61 which extend axially towards the front AV in order to be able to press the end flange 11 of the multidisk assembly of the first clutch E1 against a friction disc 12 on the one hand, and against an external reaction means 18 formed directly in the entry web 3 on the other hand.
• the supports 61 are discontinuous.
• the first piston 32 is axially movable, here from the rear to the front, between a disengaged position and a engaged position which correspond respectively to the open and closed states of the first clutch E1.
• the first piston 32 of the first clutch E1 is disposed axially between the pressure chamber 31, located axially at the rear and the balancing chamber 33 located axially at the front.
• the first piston 32 takes the form of a corrugated sheet and is curved axially forwards AV at its outer radial end.
• the external supports 61 extend parallel to the longitudinal axis X towards the front AV and through openings arranged through the common input disc holder 8, in particular through the external disc holder 14 of the first clutch E1.
• the first piston 32 can be obtained by stamping.
• the first pressure chamber 31 of the first actuation system 30 is arranged to receive a certain volume of hydraulic fluid under pressure in order to generate an axial force on the second part 32b of the first piston 32 and thus to configure the first clutch E1 in the 'one of the configurations described above.
• the pressurized hydraulic fluid is advantageously conveyed by means of high pressure fluidic circulation conduits (not shown on the cutting plane) passing through at least partially the main hub 7 and opening radially into the pressure chamber 31 at a outer face of said main hub 7.
• the first pressure chamber 31 of the first actuation system 30 is advantageously delimited:
• the pressure chamber 31 which generates the force of the piston 32 of the first clutch E1 is associated with a balancing chamber 33 arranged to receive a certain volume of hydraulic fluid.
• the fluid, of the lubrication or cooling type is advantageously conveyed by means of low pressure fluidic circulation conduits (not shown on the cutting plane) crossing at least partially the main hub 7 and opening radially into the chamber.
• the balancing chamber 33 of the first actuation system 30 is advantageously delimited:
• the balancing cover 35 of the balancing chamber 33 of the first actuation system 30 comprises an axial orientation part 35a and a radial orientation part 35b.
• the cover 35 may be welded to the outer disc holder 14 of the first clutch E1 or simply taken up in portfolios between the disc holder of the first clutch and the elastic return element 34 as shown in FIG. 1.
• the cover 35 can be assembled by clamping or by welding with the elastic return element 34.
• An axial interposition piece 34a can be arranged axially between the radial orientation part 35b of the balancing cover 35 and an axial end (in particular that situated at the front) of the elastic return element.
• the balancing cover 35 is an integral part of the elastic return element 34.
• the axial interposition piece 34a is eliminated.
• the elastic return element 34 of the actuation system 30 of the first clutch E1 is located radially outside the balancing chamber 33 of the first clutch E1.
• the elastic return element 34 is arranged axially between the common input disc holder 8 with the clutches E1, E2 and the piston 32 of the actuation system 30 of the first clutch E1.
• the second clutch E2 and the elastic return element 34 of the actuation system 30 of the first clutch E1 overlap radially.
• the elastic return element 34 of the actuation system 30 of the first clutch E1 is a Belleville washer or is composed of helical springs.
• the elastic return element 34 of the piston 32 is formed by a plurality of helical springs interposed axially between a rear wall of the balancing cover 35 and said piston 32.
• the second actuation system 40 is linked to the second clutch E2 by means of a second piston 42 comprising:
• the second piston 42 is arranged to transmit a second axial force, exerted parallel to the longitudinal axis X, to the first second clutch E2 via its first part 42a collaborating with the friction elements (flanges and friction discs) of said second clutch E2, and of its second part 42b collaborating with a force generator to configure the second clutch E2 in one of the configurations detailed above.
• the second piston 42 includes external supports 51 which extend axially towards the rear AR. The supports 51 come to bear on the end flange of the multidisk assembly of the second clutch E2. In the example shown in Figure 1, the supports 51 form a continuous crown.
• the second piston 42 is axially movable, here from front to rear between a disengaged position and a engaged position which correspond respectively to the open and closed states of the second clutch E2.
• the piston 32 of the first clutch E1 and the piston 42 of the second clutch E2 of said double clutch mechanism 10 move axially in the opposite direction to pass for example from the disengaged position to the engaged position.
