Abstract: A device for coupling a housing arrangement of a clutch device, particularly a hydrodynamic clutch device, to a rotor arrangement of an electric machine, wherein the rotor arrangement can be connected to a drive shaft so as to be fixed with respect to rotation relative to it, this drive shaft being rotatable around an axis of rotation. The electric machine further has a stator arrangement which can be brought into electromagnetic interaction with the rotor arrangement and the drive shaft can be driven in rotation by the electric machine and/or electrical energy can be generated by rotation of the drive shaft. First teeth provided at the rotor arrangement and second teeth provided at the housing arrangement are in a rotational driving engagement with one another or can be brought into a rotational driving engagement with one another, and an axial securing arrangement holds the rotor arrangement in axial direction with respect to the housing arrangement.

Abstract: A torsional vibration damper for a bridging clutch of a hydrodynamic clutch arrangement has a drive-side damping device, which can be brought into working connection with the housing of the clutch arrangement and is provided with a drive-side transmission element, which acts via a drive-side energy-storage group on an intermediate transmission element, and a takeoff-side damping device, which uses a takeoff-side group of energy-storage devices to establish a working connection between the intermediate transmission element and a takeoff-side transmission element, which is connected to a takeoff-side component of the hydrodynamic clutch arrangement. A predetermined stiffness ratio is obtained between the energy-storage devices of a first group and the energy-storage devices of a second group, and the energy-storage devices of the drive-side group have a stiffness different from that of the assigned energy-storage devices of the takeoff-side group.

Abstract: A clutch arrangement for a motor vehicle has a clutch housing that is filled with pumped medium in the form of fluid, a first friction element being rotatable in common with the clutch housing. Further, a second friction element is provided which is rotatable in common with a driven member and which can be brought into an operative connection with the at least one first friction element for producing a frictional interaction. At least one first friction element and at least one second friction element are each provided with a support component that can be provided for receiving at least one friction lining. The support components have support component segments which are arranged successively in circumferential direction and which are provided at a circumference-side terminating edge, respectively, with fluid delivery surfaces for generating a fluid circulation and are constructed in the form of friction lining segments to produce the frictional interaction with friction linings.

Abstract: A power train for a motor vehicle is configured with a control unit operable to increase or decrease the flow of operating fluid as a function of the instantaneous demand for the supply of the operating fluid to at least one of multiple clutch arrangements in such a way that the control unit decreases or interrupts the flow of operating fluid when the supply demand is low and increases the flow of operating fluid unit when the supply demand is high.

Abstract: A clutch device has a housing connected to a drive; a takeoff, which is mounted with freedom of rotation in the circumferential direction relative to the housing; and at least one friction clutch, which is mounted in the housing and which can be shifted between an engaged position and a released position. The clutch has clutch components including at least one pressure-exerting device and at least one clutch element which can be actuated by the pressure-exerting device, both the clutch element and the pressure-exerting device being able to shift position to a limited extent in the axial direction. The clutch element has at least one friction surface and a clutch hub in working connection with the takeoff.

Abstract: An electromotive drive module for installation in a housing between an internal combustion engine and a transmission of a motor vehicle power train. The drive module includes an electric machine with a stator and a rotor and first and second clutch devices, by means of which the rotor can be connected when desired to the internal combustion engine and/or to the transmission for the transmission of torque.

Abstract: A motor vehicle includes a drive train having a drive unit, a gearbox having a first gearbox input shaft and a second gearbox input shaft, and a clutch having a first clutch device which is associated with the first gearbox input shaft, and a second clutch device which is associated with the second gearbox input shaft, for transferring torque between the drive unit and the gearbox. The first and second clutch devices are plate clutches to which an operating fluid, such as a cooling oil, is supplied to operate the same. The gearbox is associated with an actuator device and a control device for controlling the actuator device, the arrangement of which enables the gears associated with the first and second gearbox input shafts to be engaged and disengaged. The control device is designed such that at least one gear is automatically engaged by the actuator device, as a result of the clutch release of the vehicle.

