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WO2015090866A1 - Système d'amortissement de vibrations de torsion pour la chaîne cinématique d'un véhicule automobile - Google Patents

Système d'amortissement de vibrations de torsion pour la chaîne cinématique d'un véhicule automobile Download PDF

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Publication number
WO2015090866A1
WO2015090866A1 PCT/EP2014/075606 EP2014075606W WO2015090866A1 WO 2015090866 A1 WO2015090866 A1 WO 2015090866A1 EP 2014075606 W EP2014075606 W EP 2014075606W WO 2015090866 A1 WO2015090866 A1 WO 2015090866A1
Authority
WO
WIPO (PCT)
Prior art keywords
output
planetary gear
drive
vibration damping
torsional vibration
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2014/075606
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German (de)
English (en)
Inventor
Uwe Grossgebauer
Thomas Weigand
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
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
Publication of WO2015090866A1 publication Critical patent/WO2015090866A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F16F15/1204—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 with a kinematic mechanism or gear system
    • F16F15/1206—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 with a kinematic mechanism or gear system with a planetary gear system

Definitions

  • the present invention relates to a torsional vibration damping arrangement, for the drive train of a vehicle comprising an input to be driven for rotation about a rotation axis input area and an output area, wherein between the input area and the output area a first torque transmission path and parallel thereto a second torque transmission path and a coupling arrangement for superimposing over the Torque transmission paths are provided to guided torques, wherein in the first torque transmission path, a phase shifter arrangement for generating a phase shift of the first Drehmomentübertragungsweg conducted rotational irregularities with respect to the second torque transmission path directed rotational irregularities is provided.
  • a drive element and an output element are, via the two torque transmission
  • a phase shifter arrangement is provided which is constructed in the manner of a vibration damper, ie with a primary side and a compressibility of a spring arrangement with respect to this rotatable secondary side.
  • a vibration damper ie with a primary side and a compressibility of a spring arrangement with respect to this rotatable secondary side.
  • the vibration components routed via the other torque transmission path experience no or possibly a different phase shift, the vibration components contained in the combined torque components and then phase-shifted with respect to each other can be destructively superimposed on one another, so that in an ideal case the total torque introduced into the output region is essentially one Vibration components contained static torque is.
  • a torsional vibration damping arrangement preferably with axially narrow installation spaces, educate so that the drive element of the coupling arrangement is axially mounted and thereby designed to save space.
  • a generic torsional vibration damping arrangement which in addition the characterizing feature of claim 1 summarizes.
  • this object is achieved by a torsional vibration damping arrangement for the drive train of a vehicle, comprising
  • Coupling arrangement comprises a planetary gear with a planetary and a rotatably mounted on the planet carrier Planetenradelement, wherein the Planetenradelement a Antriebsplanetenrad and at least partially axially spaced, concentric and rotationally fixed to the Antriebsplanetenrad positioned output planetary gear, and a drive element which meshes with the Antriebsplanetenrad and an output member meshing with the output planetary gear; and a phase shifter assembly for the first torque transmitting path for generating a phase enverschiebung of rotational irregularities guided over the first torque transmission path with respect to the, via the second Drehmomentübertragungsweg conducted rotational irregularities, characterized in that the drive element is mounted in the axial direction to the input area by
  • the drive element can advantageously also include an additional mass, with this the vibration behavior can be additionally tuned. It is necessary to support the output element both in the axial direction to the input region, as well as in the axial direction to the output region, or secure. This is advantageously carried out in the axial direction to the input area in that the axial securing element is inserted between a drive ring gear and a drive hollow wheel carrier of the drive element. As a result, the axial securing element is secured in the axial direction with the drive element. In this case, an inner diameter of the axial securing element is smaller than an inner diameter of the drive ring gear. In When installed, the drive element can thereby be supported by the axial securing element in the axial direction to the input area on the planetary gear element, or is mounted on the planetary gear element.
  • the output element is mounted by means of the axial securing element on the driven element, or axially secured.
