Abstract: A drive unit for a motor vehicle including an internal combustion engine, a transmission and a hydrodynamic retarder. The retarder includes both a rotor and a stator wherein the rotor is mounted on the engine crankshaft or crankshaft journal and the stator is disposed between the crankcase and rotor.

Abstract: The present invention involves a drive unit, specifically a drive unit for a motor vehicle having an internal combustion engine, a cooling system with fan and a hydrodynamic retarder with a stator, rotor and housing. The retarder is located within a space bounded on one side by the front of the crankcase, on a second side by the fan shaft which runs parallel to the engine shaft, and on a third side by the rear edge of the fan wheel. Viewed from the front, the retarder is substantially located within the fly circle of the fan wheel whereby the air flow generated by the fan wheel removes heat, generated by braking actions, from the housing of the retarder.

Abstract: A drive unit comprising an engine, a transmission, a hydrodynamic retarder comprised of a rotor impeller wheel, a stator impeller wheel and a retarder housing enclosing both. A coolant circuit having coolant also serves as a working fluid of the retarder, and a pump impeller wheel is arranged coaxially with the rotor impeller wheel of the retarder which is used to circulate the coolant. Given this configuration, the space needed by the units which perform the pumping and braking functions of the drive unit are minimized while the efficiency of the pumping and braking functions are maximized.

Abstract: A drive unit, notably for a motor vehicle with an internal combustion engine and a transmission. The drive unit has two hydrodynamic retarders, each featuring a rotor and a stator. A primary retarder precedes the transmission in the power train and a secondary retarder follows the transmission in the power train.

Abstract: The present invention involves a drive unit, specifically a drive unit for a motor vehicle having an internal combustion engine, a cooling system with fan, a transmission and a hydrodynamic retarder with a stator, rotor and housing. The retarder rotor is mounted on either the engine shaft or a crankshaft journal which is coaxial with the engine shaft. The retarder is located within a space bounded on one side by the front of the crankcase, on a second side by the fan shaft which runs parallel to the engine shaft, and on a third side by the rear edge of the fan wheel. Viewed from the front, the retarder is substantially located within the fly circle of the fan wheel whereby the air flow generated by the fan wheel removes heat, generated by braking actions, from the housing of the retarder.

Abstract: The present invention involves a drive unit, specifically a drive unit for a motor vehicle having an internal combustion engine, a cooling system with fan and a hydrodynamic retarder with a stator, rotor and housing. The retarder is located within a space bounded on one side by the front of the crankcase, on a second side by the fan shaft which runs parallel to the engine shaft, and on a third side by the rear edge of the fan wheel. Viewed from the front, the retarder is substantially located within the fly circle of the fan wheel whereby the air flow generated by the fan wheel removes heat, generated by braking actions, from the housing of the retarder. The retarder housing comprises a bell and a cover body. The cover body defines a chamber having two outlets and an inlet. The chamber being in fluid communication with the working space of the retarder.

Abstract: The present invention involves a drive unit, specifically a drive unit for a motor vehicle having an internal combustion engine, a cooling system with fan, a crankshaft and a hydrodynamic retarder with a stator, rotor and housing. The retarder is located within a space bounded on one side by the front of the crankcase, on a second side by the fan shaft which runs parallel to the engine shaft, and on a third side by the rear edge of the fan wheel. Viewed from the front, the retarder is substantially located within the fly circle of the fan wheel. Mounted to the crankcase and located between the crankcase, fan and retarder is an intermediate body which supports the retarder housing and stator, the fan, a regulator and switch for a generator, an idler pulley for a drive belt for auxiliary units and an air conditioning compressor.

Abstract: A method and apparatus for decelerating a marine propulsion system during an emergency stop maneuver is provided. In order to achieve a faster reversal of the direction of rotation of a propeller shaft an engine brake is activated before switching the three shaft birotatory reduction gear system in order to decelerate the engaged and rotating gear system parts effectively. Only when the rotation of the gear system parts has been reduced to a predetermined number of revolutions the gear system is switched to the reversed direction of rotation by a control switch on the bridge so that the propeller shaft is rotating in the reversed direction of rotation and subsequently the number of revolutions of the combustion engine is increased to full load. The emergency stop maneuver may be performed in a very short period of time with the proposed method. The apparatus comprises a motor brake having a throttle valve eccentrically supported in the exhaust pipe of the combustion engine.

Abstract: A device for compensating secondary moments of inertia in five-cylinder in-line combustion engines is provided. With in-line combustion engines having an uneven number of cylinders secondary moments of inertia occur and must be eliminated. This problem is solved by providing compensating masses of the Lanchester type separate from one another and supported in respective bearing housings that are connected to the crank case. The individual compensating masses are driven via the third and the eight crank web of the crank shaft since these are free of compensating masses of the first order. The first and second compensating masses, viewed in the direction of the star-like crank throw arrangement, are displaced in the same direction by the same amount so that the secondary forces due to inertia do not generate an additional torque about the crank shaft. The device may be advantageously incorporated into existing combustion engines.

