Fichtel & Sachs Ag

Mannesmann Sachs Ag

Horton Sachs Gmbh & Co., Kg

Manfred Lutz

Wolfgang Baier

Reinhard Deppert

Walter Kurz

Rainer Fey

Gerhard Dumbser

Kurt Weiss

A valve arrangement arranged in a flow connection between a storage chamber and an operating chamber is actuated by means of an electromagnetic actuating device and, depending on an input rotational movement to a closure element, controls a fluid flow from the storage chamber into the operating chamber. Rotational movement is provided by a rotary armature arranged immediately next to an electromagnet and fixed to a common shaft with the closure element. The magnetic flux path of the electromagnetic actuating device is shortened and thus the efficiency of the arrangement is increased significantly.

Viscous coupling

A fluid clutch includes a first transmission element and a second transmission element which is rotatable about an axis of rotation with respect to the first transmission element. Torque transmission surfaces of the first and the second transmission elements are located opposite one another in a working fluid region in which torque transmission coupling can be made selectively between the first and the second transmission elements by means of fluid. A valve arrangement can be actuated for selectively making and breaking a fluid flow connection between a fluid storage region and the working fluid region, in order respectively to allow and prevent the ingress of fluid from the fluid storage region into the working fluid region and a braking apparatus can generate a braking force acting on the second transmission element. Two components are movable with respect to one another within a limited range of movement by the transmission of braking force to the second transmission element. As a result of relative movement between the two components, the valve arrangement is actuated for selectively making or breaking the fluid flow connection.

Fluid clutch

According to an illustrative embodiment of the invention, a planetary gear box is combined with an electric generator of a motor-vehicle. The planetary gear box comprises a free wheel and a gear change clutch. Such, the transmission ratio of the planetary gear box is changeable. The components of the gear box are arranged at least partially in axially overlapping relationship so that a small overall axial dimension is obtained.

Gear unit for combination with an auxiliary power consuming unit of a

According to an illustrative example of the present invention, an internal combustion engine is provided with a gear box. This gear box is driven by an end portion of the crank shaft. A belt pulley is provided around the axis of the gearbox. The belt pulley drives through a belt an electric power generator. The gear box contains a planetary gear of variable transmission ratio. The change of transmission ratio is effected by an hydraulically operated clutch. The hydraulically operated clutch is actuated by a hydraulic actuating device. The hydraulic actuating device is actuated by oil pressure. The oil pressure is obtained by a hydraulic pump integrated into the gear box. Further components of the circuitry containing the pump and the hydraulic actuating device are provided outside the gear box. These external components are carried by a carrier plate. This carrier plate contains side by side channels of the hydraulic circuitry. Simultaneously, the carrier plate acts as a torque support for the gear box which is mounted on the end portion of the crank shaft.

Combination of two-stator-rotor units with a connecting gear unit

The drive hub for a vehicle, particularly for a bicycle, includes a hub axle 1, a hub shell 9 rotatable relative thereto, and a driver or actuator 13 mounted on the hub axle 1. The driver 13 drives the hub shell 9 over a ball friction gear 17, the ball carrier plates 25 and 27 of which form with the hub axle 1 a rigid gear housing the balls 35 of which, with a guide ring 33, a drive ring 51 and a driven ring 55, enter into a frictional connection which, by the swivelling of the axle pins 37 between drive ring 51 and driven ring 55, permits different rotational speeds. The pressure forces are produced by a thread 47 between driver 13 and drive sleeve 49 proportionally to the driving torque, the pressure spring 57 ensuring a dead-travel-free response of the ball friction gear 17. The infinitely variably adjustable transmission ratio of the ball friction gear 17 is controlled through a control device 79 consisting of rotational elements, through a solid cone 29 which sets in rotation a crank wheel 91, as a result of which the spiral-shaped guide grooves 95 move the ball projections 39 of the ball axles 37 radially outwards or inwards, depending upon the direction of rotation. The ball axles thus swivelled provide for an infinitely variably adjustable transmission ratio between drive ring and driven ring.