  • the output element can in turn be supported axially in the direction of the output range of, for example, a transmission input shaft or on a bearing element, which in turn is supported axially against a cover, which is rotatably connected to the primary mass.
  • the axial securing element is first pressed in between the drive ring gear and the drive ring gear carrier. Thereafter, this unit is mounted on the planetary gear from the axial direction of the output range, so that the planetary gear meshes with the Antriebshohlrad.
  • the output element is mounted, so that the output element meshes with the Planetenradelement.
  • the planetary gear is designed as a stepped planetary with a Antriebsplanetenrad and thus rotatably connected output planetary gear.
  • the planetary gear is rotatably and axially secured by means of a Planetenradbolzen and a Planetenradlagerelements on the planet carrier.
  • a primary mass of the torsional vibration damping arrangement can be non-rotatably connected to, for example, here the crankshaft and also rotatably connected to a An horrblech.
  • a planet carrier of the coupling arrangement is also rotatably connected to the primary mass and is formed here from the primary mass.
  • the compound can be advantageously realized by multiple circumferentially arranged crankshaft bolts. These components, along with the planetary gears, provide a primary side of the power split.
  • a spring arrangement of the phase shifter arrangement is actuated by the primary mass via at least one control plate.
  • An output of the phase shifter assembly is non-rotatably connected to a drive Hohlradelement.
  • the drive hollow wheel element may consist of a drive hollow wheel carrier and a drive ring gear or be made of one component.
  • the spring arrangement of the phase shifter assembly transmits the torque to the Antriebsholradmik.
  • At the Antriebshohlradffy is rotatably a drive ring gear.
  • an additional mass for increasing the mass moment of inertia are rotatably mounted on the drive wheel carrier.
  • On the planetary carrier, which is non-rotatably connected to the primary mass, the stepped or ungraded planet gears are rotatably mounted. These mesh with the drive ring gear and a driven ring gear, which is rotatably connected to a driven hollow wheel carrier and together can be referred to as an output element.
  • An output flange element is non-rotatably connected to the output hollow wheel carrier.
  • a rotationally fixed connection with the transmission input shaft can be made via a splined, a friction clutch, a converter or a similar unit can be positioned.
  • An interior of the torsional vibration damping assembly which may also be referred to as a common wet space of the phase shifter assembly and coupling assembly, is sealed to a surrounding area by a first sealing member and a second sealing member.
  • the seal is designed so that a viscous medium, which is located for lubrication and / or cooling in the interior of the torsional vibration damping arrangement, can not reach the surrounding area.
  • the first sealing element is positioned between a flange element and a radially inwardly guided extension of the output planetary gear carrier.
  • the second sealing member is positioned between the output flange member and a cover member rotatably connected to the primary mass.
  • the first and the second sealing element are designed identical.
  • the output flange member is provided with one or more bores which allow access to the crankshaft bolts.
  • the coupling arrangement comprises a first and a second input part, in which guided via the first and second torque transmission torques are introduced, and an overlay unit, in which the introduced torques are merged again and an output part, which combines the torque, for example continues to a friction clutch.
  • the first input part is connected in its direction of action on one side with the phase shifter assembly and on the other side with the superposition unit.
  • the second input part is connected in its effective direction on one side to the input area and on the other side to the superimposition unit.
  • the superposition unit in turn is connected in its direction of action on one side with both the first and the second input part and on the other side with the output part.
  • the output part forms the output region and can receive a friction clutch in an advantageous embodiment.
  • the phase shifter arrangement comprises a vibration system with a primary mass and an intermediate element rotatable about the axis of rotation A against the action of a spring arrangement.
  • a vibration system can thus be constructed in the manner of a known vibration damper, in which the resonant frequency of the vibration system can be defined defined and thus can be determined in particular by influencing the primary-side mass and the secondary-side mass or the stiffness of the spring arrangement which frequency a transition to the supercritical state occurs.
  • the axial securing element comprises an expression on at least one contact surface.
  • a contact surface of the drive element comprises a survey or a recess.
  • a further advantageous embodiment provides that a contact surface of the output element comprises a survey or a recess.
  • the axial securing element can be configured as a simple disc. By the survey or the recess on the contact surface of the output element, a suction and thus the friction of the axial securing element can be reduced.
