• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a shock absorber, in particular for an automobile clutch, comprising: an input element and an output element that are rotatable relative to one another about an axis of rotation (X) ; and one of the input and output elements is provided with a cam follower (21); damping means interposed between the input and output elements; the damping means comprise an elastic blade (17a; 17b) and the resilient blade is provided with a cam surface (20) arranged to cooperate with the cam follower, said cam surface extending over an angular opening ( A) greater than 30 °, in particular 45 °.
    公开号:FR3024759A1
    申请号:FR1457726
    申请日:2014-08-08
    公开日:2016-02-12
    发明作者:Carlos Lopez-Perez
    申请人:Valeo Embrayages SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD OF THE INVENTION The invention relates to a shock absorber, in particular for an automobile clutch.
    [0002] STATE OF THE ART Patent application WO2014096735 discloses a torsion damper for a torque transmission device comprising a first element and a second element that are rotatable relative to one another about an axis of rotation X and damping means for transmitting a torque and damping rotational acyclisms between the first member and the second member; the damping means comprising an elastic blade. OBJECT OF THE INVENTION The object of the invention is to improve this type of damper. The invention thus relates to a damper, in particular for an automobile clutch, comprising: an input element and an output element that are rotatable relative to one another about an axis of rotation; and one of the input and output elements is provided with a cam follower; damping means interposed between the input and output elements; the damping means comprise an elastic blade and the resilient blade is provided with a cam surface arranged to cooperate with the cam follower, this cam surface extending over an angular opening greater than 30 °, in particular 45 °. Thanks to the invention, since the cam surface of the spring blade has a relatively large angular aperture, it is possible to obtain a relatively large angular displacement between the input and output member. It is thus easily possible to obtain damping means operating over a relatively large range of pairs, while at the same time proposing damping characteristic curves whose slope varies relatively progressively. Advantageously, the cam surface has, when observed along the axis of rotation, a substantially concave shape, this concavity being on the side of the axis of rotation. Preferably, the cam surface is radially outwardly of the blade. Advantageously, the cam surface is concave along the entire length, this concavity being on the side of the axis of rotation.
    [0003] If desired, the angular aperture is greater than 60 ° or 90 °, especially greater than 110 ° or 115 °. Preferably, the angular aperture is between 90 ° and 180 °.
    [0004] If necessary, the elastic blade is metallic. If desired, the elastic blade is formed by a stack of lamellae. If desired, the thickness of the elastic blade is greater than 1 mm, in particular greater than 3 mm, for example between 3 mm and 50 mm. Preferably, the elastic blade is integral in rotation with one of the input and output elements.
    [0005] Advantageously, the cam surface is arranged such that, for angular displacement between the input member and the output member with respect to an angular position of rest, the cam follower exerts a force of 30.degree. bending on the elastic blade producing a reaction force adapted to return said input and output elements to said angular position of rest.
    [0006] Preferably, the cam follower is a roller rotatably mounted on one of the input and output members. The invention also relates to a clutch friction disk comprising a damper according to the invention as described above.
    [0007] The invention also relates to a double damping flywheel comprising a damper according to the invention as described above. The invention also relates, independently or in combination with the foregoing, to a motor vehicle damper comprising: - a primary flywheel, intended to be fixed at the end of a crankshaft, and a secondary flywheel, movable in rotation relative to each other about an axis of rotation X; damping means for transmitting a torque and damping rotation acyclisms between the flywheels of primary and secondary inertia, said damping means comprising friction members arranged to exert a friction-resistant torque between the flywheels; primary and secondary inertia, during an angular deflection between said flywheels of primary and secondary inertia; said damper being remarkable in that the damping means comprise an elastic blade, integral in rotation with one of said flywheels of primary and secondary inertia, and provided with a cam surface; and in that the damper comprises a cam follower, carried by the other of said primary and secondary flywheels, and arranged to cooperate with said cam surface; said cam surface being arranged such that, for angular displacement between the primary flywheel and the secondary flywheel relative to an angular rest position, the cam follower exerts a bending effort on the elastic blade producing a reaction force able to return said flywheels of primary and secondary inertia to said angular position of rest. Thus, the construction and assembly of such a damper is simple since it requires a limited number of components in comparison with a coil spring damper. In addition, the damping means are less sensitive to the centrifugal force than the helical springs of the prior art so that the quality of the vibration damping is only slightly impacted by the centrifugal force.
