Abstract: A disconnect clutch for a drive train of a motor vehicle includes a torque transfer component with a contact region, an outer disc carrier, an application element, and a return spring. The outer disc carrier is rotationally and axially fixed on the torque transfer component, and arranged for receiving rotationally fixed and axially displaceable friction discs arranged for torque transmission with counter friction discs. The application element is for axially displacing at least one of the friction discs for a frictional connection and the return spring is for releasing the frictional connection. The return spring contacts the application element, the return spring comprises a radially outer portion that bears against the contact region, and the contact region is designed to modify a preload of the return spring.

Abstract: A torque converter includes a front cover, an impeller, a turbine, a lock-up clutch, and a damper assembly. The front cover is arranged to receive a torque. The impeller has an impeller shell non-rotatably connected to the cover. The turbine is in fluid communication with the impeller and includes a turbine shell. The lock-up clutch includes a clutch plate. The damper assembly includes a spring and a cover plate supporting the spring. The cover plate includes a spring window configured to receive the spring, and a plurality of tabs extending from a radial side of the spring window towards the front cover. The plurality of tabs are configured to drivingly connect to the clutch plate.

Abstract: Connecting section for a two-part hub that support a driven shaft of a hybrid drive module having a first hub section and a second hub section. The connecting section can be arranged coaxially with the first hub section and the second hub section and can be arranged between the first hub section and the second hub section. The connecting section is designed as a sliding bearing.

Abstract: The invention relates to a power unit, in particular for a hybrid vehicle, including a reciprocating-piston engine and at least one generator drivingly connected to the engine, wherein the engine has at least two pistons guided in at least two cylinders in a tandem arrangement, and two crankshafts, which are connected to the pistons by connection rods that run in opposite directions, and are mechanically coupled in the same phase. The engine includes a hub-hub connection with a first connection joining a first hub to a second hub such that an angular position between the first hub and the second hub is continuously adjustable on installation. The hub-hub connection also has a second connection in the form of a connection disk configured, dimensioned and arranged with support surfaces, on each of which the first hub and the second hub rest.

Abstract: A hydrodynamic torque converter (1) with a pump wheel (3) and with a turbine wheel (4), and with a torsion damper (8) and with an intermediate space (12) located between the turbine wheel (4) and the torsion damper (8), and with a torus formed by the pump wheel (3) and the turbine wheel (4) for hydraulic fluid. A flow-guiding wall (14) is provided, which deflects a radially outward flow of hydraulic fluid coming from the torus, back radially inward to the intermediate space (12).

Abstract: A hybrid module includes a driveshaft connection point for receiving a first torque, a transmission shaft connection point for outputting a second torque, a torque-receiving means for receiving a third torque from an electrical machine, and a dry multiplate clutch. The dry multiplate clutch includes an outer plate holder, torsionally rigidly connected to the transmission shaft connection point and to the torque-receiving means, an inner plate holder, torsionally rigidly connected to the driveshaft connection point, at least one outer plate axially movably mounted in the outer plate holder, and a plurality of inner plates, axially movably mounted in the inner plate holder to form a stack of plates together with the at least one outer plate. When the stack of plates is axially pressed with a target contact pressure, a target torque can be transmitted from the driveshaft connection point to the torque-receiving means and the transmission shaft connection point.

Abstract: A damping member support for non-torsional force bypass around a torsional damping member includes a damping member engagement portion configured to be coupled to the torsional damping member and an intermediate portion configured to transmit a non-torsional force between a shaft and the torsional damping member.

Abstract: A constructional unit for a hybrid powertrain of a motor vehicle includes: an electric machine with a stator and a rotor, wherein the rotor is configured to transmit a torque to the powertrain; a clutch arrangement with at least one clutch actuation unit, wherein the clutch arrangement is configured to decouple an internal combustion engine from the powertrain, the internal combustion engine being provided parallel to the electric machine for transmitting a torque; and a vibration absorber apparatus configured to reduce vibrations in the powertrain. The clutch actuation unit is arranged axially substantially radially within the vibration absorber apparatus.

