Abstract: The invention relates to a process for controlling an automated friction clutch with a wear adjustment device that adjusts extended clutch stroke by a discrete magnitude through the wear of friction lining at maximum transmittable torque of the friction clutch. To guarantee safe self-adjustment, also during a long operation period under the maximum clutch torque, under specified preconditions, for instance, during the start of the internal combustion engine and without gear engagement, the friction clutch is closed for maximum clutch torque.

Abstract: A switchable free-wheel arrangement for a CVT transmission of a motor vehicle. Clamping bodies held in a cage are disposed between an outer ring and an inner ring. Each clamping body can be pressed with a relatively high force against the inner ring by an energy accumulator. The clamping bodies can be set up in the release direction or in the clamping direction by a switching mechanism. The energy accumulator generates a relative small setup force for setting up the clamping bodies. The energy accumulator includes two torsion springs disposed on the clamping body. It can, however, also have the shape of a helical spring that surrounds the clamping bodies and engages therein in special helical spring grooves.

Abstract: A switchable free-wheel device for a transmission for a crank-driven CVT of a motor vehicle. The device includes at least one free-wheel unit with a drivable outer ring, an inner ring in the form of an output shaft, and clamping bodies disposed between the rings and rotatable about their longitudinal axes. In the axial direction, each of the clamping bodies includes first and second grooves that are axially spaced from each other and offset relative to each other in the peripheral direction of the clamping body. Annular worm springs surrounding the clamping bodies are displaceable in the axial direction of the body by a switching mechanism, such that the springs engage either in the first groove or in the second groove. The clamping body rotates about its longitudinal axis such that the force applied by the worm spring runs on a side of the longitudinal axis.

Abstract: A freewheel, which has an inner ring, an outer ring that can be rotated relative to the inner ring in at least one rotational direction and which is disposed radially around the inner ring, a plurality of rolling bodies, which are disposed between the inner ring and the outer ring, and at least one rolling body suspension for suspending the rolling bodies in the direction of the inner ring. The rolling body suspension has a spring which overall has a circular shape and is adapted such that the rolling bodies are loaded radially inward in the radial direction of the freewheel. In a plane that is formed by the longitudinal direction and the radial direction of the freewheel, the spring has a substantially rectangular profile.

Abstract: A crank-CVT transmission which has a freewheel device connected to an output shaft of the transmission. The device selectively enables and blocks a relative rotation between the device and the output shaft. The transmission further has a switching unit adapted to switch the device and an internal shaft, which can be connected to the output shaft and by a connecting element to a differential. The internal shaft can be displaced in the axial direction of the output shaft. The transmission further has an actuator interacting with the switching unit and adapted to initiate the switch of the device. The actuator has a first mechanism adapted to displace the internal shaft in the axial direction, disconnecting the internal shaft from the differential a second mechanism adapted to drive the switching unit. The second mechanism is coupled to the first mechanism and is driven after the first mechanism.

Abstract: An adjusting device including a CVT planetary roller transmission having two axially-spaced sun wheels that are rotatable about a common axis of rotation and at different speeds of rotation. Planet wheels contact and ride against peripheral surfaces of each of the sun wheels, and an axially displaceable ring wheel lies radially outwardly of the sun wheels and engages a peripheral groove formed in the sun wheels. When the ring wheel is axially displaced relative to the sun wheels the axes of rotation of the planet wheels tilt relative to the sun wheel axis resulting in a difference in the rotational speed of the sun wheels changes. The device can be employed as an adjusting device for adjusting the rotational speed of connected units, and also as a drive line component having a variable transmission ratio and situated in a power train of a motor vehicle.

Abstract: The invention relates to a process for controlling an automated friction clutch with a wear adjustment device that adjusts extended clutch stroke by a discrete magnitude through the wear of friction lining at maximum transmittable torque of the friction clutch. To guarantee safe self-adjustment, also during a long operation period under the maximum clutch torque, under specified preconditions, for instance, during the start of the internal combustion engine and without gear engagement, the friction clutch is closed for maximum clutch torque.

Abstract: An electromagnetic friction clutch has at least two clutch parts that are mounted so as to be rotatable relative to each other and movable toward and away from each other and that touch each other with a contact force in the position of use. The clutch parts are located in a magnetic circuit, which is guided in the clutch parts in a soft magnetic material in sheet form. Positioned in the magnetic circuit is an electromagnet having a soft magnetic core and a coil. The magnetic circuit has air gaps between the soft magnetic core and at least one of the clutch parts. The flux density in the magnetic circuit, and thus the contact force, is modifiable via the current applied to the coil. The magnetic flux changes at least ten flux crossover points one after the other in the direction of flow between the clutch parts. The cross section of the magnetic flux in at least one air gap is at least five times greater than the smallest flux cross section in the soft magnetic material.

