Abstract: The operation of an automated friction clutch between the output element of the engine and the input element of the variable-speed transmission in a motor vehicle is regulated by a fluid-operated system which receives signals from an evaluating circuit. The evaluating circuit receives signals from a number of sensors which monitor the RPM of the engine, the RPM of the input element of the transmission, clutch travel, the position of the throttle valve, the position of the shift linkage, the position of the gas pedal and other parameters. The fluid-operated system can select the condition of the clutch during starting, driving, acceleration, parking, driving in reverse and/or parking of the motor vehicle and/or during transitions between such stages of operation.

Abstract: A torsion damping apparatus which is installed between the crankshaft of the engine and the friction clutch in a motor vehicle has two coaxial flywheels which are rotatable relative to each other against the opposition of a composite damper. The composite damper has two dampers which operate in series and a friction generating device which operates between one of the dampers and one of the flywheels. One of the flywheels has an axial projection which centers a flange of the composite damper.

Abstract: A torsion damping apparatus which is installed between the crankshaft of the engine and the friction clutch in a motor vehicle has two coaxial flywheels which are rotatable relative to each other against the opposition of a composite damper. The composite damper has two dampers which operate in series and a friction generating device which operates between one of the dampers and one of the flywheels. One of the flywheels has an axial projection which centers a flange of the composite damper.

Abstract: A torsion damping apparatus which is installed between the crankshaft of the engine and the friction clutch in a motor vehicle has two coaxial flywheels which are rotatable relative to each other against the opposition of a composite damper. The composite damper has two dampers which operate in series and a friction generating device which operates between one of the dampers and one of the flywheels. One of the flywheels has an axial projection which centers a flange of the composite damper.

Abstract: The clutch plate of a friction clutch in the power train of a motor vehicle has a hub which can transmit torque to the input shaft of a variable-speed transmission, a carrier of two annuli of friction linings which are clamped between the flywheel and the pressure plate of the engaged friction clutch, a primary damper which damps vibrations of the clutch plate when the engine which drives the flywheel is idling, and a main damper which is interposed between the primary damper and the hub. The primary damper has an input element which is clamped between the friction linings when the clutch is engaged, and such input element can turn relative to the carrier during an advantaged stage of rotation of the carrier relative to the hub from a neutral position in the traction direction. The primary damper further has coil springs which operate between the input element and the hub, and the main damper has two sets of additional coil springs.

Abstract: A friction clutch plate wherein friction linings which receive torque from the crankshaft of an internal combustion are mounted on one disc of a twin-disc input element forming part of a first damper of torsional vibrations. The output element of the first damper is a flange between the two discs and such flange can turn relative to the discs against the opposition of a set of relatively weak coil springs. The flange is made of a synthetic material. One of the discs forms part of the input element of a second damper whose output element is a flange mounted on the hub for the input shaft of a change-speed transmission with a certain amount of angular play. The flange of the first damper has internal teeth mating without play with the external teeth of the hub. The first damper operates alone during a first stage of angular movement of the one disc relative to the hub, and the two dampers cooperate during the next stage of such angular movement.

Abstract: A friction clutch wherein a first unit including the cover, the diaphragm spring and the pressure plate is separably connected to a second unit including the clutch plate and its linings by a coupling device which centers the clutch plate relative to the pressure plate and maintains the clutch plate at an optimum distance from the cover for attachment of the cover to the flywheel on the crankshaft of the engine in a motor vehicle wherein the clutch plate is to transmit torque to the input shaft of a variable-speed transmission when the clutch is engaged. The coupling device is deactivated or destroyed in response to attachment of the cover to the flywheel.

Abstract: A friction clutch having a cover, diaphragm spring and a device for tiltably supporting the spring at the cover. The supporting device has a first support at the cover side, a circular second support at the other side of the spring, and holding sections stamped out of the material of the cover and bent so as to project through cutouts of the spring. The sections orginally extend in the chordal or circumferential direction of the cover and are thereupon bent into planes extending at least substantially radially and at right angles to the plane of rotation of the cover. The entire sections or portions of the sections are bent in such a way that they extend axially beyond the second support and engage that side of the second support which faces away from the cover.

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 pull-type friction clutch has a diaphragm spring with radially inwardly extending prongs which are separably coupled to an axially movable actuator by a bayonet mount so that the prongs are compelled to share axial movements of the actuator in either direction. The actuator can be shifted axially by a bearing which is separably secured thereto by a coupling in such a way that the coupling is activated in automatic response to movement of the actuator toward the change-speed transmission in a motor vehicle. A tool can be used to change the angular position of the actuator with reference to the diaphragm spring whereby the bayonet mount is activated or deactivated, depending upon whether the operator wishes to establish or terminate a connection between the transmission and the engine of a motor vehicle.

