• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
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  • 优先权
    • 专利摘要:
    A torsion damping device for a vehicle transmission chain, comprising: a first rotating member (7), a second rotating member (9, 10), a main damper, a third rotating member (23), an additional damper, so that: when the angular displacement between the first and second rotating elements is greater than zero and lower than said first threshold (A1), said at least one main spring (13) is compressed while the third rotating element (23) is driven rotating by the first rotating element (7) via the additional spring (25) uncompressed; and when the angular displacement between the first and second rotating members is greater than said first threshold (A1), the at least one main spring (13) is compressed and the at least one additional spring (25) is compressed in parallel, compression of the additional spring being accompanied by a relative rotation between the first rotating element (7) and the third rotating element (23).
    公开号:FR3071575A1
    申请号:FR1851173
    申请日:2018-02-12
    公开日:2019-03-29
    发明作者:Olivier Marechal；David Denizot；Didier Bagard；Pierre Boucheny
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    TORSION DAMPING DEVICE MAIN SHOCK ABSORBER AND ADDITIONAL SHOCK ABSORBER
    The invention relates to the field of torque transmission in motorized devices and relates to a torsion damping device for a vehicle transmission chain.
    Motor vehicles generally include such torsional damping devices which can be integrated into various elements of the transmission chain. For example, a flywheel with double damper flywheel, a clutch disc, or a torque limiter, may include a torsion damping device allowing the filtering of engine acyclisms and other torsional oscillations. This filtering is typically carried out by one or more torsion dampers which are combined spring-dampers working in torsion and allowing, during the transmission of the torque, a relative rotational movement of a first rotating torque transmission element. , coupled upstream of the transmission chain, and a second rotating torque transmission element, coupled downstream of the transmission chain. Relative rotation can be allowed by springs and damping can be achieved by a friction device provided with friction washers axially loaded by elastic washers, so as to dissipate by friction part of the energy accumulated in the springs.
    The torque opposing a relative rotation of the two rotating elements is a function of the angle of this relative rotation along a characteristic curve of each torsional damping device.
    When designing such a torsion damping device, special attention is paid to the choice, dimensioning and arrangement of the springs, in order to obtain a characteristic curve adapted to a particular application.
    The object of the invention is to improve the torsional damping devices of the prior art by proposing such a device whose characteristic curve is modular.
    To this end, the invention relates to a torsion damping device for a vehicle transmission chain, comprising:
    - a first rotary element for transmitting a torque;
    - a second rotating torque transmission element;
    - a main damper comprising at least one main spring interposed between the first rotating element and the second rotating element, and allowing, when it deforms, a relative rotation about an axis of rotation between the first and second rotating elements.
    The torsion damping device further comprises:
    - A third rotary element for transmitting the torque rotatably mounted with respect to the first and second elements rotating around said axis of rotation;
    - an additional damper comprising at least one additional spring mounted both in the first rotating element and in the third rotating element;
    the second and third rotating elements respectively comprising a first stop and a second complementary stop, arranged so that: when the angular displacement between the first and second rotating elements is greater than zero and less than a first angular displacement threshold between the first and second rotating elements from a relative angular position of rest of the first and second rotating elements for which no torque is transmitted, said at least one main spring is compressed while the third rotating element is coupled in rotation with the first rotating element via the additional uncompressed spring; and when the angular movement between the first and second rotating elements is greater than said first threshold, the first stop and the second complementary stop are in abutment against each other, the at least one main spring being compressed and the at least one additional spring being compressed in parallel between the first rotating element and the third rotating element.
    In other words, the second and third rotating elements respectively comprising a first stop and a second complementary stop, arranged so that:
    - when the angular movement between the first and second rotating elements, from a relative angular position of rest of the first and second rotating elements for which no torque is transmitted, is greater than zero and less than a first threshold, the additional spring allows the first element to drive the third element in rotation relative to the second element, without deformation of the spring; and when the angular movement between the first and second rotating elements, from a relative angular position of rest of the first and second rotating elements for which no torque is transmitted, is greater than zero and greater than a first threshold, the first stop and the second complementary stop is in abutment against one another and the at least one additional spring is deformed in parallel with the main spring between on the one hand the first rotating element and on the other hand the second rotating element via the third element turning.
    In the description and the claims, the terms "compressed" or "compression", on the one hand, and "prestressed" or "prestressed" on the other hand, when they refer to springs, are used as follows:
    - the prestressing of a spring designates the fact that this spring is mounted in one or more housings which are smaller than the initial length of the spring, the latter therefore exerting, by its elasticity, a force against the walls of the housings;
    - the compression of a spring means that this spring is compressed by bringing together two moving parts.
    The preload of a spring is therefore effective even when the torsion damping device is at rest, without any torque being transmitted. The compression of a spring, it only takes place during the transmission of torque, the moving parts relative to each other, modify the configuration of the housings of the springs and compress it.
    A torsion damping device according to the invention has, for a relative rotation of the first and second rotating elements from an angular position of rest of the shock absorbers for which no torque is transmitted to a position of end of travel of the shock absorbers , two operating phases:
    - A first operating phase for which the angular movement between the first rotating element and the second rotating element is less than said first threshold, the main damper being arranged to be deformed during this first phase while the third rotating element is suitable to be driven in rotation by the first rotating element, without deformation of the additional spring, via the additional spring; and
    a second operating phase for which the transmitted torque is sufficient for the angular movement between the first rotating element and the second rotating element to be greater than said first threshold, the deformation of the main damper continuing during this second phase while that the relative rotation between the third rotating element and the second rotating element is prevented by pressing the first stop against the second complementary stop, so that the transmitted torque also allows the additional spring to be deformed and allows relative rotation between d on the one hand the first transmission element and on the other hand the second and third rotating elements.
    An increase in the stiffness of the damping device is thus obtained in a reliable and stable manner during the second operating phase where the main damper and the additional damper work simultaneously, while only the main damper works during the first operating phase.
    Such a device advantageously replaces an end of travel stop between the first and second rotating elements, avoiding any mechanical shock and associated vibrations.
    This second operating phase is particularly advantageous in the case of a main shock absorber with a large clearance, for example at more than 30 degrees of angular damping stroke.
