Abstract: A wheel-guiding spring strut, optionally with internal level regulation, including a shock strut, optionally constructed as a self-pumping hydropneumatic spring strut, a piston rod supported at an upper supporting bearing, and a coil spring which is fixed between the spring strut and the supporting bearing at a spring plate. The spring plate that cooperates with the end of the piston rod is arranged so as to be cardanically movable relative to the piston rod.

Abstract: Load cycle oscillations in the drive train of a motor vehicle are reduced by detecting a change in available torque in the drive train, determining the period of a load cycle oscillation, and, at the commencement of the available torque change, applying at least one additional torque pulse, which causes an oscillation in phase opposition to the load cycle oscillation and which lasts half the period of the load cycle oscillation.

Abstract: A vibration damper with variable damping force, includes a cylinder filled with damping medium and in which a piston fastened to a piston rod axially moveably therein. The piston divides the working cylinder into two working spaces. The damping force for the directions of rebound and compression are influenced by nonreturn valves acting in the respective directions. A damping valve of variable damping action is additionally provided in series with each of the nonreturn valves so that the damping valve is active in both the rebound and compression directions.

Abstract: A release arrangement for a hydraulically actuated clutch in a motor vehicle has an energy accumulator connected with a hydraulic system. The energy accumulator is connected with a pedal via a kinematic arrangement which adapts the pedal forces to the pedal path. It is possible to adapt the boosting force characteristic to the required pedal force curve in a very precise manner. This leads to a boosting force that possibly increases the depressing force, but primarily increases the force in the boosting area following the dead center of the kinematic arrangement. The characteristic of the boosting force curve over the pedal path can be adapted to the respective operating system in the motor vehicle without major structural alterations.

Abstract: A pressure plate assembly for a friction clutch including a housing having an axis of rotation; a pressure plate mounted in the housing with freedom to move axially relative to the housing; a stored-energy element mounted in the housing and transmitting force along a path from the housing to the pressure plate; a wear-compensating device in the path of force transmission, which device has at least one adjusting element free to move in an adjusting direction to compensate for wear; and a clearance-producing arrangement having at least one gripping element, which is attached to the assembly upon which the stored-energy element acts via the wear-compensating device. The minimum of one gripping element has a blocking section, by means of which it can make blocking contact with a blocking element when wear occurs.

Abstract: A hydrodynamic torque converter includes a converter housing and a turbine wheel which is arranged in the converter housing and is rotatable with respect to the converter housing about a rotational axis of the converter The torque converter further includes a lockup clutch for producing a torque transmission connection between the converter housing and the turbine wheel.

Abstract: Guide for the piston rod of a piston-cylinder assembly, especially for a vibration damper, a shock-absorbing strut, or a level-control device. The guide has a guide body with an outer end surface holding a piston rod seal, where the piston rod is installed in the guide and sealed with freedom to move in the axial direction. The piston rod seal has an axial extension opposite the piston-cylinder assembly, which extension is held in an annular recess in the end surface, which recess is spaced from the piston rod and coaxial to the piston rod.

Abstract: A clutch disk arrangement for a multi-disk clutch includes a hub element connectable to a shaft for rotation with the shaft about an axis of rotation. A carrier arrangement has a first carrier element and a second carrier element. The first carrier element is connected to the hub so that the first carrier element rotates with the hub. The second carrier element is connected to the first carrier element such that it is foxed with respect to rotation and axially movable relative to the first carrier element. The clutch disk arrangement further comprises at least two friction lining units. On of the friction lining units is firmly connected to the first carrier element and a second one of the friction elements is firmly connected to the second carrier element. Accordingly, the friction lining units are fixed with respect to rotation and axially movable relative to the hub element via the carrier arrangement.

Abstract: An electrical machine with a stator component and a rotor component, wherein the stator component carries the winding of the electrical machine, which has a number of coils. An electronic power unit is provided to control the electrical machine. To obtain an electrical machine, which has a long service life but does not occupy much space, the stator component has two or more separate windings to form two or more electrical sub-machines. The electrical machine can be used to advantage as a starter-generator in commercial vehicles and busses. An improved electrical system is also described.

Abstract: In an engine having a crankshaft and a camshaft, the current angular position of a rotor fixed to the crankshaft is detected, and a top dead center (TDC) position of the crankshaft is determined based on the current angular position of the rotor, wherein the TDC position is one of an ignition top dead center (ITDC) and a gas transfer top dead center (GTDC). This determination may be made using a learning routine the first time the engine is started. The camshaft angle is then determined based on the TDC value and the current rotor position, and transmitted to a control unit for the engine. The current angular position of the rotor and the camshaft angle are stored in a memory unit when the engine stops, for use the next time the engine is started.

Abstract: A drive arrangement for a motor vehicle includes a drive shaft, a coupling device, and a coupling arrangement. The drive shaft is connectable with the coupling device for transmission of force solely via the coupling arrangement. The coupling arrangement has a first toothing arrangement connectable with the drive shaft so that the first toothing arrangement is fixed with respect to rotation relative to the drive shaft and a second toothing arrangement connectable with the coupling device so that the second toothing arrangement is fixed with respect to rotation relative to coupling device. The first toothing arrangement and second toothing arrangement engage when the drive shaft and coupling device are coupled together for transmission of force.

