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: A torsional vibration damper for a drive train of a motor vehicle comprises two flywheel mass arrangements which are rotatable both jointly and relative to one another about a common axis of rotation. The two flywheel mass arrangements are coupled by a coupling mass arrangement for transmitting torsional force. The coupling mass arrangement comprises a first bearing region movably mounted for translational motion along a first guide track on the first flywheel arrangement for transmitting torsional forces to the first flywheel mass. A second bearing region is arranged at a distance from the first bearing region on the coupling mass arrangement movable in translational motion along a second guide track on the second flywheel mass arrangement for transmitting torsional forces to the second flywheel mass.

Abstract: A torsional vibration damper for a lockup clutch of a hydrodynamic clutch device has a drive-side damper element which is in an operative connection with a turbine shell and a driven-side damper element which is connected with the drive-side damper element via a damping device having at least one energy accumulator acting in the circumferential direction and is in a working connection with a turbine hub. The drive-side damper element is constructed as a planetary carrier for at least one gear unit element of a planetary gear set, while the driven-side damper element acts as another gear unit element of the planetary gear set.

Abstract: A two part flywheel having a torsional vibration damper with a plurality of inertial masses, for installation in the drive train of a motor vehicle. The two part flywheel comprises a first inertial mass system and a second inertial mass system. The first inertial mass system comprises a plurality of planet gears. The second inertial mass system comprises a sun gear. The planet gears solely engage with the sun gear. The first inertial mass system also comprises a first planar annular wall disposed substantially perpendicular to the common axis of rotation. The second inertial mass system also comprises a second planar annular wall disposed substantially perpendicular to the common axis of rotation. At least a portion of each planet gear of said plurality of planet gears is disposed between said first annular wall and said second annular wall.

Abstract: A hydrodynamic clutch device is constructed with a clutch housing which is in a working connection with at least one drive. The hydrodynamic, clutch device has a hydrodynamic circuit formed at least by an impeller wheel and turbine wheel. The speed of the impeller wheel is adjustable corresponding to the speed of the housing, and the drive is connected with the impeller wheel via a transmission for carrying out a change in the speed.

Abstract: A torsional vibration damper at a bridge clutch of a hydrodynamic torque converter is constructed with a drive-side transmission element which can be brought into a working connection with the converter housing and is connected with a driven-side transmission element by a coupling mechanism provided with an energy accumulator acting in the circumferential direction. The driven-side transmission element is fixed with respect to rotation relative to a driven-side structural component part of the torque converter. The transmission elements, together with the coupling device, form a gear unit with gear unit elements via which the secondary diagonal of the mass matrix is occupied for forming a decoupling frequency.

Abstract: A torsional vibration damper with a plurality of transmission elements which are rotatable relative to one another about a common axis of rotation. The relative movement of the transmission elements carried out by the deflection of coupling elements which are displaceable between the transmission elements along at least one guide path in the circumferential direction and which are in a working connection with the two transmission elements for this purpose. The guide path which is provided on at least one of the transmission elements is provided with a curvature which serves to receive a coupling body which is provided at the other transmission element and which is preferably formed with its own curvature at least along its rolling area facing the guide path.

Abstract: A torsional vibration damper for a lockup clutch of a hydrodynamic torque converter is provided with a drive-side damper element which is in operative connection with energy accumulators of a damping device and is provided with a driven-side damper element serving to support the energy accumulators in the circumferential direction. The individual energy accumulators are connected with one another by sliding elements which are movable in the circumferential direction along a guide path. The guide path is accommodated at one of the damper elements and a securing device for securing against axial movements of the sliding elements is associated with the guide path. This securing device is formed at the side of the guide path which faces the sliding elements and has a positive engagement with at least one of the sliding elements.

Abstract: A torsional vibration damper has a drive-side transmission element and an output-side transmission element rotatable relative thereto that is connected to the drive-side transmission element via a damping device. The damping device includes a first gear element and a second gear element that are in a meshed engagement with each other via a first set of teeth and a second set of teeth, respectively. The sets of teeth for each gear element is provided on the axial sides of the gear elements. A positioning device axially positions the gear elements relative to each other for adjusting the penetration depth of the meshed engagement of the first and second sets of teeth.

Abstract: A lockup clutch at a hydrodynamic torque converter is constructed with a torsional vibration damper which has a drive-side transmission element and a driven-side transmission element which is rotatable relative to the latter. Both of the transmission elements are provided with driving devices for driving elastic elements of a damping device. A carrier for a compensation flywheel mass is associated with the driven-side transmission element, wherein the carrier is connected with the turbine wheel on the one hand and with the driven-side driving device of the elastic elements on the other hand so as to be fixed with respect to rotation relative thereto and is provided at least with a cutout for receiving the compensation flywheel mass. The cutout has a guide path at least in its area of contact with the compensation flywheel mass, which guide path allows a movement of the compensation flywheel mass with at least one component perpendicular to the radial direction at the carrier.

Abstract: A two part flywheel having a torsional vibration damper with a plurality of inertial masses, for installation in the drive train of a motor vehicle. The torsional vibration damper has three inertial mass systems. A first and a second inertial mass system are oriented so that they can rotate jointly and also relative to one another around a common first axis of rotation. The first inertial mass system and the second inertial mass system are connected rotationally elastically to one another by means of a spring system. A third inertial mass system which is movable relative to the first and the second inertial mass systems is rotationally connected by a transmission system to the first and/or second inertial mass systems. One of the inertial mass systems, in particular the first inertial mass system, is designed to be connected to the crankshaft of an internal combustion engine.