    The torsion damping device can have the following additional characteristics, alone or in combination:
    - The first rotating element comprises at least a first additional housing and in that the third rotating element comprises at least a second additional housing, the at least one first and second additional housing being arranged axially opposite so that the at least one additional spring is inserted in these opposite housings;
    - The first rotating element comprises at least one arm extending radially and arranged circumferentially between two main springs, one of said first additional housings being formed on this arm;
    - The first rotating element comprises at least one arm extending radially, a main spring being in circumferential support directly or indirectly against this arm, a second additional housing being formed on this arm;
    - the at least one main spring and the at least one additional spring are arranged so that at least a portion of the additional spring lies radially in the same plane perpendicular to said axis as a portion of the main spring. The additional additional spring as a whole is located radially in the same plane perpendicular to said axis as a portion of the main spring;
    - the at least one main spring has an external radial edge and an internal radial edge and the at least one additional spring is arranged at least partially in a torus centered on said axis and delimited radially by the internal and external radial edges of the at least a main spring;
    - The main shock absorber comprises at least two main springs and an additional spring is arranged circumferentially between two main springs;
    - The main damper comprises at least two groups of main springs, the main springs being arranged in series in each group, and an additional spring is arranged circumferentially between two groups of main springs;
    - the main springs are arranged in series in each group by means of a phasing element, connecting in each group two consecutive main springs arranged in series;
    the main springs of the main damper are distributed in a first stage of springs and a second stage of springs, the first stage of springs and the second stage of springs being arranged in series by means of a phasing element, the torsion damping device being arranged so that, when the angular movement between the first rotating element and the second rotating element reaches a third angular displacement threshold between the first rotating element and the second rotating element from a relative angular position of rest taken by the second rotating element and the first element when no torque is transmitted, the second stage of springs ceases to compress.
    Thus, by going from an operating phase with two stages in series to an operating phase with a single spring stage at the level of the main damper, the angular stiffness of the damper can be increased. For example, when the springs of the first and second stages are identical, the stiffness of the main damper doubles when the angular movement between the first rotating element and the second rotating element increases beyond the third threshold. This can in particular make it possible to reduce the size of the additional spring or else to reduce the quality of its wire.
    - the torsion damping device is arranged so that the second stage of springs ceases to compress when the angular movement between the first rotating element and the second rotating element increases beyond the third threshold.
    - the torsion damping device is arranged so that the second stage of springs ceases to compress for any angular movement between the first rotating element and the second rotating element greater than the third threshold.
    - the torsion damping device is arranged so that the first stage of springs continues to compress when the angular movement between the first rotating element and the second rotating element exceeds the third threshold.
    the second stage of springs ceases to compress when the angular movement between the phasing element and the second rotating element reaches a fourth angular movement threshold between the phasing element and the second rotating element from a relative angular position of rest taken by the phasing element and the second rotating element when no torque is transmitted.
    - The third angular displacement threshold between the first rotating element and the second rotating element is less than or equal to the first angular displacement threshold between the first and second rotating elements.
    Thus, passing from an operating phase with two stages in series to an operating phase with a single spring stage at the level of the main damper, and this before the first stop and second complementary stop are in support. one against the other, the angular stiffness of the shock absorber is increased throughout the angular range of travel for which a greater stiffness is desired, that is to say the angular range of travel for which the additional spring is compressed .
    - The third angular displacement threshold between the first rotating element and the second rotating element is less than or greater than the first angular displacement threshold between the first and second rotating elements. A damping curve is obtained with three successive stiffnesses.
    - The angle separating the first angular travel threshold (A1) and the third angular travel threshold (A3) is advantageously less than 10 degrees, preferably less than 5 degrees. This generates a connection slope and creates a transition between the angular stiffness at the start of the stroke and the angular stiffness at the end of the stroke.
    - The third angular displacement threshold between the first rotating element and the second rotating element is less than or equal to the first angular displacement threshold between the first and second rotating elements.
    - The second stage of springs includes coil springs and the second stage of the main damper is arranged so that the springs of the second stage reach their compression limit, in particular with their contiguous turns, when the angular movement between the first element turning and the second rotating element reaches the third threshold.
    - The second rotating element and the phasing element respectively comprise a third stop and a fourth stop, arranged so that: when the angular displacement between the first rotating element and the second rotating element reaches a third angular displacement threshold between the first rotating element and the second rotating element from a relative angular position of rest taken by the second rotating element and the first element when no torque is transmitted, the third stop and the fourth stop are in abutment against each other and the second stage of springs ceases to compress when the angular movement between the first rotating element and the second rotating element increases beyond the third threshold.
    - The third stop is formed by a tab integral in rotation with the second rotating element. This tab can extend axially.
    - The fourth stop is formed by a tab integral in rotation with the phasing element. This tab can extend radially.
    - According to one embodiment, the angular stiffness of the first stage of springs is different from the stiffness of the second stage of springs.
    - When the first and third threshold are such that the third threshold A3 is less than the first threshold, and when the damping characteristic curve has, in a direction of transmission, three successive slopes of respective stiffness K1, K2 and K3; K1 being the stiffness obtained for an angular movement less than the third threshold, K2 being the stiffness obtained for an angular movement greater than the third threshold and less than the first threshold, and K3 being the stiffness obtained for an angular movement greater than the first threshold; we have 1 <K2 / K1 <5, and preferably: 2 <K2 / K1 <4
    - Said first threshold is between 15 and 65 degrees, preferably between 25 and 50 degrees;
    - The device comprises an angular end-of-travel stop limiting the relative angular travel between the first and second rotating elements, and in that the angle separating said first threshold from the angular end-of-travel position is between 3 and 15 degrees , preferably between 3 and 10 degrees;
    - The ratio of the stiffness of the additional damper to the stiffness of the main damper is between 2 and 10, preferably between 3 and 8, for example 4 or 5. For example, the angular stiffness of the main damper is about 3 Nm / ° and the angular stiffness of the additional damper is between 10 Nm / ° and 15 Nm / °, for example between 12 Nm / ° and 15 Nm / °, for example 14 Nm / °. When the main shock absorber comprises two stages of springs arranged in series, this ratio is to be considered when the first spring stage and the second stage of springs of the main damper operate in series, that is to say when the clearance angular between the first rotating element and the second rotating element is less than the third threshold.
    - one among the first rotating element and the second rotating element is coupled in rotation to a friction disc and the other among the first rotating element and the second rotating element is coupled in rotation with a hub;
    the third rotary element comprises two additional guide washers arranged on either side of the first rotary element and axially maintaining the additional springs, and the second rotary element comprises two main guide washers axially maintaining the main springs, each guide washer additional being arranged axially between the first rotating element and a main guide washer;
    - Said second stop is formed by at least one radial tongue disposed on each additional guide washer;
    - Said first and second complementary stops are arranged radially outside the main springs.
