Abstract: 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 wear upon the friction linings of the clutch disc and, if necessary, upon the friction surfaces of the pressure plate and the counterpressure plate is compensated for by an adjusting unit which can shift the pressure plate toward the counterpressure plate to the extent which is necessary to compensate for wear. The friction clutch is further provided with a blocking or braking mechanism which can respond to the action of centrifugal force to prevent shifting of the pressure plate, e.g., in response to vibratory movements of the prime mover which transmits torque to the rotary components of the friction clutch, under circumstances when such shifting of the pressure plate is not necessary due to absence of wear, or additional wear, upon the pressure plate, the counterpressure plate and/or the friction linings.

Abstract: A friction clutch wherein the wear upon the friction linings of the clutch disc is automatically compensated for in response to each disengagement and subsequent engagement of the clutch whenever an adjustment for wear is necessary. The compensating unit is mounted between the axially movable pressure plate and the diaphragm spring of the friction clutch, and the extent of axial adjustability of the pressure plate to compensate for wear upon the friction linings is determined by an arresting unit having one or more sensors carried by the pressure plate and cooperating with the counterpressure plate and/or with the cover of the friction clutch. The compensating unit comprises a ring-shaped locating element which is biased by the diaphragm spring toward the pressure plate, and two sets of wedges having abutting ramps which can shift the pressure plate and the locating element axially relative to one another in response to angular movement of one set of wedges relative to the other set.

Abstract: An apparatus which can transmit torque between the crankshaft or the camshaft of a combustion engine and the input shaft of a variable-speed transmission in the power train of a motor vehicle employs a damper having a rotary input member normally receiving torque from the engine, an output member rotatable with and relative to the input member and normally transmitting torque to the transmission, and a set of arcuate coil springs which yieldably oppose angular movements of the input and output members relative to each other with a first force which increases in response to increasing angular movements of the input and output members relative to each other and with a second force which is generated by centrifugal force and increases in response to increasing RPM of the engine.

Abstract: A friction clutch which is provided with a system to compensate for wear upon the friction linings of the clutch disc and, if necessary, for wear upon certain other parts employs one or more diaphragm springs or other energy storing elements which assist in the disengagement of the clutch so that the disengaging force is relatively low and/or that such force fluctuates within a relatively narrow range. The energy storing element or elements can operate in parallel with the clutch spring and can be installed between the housing of the friction clutch and the clutch spring. The disengaging force of the energy storing element or elements can be assisted by the bias of resilient segments between the friction linings of the clutch disc.

Abstract: A friction clutch wherein the pressure plate is urged against the adjacent friction linings of the clutch disc by a diaphragm spring which reacts against a seat at the inner side of the clutch housing and bears against the pressure plate, at least when the clutch is engaged. The diaphragm spring is of one piece with or carries a resilient device which reacts against ramps at the exposed side of the housing and urges the diaphragm spring toward the seat. The ramps and the seat form part of a unit which automatically compensates for wear upon the friction linings of the clutch disc.

Abstract: A torque transmitting apparatus which can be used in the power train between the prime mover and the transmission of a motor vehicle has a first flywheel connectable to the prime mover, a second flywheel coaxial with and receiving torque from the first flywheel by way of a damper, and a friction clutch which can be engaged to transmit torque between the second flywheel and the input element of the transmission. The energy storing elements of the damper and the bearing between the two flywheels are installed radially inwardly of the friction surfaces of the second flywheel and the axially movable pressure plate of the friction clutch. This renders it possible to reduce at least the radial dimensions of the apparatus without reducing the diameters of the friction surfaces.

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: An apparatus which is used to operate a clutch in the power train between the prime mover and the transmission of a motor vehicle has a bearing which can be moved axially against the prongs of the clutch spring to change the state of the clutch between an engaged and a disengaged condition. In addition to being movable in response to the depression of a clutch pedal, the bearing is also movable by a compensating unit forming part of the clutch operating apparatus and serving to compensate for wear upon the friction linings of the clutch disc and, if necessary, upon the pressure plate and the counterpressure plate of the clutch.

Abstract: An apparatus which serves to transmit force between the crankshaft of an internal combustion engine and the input shaft of a variable-speed transmission in a motor vehicle has a hydraulic clutch with one or more pumps, stators and turbines. The casing of the hydraulic clutch is driven by the crankshaft, and the turbine(s) drives or drive a hub which transmits torque to the input shaft. One or more elastic dampers are installed in the casing to permit pronounced angular movements (within preselected limits) of the casing and the hub relative to each other. Each damper comprises energy storing elements, e.g., arcuate coil springs, acting at least in the circumferential direction of the casing. A lock-up clutch can be installed in the casing in series with the damper or dampers.