  • a cover is rotatably connected to the primary mass and limited in the axial direction to the output region of the torsional vibration damping arrangement spatially, wherein the driven element is mounted in the axial direction to the exit region on the cover plate by means of a bearing element.
  • the cover element limits an axial movement of the output element in the direction of the output region.
  • the bearing element positioned between the cover element and the output element reduces the friction between the components.
  • the bearing element can be made of all known Gleitreibungsmaterialien. It is also possible to gerelement directly with the cover or the output element by, for example, a coating method or a spray-on method to connect.
  • a further advantageous embodiment provides that the planetary gear is rotatably supported by means of a Planetenradbolzen and a Planetenradlagerelements on the planet, wherein the output element is mounted in the axial direction to the output region by means of a securing element on the Planetenradlagerelement.
  • the securing element is designed, for example, with a segmental arc which at least partially covers the output planetary gearwheel and the output ringwheel from its radial extent.
  • the securing element is positioned such that an outer region of the segmental arc is smaller in its radial extent seen from the axis of rotation A than a radial extent of an inner region of the output hollowwheel viewed from the axis of rotation A.
  • the securing element can be rotated by, for example, a mounting opening in the output hollow wheel carrier in such a way that the segment region also at least partially covers the output ring gear.
  • An anti-rotation which may for example consist of a latching mechanism, holds the fuse element in this position.
  • the securing element comprises a segment region and an anti-twist device.
  • the segment region and the anti-rotation device can be configured, for example, in the previously described embodiment.
  • the Antriebsplanetenrad and / or the driven planetary are executed segmented. Because the drive planetary gear and the output planetary gear wheel only execute a twist angle which is less than 350 degrees, a design with segments can take place, so that a construction space that can be available for other components can be saved. Further, by the use of segments, a cost reduction in the production can be achieved.
  • the drive element comprises a drive hollow wheel carrier and a drive ring gear rotatably connected thereto. This can be particularly advantageous since the drive ring gear can be hardened for wear optimization.
  • the non-rotatable connection of the drive ring gear and drive hollow wheel carrier can advantageously be effected by means of a welded connection, a screw connection, a riveted connection, an adhesive connection or another comparable connection.
  • the output element comprises a driven hollow wheel carrier and a rotatably connected output hollow gear.
  • This can be particularly advantageous because the output ring gear can be hardened for wear optimization.
  • the rotationally fixed connection of output ring gear and output hollow wheel carrier can advantageously be effected by means of a welded connection, a screw connection, a riveted connection, an adhesive connection or another comparable connection.
  • the wet space comprises a viscous medium.
  • This viscous medium may advantageously be oils or greases used to reduce friction and / or to cool the torsional vibration damping arrangement.
  • FIG. 1 shows a torsional vibration damping arrangement with an axial securing element between a drive element and an output element.
  • FIG. 2 shows a detail of a coupling arrangement of a torsional vibration damping arrangement as described in FIG.
  • FIG. 3 describes an axialization element as in the torsional vibration damping arrangement in FIG. 1 and FIG.
  • Fig. 4 shows a detail of the Axialommeselement, as described in Fig. 3.
  • FIG. 5 shows a section of a planetary gear of a torsional vibration damping arrangement with a securing element.
  • Fig. 8 shows a detail of a torsional vibration damping arrangement with recesses in the region of the drive ring gear and the output ring gear.
  • FIG. 9 shows a detail of a torsional vibration damping arrangement with elevations in the region of the drive ring gear and the output ring gear.
  • FIG. 1 shows a torsional vibration damping arrangement 10 which operates according to the principle of power or torque branching.
  • the torsional vibration damping arrangement 10 can be arranged in a drive train of a vehicle between a drive unit 60 and the following part of the drive train, that is, for example, a starting element 65, such as a friction clutch, a hydrodynamic torque converter, or the like.
  • the torsional vibration damping arrangement 10 comprises an input area, generally designated 50.
  • this input area 50 may be as here be connected by a crankshaft screw 17 to a crankshaft 18 of a drive unit 60 designed as an internal combustion engine.
  • the torque absorbed by the drive unit 60 branches into a first torque transmission path 47 and a second torque transmission path 48.