    Another object of the invention relates to a torsion damping device for a vehicle transmission chain, comprising:
    - a first rotating transmission element of a torque provided with a first housing;
    - a second rotating torque transmission element with a second housing;
    - An elastic device interposed between the first rotating element and the second rotating element, and allowing, when it deforms, a relative rotation about an axis of rotation between the first and second rotating elements, the elastic device comprising at least one spring which is mounted both in the first housing and in the second housing;
    - a friction device comprising:
    • a friction washer arranged to rub directly or indirectly against the second rotating element;
    • an axial support integral in rotation with the second rotating element;
    • an elastic washer arranged between the axial support and the friction washer so as to exert an axial force on the friction washer in the direction of the second rotating element;
    • an actuating washer comprising an actuating tab arranged circumferentially between a first end of said spring and the first rotating element so as to allow relative rotation between the actuating washer and the second rotating element when the first end of the spring is moved by the first rotating element, via the actuating tab, towards a second end of the spring opposite the first end;
    • the actuating washer being able to rotate the friction washer so that, when the actuating washer (32) and the second rotating element (10) rotate relative to each other, the washer of friction rubs directly or indirectly against the second rotating element.
    The torsion damping device can have the following additional characteristics, alone or in combination:
    - The actuating washer comprises at least one axial finger cooperating with a notch of the friction washer, to ensure the driving of the friction washer by the actuating washer;
    - the actuating washer and the friction washer are mounted integral in rotation;
    - the actuating washer comprises at least one axial finger coupled with a notch in the friction washer;
    - if desired, a circumferential clearance is present between the axial finger and the circumferential ends of the notch of the friction washer. Thus, the drive of the friction washer can be delayed by the actuating washer. The circumferential play can be 3 to 5 degrees;
    the actuating washer comprises an annular portion connecting the actuating tab and the axial finger, and the second rotating element comprises an annular friction surface against which the friction washer is pressed, the annular portion of the actuating washer on the one hand, and the elastic washer, the axial support, and the friction washer on the other hand being arranged on either side of the annular friction surface of the second rotating element;
    - an axial play is left between the first rotating element and the annular portion of the actuating washer;
    - The annular portion of the actuating washer is mounted between the first rotating element and the annular friction surface with an axial clearance allowing the rotation of the actuating washer relative to the first rotating element;
    - The friction device is arranged so that the washer presses the friction washer against the second rotating element without pressing the annular portion of the actuating washer against the first rotating element. This allows relative rotational movement between the first rotating member and the activation washer, so that the friction washer is not driven by the first rotating member when the second end of the spring is compressed by the first rotating member. direction of the first end of the spring. Thus the friction generated by the friction washer is obtained only for a direction of transmission of the torque, for example from the gearbox input shaft in the direction of the engine;
    - The annular portion of the actuating washer can be mounted between the first rotating element and a third rotating torque transmission element, mobile in rotation about the axis, also with an axial clearance allowing the rotation of the washer. actuation relative to the first rotating element;
    - The second rotating element has a groove through which an axial finger passes through the second rotating element;
    - The axial support is formed by a collar secured to the second rotating element, the elastic washer and the friction washer being disposed between this collar and the annular friction surface of the second rotating element;
    - The friction device comprises an intermediate washer interposed between the elastic washer and the friction washer;
    - the axial finger is distant from the intermediate washer;
    - The annular portion of the actuating washer is arranged axially between the first rotating element and the second rotating element;
    - The elastic device comprises at least two groups of springs, the springs being arranged in series in each group by means of a phasing element, connecting the ends of the springs within a group of springs;
    - one of the first rotating element and the second rotating element is coupled in rotation with a torque input element and the other of these elements is coupled in rotation with a torque output element.
    - The actuating washer further comprises an angular stop and the second rotating element comprises a complementary stop, the angular stop and the complementary stop being arranged so that the actuating washer is coupled in rotation to the second rotating element when the second rotating element compresses the first end of the spring towards the second end of the spring opposite the first end. Thus, thanks to the stop, the friction generated by the friction washer is obtained only for a direction of torque transmission, for example from the gearbox input shaft towards the engine, the stop preventing the activation washer to rotate relative to the second element rotating in the other direction of torque transmission, for example from the engine to the gearbox input shaft;
    - an axial finger coupling the actuating and friction washers forms said angular stop and the groove forms said complementary stop;
    the angular stopper is arranged on the actuating tab of the actuating washer and the complementary stopper is arranged on the second housing of the second rotating element so that the actuating tab is inserted circumferentially between the first end of the spring and a support face of the second housing;
    - In an angular position of rest taken by the device when no torque is transmitted, the at least one spring is mounted in said first and second housings so that its ends are in simultaneous support against on the one hand a first zone support of the first housing and secondly a second support zone of the second housing;
    - According to one embodiment, the elastic device comprises at least two springs, the spring cooperating with the actuating tab of the actuating washer being a spring with offset action, a circumferential clearance being left between the actuating tab and the first end of the spring in the angular position of rest of the damping device. Thus, friction can be obtained with a "delay effect".
    - According to one embodiment, the elastic device comprises four springs and the actuating washers comprises two actuating tabs and two springs each cooperate with an actuating tab of the actuating washer, these two springs being a spring with offset action, a circumferential clearance being left between each actuating tab and the first end of each offset action spring in the angular position of rest of the damping device.
    The invention also relates to a vehicle transmission chain comprising a friction disc coupled with one of the first rotating element and the second rotating element and a hub coupled in rotation with the other among the first rotating element and the second rotating element.
    According to one embodiment, the transmission chain comprises a flywheel capable of being mounted on a crankshaft, and a torque transmission mechanism, such as a torque limiter or a clutch mechanism arranged to transmit torque between the flywheel and the friction disc.
    A preferred embodiment of the invention will now be described with reference to the accompanying drawings in which:
    - Figure 1 is an exploded view of a torsion damping device according to the invention;
    - Figure 2 is a front view of the device of Figure 1;
    - Figure 3 is a view along section A-A of Figure 2;
    - Figure 4 is a view similar to Figure 2 showing the interior of the device
    - Figure 5 is a block diagram illustrating the operation of the torsion damping device according to the invention;
    - Figure 6 is a characteristic curve corresponding to the diagram of Figure 5;
    - Figure 7 is a front view of the torsion damping device of Figure 1 illustrating the first phase of operation of the damping device;
    - Figure 8 is a front view of the torsion damping device of Figure 1 illustrating the second phase of operation of the damping device;
    - Figure 9 shows the torsion damping device of Figures 1 and 2 mounted in a torque limiter of a vehicle.
