Luk Lamellen Und Kupplungsbau Gmbh

Luk Lamellen Und Kupplungsbau Beteiligungs Kg

Luk Getriebe-systeme Gmbh

Schaeffler Technologies Ag & Co .kg

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Temic Telefunken Microelectronic Gmbh

K Lamellen Und Kupplungsbau Beteiligungs Kg

Luk Lamellen Und Kupplumasbau Beteilgungs Kg

Luk Lamellen Und Kupplingbau Gmbh

Oswald Friedmann

Paul Maucher

Johann Jackel

Wolfgang Reik

Bernhard Walter

Ivo Agner

Michael Reuschel

Rolf Meinhard

Hartmut Faust

Johann J&auml;ckel

Christian Bauer

Lothar Huber

Urban Panther

Ronald Glas

André Linnenbrügger

Jeffrey Hemphill

Frank Obrist

Reinhard Berger

Peter Kuhn

Marco Grethel

Philip George

Michael Salecker

Matthias Gramann

Manfred Homm

Christoph Raber

Robert Fischer

William Brees

Eric Müller

Laszlo Man

Dirk Reimnitz

Peter Greb

Matthias Ehrlich

Wolfgang Haas

Johann Märkl

Hans-Dieter Elison

Hans-Peter Fleischmann

Michael Genzel

Christian Lauinger

Peter Tenberge

Joachim Hirt

Lászlo Mán

Lars Schumann

Alexander Dreher

Hans-Walter Wodtke

Norbert Indlekofer

Dominik Hans

Klaus Steeg

Christoph Vetter

Jochen Schmid

Dirk Burkhart

Geir Huseby

Georg Hommes

Egon Zapf

Alexander Renfer

Siegfried Sonntag

Thomas Suchandt

Matthias Ortmann

Armin Veil

Emmanuel Simon

Markus Jost

Joh&auml;nn Jackel

Johann J{umlaut Over (a)}ckel

Marco Becht

Valentin Khomutovskiy

Peter Riemer

Christian Scheufler

Eric M&uuml;ller

Markus Schaefer

Marco Borowski

Gregory Hickling

Uwe Wagner

Hartmut Dr-Ing Faust

Lászlo Man

A friction clutch for a drive train of a motor vehicle driven by an internal combustion engine. The clutch includes a rotatable shaft, a housing, at least one first clutch plate, at least one second clutch plate that is movable axially to a limited extent relative to the at least one first clutch plate to actuate the clutch. An actuating device that has at least one lever that is pivotally-mounted on one of the clutch plates, and at least one bar one end of which is connected to the lever and an opposite end of which is connected by an articulated connection to a different clutch plate to improve the function of the clutch.

Friction clutch device

An axle hybrid drive for a hybrid vehicle (), including an internal combustion engine () drivingly connected to a first vehicle axle (), and an electric motor () drivingly connected to a second vehicle axle (). The invention is characterized in that the internal combustion engine (), or a transmission () associated with the internal combustion engine (), is decoupled in terms of a driving force from an output shaft of the first vehicle axle ().

Axle hybrid drive

A clamping element freewheel including an inner ring and an outer ring that can be rotated relative to the inner ring in at least one rotational direction. A cage for clamping elements is between the inner ring and the outer ring, with a plurality of clamping elements. The clamping elements are pivotable between a clamping position, in which they prevent relative rotation between the inner and outer rings, and a release position, in which they enable relative rotation between the inner and outer rings. A clamping element preload is provided to preload the clamping element radially inwardly and in the clamping position direction. The clamping element preloading is provided by springs that are configured separately for each clamping element.

Clamping element freewheel

The invention relates to an actuator device for torque transmission equipment such as a clutch, e.g. a friction clutch or dog clutch, or a brake, comprising at least two electric motors, wherein the rotors of the electric motors are kinematically coupled together via a summation gear, and the summation gear has an output side which is coupled to an actuator of the torque transmission equipment in such a way that a state of the actuator can be set as a function of a relative rotation between the two rotors.

Actuating device for a torque transmission device

The invention relates to an internal combustion engine comprising a plurality of subunits which each comprise a crankshaft part, at least one piston being accommodated on a crank of each crankshaft part by means of a connecting rod, wherein at least one first subunit is permanently operated while the internal combustion engine is operating, and at least one additional subunit can be switched off. To switch off a subunit and to disconnect the crankshaft parts from each other, the crankshaft parts of at least one first subunit and an adjacent second subunit that can be switched off are connected to each other in a rotationally locked manner and can move relative to each other with respect to the rotational axes thereof in such a way that a rotational motion applied to the crankshaft part of the second subunit by the crankshaft part of the first subunit is substantially suspended.