Abstract: An electric machine (1) for a hybrid or electric vehicle has an external rotor and a stator (2) within the rotor (3). The rotor (3) has a rotor carrier (4), rotor plates (5) and permanent magnets (6). The rotor carrier (4) has a first, radially extending carrier section (7) and a second axially extending carrier section (8). The second carrier section (8) bears the rotor plates (5) and permanent magnets (6). The stator (2) has stator plates (9) and wire windings (10) that form winding heads (11, 12) extending axially on both sides over the stator plates (9). An impeller wheel (14) is connected to the rotor carrier (4) and is between the winding heads (11) on an axial side of the stator (2), and the second carrier section (8). The electric machine provides high power in a small axial extent with optimum air cooling of the rotor and stator.

Abstract: A drive assembly having an actuating piston for generating a thrust for engagement of a clutch unit. The assembly also has a bearing for transferring the engagement thrust and a pusher for discharging the engagement thrust onto the clutch unit. The actuating piston, the bearing and the pusher are assembled in succession on a transmission shaft carrying the clutch unit. A chamber is provided for supplying a fluid under pressure for generating a disengagement thrust acting on the actuating piston. At least one preloaded spring is provided that acts on the actuating piston so as to push it towards the clutch unit. The bearing for transferring the thrust is mounted with play directly on the transmission shaft. The pusher being disk-shaped and comprising a first face in lateral contact with the bearing and a second face in lateral contact with the clutch unit.

Abstract: A lockup clutch mechanism of a hydraulic transmission device includes a lockup piston that is capable of moving toward a front cover to press first and second friction plates, and a flange member that together with the lockup piston defines an engagement-side oil chamber. The front cover and the lockup piston define a first lubricant passage that supplies hydraulic oil to the first and second friction plates. A second lubricant passage communicating with the first lubricant passage is formed in a centerpiece of the front cover. A first shaft oil passage communicating with the engagement-side oil chamber and a second shaft oil passage communicating with the second lubricant passage are formed in an input shaft.

Abstract: A transmission includes a housing defining a sealed interior and an input hub rotatably coupled to the housing. A gear set is disposed within the housing and configured for receiving a torque from an engine. The transmission further includes an isolator assembly and a bypass clutch, each disposed within the sealed interior of the housing. The isolator assembly is configured for selectively damping drivetrain inertia and/or vibration. The bypass clutch selectively engages and disengages the isolator assembly.

Abstract: Disclosed is a torque converter (1) which comprises: a casing (10) coupled to an output shaft of an engine; a torus (T) defined by a pump (20), a turbine (30) and a stator (40) each disposed within the casing (10); a lockup clutch (60) adapted to directly couple the turbine (30) and the casing (10); and a lockup damper (70) adapted to absorb shock during engagement of the lockup clutch (60). The turbine (30) has an outer peripheral portion (31a) bulging toward the engine to define a part of the torus (T), an inner peripheral portion (31c) located on the side of the engine with respect to a one-way clutch (50) supporting the stator (40), and an intermediate portion (31b) formed to be concaved toward a side opposite to the engine, in a radial position between the outer peripheral portion (31a) and the inner peripheral portion (31c). A part (75) of the lockup damper (70) is disposed on the side of the engine with respect to the intermediate portion (31b) and in a position axially overlapping with the torus (T).

Abstract: A torque transfer device, in particular in the power train of a motor vehicle, for transferring torque between a drive unit and a shaft that is rotatable around an axis of rotation, in particular a transmission input shaft, having a hydrodynamic torque converter, which includes a converter cover that is connectable to or connected to the drive unit, which converter cover may be coupled via an impeller to a turbine wheel to transfer torque, which turbine wheel is bridgeable, to transfer torque, by a torque converter lockup clutch, which includes a piston that is movable to a limited extent in the axial direction and is constructed as a multi-plate clutch with a plate pack that includes outer plates which are connected to an outer plate carrier in a rotationally fixed connection, and inner plates which are connected to an inner plate carrier in a rotationally fixed connection.