    - Figure 10 schematically shows a second embodiment of the invention.
    - Figure 11 shows two depreciation curves of two alternative embodiments of the second embodiment.
    - Figure 12 shows an alternative embodiment of the second embodiment.
    Figure 1 shows a torsion damping device, coupled to a friction disc 2 of a torque limiter (not shown in Figure 1) intended, in normal operation, to transmit a torque by rotating around an axis X and to limit this transmission when this torque exceeds a certain value.
    In the description and the claims, the terms external and internal as well as the axial and radial orientations will be used to designate, according to the definitions given in the description, elements of the damping device. The X axis of rotation determines the axial orientation. The radial orientation is directed orthogonally to the X axis. The circumferential orientation is directed orthogonally to the X axis of rotation and orthogonally to the radial direction. The terms external and internal are used to define the relative position of one component with respect to another, with reference to the axis X of rotation, a component close to said axis is thus qualified as internal as opposed to an external component located radially on the periphery. Furthermore, the angles and angular sectors expressed are defined in relation to the axis of rotation X.
    The damping device 1 comprises:
    - A peripheral torque transmission member here consisting of a friction disc 2 on either side of which are fixed two friction linings 3 thanks to a first set of rivets 4;
    - a central torque transmission member here consisting of a hub 5.
    The friction disc 2 is fixed by a second set of rivets 6 to a first rotating torque transmission element which is here constituted by a disc called “veil” 7.
    The hub 5 is fixed by a third set of rivets 8 to a second rotating torque transmission element which is here constituted by a pair of discs called “guide washers” 9, 10. A first guide washer 9 is fixed against a flank of the hub 5 while a second guide washer 9 is fixed against an opposite flank of the hub 5. The guide washers 9, 10 each have four angular stops 39 arranged on the periphery of the washer according to two perpendicular diameters, the four angular stops 39 of each guide washer 9, 10 being disposed opposite the four angular stops 39 of the other guide washer 9, 10. The angular stops 39 are produced by folding the material of the guide washers 9, 10.
    The damping device comprises a torsion damping device interposed between the web 7 and the guide washers 9, 10 so that the web 7 on the one hand, and the guide washers 9, 10 on the other hand, can rotate relative to each other by compressing the damping device.
    The damping device 1 is intended to be mounted in a torque transmission chain, for example between an engine and the wheels of a vehicle, so that the friction disc 2 and its linings 3 are pressed by means of an elastically loaded pressure disc against a support disc mounted integral with a flywheel; and so that the hub 5 is connected to a drive shaft. The motor element rotates the friction linings 3 and therefore the web 7 which is integral with it. The veil 7 compresses the damping device which transmits the torque to the guide washers 9, 10 and therefore to the hub 5 which is integral with it. By transmitting the torque between the web 7 and the guide washers 9, 10, the damping device, by its elastic and friction properties, filters acyclisms and other undesirable torsional movements in passing.
    The damping devicel further comprises a first end-of-travel stop and a second complementary end-of-travel stop enabling the torque to be directly transmitted from the friction linings 3 to the hub 5, short-circuiting the torsional damping device to the beyond a predetermined angle of relative rotation between the web 7 and the guide washers 9, 10.
    The first end of travel stop here consists of external teeth 11 arranged around the periphery of the hub 5 and the second complementary end of travel stop here consists of internal teeth 12 in the center of the web 7.
    The torsion damper has a main damper and an additional damper.
    The main damper includes:
    - Four springs 13 arranged circumferentially;
    - four end pieces 14 for mounting these springs 13;
    a phasing element for the springs 13 comprising two spacers 15 mounted, diametrically opposite, between two phasing discs 16.
    The veil 7 and the guide washers 9, 10 each have openings for mounting the springs 13 defining two housings, each for a pair of springs 13. The housings of the veil 7 each have a first support zone 19 and a second opposite support zone 20. Likewise, the housings of each guide washers 9, 10 each have a first support zone 21 and a second opposite support zone 20.
    The damping device further comprises a third rotating torque transmission element which is, in the present example, made up of two identical additional guide washers 23 mounted on either side of the web 7 and secured by two spacers 24.
    The additional damper comprises two additional springs 25 each arranged in an additional housing of the web 7. The web 7 for this purpose has two diametrically opposite arms 43 and each carrying one of these housings. The main springs 13 are mounted between the arms 43. The additional guide washers 23 also include housings for mounting the additional springs 25. For the mounting of the additional springs 25, the additional housings of the web 7 each have a first zone of additional support 26 and a second additional support area 27, and the housings of the additional guide washers 23 each comprise a first additional support area 37 and a second additional support area 38.
    The damping device 1 also includes a friction device intended to dissipate the energy of the springs and to avoid the phenomena of oscillations. The friction device comprises an axial support 28 fixed against the second guide washer 10 by the third set of rivets 8. Between the axial support and the second guide washer 10, are arranged: a friction washer; an intermediate washer 30; and an elastic washer 31, the latter applying a load to the friction washer 29 by means of the intermediate washer 30.
    In addition, an actuating washer 32 is provided on the other side of the second guide washer 10 and comprises two actuating tabs 33 as well as four axial fingers 34. The actuating washer 32 is mounted so that the four axial fingers 34 pass through four corresponding grooves 35 formed in the second guide washer 10. The four axial fingers 34 are each inserted into a notch 36 in the friction washer 29. The actuating washer 32 is thus coupled in rotation to the friction washer 29. The actuating washer 32 is also mounted against the web 7 so that the actuating tabs 33 each come to bear on one of the first bearing areas 19 of the web 7.
