WO2021052529A1 - Amortisseur de torsion possédant une courbe caractéristique d'amortisseur principale à plusieurs étages - Google Patents

Amortisseur de torsion possédant une courbe caractéristique d'amortisseur principale à plusieurs étages Download PDF

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Publication number
WO2021052529A1
WO2021052529A1 PCT/DE2020/100725 DE2020100725W WO2021052529A1 WO 2021052529 A1 WO2021052529 A1 WO 2021052529A1 DE 2020100725 W DE2020100725 W DE 2020100725W WO 2021052529 A1 WO2021052529 A1 WO 2021052529A1
Authority
WO
WIPO (PCT)
Prior art keywords
damper
spring
hub flange
spring element
torsion damper
Prior art date
Application number
PCT/DE2020/100725
Other languages
German (de)
English (en)
Inventor
Alexander Voit
Frank Wille
Frank Rübel
Original Assignee
Schaeffler Technologies AG & Co. KG
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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN202090000862.3U priority Critical patent/CN217736155U/zh
Publication of WO2021052529A1 publication Critical patent/WO2021052529A1/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
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
    • F16F15/123—Wound springs
    • F16F15/12353—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations
    • F16F15/1236—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations resulting in a staged spring characteristic, e.g. with multiple intermediate plates
    • F16F15/12366—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations resulting in a staged spring characteristic, e.g. with multiple intermediate plates acting on multiple sets of springs

