Mannesmann Sachs Ag

Zf Friedrichshafen Ag

Zf Sachs Ag

Christoph Sasse

Erwin Wack

Peter Frey

Jörg Sudau

Wolfgang Kundermann

Thomas Bauer

Hans-Wilhelm Wienholt

Wolfgang Grosspietsch

J&ouml;rg Sudau

Daniel Pittner

Michael Wirachowski

Matthias Kram

Axel Rohm

Uwe Dehrmann

Volker Stampf

Horst Breier

Ralf Rönnebeck

Matthias Reisch

Jorg Sudau

Reinhard Feldhaus

Dietrich Bechmann

Andreas Orlamünder

Friedrich Schramm

Dennis Egler

Thomas Dögel

Kyrill Siemens

Roland Illig

Jürgen Ackermann

Johannes Friess

Angelika Ebert

Daniel Lorenz

Ingrid Hoffelner

Rudiger Hinkel

Steffen Matschas

Bernd Unseld

Georg Mencher

Uwe Grossgebauer

Gregor Sueck

Michael Peterseim

Thomas Walter

Tobias Höche

Peter Hammer

Tobias Dieckhoff

Mathias Kopp

Armin Stürmer

Andr&eacute; Meyer

Edgar Reinhart

Martin Hertel

Wolfgang Gude

Oliver Andres

Ruthard Knoblach

Frank Zerner

Ying Dong

Friedrich Kokott

Simone Vierneusel

Wilfried Glock

Steffen Einenkel

Monika Rössner

Alexander Manger

R&uuml;diger Hinkel

Bernd Sch&ouml;der

Ralf R&ouml;nnebeck

Thomas Schubert

Christofer Ebert

Patrick Rediger

Thomas Krüger

Roland Baumann

Alexander Strom

Michael Greulich

Sven Koepke

Günter Fahl

Detlev Weichel

Stefan Herzog

Paul Weber

Sebastian Neugebauer

Christoph Juretzka

Steffen Engel

Uwe Noras

Rainer Mohr

Steffen Romeis

Christoph Fauss

Matthias Fischer

Mathais Kopp

Daniel Eckhardt

A torque transmission assembly () for a drive system of a vehicle, includes a housing (), an input-side friction surface arrangement which is coupled to the housing () for corotation around a rotational axis (A), an output-side friction surface arrangement which is coupled to a drive member () for corotation around the rotational axis (A) and a deflection mass arrangement () with a deflection mass carrier () and at least one deflection mass () supported at the deflection mass carrier () and which can be deflected from a basic relative position with respect to the deflection mass carrier (). The torque transmission assembly () does not comprise a torsional vibration damper arrangement, and/or the deflection mass carrier () is connected to the housing () so as to be fixed with respect to rotation relative to the housing for corotation around the rotational axis (A).

Torque transmission assembly

A torque transmission device for a powertrain of a motor vehicle has an input area and an output area. A torque path runs from the input area to the output area. A torsional vibration damping unit is positioned first, followed by a gear unit, along the torque path between the input area and the output area. The torsional vibration damping unit provides a first spatial area and an adjoining second spatial area along the torque path, and the gear unit provides an adjoining third spatial area.

Torque-transmission device

A clutch arrangement is formed with drive-side and, output-side clutch elements and a clutch piston for operative connection and disengagement between the drive-side and output-side clutch elements. Associated with at least two clutch elements is an elastically deformable clutch element working mechanism through which the corresponding clutch elements can be acted upon in direction away from one another by an axial force to assist disengagement of the drive-side and output-side clutch elements. The clutch element working mechanism provides a considerable change in the gradient of the axial force exerted on the clutch elements as a result of even a small change of shape of the clutch element working mechanism so that a sharply rising axial force of the clutch element working mechanism works against the clutch piston.

Clutch assembly configured to prevent unwanted jolt during engagement

A method for the transmission and damping of a mean torque with a superposed alternating torque in an arrangement having an input and an output. The mean torque and superposed alternating torque are transmitted along a path from the input to the output. A slip arrangement is provided in the torque path between the input and the output for transmitting mean torque and superposed alternating torque and for generating a speed slip between an input speed and an output speed in the path. The slip arrangement provides a maximum of an external activation of the speed slip in the area of the maxima of at least one periodic oscillation component of the alternating component and provides a minimum of an external activation of the speed slip in the area of the minima of at least one periodic oscillation component of the alternating component.

Method for transmitting and damping torques

A torsional vibration damping arrangement, in particular mass damper subassembly, having a carrier which can be driven in rotation and a damper mass rotatably deflectable with respect to the carrier against the restoring action of a substantially radially extending damper spring. The damper spring is fixedly clamped in the damper mass and is supported or supportable with respect to the carrier for transmitting circumferential force. The damper spring is clamped between clamping elements arranged at both sides of the damper spring in circumferential direction.

Torsional vibrating damping assembly, in particular mass damper unit

A torsional vibration damper has a damper mass carrier at which is received at least one damper mass movable relative to the damper mass carrier and with at least one stop. The at least one damper mass has a stop side with a geometric shaping. At least one stop is associated with the damper mass, and has an axial overlap with the at least one damper mass in extension direction of a central axis and a stop profile at its side facing the stop side of the damper mass. At least one stop receiver is associated with the least one stop for the at least one damper mass. The geometric shaping which is provided at the at least one damper mass has a first contact region operative at least substantially in radial direction and a second contact region operative at least substantially in tangential direction. The first contact region can be brought into operative connection with the stop, and the second contact region can be brought into operative connection with the stop receiver.