    [0008] In addition, the structure of such a damper makes it possible to obtain significant relative deflections, which makes it possible to use damping means having a limited stiffness in order to improve its efficiency. Moreover, such a damper may have a characteristic curve representing the variations of the torque transmitted as a function of the angular deflection 15 which has slope variations without point of inflection or discontinuity. Thus, the characteristic curve has no area of abrupt change in stiffness which causes discontinuities and shocks affecting the quality of damping. Finally, the cam surface being carried by the elastic blade, the manufacture of a damper according to the invention may be partly standardized. Indeed, only the geometry and characteristics of the elastic blade require adaptations when the characteristics of a damper must be adapted to the characteristics of the intended application. According to other advantageous embodiments, such a damper may have one or more of the following features: the cam follower is a roller rotatably mounted on the other of said primary and secondary flywheels. - the roller is rotatably mounted on the other of said primary and secondary flywheels by means of a rolling bearing. the damper comprises a second elastic blade provided with a cam surface and a second cam follower arranged to cooperate with the cam surface of said second elastic blade, the first and the second elastic blades being symmetrical with respect to the X axis of rotation - the first and the second elastic blades are carried by an annular body. the first and second resilient blades are secured to one of said 10 primary and secondary flywheels, each independently. the damper comprises third and fourth resilient blades provided with a cam surface and third and fourth cam followers arranged to cooperate respectively with the cam surface of the third and fourth spring blades. The third and fourth resilient blades are carried by a second annular body and are symmetrical with respect to the axis of rotation X, the second annular body being axially offset along the axis X with respect to the first annular body. the third and fourth resilient blades are angularly offset by 90 ° with respect to the first and second resilient blades. the cam follower is arranged radially outside the elastic blade. - The elastic blade has a curved portion, extending circumferentially. The elastic blade is carried by an annular body which is fixed on the primary flywheel, the cam follower being carried by a rod extending between the secondary flywheel and a sail, the flywheel secondary and the veil extending on either side of said annular body. the primary flywheel has a radially inner hub supporting a centering bearing of the secondary flywheel on the primary flywheel and an annular portion having screw holes for fixing said damper to the nose of the crankshaft. a motor, extending radially beyond the centering bearing of the secondary flywheel, the annular support body of the resilient blade being provided with passage orifices of said damper fixing screws on the nose crankshaft. - The elastic blade is carried by an annular body secured to the secondary flywheel, the primary flywheel having a radially inner hub supporting a rolling bearing, centering of the secondary flywheel relative to the primary flywheel, the rolling bearing comprising an inner ring 10 cooperating with the radially inner hub and an outer ring clamped between the annular support body of the elastic blade and the secondary flywheel. the friction members comprise a first friction washer adapted to be rotated by one of the primary and secondary flywheels and a second friction washer adapted to be rotated by the other of the flywheels; primary and secondary inertia, and a Belleville type spring washer arranged to exert a thrust force of the first friction washer against the second friction washer. The invention will be better understood, and other objects, details, features and advantages thereof will become more apparent in the following description of several particular embodiments of the invention, given solely for illustrative purposes and not limiting, with reference to the appended figures. In these figures: FIG. 1 is a front view of a double damping flywheel, in which the secondary flywheel is shown, in a transparent manner, so as to display the damping means. Figure 2 is a sectional view of the double damping flywheel of Figure 1, according to II-II.
    [0009] Figure 3 is a perspective view of the dual damping flywheel of Figure 1. Figure 4 is a perspective view of the dual damping flywheel of Figures 1 to 3, in which the secondary flywheel is shown, partially. torn off, and disassembled from the primary flywheel. Figure 5 is a front view of a double damping flywheel according to a second embodiment, wherein the secondary flywheel is shown in a transparent manner, so as to display the damping means.
    [0010] FIG. 6 is a sectional view of the double damping flywheel of FIG. 5 along VI-VI. FIG. 7 is a perspective view, partially exploded, of the double damping flywheel of FIGS. 5 and 6. FIG. 8 is a front view of a double damping flywheel according to a third embodiment, in which the steering wheel of FIG. secondary inertia is represented, in a transparent manner, so as to visualize the damping means. Figure 9 is a sectional view of the double damping flywheel of Figure 8, according to VIII-VIII.
    [0011] FIG. 10 is a perspective view, partially exploded, of the double damping flywheel of FIGS. 8 and 9. FIG. 11 is an example of a characteristic curve of a double damping flywheel, representing the torque transmitted as a function of the angular displacement.