    The assembly of the main springs 13 is shown in the front view of FIG. 2. The right diameter of the disc 1 comprises a first pair of main springs 13 mounted in series, and the right diameter of the figure comprises a second pair of main springs 13 mounted in series. This figure 2 shows the disc 1 in the rest state, that is to say when it does not transmit any torque, its springs not being stressed. Each spring 13 is mounted, at one of its ends, in an end piece 14 and, at the other of its ends, against an interlayer 15. Each end piece 14 is supported astride the web 7 and on the two guide washers 9 , 10, and is therefore supported on three support areas: a support area of the web 7 and on a support area of each guide washer 9, 10. Thus, each pair of springs 13 is mounted between two end pieces 14, one of which is supported simultaneously on the first support area 19 of the web 7 and on the first support area 21 of each guide washer 9, 10, and the other end piece 14 is supported simultaneously on the second support area 20 of the web 7 and on the second support area 22 of each guide washer 9, 10. The springs 13 are thus, in pairs, prestressed between the first support areas 19, 21 and the second support zones 20, 22. Between the springs 13 of each pair, the interlayer 15, movable in rotation aut or of the X axis thanks to the phasing discs, ensures the series 13 springs of a pair, as well as the phasing, that is to say the angular coordination, of a pair with the other.
    The sectional view of FIG. 3 makes it possible to see the stacking of the parts within the damping device 1.
    The two additional guide washers 23 are disposed on either side of the web 7, the actuating washer 32 being disposed between the web 7 and one of these additional guide washers 23.
    The phasing discs 16 are arranged on either side of the two additional guide washers 23, while the two guide washers 9, 10 are arranged on either side of the assembly. Only the friction device is located axially outside the guide washers 9, 10, thanks to the axial support 28.
    FIG. 4 represents the disc 1 of FIG. 2 without the first guide washer 9, showing the arrangement of the springs 13, 25, of the web 7, and of the additional damper 25.
    The additional springs 25 are mounted similarly to the main springs 13, astride the web 7 and the additional guide washers 23. Each additional spring 25 is thus prestressed between, on one side, a simultaneous support on the first zone d additional support 26 of the web 7 and on the first two additional support areas 37 of the two additional guide washers 23, and, on the other side, simultaneous support on the second additional support area 27 of the web 7 and on the two second additional support zones 38 of the two additional guide washers 23.
    In addition, the dimension, in the radial direction, of the housings of the additional guide washers 23 is slightly smaller than that of the additional housings of the web 7 so that an additional spring 25 is mounted astride the web 7 and is contained by on either side of the wall 7 by the additional guide washers 23.
    The additional guide washers 23 have tabs 40 on their radial ends on which the spacers 24 are fixed.
    Referring to Figures 1 and 4, the friction disc 2 has two diametrically opposite notches 41 and the web 7 has two diametrically opposite notches 42, the notches 41, 42 being opposite each other. These notches 41, 42 allow relative rotation of the additional guide washers 23 and of the web 7, of the angular travel allowed by the additional springs 25.
    Figures 5 and 6 illustrate the operating principle of the torsion damping device and in particular the behavior of the main damper and the additional damper.
    FIG. 5 is a block diagram in which the left part of the figure represents the web 7 and the right part represents the guide washers 9, 10. The figure diagrams the following elements:
    - The end of travel stops constituted by the external teeth 11 of the hub 5 and by the internal teeth 12 of the web 7;
    - The stops constituted by the tongues 40 of the additional guide washers 23 and by the angular stops 39 of the guide washers 9, 10;
    - the springs 13;
    the additional guide washers 23 carrying the additional springs 25, the whole mounted in parallel with the springs 13.
    The compression of FIG. 5 according to the two arrows shown, that is to say the mutual approximation of the left and right parts of the figure, shows diagrammatically the relative rotation of the web 7 and the guide washers 9, 10.
    FIG. 5 can thus be compressed between a rest position which is that shown in the figure, where the springs are not stressed, and an end of stroke position, at the end of a stroke A2, in which the stops 11 and 12 are in contact.
    Thus, when the figure is compressed (therefore, when a relative rotation takes place between the web 7 and the guide washers 9, 10), from the rest position, the damping device works according to a first mode operating where the springs 13 are compressed and therefore where only the main damper works. At the end of a stroke A1, the stops 39 and 40 come into mutual contact and the springs 25 then begin to be compressed, in parallel with the springs 13. This is then a second phase of operation which continues until at the end of race A2. Beyond the A2 stroke, the shock absorbers remain compressed but the torque can be transmitted directly between the web 7 and the guide washers 9, 10.
    Fig. 6 illustrates the evolution of the return torque (on the ordinate) exerted by the torsion damping device as a function of the relative angle of rotation (on the abscissa) between the web 7 and the guide washers 9, 10. The curve has two slopes corresponding to the two operating modes described above.
    Between the origin and the angular travel A1, only the main damper is active, which results in a first slope on the curve, corresponding to a first stiffness characteristic of the main damper. Beyond the angular travel A1, corresponding to a torque C1, the second operating phase results in a second steeper slope, corresponding to the conjunction of the stiffnesses of the main damper and the additional damper which then work in parallel. This operating phase continues until the torque C2 corresponding to the end of travel stop.
    Figures 7 and 8 illustrate the implementation of these principles in the damping device 1 described above.
    FIG. 7 indeed illustrates the disc 1 with a relative angular travel between the web 7 and the guide washers 9, 10 which corresponds to the angular travel A1. In other words, FIG. 7 illustrates the disc 1 in the position it adopts when a torque C1 is applied between the web 7 and the guide washers 9, 10.
    FIG. 8 illustrates the disc 1 with a relative angular travel between the web 7 and the guide washers 9, 10 which corresponds to the angular travel A2. In other words, FIG. 8 illustrates the disc 1 in the position it adopts when a torque greater than or equal to the torque C2 is applied between the web 7 and the guide washers 9, 10.
    These relative positions between the veil 7 and the guide washers 9, 10 can be assessed in relation to a position of equilibrium, taken at rest and shown in FIGS. 2 and 4, in which the springs 13, 25 although prestressed in their housings are not compressed by other elements. In this rest position, the first support zones 19 of the web 7 and the first support zones 21 of the guide washers 9, 10 are axially aligned with each other. Similarly, the second support zones 20 of the web 7 and the second support zones 22 of the guide washers 9, 10 are axially aligned with each other. Finally, the first 26 and second 27 additional bearing zones of the web 7 are axially aligned with respectively first 37 and second 38 additional bearing zones of the additional guide washer 23. In this rest position, the springs 13, 25 are in simultaneous support on first and second support zones, without angular offset of these support zones.
    From this rest position, if a torque C1 is applied between the web 7 and the guide washers 9, 10, the disc 1 therefore takes the configuration of FIG. 7. In the present example, the guide washers are assumed 9, 10 fixed and the torque C1 is applied to the web 7 clockwise. For clarity, the main springs 13 have not been shown.
