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 arrangement, especially for a motor vehicle, comprises a housing arrangement which can be filled with fluid; at least one first friction element connected to the housing arrangement for rotation in common around an axis of rotation; and at least one second friction element connected to a power takeoff element for rotation in common around the axis of rotation (A), which second element can be brought into contact with at least one first friction element to produce a frictional interaction. The at least one first friction element or the at least one second friction element has a friction lining carrier which carries a friction lining arrangement on each frictionally active axial side of the friction element. At least in the case of one friction element with a friction lining carrier carrying a friction lining arrangement an arrangement of fluid transport surfaces is provided to produce a circulation of fluid which flows around at least certain areas of the friction elements.

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 turbine impeller rotates around a rotational axis in a housing unit, and a bridging clutch unit has a clutch element connected in an essentially nonrotatable fashion to the turbine impeller. The clutch element has friction area which can be brought into frictional contact with an opposing friction area on the housing unit. A pretensioning device acts on the clutch element to pretension it against the opposing friction area.

Abstract: A multiple clutch arrangement includes a drive member, first and second output members, a first clutch arrangement for selective activation of a first torque transmission path between the drive member and the first output member, and a second clutch arrangement for selective activation of a second torque transmission path between the drive member and the second output member. A torsional vibration damper arrangement is arranged in at least one of the first and second clutch arrangements in the associated torque transmission path.

Abstract: A torsional vibration damper for incorporation into the torque transmission path between two components or subassemblies, especially for a hydrodynamic coupling device, includes at least two disk-like damper members. Each damper member has a radially outward coupling region and a radially inward coupling region, and at least one deformation region extending between the radially outward coupling region and the radially inward coupling region. Each deformation region is elastically deformable at least in some areas to permit a relative circumferential movement between the radially outward coupling region and the radially inward coupling region.

Abstract: The invention is directed to a multiple-clutch device, such as a double-clutch device, for arranging in a drivetrain of a motor vehicle between a drive unit and a transmission, wherein the clutch device has a first clutch arrangement associated with a first transmission input shaft of the transmission and a second clutch arrangement associated with a second transmission input shaft of the transmission for transmitting torque between the drive unit and the transmission. According to one aspect of the invention, it is suggested that plates in a plate stack of a clutch arrangement constructed as a plate clutch arrangement which have at least one friction facing can be brought into frictional engagement with plates having no friction facing, wherein at least one of the plates not having a friction facing is thicker in axial direction than friction facing carrying elements of adjacent plates having at least one friction facing.

Abstract: The invention is directed to a multiple-clutch device, such as a double-clutch device, for arranging in a drivetrain of a motor vehicle between a drive unit and a transmission, wherein the clutch device has a first clutch arrangement associated with a first transmission input shaft of the transmission and a second clutch arrangement associated with a second transmission input shaft of the transmission for transmitting torque between the drive unit and the transmission.

Abstract: The invention is directed to a multiple-clutch device, such as a double-clutch device, for arranging in a drivetrain of a motor vehicle between a drive unit and a transmission, wherein the clutch device has a first clutch arrangement associated with a first transmission input shaft of the transmission and a second clutch arrangement associated with a second transmission input shaft of the transmission for transmitting torque between the drive unit and the transmission. According to one aspect of the invention, it is suggested that a bearing arrangement is associated with at least one of the clutch arrangements, wherein the latter is supported or can be supported so as to be relatively rotatable by means of the bearing arrangement on at least one of the transmission input shafts, at least one of which is constructed as a hollow shaft and a shaft constructed as a hollow shaft encloses the other shaft, preferably at least at the radial outer transmission input shaft which is constructed as a hollow shaft.

Abstract: A multiple-clutch device, possibly a double-clutch device, for arranging in a drivetrain of a motor vehicle between a drive unit and a transmission. the clutch device has a first clutch arrangement associated with a first transmission input shaft of the transmission and a second clutch arrangement associated with a second transmission input shaft of the transmission for transmitting torque between the drive unit and the transmission. The clutch arrangements are constructed as plate clutch arrangements, one of which has a greater effective friction radius than the other.

Abstract: The invention is directed to a multiple-clutch device, such as a double-clutch device, for arranging in a drivetrain of a motor vehicle between a drive unit and a transmission, wherein the clutch device has a first clutch arrangement associated with a first transmission input shaft of the transmission and a second clutch arrangement associated with a second transmission input shaft of the transmission for transmitting torque between the drive unit and the transmission. It is suggested that a bearing arrangement is associated with at least one of the clutch arrangements, wherein the latter is supported or can be supported so as to be relatively rotatable by means of the bearing arrangement on at least one of the transmission input shafts, at least one of which is constructed as a hollow shaft and a shaft constructed as a hollow shaft encloses the other shaft, preferably at least at the radial outer transmission input shaft which is constructed as a hollow shaft.

