Abstract: A drive train, in particular, a hybrid drive train with a torque converter, which can be operatively connected with a drive through a clutch. The clutch includes an emergency operation actuation device with at least one emergency operation actuation element, which defines a centrifugal oil cavity which includes oil and which is coupled with the drive.

Abstract: A double clutch transmission having a wet-running double clutch, a dual mass flywheel and a centrifugal force pendulum. The dual mass flywheel is arranged in a dry chamber between a drive and the double clutch and the centrifugal force pendulum is arranged in a wet chamber of the double clutch.

Abstract: The invention relates to a force transmission device for power transmission between an input and an output, comprising at least an input and an output, and a vibration damping device disposed in a cavity that can be filled at least partially with an operating medium, in particular oil, the vibration damping device coupled with a rotational speed adaptive absorber, wherein the rotational speed adaptive absorber is tuned as a function of an oil influence to an effective order qeff, which is greater by an order shift value qF than an order q of an exciting vibration of a drive system.

Abstract: A force transmission device, in particular or power transmission between a drive engine and an output, comprising a damper assembly with at least two dampers, which can be connected in series, and a rotational speed adaptive absorber, wherein the rotational speed adaptive tuned mass damper is disposed between the dampers at least in one force flow direction through the force transmission device.

Abstract: A motor vehicle transmission device which, in order to form a plurality of gears, forms a Lepelletier transmission. At least one torsional damper is provided in the Lepelletier transmission, and also to a motor vehicle drive train, which has a Lepelletier motor vehicle transmission device.

Abstract: A torsional vibration damper with a friction device. The friction device is formed on at least one friction surface on two contra-rotationally and oppositely disposed disc parts that are in frictional contact with one another. In order to propose how to determine the initial stressing effect of the frictional action independently of external support of the disc parts, the frictional surfaces are pressurized against one another by means of at least one spring element.

Abstract: A torque transmission device comprising a torque converter disposed in a drive train of a motor vehicle, in particular a hydrodynamic torque converter or a fluid clutch, wherein the converter or the fluid clutch comprises a turbine shell and a pump shell which can be coupled through a pump clutch and at least one pump damper with a converter cover, and comprising at least one converter damper and at least one converter lock up clutch.

Abstract: A power transmission device for power transmission between an engine and a power output, comprising at least an input and an output, a hydrodynamic component with an impeller- and a turbine wheel and a device for partially bypassing at least the hydrodynamic component with a servo unit featuring a piston element that can be pressurized with hydraulic medium and having means for influencing the circulation rate difference of flow media on both sides of the piston element, wherein the means comprises rotary synchronism with the piston element of the servo unit, a further rotatable piston element disposed in axial direction with a spacing from the piston element of the servo unit.

Abstract: A combined power transmission and drive unit (1) for the application in hybrid systems (2) between a first engine (3) and a transmission device, in particular transmission (4), comprising at least an input (33) capable of connection with the engine (3), a power transmission device (6), whose output (A) is connected with a transmission input shaft (5), of a device (14) for at least selective disconnection/connection of the power flow from the input (33) of the combined power transmission and drive unit (1) to the power transmission device (6), and an electric machine (7), comprising at least a rotor (12) that is connected non-rotatably with the input (E) of the power transmission device (6), wherein the rotor is centered and supported on the housing of the power transmission device.

Abstract: A combined power transmission and drive unit for the application in drive trains in hybrid systems with at least two prime movers that can be coupled via a power transmission unit with a consumer, in particular transmission. Between a first prime mover and the power transmission unit, a device is provided for connecting/disconnecting the power flow between the latter and the power transmission unit, including a friction clutch that can be actuated by a pressure medium, including a first clutch part and a second clutch part which can be brought in active connection with one another via a servo unit featuring a piston element that can be pressurized by a pressure medium. A combined power transmission and drive unit according to the invention, wherein the means are provided for controlling a rotation speed difference of a flow medium on either face side of a piston element.

Abstract: A force transmission device having a hydrodynamic component, disposed between an input and an output, comprising at least a pump shell and a turbine shell, forming an operating cavity in combination, with an actuatable clutch device for at least partially bridging the hydrodynamic component, comprising a clutch component for at least partially bridging the hydrodynamic component, comprising a first clutch component connected with the input and a second clutch component at least indirectly connected to the output, which can be brought into operative engagement with one another through an actuation device, with a vibration absorber disposed in the force flow at least subsequent to the actuatable clutch device, with a housing coupled with the input or with an element coupled non-rotatably to the input and coupled with the pump shell.

