Daimler-benz Ag

Mercedes-benz Aktiengesellschaft

Daimler Chrysler Ag

Gunter Worner

Ernst Tscheplak

Bruno Beeskow

Peter Schrape

Rudolf Hornig

Franz Kosik

Franz Moser

Arno Rohringer

Werner Walter

Hartmut Gosele

Michael Salecker

Reinhold Abt

Heiko Bublitz

Martin Stengel

Peter Lindeckert

Hermann Hausegger

Eugen Durr

Ernest Tscheplak

Wolf-Dieter Bensinger

Dietrich Kurz

Hans Hillenbrand

A twin clutch has two clutch discs, each arranged on one of two coaxial shafts, having a clutch cage, which surrounds the clutch discs in the manner of an annulus, and having pressure plates which are held in a rotationally fixed manner therein and are arranged axially in such a way that they can be displaced separately axially between the clutch discs and can be pressed against the clutch discs by a diaphragm-spring arrangement arranged axially between them and can be disengaged from the respective clutch disc by means of separate release members. The diaphragm-spring arrangement includes at least two diaphragm springs of essentially the same type arranged in series, giving a broad actuating range with a constant spring force. When the release members are unactuated, the diaphragm-spring arrangement operates in this actuating range irrespective of clutch wear, it being possible to transmit approximately half of a maximum torque to be transmitted at each clutch.

Twin clutch for motor-vehicle gearboxes

A selection system for an automatic motor vehicle transmission has a selector element for selecting transmission adjustments (P, R, N, D) which can be manually adjusted. A toggle lever arrangement connected with the selector element acts transversely to the moving direction of a locking element. As a result, a manual force on the selector element cannot be transmitted or can only be transmitted in a highly reduced manner to the locking element. To reduce the overall size of the systems, the locking element is preferably an armature of a solenoid arranged parallel to the axes of rotation of the toggle lever arrangement.

Selection system for an automatic motor vehicle transmission

In a gear-shift device for a change-speed gearbox, a shift actuator, a selection actuator, an actuator which is arranged such that it can be displaced exclusively axially with regard to a housing, an auxiliary transmission for converting a rotary motion into a reciprocating motion, a brake which is connected to the selection actuator and an engageable and disengageable locking device are arranged in terms of their action in such a manner that two of the three actuators are arranged fixed in terms of movement with respect to one another and are connected to the third actuator by the auxiliary transmission, and the selection actuator is fixed either in a rotationally fixed or axially undisplaceable manner with regard to the housing.

Gear-shift device for a change-speed gearbox

In a method of controlling an automatic clutch disposed between a motor, especially an internal combustion engine, and the drive train of a vehicle which includes an arbitrarily operable transmission, the clutch is engaged in dependence on the torque generated by the motor in such a manner that the torque which can be transmitted by the clutch is only slightly above the motor-generated torque and, immediately after a transmission ratio change, the clutch is first fully engaged for the transmission of maximum torque if the motor torque exceeds a certain threshold value.

Automatic clutch control

In a control for an automatic clutch disposed between the engine and the drive train of a vehicle for controlling the vehicle movement at start or during transitional phases, the clutch is controlled in such a way that, with a predetermined low engine speed, movement of the vehicle at a predetermined creeping speed is obtained.

Control of an automatic clutch

In a method of controlling an automatic clutch arranged between an engine and a drive train of a vehicle in vehicle startup situations wherein the clutch is engaged to such a degree that only a small torque can be transmitted through the clutch and wherein the clutch is increasingly engaged when engine power output is increased, the clutch is immediately returned toward disengagement if, during vehicle startup, the engine power output requirements are suddenly reduced and, after a predetermined delay, the clutch is adjusted to the new situation that is to a standstill of the vehicle or to a renewed startup situation.

Automatic vehicle clutch control

A hydraulic flow control apparatus has shape memory alloy springs which develop substantial actuating forces only at relatively high temperature. As a result of these forces, an only relatively slightly throttled connecting path between delivery side and intake side of a pump is opened directly or indirectly.