Abstract: An apparatus for transmitting power to a transmission input includes first and second sources of rotary power, first and second transmission input shafts, a clutch hub driveably connected to the first and second power sources, and first and second clutches secured to the clutch hub, for alternately closing and opening a drive connection between the first and second transmission input shafts and the clutch hub.

Abstract: A launch and disconnect clutch for the electric motor of a P2 hybrid powertrain is compact and provides improved operation. The clutch is mounted between the engine and transmission in the space formerly occupied by the torque converter. The clutch assembly is configured so that actuation, compensation and cooling are provided by only two oil channels. The clutch utilizes single-sided reaction plates which achieve high clutch gain thereby providing high torque capacity under electric operation and improved launch shudder characteristics.

Abstract: A decoupler having a hub, a drive member and an isolator. The drive member is disposed about the hub for rotation about a rotational axis and includes an inner clutch surface. The isolator couples the hub and the drive member and includes a carrier, a plurality of arcuate springs, and a wrap spring. The carrier is received between the hub and the drive member and includes a carrier member, which defines a pair of apertures, and a pair of reaction blocks that are mounted in the apertures. The arcuate springs are mounted in the carrier member and are disposed between the hub and an associated one of the reaction blocks. The wrap spring has an end and a plurality of helical coils that are engaged to the inner clutch surface of the drive member. The end has an end face that is abutted against one of the reaction blocks.

Abstract: A lock-up device includes a piston, a drive plate, a plurality of radial outer side torsion springs, a float member, a driven plate, a plurality of radial inner side torsion springs and an intermediate member. The float member is configured to rotate relative to the drive plate, to cause the first and second radial outer side elastic members to act in series. The intermediate member is configured to rotate relative to the drive plate and the driven plate, and to transmit the torque from the first and second radial outer side elastic members to the first and second radial inner side elastic members.

Abstract: A starting device includes: a lock-up clutch mechanism; a fluid coupling; a spring damper including a spring, a power transfer portion transferring power from the lock-up clutch mechanism to the spring, and a power output portion transferring power from the spring to an input shaft; and a pendulum damper including a pendulum and a pendulum power transfer portion transferring power from the spring damper to the pendulum. The output portion of the lock-up clutch, the pendulum damper, the spring damper, and the fluid coupling are arranged sequentially in this order from a motor in the axial direction. The lock-up clutch mechanism output and the spring damper output are connected to each other on the outer circumferential side of the pendulum damper, and the spring damper output and the pendulum power transfer portion are connected to each other on the inner circumferential side of the pendulum.

Abstract: The present invention provides a starting clutch disposed between a transmission and an engine and having a wet type multi-plate clutch for transmitting a power, in which the wet type multi-plate clutch includes a plurality of friction plates housed for an axial sliding movement, a clutch drum for housing the friction plates, and a piston for urging a radial central region or therearound of the friction plate to engage the friction plates, and oil which has lubricated the wet type multi-plate clutch is temporarily trapped within the clutch drum and then is discharged.

Abstract: To provide a simply-structured vibration damping device having excellent vibration damping capacity. A vibration damping device is configured to damp torsional vibrations of a rotary member of a hydraulic transmission 1, in which the rotary member is rotated integrally with a drive side impeller 2 or with a driven side impeller 5, and in which the drive side impeller 2 and the driven side impeller 5 are connected with a lockup clutch 26 actuated by fluid pressure.

Abstract: A clutch and damper assembly for a torque converter includes a clutch piston with a piston friction surface for engaging the clutch and an outer sealing diameter, and a damper. The piston friction surface is disposed radially inward of the damper and the outer sealing diameter is disposed radially outward of the damper. In an example embodiment, the clutch piston includes an inner sealing diameter disposed radially inward of the piston friction surface. In some example embodiments, the damper includes a resilient element and a drive plate. The drive plate is drivingly engaged with the resilient element and frictionally engageable with the clutch piston.