Definitions

  • the invention relates to a torsion damper for a drive train of a motor vehicle, with an input component, a first hub flange rotatable relative to the input component in a limited angular range, a spring device for torque transmission in the torsion damper, a second hub flange coupled to the first hub flange and connected in a vibration-damping manner and a torque coupled to the second hub flange connected output component.
  • Torsional dampers are often used in drive trains, especially in motor vehicles, in order to avoid or at least reduce disruptive vibrations that can negatively affect driving comfort, noise levels and / or component life.
  • the damper function is adapted to the respective application and is mainly used for vibration isolation.
  • a stop function is only required in certain overload situations, for example when impacts occur, and thus less often than the insulation function over the life of the vehicle. As a result, the requirements for guiding the stop elements within the torsion damper are different from the requirements for vibration isolation.
  • the damper function is specified in the form of a torsion characteristic curve, which must be extended by a stop step in order to implement the stop function.
  • WO 2008/019 641 A1 discloses a torsional vibration damper with two side parts that are non-rotatably connected to one another and between which two intermediate parts are arranged, which can be rotated to a limited extent relative to the side parts against the spring action of spring devices that are arranged inside windows that are found in both the side panels and the Intermediate parts are recessed, the windows in the intermediate parts in the circumferential direction on one side each have a guide nose and on the other side each Weil have a recess in which a guide nose of the respective other intermediate part is arranged.
  • a damper is to be provided which enables both a wear-resistant spring guide, is axially narrow and also realizes a stop function.
  • a good insulation function over the life of the vehicle combined with high wear resistance of the torsional damper elements and a high degree of robustness against overload situations are required.
  • the torsion damper should be made as compact as possible and made up of as few components as possible.
  • this object is achieved according to the invention in that the torsion damper has a multi-stage main damper characteristic. According to the invention, therefore, a two-flange damper is designed in several stages, which was previously only possible with single-flange damper and three-flange damper.
  • the input component can be formed by a driver plate, which is preferably via a spacer element, in particular a plurality of spacer bolts and / or several spacer plates, connected to a counter washer.
  • the torque transmission can thus take place via the spacer element.
  • the spring device can be formed by an isolation spring element and a stop spring element.
  • an insulation function that is often required in ferry operation is provided via a first flake damper stage and a stop function, which is less frequently required in ferry operation, is provided via a second main damper stage.
  • the insulating spring element and the stop spring element can be arranged so as to act parallel to one another. This means that the isolation step and the stop step act simultaneously until a stop torque is reached.
  • the isolating spring element and / or the stop spring element can / can be formed by preferably several individual springs or compression spring packages, for example with an inner spring and an outer spring, which are arranged distributed over the circumference.
  • the isolating spring element can have a low-wear spring guide and the stop spring element can have a conventional spring guide.
  • the advantage of designing the stop step as a conventional spring guide is that there is no need for a third hub flange (as is the case with a series connection of spring elements) and the torsional damper is therefore axially narrow.
  • a low-wear spring guide is used, which reduces wear and external friction, thus ensuring a longer service life of the system and stable function over its entire service life.
  • a low-wear spring guide means a guide of the spring element alone in the hub flanges.
  • the isolating spring element connects the first hub flange and the second hub flange in a torque-transferring manner and when the operating direction changes, ie from pull to push or from push to pull, there is no change of contact of the spring element in the spring window. It is precisely by avoiding the system change that wear is reduced.
  • the insulating spring element has no contact with the window sashes of the input component, ie the driver disk and the counter disk, so that less disruptive external friction occurs at the contact points of the spring element.
  • a conventional spring guide means a combined guide of the spring element through a hub flange and the input component, i.e. the driver disk and / or the counter disk.
  • the stop spring element connects the input element to one of the two hub flanges in a torque-transmitting manner.
  • a conventional spring guide with a hub flange a system change occurs when the operating direction changes in the spring window, so that wear occurs on the radially arranged window sash of the input component and on the upper edge of the window of the hub flange, as well as disruptive external friction.
  • the stop spring element is conventionally guided with two hub flanges.
  • stop spring element connects the input component in the pulling direction to the first hub flange and in the pushing direction to the second hub flange in a torque-transmitting manner.
  • the main damper characteristic curve can be designed in two stages on the pull side and / or thrust side.
  • the main damper characteristic can be designed symmetrically or asymmetrically. If the main damper characteristic curve is symmetrical, the angles of rotation of the first and second stages are the same in both push and pull.
  • the two hub flanges are then preferably designed to be identical in terms of their structural elements for the torsional damper function and installed in opposite directions. If the main damper characteristic curve is asymmetrical, the angles of rotation of the first th and / or the second stage. Then the hub flanges are designed differently with respect to their constructive elements, ie with respect to the internal toothing and / or the clearance angle.
