Abstract: A clutch unit for use in the drive train of a motor vehicle between a drive unit and a transmission including at least one transmission input shaft. The clutch unit includes at least one wet clutch device that is provided with a plurality of clutch elements, in particular clutch discs, that are at least partially wetted by a coolant such as oil. The coolant carries away frictional heat that is generated by slippage between adjacent clutch discs during certain vehicle operating conditions. The heat absorbed by the clutch coolant is cooled by heat transfer from the coolant to a cooler that surrounds the clutch unit.

Abstract: A clutch unit (1) including at least one wet clutch (28, 29) and a torsional vibration damper (12) which are accommodated in a housing (8) driven by the drive unit. In order to simplify assembly, pre-assembled modular units (3, 4, 5) are formed that are joined together during the final assembly process. Advantageously, a separation point is provided between two modular units in the torsional vibration damper, wherein one modular unit (3) includes the energy accumulators (11) captively accommodated in a housing part (6), while the other modular unit (4) includes the output part of the torsional vibration damper as an input part (13) of the at least one wet clutch.

Abstract: A heat exchanger comprising at least one pipe (1) and at least one lamina (2), for exchanging heat between a first coolant that flows through the pipe (1) and a second coolant that wets the heat exchanger under the influence of centrifugal forces in order to be cooled and to be available to further cool a rotating machine element (3) that is situated in a housing (4). The heat exchanger is of approximately ring-shaped design, essentially surrounds the rotating machine element (3) and is integrated into the housing (4).

Abstract: A dual clutch which has two friction clutches, a central pressure-exerting plate and two pressure plates which are axially movable relative to the pressure-exerting plate with the interposition of the friction linings of two clutch disks, which each mesh with in-each case one gearbox input shaft, of actuating devices. The dual clutch is held at the drive-input side, with the dual clutch being supported at the gearbox side by an actuating system, which holds the two actuating devices, for actuating the pressure plates, and with the actuating system being rotatably held on the clutch housing.

Abstract: A double clutch which has two friction clutches, a central pressure-exerting plate and two pressure plates that are axially movable relative to the pressure-exerting plate with the interposition of friction linings of two clutch disks, which mesh with each transmission input shaft, of actuating devices. Here, the pressure plates are acted on by transmission elements by the actuating devices directly without a lever action. Furthermore, for cooling and lubrication of actuating devices and transmission elements, an annular chamber with an increase in fluid volume can be formed.

Abstract: A dual clutch which has two friction clutches, which have a central pressure-exerting plate and two pressure plates which are axially movable relative to the pressure-exerting plate with the interposition of the friction linings of two clutch disks, which each mesh with a gearbox input shaft of actuating devices. The pressure plates are acted on by transmission elements by the actuating devices directly without a lever action. Furthermore, for the cooling and lubrication of the actuating bearings between the actuating devices and the transmission elements, an annular chamber can be formed which has an increased fluid volume.

Abstract: A dual clutch which has two friction clutches, a central pressure-exerting plate and two pressure plates which are axially movable relative to the pressure-exerting plate with the interposition of the friction linings of two clutch disks, which each mesh with one gearbox input shaft, of actuating devices. The dual clutch is held at the drive-input side and is supported at the gearbox side by an actuating system, which is rotatably held on the clutch housing, for actuating the pressure plates.

Abstract: A torque transfer device, in particular in the drive train of a motor vehicle for torque transfer between a drive unit, in particular a combustion engine, and a transmission with at least one multi-disk clutch, in particular, a twin multi-disk clutch, comprising at least one disk packet, comprising outer disks, connected torque proof with an outer disk carrier, and inner disks, connected torque proof with an inner disk carrier (17, 27), and with at least one operating lever device for operating the multi-disk clutch, wherein a pressure transfer device extends between the disk packet and the operating lever device through at least one pass-through opening, which is cut out in a carrier device. The seal device is disposed between the inner disk carrier and the pass-through opening.