Abstract: An adjusting device including a CVT planetary roller transmission having two axially-spaced sun wheels that are rotatable about a common axis of rotation and at different speeds of rotation. Planet wheels contact and ride against peripheral surfaces of each of the sun wheels, and an axially displaceable ring wheel lies radially outwardly of the sun wheels and engages a peripheral groove formed in the sun wheels. When the ring wheel is axially displaced relative to the sun wheels the axes of rotation of the planet wheels tilt relative to the sun wheel axis resulting in a difference in the rotational speed of the sun wheels changes. The device can be employed as an adjusting device for adjusting the rotational speed of connected units, and also as a drive line component having a variable transmission ratio and situated in a power train of a motor vehicle.

Abstract: A lever system for actuating a clutch or a brake for a vehicle, such as a motor vehicle. The actuating force for the clutch or transmission brake is changeable by displacing a fulcrum with respect to a lever. An energy storage mechanism may act at one end portion of the lever and a pressure plate of a clutch or a transmission brake may act, directly or indirectly, on the other end portion.

Abstract: A power train for a motor vehicle includes a combustion engine, a clutch or other torque-coupling device, a transmission, and an electro-mechanical energy converter that is operable at least as a motor and as a generator. The electro-mechanical energy converter is coupled to the output shaft of the combustion engine through a torque transfer device with at least two rpm ratios that automatically set themselves according to whether the vehicle is operating in a start-up mode or in a driving mode.

Abstract: An electromagnetic friction clutch has at least two clutch parts that are mounted so as to be rotatable relative to each other and movable toward and away from each other and that touch each other with a contact force in the position of use. The clutch parts are located in a magnetic circuit, which is guided in the clutch parts in a soft magnetic material in sheet form. Positioned in the magnetic circuit is an electromagnet having a soft magnetic core and a coil. The magnetic circuit has air gaps between the soft magnetic core and at least one of the clutch parts. The flux density in the magnetic circuit, and thus the contact force, is modifiable via the current applied to the coil. The magnetic flux changes at at least ten flux crossover points one after the other in the direction of flow between the clutch parts. The cross section of the magnetic flux in at least one air gap is at least five times greater than the smallest flux cross section in the soft magnetic material.

Abstract: A power train for a motor vehicle includes a combustion engine, a clutch or other torque-coupling device, a transmission, and an electro-mechanical energy converter that is operable at least as a motor and as a generator. The electro-mechanical energy converter is coupled to the output shaft of the combustion engine through a torque transfer device with at least two rpm ratios that automatically set themselves according to whether the vehicle is operating in a start-up mode or in a driving mode.

Abstract: A lever system for actuating a clutch or a brake for a vehicle, such as a motor vehicle. The actuating force for the clutch or transmission brake is changeable by displacing a fulcrum with respect to a lever. An energy storage mechanism may act at one end portion of the lever and a pressure plate of a clutch or a transmission brake may act, directly or indirectly, on the other end portion.

Abstract: The power train of a motor vehicle has an engine which normally drives the wheels and can be started by an electric motor which acts as a generator once the engine is started. The torque transmitting connection between the crankshaft of the engine and a shaft of the motor includes a planetary and one or more freewheels of the type employing an elongated belt surrounding a rotary part and being surrounded by the internal surface of a hollow part. The belt or belts can be urged into or released from frictional engagement with one of the adjacent surfaces by centrifugal force and/or by an electromagnet.

Abstract: A power train for a motor vehicle includes a combustion engine, a clutch or other torque-coupling device, a transmission, and an electro-mechanical energy converter that is operable at least as a motor and as a generator. The electro-mechanical energy converter is coupled to the output shaft of the combustion engine through a torque transfer device with at least two rpm ratios that automatically set themselves according to whether the vehicle is operating in a start-up mode or in a driving mode.

Abstract: The power train of a motor vehicle has an engine which normally drives the wheels and can be started by an electric motor which acts as a generator once the engine is started. The torque transmitting connection between the crankshaft of the engine and a shaft of the motor includes a planetary and one or more freewheels of the type employing an elongated belt surrounding a rotary part and being surrounded by the internal surface of a hollow part. The belt or belts can be urged into or released from frictional engagement with one of the adjacent surfaces by centrifugal force and/or by an electromagnet.