Abstract: An electric machine, in particular for use within the powertrain of a hybrid or fully electric motor vehicle, having a stator and a rotor, said stator and rotor being received in an engine housing The engine housing has at least one A-bearing shield and at least one B-bearing shield for supporting the rotor relative to the engine housing, wherein the A-bearing shield and/or the B-bearing shield has/have a two-part design, in each case having a respective intermediate inner shield which is arranged axially between the stator and a cover shield that can be fixed to the engine housing, and the intermediate shield receives a bearing for the rotor. The cover shield can be releasably fixed to the intermediate shield side facing away from the stator, and the cover shield has centering means for radially centering the intermediate shield.

Abstract: An electric machine, in particular for use within the powertrain of a hybrid or fully electric motor vehicle, having a stator and a rotor, said stator and rotor being received in an engine housing The engine housing has at least one A-bearing shield and at least one B-bearing shield for supporting the rotor relative to the engine housing, wherein the A-bearing shield and/or the B-bearing shield has/have a two-part design, in each case having a respective intermediate inner shield which is arranged axially between the stator and a cover shield that can be fixed to the engine housing, and the intermediate shield receives a bearing for the rotor. The cover shield can be releasably fixed to the intermediate shield side facing away from the stator, and the cover shield has centering means for radially centering the intermediate shield.

Abstract: A removable protection device is for a transmission seal providing tightness between a differential housing and a transmission shaft inserted therein during installation. The removable protection device includes a cylindrical, longitudinally slotted protection ring which is placed under the seal so as to protect same during the insertion of the shaft, a bearing flange for bearing on the housing, connected to the ring and having a radial opening following the slot of the ring, a removal handle attached to the bearing flange, and an abutment projecting axially towards the outside of the housing from the annular flange, so as to halt the insertion of the shaft in a reference position.

Abstract: A removable protection device is for a transmission seal providing tightness between a differential housing and a transmission shaft inserted therein during installation. The removable protection device includes a cylindrical, longitudinally slotted protection ring which is placed under the seal so as to protect same during the insertion of the shaft, a bearing flange for bearing on the housing, connected to the ring and having a radial opening following the slot of the ring, a removal handle attached to the bearing flange, and an abutment projecting axially towards the outside of the housing from the annular flange, so as to halt the insertion of the shaft in a reference position.

Abstract: An internal combustion engine comprises includes a turbo-compound and the known Föttinger-coupling is replaced by a torsion vibration damper. The Föttinger-coupling, which is used to transmit power, has high losses in power when it is necessary to have a differential rotational speed between the input side and the output side, that is, the appearance of a slip. The losses are not used in a torsion vibration damper which has at least the same quality as a Föttinger-coupling.

Abstract: An internal combustion engine comprises a turbo-compound and the known Föttinger-coupling is replaced by a torsion vibration damper. The Föttinger-coupling, which is used to transmit power, has high losses in power when it is necessary to have a differential rotational speed between the input side and the output side, i.e., the appearance of a slip. The losses are not used in a torsion vibration damper which has at least the same quality as a Föttinger-coupling.

Abstract: A power train for a motor vehicle includes a combustion engine, a clutch or other torque-coupling device, a transmission, and an electro-mechanical energy converter that is operable at least as a motor and as a generator. The electro-mechanical energy converter is coupled to the output shaft of the combustion engine through a torque transfer device with at least two rpm ratios that automatically set themselves according to whether the vehicle is operating in a start-up mode or in a driving mode.

Abstract: A hydrokinetic torque converter with a built-in bypass clutch is provided with an arrangement which regulates the cooling of the clutch at a rate dependent upon the slip between the coaxial driving and driven parts of the clutch, and hence upon the quantity of generated friction heat. The cooling unit for the driving and/or driven part of the clutch can employ, for example, one or more pumps; a supply of a substance which changes its aggregate state from liquid to gaseous or from solid to flowable in response to heating, and vice versa in response to cooling; one or more porous washers in the path for the flow of hydraulic fluid between the customary plenum chambers provided in the housing of the torque converter to move a piston of the driven part of the clutch into and from frictional engagement with the housing; and/or a system of recesses, grooves, channels and/or other passages serving to convey fluid between the chambers at a rate which is higher or highest when the clutch operates with maximum slip.

Abstract: A hydraulic torque converter, particularly for use in a motor vehicle between the prime mover and the transmission of the power train, employs a combination of a bypass clutch with one or more torsional vibration dampers which brings about savings in space and/or in the number of parts. In addition, the torque converter can stand long periods of use and is less prone to wear, adverse influences of abruptly developing stresses and/or other undesirable influences than conventional torque converters. Furthermore, the improved torque converter employs or can employ a bypass clutch and/or one or more torsional vibration dampers simpler and less expensive than but superior to those in conventional torque converters.

Abstract: A power train for a motor vehicle includes a combustion engine, a clutch or other torque-coupling device, a transmission, and an electro-mechanical energy converter that is operable at least as a motor and as a generator. The electro-mechanical energy converter is coupled to the output shaft of the combustion engine through a torque transfer device with at least two rpm ratios that automatically set themselves according to whether the vehicle is operating in a start-up mode or in a driving mode.

Abstract: A hydrokinetic torque converter with a built-in bypass clutch is provided with an arrangement which regulates the cooling of the clutch at a rate dependent upon the slip between the coaxial driving and driven parts of the clutch, and hence upon the quantity of generated friction heat. The cooling unit for the driving and/or driven part of the clutch can employ, for example, one or more pumps; a supply of a substance which changes its aggregate state from liquid to gaseous or from solid to flowable in response to heating, and vice versa in response to cooling; one or more porous washers in the path for the flow of hydraulic fluid between the customary plenum chambers provided in the housing of the torque converter to move a piston of the driven part of the clutch into and from frictional engagement with the housing; and/or a system of recesses, grooves, channels and/or other passages serving to convey fluid between the chambers at a rate which is higher or highest when the clutch operates with maximum slip.