  • the hub flanges are designed differently with regard to their structural elements, ie with regard to the internal toothing and / or the clearance angle. This is particularly useful if the internal combustion engine is not started via a starter, but via an electrical drive machine upstream of the torsion damper, so that large shock torques can arise that damage the torsion damper if it does not have a stop function.
  • a pull-side or push-side clearance angle is determined by the toothing between the hub and the two hub flanges and serves as an assembly clearance for the hub and the hub flanges.
  • the clearance angle is between 0.1 ° and 0.5 °.
  • first hub flange and / or the second hub flange each have a spring window for springs of the isolation spring element and a spring window for springs of the stop spring element, the spring window for the springs of the stop spring element to the radial outside of the respective hub flange are open.
  • the torsional damper can also be advantageously accommodated in radially narrow installation spaces.
  • the spring window can be designed to be closed towards the radial outside.
  • the input component has axial indentations against which the stop spring element rests. This improves the support and support of the compression springs.
  • the spring window for the springs of the stop spring element have recesses extending in the circumferential direction into which the axial indentations of the input component axially engage. This allows free spaces to be created for the drive plate and the counter plate to allow the damper components le to be arranged as space-saving as possible and to be able to nest axially into one another. This means that compression springs with a small diameter can be used. The width of the torsional damper between the drive plate and the counter plate can thus be used in full without increasing the installation space axially.
  • the friction device preferably has an intermediate friction ring arranged between the two hub flanges. It is also advantageous if the friction device has a friction sleeve via which the input component is mounted on the hub. Axial functional surfaces of the drive plate, the counter plate and the two hub flanges serve as contact surfaces for the friction function of the friction device.
  • a friction ring which is axially clamped by a plate spring, can preferably be suspended in the plate spring in a rotationally fixed manner, for example with assembly play.
  • the input component of the torsion damper can be connected to a flywheel (fixed to the crankshaft) or directly to the flywheel indirectly via a slip clutch unit or via a frictional clutch for introducing torque.
  • the torsion damper can have a front damper, which is preferably connected in series upstream of the main damper, i.e. the isolating spring element and the stop spring element.
  • the invention relates to a torsion damper designed as a two-flange damper, which takes over the torque via an input element from the flywheel of the combustion engine, passes it through the damper components, thereby reducing and damping vibrations and forwards it to a transmission input shaft via an output component such as a hub.
  • Figs. 15 and 16 different views of the torsional damper in a second embodiment
  • Figs. 17 and 18 different views of the torsional damper in a third embodiment.
  • FIG. 1 shows a top view of a torsional damper 1 according to the invention for a drive train of a motor vehicle in a first embodiment.
  • Figs. 2 to 7 show various longitudinal sectional views of the torsional damper 1 in the first embodiment.
  • the torsion damper 1 has a drive plate 2 serving as an input component for introducing a torque. In the perspective used in FIG. 1, this drive plate 2 is present on the rear side.
  • the torsion damper 1 has a first hub flange 3 that is rotatable relative to the input component in a limited angular range.
  • the torsion damper 1 has a Federeinrich device 4 for torque transmission.
  • the first hub flange 3 is torque-sensitive coupled to a second hub flange 5.
  • the second hub flange 5 is connected in a torque-transmitting manner to a hub 6 serving as an output component for discharging the torque.
  • the spring device 4 is used for torque transmission between the drive plate 2 and one of the hub flanges 3, 5 and / or between the two hub flanges 3, 5.
  • the Tor sion damper 1 has a multi-stage main damper characteristic, which will be described later with reference to FIG. 9 .
  • the torque flow is described in terms of the pulling direction.
  • the spring device 4 is formed by an isolating spring element 7 and a stop spring element 8.
  • the isolation spring element 7 is formed by several, in the embodiment is provided by four, over the circumference of the torsion damper 1 shares arranged compression spring assemblies.
  • the compression spring assemblies have an inner spring and an outer spring.
  • the stop spring element 8 is formed by several re, in the illustrated embodiment by two, distributed over the circumference of the torsion damper 1, arranged here opposite, Druckfederpa kete. In the figures, the stop spring element 8 is always shown as a single spring and not, as described for the embodiment, as a compression spring package.
  • the compression spring packs have an inner spring and an outer spring.
  • the compression spring packets of the isolation spring element 7 have a larger diameter than the compression spring packets of the stop spring element 8.
  • the compression spring assemblies of the Isolationsfe derelements 7 are arranged radially further inward than the compression spring assemblies of the stop spring elements 8.
  • the drive plate 2 is connected to a counter plate 9 in a rotationally fixed manner.
  • the slave disk 2 is verbun over several, in the embodiment shown two, spaced spacing bolts 10 distributed over the circumference with the counter disk 9 to the.
  • the spacer bolts 10 are used to transmit the torque from the driver disc 2 and the counter disc 9 in pulling operation to the first hub flange 3 (or in pushing operation on the second hub flange 5).
  • the drive plate 2 is also provided over a plurality of spacer plates 11 distributed over the circumference the counter disk 9 connected.