Abstract: The invention relates to a closure with a thermal safeguard function, comprising a closure body (1), which is used to seal a cavity (10) that is to be closed; a fusible safeguard element (2), which is inserted into the closure body and which keeps closed, at least indirectly, a through-opening (1.1), which is formed in the closure body. The inventive closure with a thermal safeguard function is characterized by the following features: the closure body comprises a bushing (3) provided with a continuous bore (3.1); the bushing is inserted into the through-opening of the closure body at an axial end (1.3) in such a way that the continuous bore and the region of the through-opening that is axially adjacent to the bushing are aligned flush with each other; the fusible safeguard element completely fills the continuous bore of the bushing over the entire cross section thereof along a given axial length.

Abstract: A starting clutch running in oil is present in the drive train of a motor vehicle which has an internal combustion engine and a starter generator. The rotor of the starter generator is supported on a clutch cover, at least indirectly, and the clutch cover is rotationally fixed to the clutch bell of the transmission.

Abstract: The invention relates to a heat exchanger comprising at least one pipe (1) and at least one lamella (2), for exchanging heat between a first coolant that flows through the pipe (1) and a second coolant that wets the heat exchanger under the influence of centrifugal forces in order to be cooled and to be available to further cool a rotating machine element (3) that is situated in a housing (4), where the heat exchanger is of approximately ring-shaped design, essentially surrounds the rotating machine element (3) and is integrated into the housing (4).

Abstract: A liquid-cooled friction clutch contains at least one lamella, which is connected rotationally fixed to a driveshaft, at least one lamella, which is connected rotationally fixed to an output shaft, these lamellae being able to be pressed mutually against one another and being positioned inside a clutch housing connected rotationally fixed to the driveshaft, and a coolant liquid return line, which leads from an area radially outside the lamellae to an area radially inside the lamellae and returns coolant liquid after its radial flow along the lamellae from the radial external area into the radial internal area, an end area of the return line being implemented as a scoop tube having an intake opening which is immersed radially outside the lamellae in a coolant liquid ring rotating together with the clutch housing and returns the coolant liquid into the area radially inside the lamellae without flowing through a pump driven by external force.

Abstract: A torque transmitting unit in the power train of a motor vehicle for transmitting torque between an engine crankshaft, and a transmission having at least one input shaft with at least one friction clutch. The transmission input shaft is coupled with the crankshaft by the friction clutch, which includes friction disks on the power input and/or output sides, and that are pressed together axially along an axis of rotation of the transmission input shaft to form a frictional engagement through a plurality of disks arranged in alternating layers in the axial direction. The disks are pressed against a stop by an actuator and with an actuating bearing interposed, wherein the actuator is connected to a fixed part of the transmission housing in a rotationally fixed connection. The friction clutch is a wet clutch.

Abstract: A sealing arrangement for a pressurizing-agent-operable control device of a clutch arrangement, for sealing a chamber which is pressurizable with a pressurizing agent, assigned to the clutch arrangement, from the interior space of the clutch arrangement; comprising at least one elastic sealing device. The sealing device is guided on at least one sheet metal element, which is attached to an element that delimits the chamber which is pressurizable with a pressurizing agent. A double clutch arrangement having a sealing arrangement.

Abstract: A torque transfer device, in particular in the drive train of a motor vehicle for torque transfer between a drive unit, in particular a combustion engine, and a transmission with at least one multi-disk clutch, in particular, a twin multi-disk clutch, comprising at least one disk packet, comprising outer disks, connected torque proof with an outer disk carrier, and inner disks, connected torque proof with an inner disk carrier (17, 27), and with at least one operating lever device for operating the multi-disk clutch, wherein a pressure transfer device extends between the disk packet and the operating lever device through at least one pass-through opening, which is cut out in a carrier device. The seal device is disposed between the inner disk carrier and the pass-through opening.

Abstract: A liquid-cooled friction clutch contains at least one lamella, which is connected rotationally fixed to a driveshaft, at least one lamella, which is connected rotationally fixed to an output shaft, these lamellae being able to be pressed mutually against one another and being positioned inside a clutch housing connected rotationally fixed to the driveshaft, and a coolant liquid return line, which leads from an area radially outside the lamellae to an area radially inside the lamellae and returns coolant liquid after its radial flow along the lamellae from the radial external area into the radial internal area, an end area of the return line being implemented as a scoop tube having an intake opening which is immersed radially outside the lamellae in a coolant liquid ring rotating together with the clutch housing and returns the coolant liquid into the area radially inside the lamellae without flowing through a pump driven by external force.