Abstract: The invention relates to an automotive drive train having an internal combustion engine that is configured as a five-cylinder engine and a hydrodynamic torque converter device. The device has a torsional vibration damper consisting of two energy accumulating devices and a converter lockup clutch. The turbine wheel is interposed between the two energy accumulating devices. The mass moment of inertia J1 should be high between the two energy accumulating devices and masses should be as little as possible between the torsional vibration damper and the transmission input shaft.

Abstract: An automotive drive train having an internal combustion engine that is configured as a six-cylinder engine and a hydrodynamic torque converter device. The device has a torsional vibration damper consisting of two energy accumulating devices and a converter lockup clutch. The turbine wheel is interposed between the two energy accumulating devices. The mass moment of inertia should be high between the two energy accumulating devices and masses should be as little as possible between the torsional vibration damper and the transmission input shaft.

Abstract: The invention relates to an automotive drive train having an internal combustion engine (266) that is configured as a three-cylinder engine and a hydrodynamic torque converter device. Said device has a torsional vibration damper consisting of two energy accumulating devices (272, 276) and a converter lockup clutch (268). The turbine wheel (274) is interposed between the two energy accumulating devices (272, 276). According to the invention, ranges of values or ratios for the following parameters are claimed: maximum engine torque Mmot,max (266), spring rate c1 (272), mass moment of inertia J1 (274), spring rate c2 (276), mass moment of inertia J2 (278) and spring rate cGEW of the transmission input shaft (280). The mass moment of inertia J1 should be high between the two energy accumulating devices (272, 276) and masses should be as little as possible between the torsional vibration damper and the transmission input shaft. FIG.

Abstract: The invention relates to a clutch assembly, particularly for use in force transmission devices for motor vehicle, comprising a housing arrangement that is or can be filled with a fluid, and a frictional arrangement that has a first frictional surface arrangement and a second frictional surface arrangement which can be effectively interconnected by means of an actuator. Each frictional surface arrangement is provided with at least one frictional surface-supporting element. A fluid flow can be generated in the housing arrangement for cooling the frictional surface arrangements. The invention is characterized in that means are provided for creating at least one circuit which repeatedly flows through at least one frictional surface-supporting element of the frictional arrangement and conducts the fluid flow when the rotational speed differs between the effectively interconnectable frictional surface-supporting elements of the different frictional surface arrangements.

Abstract: The invention relates to a motor vehicle transmission device which, in order to form a plurality of gears, forms a Lepelletier transmission, wherein at least one torsional damper is provided in the Lepelletier transmission, and also to a motor vehicle drivetrain having a motor vehicle transmission device of said type.

Abstract: The invention relates to an automotive drive train having an internal combustion engine that is configured as a four cylinder engine and a hydrodynamic torque converter device. The device has torsional vibration damper consisting of two energy accumulating devices and a converter lockup clutch. Turbine is interposed between the two energy accumulating devices. The mass moment of inertia J1 should be high between the two energy accumulating devices and masses should be as little as possible between the torsional vibration damper and the transmission input shaft.

Abstract: The invention relates to an automotive drive train having an internal combustion engine that is configured as an eight cylinder engine and a hydrodynamic torque converter device. The device has torsional vibration damper consisting of two energy accumulating devices and a converter lockup clutch. The turbine wheel is interposed between the two energy accumulating devices. The mass moment of inertia J1 should be high between the two energy accumulating devices and masses should be as little as possible between the torsional vibration damper and the transmission input shaft.

Abstract: The invention relates to a torsional vibration damper (10) and a hydrodynamic torque converter device (1). Said device has a converter torus (18) which is configured by an impeller (12), a turbine wheel (14) and a stator (16), and a converter lockup clutch (20). The torsional vibration damper (10) has at least one first energy accumulating device (28) with one or more first energy accumulators (68) (e.g. coil spring or bow spring), at least one first wall (92) radially supporting the at least one first energy accumulator (68). The invention is characterized in that a rolling body device (98) (e.g. a rolling gear) is interposed between the at least one first wall (92) and the at least first energy accumulator (68) (e.g. coil spring or bow spring).

Abstract: A power transmission mechanism for transmitting power between a driving engine and an output drive, including: an input and an output; a hydrodynamic component with a pump wheel and a turbine wheel; an apparatus for at least partially bridging over the hydrodynamic component, the apparatus including a control device with a piston element that is chargeable with pressurizing agent; and means for influencing the difference in speeds of rotation of moving fluids on both sides of the piston element, the means including an influencing element that is rotatable in rotational synchronicity with the piston element, which extends outward in the radial direction free of any direct connection with the piston element, and which is situated in the radial direction at least in the range of the outside diameter, forming at least part of an axial space with the piston element.