Abstract: Apparatus for damping vibrations in the power train between the engine and the transmission of an automobile has a first flywheel connectable to the crankshaft of the engine, a second flywheel connectable to the input shaft of the transmission by a friction clutch, and at least one damper between the flywheels. The damper has a twin-section output element which is axially movably secured to the second flywheel by a toothed coupling and is biased by coil springs which react against the first flywheel. The sections of the output element are biased in opposite directions by at least one of the coil springs or by one or more additional coil springs so that the teeth of the coupling mate without play, at least under no-load or partial-load operating conditions in the neutral position of the damper.

Abstract: A friction clutch wherein an intermediate portion of a diaphragm spring is tiltable between two seats which are held in requisite positions by arms bent out from the bottom wall of the clutch housing. The arms extend axially within the seats and through openings provided therefor in the diaphragm spring, thereupon radially outwardly to overlie that side of the seat which confronts the pressure plate of the clutch to thus prevent axial movements of the seats and an intermediate portion of the spring relative to the bottom wall, and finally axially toward the bottom wall to prevent radial expansion of the seat confronting the pressure plate. The seats are or include split wire rings. The seat which is adjacent the bottom wall of the housing is held against radial expansion by an annular holding or clamping device forming part of and extending from the bottom wall of the housing toward the pressure plate.

Abstract: A composite flywheel having coaxial primary and secondary flywheels, which can turn relative to each other against the opposition of one or more friction generating devices and/or dampers, employs a substantially cup-shaped carrier with one or more signal generators in the form of notches, recesses, grooves, holes, projections or the like. The carrier includes a radially inwardly extending washer-like portion and a sleeve-like portion, which sleeve-like portion is in one piece with the radially outermost part of the washer-like portion. The signal generator(s) is (are) provided in or on that part of the sleeve-like portion which projects outwardly beyond a sleeve-like part of the radially outer end portion of the primary flywheel. The sleeve-like part of the end portion of the primary flywheel surrounds and confines the washer-like portion and is welded to the sleeve-like portion of the carrier.

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 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 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) moving the pressure plate axially in a second direction counter to the first direction with a force lower than 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, and (g) fixing the housing to the flywheel.

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 friction clutch for use in motor vehicles wherein the pressure plate is automatically shifted toward the counterpressure plate for the friction linings of the clutch disc in dependency on the extent of wear upon the counterpressure plate, pressure plate and particularly the friction linings. The pressure plate is non-rotatably but axially movably coupled to the housing of the friction clutch and is biased toward the friction linings by resilient means including a diaphragm spring or a set of coil springs. The adjusting unit which changes the position of the pressure plate as a function of the extent of wear mainly upon the friction linings can employ cooperating wedges including a set of wedges on the housing and a set of wedges on the resilient means.

Abstract: An electronic clutch management system for motor vehicles with engines having butterfly valves. An actuator under the control of a micro-controller activates a clutch between the engine and a transmission as a function of an ECM sensor which senses the position of the butterfly valve. If the micro-controller breaks down or is disturbed in its function, the micro-controller control is switched off, and control of the actuator element is switched over from the micro-controller to a comparator which is driven directly by the ECM sensor and controls the actuator element to activate the clutch, i.e., into its disengaged or engaged position, in a sense opposite to the position of the butterfly valve.

Abstract: A bearing which can be used between two coaxial flywheels has an inner race, an outer race, one or more annuli of antifriction bearing elements between the two races, a metallic or plastic enclosure which surrounds the peripheral surface of the outer race and a portion of the internal surface of the inner race and has a wall extending along first axial ends of the races. The wall has an outwardly bulging pocket for confinement of lubricant in addition to that which is confined in the space between the inner and outer races. Such space is sealed at the second axial ends of the races by a ring which is installed between the two races or surrounds a portion of the peripheral surface of the outer race and sealingly engages the inner race.

Abstract: Apparatus for transmitting torque from the engine to the variable-speed transmission of a motor vehicle has a primary flywheel which is connectable to the crankshaft of an engine, a secondary flywheel which is coaxial with and is rotatable relative to the primary flywheel against the opposition of one or more dampers and is connectable to the input shaft of a transmission by the clutch plate of a friction clutch having a cover which is permanently separably affixed to the secondary flywheel. An antifriction bearing between the two flywheels is located at least in part radially inwardly of fasteners which extend through holes in the first flywheel to separably connect the first flywheel to the crankshaft. At least one race of the at least one bearing is or can be integral with one of the flywheels.