Abstract: A torsion damping apparatus which is installed between the crankshaft of the engine and the friction clutch in a motor vehicle has two coaxial flywheels which are rotatable relative to each other against the opposition of a composite damper. The composite damper has two dampers which operate in series and a friction generating device which operates between one of the dampers and one of the flywheels. One of the flywheels has an axial projection which centers a flange of the composite damper.

Abstract: A composite flywheel wherein a primary mass is rotatable by the engine of a motor vehicle and can transmit torque to a secondary mass--which serves to rotate the clutch plate of a friction clutch--by way of several sets of coil springs and a planetary transmission. A friction clutch serves to oppose certain angular movements of the primary and secondary masses relative to each other, and a slip clutch is provided to limit the magnitude of the torque which can be transmitted by the planetary transmission.

Abstract: The rotary output element of a hydrokinetic torque converter can receive torque with limited play from the turbine or directly from the housing by way of a damper which operates in series with a lockup clutch. The lockup clutch can be engaged to transmit torque from the housing of the torque converter to the damper and the latter then transmits torque to the output element.

Abstract: A torsion damping assembly which is installed between the crankshaft of the engine and the input element of the change-speed transmission in a motor vehicle has two coaxial flywheels one of which is driven by the crankshaft and the other of which can transmit torque to the transmission in response to engagement of a friction clutch. The transmission of torque between the two flywheels takes place by way of a damper and a slip clutch which latter is effective only within a selected range of possible angular movements of the two flywheels relative to each other.

Abstract: A clutch disc which serves to transmit torque between an axially movable pressure plate and a rotary counterpressure plate of a friction clutch in a motor vehicle has at least one damper including an input component having friction linings engageable by the pressure plate and the counterpressure plate when the clutch is engaged, an output component which is coaxial with and rotatable relative to the input component and can transmit torque to the input shaft of a variable-speed transmission in the vehicle, and energy storing means interposed between and opposing rotation of the input and output components relative to each other. The input and/or the output component includes at least one substantially disc-shaped torque transmitting member which is of one piece with a portion having several resilient tongues which are deformable in the direction of the common axis of the input and output components and form part of a friction generating device.

Abstract: A friction clutch wherein a pressure plate is axially movably but non-rotatably coupled to a cover and is biased by a diaphragm spring to urge the friction linings of a clutch disc against a flywheel which is driven by the engine of a motor vehicle. The diaphragm spring is tiltable relative to a seat which is carried by the cover, and a second spring is provided to bias a portion of the seat against the diaphragm spring. The latter can be moved axially of the flywheel to compensate for wear upon the friction linings, particularly when the flywheel is idle or is driven at a relatively low speed.

Abstract: A method of making a coil spring wherein the external surfaces of the convolutions have cylindrical major portions and flats which abut the neighboring convolutions when a spring is compressed flat under load. This reduces the likelihood of radial displacement of one or more convolutions under load and the likelihood of a reduction of the axial length of the coil spring when in its unstressed condition subsequent to being repeatedly compressed flat under load. The external surface of each convolution can be provided with one or two flats, and the planes of the two flats preferably make a small acute angle if the coil spring is caused to assume an arcuate shape when in actual use.

Abstract: A friction clutch wherein the pressure plate is movable axially of and relative to the clutch housing to engage or disengage the clutch by bearing against or by becoming disengaged from the friction linings of the clutch disc. The wear upon the friction linings is compensated for by an adjusting unit which is designed to shift a seat for the titable diaphragm spring relative to the housing and toward the pressure plate. A resilient component, which can form part of or can be borne by the diaphragm spring or which is carried by the housing, acts upon the diaphragm spring to ensure that the magnitude of the force to be exerted upon and by the diaphragm spring during and immediately after disengagement of the clutch varies within a narrow range. The resilient component does not affect the operation of the adjusting unit.

Abstract: A torque transmitting apparatus which can be used as a friction clutch in the power train between the output element of the engine and the input element of the transmission of a motor vehicle has a pressure plate which cooperates with a counterpressure plate to clamp a clutch disc when the clutch is engaged. The counterpressure plate is the secondary flywheel of a composite flywheel assembly whose primary flywheel is affixed to the output element of the engine. The pressure plate and/or the counterpressure plate and/or the primary flywheel can constitute a stamping or a forging. The counterpressure plate is provided with outwardly extending arms which stress the coil springs of a damper installed in an annular chamber of the primary flywheel and serving to oppose rotation of the primary flywheel and the counterpressure plate relative to each other.

Abstract: A clutch plate for use the friction clutches of motor vehicles has a primary damper and a secondary damper. The primary damper includes an input component receiving torque from the pressure plate and the counterpressure plate of the clutch when the latter is engaged, and an output component. One of these components has two disc-shaped torque transmitting members which are self-lockingly coupled to each other by projections extending from one of the members and being separably or non-separably attached to the other component. The secondary damper is installed between two parts forming part of the output component of the primary damper, and being rotatable relative to each other against the opposition of one or more springs. At least one friction generating device can be employed to operate in parallel with the primary damper and/or with the secondary damper.

Abstract: A force or torque transmitting apparatus which transmits torque from the output element of a prime mover to the input element of a transmission or another driven unit in a motor vehicle by way of a hydrokinetic torque converter and/or by way of a lockup clutch. When the vehicle embodying the apparatus is coasting, the housing of the torque converter is engaged only by the friction lining on the axially movable piston of the lockup clutch when the latter is engaged, either entirely or with slip. Thus, it is not necessary to provide one or more thrust bearings between the piston of the lockup clutch and the housing of the torque converter.