    Figure 7 therefore corresponds to the end of the first operating phase. The first support zones 21 of the guide washers 9, 10 are each angularly offset with respect to the corresponding first support zone 19 of the web 7, by an angle equal to the angular travel A1. Similarly, the second support zones 22 of the guide washers 9, 10 are each angularly offset with respect to the corresponding first support zone 20 of the web 7, by the same angle. The springs are therefore compressed between the first support areas 20 of the web 7 and the first support areas 21 of the guide washers 9, 10, which have moved closer together.
    As for the additional damper, the web 7 has been rotated, and therefore the additional springs 25, inserted in the housings of the web 7, too. These additional springs 25 have in turn driven the additional guide washers 23 in rotation, without additional compression of these springs 25, since nothing prevents this relative rotation of the additional guide washers 23 relative to the guide washers 9, 10, on the angular movement A1. In Figure 7, the relative position of the web 7, additional guide washers 23 and additional springs 25 is therefore the same as that of the rest position.
    At the end of the angular travel A1 (FIG. 7), each tongue 40 of the additional guide washers 23 comes into contact against an angular stop 39 of the guide washers 9, 10.
    Figure 8 then corresponds to the end of the second operating phase. If, from the position in FIG. 7, the relative rotation of the web 7 with respect to the guide washers 9, 10 continues to reach the angular travel A2, the torsion damping device then enters its second phase of operation.
    At the end of the angular travel A1 (FIG. 7), each tongue 40 of the additional guide washers 23 has come into contact against an angular stop 39 of the guide washers 9, 10. The simultaneous driving in rotation of the web and the washers additional guidance 23 in the same direction is therefore no longer possible. As the web 7 continues its angular travel while the additional guide washers 23 remain in place against the angular stops 39, the additional springs 25 compress between the second additional support area 27 of the web 7 and the first support area additional 37 of the additional guide washer 23 which therefore come close to each other. During this angular stroke, the main damper therefore works jointly with the additional damper (in parallel), in accordance with the second phase of operation. In FIG. 8, the springs 13, 25 have not been shown to reveal the support zones.
    In the position of FIG. 8, corresponding to the end of the second operating phase, the internal teeth 12 of the web 7 and the external teeth 11 of the hub are in contact and, if the relative rotation continues, the torque is then transmitted directly via these elements, without depreciation.
    Figures 7 and 8 relate to a relative direction of rotation of the web 7 and the guide washers 9, 10. In the other direction of relative rotation from the rest position, the compression of the springs in two phases takes place in the same way.
    The torsion damping device described has a large damping clearance. In the present example, the value of the angular travel A1 is 42 ° and the value of the angular travel A2 is 47 °.
    FIG. 9 represents the torsion damping device 1 mounted in a torque limiter 50 of a vehicle. This torque limiter 50 comprises two jaws 51 between which the friction linings are mounted 3. An elastic washer 52 supports an intermediate washer 53 against the friction linings 3. The torsion damping device 1 is thus pinched between the intermediate washer 53 and a jaw 51 so that it can be rotated with the torque limiter 50. The torque limiter 50 is mounted on a flywheel 54 of the engine of a vehicle and the hub 5 is mounted on a drive shaft (not shown) of this vehicle. The load of the spring washer 52 is calibrated so that, when the torque transmitted by the flywheel 54 to the drive shaft, or from the drive shaft to the engine 54, exceeds a predetermined limit, the friction linings can slide relative to the torque limiter 50. The torsion damping device 1 in all cases filters the torsional oscillations taking place between the flywheel 54 and the drive shaft.
    According to a second embodiment of the invention, the main springs of the main damper are distributed in a first stage E1 of springs and a second stage E2 of springs, the first stage of springs E1 and the second stage E2 of springs being arranged in series via a phasing element 13, and the torsion damping device is arranged so that, when the angular movement between the first rotating element 7 and the second rotating element 9,10 reaches a third threshold A3, A3 'of angular movement between the first rotating element 7 and the second rotating element 9, 10 from a relative angular position of rest taken by the second rotating element 9, 10 and the first element when no torque is transmitted , the second stage of springs E2 ceases to compress. The block diagram of this embodiment is shown in FIG. 10. This can in particular make it possible to reduce the size of the additional spring or else to reduce the quality of its wire.
    As the second stage of springs E2 ceases to compress for any angular movement between the first rotating element 7 and the second rotating element 9, 10 greater than the third threshold A3, the angular stiffness of the main damper increases beyond the third threshold A3. The second stage of springs ceases to compress when the angular movement between the phasing element 13 and the second rotating element 9, 10 reaches a fourth angular movement threshold A4 between the phasing element and the second rotating element from a relative angular position of rest taken by the phasing element and the second rotating element when no torque is transmitted.
    Preferably, the torsion damping device is arranged so that the first stage of springs E1 continues to compress when the angular movement between the first rotating element 7 and the second rotating element 9, 10 exceeds the third threshold A3.
    The damping curves of two alternative embodiments are shown in FIG. 11. In these two variants, the third threshold A3 and A3 ′ of angular movement between the first rotating element 7 and the second rotating element 9, 10 is less than or equal at the first threshold A1 of angular movement between the first 7 and second rotating elements 9, 10.
    Thus, by passing from an operating phase with two stages in series to an operating phase with a single spring stage at the level of the main damper, and this before the first stop 39 and second complementary stop 40 are in support one against the other, the angular stiffness of the shock absorber is increased throughout the angular range of travel for which a greater stiffness is desired, that is to say the angular range of travel for which the additional spring 25 is compressed.
    Thus, if we compare the curve of figure 6 and the curve of case 2 of figure 11, if we consider that the angular stiffness of each spring is identical, we obtain an angular stiffness on the second slope (for which the additional spring is compressed) stronger for case 2 of FIG. 11 than for the example of FIG. 6. This increase in angular stiffness is obtained thanks to the abutment of the phasing element 13 and of the second rotating element 9, 10.
    In FIG. 11, the characteristic damping curve of two cases is shown. In case 1, the third threshold A3 of angular movement between the first rotating element 7 and the second rotating element 9, 10 is less than the first threshold A1 of angular movement between the first 7 and second rotating elements 9,10.
    Preferably, the angle separating the first angular displacement threshold (A1) and the third angular displacement threshold A3 is less than 10 degrees, preferably less than 5 degrees.
    This generates a connection slope and creates a transition between the angular stiffness at the start of the stroke and the angular stiffness at the end of the stroke.
    In case 1, the first and third threshold A1 and A3 are such that the third threshold A3 is less than the first threshold A1.