Abstract: The invention relates to a clutch arrangement, in particular for a motor vehicle, comprising a housing arrangement which is filled or can be filled with fluid, at least one first friction member which is coupled with the housing arrangement for commonly rotating, at least one second friction member which is coupled or can be coupled with a driven shaft for commonly rotating, a fluid supply area for introducing fluid into a delimited area of said housing arrangement, in which the first and second friction members operate, a fluid discharge area for evacuating the fluid from the delimited area, as well as an energy accumulator, by means of which the first and second friction members are prestressed in friction interaction.

Abstract: A clutch arrangement for a motor vehicle has a clutch housing that is filled with pumped medium in the form of fluid, a first friction element being rotatable in common with the clutch housing. Further, a second friction element is provided which is rotatable in common with a driven member and which can be brought into an operative connection with the at least one first friction element for producing a frictional interaction. At least one first friction element and at least one second friction element are each provided with a support component that can be provided for receiving at least one friction lining. The support components have support component segments which are arranged successively in circumferential direction and which are provided at a circumference-side terminating edge, respectively, with fluid delivery surfaces for generating a fluid circulation and are constructed in the form of friction lining segments to produce the frictional interaction with friction linings.

Abstract: A torsional vibration damper on the bridging clutch of a hydrodynamic clutch arrangement has a first connecting device, which can be brought into working connection with the clutch housing and with a drive-side transmission element. The drive-side transmission element is connected via first energy-storage devices to an intermediate transmission element. The torsional vibration damper also has a second connecting device for establishing a working connection via second energy-storage devices between the intermediate transmission element and a takeoff-side transmission element, which is connected to a takeoff-side component of the hydrodynamic clutch arrangement. The intermediate transmission element accepts a mass element, located operatively between the two connecting devices.

Abstract: A clutch system, especially for a motor vehicle, includes a housing that is or can be filled with a fluid, at least one first friction element that is linked with the housing to rotate with the same, and at least one second friction element that is or can be linked with a drive shaft to rotate with the same. The clutch system is radially mounted relative components of a drive system in at least two radial bearing zones that are spaced apart from each other in the direction of a rotational axis.

Abstract: A bridging clutch for a hydrodynamic torque converter which is designed with at least one friction area on a first converter component, which area can be shifted into working connection with at least one opposing friction area provided on a second converter component by means of an engaging movement or which can be separated from this second component by a disengaging movement in the direction opposite to the engaging movement. At least one of the two converter components acts as a friction lining carrier, which carries a friction lining in the friction area or in the opposing friction area, at least one opening being provided in the friction lining to allow the passage of transport medium, the inflow area of the opening being on the same radial side of the friction lining as its outflow area.

Abstract: A motor vehicle includes a drive train having a drive unit, a gearbox having a first gearbox input shaft and a second gearbox input shaft, and a clutch having a first clutch device which is associated with the first gearbox input shaft, and a second clutch device which is associated with the second gearbox input shaft, for transferring torque between the drive unit and the gearbox. The first and second clutch devices are plate clutches to which an operating fluid, such as a cooling oil, is supplied to operate the same. The gearbox is associated with an actuator device and a control device for controlling the actuator device, the arrangement of which enables the gears associated with the first and second gearbox input shafts to be engaged and disengaged. The control device is designed such that at least one gear is automatically engaged by the actuator device, as a result of the clutch release of the vehicle.

Abstract: A motor vehicle includes a drive train having a drive unit, a gearbox having a first gearbox input shaft and a second gearbox input shaft, and a clutch having a first clutch device which is associated with the first gearbox input shaft, and a second clutch device which is associated with the second gearbox input shaft, for transferring torque between the drive unit and the gearbox. The first and second clutch devices are plate clutches to which an operating fluid, such as a cooling oil, is supplied to operate the same. The gearbox is associated with an actuator device and a control device for controlling the actuator device, the arrangement of which enables the gears associated with the first and second gearbox input shafts to be engaged and disengaged. The control device is designed such that at least one gear is automatically engaged by the actuator device, as a result of the clutch release of the vehicle.