Hydraulic flow control with temperature sensitive spring biased bypass

A rear wheel steering is operated by a mechanical gear, which is connected on an input side to a front wheel steering. The gear has a controllable transmission ratio, a control element controlling the transmission being adjusted against spring force by a self locking free positioning motor. In the event of failure of a control unit operating the positioning motor as a function of the travelling speed, a maximum transmission ratio for deflection in the same direction of the front wheels and rear wheels is set by spring force.

All-wheel steering for motor vehicles

The flywheel elements are resiliently coupled by means of two groups of springs which are connected in parallel. One group of springs operates with play and becomes operative substantially only when high torques are transmitted. At low speeds when only low torques can be generated by the engine, the flywheel has a very low resonance frequency determined solely by the second group of springs without play. This frequency remains below the frequencies of the vibrations which occur in this service phase. Upon the transmission of higher torques generated by the engine at higher speeds, although the resonance frequency rises due to the effect of the first group of springs with play, nevertheless, the resonance frequency remains below the frequency of the vibrations which occur at higher speed.

Divided flywheel

Divided flywheel arrangements having a spring arrangement, and preferably also a slip clutch arrangement, accommodated in a lubricant bath, which is formed by an annular space limited radially outwards only by parts which are stationary relative to one another. Centrifugal forces acting on the lubricant cannot therefore force the lubricant against seals between mutually movable parts. Certain disclosed arrangements do not accommodate these parts in a lubricant bath.

Multi-stage slip clutch for a divided flywheel damper

A split flywheel construction having a spring arrangement coupling two flywheel elements together which works by friction dependent on centrifugal force, so that the coupling of the flywheel elements is stiffened at higher speeds. At operating speeds, an undesirable flexibility of a drive train is thereby prevented while at low speeds and with low friction a low resonant frequency is obtained below the vibration frequencies occurring in the drive train at these speeds.

Split flywheel with vibration compensation between vehicle engine and

Divided flywheel arrangements are disclosed with a spring arrangement, and preferably also a slip clutch arrangement, accommodated in a lubricant bath, which is formed by an annular space limited radially outwards only by parts which are stationary relative to one another. Centrifugal forces acting on the lubricant cannot therefore force the lubricant against seals between mutually movable parts. Certain disclosed arrangements do not accommodate these parts in a lubricant bath.

In a clutch toothing of a shift clutch, mutually confronting tooth ends of the clutch teeth of two clutch rings are equipped, for the axial insertion of the clutch teeth, with two angled unequal length sloping faces, which sloping faces have an equal length along the direction of the clutch axis and a common vertex. One clutch ring and a synchronizing ring mounted on the clutch rings so as to be rotatably and axially movable to a limited extent are equipped with matching blocking faces. The blocking faces of the respective rings likewise have the same axial extent along the axial direction of the clutch axis. To prevent renewed relative rotations after completed synchronism as a result of external forces on a synchronously unstable clutch ring, the vertex on the one clutch ring is offset in the direction of the relative rotation cancelling the synchronism and the vertex on the other clutch ring is offset in the opposite direction in relation to the tooth mid-plate, containing the clutch axis, of the respective clutch tooth.

Synchronizing shift clutch toothing arrangement

Flywheel elements are coupled by a spring arrangement having an intermediate support which is connected resiliently to one flywheel element by long-stroke arcuate helicoidal springs and to the other flywheel element through short-stroke springs. A stop spring device becomes operative between the intermediate support and the one flywheel element in the case of major relative rotations. Additionally or alternatively, a slip coupling which exhibits play may also be arranged. At higher speeds, the long-stroke springs abut bearing surfaces. The friction thereby caused produces a stiffening of the long stroke springs. The mobility of the flywheel elements relative to each other therefore increases with decreasing speed.

The flywheel elements are connected to one another in drive terms via a spring mounting, an abutment of which is movable relative to the associated flywheel element against the resistance of a second spring mounting and a non-positive coupling arranged parallel to the second spring mounting. Furthermore, a second non-positive coupling, subject to play, is connected between the flywheel elements and is limited resiliently in at least one direction.

Growing community of inventors

Kernen, Germany

Gunter Worner