Abstract: A torsional vibration damper having a plurality of transmission elements which are rotatable relative to one another about a common axis of rotation. A movement which is conducted to one of the transmission elements can be conducted to the other transmission element by a coupling device which acts in an articulated manner at one of the transmission elements via at least one coupling member. Further, at least one guide path is associated with the coupling device in at least one other transmission element. A thrust element connected with the coupling member for transmitting a movement with a component in the circumferential direction to the transmission element can be guided along this guide path.

Abstract: A torque converter has a converter housing which is connectable with a drive shaft, a turbine wheel having a turbine wheel shell and a turbine wheel hub arranged in the converter housing so as to be rotatable about an axis of rotation and which is connectable with a converter driven shaft. A lockup clutch is provided for optional coupling of the turbine wheel with the converter housing. A torsional vibration damper arrangement in a force flow path between the converter housing and the turbine wheel hub, includes the following: a first transmission arrangement, a and second transmission arrangement rotatable about the axis of rotation with and with respect to the first transmission arrangement and with respect to the first transmission arrangement, a coupling arrangement having a torque-transmitting connection with the first transmission arrangement by a first coupling area and a torque-transmitting connection with the second transmission arrangement by a second coupling area.

Abstract: A torque converter having a fluid vibration damping arrangement (70) for damping torsional vibrations which lead to relative torsion between an input and an output side of the torsional vibration damper by means of fluid contained in the interior (24) of the casing (12). The fluid vibration damping arrangement is implemented by at least one first blade-like projection, which is coupled in a rotationally fixed manner to a turbine impeller shell (28) of the turbine impeller (26), and extends substantially axially away from said shell and toward the clutch element (44), and at least one second blade-like projection, which is coupled in a rotationally fixed manner to the clutch element (44), preferably attached to the latter, and extends substantially axially away from the latter and toward the turbine impeller (26). The at least one first blade-like projection (74) and the at least one second blade-like projection (72) overlapping in the axial direction in certain regions.

Abstract: A torsional vibration damper is provided with a transmission element on the driving side, at least one planet carrier which is provided with at least one bearing for receiving a planet gear engaging with at least one ring gear, and a transmission element on the driven side. One of the transmission elements has a controller for elastic elements of a damping arrangement. At least one lubricant feed is associated with the planet gear. The lubricant feed extends, at least along part of its extent, within the range of extension of the planet gear and opens out in the region of the bearing. Lubricant can flow through this lubricant feed due to the pumping action of the planet gear as it rotates relative to other elements of the planetary gear unit.

Abstract: A torsional vibration damper has a transmission element on the drive side and a transmission element on the driven side which is rotatable relative to the drive-side transmission element against the action of a damping device. The damping device serves to transmit torque between the two transmission elements and has at least one coupling body that moves along at least one guide path which is formed in one of the transmission elements. This coupling body is displaceable at least in the circumferential direction and is in a working connection with the other transmission element via a driver device so that a deflection of one of the transmission elements in the circumferential direction by a relative movement of the coupling body results in a deflection of the other transmission element. Each guide path is provided with a curvature having a curvature location at the maximum distance from the axis of rotation.

Abstract: A torsional vibration damper for a flywheel with two inertial masses has two rotating elements which can rotate together and relative to one another. The rotating elements are connected to one another with rotational elasticity by a spring. The spring is located in a channel which is formed on the outside periphery of one of the two rotating elements. The channel is filled at least partly with lubricant. A filling passage for the lubricant is contained in one of the two rotating elements in the vicinity of the hub. The filling passage is closed by the annular surface of a component which, at least in the operationally fully assembled condition, is in contact with one of the two rotating elements and/or the hub. It is thereby possible to eliminate a separate closing cap, along with the corresponding work step which is necessary for the installation of such a closing cap.

Abstract: A device for preventing torque peaks generated by an internal combustion engine in a motor vehicle from being introduced into its drive train. The device is connectable to the internal combustion engine via a friction clutch which is frictionally engaged on a flywheel mass. The friction clutch is arranged in a clutch housing which is fixedly connected with the flywheel mass so that said clutch housing rotates with said flywheel mass. A pressing plate is urged into frictional engagement with the friction clutch by a first spring element. The pressing plate is also frictionally engaged with the housing via a second spring element.

Abstract: A flywheel device has a first flywheel mass that is drivable and rotates around a rotational axis and a second flywheel mass that can be deflected relative to the first at least by a limited rotational angle. The second flywheel mass is drive-connected to the first flywheel mass by a torsional damping device. At least one flywheel mass has a grease chamber which at least partially accommodates the torsional damping device and is equipped with at least one seal against the escape of viscous medium. A first sealing part of the seal is connected to one of the flywheel masses and a second sealing part of the seal is connected to the other flywheel mass. The second sealing part is arranged in a radially offset manner relative to the first sealing part and has at least two fixed arms extending from an annual base in the direction of the first sealing part.

Abstract: A friction clutch for arrangement in the power train of a motor vehicle. The friction clutch includes a flywheel mass arrangement to be fastened to an input shaft rotating about an axis of rotation. A pressure plate unit with a clutch housing is held at the flywheel mass arrangement. A contact-pressure plate is guided so as to be axially displaceable relative to the clutch housing and the flywheel mass arrangement. A clutch spring arrangement axially spring loads the contact-pressure plate toward the flywheel mass arrangement. A clutch disk with friction facings projects between, on the one side, friction surfaces of the flywheel mass arrangement which are located axially opposite one another and, on the other side, the contact-pressure plate. The flywheel mass arrangement and the contact-pressure plate are coupled with one another in a torsionally elastic manner with reference to the axis of rotation in order to limit the peak torque transmitted through the friction clutch.