Abstract: In the hydraulic control device a pressure-reducing valve (MF) is used to produce the belt-tightening pressure for the two pairs of disks (SSA, SSB) of a cone-pulley transmission, while the function of shifting the transmission ratio is performed by a ratio-shifting valve device (DBV13) that adds pressure fluid to one and simultaneously removes pressure fluid from the other of the pairs of conical disks. The pressure-reducing valve and the ratio-shifting valve device work in a cascade arrangement where the assurance of a sufficient belt-tightening pressure takes precedence over the ratio-shifting function.

Abstract: A hydraulic clutch release mechanism, particularly for use in the power train of a motor vehicle, employs a circular piston which is reciprocable in a plenum chamber between a cylindrical housing and a guide centrally located within the housing. One end portion of the piston is form-lockingly connected with a plastic seal at the plenum chamber. Such form-locking connection is provided adjacent one of two lips forming part of the seal. The one lip engages the external surface of the guide and the other lip engages the internal surface of the housing and is adjacent another form-locking connection established between the seal and an annular plastic or metallic retainer which is affixed to the piston with limited axial play. The other end portion of the piston is operatively connected with a clutch, e.g., by way of a release bearing.

Abstract: The abstract relates to a hydraulic clutch release system, particularly for motor vehicles. The system 1 has a master cylinder and a slave cylinder, and the slave cylinder has a piston 7 which is annular in form and works inside an annular cylinder 2. The leading end of the cylinder is fitted with a seal 9 which is mounted on a one-piece seal carrier 10a through an undercut part of the carrier in which the seal fits without leaving any empty space.

Abstract: A torque-transmitting system such as continuously variable transmission for motor vehicle has an input device and an output device whose operating state can be described in terms of characteristic operating values. The input device and the output device are adjustable in relation to each other by adjusting a ratio between characteristic operating values, which has the result of changing the transmission ratio. An actuator device performs the functions of shifting the positions of the input and output device as well as holding the devices at a set position. A control device controls the actuator device through a control signal. A computing device performs calculations as well as learning and adapting processes involved in setting the value of the control signal.

Abstract: A torsional vibration damping apparatus which operates between the crankshaft of the engine and the input shaft of the transmission in a motor vehicle has two flywheels which are rotatable relative to each other against the opposition of one or more dampers installed in a fluid-containing chamber of the flywheel which is connected to the crankshaft. The chamber has one or two annular compartments for the coil springs of the damper or dampers, and such coil springs are caused to store energy by a flange which is connected to the flywheel that drives the input shaft of the transmission and by integral or separately produced stops of the flywheel which is connected with the crankshaft. The flange cooperates with the respective flywheel to form a flow restrictor which opposes the flow of fluid from and into the compartment or compartments of the chamber in response to expansion or contraction of the coil springs.

Abstract: A gearing, particularly for use in a gear pump which can be utilized in the power train of a motor vehicle, has a housing, a rotary internal gear in the housing, and a spur gear driven by a prime mover, mating with the internal gear and defining with the latter a crescent-shaped chamber for forcible conveying of a fluid, such as lubricant, from an inlet communicating with one end portion to an outlet communicating with the other end portion of the chamber. In order to avoid turbulent flow of fluid in the chamber, the latter is substantially filled by a composite insert. Such insert can comprise several crescent-shaped fillers with at least one seal between them, or two one-piece or composite fillers which are disposed end-to-end as seen in the circumferential direction of the internal gear and are separated from each other by an abutment which is secured to or of one piece with the housing.

Abstract: The crankshaft of a piston engine is assembled with a vibration damper into a discrete module prior to mounting of such module in axial and/or radial bearings of the housing of the engine. The damper has an input element which rotates with the crankshaft and a mass which is angularly movable relative to the input element against the resistance of coil springs. The input element can be provided with a sleeve which surrounds a snout at one axial end of the crankshaft. Alternatively, the damper can be installed in or on or can constitute a cheek of the crankshaft. The coil springs can operate in parallel with a friction generating device which also opposes rotation of the input element and the mass of the damper relative to each other.

Abstract: A power train between the output shaft of the engine and the input shaft of the transmission in the power train of a motor vehicle has a composite flywheel receiving torque from the output shaft and transmits torque to the input shaft by way of a clutch disc in response to engagement of a friction clutch which is arranged to transmit torque between the clutch disc and the flywheel. The clutch disc has an input section adapted to receive torque from the flywheel and an output section adjacent the mass of a dynamic damper. Transmission of torque between the mass and the clutch disc takes place by way of the coil springs of an oscillation damper and a slip clutch in series with the oscillation damper.

Abstract: The invention relates to a torsion vibration damper having a main damper containing energy accumulators and a friction device, as well as a preliminary damper containing energy accumulators and a friction device.

Abstract: A motor vehicle has a combustion engine as a primary drive source, generating an engine torque (302) which is transmitted along a power train containing an input shaft (320), a main clutch (308), a gear-shifting transmission (310) with gears (316, 318, 324, 326), shift clutches (328, 330), and an output shaft (322). The power train includes a superimposed additional transmission (312) with a planetary gear device (314), and a secondary drive source in the form of an electric motor/generator with a rotor (342) attached to the ring gear (332) of the planetary gear device (314) and a stator (344) attached to a stationary part of the vehicle. The secondary drive source generates an additional torque (346) to supplement or replace the engine torque (302) as needed, e.g., to eliminate gaps in vehicle traction during gear shifts or to propel the vehicle electrically in stop-and-go traffic. The secondary drive source may also be used in a generator mode, e.g., to recycle energy from decelerating or coasting downhill.