Abstract: A narrow double clutch transmission to be mounted in a drive train with a drive unit comprises a clutch part and a transmission part with two sub-transmission units. The clutch part has one input hub connected with the drive unit and two output hubs, which are connected with two input shafts of two sub-transmission unit respectively. The two sub-transmission unit input shafts are arranged coaxially to each other. At the output side the input hub is connected with a damping mechanism, which is connected with two clutches. The two clutches and the damping mechanism are arranged in a clutch chamber filled with oil, which is sealed floatingly to a clutch cover. The output hub connected with the sub-transmission input shaft is axially supported by the sub-transmission unit input shaft.

Abstract: A friction clutch device for coupling a first rear motor shaft to a second front forced shaft by allowing free relative axial displacement between the two shafts. The clutch device includes a double shock-absorbing steering wheel having a primary couple input assembly which is fixedly mounted axially to the motor shaft, a secondary couple output assembly which is rotatably connected to a reactive plate of the clutch device which is supported by the forced shaft. An elastic circumferential action member is arranged in a cavity that is peripheral to the primary assembly to rotatably connect the secondary assembly, with circumferential shock absorption, to the primary assembly. The secondary assembly is fixedly mounted axially relative to the reactive plate.

Abstract: The invention relates to a hydrodynamic torque converter having an impeller wheel, a turbine wheel and an oscillation damper which is accommodated in the converter housing, and a converter lockup clutch. Two damper stages are arranged here as a serial damper between the output hub of the torque converter and the converter lockup clutch, and a damper stage is arranged between the turbine wheel and the output hub. In order to improve the damping properties, a rotary oscillation absorber is additionally provided which is arranged between the dampers and is also connected to the turbine wheel in a rotationally fixed fashion.

Abstract: A torque converter for an automatic transmission includes a first fluid flow path for supplying a fluid to a pump cavity, a second fluid flow path for removing the fluid from the pump cavity, and a third fluid flow path for supplying a hydraulic signal to a lock-up clutch. The third fluid flow path is separate and distinct from the first fluid flow path and the second fluid flow path. A sleeve divides a stepped axial bore in the turbine output shaft into an inner stepped axial bore cavity, which is part of the third fluid flow path, and an outer stepped axial bore cavity, which is part of the first fluid flow path. The torque converter further includes an isolator assembly having a twenty degree rotational travel dampening distance.

Abstract: The hydrodynamic torque converter having a torque converter lockup clutch and a converter housing connected at the drive side, and a pump wheel non-rotatably connected thereto, as well as a turbine wheel non-rotatably connected at the output side to an output hub, and a torsional vibration damper actively arranged between the clutch output of the torque converter lockup clutch and the output hub, and including a centrifugal pendulum device arranged within the converter housing and having a pendulum flange with slightly swiveling pendulum masses thereupon, where the pendulum flange is arranged axially between the torsional vibration damper and the turbine wheel and is non-rotatably connected to a damper output part of the torsional vibration damper, and the damper output part and/or the pendulum flange are directly connectable via an interlocking connection to the drive hub.

Abstract: A flexplate coupling is disclosed. The flexpate coupling may be used as part of a transmission. The flexplate coupling comprises a flywheel, a damper assembly including a hub portion, and a flexplate. The flexplate includes a hub fastened to the hub portion of the damper assembly and a peripheral portion fastened to the flywheel.

Abstract: The invention relates to a clutch unit, which has two subunits. One subunit is connected to the output shaft of an engine, and the other subunit is pre-mounted on the side of the transmission. Both subunits are coupled to one another via an axial plug-type connection, which includes meshing first profiles and second profiles.

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: A drive assembly for a motor vehicle including a flywheel secured to an engine output shaft, a clutch disk mounted on a transmission input shaft, a torsional vibration dampener functionally interposed between such flywheel and clutch disk and an adjustment disk disposed between the engine output shaft and clutch disk, in which a bushing mounted on the engine output shaft and the adjustment disk are provided with rotationally symmetrical, spherical contact surfaces.