Abstract: A release arrangement for a hydraulically actuated clutch in a motor vehicle has an energy accumulator connected with a hydraulic system. The energy accumulator is connected with a pedal via a kinematic arrangement which adapts the pedal forces to the pedal path. It is possible to adapt the boosting force characteristic to the required pedal force curve in a very precise manner. This leads to a boosting force that possibly increases the depressing force, but primarily increases the force in the boosting area following the dead center of the kinematic arrangement. The characteristic of the boosting force curve over the pedal path can be adapted to the respective operating system in the motor vehicle without major structural alterations.

Abstract: A drive system that includes a drive shaft, which is or can be brought into torque-transmitting connection with a drive train, a secondary drive system for transmitting torque between the drive shaft and at least one auxiliary unit, and at least one vibration-damping device including a deflection mass carrier with freedom to rotate around a rotational axis and at least one deflection mass, which can shift position relative to the deflection mass carrier in at least one deflection plane. Upon deflection of the at least one deflection mass from the home position relative to the deflection mass carrier, the radial position of the deflection mass changes relative to the rotational axis. At least part of the vibration-damping device can be integrated into part of the secondary drive system.

Abstract: A friction clutch comprising a flywheel having a rotational axis; a housing assembly which can be fixed to the flywheel for rotation in common about the rotational axis; a pressure plate mounted in the housing assembly so that it is free to move in the axial direction but is essentially unable to rotate relative to the housing; an energy storing device for loading the pressure plate toward the flywheel; a clutch disk assembly with an area located between the pressure plate and the flywheel, and an intermediate friction lining element assembly to transmit torque. The friction lining element assembly includes at least one friction lining element on the flywheel and/or at least one such element on the pressure plate.

Abstract: A hydrodynamic clutch device, particularly a hydrodynamic torque converter or fluid coupling, comprises a housing arrangement, a turbine wheel which is arranged in the housing arrangement so as to be rotatable with respect to the housing arrangement about an axis of rotation, a lockup clutch arrangement by means of which a torque-transmitting connection can be selectively produced between the housing arrangement and the turbine wheel, wherein the lockup clutch arrangement comprises a clutch element which is connected by a connection arrangement to the housing arrangement so as to be substantially fixed with respect to rotation but axially displaceable relative to it, wherein the connection arrangement comprises at least one elastically deformable connection element which is fixedly connected with the housing arrangement on the one hand and with the clutch element on the other hand.

Abstract: A gray cast iron alloy for a friction element of a friction clutch, which may be brought into frictional contact with a clutch disk by a friction surface of the friction element, contains: 3.0-3.4 percent by weight C, 1.8-2.3 percent by weight Si, 0.4-0.8 percent by weight Mn, 0.0-0.35 percent by weight P, 0.0-0.125 percent by weight S, 0.4-0.6 percent by weight Mo, with the remainder comprising iron and production-related impurities and/or additives.

Abstract: A torsion damping mechanism with a torsion damper with an input side and an output side, where the input side and the output side are connected elastically to each other by spring-type stored energy elements for rotation in common auxiliary mass which can rotate coaxially to the torsion damping mechanism is connected frictionally to the torsion damping mechanism by way of a friction area, where the frictional connection between the torsion damping mechanism and the auxiliary mass has a predetermined frictional moment. When this moment is exceeded during the occurrence of peaks in the torque being applied to the torsion damping mechanism, the auxiliary mass can slip or slips.

Abstract: Piston ring including a covering surface which covers a circumferential surface of a piston, and supporting segments having retaining surfaces which engage the upper and lower sides of the piston. The piston ring has a butt joint which enables the piston ring to be elastically deformable radially, the butt joint being designed at one end of the covering surface with at least one tongue which engages in a cutout in the other end of the covering surface. The tongue is designed with at least one retaining segment which runs in the circumferential direction and engages in a supporting manner in each case on the upper and lower side of the piston.

Abstract: A torsional vibration damper for a hydrodynamic clutch device particularly for coupling a turbine wheel hub with a turbine wheel shell and/or for coupling a lockup clutch arrangement with a turbine wheel, includes a primary side and a secondary side which is rotatable about an axis of rotation with respect to the primary side against the action of a damper element arrangement. A radial bearing arrangement is arranged for radially supporting the primary side and secondary side with respect to one another. For this purpose, the radial bearing arrangement is arranged radially outside of the damper element arrangement.

Abstract: In a master/slave cylinder system for clutches or brakes, primary seals have bevels which interact with similar bevels of formations on housings of the respective cylinders. Along with the lowest possible friction in the region of the sealing lips, this permits carrying out uncomplicated pressure/negative-pressure filling in the case of the master cylinder. The primary seals slide by the wedge of effects in the direction of the pressure on the bevels of the annular formations and reduce the annular bearing face of the sealing lip in a frictionally optimized manner.