  • the torque components conducted via the two torque transmission paths 47, 48 are introduced into the coupling arrangement 41 by means of a first input part 53 and a second input part 54 and then recombined and then forwarded to an output region 55.
  • a vibration system In the first torque transmission path 47, a vibration system, generally designated by reference numeral 56, is integrated.
  • the vibration system 56 is effective as a phase shifter assembly 43 and includes a, for example, to the drive unit 60, to be bonded primary mass 1, and a torque transmitting intermediate element 57, here as a Antriebshohlradong 84, on which also an additional mass 20 may be mounted rotationally fixed, as here in Fig. 1 also shown.
  • the primary mass 1 and a cover element 22 which are connected to one another in a rotationally fixed manner, preferably by means of a welded connection 78, essentially completely surround a space region 33 in the radial direction in which a spring arrangement 4 for the vibration system 56 is accommodated with respect to the radial arrangement ,
  • the spring arrangement 4 comprises a plurality of circumferentially successive and optionally also nested arranged spring units 58, wherein each spring unit preferably comprises at least one helical compression spring or a bow spring.
  • the spring unit 58 of the spring assembly 4 is supported on the one hand by means of a Anberichtbleches 2 on the primary mass 1 and on the other hand on a drive element 82, wherein the drive element 82 here comprises a hollow drive 84 and a drive wheel 84 rotatably connected thereto. Not shown here, the drive element 82 may also be made of a component.
  • the rotationally fixed connection of drive hollow wheel carrier 84 and drive ring gear 83 is preferably attached by means of a welded connection, a riveted connection, a screw connection, an adhesive connection or a comparable connection method.
  • the drive ring gear 83 conducts the torque transmitted via the first torque transmission path 47 and thus via the phase shifter assembly 43 was passed to a planetary gear 46 of the coupling assembly 41st
  • the planetary wheel element 46 here comprises a drive planetary gear 80 and an output planetary gear 81, which are arranged axially staggered.
  • the drive ring gear 83 which meshes with the drive planet gear 80, the first input part 53 of the coupling arrangement 41 is.
  • the torque is conducted via the crankshaft 18 into the second input part 54.
  • This is rotatably connected to the crankshaft 18, primarily by a screw 68, here designed as a crankshaft screw 17, connected and forms the planet 9 of the coupling assembly 41st
  • the Planetenradelement 46 of the coupling assembly 41 which is rotatably mounted on the planet carrier 9 by means of a Planetenradbolzen 1 1, performs the first torque transmission path 47, which is passed via the Antriebsholrad 83 in the coupling assembly 41 and the second torque transmission path 48, via the second input part 54, formed by the planet carrier 9, is passed to a torque together.
  • the combined torque is transmitted via an output ring gear 86 and a rotatably connected output hollow gear carrier 87, which together form an output element 85, to an output flange 75, which is rotatably connected to the output hollow gear 87 and here the output member 49, forwarded and from there, for example to a, not shown here, secondary mass, a friction clutch or delivered directly to a transmission.
  • a first sealing element 24 and a second sealing element 25 are used.
  • the first sealing element 24 is positioned between the output hollow wheel carrier 87 and a flange element 70. Between the output hollow gear carrier 87 and the flange 70, a relative rotation can take place.
  • the first seal member 24, which is primarily designed as a radial shaft seal 28, can be installed between these two components and performs a sealing function from the wet room 63 to the surrounding area 69, even if the output hollow wheel carrier 87 and the flange 70 rotate relative to each other.
  • the flange element 70 is connected to the planet 9 in a radially inner region so that no viscous medium from the wet space 63 can escape the surrounding area 69.
  • the flange member 70 is also rotatably connected to the planet carrier 9 and takes the Planetenradbolzen 1 l, so that the Planetenradbolzen 1 1 is advantageously secured against tilting.
  • the second seal member 25 is positioned between the cover member 22 and the output flange member 75. Between the cover member 22 and the technicallyflanschelement 75, a relative rotation can take place.
  • An axial bearing or securing of the drive element 82 is advantageously carried out in the direction of the input region 50 in that the axial securing element 32 is inserted or pressed between a drive ring gear 83 and a drive hollow wheel carrier 84 of the drive element 82 connected therewith in a rotationally fixed manner.
  • the axial securing element 32 is secured in the axial direction with the drive element 82.
  • an internal diameter 64 of the Axialommeselements 32 is smaller than an inner diameter 67 of the Antriebshohlrades 83.
  • the drive element 82 is mounted by means of the axial securing element 32 on the driven element 85, or secured axially.
  • the driven element 85 can in turn be axially supported in the direction of the output region 55 on, for example, a transmission input shaft, not shown here, or on a bearing element 88, which in turn is supported axially against a cover element 22, not shown here.