Abstract: The invention is directed to a multiple-clutch device, such as a double-clutch device, for arranging in a drivetrain of a motor vehicle between a drive unit and a transmission, wherein the clutch device has a first clutch arrangement associated with a first transmission input shaft of the transmission and a second clutch arrangement associated with a second transmission input shaft of the transmission for transmitting torque between the drive unit and the transmission. According to one aspect of the invention, it is suggested that at least one of the clutch arrangements has an actuating piston defining a pressure chamber for actuation, preferably for engagement of the clutch arrangement by means of a pressure medium, preferably a hydraulic medium, wherein the actuating piston divides the pressure chamber from an associated centrifugal force pressure compensation chamber which receives a pressure compensation medium.

Abstract: A drive train of a motor vehicle includes a gear arrangement with at least two gear elements moveable relative to one another acts in a torque transmission path between an internal combustion engine and a transmission. The gear arrangement being connected between a drive-side flywheel mass and a gear-side flywheel mass. The gear arrangement includes at least one additional mass having a center of gravity (Sp) which is displaceable radially in relation to an axis of rotation (D) of the torque transmission path as a function of a relative position of the at least two gear elements. In the event of a change in the relative rotary angle between the flywheel masses, a moment of inertia of the torque transmission path also changes, so that there is no definite resonant point and the torque transmission path takes effect as a self-steadying system. Furthermore, the additional mass may be arranged to generate a centrifugally dependent return force directed toward a specific relative rotary angle position.

Abstract: A clutch device which serves to connect the drive) of a motor vehicle with a multiple-speed shift transmission has, for this purpose, two friction clutches which can be engaged or disengaged independently from one another in that they are connected via their respective driven sides with a transmission input shaft. At least one of the friction clutches is in a working connection at its drive side with a driving member of a hydrodynamic clutch which can be activated at least under predetermined operating conditions of the drivetrain for transmitting torque introduced by the drive. At the same time, a driven member of the hydrodynamic clutch can be connected with one of the transmission input shafts.

Abstract: A hydrodynamic device comprises at least one and preferably two vane wheels in a housing cover which are rotatable with respect to one another about an axis of rotation (A) and a work fluid arranged in the housing cover which can be driven to movement by the at least one vane wheel. The work fluid is electrically conductive and a magnetic device is provided for generating a magnetic field in the area of the work fluid circulation. Further, a electric device is provided for generating an electric current flow through the work fluid.

Abstract: A torsional vibration damper with a driving-side transmission element and a driven-side transmission element which is rotatable relative to the driving-side transmission element and which is connected with the driving-side transmission element by a damping device. A gearset having at least a driving-side gearset element and a driven-side gearset element is associated with the damping device, wherein introduced torsional vibrations can be transmitted to the damping device with gear shifting by means of the gearset. The gearset is provided with a shift mechanism for separating the driving-side gearset element and the driven-side gearset element.

Abstract: An arrangement for the rotationally fixed connection of a hydrodynamic coupling device to a drive component, in particular a drive shaft, has a first torque-transmission engagement formation, which is connected in a rotationally fixed manner to the drive component, a second torque-transmission engagement formation, which is connected in a rotationally fixed manner to the hydrodynamic coupling device and is in or can be brought into torque-transmitting engagement with the first torque-transmission engagement formation as a result of these formations being moved toward one another substantially in the direction of an axis of rotation, and a preloading device which preloads the hydrodynamic coupling device with respect to the drive component substantially in the direction of the axis of rotation. The first and second torque-transmission engagement formations are brought into or held in torque-transmitting engagement with one another by the preloading force generated by the preloading device.

Abstract: A multiple clutch arrangement includes a drive member, first and second output members, a first clutch arrangement for selective activation of a first torque transmission path between the drive member and the first output member, and a second clutch arrangement for selective activation of a second torque transmission path between the drive member and the second output member. A torsional vibration damper arrangement is arranged in at least one of the first and second clutch arrangements in the associated torque transmission path.

Abstract: A torsional vibration damper, especially for transmission of torque in a hydrodynamic torque converter, includes a primary side, a secondary side, and a plurality of damper spring arrangements arranged between the primary side and the secondary side such that the primary side is rotatable relative to the secondary side against an urgency of the damper spring arrangement. Each damper spring arrangement has at least one spring and is supported in each circumferential end area at a supporting area of the secondary side and at a first and a second supporting area of the primary side which are arranged on both axial sides of the associated supporting area of the secondary side. The primary side has a substantially annular carrier part and at least one of the first and second supporting areas of the primary side are constructed as separate parts that are connected for rotation with the primary side.

Abstract: A turbine impeller rotates around a rotational axis in a housing unit, and a bridging clutch unit has a clutch element connected in an essentially nonrotatable fashion to the turbine impeller. The clutch element has friction area which can be brought into frictional contact with an opposing friction area on the housing unit. A pretensioning device acts on the clutch element to pretension it against the opposing friction area.