  • the hub 6 has an intermediate toothing 12 via which the torque of the second hub flange 5 can be introduced.
  • the torsion damper 1 has a friction device through which a defined friction torque is applied.
  • the friction device is particularly shown in the enlarged illustration of FIGS. 2 and 5 shown.
  • the friction device has a friction sleeve 13.
  • the hub 6 is mounted on the friction sleeve 13 on a radial inside of the driver disc 2 rotatably in the circumferential direction and axially displaceable. Through the friction sleeve, the hub 6 is centered on the drive plate 2 and the entire torsion damper 1 aligned.
  • the friction sleeve 13 forms a first friction point on the first hub flange 3.
  • the friction device also has an intermediate friction ring 14.
  • the intermediate friction ring 14 is arranged between the first hub flange 3 and the two-th hub flange 5.
  • the intermediate friction ring 14 forms a second friction point. Depending on the existing coefficient of friction, the point of friction occurs on the first hub flange 3 or on the second hub flange 5.
  • the intermediate friction ring 14 can also be connected non-rotatably to the first hub flange 3 or to the second hub flange 5, for example via cams to be hooked in, in order to form a specific friction point on the second hub flange 5 or on the first hub flange 3.
  • the friction device has a friction ring 15.
  • the friction ring 15 rests on the counter disc 9 and bil det a third friction point.
  • the friction ring 15 is acted upon by a plate spring 16 with an axial force.
  • the disc spring 16 is arranged in the axial direction between the second hub flange 5 and the friction ring 15.
  • the friction ring 15 is positioned via hooks 17, which engage in free spaces between the tongues of the plate spring 16, and connected to the plate spring 16 in a rotationally fixed manner with a hook-in play required due to the assembly.
  • a collar 18, which serves as an axial stop for the hub 6, is formed on a radial inside of the friction ring 15.
  • the collar 18 can be continuously formed circumferentially or interrupted in the circumferential direction.
  • FIG. 4 shows a longitudinal sectional view through the stop spring element 8.
  • the slave disk 2 and the counter disk 9 each form a window sash 19.
  • the compression spring assemblies of the stop spring element 8 are held in position radially and axially on the window sashes 19.
  • the compression spring packages of the stop spring element 8 are thus performed conventionally.
  • the friction device is shown enlarged.
  • the friction device has the friction sleeve 13, the intermediate friction ring 14, the friction ring 15 and the plate spring 16.
  • the plate spring 16 engages with its plate spring tongues 20 in openings 21 of the second hub flange 5.
  • the plate spring 16 is connected to the second hub flange 5 in a rotationally fixed manner with a mounting play required due to the assembly.
  • the torsion damper 1 of the first embodiment (compare in particular FIGS. 3, 4, 6 and 7) has a slip clutch unit 22.
  • the torque in the drive plate 2 is tet nie.
  • the sliding plate 23 is ver connected to a flywheel 24 for torque introduction.
  • the sliding plate 23 is connected to the flywheel 24 via a screw connection or a riveted connection.
  • the sliding plate 23 has a plurality of openings 25 which are arranged distributed over the circumference.
  • the slip clutch unit 22 has friction linings 26 which are clamped in the axial direction between the drive plate 2 and a support plate 27.
  • a spring here a plate spring 28, acts in the axial direction on the friction would be 26.
  • the slip clutch unit 22 is arranged radially outside of the spring element 4 on.
  • a support area of the stop spring element 8 is shown.
  • the compression spring assemblies of the stop spring element 8 are supported in the circumferential direction on the drive plate 2 and on the counter plate 9.
  • the drive plate 2 and the counter plate 9 each have an axially inwardly inward, ie in the direction of the compression spring assembly, extending Einzugsbe rich 29. This allows the torsional damper 1 to be axially narrow.
  • the catchment areas 29 of the drive plate 2 and the counter plate 9 are arranged in the circumferential direction so that they are nested with recesses 30 in the first hub flange 3 and the second hub flange 5.
  • the recesses 30 are described in more detail with reference to FIGS. 12 and 13.
  • the window sashes 19 are shown enlarged, on which the compression spring assemblies of the stop spring element 8 are positioned radially and axially.
  • the draw-in areas 29 are also shown, against which the compression spring assemblies of the stop spring element 8 rest in the circumferential direction.
  • Fig. 9 shows the main damper characteristic curve of the torsional damper 1, in which a rotation angle 31 is plotted on the abscissa and the torque 32 on the ordinate.
  • the main damper characteristic has a multi-stage design and has a stage for the isolation function 33 and a stage for the stop function 34.
  • the main damper characteristic is shown without taking into account friction or a pre-damper stage. First, a part 35 of the main damper characteristic curve on the pull side is described.
  • the clearance angle ao can, if there is a backlash between an (internal) toothing of the hub 6 and a transmission input shaft be enlarged.
  • the step for the insulation function 33 extends over a first Winkelbe rich ai on the pull side and up to a transition moment Mo b and has a constant gradient.
  • the stage for the stop function 34 connects to the stage for the isolation function 33.
  • the step to the stop function 34 extends over a two zug facility th angular range ⁇ 2 and to a transition moment M and has a con stant slope.
  • a thrust-side part 36 of the main damper characteristic will now be described. No torque is transmitted in the area of a clearance angle ao '.
  • the step for the isolation function 33 extends over a thrust-side first Winkelbe rich a- and up to a transition moment Mo b 'and has a constant slope.
  • the stage for the stop function 34 connects to the stage for the isolation function 33.
  • the step to the stop function 34 extends over a thrust-side second angular range 02 'and up to a transition moment M an ' and has a constant gradient.