• the pressure chambers 31, 41 of the present invention exert actuation forces axially opposite on said pistons 32, 42.
• the actuation force of the first piston 32 is directed axially towards the front while the actuation force of the second piston 42 is directed axially towards the rear.
• the piston 42 is controlled to move by means of a delimited pressure chamber 41:
• the pressure chamber 41 of the second piston 42 of the second clutch E2 is associated with a balancing chamber 43 delimited:
• the balancing cover 45 of the balancing chamber 43 of the first actuation system 40 comprises an axial orientation part 45a and a radial orientation part 45b.
• the piston 42 of the second clutch E2 is disposed axially between the pressure chamber 41, located axially at the front and the balancing chamber 43, located axially at the rear.
• the piston 42 is controlled to axially tighten, in the engaged position, said multidisk assembly of the second clutch E2 against reaction means 28.
• the reaction means 28 are formed directly on the front periphery of the external disc holder 14 of the first clutch E1 .
• the balancing cover 45 has stamped shapes distributed angularly around the axis X, forming an oil passage between the balancing chamber 43 and the interior of the second clutch E2 and allows the oil circulation necessary to pressure balancing between the pressure chamber 41 and the balancing chamber 43.
• the elastic return element 44 of the actuation system 40 of the second clutch E2 is formed by a plurality of helical springs interposed axially between the front wall of the balancing cover 45, in particular the part d 'radial orientation 45b and said piston 42.
• the outside diameter of the pressure chamber 31 of the first clutch E1 is less than the outside diameter of the pressure chamber 41 of the second clutch E2.
• the radial height of the radial extension surface 320 of the second part 32b of the first piston 32 is less than the radial height of the radially outer end of the second part 42b of the piston 42.
• the two pressure chambers 31 , 41 thus have a different radial height from each other.
• the outside diameter of the pressure chamber 31 being located at a distance d1 from the outside diameter of the pressure chamber 41.
• the outside diameter of the balancing chamber 33 of the first clutch E2 is less than the outside diameter of the balancing chamber 43 of the second clutch E2.
• the radial height of the radial portion 35a of the balancing cover 35 is less than the radial height of the radial portion 45a of the balancing cover 45.
• the outside diameter of the pressure chamber 33 being located at a distance d2 the outside diameter of the pressure chamber 43.
• d1 is equal to d2.
• the inside diameter of the pressure chamber 31 of the first clutch E1 is equal to the inside diameter of the pressure chamber 41 of the second clutch E2.
• the inside diameter of the balancing chamber 33 of the first clutch E1 is also equal to the inside diameter of the balancing chamber 43 of the second clutch E2.
• the double clutch mechanism 10 also comprises three bearings 71, 72, 73.
• a radial bearing 71 is interposed between the first outlet hub 120 connected integrally to the outlet disc holder 13 and the inlet hub 4 in order to support the radial forces of the inlet hub 4 and / or the inlet web 3 despite the different rotational speeds at which the input shaft and the first transmission shaft can respectively rotate.
• a first axial bearing 72 is axially interposed between the disc support 13 defining the clutch output disc holder E1 and the disc support 23 defining the clutch output disc holder E2 so as to be able to transmit a load axial between the two output disc holders 13, 23 which can rotate at different speeds when the first and second clutches E1, E2 are configured in a different configuration.
• a second axial bearing 73 is interposed between the output disc holder 13 of the clutch E2 and the main hub 7.
• the bearing 71 is a ball bearing member and the bearings 72, 73 are rolling bearings with a first and second disc between which a plurality of rolling bodies is disposed.
• the invention is not limited to the exemplary embodiments which have just been described.
• the torque transmission device according to the invention may include a cut-out clutch, of the KO type, used in hybrid transmissions to couple the heat engine to the electric motor after the vehicle has started up.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Priority Applications (3)

Applications Claiming Priority (2)

Publications (1)

Family

ID=65201294

Family Applications (1)

Country Status (5)

Citations (7)

Family Cites Families (4)

• 2018
  • 2018-09-06 FR FR1857987A patent/FR3085731B1/fr active Active
• 2019
  • 2019-05-22 KR KR1020217008965A patent/KR20210044880A/ko unknown
  • 2019-05-22 CN CN201980057881.1A patent/CN112639321B/zh active Active
  • 2019-05-22 WO PCT/EP2019/063165 patent/WO2020048648A1/fr active Application Filing
  • 2019-05-22 DE DE112019004462.1T patent/DE112019004462T5/de active Pending

Patent Citations (7)

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