Abstract: A torsional vibration damping apparatus which operates between the crankshaft of the engine and the input shaft of the transmission in a motor vehicle has two flywheels which are rotatable relative to each other against the opposition of one or more dampers installed in a fluid-containing chamber of the flywheel which is connected to the crankshaft. The chamber has one or two annular compartments for the coil springs of the damper or dampers, and such coil springs are caused to store energy by a flange which is connected to the flywheel that drives the input shaft of the transmission and by integral or separately produced stops of the flywheel which is connected with the crankshaft. The flange cooperates with the respective flywheel to form a flow restrictor which opposes the flow of fluid from and into the compartment or compartments of the chamber in response to expansion or contraction of the coil springs.

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: An apparatus for transmitting torque between the output element of an internal combustion engine and the input element of a variable-speed transmission in a motor vehicle has a first flywheel which is screwed or bolted to the output element and a second flywheel which is coaxial with and rotatable relative to the first flywheel and is connected to the input element by the clutch plate of a friction clutch. One or more dampers are provided in a lubricant-containing annular chamber of the first flywheel to oppose rotation of the flywheels relative to each other, and each damper has an annulus of arcuate coil springs acting in the circumferential direction of the flywheels. The cover of the clutch has stressing arms which extend into the chamber and engage the springs.

Abstract: That flywheel of a torsional vibration damping apparatus which is connected to the crankshaft of an internal combustion engine in a motor vehicle has a concentric annular lubricant-containing compartment for a relatively small number of elongated arcuate coil springs which bear against the teeth of a flange secured to a second flywheel which is coaxial with the first wheel and carries a friction clutch. The latter can be engaged to transmit torque from the second flywheel to the input element of a variable-speed transmission in the power train of the motor vehicle. The compartment of the first flywheel is lined by resilient shells which are installed in stressed condition and at least substantially surround the coil springs. The shells have integral abutments for the end portions of the springs, or the abutments are fixed to or alternate with arcuate portions of the shells.

Abstract: A torsion damping apparatus between the crankshaft of the engine and the input shaft of the change-speed transmission of a motor vehicle has two flywheels one of which is driven by the crankshaft and the other of which drives the input shaft by way of a friction clutch which generates heat. In order to prevent the transfer of heat from the friction clutch to the antifriction bearing between the flywheels, which are rotatable relative to each other against the opposition of a damper, the bearing is at least partially surrounded by a thermal barrier of synthetic plastic, ceramic or metallic material which prolongs the useful life of the bearing and enhances the torsion damping action of the damper. The thermal barrier can constitute or form part of the damper.

Abstract: A torsion damping apparatus between the crankshaft of the engine and the input shaft of the change-speed transmission of a motor vehicle has two flywheels one of which is driven by the crankshaft and the other of which drives the input shaft by way of a friction clutch which generates heat. In order to prevent the transfer of heat from the friction clutch to the antifriction bearing between the flywheels, which are rotatable relative to each other against the opposition of a damper, the bearing is at least partially surrounded by a thermal barrier of synthetic plastic, ceramic or metallic material which prolongs the useful life of the bearing and enhances the torsion damping action of the damper. The thermal barrier can constitute or form part of the damper.

Abstract: In a torque transmission system having at least two inertial masses that can be rotated relative to each other, of which one can be connected to the engine and of which the other can be connected to or uncoupled from a gear box through a clutch, in order to provide a better match of the damping capacity to each particular application and in order to increase the service life of the system and to broaden the possible sphere of use, between the two inertial masses there is a hydraulic system through which the moment is transmitted.

Abstract: A vibration damping apparatus which is installed in the power train between the crankshaft of an internal combustion engine and the input shaft of a change-speed transmission in a motor vehicle has two coaxial flywheels which are rotatable relative to each other against the opposition of one or more dampers. The damper or dampers are installed in a fluid-containing chamber which is provided in part in one of the flywheels.

Abstract: A torsion damping apparatus between the crankshaft of the engine and the input shaft of the change-speed transmission of a motor vehicle has two flywheels one of which is driven by the crankshaft and the other of which drives the input shaft by way of a friction clutch which generates heat. In order to prevent the transfer of heat from the friction clutch to the antifriction bearing between the flywheels, which are rotatable relative to each other against the opposition of a damper, the bearing is at least partially surrounded by a thermal barrier of synthetic plastic, ceramic or metallic material which prolongs the useful life of the bearing and enhances the torsion damping action of the damper. The thermal barrier can constitute or form part of the damper.

