Abstract: A multiple clutch assembly for use in an automated transmission has two coaxial clutches wherein the discs of the driving units can be moved axially relative to the discs of the driven units by prestressed one-armed or two-armed levers in the form of diaphragam springs. The levers can be tilted with reference to the rotary housing of the multiple clutch assembly by the pistons of hydraulic cylinder and piston units. One of the cylinder and piston units is at least partially confined in the other cylinder and piston unit. One of the clutches is a starter clutch, and both clutches are actuated during changes of gear ratio for power shifting. One of the levers can be installed so that it tends to engage the respective clutch, or both levers can be installed in such a way that they tend to disengage the respective clutches.

Abstract: A torsion damping assembly which is installed between the crankshaft of the engine and the input element of the change-speed transmission in a motor vehicle has two coaxial flywheels one of which is driven by the crankshaft and the other of which can transmit torque to the transmission in response to engagement of a friction clutch. The transmission of torque between the two flywheels takes place by way of a damper and a slip clutch which latter is effective only within a selected range of possible angular movements of the two flywheels relative to each other.

Abstract: A torque transmitting mechanism which operates between the crankshaft of the engine and the input shaft of the change-speed transmission in a motor vehicle has a first flywheel which is driven by the crankshaft, a second flywheel which can drive the input shaft through the medium of a friction clutch, and three series-connected dampers between the two flywheels. At least one of the dampers is a slip clutch, and the torque which can be transmitted by such slip clutch is variable. The dampers are designed to compensate for all fluctuations of torque which is transmitted between the crankshaft to the input shaft. The first damper can constitute a slip clutch the input element of which receives torque from the crankshaft, the second damper can constitute a slip clutch the input element of which is the output element of the first damper and the output element of which is the input element of an elastic damper operating between the second slip clutch and the second flywheel.

Abstract: Apparatus for damping vibrations between the engine and the variable-speed transmission of a motor vehicle has two coaxial flywheels and a damper in a ring-shaped compartment of one of the flywheels. The damper has an annulus of coil springs in the compartment and a flange which is coupled to the other flywheel and has radial arms alternating with the coil springs. The coil springs store energy when the flywheels turn relative to each other because the one flywheel has axially extending recesses in the form of blind bores or holes for loosely inserted disc-shaped stops which engage the end convolutions of the coil springs in the neutral positions of the flywheels.

Abstract: The power train between the crankshaft of the internal combustion engine and the input shaft of the change-speed transmission in a motor vehicle has two coaxial flywheels and a two-stage slip clutch between the flywheels. The magnitude of torque which is transmitted by the slip clutch is variable in response to changes in centrifugal force acting upon a diaphragm spring for one stage of the slip clutch. The slip clutch damps and absorbs those peaks of fluctuations of angular displacement of one of the flywheels relative to the other flywheel which are attributable to fluctuations of torque transmitted by the engine.

Abstract: A torque transmitting assembly which can be installed between the engine and the change-speed transmission of a motor vehicle has a first flywheel which is driven by the crankshaft of the engine and a second flywheel which is movable axially of the first flywheel and can drive the transmission through the medium of a friction clutch. A damper is installed between the two flywheels to transmit torque while permitting some angular movement of the flywheel relative to each other. At least one antifriction bearing is installed between the two flywheels with some freedom of axial movement between its races. The races are stressed axially relative to each other in one direction in the engaged condition and in the opposite direction in response to a change in the condition of the clutch.

Abstract: Apparatus for transmission of torque between the crankshaft of the internal combustion engine and the input shaft of the change-speed transmission in a motor vehicle has a flywheel composed of two coaxial sections which are rotatable within limits relative to each other against the opposition of an interposed damper. One of the sections is bolted to the crankshaft and the other section is mounted on two antifriction bearings which surround a tubular support of the transmission housing. A friction clutch is interposed between the second section of the flywheel and the input shaft of the transmission. The mounting of the second section on the housing of the transmission, instead of customary mounting of one section on the other section, prolongs the useful life of the apparatus because the bearings are subjected to less pronounced and more uniformly distributed wear and each of their parts can be fully lubricated in response to engagement of the clutch.