  • the first angle range ai on the pull side and the first angle range a- on the thrust side can be of the same size or of different sizes.
  • the second angular range 02 on the pulling side and the second angular range 02 'on the pushing side can be of the same size or of different sizes.
  • the second angular range 02 on the pull side can also be equal to zero, so that a two-stage characteristic curve is formed only on the thrust side.
  • the second angular range 02 ′ on the thrust side can also be equal to zero, so that a two-stage characteristic curve is only formed on the pull side.
  • 10 shows a plan view of the torsional damper 1, the drive plate 2 not being shown.
  • 11 shows a rear view of the torsional damper 1, the counter disk 9 not being shown.
  • Figs. 12 and 13 show different embodiments of the first hub flange 3 (or the second hub flange 5).
  • the first hub flange 3 each has a spring window 37 for each compression spring assembly of the insulating spring element 7 and a respective spring window 38 for each compression spring assembly of the stop spring element 8.
  • the first hub flange 3 has openings 39 in which the spacer bolts 10 are received. There are also mounting holes 45 which are used to align the individual parts with one another.
  • the spring window 38 for the impact spring element 8 is formed open on a radial outside.
  • the spring window 38 for the stop spring element 8 is designed to be closed on the radial outside.
  • the first hub flange 3 On a radial inside, the first hub flange 3 has an intermediate toothing 40 for torque transmission to the hub 6.
  • the first hub flange has 3 openings 41 into which the plate spring 16 can engage for positioning.
  • the first hub flange 3 has the recesses 30 which enlarge the spring window in the circumferential direction. Through the recesses 30, the catchment areas 29 of the drive plate 2 (or the counter plate 9) can be nested with the first hub flange 3 (or with the second hub flange 5).
  • the first hub flange 3 has hanging cams 42 which are formed on one side in the circumferential direction and which are used for the axial and radial positioning of the compression spring packets of the insulating spring element 7. The hanging cams 42 are arranged offset in the axial direction to the remaining hub flange 3.
  • Fig. 14 shows a twist angle control of the intermediate gears of the hub 6, the first hub flange 3 and the second hub flange 5.
  • the sum of the pull-side twist angle and the thrust-side twist angle represents the total th damper-internal and function-relevant twist angle If the sum of the twisting angle is also rotated, the intermeshing gears of the hub 6, the first hub flange 3 and the second hub flange 5 abut against each other, so that the compression spring assemblies of the Isolationsfe derelements 7 are protected from overload. Until the damper end On impact, the compression spring assemblies of the isolation spring element 7 are actuated parallel to the compression spring assemblies of the stop spring element 7.
  • Figs. 15 and 16 show a second embodiment of the torsion damper 1.
  • the torsion damper 1 does not have a slip clutch unit.
  • the torsion damper 1 is attached to the flywheel of the internal combustion engine directly via the drive plate 2 via one or preferably more screw-on openings 43.
  • the screw-on openings 43 serve as through-openings for receiving one screw each in order to be screwed onto the flywheel.
  • the screw-on openings 43 are arranged radially further outward than the spring device 4.
  • the second embodiment is particularly advantageous when the drive train has no direct mechanical connection between the internal combustion engine and the wheels.
  • the second embodiment is particularly suitable for a flybridge vehicle operated purely in series, in which the internal combustion engine is only used to drive a generator.
  • the electric drive machine is not connected to the internal combustion engine part in which the torsion damper 1 according to the invention is arranged, but mechanically connected to the wheels.
  • shock moments are not introduced via the drive train part in which the torsion damper is arranged, so that no slip clutch unit is required.
  • Figs. 17 and 18 show a third embodiment of the torsion damper 1.
  • the Tor sion damper 1 has, in contrast to the first embodiment, no slip clutch unit, but a frictionally working clutch 44.
  • the clutch 44 has friction linings, spring segments, rivets between the friction linings and the spring segments and Rivets between the spring segments and the drive plate 2.
  • the torque is frictionally transmitted from the flywheel and a pressure plate to the drive plate 2 via the friction linings.
  • the coupling 44 is arranged radially further outward than the spring device 4.
  • the torsion damper 1 On the input side, the torsion damper 1 is connected to the flywheel 24.
  • the flywheel 24 is in turn verbun to a crankshaft of the internal combustion engine.
  • the hub 6 is, for example, axially displaceable via a toothing with a Transmission input shaft connected.
  • the transmission input shaft forwards the torque to a transmission, from which it is distributed to the wheels of the motor vehicle via the side shaft.
  • the torsion damper 1 is therefore arranged in an installation space between the internal combustion engine and the transmission.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un amortisseur de torsion (1) pour une chaîne cinématique d'un véhicule à moteur, comprenant un élément d'entrée (2), un premier flasque de moyeu (3) pouvant être tourné par rapport à l'élément d'entrée (2) sur une plage angulaire limitée, un dispositif à ressort (4) pour la transmission de couple dans l'amortisseur de torsion (1), un second flasque de moyeu (5) relié au premier flasque de moyeu (3) avec couplage de couple et un élément de sortie (6) relié au second flasque de moyeu (5) avec couplage de couple, l'amortisseur de torsion (1) possédant une courbe caractéristique d'amortisseur principale à plusieurs étages.
PCT/DE2020/100725 2019-09-19 2020-08-20 Amortisseur de torsion possédant une courbe caractéristique d'amortisseur principale à plusieurs étages WO2021052529A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202090000862.3U CN217736155U (zh) 2019-09-19 2020-08-20 用于机动车的动力总成的扭转减振器