Abstract: A torsion damping apparatus between the crankshaft of the engine and the input shaft of the change-speed transmission of a motor vehicle has two flywheels one of which is driven by the crankshaft and the other of which drives the input shaft by way of a friction clutch which generates heat. In order to prevent the transfer of heat from the friction clutch to the antifriction bearing between the flywheels, which are rotatable relative to each other against the opposition of a damper, the bearing is at least partially surrounded by a thermal barrier of synthetic plastic, ceramic or metallic material which prolongs the useful life of the bearing and enhances the torsion damping action of the damper. The thermal barrier can constitute or form part of the damper.

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 torsion damping apparatus between the crankshaft of the engine and the input shaft of the change-speed transmission of a motor vehicle has two flywheels one of which is driven by the crankshaft and the other of which drives the input shaft by way of a friction clutch which generates heat. In order to prevent the transfer of heat from the friction clutch to the antifriction bearing between the flywheels, which are rotatable relative to each other against the opposition of a damper, the bearing is at least partially surrounded by a thermal barrier of synthetic plastic, ceramic or metallic material which prolongs the useful life of the bearing and enhances the torsion damping action of the damper. The thermal barrier can constitute or form part of the damper.

Abstract: A torsion damping apparatus between the crankshaft of the engine and the input shaft of the change-speed transmission of a motor vehicle has two flywheels one of which is driven by the crankshaft and the other of which drives the input shaft by way of a friction clutch which generates heat. In order to prevent the transfer of heat from the friction clutch to the antifriction bearing between the flywheels, which are rotatable relative to each other against the opposition of a damper, the bearing is at least partially surrounded by a thermal barrier of synthetic plastic, ceramic or metallic material which prolongs the useful life of the bearing and enhances the torsion damping action of the damper. The thermal barrier can constitute or form part of the damper.

Abstract: An assembly for damping torsional vibrations in the power train between the crankshaft of the engine and the input shaft of the change-speed transmission in a motor vehicle has two flywheels which are rotatable relative to each other against the opposition of a damper system which is at least partially confined in an annular chamber containing a supply of viscous fluid. One flywheel is connected to the crankshaft and the other flywheel is connectable with the input shaft of the transmission by a friction clutch. The damper system can include a hydraulic damper, a mechanical damper and one or more friction generating devices.

Abstract: A vibration damping apparatus which is installed in the power train between the crankshaft of an internal combustion engine and the input shaft of a change-speed transmission in a motor vehicle has two coaxial flywheels which are rotatable relative to each other against the opposition of one or more dampers. The damper or dampers are installed in a fluid-containing chamber which is provided in part in one of the flywheels.

Abstract: A method of making a torsional vibration damping apparatus which is used in the power train between the engine and the transmission of a motor vehicle and wherein two flywheels are rotatable relative to each other against the oppositions of dampers in a fluid-containing annular chamber of the flywheel which is driven by the output shaft of the engine involves rotation of the chambered flywheel at 4000-7000 RPM during or immediately following admission of a viscous fluid medium into the chamber. Such rotation results in complete expulsion of air from the radially outermost portion of the chamber and renders it possible to properly balance the chambered flywheel in a next-following step. The balancing step includes rotating the chambered flywheel at 400-2000 RPM. Such balancing step can be carried out prior or subsequent to coupling of the chambered flywheel with the other flywheel.

Abstract: A diaphragm spring for use in friction clutches of motor vehicles has an annular main section and prongs which extend outwardly from the outermost part and/or inwardly from the innermost part of the main section. At least some of the prongs are reinforced by radially extending ribs each of which further extends radially across a portion of or across the entire main section. The ribs reduce the likelihood of breakage of the respective prongs in the regions where such prongs merge into the main section. Some outwardly extending prongs of the diaphragm spring are secured directly to the flywheel and the remaining outwardly extending prongs bear against a pressure plate of the friction clutch to urge a clutch disc against the adjacent side of the flywheel.

Abstract: Apparatus for damping torsional vibrations in the power trains of motor vehicles has a first flywheel connected to the crankshaft of the engine and a second flywheel which is rotatable relative to the first flywheel and can be coupled to the input shaft of the change-speed transmission by a friction clutch. Angular movements of the flywheels relative to each other are opposed by a hydraulic damper, by an elastic damper and by a friction generating device. The hydraulic damper has pairs of chambers for a viscous fluid medium which is caused to flow from one chamber to the other chamber by way of one or more flow restrictors in response to angular movements of the flywheels relative to each other.

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 torsion damping device with two flywheels which are rotatable relative to each other within certain limits and are installed between the crankshaft of the engine and the input element of the change-speed transmission of a motor vehicle. Angular movements of the two flywheels relative to each other are opposed by a set of circumferentially acting coil springs, by a first friction generating device which is operative during each and every stage of angular movement of the flywheels relative to each other, and by a second friction generating device which becomes active only during an advanced stage of angular movement of the flywheels with reference to one another.