Abstract: An internal combustion engine with a centrifugal pendulum device having a pendulum mass carrier, a moveable coupling element rotatably coupled to the pendulum mass carrier via a first bearing element, the coupling element forming a continuous piece of material, and two pendulum masses spaced away from one another and rotatably coupled to the coupling element via a second bearing element and a third bearing element.

Abstract: A transmission gear assembly, including: at least two gearwheels fitted with teeth on their periphery and connected together. One of the at least two gearwheels is a main gearwheel. Another of the at least two gearwheels is an auxiliary gearwheel. The teeth of the auxiliary gearwheel are formed resilient in a radial direction.

Abstract: A vehicle transmission torque converter assembly, having: an engine output shaft; a turbine; and a transmission input shaft linkable to either the engine output shaft or turbine via a lock-up clutch. The lock-up clutch is configured to sustain the transmission input shaft being: (i) coupled to the engine output shaft; (ii) coupled to the turbine; or (iii) decoupled.

Abstract: An internal combustion engine with a centrifugal pendulum device having a pendulum mass carrier, a moveable coupling element rotatably coupled to the pendulum mass carrier via a first bearing element, the coupling element forming a continuous piece of material, and two pendulum masses spaced away from one another and rotatably coupled to the coupling element via a second bearing element and a third bearing element.

Abstract: A transmission gear assembly, including: at least two gearwheels fitted with teeth on their periphery and connected together. One of the at least two gearwheels is a main gearwheel. Another of the at least two gearwheels is an auxiliary gearwheel. The teeth of the auxiliary gearwheel are formed resilient in a radial direction.

Abstract: A vehicle transmission torque converter assembly, having: an engine output shaft; a turbine; and a transmission input shaft linkable to either the engine output shaft or turbine via a lock-up clutch. The lock-up clutch is configured to sustain the transmission input shaft being: (i) coupled to the engine output shaft; (ii) coupled to the turbine; or (iii) decoupled.

Abstract: A system is disclosed which has a first camshaft coupled to a first gearwheel via a camshaft adjuster, the camshaft adjuster allowing the camshaft to be rotated with respect to the gearwheel, and a second camshaft fixedly coupled to a second gearwheel. The first and second gearwheels are coupled to a crankshaft via a belt or a chain. The camshaft adjuster is fixed to the first camshaft by a first fastener; the second gearwheel is fixed to the second camshaft by a second fastener. The fasteners are arranged at substantially the same depth, as assembled. The fasteners may be screws, adhesives, or welds. The second gearwheel includes: a gearwheel body having teeth, a disk-shaped body, and a spacer between the gearwheel basic body and the disk-shaped body, by which the axial length of the spacer causes the depth of the first and second fasteners to be substantially equivalent.

Abstract: A system is disclosed which has a first camshaft coupled to a first gearwheel via a camshaft adjuster, the camshaft adjuster allowing the camshaft to be rotated with respect to the gearwheel, and a second camshaft fixedly coupled to a second gearwheel. The first and second gearwheels are coupled to a crankshaft via a belt or a chain. The camshaft adjuster is fixed to the first camshaft by a first fastener; the second gearwheel is fixed to the second camshaft by a second fastener. The fasteners are arranged at substantially the same depth, as assembled. The fasteners may be screws, adhesives, or welds. The second gearwheel includes: a gearwheel body having teeth, a disk-shaped body, and a spacer between the gearwheel basic body and the disk-shaped body, by which the axial length of the spacer causes the depth of the first and second fasteners to be substantially equivalent.

Abstract: A valve for an internal combustion engine has a valve stem, a valve cone and a valve disk, with the valve cone having a recess to receive the valve disk, and the valve cone and valve disk together forming a cavity. The valve disk has a lesser diameter than the recess in the valve cone, so that an insulation gap is formed between the recess in the valve cone and the valve disk edge. As a result the valve cone and valve stem are thermally insulated relative to the valve disk, which results in an advantageous, lower operating temperature at the valve cone. Particularly in the case of direct-injection internal combustion engines, this reduces the tendency to coking at the valve cone.

Abstract: A valve for an internal combustion engine has a valve stem, a valve cone and a valve disk, with the valve cone having a recess to receive the valve disk, and the valve cone and valve disk together forming a cavity. The valve disk has a lesser diameter than the recess in the valve cone, so that an insulation gap is formed between the recess in the valve cone and the valve disk edge. As a result the valve cone and valve stem are thermally insulated relative to the valve disk, which results in an advantageous, lower operating temperature at the valve cone. Particularly in the case of direct-injection internal combustion engines, this reduces the tendency to coking at the valve cone.

Abstract: In a hydrokinetic torque converter the clutch disc (11) of a lock-up clutch is connected non-rotatably by carriers (16) to a transfer disc (15) which for its part is connected non-rotatably through the carrier plate (18) of a damping system to a shaft hub (6') of a gearbox input shaft (6) of a vehicle gearbox, so that the damping system is included in the torque delivery path when the lock-up clutch is disengaged as well as when it is engaged.