Abstract: A power train for a motor vehicle is configured with a control unit operable to increase or decrease the flow of operating fluid as a function of the instantaneous demand for the supply of the operating fluid to at least one of multiple clutch arrangements in such a way that the control unit decreases or interrupts the flow of operating fluid when the supply demand is low and increases the flow of operating fluid unit when the supply demand is high.

Abstract: A power train for a motor vehicle includes a drive unit, a gearbox having first and second input shafts, and a clutch having first and second multi-disk clutch arrangements assigned to respective input shafts for transferring torque between the drive unit and the gearbox. An operating fluid, especially a cooling oil, is supplied to the clutch arrangements for operation under action of the fluid. An actuator arrangement is assigned to the gearbox for engaging and disengaging gears assigned to the first and second input shafts, and a control unit controls the actuator arrangement so that at least one gear is automatically engaged when the clutch is released.

Abstract: A device for coupling a housing arrangement (38) of a clutch device, particularly a hydrodynamic clutch device (14), to a rotor arrangement (24) of an electric machine (12), wherein the rotor arrangement (24) of the electric machine (12) is coupled, or is to be coupled, to a drive shaft (30) so as to be fixed with respect to rotation relative to it, this drive shaft (30) being rotatable around an axis of rotation A), wherein the electric machine (12) further has a stator arrangement (16) which can be brought into electromagnetic interaction with the rotor arrangement (24) and the drive shaft (30) can be driven in rotation by the electric machine (12) and/or electrical energy can be generated by rotation of the drive shaft (30), wherein the device comprises toothing configurations (80, 76) at the rotor arrangement (24) and at the housing arrangement (38) which are in a rotational driving engagement with one another or can be brought into a rotational driving engagement with one another, further comprising an a

Abstract: A hydrodynamic torque converter comprising a housing arrangement (18), which can be filled with working fluid; a pump wheel (30); a turbine wheel (26), which is mounted in the housing arrangement (18) with freedom to rotate with respect to the housing around an axis of rotation (A); and a bridging clutch arrangement (50) for a torque-transmitting connection between the housing arrangement (18) and the turbine wheel (26). The bridging clutch (58) may have at least one first friction element (60, 62), which can rotate together with the housing arrangement (18), and at least one second friction element (64, 66), which can rotate together with the turbine wheel (26), which friction elements can be brought into frictional contact with each other to provide the torque-transmitting connection, where at least one of the friction elements (60, 62, 64, 66) is designed to produce a fluid circulation (Z), which flows around at least certain areas of the friction elements (60, 62, 64, 66).

Abstract: The invention relates to a clutch arrangement, in particular for a motor vehicle, comprising a housing arrangement (12) which is filled or can be filled with fluid, at least one first friction member (22) which is coupled with the housing arrangement (12) for commonly rotating, at least one second friction member (26) which is coupled or can be coupled with a driven shaft (32) for commonly rotating, a fluid supply area for introducing fluid into a delimited area (34) of said housing arrangement (12), in which the first and second friction members (22. 26) operate, a fluid discharge area for evacuating the fluid from the delimited area (34), as well as an energy accumulator (60), by means of which said first and second friction members (22, 26) are prestressed in friction interaction.

Abstract: A clutch system, especially for a motor vehicle, includes a housing that is or can be filled with a fluid, at least one first friction element that is linked with the housing to rotate with the same, and at least one second friction element that is or can be linked with a drive shaft to rotate with the same. The clutch system is radially mounted relative components of a drive system in at least two radial bearing zones that are spaced apart from each other in the direction of a rotational axis.