  • the axial securing element 32 between the Antechnischshohlrad 83 and the Antriebshohlradong 85 pressed or clamped.
  • this unit is mounted on the Planetenradele- element 46 from the axial direction of the output region 55, so that the planetary gear 46 meshes with the Antriebshohlrad 83.
  • the output member 85 is mounted so that the output member 85 meshes with the output planet gear 81.
  • the planetary gear 46 is formed as a Popet includes the Antechnischsplanetenrad 80 and thus rotatably connected output planetary gear 81.
  • the planetary gear element 46 is rotatably and axially secured by means of a planetary gear pin 1 1 and a planetary gear bearing element 7 on the planetary carrier 9.
  • FIG. 2 shows a detail of the coupling arrangement 41 of the torsional vibration damping arrangement 10, as described in FIG.
  • the drive element 82 consists of the drive ring gear 83 and the drive hollow wheel carrier 84.
  • the drive element 82 and the drive ring gear 84 are non-rotatably connected to each other, but, not shown here, can also be made of a single component.
  • the output element 85 which consists of the output ring gear 86 and the output hollow gear carrier 87 here. Both components are rotatably connected to each other, but can also, not shown here, be made of a single component.
  • the axial securing of the drive element 82 takes place as already described in FIG.
  • FIG. 3 shows an axial securing element 32 as described in the torsional vibration damping arrangement 10 in FIG. 1 and FIG.
  • the axial securing element 32 can advantageously be produced from a metal sheet by a pressing process or a stamping process.
  • the axial securing element 32 can also be produced from a spring steel.
  • a friction-reducing coating can also be applied to the axial securing element 32.
  • At least one expression 31 is present on a contact surface 36, in order not to allow the axial securing element 32 to rub against a contact partner over the entire surface, thus reducing friction.
  • an axial tolerance to the contact partner here the output element, as shown in Figure 1 and 2 are compensated.
  • the expression 31 can be pressed to some extent by the contact partner and thus adapts to an existing axial space and thereby reduces the axial tolerance.
  • a so-called suction of the axial securing element 32 can be reduced by this embodiment.
  • FIG. 4 shows a section of the axial securing element 32, as already described under FIG.
  • the embossing 31 is provided on the contact surface 36. But it can also be an additional expression, not shown here, be present on an opposite contact surface 37.
  • FIG. 5 shows a section of a planetary gear of a torsional vibration damping arrangement 10, as already described above, but with a securing element 90 which is concentrically positioned on a pinion pin 1 1 and disposed between the Planetenradelement 46 and a Planetenradlagercase 7.
  • the securing element 90 primarily serves to secure the output element 85, to which the drive element 82 is supported by means of the axial securing element 32 in the axial direction to the output region 55, or to secure it in the axial direction to the output region 55.
  • the securing element 90 is here designed, for example, with a segmental arch 91, which covers the output planetary gear 81 and the output ring gear 86 at least partially from its radial extent.
  • the securing element 90 is positioned so that an outer region of the segmental arch 91 is smaller in its radial extent from the axis of rotation A than a radial extent of an inner region of the output hollow wheel 86 viewed from the axis of rotation A.
  • the securing element 90 can be rotated by, for example, a mounting opening, not shown here, in the output hollow gear carrier 87 so that the segment region 91 and the output ring gear 86 at least partially covered.
  • An anti-rotation not shown here, which may for example consist of a latching mechanism, can hold the fuse element 90 in this position.
  • FIG. 6 shows the securing element 90, as already described in FIG. Therein, the securing element 90 is shown with the segment area 91 and the anti-rotation device 92.
  • FIG. 7 shows the securing element 90, as already described in FIG. 6, in a sectional view. This also shows the segment region 91 and the anti-rotation device 92.
  • FIG. 8 shows a section of a torsional vibration damping arrangement 10 with recesses 76; 71 in the region of the drive ring gear 83, as part of the drive element 82 and the output ring gear 86, as part of the output element 85. Between the Antriebshohlrad 83 and the Abreteshohlrad 86 an axial securing element 32 is inserted. The recesses 76 and 71 reduce a contact surface 73 of the drive ring gear 83 and a contact surface 79 of the output ring gear.
  • FIG. 9 shows a section of a torsional vibration damping arrangement 10 with elevations 74; 77 in the region of the drive ring gear 83, as part of the drive element 82 and the output ring gear 86, as part of the output element 85. Between the Antriebshohlrad 83 and the Abreteshohlrad 86 an axial securing element 32 is inserted. The elevations 74 and 77 reduce a contact surface 73 of the drive ring gear 83 and a contact surface 79 of the output ring gear.

