Abstract: A release arrangement for a hydraulically actuated clutch in a motor vehicle has an energy accumulator connected with a hydraulic system. The energy accumulator is connected with a pedal via a kinematic arrangement which adapts the pedal forces to the pedal path. It is possible to adapt the boosting force characteristic to the required pedal force curve in a very precise manner. This leads to a boosting force that possibly increases the depressing force, but primarily increases the force in the boosting area following the dead center of the kinematic arrangement. The characteristic of the boosting force curve over the pedal path can be adapted to the respective operating system in the motor vehicle without major structural alterations.

Abstract: A motor vehicle drive train with a clutch device installed between a drive unit and a transmission having at least one transmission input shaft to transmit torque between the drive unit and the transmission. The clutch device comprises at least one clutch arrangement assigned to a respective transmission input shaft, where an input side of the clutch device is connected directly or indirectly by way of a torque-transmitting arrangement to a connecting end of a power takeoff shaft of the drive unit.

Abstract: An actuating device for a friction clutch device installed in the drive train of a motor vehicle introduces actuating forces, especially clutch-engaging or clutch-releasing forces, to the friction clutch device to actuate at least one friction clutch of the friction clutch device in the engaging or releasing direction. At least one actuating element assigned to a friction clutch can be shifted axially relative to at least one support element, which is essentially fixed in the axial direction, to exert the actuating forces. The actuating element belongs to an actuator assigned to the clutch or can be shifted axially relative to the support element by the intermediate action of an actuator assigned to the clutch.

Abstract: A release arrangement for a hydraulically actuated clutch in a motor vehicle has an energy accumulator connected with a hydraulic system. The energy accumulator is connected with a pedal via a kinematic arrangement which adapts the pedal forces to the pedal path. It is possible to adapt the boosting force characteristic to the required pedal force curve in a very precise manner. This leads to a boosting force that possibly increases the depressing force, but primarily increases the force in the boosting area following the dead center of the kinematic arrangement. The characteristic of the boosting force curve over the pedal path can be adapted to the respective operating system in the motor vehicle without major structural alterations.

Abstract: A release arrangement for a hydraulically actuated clutch in a motor vehicle has an energy accumulator connected with a hydraulic system. The energy accumulator is connected with a pedal via a kinematic arrangement which adapts the pedal forces to the pedal path. It is possible to adapt the boosting force characteristic to the required pedal force curve in a very precise manner. This leads to a boosting force that possibly increases the depressing force, but primarily increases the force in the boosting area following the dead center of the kinematic arrangement. The characteristic of the boosting force curve over the pedal path can be adapted to the respective operating system in the motor vehicle without major structural alterations.

Abstract: A mounting/centering support arrangement for a pressure plate assembly of a multi-clutch arrangement is provided. The pressure plate assembly comprises at least two clutch areas, each with a pressure plate arrangement connected to a housing arrangement for rotation in common around an axis of rotation; with an opposing support arrangement; and with a clutch disk arrangement, the friction surface arrangement of which can be clamped between the pressure plate arrangement and the opposing support arrangement. Each of the clutch disk arrangements is designed to be connected nonrotatably to a different power takeoff element. The mounting/centering support arrangement can arrest at least one of the clutch disk arrangements in a predefinable position with respect to the housing arrangement and/or arrest at least one of the clutch disk arrangements in a predefinable position with respect to at least one other clutch disk arrangement.

Abstract: An actuating device for a friction clutch device installed in the drive train of a motor vehicle introduces actuating forces, especially clutch-engaging or clutch-releasing forces, to the friction clutch device to actuate at least one friction clutch of the friction clutch device in the engaging or releasing direction. At least one actuating element assigned to a friction clutch can be shifted axially relative to at least one support element, which is essentially fixed in the axial direction, to exert the actuating forces. The actuating element belongs to an actuator assigned to the clutch or can be shifted axially relative to the support element by the intermediate action of an actuator assigned to the clutch.

Abstract: A motor vehicle drive train with a clutch device installed between a drive unit and a transmission having at least one transmission input shaft to transmit torque between the drive unit and the transmission. The clutch device comprises at least one clutch arrangement assigned to a respective transmission input shaft, where an input side of the clutch device is connected directly or indirectly by way of a torque-transmitting arrangement to a connecting end of a power takeoff shaft of the drive unit.

Abstract: A release arrangement for a hydraulically actuated clutch in a motor vehicle has an energy accumulator connected with a hydraulic system. The energy accumulator is connected with a pedal via a kinematic arrangement which adapts the pedal forces to the pedal path. It is possible to adapt the boosting force characteristic to the required pedal force curve in a very precise manner. This leads to a boosting force that possibly increases the depressing force, but primarily increases the force in the boosting area following the dead center of the kinematic arrangement. The characteristic of the boosting force curve over the pedal path can be adapted to the respective operating system in the motor vehicle without major structural alterations.