Driving hub for a vehicle, particularly a bicycle, with an infinitely

The locking drive for a central locking system of a motor vehicle comprises a support which carries an electric motor, the direction of rotation of which is reversible. Guided for movement on the support are two force-transmitting parts of a gear mechanism which transmits the locking forces, a first force-locking part being adapted to be driven by the electric motor while a second force-locking part can be driven manually, for example by means of a mechanical lock. The second force-transmitting part can be locked at least in one of its extreme positions and relative to the support by means of a locking member. The locking member is controlled via the first force-transmitting part which, for this purpose, is coupled via a dead travel coupling having given clearance to the second force-transmitting part. The locking drive is in particular suitable for the locking of a trunk lock of the motor vehicle so that the trunk lock can be opened when the central locking system is locked without having to unlock the system again in order to perform this function.

Locking drive for a central locking system

The central locking installation for motor vehicle door locks blocks the locking element of the door lock by means of an additional, separately controllable blocking member. The locking element and the blocking member are driven by separate electrical drives which are connected into mutually parallel-connected current paths of one common drive current circuit. The drive direction of the two drives is controlled by common switches of a pole-changing circuit which reverses the current direction. Into the current path of the drives of the blocking member there is connected a control switch by way of which these drives can be switched on selectively. In the unlocking direction and the unblocking or releasing direction a time control system controllable by means of the door key in the unlocking of the door switches on the drives of the locking element and of the blocking member simultaneously. In the locking of the door lock only the drive of the locking element is switched on in its locking direction. The control switch which switches on the drive of the blocking member in the blocking direction is actuated when the key is turned beyond the locking position of the lock.

Control locking installation for motor vehicle doors

The drive device for a locking mechanism of a motor vehicle door lock which can be fastened by means of a central locking installation comprises an operating element which is guided on a housing for linear displacement between a fastening position and an unfastening position and is coupled with the fastening mechanism. A motor drives the operating element in both directions of displacement. A locking lever mounted on the housing for pivoting about a spindle extending transversely of the direction of displacement of the operating element in its locking position blocks the operating element when it is situated in the fastening position. Thus the fastening mechanism in the locked condition cannot be unfastened manually. The locking lever is pivoted by a rotating drive through an eccentric. The eccentric engages in an aperture of the locking lever. The aperture permits a pivoting movement of the eccentric of more than 180.degree., while a stop face of the aperture limits the range of rotation of the eccentric. The end positions of the eccentric are situated, both in the locking position and in the unlocking position of the locking lever in a 'beyond-dead-point-position', so that the locking device holds the locking lever in self-locking manner.

Drive device for a fastening mechanism of a motor vehicle door lock or

A securing device for a vehicle locking mechanism includes an actuating member which can be moved between a locked position and an unlocked position by way of a key. The member has a stop face which faces in the direction of its movement from the locked to the unlocked position. A locking element is arranged to be movable in response to electromagnetic driving means to a position confronting the stop face when the actuating member is in the locked position. Circuit means are provided to energize the driving means in response to operation of the key.

Securing device for doors or the like in vehicles

A centrifugal clutch assembly particularly suited for a door lock system which utilizes a flywheel mass driven by an electric motor to move an actuating member of the locking system between a locked and an unlocked position is provided as part of the connecting means between the flywheel mass and the actuating member. The centrifugal clutch assembly is arranged to include a rotatably mounted carrier driven by the flywheel mass and carrying thereon centrifugal weights mounted for movement between a clutch-engaged position and a clutch-disengaged position. A restoring spring operates to restore the centrifugal weights to the clutch-disengaged position. The centrifugal weights include frictional pads defining first frictional engaging surfaces and a driven output member arranged in driving connection with the actuating member of the locking mechanism is formed to define second frictional engaging surfaces adapted to be frictionally engaged by the first frictional engaging surfaces. The friction pads defining the first frictional engaging surfaces are mounted upon the centrifugal weights by springs which act in a direction generally perpendicular to the frictional surfaces and stop members are provided for limiting movement of the centrifugal weights in a direction toward the clutch-engaged position in order to limit the maximum engaging force which is applied between the first and second frictional engaging surfaces.

Growing community of inventors

Schweinfurt, Germany

Manfred Lutz