Abstract: A clutch unit (1) including at least one wet clutch (28, 29) and a torsional vibration damper (12) which are accommodated in a housing (8) driven by the drive unit. In order to simplify assembly, pre-assembled modular units (3, 4, 5) are formed that are joined together during the final assembly process. Advantageously, a separation point is provided between two modular units in the torsional vibration damper, wherein one modular unit (3) includes the energy accumulators (11) captively accommodated in a housing part (6), while the other modular unit (4) includes the output part of the torsional vibration damper as an input part (13) of the at least one wet clutch.

Abstract: A clutch unit, which has at least one wet clutch that is arranged in a housing, which is driven by a drive unit. The clutch is effectively connected to an input part. To simultaneously associate a torsional vibration damper, e.g. a centrifugal pendulum, with the input part, a support disk of the torsional vibration damper is connected to the input part so that no or only minor vibrations are generated, allowing the frequency of the torsional vibration damper to be sufficiently adjusted. For this purpose, at least one plate support is connected to a single support disk which is fixedly mounted on the clutch hub and is thus made rigid. Preferably, the plate support further reduces vibration tolerance.

Abstract: A torsional vibration damper (10) and a hydrodynamic torque converter device (1). The converter 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 ere 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), where 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 torque converter including a turbine, an output shaft, and a damper having at least one cover plate radially fixed to the turbine, a flange driven by the damper and non-rotatably connected to the output shaft, the flange having an axially extending surface centering the cover plate.

Abstract: A clutch having high engaging force and featuring of smooth operation, wherein clutch weights that are biased by return elements are subject to thrusting force caused by constraint sections of a main driving plate that receive and convert torque from an engine into the pressing action against engaging slots defined in the clutch weights so as to gain enhanced engaging force even when the minor difference or error existing on the response time of the clutch weight or the strength of the return elements and also provides anti-reversal function to reduced the oscillation and let the power output more smooth and more stable. Accordingly, slippage of clutch and wear of the clutch wear pad are both reduced and temperature rise of the wear pad is also reduced.

Abstract: A torque converter is provided with a bridging clutch and two dampers, wherein the bridging clutch is positioned in the power path between the dampers. The converter is provided with a three-duct system for the oil supply.

Abstract: In order to realize an idling disengagement by simple structural means in a dual mass clutch flywheel, a separation is provided between the damper system and spring system of a torsional vibration damper in this dual mass clutch flywheel.

Abstract: A torque transmitting device in a drive train of a motor vehicle to transmit torque between an internal combustion engine having a drive shaft and a transmission having coaxial input shafts. The transmission input shafts are each non-rotatably connected with a respective clutch disc having friction linings. An intermediate pressure plate is positioned between the friction linings of the clutch discs and is non-rotatably connected to the engine drive shaft. The friction linings of the clutch discs are between the intermediate pressure plate and respective axially movable clutch pressure plates that are actuated by an actuation device. To provide support for the double clutch unit the intermediate pressure plate is radially mounted on one of the two transmission input shafts.

Abstract: A decoupler assembly that includes a hub, a drive member disposed about the hub, and a clutch coupling the hub and the drive member. The drive member is disposed about the hub for rotation about a rotational axis and includes an inner clutch surface. The clutch includes a carrier, a plurality of arcuate springs, and a wrap spring. The carrier is received between the hub and the drive member. The arcuate springs are mounted to the carrier and are configured to transmit rotary power between the carrier and the hub. The wrap spring includes a proximal end, which is drivingly coupled to the carrier, and a plurality of helical coils that are engaged to the inner clutch surface of the drive member.

Abstract: The present invention broadly comprises a stator and one-way clutch assembly including a segment of a stator, a one-way clutch engaged with the segment, and at least one elastically deformable element engaged with the segment and the clutch and arranged to dampen transfer of torque from the stator to the clutch. In some aspects, the clutch includes a first plate and the deformable element is engaged with the segment and the plate. The segment urges the deformable element against the first plate. The first plate is arranged to rotate in response to the urging. The segment and the first plate are arranged to rotationally lock. The first plate and a second plate, connected to a clutch hub, rotationally lock in response to the urging, and the segment and the first plate are arranged to rotationally lock following the locking of the first and second plates.