Abstract: A mounting device for a pedal is installed on a fixed wall of a vehicle in an arrangement where a brace holding the pivotally mounted pedal is firmly attached to the wall and the connection between the brace and the pedal is self-releasing in the case of a collision.

Abstract: A hydraulic system for a motor vehicle has at least one pressure restricting valve with a housing that has two or more connections. At least one conduit cross-section in the housing can be closed by means of a closing body that is movable axially against the action of an energy accumulator. At least a part of the axial travel of the closing body is damped by means of a damping device.

Abstract: A hydraulic clutch release mechanism has a clutch pedal-operated master cylinder connected with the clutch release member (such as a fork or a bearing) by way of a conduit or by way of a slave cylinder and a conduit. The sealing but separable connection between at least one of the cylinders and the respective conduit comprises a T-shaped fitting having a first section sealingly connected with an end portion of the respective conduit and a second section coupled to the housing of the at least one cylinder by snap action. The fitting further carries a relief valve which opens when the pressure of hydraulic fluid in a plenum chamber of the at least one cylinder rises to a preselected value. The fitting and/or the housing and/or the body of the valve and/or the end portion of the conduit consists of or contains a suitable plastic material, such as polyamide.

Abstract: Apparatus for damping vibrations between the output element of the engine and the power train in a motor vehicle has flywheels which are rotatable relative to each other. One flywheel is mounted on the output element of the engine and another flywheel is connectable to the power train by a friction clutch. Vibration dampers are installed between the flywheels, and such dampers are confined in a housing which is provided on the one flywheel and contains a supply of viscous fluid medium for the parts of the dampers. The housing is the input member of the dampers and the output member of the dampers is a flange which extends into the housing and is axially movably coupled to the other flywheel.

Abstract: A clutch disc wherein two annular washer-like friction linings flank a two-part resilient cushion which moves the friction linings apart during disengagement of a friction clutch wherein the clutch disc is installed between an engine-driven flywheel and an axially movable pressure plate, and which stores energy during engagement of the clutch. A blocking or movement limiting device, which defines a fulcrum for the friction linings, is provided between the parts of the cushion and/or on the friction linings to prevent an axial movement of the friction linings toward each other beyond a selected minimum distance and to thus compensate for deformation of the flywheel and/or pressure plate as a result of heating attributable to slippage of the pressure plate and flywheel relative to the adjacent friction linings during engagement and disengagement of the clutch.

Abstract: A pressure control valve under the control of a pilot pressure generates a working pressure for a pressure-actuated apparatus. The valve has a control piston with two piston elements of different diameter. A working-pressure chamber is confined between the two piston elements, and a pilot-pressure chamber is confined between one of the control-piston elements and an additional piston. The additional piston takes a position dependent on a momentarily existing difference between the working pressure and the pilot pressure and, through an elastic force-coupler device, applies a position-dependent force to the control piston.

Abstract: An improved torque monitoring sensor for an infinitely variable transmission including integrated wear reduction elements designed to minimize the hysteresis associated with physical strains, axial thrust forces, and mechanical friction introduced into components of the torque monitoring sensor during operation is disclosed. In one embodiment the present wear reduction elements include the formation of a symmetrical pattern of elongated slots in the cylindrical sheet metal housing of an axially displaceable cam disc component in the torque monitoring sensor to provide a degree of structural flexibility to the housing. So modified, the cam disc housing undergoes flexion in response to micro-movements generated by abrupt changes in the torque transmitted.

Abstract: A friction clutch wherein a damper which operates with friction between the housing and the clutch spring serves to minimize or to prevent axial stray movements of the diaphragm spring relative to the housing. This eliminates chatter and/or other forms of noise which unrestricted axial oscillatory movements of the diaphragm can cause in a conventional friction clutch or in a power train employing a conventional friction clutch.

Abstract: A hydraulic clutch release system, particularly for motor vehicles has a master cylinder and a slave cylinder, and the slave cylinder has a piston 7 which is annular in form and works inside an annular cylinder 2. The leading end of the cylinder is fitted with a seal 9 which is mounted on a one-piece seal carrier 10a through an undercut part of the carrier in which the seal fits without leaving any empty space.

Abstract: A torsion damping apparatus between the crankshaft of the engine and the input shaft of the change-speed transmission of a motor vehicle has two flywheels one of which is driven by the crankshaft and the other of which drives the input shaft by way of a friction clutch which generates heat. In order to prevent the transfer of heat from the friction clutch to the antifriction bearing between the flywheels, which are rotatable relative to each other against the opposition of a damper, the bearing is at least partially surrounded by a thermal barrier of synthetic plastic, ceramic or metallic material which prolongs the useful life of the bearing and enhances the torsion damping action of the damper. The thermal barrier can constitute or form part of the damper.