Abstract: A camshaft assembly for valve-controlled internal combustion engines, having two shaft elements, an inner shaft and an outer shaft, which are positioned one inside the other, which are supported one inside the other and which are rotatable relative to one another by a limited axial distance, with first cams referred to as inner cams, especially for the inlet valves, being connected to the inner shaft and with second cams referred to as outer cams, especially for the outlet valves, being connected to the hollow outer shaft, the outer shaft comprising wall apertures associated with fixing elements or fixing portions of the inner cams, and the inner cams forming axially open slots or recesses which are shaped like a sector of a circle and which are engaged by axial finger regions of the outer shaft, with the inner cams being connected to the inner shaft by form-fitting mechanisms and with the outer cams being connected to the outer shaft by form-fitting mechanisms and with at least the outer shaft consisting of

Abstract: A cam shaft for valve operation in an internal combustion engine comprises two shaft elements of which the first (101, 201) is disposed inside the second (102, 202) and can be moved relative thereto angularly and/or axially. First cam elements (107, 207) provided on the first shaft element have at least lobe portions which extend radially outwardly through slots in the second shaft element to provide a cam surface, while second cam elements are provided on the second shaft element. The first and/or the second shaft element may comprise a number of individual tubular sections joined to one another.

Abstract: A driveshaft (6, 8, 9, 11) for a vehicle (1) which is firmly attached to a damping sleeve (17) slid on the central tube region (R.sub.m). The damping sleeve (17) changes the natural and torsional frequencies of the driveshaft (6, 8, 9, 11) thereby permitting the natural frequencies to be moved into the region of low external excitation energy.

Abstract: The invention has a driveshaft (6, 8a, 8b and 10), especially used in the drive line of a motor vehicle (1), with a tubular shaft which has a central tube region (R.sub.m) and end pieces (11 and 12) formed on both ends. For optimizing the torsional characteristics of the driveshaft (6, 8a, 8b and 10), it includes at least one mass element (13) which is formed by reducing the inner diameter (D.sub.i) and/or increasing the outer diameter (D.sub.a) of the shaft wall. These additional mass elements (13) may be arranged symmetrically or asymmetrically in the axial direction of the driveshaft (6, 8a, 8b and 10). If the additional mass elements are arranged asymmetrically, the center of gravity is displaced, thereby optimizing the driveshaft 6, 8a, 8b and 10) of certain vehicle types with respect of its natural frequencies.

Abstract: A driveshaft for a motor vehicle is designed to be asymmetrical, with the center of symmetry of the central tube region or center of gravity of inertia being located outside the tubular shaft center. Thus, it is possible to obtain a driveshaft whose cross sectional area is distributed in such a way that it is functionally optimized and which meets the respective strength requirements, and noise reduction is achieved by displacing the natural resonance frequency of the driveshaft into a region of minimum external excitation.

Abstract: A driveshaft for a motor vehicle has an approximately constant wall thickness and a changing outer diameter which extends analogously to the amplitude of the second basic vibration of the natural bending frequency. In this way it is possible to achieve a distribution of cross-sectional area which is functionally optimized and meets the respective strength requirements. At the same time, torsional stiffness values may be set as required and natural resonance frequency values may be varied. With help of this design it is possible to move the natural resonance frequency of the tubular shaft into a speed range of minimum external excitation energy.

Abstract: Method and apparatus for the varying locking rates of a differential gear system has a driven differential cage (1) with two coaxial axle shaft gears (9, 10) retained in cylindrical cavities (7, 8) within the cage. The gears (9, 10) are coupled to each other via groups of compensating gears (11, 12) positioned parallel thereto. Engagement of various compensating gear pairs (11, 12) with both axle shaft gears (9, 10) is sequentially rendered either effective or ineffective, in order to generate a variable, resultant radial and/or tangential force to be applied to the axle shaft gear (9, 10). The force generates a variable frictional force in the support bearings (7, 8) of the axle shaft gears.

Abstract: A differential drive has a differential carrier rotatably supported in a differential housing. Two axle shaft gears are rotatably held in cylindrical bores in the differential carrier and are arranged coaxially relative to each other. Several differential gears, in an axis-parallel arrangement, are supported in an axle-free way in bores in the differential carrier. One group of differential gears engages one of the axle shaft gears and another group engages the other axle shaft gear. At least one group of the differential gears engages the other group of differential gears. The axle shaft gears or differential gears radially deviate from a complete symmetry so that at least periodically there occurs a friction contact between the axle shaft gears and their cylindrical bore in the differential carrier.

Abstract: A cam shaft for valve operation in an internal combustion engine comprises two shaft elements of which the first (101, 201) is disposed inside the second (102, 202) and can be moved relative thereto angularly and/or axially. First cam elements (107, 207) provided on the first shaft element have at least lobe portions which extend radially outwardly through slots in the second shaft element to provide a cam surface, while second cam elements are provided on the second shaft element. The first and/or the second shaft element may comprise a number of individual tubular sections joined to one another.

Abstract: In the production of an assembled camshaft slid-on elements, such as control cams, bearing rings, gear wheels or bevel gears, are placed on an axially extending shaft tube. The slid-on elements are secured in place by expanding the shaft tube in the region of the elements by applying internal pressure. In producing the camshaft, a high strength material is used for the slid-on elements and an inferior strength material for the shaft. In the expanding step, an axially extending portion of the shaft tube is plastically deformed and the slid-on element is predominately elastically deformed. After expansion, the outer zone of the slid-on elements are elongated in the tangential direction in the range of 1%.

Abstract: A differential gearing comprises a carrier (1); output gears (3, 11); and differential gears (4, 5) in two sets meshing respectively with the output gears and directly or indirectly with one another. The differential gears are disposed asymmetrically about the carrier so that a resultant radial force acts on the output gears urging them into engagement with recesses in the carrier (1) or a support member (7) therein, so that the frictional inhibition of the differential action is increased.

Abstract: An improvement in a process for preparing a structural steel having a maximum carbon content of 0.26 weight percent, the balance comprising iron, wherein the steel is continuously heated with the use of rapid heating, followed by quenching, the improvement comprising heating the steel only in its shell to a temperature between A.sub.cl and 1,300.degree.C such that the core heats up at an average rate of at least 100.degree.C/sec. up to a temperature between incipient pearlite transformation (A.sub.cl) and 900.degree.C, and thereafter, but prior to the attainment of equilibrium with respect to the carbon content, quenching said steel.