Abstract: An air compressor, which is embodied as a single or multi-cylinder/piston compressor, and which is driven by gear wheels. The drive gear or pinion of the air compressor is disposed on the air compressor crankshaft and meshes with a gear wheel on the camshaft of an internal combustion engine. Provided on the periphery of the air compressor pinion is, for a single cylinder/piston compressor, one interval having an enlarged tooth gauge, and for a multi-cylinder/piston compressor, several such intervals, the number of which corresponds to the number of times the tangential force passes through zero during one air compressor crankshaft revolution, with the centers of the intervals being coordinated with the respective top dead center position of the air compressor piston.

Abstract: A gear wheel driven air compressor that is constructed as a piston compressor, the drive gear wheel of which, on the air compressor crankshaft, meshes with a gear wheel on the camshaft of the internal combustion engine. With drives of this type, the negative torque of the air compressor, which is produced once the upper dead center position of the air compressor piston has been reached, leads to a sudden flank change in the tooth mesh, which is associated with an unpleasant noise. In order to reduce this noise, it is known to make the meshing flank clearance as small as possible. However, clearances which are too small lead to increased rotational bending strain on the air compressor crankshaft and the camshaft. In order to prevent this, a sinusoidal meshing flank clearance change is proposed, which is obtained via a specific eccentricity of the air compressor drive gear wheel, which is associated with the upper dead center position of the air compressor piston.

Abstract: A torsional vibration damper with a V-belt pulley unit (Front power take-off) attached to the primary part of the damper. In order to increase the service life of the damper and to improve the level of loading in the front PTO, the V-belt pulley is mounted radially and axially on a support element that is connected to the primary part of the damper. A specially designed coupling element, which contains an elastomer that has a high degree of torsional elasticity, is used in conjunction with the axial bearing. In this way, a supercritical adjustment is attained for the vibration system of the PTO, the vibration damper itself being used only for damping the torsional vibrations of the engine crankshaft.

Abstract: A power take-off of an internal combustion engine, typically an Otto-cycle or Diesel engine, for auxiliary machines, such as compressors, pumps, etc., with the input shaft of the auxiliary machine being drivingly connected with the output shaft of the internal combustion engine via gears. To change the step-up/step-down ratio, the shaft center spacing between the input shaft of the auxiliary machine and the output shaft of the internal combustion engine is variable in a manner that the drive pinion is supported in an eccentric bearing bushing which, in turn, is arranged axially displaceably and rotatably in a flanged housing. The eccentric bearing bushing has a flanged part having axial holes to alternatively accept a locating pin.

Abstract: The invention relates to a cam for actuating the valves of a reciprocating machine, the cam causing the valve to be opened via a flat-faced sliding-contact cam follower against the force of a closing spring.

Abstract: A brake disc for disc brakes on rail vehicles comprises an intermediate member connected to the inner peripheral surface of an annular element. The intermediate member is spaced radially from a hub and there are a pair of radially opposed annular grooves in the hub and intermediate member with blocks of resilient material in the opposed grooves. The blocks are pre-stressed and completely occupy the widths of the grooves. Heat inhibiting material is provided for inhibiting heat flow from the annular braking element to the resilient blocks.

Abstract: A brake disc for railway vehicle disc brakes that can be operated in both directions of rotation has a friction ring traversed by radial cooling ducts formed by a plurality of ribs. A radial impeller is mounted in the space radially inwardly of the friction ring and the impeller has an axial intake and a radial outlet directed toward the cooling air ducts. A plurality of radially oriented blades are provided on the impeller between the intake and outlet.

Abstract: A brake disc for disc brakes for vehicles comprises a brake disc annular element mounted on a hub. The annular element and hub are interconnected by a plurality of clamping sleeves seated in radially opposed bores in the hub and annular element. Each clamping sleeve comprises two sleeves disposed co-axially one within the other and each sleeve has an axially directed slot therein with the slots being offset 180.degree..

Abstract: A brake disk comprising a pair of spaced friction disks against which a brake lining on a brake shoe can be applied to produce a braking effect are interconnected by a plurality of ribs and guide vanes so as to define ventilation passages between the friction disks. Strips of vibration damping material are positioned in radial grooves formed in the mutually facing surfaces of the friction disks. The inserts comprise a metal which damps vibrations and has a coefficient of expansion greater than that of the iron material from which the friction disks are formed and may comprise such metals as lead, bronze or copper.

Abstract: In order to prevent the assembly of an unspecified brake lining onto a brake lining support for a brake shoe a face of the brake lining support is provided with guide means of a particular section and the mounting face of the brake lining is provided with counter-guide means having an inverted mirror section with respect to the brake lining support guide means. In this manner only a brake lining having a particular counter-guide means can be assembled on a brake lining support having a particular guide means.