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019125287.3 2019-09-19
DE102019125287.3A DE102019125287A1 (de) 2019-09-19 2019-09-19 Torsionsdämpfer mit mehrstufiger Hauptdämpferkennlinie

Publications (1)

Publication Number Publication Date
WO2021052529A1 true WO2021052529A1 (fr) 2021-03-25

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PCT/DE2020/100725 WO2021052529A1 (fr) 2019-09-19 2020-08-20 Amortisseur de torsion possédant une courbe caractéristique d'amortisseur principale à plusieurs étages

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Country Link
CN (1) CN217736155U (fr)
DE (1) DE102019125287A1 (fr)
WO (1) WO2021052529A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1460303A1 (fr) * 2003-03-20 2004-09-22 ZF Sachs AG Amortisseur de vibrations de torsion
WO2008019641A1 (fr) 2006-08-12 2008-02-21 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Amortisseur de vibrations torsionnelles
DE102016203042A1 (de) * 2016-02-26 2017-08-31 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
DE102016219773A1 (de) * 2016-10-12 2018-04-12 Schaeffler Technologies AG & Co. KG Kupplungsscheibe, Reibungskupplungseinrichtung und Antriebsstrang
DE102017106230A1 (de) * 2017-03-23 2018-09-27 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1460303A1 (fr) * 2003-03-20 2004-09-22 ZF Sachs AG Amortisseur de vibrations de torsion
WO2008019641A1 (fr) 2006-08-12 2008-02-21 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Amortisseur de vibrations torsionnelles
DE102016203042A1 (de) * 2016-02-26 2017-08-31 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
DE102016219773A1 (de) * 2016-10-12 2018-04-12 Schaeffler Technologies AG & Co. KG Kupplungsscheibe, Reibungskupplungseinrichtung und Antriebsstrang
DE102017106230A1 (de) * 2017-03-23 2018-09-27 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer

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CN217736155U (zh) 2022-11-04

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