Abstract: A torsion damping assembly which is installed between the crankshaft of the engine and the input element of the change-speed transmission in a motor vehicle has two coaxial flywheels one of which is driven by the crankshaft and the other of which can transmit torque to the transmission in response to engagement of a friction clutch. The transmission of torque between the two flywheels takes place by way of a damper and a slip clutch which latter is effective only within a selected range of possible angular movements of the two flywheels relative to each other.

Abstract: One or more slip friction clutches are interposed between two flywheels in the power train between the crankshaft of the engine and the input shaft of the change-speed transmission in a motor vehicle. The torque which is transmitted by at least one of the slip clutches is variable in the drive direction and/or in the coast direction.

Abstract: A propulsion system for use in automotive vehicles wherein the flywheel is connectable with the crankshaft of the internal combustion engine by a first clutch and with the input shaft of the change-speed transmission by a second clutch. When the engine would be idling (such as during stoppage of the vehicle at an intersection) or running unnecessarily for another reason (such as during coasting of the vehicle), the two clutches are disengaged and the flywheel rotates by inertia to restart the engine, when necessary, in response to engagement of the first clutch. If the RPM of the flywheel reaches a preselected lower threshold value, a starter-generator unit automatically accelerates the flywheel so that its RPM rises above the threshold value and is thus sufficient to ensure that the engine is restarted on engagement of the first clutch.

Abstract: A torsion damping assembly which is installed in a motor vehicle between the crankshaft of the internal combustion engine and the input shaft of the change-speed transmission has two coaxial flywheels one of which receives torque from the crankshaft and is rotatable, within limits, relative to the other flywheel which transmits torque to the input shaft of the transmission by way of a friction clutch. The flywheels are rotatable within limits relative to each other against the opposition of a damper and about the axis of a self-aligning or self-adjusting antifriction bearing one race of which is biased axially by a diaphragm spring reacting against the one or the other flywheel. The antifriction bearing surrounds a centrally located protuberance of the one flywheel and extends into a centrally located recess of the other flywheel. Such bearing can stand long periods of use because it holds the flywheels against wobbling and/or other stray movements relative to each other.

Abstract: A split internal combustion engine wherein a first unit having one or more cylinders can be coupled to a second unit by an accelerating friction clutch. Direct torque-transmitting connection between the crankshafts of the two units is established in automatic response to acceleration of the second unit to a speed such that its crankshaft slightly overtakes the crankshaft of the first unit. The mechanism which serves to effect direct transmission of torque between the two units is designed to eliminate play between such units as well as to compensate for wear upon its parts and the parts of the clutch.

Abstract: Device for selectively separating and connecting a rotatable shaft, such as the crankshaft of an internal combustion engine, to a flywheel assembly of a friction clutch has a bearing in which the flywheel assembly is rotatable relative to the shaft, a friction plate non-rotatably connected to the shaft and having friction surfaces disposed at the opposite sides thereof, two pressure plates forming part of the flywheel assembly and each having a friction surface cooperating with one of the friction surfaces of the friction plates, the pressure plate being axially movably but non-rotatably connected to each other and, one of the pressure plates being held against axial movement relative to the bearing, operating means for moving the other of the pressure plates axially, spring means disposed on the friction plate between the connection to the shaft and the friction surfaces disposed thereon for biasing the friction plate in direction away from the axially-fixed pressure plate, and stop means for limiting the ex

Abstract: A propulsion system for use in automotive vehicles wherein the flywheel is connectable with the crankshaft of the internal combustion engine by a first clutch and with the input shaft of the change-speed transmission by a second clutch. When the engine would be idling (such as during stoppage of the vehicle at an intersection) or running unnecessarily for another reason (such as during coasting of the vehicle), the two clutches are disengaged and the flywheel rotates by inertia to restart the engine, when necessary, in response to engagement of the first clutch. If the RPM of the flywheel reaches a preselected lower threshold value, a starter-generator unit automatically accelerates the flywheel so that its RPM rises above the threshold value and is thus sufficient to ensure that the engine is restarted on engagement of the first clutch.

