Abstract: A clutch for selectively coupling a motor to a motor vehicle drivetrain includes a sliding sleeve, an actuating cap arranged for moving the sliding sleeve, a housing comprising two pressure chambers, and a piston arranged in a pressure-dependent axially movable manner between the two pressure chambers. The actuating cap has a cantilever-like arm with a snap closure at a free end, and the snap closure is arranged to engage on the sliding sleeve. In an example embodiment, the actuating cap has a main body and a slit extending between the cantilever-like arm and the main body, the cantilever-like arm projects from the main body, and the slit is arranged to adjust a stiffness of the cantilever-like arm in an axial direction and a radial direction.

Abstract: The invention relates to a clutch (1) for coupling and uncoupling an engine to and from a motor vehicle drive train, said clutch comprising a piston (2) which is positioned in a housing (3) so as to be axially displaceable between two pressure chambers (6, 7) as a result of pressure, the piston (2) being connected to an actuation bell (8) which is designed to contact/move a sliding sleeve (9), an end stop disc (22) being provided which is elastic in the axial direction in order limit the axial displaceability of the sliding sleeve (9).

Abstract: A clutch for selectively coupling a motor and a motor vehicle drive train includes a housing having two pressure chambers, a shift sleeve, an actuating cap arranged for moving the shift sleeve, a piston, an idler gear and a mechanical engaging element. The piston is arranged in the housing between the two pressure chambers in a pressure-dependent, axially movable manner and is connected to the actuating cap. The mechanical engaging element is arranged between an axially movable component and an axially fixed component to engage the shift sleeve in two different axial positions. The axially movable component may be the shift sleeve or the piston, and the axially fixed component may be the housing or the idler gear.

Abstract: A clutch for selectively coupling a motor to a motor vehicle drivetrain includes a sliding sleeve, an actuating cap arranged for moving the sliding sleeve, a housing comprising two pressure chambers, and a piston arranged in a pressure-dependent axially movable manner between the two pressure chambers. The actuating cap has a cantilever-like arm with a snap closure at a free end, and the snap closure is arranged to engage on the sliding sleeve. In an example embodiment, the actuating cap has a main body and a slit extending between the cantilever-like arm and the main body, the cantilever-like arm projects from the main body, and the slit is arranged to adjust a stiffness of the cantilever-like arm in an axial direction and a radial direction.

Abstract: A clutch for selectively coupling a motor and a motor vehicle drive train includes a housing having two pressure chambers, a shift sleeve, an actuating cap arranged for moving the shift sleeve, a piston, an idler gear and a mechanical engaging element. The piston is arranged in the housing between the two pressure chambers in a pressure-dependent, axially movable manner and is connected to the actuating cap. The mechanical engaging element is arranged between an axially movable component and an axially fixed component to engage the shift sleeve in two different axial positions. The axially movable component may be the shift sleeve or the piston, and the axially fixed component may be the housing or the idler gear.

Abstract: A clutch for selectively coupling a motor and a motor vehicle drive train includes an axis of rotation, a housing including two pressure chambers, a sliding sleeve, an actuating cap arranged for moving the sliding sleeve, a piston and an end stop disc. The piston is arranged in the housing between the two pressure chambers, axially displaceable due to pressure, and connected to the actuating cap. The end stop disc is axially elastic and arranged to limit axial displacement of the sliding sleeve.

Abstract: A sliding sleeve (1) of a vehicle transmission synchronization, wherein the tooth flanks (10) of the toothing (2) of the sliding sleeve (1) are surface-treated for enhanced friction.

Abstract: A synchronizer ring is made of steel and has a main body with a conical friction surface. A toothing and at least one blocking body project radially outward from the main body. The blocking body has an engagement section extending in the axial direction. The engagement section has a first edge, which runs approximately parallel to a first end face of the main body and has a first width extending in the circumferential direction, and two mutually opposite second edges extending from the first edge. To improve the durability of the synchronizer ring, the second edges have a convex curvature in a plan view of the engagement section. A second width extending in the circumferential direction between the second edges is greater than the first width at a depth spaced apart from the first edge.

Abstract: A synchronizer ring is made of steel and has a main body with a conical friction surface. A toothing and at least one blocking body project radially outward from the main body. The blocking body has an engagement section extending in the axial direction. The engagement section has a first edge, which runs approximately parallel to a first end face of the main body and has a first width extending in the circumferential direction, and two mutually opposite second edges extending from the first edge. To improve the durability of the synchronizer ring, the second edges have a convex curvature in a plan view of the engagement section. A second width extending in the circumferential direction between the second edges is greater than the first width at a depth spaced apart from the first edge.

Abstract: A method for producing a synchronizer ring includes providing a ring body made of metal and having a conical connecting surface, providing a friction ring, corresponding to the connecting surface, made of a composite material of carbon fiber bound with a resin, adhesively bonding the friction ring to the connecting surface, and pyrolyzing exclusively an outer layer of the friction ring which is remote from the connecting surface.

Abstract: A method for producing a synchronizer ring includes providing a ring body made of metal and having a conical connecting surface, providing a friction ring, corresponding to the connecting surface, made of a composite material of carbon fiber bound with a resin, adhesively bonding the friction ring to the connecting surface, and pyrolysing exclusively an outer layer of the friction ring which is remote from the connecting surface.

Abstract: A sheet-metal synchronizer ring for a synchronizing device has a conical ring body, an outer toothing for blocking the axial movement of a sliding sleeve, and at least one indexing tab which is bent in the axial direction and limits the rotation of the synchronizer ring in a synchronizer hub. The indexing tab has a tab widened portion on at least one side.

Abstract: A sheet-metal synchronizer ring for a synchronizing device has a conical ring body, an outer toothing for blocking the axial movement of a sliding sleeve, and at least one indexing tab which is bent in the axial direction and limits the rotation of the synchronizer ring in a synchronizer hub. The indexing tab has a tab widened portion on at least one side.

Abstract: A friction layer carrier device has a basic element with a basic element contact surface and a friction layer lining body with a lining contact surface. The friction layer lining body is fastened to the basic element in such a way that the basic element contact surface and the lining contact surface are joined together in adhesive regions via an adhesive. At least one depression region, which allows degassing of the adhesive, is introduced into the basic element contact surface and/or into the lining contact surface.