    [0012] 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 double damping flywheel. By convention, the "radial" orientation is directed orthogonally to the axis X of rotation of the double damping flywheel determining the "axial" orientation and, from the inside towards the outside, away from said axis X, the "circumferential" orientation is directed orthogonally to the X axis of rotation of the double damping flywheel and orthogonal to the radial direction. The terms "external" and "internal" are used to define the relative position of one element relative to another, with reference to the X axis of rotation of the double damping flywheel, a member close to the axis is thus described as internal as opposed to an external element located radially periphery. We first refer to Figures 1 to 4 which show a double damping flywheel 1 according to a first embodiment. The double damping flywheel 1 comprises a primary flywheel 2 intended to be fixed at the end of a crankshaft of an internal combustion engine, not shown, and a secondary flywheel 3 which is centered and guided on the primary flywheel 2 by means of a rolling bearing with ball bearings 4. The secondary flywheel 3 is intended to form the reaction plate of a clutch, not shown, connected to the input shaft of a gearbox . The 15 flywheels of primary inertia 2 and secondary 3 are intended to be mounted movable about an axis of rotation X and are, moreover, movable in rotation relative to each other about said axis X. The steering wheel 2 comprises a radially inner hub 5 supporting the rolling bearing 4, an annular portion 6 extending radially and a cylindrical portion 7 extending axially, on the side opposite the motor, from the outer periphery of the annular portion 6. The annular portion 6 is provided, on the one hand, with fastening screw holes 8 for attaching the primary flywheel 2 to the crankshaft of the engine and, on the other hand, riveting orifices. 9 for fixing the damping means on the primary flywheel 2. The primary flywheel 2 carries, on its outer periphery, a ring gear 10 for driving in rotation the primary flywheel 2, using a starter . The hub 5, radially internal, of the primary flywheel has a shoulder 11, serving to support the inner ring of the rolling bearing 5, which 3024759 9 retains said inner ring, towards the motor. Similarly, the secondary flywheel 3 has on its inner periphery a shoulder 12 serving to support the outer ring of the rolling bearing 5 and retaining said outer ring, in the opposite direction to the motor.
    [0013] The secondary flywheel 3 has a flat annular surface 13 facing away from the primary flywheel 2, forming a bearing surface for a friction lining of a clutch disk, not shown. The secondary flywheel 3 has, close to its outer edge, pads 14 and orifices 15 for mounting a clutch cover. The secondary flywheel 3 further comprises orifices 16, arranged opposite the orifices formed in the primary flywheel 2, and intended for the passage of the screws 8, during the mounting of the double damping flywheel 1 on the crankshaft. The primary flywheels 2 and secondary 3 are coupled in rotation by damping means. In the embodiment shown in FIGS. 1 to 4, these damping means comprise two resilient blades 17a, 17b mounted integral in rotation with the primary flywheel 2. To do this, the elastic blades 17a, 17b are carried by a body annular 18 provided with holes for the passage of the rivets 9 for attachment to the primary flywheel 2. The annular body 18 further comprises orifices 19 for the passage of the screws 8 for fixing the double flywheel 20 damper 1 to the nose of the crankshaft. The two resilient blades 17a, 17b are symmetrical with respect to the axis of rotation X of the clutch disc. The elastic blades 17a, 17b have, at one free end, a cam surface 20 which is arranged to cooperate with a cam follower, carried by the secondary flywheel 3. The elastic blades 17a, 17b comprise a curved portion 25 extending substantially circumferentially. The radius of curvature of the curved portion and the length of this curved portion are determined according to the desired stiffness of the elastic blade 17a, 17b. The elastic blade 17a, 3024759 17b may optionally be made in one piece or be composed of a plurality of lamellae arranged axially against each other. The cam followers are rollers 21 carried by cylindrical rods 22 fixed on the one hand to the secondary flywheel 3 and on the other hand to a web 23. The rollers 21 are rotatably mounted on the cylindrical rods 22 around an axis of rotation parallel to the axis of rotation X. The rollers 21 are held in abutment against their respective cam surface 20 and are arranged to roll against said cam surface 20 during a relative movement between the primary flywheels 