Zf Friedrichshafen Ag

Zf Sachs Ag

Volkswagen Ag

Jörg Sudau

Arthur Schröder

Christoph Sasse

Axel Rohm

Daniel Pittner

Wolfgang Kundermann

Jochen Kuhstrebe

Matthias Kram

Rainer Reuthal

Gregor Sueck

Hans-Jürgen Schneider

Olaf Moseler

Eduard Steiner

Thomas Strasser

Erwin Wack

Thomas John

Kyrill Siemens

Volker Stampf

Michael Wirachowski

Dennis Egler

Armin Stürmer

Rüdiger Lotze

Peter Frey

Jürgen Ackermann

Oliver Andres

Reinhard Feldhaus

Angelika Ebert

Andreas Orlamünder

Steffen Matschas

Monika Rössner

Ying Dong

Friedrich Kokott

Simone Vierneusel

Georg Mencher

Horst Breier

Ralf Rönnebeck

Khalid Jafoui

Christoph Kleuker

Wolfgang Großpietsch

Alexander Bartha

Martin Hertel

Alessio Paone

Thomas Krüger

Frank Zerner

Ralf Fambach

Peter Fenn

Michael Winterstein

Udo Niehaus

Michael Kneuer

John Thomas

Christian Struck

Christoph Drott

Matthias Tögel

A torsional vibration damper () with a damping device which has an input () and an output () which is operatively connected to a driven side (). The output is connected to a mass damper system () and also to a mass arrangement (). One of the two subassemblies&#x2014;i.e., mass damper system () and mass arrangement ()&#x2014;which are connected to the output () of the damping device () engages at the respective other subassembly comprising mass damper system or mass arrangement which is in turn connected to the output by a connection arrangement ().

Torsional vibration damper comprising a damping system, a damping device and a ground device

A mass damper system is provided with a damper mass carrier with at least one damper mass movable relative to the damper mass carrier and at least one stop. The damper mass moves within a predetermined movement region when a rotational movement of the damper mass carrier exceeds a predetermined limit speed. The predetermined movement region has a first movement region portion bounded at one end by an initial position in which the damper mass is free from a deflection in circumferential direction and by a limit position in which the damper mass has undergone a deflection, and a second movement region portion is defined at one end by the limit position and at the other end by a stop position in which the damper mass has come in contact with the stop.

Vibration absorber system

A clutch arrangement for a drivetrain of a vehicle comprises a first component, a second component, and a conveying component. The first component has an at least partially disk-shape and has a first friction surface at the disk-shaped portion. The second component has an at least partially disk-shape and has a second friction surface at the disk-shaped portion. The first friction and second friction surfaces are configured and arranged to be brought into a frictional engagement with each other and contact a fluid medium in operation. The conveying component comprises a conveying surface for the fluid medium and coupled to a drive component to be substantially fixed with respect to rotation relative to it such that the conveying surface causes a flow of the fluid medium during a rotation relative to the fluid medium.

Clutch arrangement

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 mass damper system includes a damper mass carrier having movable damper mass and a stop. The damper mass moves within a predetermined movement region during an operating state. A first movement region portion bounded by an initial position in which the damper mass is free from a deflection in circumferential direction and by a limit position in which the damper mass has undergone a deflection, and a second movement region portion defined by the limit position and a stop position in which the damper mass has come in contact with the stop. At a side facing the stop, the damper mass has a proximity profile that correspond to a stop profile such that in the first movement region portion the damper mass remains within a residual distance region relative to the stop in one extension portion of the proximity profile.

Absorber system

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 starting element for transmitting torque from a drive-side rotational input () of the starting element to a driven hub () includes a hydrodynamic torque converter () which has a turbine coupled to the driven hub () so as to be fixed with respect to rotation relative to it and which comprises a turbine shell () with turbine blades () arranged therein. A maximum extension of the turbine shell () opposite an axial direction () terminates at a first axial position (), and an impeller () located opposite the turbine in the axial direction (). A stator () is arranged between the turbine and the impeller () and is coupled via a stator flange () to a freewheel () adjoining the driven hub () in an axial direction (). A center of the freewheel () is located at a second axial position (). A difference between the first axial position () and the second axial position () is greater than a predetermined minimum value.