Abstract: An isolator decoupler comprising a first tapered portion for connecting to a driving shaft, a second tapered portion cooperatively engaging the first tapered portion, the second tapered portion having a frictional engagement with a pulley, and an elastomeric member operatingly disposed between the second tapered portion and the pulley.

Abstract: When a drive shaft is in a non-drive state, a second drive rotor is in a non-engaged state with a driven rotor with respect to its own rotating direction. When the drive shaft is in a drive state, a rotating force of a first drive rotor is transmitted to the second drive rotor through an urging member. As a result, a power transmitting member revolves, and a centrifugal force arranges the power transmitting member at a second clamping position. The second drive rotor receives a reaction force from a driven rotor via the power transmitting member. As a result, the second drive rotor is relatively rotated in an opposite direction to a rotating direction of the first drive rotor with respect to the first drive rotor, against an urging force of the urging member. As a result, the first drive rotor is engaged with the driven rotor with respect to its own rotating direction. Accordingly, the clutch is stably operated.

Abstract: A clutch assembly and damper arrangement is provided that includes a driver hub and a driven element coupled to the driver hub by a compliance element. A clutch is provided that is selectively engageable to the driven element. The clutch has a housing supporting the compliance element and is torsionally unitary with the driven element.

Abstract: The invention relates to a torque transmitting device having a hub arranged in the drive train of a motor vehicle for transmitting torque between a drive unit and a transmission, in particular a turbine wheel hub of a turbine wheel of a torque converter which is coupled to a damper hub with a rotational vibration damper connected in between via a driving plate, in particular of a converter bridge coupling. The invention is operatively arranged such that the rotational vibration damper is equipped with a mechanical stop mechanism that is in effect as soon as a maximum design load on the rotational vibration damper has been exceeded.

Abstract: In order to realize an idling disengagement by simple structural means in a dual mass clutch flywheel, a separation is provided between the damper system and spring system of a torsional vibration damper in this dual mass clutch flywheel.

Abstract: A clutch for effectively prevents a clutch outer from tilting at the time when torque is varied. The clutch includes damper springs for transmitting, to a clutch outer, torque inputted to a driven gear, and a thrust washer for regulating positional change of a position of the clutch outer with respect to the driven gear in a direction of the shaft axis. The thrust washer is disposed between the driven gear and the clutch outer in an axial direction. The thrust washer is disposed only outward of the damper springs in a radial direction.

Abstract: A torque transmitting device in a drive train of a motor vehicle to transmit torque between an internal combustion engine having a drive shaft and a transmission having coaxial input shafts. The transmission input shafts are non-rotatably connected with a respective clutch disc having friction linings. An intermediate pressure plate is positioned between the friction linings of the clutch discs and is non-rotatably connected to the engine drive shaft. The friction linings of the clutch discs are between the intermediate pressure plate and respective axially movable clutch pressure plates that are actuated by an actuation device. To provide support for the double clutch unit the intermediate pressure plate is radially mounted on one of the two transmission input shafts.

Abstract: A coupling system including at least two sub-units, one of which is pre-assembled on the engine side of a motor vehicle drive train, namely on the output shaft of the engine, and the other sub-unit is pre-assembled on the transmission side of the drive train. The pre-assembled sub-units each include respective interengaging teeth to provide a positive drive connection, and the teeth are biased toward each other to reduce circumferential play and thereby reduce noise that would be generated during operation of the drive train.

Abstract: The invention relates to a torque transmission device with a clutch disk or friction plate that is connected by way of positive locking sections to an input part of a torsional vibration damping device so that they turn together but it can be slid axially. In order to produce a torque transmission device, by which the shifting quality of a converter bridge clutch in a hydrodynamic torque converter can be improved, the input part of the torsional vibration damping device has, in the circumferential direction between two positive locking sections, a seat area for one end of a spring shackle that extends from the clutch disk.