2 and The rollers 21 are radially outwardly from their respective cam surfaces 20 so as to radially maintain the resilient blades 17a, 17b when subjected to centrifugal force. In order to reduce the parasitic friction likely to affect the damping function, the rollers 21 are advantageously mounted in rotation on the cylindrical rods by means of a rolling bearing. By way of example, the rolling bearing may be a ball or roller bearing. In one embodiment, the rollers 21 have an anti-friction coating. The cam surface 20 is arranged such that, for angular displacement between the primary flywheel 2 and the secondary flywheel 3, relative to a relative angular position of rest, the roller 21 moves on the cam surface 20 and in doing so, exerts a bending force on the elastic blade 17a, 17b. By reaction, the elastic blade 17a, 17b exerts on the roller 21 a return force which tends to bring the primary flywheels 2 and secondary 3 to their relative angular position of rest. Thus, the resilient blades 17a, 17b are capable of transmitting a driving torque from the primary flywheel 2 to the secondary flywheel 3 (forward direction) and a resistant torque from the secondary flywheel 3 to the primary flywheel 2 (retro direction). The torsional vibrations and the irregularities of torque that are produced by the internal combustion engine are transmitted by the crankshaft to the primary flywheel 2 and generate relative rotations between the flywheels primary 2 and secondary 3024759 11. These vibrations and irregularities are damped by the bending of the elastic blade 17a. Referring again to FIGS. 1 to 4, it can be seen that the damping means comprise friction members arranged to exert a resisting torque between the primary flywheel 2 and the secondary flywheel 3 during their relative deflection. Thus, the friction members are able to dissipate the energy accumulated in the elastic blades 17a, 17b. The friction members comprise an elastic washer 24 of the washer type of "Belleville", a first friction washer 25 secured in rotation to the primary flywheel 2 and a second friction washer 26 adapted to be rotated relative to the primary flywheel 2, during a relative deflection between the primary flywheels 2 and secondary 3. The elastic washer 24 is interposed between the primary flywheel 2 and the first friction washer 25 and provides a thrust force of the first friction washer 25 against the second friction washer 26. The first friction washer 25 is secured in rotation to the primary flywheel 2 by axial fingers, shown in Figure 2, nested in openings in the primary flywheel 2. The second friction washer 26 comprises on its outer periphery a meshing meshing, with a circumferential clearance determined, with a toothing formed in the pe 23. Thus, when the circumferential clearance is overtaken, during a relative deflection between the primary flywheel 2 and the secondary flywheel 3, the second friction washer 26 is rotated with the secondary flywheel 3 and a friction torque is exerted between the first and the second friction washers 25, 26. Figures 5 to 7 illustrate a double damping flywheel 1 according to another embodiment. In this embodiment, the primary flywheel 2 comprises a radially inner hub 5, supporting a centering bearing 4 of the secondary flywheel 3, which is provided with holes 27 for the passage of screws, for fixing the double damping flywheel 1 to the nose of the crankshaft.
    [0014] The damping means comprise two resilient blades 17a, 17b which are here mounted integral in rotation with the secondary flywheel 3 and which carry cam surfaces 20, arranged to cooperate with cam followers carried by the primary flywheel 2. The elastic blades 17a, 17b are carried by an annular body 18. Said annular body 18 is fixed on the primary flywheel 2 by means of a plurality of rivets 28 cooperating with orifices formed in the annular body 18 and in the flywheel primary 2. The radially inner hub 5 of the primary flywheel 2 comprises a shoulder 29 serving to support the inner ring of the rolling bearing 5 and 10 retaining said inner ring towards the motor. Furthermore, the outer ring of the rolling bearing 5 is clamped between the annular body 18, for supporting the elastic blades 17a, 17b, and the secondary flywheel 3. To this end, the annular body 18 has, on its inner periphery, a shoulder 30 retaining the outer ring towards the engine and the secondary flywheel 3 has, on its inner periphery, a shoulder 31 retaining the outer ring, in the opposite direction to the motor. The cam followers here are rollers 21, rotatably mounted on the primary flywheel 2, about an axis parallel to the axis of rotation X. The rollers 21 are mounted on cylindrical rods 22 fixed to the flywheel primary 2, by means of rolling bearings.