Synchronizing clutch mechanism for a split crankshaft in an internal combustion engine

A vehicle drive including a transmission-engine arrangement with two drive units that are operatable independently of each other and include drive shafts arranged in the longitudinal direction of the vehicle, and with two transmission units, a respective one of the drive units forming a partial drive train with one of the transmission units, and a respective clutch device being arranged between the drive units and the transmission units within the partial drive trains. The clutch devices of the two partial drive trains are arranged to be offset relative to each other in the longitudinal direction of the vehicle to be capable of being arranged with an overlap as viewed in the transversal direction of the vehicle.

Vehicle drive

A clutch unit including a torsional vibration damper and having at least friction clutch, but can have two friction clutches combined into a twin clutch. The torsional vibration damper includes an input component that extends axially over the at least one friction clutch at the outer circumference of the friction clutch, so that a counterpressure plate of the at least one friction clutch is disposed axially between the drive engine and energy accumulators carried by the torsional vibration damper. Thus, the clutch unit has a smaller axial extent and can be accommodated in limited installation spaces.

Clutch unit

A method for controlling the operation of a generator connected to an electrical energy storage unit in a vehicle power train. An engine is connected to a drive shaft of the vehicle through a transmission and with an interrupting device with which the transmission of torque from the engine to the drive shaft is interruptible. When the transmission of torque between the engine and the drive shaft is interrupted the generator is driven from the drive shaft.

Method for controlling the operation of a generator in a vehicle power train, and a vehicle power train

A torque transmitting device in a drive train of a motor vehicle to transmit torque between an internal combustion engine having a drive shaft and a transmission having coaxial input shafts. The transmission input shafts are each non-rotatably connected with a respective clutch disc having friction linings. An intermediate pressure plate is positioned between the friction linings of the clutch discs and is non-rotatably connected to the engine drive shaft. The friction linings of the clutch discs are between the intermediate pressure plate and respective axially movable clutch pressure plates that are actuated by an actuation device. To provide support for the double clutch unit the intermediate pressure plate is radially mounted on one of the two transmission input shafts.

Torque transmission device

A transmission for coupling a starter-generator electrical machine to an internal combustion engine and having a transmission ratio that is a function of the rotational speed of the internal combustion engine. The ratio of the rotational speed of the electrical machine to that of the internal combustion engine can be increased at a lower rotational speed of the internal combustion engine than at a higher rotational speed of the internal combustion engine. A control device is provided for switching the transmission ratio, which is held by means of spring force in a condition in which the ratio of rotational speeds is high, and as the rotational speed of the internal combustion engine rises increases the transmission ratio is switched to a condition in which the ratio of rotational speeds is lower.

Transmission for coupling a starter-generator electrical machine to an internal combustion engine

A decoupling device for the bearing arrangement of a shaft carried in a housing, in particular a shaft of a belt-driven conical-pulley transmission with a chain that functions as the belt. The decoupling device includes an outer bearing ring configured with a circularly cylindrical outer surface and within which the shaft is mounted, and an inner surface of a housing that encloses the bearing ring outer surface. At least one radial ondular washer is arranged between the bearing ring outer surface and the housing inner surface, which allows a limited relative radial movement between the housing inner surface and the bearing ring outer surface by elastic deformation of the washer.

Decoupling device for mounting a shaft on a base and radial ondular washer

A positive-displacement pump having an eccentrically positioned internal ring gear and pinion within a pump housing. Pressurized operating fluid is provided by the pump to actuate an actuation piston of a clutch unit, such as a double clutch unit. The clutch unit is drivingly coupled with the pump for movement between engaged and disengaged positions. At least one throughbore is provided in the pump housing within which throughbore the clutch actuation piston is guided.

Gear pump for actuating a clutch

A torque transmitting device in a drive train of a motor vehicle to transmit torque between an internal combustion engine having a drive shaft and a transmission having coaxial input shafts. The transmission input shafts are non-rotatably connected with a respective clutch disc having friction linings. An intermediate pressure plate is positioned between the friction linings of the clutch discs and is non-rotatably connected to the engine drive shaft. The friction linings of the clutch discs are between the intermediate pressure plate and respective axially movable clutch pressure plates that are actuated by an actuation device. To provide support for the double clutch unit the intermediate pressure plate is radially mounted on one of the two transmission input shafts.

A power shift gear for motor vehicles with a first subgear that has a first planetary gear. The first planetary gear has at least one sun wheel, at least one ring gear, several planet wheels and at least one planet carrier. The at least one sun wheel has a toothing for engagement in toothings of planet wheels and with several speed clutches for the engagement and disengagement of speeds in the first subgear. The power shift gear includes a second subgear with several speed clutches for the engagement and disengagement of speeds in the second subgear. The second subgear is connected parallel to the first subgear. The speed clutches for the first subgear are arranged radially outside the toothing of at least one sun wheel of the first subgear.

Power shift gear for motor vehicles, a motor vehicle gear as well as a motor vehicle power train

Growing community of inventors

Lichtenau, Germany

Oswald Friedmann