Abstract: A torsion damping assembly which is installed between the crankshaft of the engine and the input element of the change-speed transmission in a motor vehicle has two coaxial flywheels one of which is driven by the crankshaft and the other of which can transmit torque to the transmission in response to engagement of a friction clutch. The transmission of torque between the two flywheels takes place by way of a damper and a slip clutch which latter is effective only within a selected range of possible angular movements of the two flywheels relative to each other.

Abstract: A friction clutch wherein changes in the axial position of the rotary pressure plate in a direction toward the counterpressure plate as a result of wear upon the friction linings between such plates are compensated for by an automatic adjusting system between the diaphragm spring and the pressure plate or between the diaphragm spring and the rear wall of the housing of the friction clutch. The compensating unit employs two concentric rings which can be rotated and thereby moved axially toward the diaphragm spring only when the friction linings have undergone initial wear or upon renewed wear following an adjustment.

Abstract: A composite torsional vibration damper which can be utilized with advantage in the clutch disc of a friction clutch in the power train of a motor vehicle has a composite input member which can be driven by the output element of a combustion engine, an output member which is angularly movable with and relative to the input member about a common axis and can transmit torque to the input element of a variable-speed transmission, and first and second dampers which operate in series to oppose different angular movements of the input and output members relative to each other. The first damper is disposed radially inwardly of the second damper and its rigidity is less than that of the second damper. The energy storing elements of the first damper permit an angular movement of the input and output members relative to each other through an angle of at least 20.degree., and the second damper permits such angular movement through an angle of at least 15.degree..

Abstract: A hydrokinetic torque converter has a rotary housing which is connectable to the crankshaft or camshaft of a combustion engine in a motor vehicle to drive the input shaft of the transmission. The housing confines a turbine, a pump, a stator (if necessary) and a lockup clutch between a radially extending wall of the housing and the turbine. A piston of the lockup clutch is movable in the axial direction of the housing and defines a first fluid-filled compartment with the turbine as well as a second fluid-filled compartment with the wall of the housing. The force which is required to engage, to partially disengage or to fully disengage the lockup clutch is reduced by the provision of one or more profiles on the piston and/or on a friction disc of the lockup clutch which extends or extend into the adjacent compartment or compartments to influence the speed of circulation of fluids in the respective compartments and/or the fluid pressures acting upon opposite sides of the piston.

Abstract: A damper between coaxial input and output members in the composite flywheel of a motor vehicle has a pair of elongated arcuate coil springs which alternate with the radially outwardly extending arms of a flange-like component. The arms have first sides which stress the adjacent first end convolutions of the springs during rotation of the two members relative to each other in a first direction (e.g., when the engine drives the wheels), and second sides which stress the adjacent second end convolutions of the springs during rotation of the two members relative to each other in a second direction (e.g., when the vehicle is coasting). At least one side of at least one arm is different from at least one other side; for example, the at least one side can have one or more projections or a recess for the radially outermost part of the adjacent end convolution.

Abstract: A friction clutch between an engine and a transmission in a motor vehicle has a diaphragm spring with prongs which are moved axially by a bearing in order to disengage the clutch. The bearing is mounted on an actuating device including a driven part carried by a support on the transmission case and a driving part which can be rotated by a clutch pedal. The actuating device can be moved axially by a first ramp assembly having complementary ramps on the support and the driven part. A second ramp assembly forms part of a wear compensating unit which automatically changes the axial position and/or the orientation of the diaphragm spring to compensate for wear at least upon the friction linings of the clutch disc forming part of the clutch. The second ramp assembly can include mating internal and external threads. A third ramp assembly is defined or carried by the driving and driven parts of the actuating device.

Abstract: The rotary output element of a hydrokinetic torque converter can receive torque with limited play from the turbine or directly from the housing by way of a damper which operates in series with a lockup clutch. The lockup clutch can be engaged to transmit torque from the housing of the torque converter to the damper and the latter then transmits torque to the output element.

Abstract: A hydrokinetic torque converter has a rotary housing which is connectable to the crankshaft or camshaft of a combustion engine in a motor vehicle to drive the input shaft of the transmission. The housing confines a turbine, a pump, a stator (if necessary) and a lockup clutch between a radially extending wall of the housing and the turbine. A piston of the lockup clutch is movable in the axial direction of the housing and defines a first fluid-filled compartment with the turbine as well as a second fluid-filled compartment with the wall of the housing. The force which is required to engage, to partially disengage or to fully disengage the lockup clutch is reduced by the provision of one or more profiles on the piston and/or on a friction disc of the lockup clutch which extends or extend into the adjacent compartment or compartments to influence the speed of circulation of fluids in the respective compartments and/or the fluid pressures acting upon opposite sides of the piston.

Abstract: A multiple-component torque transmitting apparatus for attachment to the crankshaft of an engine is assembled by: (a) moving the pressure plate of an assembled friction clutch by a force applying device axially in a first direction toward a clutch housing and against the bias of a clutch spring with a force exceeding the operating point of the clutch spring, (b) measuring the magnitude of the force and the distance which is covered by the pressure plate and/or one or more portions of the spring and generating corresponding signals, (c) jointly moving the housing and the pressure plate axially in a second direction counter to the first direction and with a force exceeding the operating point and generating corresponding signals, (d) relaxing the force upon the clutch, (e) processing the signals into a further signal denoting the desired or optimum operating point of the clutch spring, (f) moving the clutch and a flywheel against each other until the bias of the spring reaches the calculated operating point, an