Starting element with hydrodynamic torque converter

A hydrodynamic coupling arrangement, particularly hydrodynamic torque converter, wherein at least one torsional vibration damper arrangement comprises at least two torsional vibration dampers which are arranged so as to be radially staggered and substantially aligned axially with respect to one another, wherein the first torsional vibration damper is arranged on the radially outer side of the second torsional vibration damper, and wherein the at least one torsional vibration damper arrangement is coupled with the other torsional vibration damper arrangement in an area radially between the first damper element unit and the second damper element unit.

Hydrodynamic coupling arrangement, particularly hydrodynamic torque converter

A clutch arrangement for a drivetrain of a vehicle comprises a first friction surface, a second friction surface and a pressing element. The first and second friction surfaces are arranged to be movable relative to each other along an axis of rotation of the clutch arrangement. The first and second friction surfaces are formed that they can be brought into a frictional engagement with each other to make a torque transmittable from the first friction surface to the second friction surface. One of the first and the second friction surfaces is arranged at a component part. The pressing element comprises a spring structure and is configured to produce or sever the frictional engagement upon actuation by causing a force along the axis of rotation. The spring structure is configured and arranged to at least partially cause the force on the component part through a change in shape.

A clutch arrangement for a drivetrain of a vehicle comprises a first friction surface, a second friction surface, a pressing element and a sealing element. The second friction surface is coupled to an output component of the clutch arrangement to be substantially fixed with respect to rotation relative to the output component. The first and second friction surfaces are configured and arranged to be brought into frictional engagement with each other to make a torque transmittable from the first friction surface to the second friction surface. The first and second friction surfaces are further configured to be exposed to a fluid medium. The pressing element is configured to produce or sever the frictional engagement by causing a force along a force direction when actuated. The sealing element is configured to separate a first volume in which the first and second friction surfaces are arranged from a second volume.

Clutch arrangement and sealing element

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 wet clutch arrangement, particularly starting clutch for a vehicle, including a housing arrangement which is filled or fillable with fluid, a friction coupling region having a first friction surface formation rotating with the housing arrangement around an axis of rotation and a second friction surface formation that rotates with a driven element around the axis of rotation and which can be brought into frictional engagement with the first friction surface formation, a fluid coupling region with an impeller rotating with the housing arrangement around the axis of rotation and with a turbine that rotates with the driven element around the axis of rotation and which, along with the impeller, defines a toroidal fluid circulation space. The fluid coupling region is arranged radially outside the friction coupling region.

Wet clutch arrangement

A torque transmission system, particularly for a vehicle, includes a housing arrangement () with a hub region () which engages in a shaft opening () of the gearbox housing () and is rotatably supported so as to be substantially fluid-tight with respect to the gearbox housing () by means of a bearing/seal arrangement (); at least one first fluid port () which opens toward an intermediate space region () formed between the housing arrangement () and the gearbox housing () is provided in the housing arrangement () in or in the vicinity of the hub region (), and at least one second fluid port () which bypasses the bearing/seal arrangement () and opens toward the intermediate space region () is provided in the gearbox housing () and/or in the bearing/seal arrangement ().

Torque transmission system, in particular for a vehicle

A clutch arrangement includes a housing filled with fluid, a first friction surface formation rotatable with the housing around an axis of rotation, a second friction surface formation rotatable with a driven element around the axis of rotation, a pressing element rotatable with the housing around the axis of rotation and which divides an interior space of the housing into a first spatial area and a second spatial area. Depending on fluid pressure in the first and fluid pressure in the second spatial areas, the pressing element is movable with respect to the housing for producing and canceling a frictional engagement between the and the second friction surface formations. A fluid supply system for the first spatial area and/or the second spatial area includes at least a first fluid flow path. The fluid can be supplied to the associated spatial area via at least one fluid flow path and fluid can be removed from the associated spatial area via at least one fluid flow path.

Clutch arrangement, in particular for the drive train of a vehicle

A friction disk for a wet-running clutch for a motor vehicle includes a lining carrier ring, provided with connecting areas for connecting the friction disk to a drive side or to a takeoff side of a clutch, and a plurality of friction lining elements, carried on at least one side of the lining carrier ring, fluid flow channels are provided between the friction lining elements which are directly adjacent to each other in the circumferential direction, wherein at least some of the fluid flow channels have different channel widths.

Friction disk for a wet-running clutch for a motor vehicle

Growing community of inventors

Niederwerrn, Germany

Jörg Sudau