Abstract: A hydraulic torque converter, particularly for use in a motor vehicle between the prime mover and the transmission of the power train, employs a combination of a bypass clutch with one or more torsional vibration dampers which brings about savings in space and/or in the number of parts. In addition, the torque converter can stand long periods of use and is less prone to wear, adverse influences of abruptly developing stresses and/or other undesirable influences than conventional torque converters. Furthermore, the improved torque converter employs or can employ a bypass clutch and/or one or more torsional vibration dampers simpler and less expensive than but superior to those in conventional torque converters.

Abstract: Overheating of various parts of a hydraulic torque converter between the engine and the transmission of the power train in a motor vehicle, wherein the torque converter employs a bypass clutch which generates heat when it is operated with slip, is counteracted by establishing one or more paths for the flow of hydraulic converter fluid from a first plenum chamber at one side of the axially movable piston of the bypass clutch to a second plenum chamber. A first portion of each such path is defined by at least one groove in a friction surface of at least one part of the bypass clutch, and a second portion of each such path is defined by one or more throttling orifices which offers or offer to the fluid flow a resistance several times that of the groove(s).

Abstract: A hydrodynamic torque converter has a rotary housing which carries a pump assembly and can be driven by the output element of a prime mover in the power train of a motor vehicle, a turbine which is rotatable in the housing and has a hub mounted on the input shaft of a change-speed transmission, and a lockup clutch which, when engaged, can transmit torque from the housing directly to the turbine. The axially movable piston of the clutch is rotatable with the housing; this piston defines a first chamber with the housing and a second chamber with the turbine. The first chamber can receive pressurized hydraulic fluid to cause the piston to disengage the clutch so that the turbine can be rotated by the pump assembly by way of the body of fluid in the housing between the pump assembly and the turbine. The second chamber can receive fluid along at least one first path to engage the clutch by moving the piston toward the housing, and along at least one second path when the clutch is at least partially engaged.

Abstract: A method of monitoring a torque transmission system with a manually switchable gearbox in the power train of a motor vehicle involves the utilization of at least one sensor unit at the input side of the torque transmission system to ascertain relevant positions of the shift lever of the gearbox and the driving torque of the engine of the motor vehicle. The thus obtained shift lever signals are memorized, together with comparison signals which are obtained as a result of filtering of the shift lever signals, and various characteristics of such signals are recognized and identified to indicate the intention of the operator of the vehicle regarding the switching of the gearbox. The thus obtained switching intention signals are transmitted to a controlled clutch operating system.

Abstract: A power train for a motor vehicle includes a combustion engine, a clutch or other torque-coupling device, a transmission, and an electro-mechanical energy converter that is operable at least as a motor and as a generator. The electro-mechanical energy converter is coupled to the output shaft of the combustion engine through a torque transfer device with at least two rpm ratios that automatically set themselves according to whether the vehicle is operating in a start-up mode or in a driving mode.

Abstract: A hydraulic torque converter, particularly for use in a motor vehicle between the prime mover and the transmission of the power train, employs a combination of a bypass clutch with one or more torsional vibration dampers which brings about savings in space and/or in the number of parts. In addition, the torque converter can stand long periods of use and is less prone to wear, adverse influences of abruptly developing stresses and/or other undesirable influences than conventional torque converters. Furthermore, the improved torque converter employs or can employ a bypass clutch and/or one or more torsional vibration dampers simpler and less expensive than but superior to those in conventional torque converters.

Abstract: A hydrokinetic torque converter with a built-in bypass clutch is provided with an arrangement which regulates the cooling of the clutch at a rate dependent upon the slip between the coaxial driving and driven parts of the clutch, and hence upon the quantity of generated friction heat. The cooling unit for the driving and/or driven part of the clutch can employ, for example, one or more pumps; a supply of a substance which changes its aggregate state from liquid to gaseous or from solid to flowable in response to heating, and vice versa in response to cooling; one or more porous washers in the path for the flow of hydraulic fluid between the customary plenum chambers provided in the housing of the torque converter to move a piston of the driven part of the clutch into and from frictional engagement with the housing; and/or a system of recesses, grooves, channels and/or other passages serving to convey fluid between the chambers at a rate which is higher or highest when the clutch operates with maximum slip.

Abstract: A method of monitoring a torque transmission system with a manually switchable gearbox in the power train of a motor vehicle involves the utilization of at least one sensor unit at the input side of the torque transmission system to ascertain relevant positions of the shift lever of the gearbox and the driving torque of the engine of the motor vehicle. The thus obtained shift lever signals are memorized, together with comparison signals which are obtained as a result of filtering of the shift lever signals, and various characteristics of such signals are recognized and identified to indicate the intention of the operator of the vehicle regarding the switching of the gearbox. The thus obtained switching intention signals are transmitted to a controlled clutch operating system.

Abstract: The invention relates to a power train which is to be utilized in a motor vehicle and employs a hydrokinetic torque converter--lockup clutch--electronic control system assembly operating in such a way that the lockup clutch is already at least partially engaged while the engine of the motor vehicle is running but the vehicle is at a standstill. This reduces the likelihood of the development of shocks during shifting of a manual, automated or continuously variable transmission which receives torque from the output element of the torque converter. Another feature of the invention resides in the provision of a compact, lightweight and inexpensive design of the torus composed of the impeller, reactor and stator of the hydrokinetic torque converter.