Torsional vibration damper

A torsional vibration damper is provided with a damper mass carrier at which is received at least one damper mass that is movable relative to the damper mass carrier and at least one stop. The at least one stop is associated with each stop side of the at least one damper mass. The at least one damper mass and the stop have an extension in extension direction of a central axis. The at least one damper mass has a plurality of damper mass elements in extension direction of the central axis, while the stop has in extension direction of the central axis a stop profile at its side facing the stop sides of the damper mass elements. The stop profile has different radial distances from the central axis in association with the damper mass elements.

A rotational vibration damper includes a primary side () and a secondary side () which is rotatable with respect to the primary side () around an axis of rotation (A) against the action of a damper element arrangement (). At least one damper element unit () of the first group () and at least one damper element unit () of the second group () are pre-loaded, and the primary side () and the secondary side () are pre-loaded in a basic relative rotation position with respect to one another. Proceeding from the basic relative rotation position of the primary side () with respect to the secondary side (), a pre-loading path (V, V') of at least one pre-loaded damper element unit () is shorter than a maximum relative rotation path of the primary side () with respect to the secondary side ().

Rotational vibration damper, particularly for the power train of a vehicle

A hydrodynamic torque converter, having a housing arrangement is filled with fluid and an impeller with a plurality of impeller vanes successively arranged in circumferential direction around an axis of rotation, a turbine in a housing interior, the turbine has a plurality of turbine vanes successively arranged in circumferential direction around the axis of rotation, and a stator with stator vanes successively arranged in circumferential direction around the axis of rotation. The impeller, the turbine and the stator form a fluid circulation torus with a torus diameter Td considered radially with respect to the axis of rotation, an outer radius Ra with respect to the axis of rotation, and a torus width considered in direction of the axis of rotation.

Hydrodynamic clutch arrangement

A torsional vibration damper for a bridging clutch of a hydrodynamic clutch arrangement has a drive-side damping device, which can be brought into working connection with the housing of the clutch arrangement and is provided with a drive-side transmission element, which acts via a drive-side energy-storage group on an intermediate transmission element, and a takeoff-side damping device, which uses a takeoff-side group of energy-storage devices to establish a working connection between the intermediate transmission element and a takeoff-side transmission element, which is connected to a takeoff-side component of the hydrodynamic clutch arrangement. A predetermined stiffness ratio is obtained between the energy-storage devices of a first group and the energy-storage devices of a second group, and the energy-storage devices of the drive-side group have a stiffness different from that of the assigned energy-storage devices of the takeoff-side group.

A device for coupling a housing arrangement of a clutch device, particularly a hydrodynamic clutch device, to a rotor arrangement of an electric machine, wherein the rotor arrangement can be connected to a drive shaft so as to be fixed with respect to rotation relative to it, this drive shaft being rotatable around an axis of rotation. The electric machine further has a stator arrangement which can be brought into electromagnetic interaction with the rotor arrangement and the drive shaft can be driven in rotation by the electric machine and/or electrical energy can be generated by rotation of the drive shaft. First teeth provided at the rotor arrangement and second teeth provided at the housing arrangement are in a rotational driving engagement with one another or can be brought into a rotational driving engagement with one another, and an axial securing arrangement holds the rotor arrangement in axial direction with respect to the housing arrangement. The axial securing arrangement includes at least one catch member with at least one radially resilient catch projection at a structural component of one of the rotor arrangement and housing arrangement and has a catch recess associated with each catch projection at a structural component of the other of the rotor arrangement and housing arrangement.

Device for coupling a housing arrangement of a coupling device to a rotor arrangement of an electric machine

A torsional vibration damper for a piston-equipped bridging clutch of a hydrodynamic clutch device includes a drive-side transmitting element for at least one damping unit, which is in working connection by way of a transmitting element on the power takeoff-side with a power takeoff component assigned to it, where at least one angle of rotation limiter is assigned to the damping unit. At least one projection is provided on one of the transmitting elements, this projection extending toward the other transmitting element and engaging in an assigned recess in the other transmitting element with predetermined play in the axial direction to form an angle of rotation limiter, where the recess is provided with an appropriate circumferential dimension for the projection to ensure the possibility of a predetermined relative deflection between the two transmitting elements.

A torsional vibration damper on the bridging clutch of a hydrodynamic clutch arrangement has a first connecting device, which can be brought into working connection with the clutch housing and with a drive-side transmission element. The drive-side transmission element is connected via first energy-storage devices to an intermediate transmission element. The torsional vibration damper also has a second connecting device for establishing a working connection via second energy-storage devices between the intermediate transmission element and a takeoff-side transmission element, which is connected to a takeoff-side component of the hydrodynamic clutch arrangement. The intermediate transmission element accepts a mass element, located operatively between the two connecting devices.

A fluid clutch includes a housing having an interior that can be filled with fluid, an output element that can be rotated relative to the housing, a first friction surface arrangement coupled to the housing, a second friction surface arrangement coupled to the output element, and means for bringing the first and second friction surface arrangements into frictional engagement. A fluid circulation arrangement in the housing causes fluid to circulate around the friction surfaces without requiring a simultaneous exchange of fluid to and from the interior.

Fully filled wet clutch with hydrodynamic cooling

A clutch arrangement, especially for a motor vehicle, comprising a housing arrangement () which is filled or which can be filled with fluid, at least one first friction element () which can be jointly rotated with the housing arrangement () and at least one second friction organ () which can be jointly rotated with an output element () and which can be brought to rest against the at least one first friction element () in order to produce at least one interactive friction effect. At least one friction element () is embodied in such a way that fluid can circulate around at least certain areas of the friction elements ().

Clutch arrangement

Growing community of inventors

Schweinfurt, Germany

Christoph Sasse