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: A device for disengaging the friction clutch of a motor vehicle wherein a sleeve is movable along a tubular guide under the action of two arms of an actuating fork and wherein the sleeve has two platforms disposed diametrically opposite each other and serving to receive motion from the respective arms so that a bearing on the sleeve can engage the prongs of the diaphragm spring in the clutch. The sleeve is formed with an internal surface an annular section of which flares toward one axial end of the sleeve so as to allow the sleeve to rock in a plane including the axis of the sleeve and halving the platforms.

Abstract: A torsion damping assembly for the clutch plate of a friction clutch has an input component with two discs one of which carries the friction linings and which are rotatable within limits relative to a hub which transmits torque to a transmission and has external teeth in loose mesh with the internal teeth of the flange of a main torsion damping stage. The flange is disposed between the two discs and has windows for strong coil springs which further extend into registering windows of the discs. A further damping stage has two spaced-apart plates which are affixed to the flange in the space between such flange and one of the discs and are disposed at the opposite sides of a second flange which is non-rotatably secured to the hub. The second flange has windows for relatively weak coil springs which further extend into registering windows of the two plates.

Abstract: A clutch plate with a first and a main damping unit wherein only the first damping unit is operative during a first stage of angular displacement of the input and output components of the clutch plate and only the main damping unit is operative during the remaining stage of such angular displacement. A load friction generating device is installed between the input and output elements of the first damping unit in such a way that it is effective only during an advanced part of the first stage of angular displacement and then cooperates with one or more compressible coil springs of the first damping unit. The load friction generating device is effective when the engine of a vehicle wherein the friction clutch between the crankshaft and the change-speed transmission embodies the clutch plate is idling and/or while the vehicle is set in motion.

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 friction clutch having a cover, a diaphragm spring and a device for tiltably supporting the spring at the cover. The supporting device has a first support at the cover side, a circular second support at the other side of the spring, and holding sections stamped out of the material of the cover and bent so as to project through cutouts of the spring. The sections originally extend in the chordal or circumferential direction of the cover and are thereupon bent into planes extending at least substantially radially and at right angles to the plane of rotation of the cover. The entire sections or portions of the sections are bent in such a way that they extend axially beyond the second support and engage that side of the second support which faces away from the cover.

Abstract: The action of a primary damping device between two coaxial parts of a flywheel which is driven by the crankshaft of the engine in a motor vehicle and transmits torque to the input shaft of the change-speed transmission is influenced by a blocking device, by a friction generating device or by an auxiliary damping device in such a way that the resistance which the primary damping device offers to rotation of the two parts relative to each other decreases with increasing RPM of the engine. The blocking device, the friction generating device and the auxiliary damping device can be operated by centrifugal force in such a way that the two parts of the flywheel are positively or frictionally coupled to each other when the RPM of the engine is at or below the idling RPM.

Abstract: A diaphragm spring which can be used in a friction clutch for automotive vehicles has a circumferentially complete annular section and elongated fingers extending radially inwardly from the annular section and having inner end portions of substantially uniform width, as considered in the circumferential direction of the annular section. The slots between neighboring fingers include alternating narrower and wider slots, and the slots have enlarged outermost portions in the region of the annular section. The width of the outermost portion of each wider slot equals twice the width of the outermost portion of a narrower slot plus the width of the outermost portion of a finger. The width of the innermost portions of the slots is uniform, and the spring is secured to the cover of a clutch by rivets whose shanks extend through the outermost portions of the narrower slots. The end faces of the inner end portions of the fingers bound a substantially circular opening.

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 self-adjusting release system for the friction clutch of a motor vehicle wherein the output element of the clutch is or transmits torque to the input element of a change-speed transmission. The input member of the release system is a first lever which is pivotable by the clutch pedal and is automatically coupled to a second lever when it leaves its starting position in response to depression of the pedal whereby the second lever disengages the clutch. The first lever automatically engages a brake for the input element of the change-speed transmission as soon as the clutch is disengaged. A set of springs is provided to automatically return the levers to their starting positions when the pressure upon the clutch pedal is relaxed and to uncouple the second lever from the first lever in order to enable the second lever to change its angular position relative to the first lever for the purpose of compensating for wear upon component parts of the clutch, brake and/or release system.