    [0015] Furthermore, the damping means of the double damping flywheel of FIGS. 5 to 7 also include friction members arranged to exert a resistant torque between the primary flywheel 2 and the secondary flywheel 3 during their relative deflection. The friction members comprise an elastic washer, of "Belleville type" 32, a first friction washer 33, integral in rotation with the primary flywheel 2 and a second friction washer 34 adapted to be rotated relative to the primary flywheel 2 at a relative deflection between the primary flywheels 2 and secondary 3. The spring washer 32 is axially wedged in the opposite direction to the motor by a circlip. The spring washer 32 3024759 13 exerts an axial force on the first friction washer 33 which clamps the second friction washer 34 between said first friction washer 33 and the primary flywheel 2. The first friction washer 33 has on its inner periphery lugs cooperating with grooves formed on the outer periphery 5 of the hub 5 of the primary flywheel 2, so as to join in rotation the first friction washer 33 with the primary flywheel 2. The second friction washer 34 has, meanwhile, on its outer periphery of the notches adapted to cooperate, with a determined circumferential clearance, with the heads of the rivets 28 for fixing the annular body 18 to the secondary flywheel 3, so as to allow relative movement of the second friction washer 34 relative to the primary flywheel 2, during a relative travel between the flywheels primary 2 and secondary 3. As can be seen on the 5, the cam surface 20 extends over an angular aperture A of about 115 °. Due to this relatively large angular aperture, it is possible to obtain a relatively large angular displacement between the input and output element. It is thus easily possible to obtain damping means operating over a relatively large range of pairs, while proposing damping characteristic curves whose slope varies relatively progressively.
    [0016] As can be seen in FIG. 5, the cam surface 20 has a substantially concave shape along its entire length when viewed along the axis of rotation, this concavity being on the side of the axis of rotation. .
    [0017] This cam surface 20 is provided radially outside the blade. Where appropriate, the elastic blade 17a, 17b is metallic and is formed by a stack of lamellae.
    [0018] In the example described, the thickness of the elastic blade is 16 mm. The resilient blade is rotationally integral with one of the input and output elements and the cam follower is a roller 21 rotatably mounted on one of the input and output elements. Figures 8 to 10 illustrate a double damping flywheel 1 according to a third embodiment. This double damping flywheel 1 is substantially similar to the double damping flywheel 1 of FIGS. 5 to 7 with the exception of the damping means which here comprise two pairs of resilient blades 17a, 17b, 17c, 17c. A first pair of elastic blades 17a, 17b is carried by a first annular body 18 and a second pair of resilient blades 17c, 17d is carried by a second annular body 18. The elastic blades 17a, 17b, 17c, 17d are, by pair , symmetrical with respect to the axis of rotation X. The first and second annular bodies 18 are fixed to the secondary flywheel 3 via a plurality of rivets 28. A spacer ring 35 is here positioned axially between the first and the second Annular bodies 18. In the embodiment shown, the two annular bodies 18 and the two pairs of elastic blades 17a, 17b, 17c, 17d are identical. The elastic blades 17a, 17b, 17c, 17d of one of the pairs of resilient blades are angularly offset by 90 ° with respect to the elastic blades of the other pair. Such an arrangement makes it possible to distribute the forces exerted on the rolling bearing 4 more regularly. The cam followers here comprise two pairs of rollers 21 mounted rotatably on cylindrical rods 22 fixed to the primary flywheel 2.
    [0019] FIG. 11 illustrates a characteristic curve of a double damping flywheel 1 made in accordance with the teachings of the invention. This characteristic curve represents the transmitted torque, expressed in Nm, as a function of the angular deflection, expressed in degrees. The relative displacement between the input and output elements, in the forward direction, is shown in dashed lines while the deflection in the retro direction is shown in solid lines. It should be noted that such a double damping flywheel 1 makes it possible in particular to obtain characteristic damping curves whose slope varies progressively, without discontinuity. As the cam surface of the elastic blade has a relatively large angular aperture, it is possible to obtain a relatively large angular displacement between the input and output element. It is thus possible to obtain damping means operating over a relatively large range of 10 couples, while proposing characteristic damping curves whose slope varies relatively progressively. Advantageously, the cam surfaces 20 and the resilient blades 17a, 17b, 17c, 17d are arranged such that the characteristic function of the torque transmitted as a function of the angular displacement is a monotonic function.
    [0020] For some applications, the cam surfaces 20 and the spring blades 17a, 17b, 17c, 17d may be arranged such that the characteristics of the torque transmitted as a function of the angular displacement, in the retro and forward direction, are symmetrical. relative to the angular position of rest. Although the invention has been described in connection with several particular embodiments, it is quite obvious that it is in no way limited thereto and that it includes all the technical equivalents of the means described as well as their combinations if these These are within the scope of the invention. The use of the verb "to include", "to understand" or "to include" and of its conjugate forms does not exclude the presence of other elements or steps other than those set forth in a claim. The use of the indefinite article "a" or "an" for an element or a step does not exclude, unless otherwise stated, the presence of a plurality of such elements or steps.