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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)
  • Retarders (AREA)

Abstract

L'invention concerne un système d'amortissement de vibrations de torsion (10) destiné à la chaîne cinématique d'un véhicule automobile, qui comprend une zone d'entrée (50) pouvant être entraînée en rotation autour d'un axe de rotation (A) et une section de sortie (55) et un premier chemin de transmission de couple (47) et un second chemin de transmission de couple (48), parallèle au premier, les deux chemins partant de la zone d'entrée (50), et un système d'accouplement (41) en liaison avec la zone de sortie (55) et servant à superposer les couples introduits par les chemins de transmission de couple (47 ; 48), le système d'accouplement (41) comportant un engrenage planétaire (61) pourvu d'un porte-satellite (9) et un satellite (46) monté à rotation sur le porte-satellite (9), le satellite (46) comportant un satellite d'entraînement (80) et un satellite de sortie (81) positionné au moins partiellement axialement à distance, de façon concentrique et solidaire en rotation du satellite d'entraînement (80), ainsi qu'un élément d'entraînement (82) en prise avec le satellite d'entraînement (80) et un élément de sortie (85) en prise avec le satellite de sortie (81) et un dispositif de déphasage (43) destiné au premier chemin de transmission de couple (47) pour générer un déphasage des irrégularités de rotation, introduites par le premier chemin de transmission de couple (47), par rapport aux irrégularités de rotation introduites par le second chemin de transmission de couple (48). L'invention est caractérisée en ce que l'élément d'entraînement (82) est monté sur le satellite d'entraînement (80) dans la direction axiale de la zone d'entrée (50) au moyen d'un élément de fixation axiale et en ce que l'élément d'entraînement (82) est monté sur l'élément de sortie (85) dans la direction axiale de la zone de sortie (55) au moyen de l'élément de fixation axiale (32).
PCT/EP2014/075606 2013-12-20 2014-11-26 Système d'amortissement de vibrations de torsion pour la chaîne cinématique d'un véhicule automobile Ceased WO2015090866A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013226941.2A DE102013226941A1 (de) 2013-12-20 2013-12-20 Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs
DE102013226941.2 2013-12-20

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WO2015090866A1 true WO2015090866A1 (fr) 2015-06-25

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PCT/EP2014/075606 Ceased WO2015090866A1 (fr) 2013-12-20 2014-11-26 Système d'amortissement de vibrations de torsion pour la chaîne cinématique d'un véhicule automobile

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WO (1) WO2015090866A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000071910A1 (fr) * 1999-05-20 2000-11-30 Bae Myung Soon Dispositif reducteur
WO2006066985A1 (fr) * 2004-12-22 2006-06-29 Robert Bosch Gmbh Systeme de transmission, notamment engrenage planetaire, de structure amelioree
DE102011007118A1 (de) 2010-05-25 2011-12-01 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011077119A1 (de) * 2011-06-07 2012-12-13 Zf Friedrichshafen Ag Antriebssystem für ein Fahrzeug
DE102011079695A1 (de) * 2011-07-25 2013-01-31 Zf Friedrichshafen Ag Zahnrad, insbesondere Planetenrad für ein Planetengetriebe und Drehschwingungsdämpfungsanordnung mit einem derartigen Zahnrad
DE102012214571A1 (de) * 2012-08-16 2014-02-20 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung für den Antriebsstrang eines Fahrzeugs

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000071910A1 (fr) * 1999-05-20 2000-11-30 Bae Myung Soon Dispositif reducteur
WO2006066985A1 (fr) * 2004-12-22 2006-06-29 Robert Bosch Gmbh Systeme de transmission, notamment engrenage planetaire, de structure amelioree
DE102011007118A1 (de) 2010-05-25 2011-12-01 Zf Friedrichshafen Ag Drehschwingungsdämpfungsanordnung

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