    The characteristic damping curve presents in the direction of direct transmission three successive slopes of respective stiffnesses K1, K2 and K3; K1 being the stiffness obtained for an angular movement below the third threshold A3, K2 being the stiffness obtained for an angular movement above the third threshold A3 and less than the first threshold A1, and K3 being the stiffness obtained for an angular movement above the first threshold A1.
    Preferably, here we have 1 <K2 / K1 <5, and preferably: 2 <K2 / K1 <4
    This avoids creating discontinuities which can, for example, generate filtering problems at order 1 of the engine.
    Preferably, in the characteristic damping curve, the ratio between two successive slopes is less than 3.
    In case 2, the third threshold A3 'of angular movement between the first rotating element 7 and the second rotating element 9, 10 is substantially equal to the first threshold (A1) of angular movement between the first 7 and second rotating elements 9,10 . It should be noted that for case 1, the stiffness of spring 25 is smaller than the stiffness of spring 25 of case 2, this is why the slopes of the curves at the end of travel are different.
    To block the second stage of springs, two variants are possible.
    On the one hand, it is possible that the springs of the second stage E2 reach their compression limit, in particular with their contiguous turns, when the angular movement between the first rotating element 7 and the second rotating element 9, 10 reaches the third threshold A3 .
    As a variant, it is possible to provide that the second rotating element 9, 10 and the phasing element 13 respectively comprise a third stop 52 and a fourth stop 51 arranged so that: when the angular movement between the first rotating element 7 and the second rotating element 9,10 reaches a third threshold A3, A3 'of angular movement between the first rotating element 7 and the second rotating element 9, 10 from a relative angular position of rest taken by the second rotating element 9, 10 and the first element when no torque is transmitted, the third stop 52 and the fourth stop 51 bear against each other and the second stage of springs E2 ceases to compress when the angular movement between the first rotating element 7 and the second rotating element 9, 10 increases beyond the third threshold A3.
    An exemplary embodiment of this variant is presented in FIG. 12. In this example, the third stop 52 is formed by a lug integrated into the guide washer 10 of the second rotating element. This tab 52 extends axially.
    According to one embodiment, the fourth stop 51 is formed by a lug formed on the interlayer 15 of the phasing element 13. This lug can extend radially outwards.
    Other alternative embodiments of the torsion damping device can be implemented without departing from the scope of the invention. For example, the system in which the torsion damper is mounted may be any system within a torque transmission chain which requires torsional damping, such as a clutch disc, or a double damping flywheel.
    The functions of the main shock absorber and the secondary shock absorber can be ensured by a single spring or by any number of springs, possibly in series or in parallel.
    The stop of the additional guide washers on the second rotating element can be produced differently, for example by other stops arranged near the center of the disc.
    The roles of the web and the guide washers can be reversed, the web becoming the second rotating member and the guide washers becoming the first rotating member.
    权利要求:
    Claims (17)
    [1" id="c-fr-0001]
    1. Torsion damping device for a vehicle transmission chain, comprising:
    - a first rotating element (7) for transmitting a torque;
    - a second rotating element (9, 10) for transmitting the torque;
    - a main damper comprising at least one main spring (13) interposed between the first rotating element (7) and the second rotating element (9, 10), and allowing, when it deforms, a relative rotation about an axis of rotation (X) between the first (7) and second (9, 10) rotating elements;
    the torsion damping device being characterized in that it further comprises:
    - a third rotary element (23) for transmitting the torque rotatably mounted relative to the first (7) and to the second (9, 10) elements rotating around said axis of rotation (X);
    - an additional damper comprising at least one additional spring (25) mounted both in the first rotating element (7) and in the third rotating element (23);
    the second (9, 10) and third (23) rotary elements respectively comprising a first stop (39) and a second complementary stop (40), arranged so that: when the angular clearance between the first and second rotary elements is greater than zero and less than a first threshold (A1) of angular movement between the first and second rotating elements from a relative angular position of rest of the first and second rotating elements for which no torque is transmitted, said at least one main spring (13 ) is compressed while the third rotating element (23) is coupled in rotation with the first rotating element (7) via the additional uncompressed spring (25); and when the angular movement between the first and second rotating elements is greater than said first threshold (A1), the first stop and the second complementary stop bear against each other, the at least one main spring (13) being compressed and the at least one additional spring (25) being compressed in parallel between the first rotating element (7) and the third rotating element (23).
    [2" id="c-fr-0002]
    2. Device according to claim 1, characterized in that the first rotating element (7) comprises at least a first additional housing and in that the third rotating element (23) comprises at least a second additional housing, the at least a first and second additional housings being arranged axially opposite so that the at least one additional spring (25) is inserted in these housings opposite.
    [3" id="c-fr-0003]
    3. Device according to claim 2, characterized in that the first rotating element (7) comprises at least one arm (43) extending radially and arranged circumferentially between two main springs (13), one of said first additional housings being formed on this arm (43).
    [4" id="c-fr-0004]
    4. Device according to one of the preceding claims, characterized in that the at least one main spring (13) and the at least one additional spring (25) are arranged so that at least a portion of the additional spring (25) is is located radially in the same plane perpendicular to said axis (X) as a portion of the main spring (13).
    [5" id="c-fr-0005]
    5. Device according to one of the preceding claims, characterized in that the at least one main spring (13) has an external radial edge and an internal radial edge and the at least one additional spring (25) is arranged at least in part in a torus centered on said axis (X) and delimited radially by the internal and external radial edges of the at least one main spring (13).
    [6" id="c-fr-0006]
    6. Device according to one of the preceding claims, characterized in that the main damper comprises at least two main springs (13) arranged in series and in that an additional spring (25) is arranged circumferentially between two main springs ( 13).
    [7" id="c-fr-0007]
    7. Device according to claim 6, characterized in that the main damper comprises at least two groups of main springs (13), the main springs being arranged in series in each group, and in that an additional spring (25) is arranged circumferentially between two springs of two main spring groups (13).
    [8" id="c-fr-0008]
    8. Device according to claim 7, characterized in that the main springs (13) are arranged in series in each group by means of a phasing element (13), connecting in each group two consecutive main springs arranged in series .