Abstract: A friction clutch unit with two coaxial friction clutches the first of which has a first friction disc driven by the crankshaft of an internal combustion engine and disposed between an axially fixed and an axially movable pressure plate. The second clutch has a second friction disc which drives the input shaft of a change-speed transmission in the vehicle which embodies the engine and is disposed between an axially movable pressure plate and an axially fixed pressure plate. The axially fixed pressure plates of the two clutches are connected to each other by a rotary housing which defines a fulcrum for a common dished spring having an outer region bearing against projections provided on the axially movable pressure plate of the first clutch and an inner region bearing against projections provided on the axially movable pressure plate of the second clutch in engaged condition of the clutches.

Abstract: A servomotor which actuates the throw-out device of a clutch, particularly in an automotive vehicle, has a piston which is reciprocable in a housing and is adapted to be coupled to a reciprocable motion transmitting rod for the throw-out device by a compensating device having cylindrical rollers which establish a motion transmitting connection between the piston and the rod as soon as the piston leaves its starting position in response to evacuation of air from the housing at one side of the piston. The rollers are automatically disengaged from the rod when the piston returns to its starting position so that the rod can be moved by the clutch in a first direction to compensate for wear upon the parts of the clutch or in a second direction to compensate for expansion of one or more friction discs in the clutch.

Abstract: A friction clutch assembly wherein the first of two coaxial friction clutches has a friction disc driven by the crankshaft of an internal combustion engine and driving two pressure plates forming part of a flywheel which includes a second friction clutch whose friction disc drives the input shaft of the change-speed transmission in an automotive vehicle. The friction disc of the second clutch is flanked by the pressure plates of the respective clutch, and each clutch has an axially movable pressure plate and an axially fixed pressure plate. The axially fixed pressure plate of one clutch can be integral with the axially fixed pressure plate of the other clutch. The clutches can be engaged or disengaged by a common actuating system having a common dished spring the radially outermost region of which biases the axially movable pressure plate of one of the clutches.

Abstract: An internal combustion engine wherein a first crankshaft is driven by a first group of cylinders and a second crankshaft which is coaxial with the first crankshaft can be driven by a second group of cylinders upon acceleration to the speed of the first crankshaft. The first crankshaft drives a first camshaft which is coaxial with a second camshaft serving to drive the second crankshaft in the absence of a direct connection between the two crankshafts. A friction clutch between the two camshafts gradually accelerates the second crankshaft to the speed of the first crankshaft and is thereupon disengaged whereby a positive engagement clutch connects the second crankshaft to the first crankshaft. The second crankshaft can be coupled to the first crankshaft only when the two crankshafts are held in predetermined angular positions relative to each other.

Abstract: A clutch disc, especially for use in friction clutches of motor vehicles, has two subassemblies one of which is held against rotation with respect to the hub and the other of which is held against rotation with respect to the friction linings. The limited angular movement between the two subassemblies is opposed, at least in part, by energy accumulators and friction. An element participating in the generation of friction is a washer-like part which is under the action of axial spring force and is pushed, on the one hand, against a part of the one subassembly and, on the other hand, has a form fit effective against angular movement with a part of the other subassembly. The form-fitting connection is established by engagement of at least one contour which changes in the axial direction in wedge- or cone-fashion and is provided at least on one part forming the form-fitting connection with at least one countercontour provided on at least one other part forming the connection.

Abstract: An internal combustion engine wherein each of several groups of cylinders rotates a discrete crankshaft which, in turn, rotates a discrete camshaft. When the engine is operated at partial load, a single group of cylinders is in use to rotate a first crankshaft. Prior to starting a second group of cylinders, the corresponding second crankshaft, which is coaxial with the first crankshaft, must be accelerated to the angular velocity of the first crankshaft and the second crankshaft must assume a predetermined angular position with reference to the first crankshaft to thereby ensure a proper sequence of firing of the cylinders. This is accomplished by installing a positive-engagement clutch between the first and second crankshafts and a friction clutch between the corresponding camshaft.