    [0021] In the claims, any reference sign in parentheses can not be interpreted as a limitation of the claim.
    权利要求:
    Claims (13)
    [0001]
    REVENDICATIONS1. Shock absorber, especially for an automobile clutch, comprising: - an input member and an output member movable in rotation relative to each other about an axis of rotation (X); and one of the input and output elements is provided with a cam follower (21); damping means interposed between the input and output elements; the damping means comprise an elastic blade (17a; 17b; 17c; 17d) and the elastic blade is provided with a cam surface (20) arranged to cooperate with the cam follower, this cam surface extending over an angular aperture (A) greater than 30 °, in particular 45 °.
    [0002]
    2. Shock absorber according to the preceding claim, characterized in that said cam surface has, when observed along the axis of rotation (X), a substantially concave shape, this concavity being on the side of the axis of rotation.
    [0003]
    3. Shock absorber according to the preceding claim, characterized in that said cam surface is concave over the entire length, this concavity being on the side of the axis of rotation.
    [0004]
    4. Shock absorber according to one of the preceding claims, characterized in that said angular aperture (A) is greater than 60 ° or 90 °, in particular greater than 110 ° or 115 °.
    [0005]
    5. Shock absorber according to one of the preceding claims, characterized in that said angular opening (A) is between 90 ° and 180 °. 3024759 18
    [0006]
    6. Shock absorber according to one of the preceding claims, characterized in that the elastic blade (17a, 17b, 17c, 17d) is metallic.
    [0007]
    7. Shock absorber according to one of the preceding claims, characterized in that the elastic blade (17a; 17b; 17c; 17d) is formed by a stack of lamellae.
    [0008]
    8. Shock absorber according to one of the preceding claims, characterized in that the thickness of the elastic blade (17a; 17b; 17c; 17d) is greater than 1 mm, in particular greater than 3 mm, for example between 3 mm and 50 mm.
    [0009]
    9. Shock absorber according to one of the preceding claims, characterized in that the elastic blade (17a, 17b, 17c, 17d) is integral in rotation with one of the input and output elements. 15
    [0010]
    Shock absorber according to one of the preceding claims, characterized in that said cam surface (20) is arranged in such a way that for angular displacement between the input element and the output element (3) by relative to an angular position of rest, the cam follower (21) exerts a bending force on the elastic blade (17a, 17b, 17c, 17d) producing a reaction force able to recall said input and output elements towards said angular position of rest.
    [0011]
    11. Shock absorber according to one of the preceding claims, characterized in that the cam follower is a roller (21) rotatably mounted on one of the input and output elements.
    [0012]
    12. Clutch friction disc comprising a damper according to one of the preceding claims. 3024759 19
    [0013]
    13. Double damping flywheel comprising a damper according to one of the preceding claims.
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    同族专利:
    公开号 | 公开日
    FR3024759B1|2020-01-03|
    US20170227086A1|2017-08-10|
    US10309482B2|2019-06-04|
    WO2016020585A1|2016-02-11|
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    法律状态:
    2015-08-31| PLFP| Fee payment|Year of fee payment: 2 |
    2016-02-12| PLSC| Search report ready|Effective date: 20160212 |
    2016-08-31| PLFP| Fee payment|Year of fee payment: 3 |
    2017-08-31| PLFP| Fee payment|Year of fee payment: 4 |
    2018-08-30| PLFP| Fee payment|Year of fee payment: 5 |
    2019-08-30| PLFP| Fee payment|Year of fee payment: 6 |
    2020-08-31| PLFP| Fee payment|Year of fee payment: 7 |
    2021-08-31| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1457726|2014-08-08|
    FR1457726A|FR3024759B1|2014-08-08|2014-08-08|SHOCK ABSORBER, PARTICULARLY FOR AN AUTOMOTIVE CLUTCH|FR1457726A| FR3024759B1|2014-08-08|2014-08-08|SHOCK ABSORBER, PARTICULARLY FOR AN AUTOMOTIVE CLUTCH|
    US15/502,232| US10309482B2|2014-08-08|2015-06-23|Damper for an automobile clutch|
    PCT/FR2015/051679| WO2016020585A1|2014-08-08|2015-06-23|Damper, in particular for a motor vehicle clutch|
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