Abstract: A power transmission unit with a hydraulic coupling dependent on a rotational-speed difference, in which, when a rotationalspeed difference occurs between the input member (1) and the output member (6), a hydrostatic displacement machine (20) produces in a pressure space (34) a pressure that acts on a piston (27) acting on a friction clutch (31), has a housing (4). To compensate for the centrifugal force acting on the working fluid in the pressure space (34), at least one centrifugalforce element (11, 12, 13) is provided in the housing, exerting on the piston (27) a force counter to the pressure produced by the centrifugal force in the pressure chamber (34).

Abstract: A transfer case for motor vehicles with off-the-road gear comprises a casing, an input shaft, a first output shaft, coaxial with the latter, a second output shaft, offset therefrom, a speed-reduction unit, a coupling unit and an offset drive. The speed-reduction unit comprises a central drive gearwheel, connected in a rotationally fixed manner to the input shaft, a central driven gearwheel and at least two intermediate transmissions, rotatable about spindles fixed to the casing, each with two intermediate gearwheels, one of which meshes with the central drive gearwheel and the other meshes with the central driven gearwheel, a first driven shaft, connected in a rotationally fixed manner to the central drive gearwheel, and a hollow second driven shaft, connected in a rotationally fixed manner to the central driven gearwheel, which driven shafts lead to a coupling unit.

Abstract: A power-split transmission for motor vehicles with off-road travel consists of a case (1), of an input shaft (2), of a first output shaft (3) coaxial with the latter, of a second output shaft (4), of a reduction unit (5), of a clutch unit (6) and of an offset drive (7).

Abstract: A device for compensating the inertia forces in reciprocating piston machines consists of a balance shaft housing (5) and of balance shafts (6, 7) mounted in the latter in friction bearings (30) and having compensating weights (8), the balance shaft housing (5) being fastened in one part and to the engine block. In order to achieve the highest possible sufficient lubrication along with minimal production costs and simple assembly, a) the friction bearings (30) of the balance shafts (6, 7) are arranged, together with the main bearings (3) of the crankshaft (2), in a plane (9) perpendicular to the crankshaft axis, b) the friction bearings (30) are cylindrical bores in the balance shaft housing (5) which are machined as bearing surfaces (31), c) the balance shafts (6, 7) are cylindrical shafts of essentially constant diameter, on which the compensating weights (8) are fastened individually.

Abstract: A speed-difference-dependent hydraulic clutch comprises a drive housing (27), which rotates in a housing (25) that is fixed in space and forms a reservoir, a hydrostatic displacement machine (35), an output shaft (30), a friction clutch (36) and a piston (5) for acting on the friction clutch (36), a pressure being produced in a pressure chamber (4) when a difference occurs between the speed of the drive housing (27) and that of the output shaft (30), this pressure giving rise to action upon the friction clutch (36).

Abstract: A method for joining a first part to a second part wherein the first part comprises machine cast iron and the second part comprises case-hardened steel comprises abrading a surface on each of the parts which are to be welded together with a groove, fitting the abraded surfaces together to form a welding groove and high-energy beam welding within austenitic welding wire for joining the parts together.

Abstract: A speed-difference-dependent hydraulic, consisting of a stationary rotating gear housing (27) with a housing (25) which forms a reservoir for operating fluid, a hydrostatic displacement machine (35), a drive shaft (30), a friction coupling (36) and a piston (5) to have an impact on the friction coupling (36), by which pressure is created in a pressure chamber (4) when there is a differential speed between the gear housing (27) and the drive shaft (30). In order to achieve quick regulation and adaptation of the characteristics, a first and second opening (9, 10) are connected by means of a first and second rotating insertion (13, 14), and a first and second regulating control valve (15, 16) are connected with the reservoir (8), by which the first and the second control valves (15, 16) are formed as regulating throttle valves, so that independent of the direction of the differential speed, it can be controlled on the respective supply side as well as on the discharge side of the displacement machine.

Abstract: A drive unit for driving the second driven axle of an all-wheel drive vehicle with a hydraulic coupling dependent on rotational-speed differences, comprising a driven case and two half shafts, which can each be connected to the latter by a friction clutch, the friction clutches being operatively connected to a hydraulic positive displacement machine that operates when a rotational-speed difference occurs between the case and the half shaft.

Abstract: A two-stage power-split gear unit for automobiles consists of an input shaft (2), of a planetary gear unit as an off-road gear stage, of a differential gear unit, of a first output shaft (13) and of a second output shaft (15) which is connected to an offset output (19), the input shaft (2) being capable of being coupled selectively to the sun wheel (5) and to the planet carrier (7) of the planetary gear unit, the planet wheels (8) of which roll in a ring gear (9) fixed in space, and the differential gear unit having compensating wheels (11) and first and second output wheels (14, 16) driven by these and in each case located on the first and the second output shafts (13, 15).

Abstract: A hydraulic clutch which is dependent on rotation speed difference comprises a rotating housing (1), a hydrostatic displacement machine (2) arranged in this housing (1), a shaft (4), a friction clutch (3) for connecting the shaft (4) to the housing (1), and a piston (26). In order to limit the torque in a very simple manner without any disturbing centrifugal force influences, and in order to cool the friction clutch, the compression chamber (24) is connected via a constriction point (27) to the interior (28) of the friction clutch (3), and the constriction point is designed as a pressure-limiting valve. This is formed by a plate spring (30) in the wall (29) of the piston (26).

Abstract: A hydraulic coupling for use in the drivetrain of an automotive vehicle and responsive to differences in rotation between a rotatively driven casing journaled in a rotary insert in a fixed housing and a rotatively driven member is provided with a friction clutch actuated by a piston responding to fluid pressure generated in a pressure chamber by a pump in response to differences in rotation, the pressure being controllable by a proportional valve mounted on the housing and connected to the pressure chamber by a conduit extending through the rotary insert. The proportional valve may be controlled by signals representative of vehicular operational conditions and ensures quick and complete disengagement of the clutch.

Abstract: A power transmission unit having an input section and an output section and a hydraulic clutch which depends on the rotational speed difference, in which unit a hydrostatic displacement machine (20) generates a pressure on the occurrence of a rotational speed difference between the input section (1; 6) and the output section (6; 1), which pressure causes a reduction in the rotational speed difference. The displacement machine consists of parts (21, 22) respectively drive-connected to the input section and the output section and one of the sections (1; 6) forms a housing (4) containing the displacement machine, the displacement machine drawing in working fluid from a suction space.

Abstract: A cooling apparatus for the internal combustion engine of a motor vehicle includes a cooling-air fan (10), a radiator assembly (2) and a fan shroud (18) which extends from a fan ring (9), enclosing the cooling-air fan, as far as the radiator assembly. In order, with given dimensioning of the radiator assembly (2) and cooling-air fan (10), to increase the cooling capacity, the fan shroud (18) forms, in the part (12) which projects laterally beyond the projection of the cooling-air fan (10), a vertical flow duct (23) and, in the part (11) which projects beyond the radiator assembly (2), a collecting chamber (22) which is in flow connection with the vertical flow duct (23).