    [9" id="c-fr-0009]
    9. Device according to one of claims 6 to 8, characterized in that the main springs of the main damper are distributed in a first stage (E1) of springs and a second stage (E2) of springs, the first stage of springs (E1) and the second stage (E2) of springs being arranged in series by means of a phasing element (13), the torsion damping device being arranged so that, when the angular movement between the first rotating element (7) and the second rotating element (9,10) reaches a third threshold (A3, A3 ') of angular movement between the first rotating element (7) and the second rotating element (9, 10) from a position relative angular rest taken by the second rotating element (9, 10) and the first element when no torque is transmitted, the second stage of springs (E2) ceases to compress.
    [10" id="c-fr-0010]
    10 Device according to the preceding claim, characterized in that the third threshold (A3, A3 ') of angular movement between the first rotating element (7) and the second rotating element (9, 10) is less than or greater than the first threshold (A1 ), and the angle separating the first angular displacement threshold (A1) and the third angular debate threshold (A3) is less than 10 degrees, preferably less than 5 degrees.
    [11" id="c-fr-0011]
    11 Device according to one of claims 9 to 10, characterized in that the second rotating element (9, 10) and the phasing element (13) respectively comprise a third stop (52) and a fourth stop (51), arranged so that: when the angular movement between the first rotating element (7) and the second rotating element (9,10) reaches a third threshold (A3, A3 ') of angular movement between the first rotating element (7) and the second rotating element (9, 10) from a relative angular position of rest taken by the second rotating element (9, 10) and the first element when no torque is transmitted, the third stop (52) and the fourth stop (51 ) are pressed against each other and the second stage of springs (E2) ceases to compress when the angular movement between the first rotating element (7) and the second rotating element (9, 10) increases beyond the third threshold (A3).
    [12" id="c-fr-0012]
    12 Device according to one of claims 9 to 11 characterized in that, when the first and third threshold (A1, A3) are such that the third threshold (A3) is less than the first threshold (A1), and when the characteristic curve damping has, in a direction of transmission, three successive slopes of respective stiffness K1, K2 and K3; K1 being the stiffness obtained for an angular clearance below the third threshold (A3), K2 being the stiffness obtained for an angular clearance above the third threshold (A3) and below the first threshold (A1), and K3 being the stiffness obtained for a angular travel greater than the first threshold (A1);
    we have 1 <K2 / K1 <5, and preferably: 2 <K2 / K1 <4
    [13" id="c-fr-0013]
    13. Device according to one of the preceding claims, characterized in that the ratio of the stiffness of the additional damper to the stiffness of the main damper is between 2 and 10, preferably between 3 and 8, for example 4 or 5.
    [14" id="c-fr-0014]
    14. Device according to one of the preceding claims, characterized in that said first threshold (A1) is between 15 and 65 degrees, preferably between 25 and 50 degrees.
    [15" id="c-fr-0015]
    15. Device according to one of the preceding claims, characterized in that one of the first rotating element (7) and the second rotating element (9, 10) is coupled in rotation to a friction disc (3) and the another among the first rotating element and the second rotating element is coupled in rotation with a hub (5).
    [16" id="c-fr-0016]
    16. Device according to one of the preceding claims, characterized in that the third rotary element comprises two additional guide washers (23) arranged on either side of the first rotary element (7) and axially maintaining the additional springs (25 ), and the second rotating element comprises two main guide washers (9, 10) axially holding the main springs (13), each additional guide washer (23) being arranged axially between the first rotating element (7) and a washer main guide (9, 10).
    [17" id="c-fr-0017]
    17. Device according to one of the preceding claims, characterized in that said first (39) and second (40) complementary stops are arranged radially outside the main springs (13).
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    同族专利:
    公开号 | 公开日
    US20200256396A1|2020-08-13|
    FR3071575B1|2020-07-10|
    JP2020534489A|2020-11-26|
    FR3071571A1|2019-03-29|
    EP3685071A1|2020-07-29|
    CN111386409A|2020-07-07|
    FR3071571B1|2020-01-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE2446976A1|1974-10-02|1976-04-08|Luk Lamellen & Kupplungsbau|Clutch disc for motor vehicles - has double damping mechanism using springs which engage on a centre element of clutch disc|
    EP0325724A2|1988-01-26|1989-08-02|Daimler-Benz Aktiengesellschaft|Multiple flywheel|
    FR2772862A1|1997-12-23|1999-06-25|Valeo|Torque damper for lock-up clutch of hydraulic transmission|
    US6244963B1|1998-04-17|2001-06-12|Exedy Corporation|Dampening disk assembly|WO2021083550A1|2019-10-31|2021-05-06|Valeo Embrayages|Torsion damper with end-of-travel device|JP4298992B2|2002-06-07|2009-07-22|株式会社エクセディ|Damper disk assembly|
    FR3025266B1|2014-08-28|2018-01-19|Valeo Embrayages|TORQUE TRANSMISSION DEVICE FOR A MOTOR VEHICLE|
    FR3027642B1|2014-10-27|2020-02-21|Valeo Embrayages|DEVICE FOR DAMPING TORSIONAL OSCILLATIONS|
    FR3029581B1|2014-12-05|2018-03-30|Valeo Embrayages|TORQUE TRANSMISSION DEVICE FOR A MOTOR VEHICLE|
    FR3034481B1|2015-03-30|2019-11-22|Valeo Embrayages|TORQUE TRANSMISSION DEVICE FOR A MOTOR VEHICLE|FR3079574B1|2018-03-30|2020-09-04|Valeo Embrayages|TORSION DAMPING DEVICE WITH MAIN SHOCK ABSORBER AND ADDITIONAL SHOCK ABSORBER|
    法律状态:
    2019-03-29| PLSC| Search report ready|Effective date: 20190329 |
    2020-02-28| PLFP| Fee payment|Year of fee payment: 3 |
    2021-02-26| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1758776A|FR3071571B1|2017-09-22|2017-09-22|TORSION DAMPING DEVICE WITH MAIN DAMPER AND ADDITIONAL DAMPER|
    FR1758776|2017-09-22|JP2020516616A| JP2020534489A|2017-09-22|2018-09-20|Torsion damping device with main damper and additional damper|
    PCT/FR2018/052292| WO2019058057A1|2017-09-22|2018-09-20|Torsional vibration damper with a main damper and an additional damper|
    CN201880075739.5A| CN111386409A|2017-09-22|2018-09-20|Torsional vibration damper with main damper and additional damper|
    EP18801012.8A| EP3685071A1|2017-09-22|2018-09-20|Torsional vibration damper with a main damper and an additional damper|
    US16/649,458| US20200256396A1|2017-09-22|2018-09-20|Torsion damping device with main damper and additional damper|
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